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TRAFFIC MANAGEMENT DURING

CONSTRUCTION

- Interim Guide -


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ACKNOWLEDGEMENT

This Interim Guide on Traffic Management During Construction was prepared as a team

effort. Two teams were set up, namely the WRITE-UP TEAM and the REVIEW TEAM.

The Write-Up team is made up of:

1.

Ir. Mohamed Shafii Hj Mustafa - Mirage Consultancy

2. Abd Karim Mohamed - T & D Consult Sdn Bhd

3. Zahari Abd Aziz - T & D Consult Sdn Bhd

4. Yusof Ahmad - T & D Consult Sdn Bhd

5. Shafinas Saroji - JKR Malaysia (UKJ)

6. Mohd Hizam Hazli Bakri - T & D Consult Sdn Bhd

7. Siti Fairuz Hanim Hj Bahari - Mirage Consultancy

The Review team is made up of:

1. Ir. Mohd Shahrom Mohd Saman - JKR Malaysia (UKJ)

2. Ir Suhaimi Hassan - Lembaga Lebuhraya Malaysia

3. Ir. Muhayadin Md Lip - Dewan Bandaraya Kuala Lumpur

4. Azmee Nin - PLUS Sdn Bhd

5 M hd Y id M hd Y PROPEL


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FOREWORD

This Interim Guide Traffic Management During Construction is to apply the current best

practice in managing the safety of the travelling public through road-work sites throughout

Malaysian.

The prime focus is to review and upgrade the Arahan 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 monitor and reporting

of the site management

ii)

introducing simplified traffic categories for easier referencesiii) introducing changes to the “Sign Faces”, focusing more towards the use of

symbols rather than words

This document had been reviewed by a team of experts and practitioners and it had been

presented in 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

th l h h t k ti t k th i l bl t hi h h ll b


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TRAFFIC MANAGEMENT DURING CONSTRUCTION

- An Interim Guide –

CONTENT

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 SCHEME

5.0 DESIGNING A TRAFFIC MANAGEMENT SCHEME6.0 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


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CHAPTER 1

THE NEED FOR TRAFFIC MANAGEMENT AT

WORK ZONES


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CHAPTER 1

THE NEED FOR TRAFFIC MANAGEMENT AT 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 between the various types of construction sites and

the unexpected dangers in the work zone areas. Hence, proper traffic control measures andsafety considerations are required for all types of work both on major long term projects or

minor short duration.

This Interim Guideline has been designed and written to explain the application of the

standards to the various work situations. The Guidelines should be used by everyone who is

involves with planning, designing, installing, maintaining, and inspecting traffic control at

k it Th ill t ti b d f i k id d f f i


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1.2 Traffic Safety At Work Zones

Traffic safety is a major issue at work zones. When the travelling path of the motorist isoccupied for work activity, conflict arises between the requirements of the construction

workers and the desires of smooth un-interrupted traffic flow. Work sites create potential

hazards because they:

• Confront the motorists with unexpected and often confusing situations;

• Create obstructions which the motorists have to avoid;

• Disrupt the motorist’s attention from the driving task; and

•

Expose the construction workers to move and often speeding traffic.

Much had been said about the worsening problem of traffic safety at roadwork work zones.

Numerous daily news reports of mishaps and fatalities had been published; however, not

many studies have been conducted to understand the causes of these accidents. Studies on

individual accident at work zones have been conducted mostly by the consultants at site but

mostly for internal use only, not properly documented or recorded at a central agency such

as JKR or the Police Traffic Department.

In work zone accidents the following observations have been made:

i) Most crashes occur within the Work Area.

ii) The termination area had the least crashes.

iii) Most accidents involved rear end collision, particularly in the Advance Warning Area.

i ) I h T i i A h Sid S i h


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1.3 Identifying the Problem

As mentioned in the previous section, it is apparently there is insufficient data collection tocarry out an in-depth study into road-works accidents. However, the general problems

associated with local work zones are attributed to:

• Poor management of traffic flow.

• Inadequate Traffic Control Devices.

• In-appropriate signage.

• Lack of maintenance of signage and control devices.

•

Speeding traffic.• Lack of day time and night time safety auditing of the work zones.

• High incidence of traffic accidents.

• Removal of inappropriate signage outside working hours.

These problems create inconvenience to the travelling public and causes concern to Road

Authorities particularly increase in road accidents and fatalities. The Road Authorities had

taken a serious stand on the problems of traffic safety at Work Zones. The first question was“why did these problems arise?" There are many reasons attributed to these, 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

•

P i l i f ffi h i i


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Additional statements to the Standard Specifications can be added to reinforce that

the requirements of the specifications must be strictly implemented or possible

litigation in the event of an accident.

iii) A major recent initiative by road authorities as to improve safety at work zones has

been implement separate payments for traffic management within the contracts

rather than as a general overhead cost or provisional sum. So, now there is a

financial incentive to provide quality traffic management because contractors can

price separately the traffic management components and treats it as a major

element.

iv) With more funds available, the contractors can now provide improvement and safer

construction practices and dedicate more resources to the implementation of the

traffic management. Now, constructors have no excuse not to put into practice the

requirements of the standards and specifications for the traffic management at work

zones or they could face job suspension by the superintending authority and the

possibility of litigation in the event of an accident under the Occupational Safety andHealth Act.

v) Lastly, there must be constant surveillance both day and night checks to ensure that

the good design and practice of traffic management at work zones are adhered to.

The Supervision Engineers must enforce the requirements of good traffic

management practices and to ensure that the contractors comply with specifications

d l l i


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CHAPTER 2

REQUIREMENTS OF TRAFFIC

MANAGEMENT AT WORK ZONES


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CHAPTER 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 provide a safe work zone for workers

and to provide safe passage for motorists, pedestrians, and workers through the road works

site. An effective traffic management must incorporate the following key elements:

warn motorists and pedestrians of road-works hazard ahead

provide safe travel paths through the works area for the travelling

public including pedestrians, at all times, day or night, and in all

weather conditions

provide a safe work zone for workers,

2.2 Objective of Work Zone Traffic Management


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ii) Minor maintenance works

- shoulder repairs

-

guardrail repair- shoulder mowing

- pavement striping

- ditch cleaning

iii) Major maintenance works

- pavement joint repair

- culvert repairs

-

bridge repairsiv) Uti1ity operations

v) Emergency situations such as vehicle breakdowns or road accidents

2.4 The Principles of Work Zone Traffic Management

The Principles of Work Zone Traffic Management includes;

i) Make traffic safety an integral and high priority element of every project.

- Use geometries and traffic control devices that are comparable to

those of normal highway situations.

- Prepare a traffic management plan that is easily understood by all

persons responsible for work zone traffic control.


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- Analyze work zone accident records to guide officials in improving

work zone operations.

-

Remove traffic control devices immediately when they are no longerneeded.

v) Give constant attention to roadside safety.

- Provide clear roadside recovery area as wide as practical.

- Use lightweight channelization devices, which will yield on impact.

- Provide appropriate barriers to protect workers and errant road users.

-

Store construction equipment, materials and debris in a manner,which will minimize the opportunity for run-off-road vehicle impacts.

- Use latest technology / materials to provide advance information and

enhanced visibility to all road users.


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CHAPTER 3

STRATEGIES FOR EFFECTIVE

IMPLEMENTATION OF TRAFFIC


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CHAPTER 3

STRATEGIES FOR EFFECTIVE IMPLEMENTATION OF TRAFFIC MANAGEMENT

AT WORK ZONES

The Traffic Management at Work Zones in Malaysia requires thorough planning and design

as to ensure a high and satisfactory level of safety is provided for all road users. A wellthought out Traffic Management Plan (TMP) will reduce the number and severity of

accidents, slow down traffic and minimize public complaints.

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 for planning, designing and implementing the

traffic management schemes. It also outlines the roles, authorities and responsibilities of


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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

• TMPs must be made known to the JKR District and JKR State; particularly it may

involve road/lane closure or major road diversion.

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 Personnel's.

o Operate an Emergency Response Team

o

Carry out Maintenance of the Scheme and the Deviceso Ensure timely Placement and Removal

o Carry out timely cleaning of the control devices

o Inform the District Engineer of any road/lane closure and/or diversion

3.1.4 Reporting

•


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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 or relocation during the construction stage.

In addition, the engineer should assess the 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 During Construction Activities

3.3.1 Dissemination of Information to Road Users

Dissemination of information to the road users through mass media is encouraged.


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3.3.3 Supervision and Execution of Traffic Management Schemes

To ensure a smooth construction sequence without compromising public road safetyfor pedestrians and other road users, the Contractor needs to set up two distinct

teams, 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

TRAFFIC

MANAGEMENT

OFFICER

EMERGENCY RESPONSE

TEAM

ERT

TRAFFIC

MANAGEMENT TEAM

TMT


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3.3.4 Traffic Management Team

The role of the Traffic Management Team is to ensure that the traffic managementscheme is implemented in accordance with approved drawings. 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 addition, 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 safety and smooth 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 on

the prevailing traffic conditions. The team must be able to establish an effective line

of communication for emergencies and changes in circumstances.

There are occasions that necessary to reroute the traffic to opposite traffic lanes incontra flow for activities such as the launching of bridge beams, the construction of a

bridge pier and at interchanges in the middle of existing roadways.

Traffic management personnel should present at site during construction including

weekends, public holidays, and under any weather conditions.


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3.4 Responsibilities

3.4.1 Responsibilities of the S.O/P.D

The duties of the S.O/P.D include the following:-

• Initiate/request for the appointment of a qualified Road Safety Auditor as soon

as possible upon receipt of Letter of Award preferably within 1 month from

receipt of LOA.

•

Chair the commencement meeting and review any Stage 3 Compliance Audit.• Chair the Stage 4 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 advice from S.O/P.D

representative and Road Safety Auditor

3.4.2 Responsibilities of the S.O/P.D Representative

The S.O/P.D representative is the engineer who is the supervisor appointed or

employed by the Government to carry out supervision of the construction,

maintenance or other works which require the use of a traffic management scheme.

The S.O/P.D must follow the procedures;


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• Inform major road users including truckers, public transport, Keretapi

Tanah Melayu (KTM), Malaysia Airline System(MAS) Kargo, etc of any

major disruptions to major Federal Roads due to construction works.

3.4.3 Responsibilities of the Contractor

The Contractor carrying out construction or maintenance operations on roads or

bridges will take due care and diligence to minimize the risk of injury to road users or

damage to their property as a result of such operations. Actions should be taken to

warn the public of prevailing conditions and to guard, delineate, and, wherenecessary, to illuminate works which may pose a hazard to traffic. The contractor will

take all necessary measures to minimize delays and detours which will

inconvenience motorists.

There is a legal requirement on the part of the Contractor to provide a safe working

environment for its employees and the travelling public through the work site.

The duties of the Contractor include:-

• Issue official letter of appointment to Road Safety Auditor

• Provide scope of Audit works

• Prepare TMP for all work zones and submit to SO/PD, Local Authority, PDRM

and Road Safety Auditor

• Provide drawings, documents and reports to Road Safety Auditor


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ii. To monitor that personnel under their control are employees of the

Contractor and should at all times be courteous to the travelling public.

Personnel should not allow themselves to be provoked by members of thepublic, by exercising restraint they will strengthen their position both then

and at any subsequent enquiry or legal proceedings.

iii. To ensure that the traffic controllers assigned to direct traffic or personnel

employed to place, maintain and remove signs and devices, are trained and

fully aware of their duties and responsibilities.

iv. Able to act in accordance with the provisions and directives of, this guideline

and all the appropriate acts.

The Traffic Management Officer is to provide evidence to the SO that he has the

necessary skills and qualification to perform his duties. 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 includingpedestrians 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:

i. Designing the TMP’s


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3.4.5 Responsibilities of the Road Safety Auditor

The role of the Road Safety Auditor is to audit the TMP at the approach to and withinthe 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:

i. Visiting the site (Preferably together with the Contractor and/or the

Consultant)

ii.

Auditing the TMP at the beginning of the construction to ensure workabilityand suitability throughout the duration of the construction period.

iii. 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 advice to the S.O/P.D for him to make well informed decisionsvii. Providing advice to the S.O/P.D on matters related to traffic management

plan during construction, as and when required.


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CHAPTER 4

PLANNING TRAFFIC MANAGEMENT

SCHEMES


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CHAPTER 4

PLANNING TRAFFIC MANAGEMENT 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 with 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 are also includes lengthof work zone, time of work, number of lanes, width of lanes, speed control method and

right-of-way control method.

The planning process involves seven steps:

Step 1: Assemble Data- Describe the construction data base


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A flow chart of the process is as shown in Figure 4.1.

Step 2

Determine Traffic and

Construction Duration Category

Step 4

Identify Feasible Work ZoneTypes

Step 5

Impact Analysis

- Environmental, Safety, Traffic flow and

Step 1Assemble Data

Step 3

Determine Extent of Roadway

Occupancy


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Step 1: Assemble Data

The basic data required is a complete description of the work to be performed whichcovers a wide range of activities such as:

i) Construction of new roadside drainage which may have no direct disruption

of traffic flow.

ii) Adding a new lane, reconstructing a highway ramp, or resurfacing a

pavement can have extensive impact on traffic.

iii)

Replacing a bridge or culvert which may involve roadway closure and detourswith very extensive disruption to traffic.

The Degree of Impact will suggest the extent of the data required. Table 4.1

summarizes some basic guidelines. The basic requirements are described in the top

half of the table which will be sufficient for most projects the bottom half describes

the requirement for detour routes or where additional information is required to

appraise various options available.

It is important that the designer of the Traffic Management Plans and his/her team

to visit the site for field check and collate an inventory on the existing facilities

including existing structures, services and public facilities such as street lighting,

traffic light, bus and taxi stops and roadside furniture that may require removal

during the construction stages.


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TABLE 4.1 – Suggested Data Base

A. Basic Requirements

Description of Construction Project

- Type of work

-

Roadway encroachment should include the space required by the work activities andequipment, the safety buffer required for adequate work site protection and the physical

space occupied by the barricades or other traffic control devices.

- Limits of work

- Tentative work sequence and schedule

- Estimated cost

- Construction category

Traffic Data

- 24 hour volume counts

-

Roadway geometrics

- Speed data

- Description of potential detour routes

B. Additional Information

Roadway Data

- Right of way limitations


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Step 2: Select the Traffic and Construction Duration Categories

For the purpose of standardization, ease of strategy identification and design, the

Work Zone Types are divided into the following categories:

TABLE 4.2: TRAFFIC CATEGORIES

ROAD CLASSIFICATION SPEED PROFILE SPEED

URBANLow Speed < 60 km/hr

High Speed > 60 km/hr

RURALLow Speed < 70 km/hr


EXPRESSWAYLow Speed < 90 km/hr



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iv) The expected number of working days to complete the project.

v) The cross section of the road

Each of the above factors is a function of the work zone strategy and has someflexibility such that traffic disruption can be minimised. As a guide, the number and

size of lanes provided through the work zones should where possible be the same as

the existing permission at the discretion of the SO. The Level of Service (LOS) during

the construction period where possible, should be maintained.

Step 4: Identify Feasible Work Zone Types

Step 4 and Step 5 serve to identify possible work zone types such as:

1. Lane Constriction

2. Lane Closure

3. Shared Right of Way

4. Median crossover and contra flow

5. Detour

6. Temporary Bypass

7.

Intermittent 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 will emerge as being feasible for a particular


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Step 6: Select Preferred Alternative Traffic Management Plan

When all critical impacts are analysed, the most effective strategy will often has less

impact on all measures.

Step 7: Check for Mitigation Requirement

Finally mitigation measures will be necessary for the preferred alternative to

minimise impact caused by the construction works. This complete analysis should becarefully documented and used as input to the overall work zone traffic control

process.

4.2.1 Relationship Between Planning and Design

Selecting the appropriate traffic management strategy that develop plans and specifications

requires to implement the two distinctly activities.

Although planning and design are different activities, a strong relationship exists between

them. During the planning process when strategies are being defined, the traffic

management plan for each strategy sketched. The cost of the traffic control is also a factor

in the selection of the most cost effective traffic management strategy that meets the

requirement of these guidelines and the relevant acts.


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CHAPTER 5

DESIGNING A TRAFFIC MANAGEMENT

SCHEME


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CHAPTER 5

DESIGNING A TRAFFIC MANAGEMENT SCHEME

This Chapter discusses the design of Traffic Management Plans (TMPs) including the details

of the plan, typical layout and adapting typical layout to actual site conditions.

5.1 Traffic Management Plans (TMPs)

The Traffic Management Plans show the placement and type of traffic control devices to be

used in a work zone as well as details about the type of work zone to be used in each phase

of the work. The Traffic Management Plan should be prepared and must be understood by

all responsible personnel before the site is occupied. Any changes in the traffic management

plan should be authorized by an official trained in safe traffic control practices. A formalTraffic Management Plan (TMP) is required with the plans, specifications, and estimates for

all road projects.

TMP's may range in scope from a very detailed plans designed for specific projects, to simply

a reference to typical plans. The details of the TMP depend on the complexity of the project

and on the amount of traffic interference introduced by the work activity.


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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 of lanes 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,

Delays during the placement and removal (preferably during low traffic volume

periods)

Maximum length of work zone allowed by the road authority

Special needs of local traffic

Factors that should be considered in the TMP are shown in TABLE 5.1.

TABLE 5.1: FACTORS IN DESIGN OF TRAFFIC MANAGEMENT PLANS

Economic and community

- commercial business districts,

- residential locations,

- recreation areas,

- shopping centres,

- railroad crossings,


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5.2 Traffic Control Zones

The design of the traffic management scheme must follow the basic concept of a typicalwork zone. A typical work zone should have the following areas:

- ZONE A: Advance Warning Area

- ZONE B: Transition Area

- ZONE C: Buffer Area

- ZONE D: 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 examin ed 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.


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5.2.1 ZONE A: Advance Warning Area

i)

An advance warning area is necessary for all traffic control zones becausedrivers need to be made aware that they are approaching the construction

area. Before reaching the work area, drivers should be given enough time to

alter their driving patterns. The advance warning area may vary from a series

of signs starting 2 km in advance of the work area to a single sign or flashing

lights on a vehicle

ii) When the work area, including access to the work area, is entirely off theshoulder and the work does not interfere with traffic, an advance warning

sign may not be needed. An 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

changing conditions. For most operations, the advance warning distancerequirement for various road types are:

a) 2 km to 1 km for expressways

b) 500m for most rural roadways or open highways conditions

c) at least 250m for urban roadways.


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5.2.2 ZONE B: Transition Area

i) When work is performed within one or more travelled lanes, a lane closure(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 includes the taper transition length.

ii) The transition area should be clearly visible to drivers. The correct driving

path should be clearly marked with channelizing devices and pavement

markings. 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 flagman is present)


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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 ofthe 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 to decide whether to proceed

cautiously past the workspace or to wait for opposing traffic clear. A

flagman 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 may 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. If the shoulder is being used as a travel lane,


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5.2.3 ZONE C: Buffer Area

i) The buffer zone is the open or unoccupied space between the transition andwork 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, It 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 transitioned 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 as to avoid head-on collisions.

5.2.4 ZONE D: Work Area

i) The work area is that portion of the roadway, which contains the work


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iv) Guidelines

a) Use traffic control devices to make the work area clearly visible totraffic.

b) Place channelizing devices between the work area and the travelled

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, vertical and horizontal alignment

such that it is clearly visible that 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

adopted.

c) Provide a safe entrance and exit for work vehicles.

d) Protect mobile and moving operations with adequate warning on the

work and/or shadow vehicles.

e) Flashing lights and flags should be considered on work vehicles

exposed to traffic.

5.2.5 ZONE E: Termination Area

i) The termination area provides a short distance for traffic to clear the work

area and to return to the normal traffic lanes. It extends from the

downstream end of the work area to the “PEMBINAAN TAMAT” sign. A


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NOTE: Refer also to Figure 5. 4 for area distances and spacing of traffic control devices

TABLE 5.3: FORMULAS FOR TAPER LENGTH

Posted Speed Formula

70 km/h or under L= WS2

155

70 km/h or over L= WS

1.6

Where L = taper length

W = width of lane or offset

S = posted speed, or off-peak 85 percentile speed

Ref. ATJ 2C/85 - Temporary Signs and Work Zones Control


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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 than

3.75 meters

Ref. ATJ 2C/85 - Temporary Signs and Work Zones Control

AREA DISTANCESPACING OF

DEVICES

ADVANCE WARNING AREA

Expressways

Rural Roadways or Open Highways

Urban Roadways

1-2 km

350 m (min.)

250 m (min.)

min. 50 m apart

min. 50 m apart

min. 15 m apart

TRANSITION AREA

Lane closure Taper

2-way Traffic Taper

As in Table 5.4

15 - 30 m

As in Table 5.4

3 - 6 m apart


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CHAPTER 6

TYPICAL LAYOUTS OF THE TRAFFIC

MANAGEMENT PLAN


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CHAPTER 6

TYPICAL LAYOUTS OF THE 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 proposedthat the Work Zone Types are divided into two, i.e.:

i) the Traffic Category , and

ii) the Construction Duration Category


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FIGURE 6.1: SIZES OF TRAFFIC ZONES

URBAN

Low Speed

High Speed

RURAL

Low Speed

High Speed

EXPRESSWAYS

Low Speed

High Speed

250m

400m

350m

500m

1000m

2000m

100m

150m

100m

150m

250m

300m

varies

varies

varies

varies

varies

varies

Note:

1. Max length of work zone is 5km and the maximum area allowed for each excavation area is 200m.

2. All barriers to be continuous

ZONE A

ADVANCE WARNING

ZONE B

TRANSITION

ZONE C

BUFFER

ZONE E

TERMINATE

ZONE D

WORK AREA


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6.1.2 The Construction Duration Category

The Construction Duration category will determine the type of the Traffic Control Devices.

These are illustrated in Table 6.2 and Figure 6.2.

CONSTRUCTION DURATION CATEGORIES

CLASSIFICATION DURATION

Temporary Diversion

# Flagmen are always required during

temporary diversion works

< 1 Day


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FIGURE 6.2: THE CHOICE OF TRAFFIC CONTROL DEVICES

(Depending on the Construction Duration)

ZONE A

ADVANCE WARNING

ZONE B

TRANSITION

ZONE C

BUFFER

ZONE E

TERMINATE

ZONE D

WORK AREA

TEMPORARY

DIVERSION

SHORT TERM

LONG TERM

Adv Sign – MUST

The other signs are advantageous

to have

- Arrow Signs

-Cones

Adv Warning Signs - Apply the full

set

Adv Warning Signs – Apply the full

set

-Arrow Signs

-Plastic NJBs

-Arrow Signs

-Plastic NJBs

-Add. TCDs

-Arrow Signs

-Cones

-Work Area, Speed Signs

-Plastic NJBs

-Delineators, Strings

-Work Area, Speed Signs

-Concrete, Plastic NJBs

-Delineators, Strings


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6.2 Sign Arrangements

It is the intention of the Interim Guide to standardize the application of the temporary signs

in the work zones. This is to ensure drivers’ familiarize and compliance to the TMP proposal.

It is recommended that a uniform arrangement of signs be adopted throughout the work

area. The proposed arrangement of signs is in Figure 6.3.

The detailed signing of each zone is as follows:

ZONE A: ADVANCE WARNING AREA (the example given here is for the Rural High Speed Traffic Category)

See Figure 6.4.

Sign 1 – Identification Sign

- This sign gives an advance warning to the motorists of a work area ahead.

It should also identify the Road Authority responsible for the work. This isusually a “worded” sign.

- This sign should be installed 500m from Transition Area in the case of the

Rural High Speed Traffic Category.

Sign 2 – Information Sign


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Sign 5 – Speed Sign

-

This is the Speed sign indicating the second “step-down” speed for themotorists.

- This sign should be installed 100m from Transition Area in the case of the

Rural High Speed Traffic Category.


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USE

1st

Sign- Identification Sign

2nd

Sign- Info Sign

3rd

Sign- Speed Sign

4th

Sign- Info Sign

5th

Sign- Speed Sign

USE

ARROW SIGNS

ZONE A

ADVANCE WARNING

ZONE B

TRANSITION

ZONE C

BUFFER

ZONE E

TERMINATE

ZONE D

WORK AREA

USE

ARROW

SIGNS

USE

WORK AREA SIGNS

And

SPEED SIGNS

USE

WARNING

SIGN

FIGURE 6.3: SIGN ARRANGEMENTS


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FIGURE 6.4: SIGN ARRANGEMENTS FOR ADVANCE WARNING AREA

1st

Sign- Identification Sign

2nd

Sign- Info Sign

3

rd

Sign- Speed Sign4th

Sign- Info Sign

5th

Sign- Speed Sign

ARROW SIGN at the start of Transition Area to be

placed on high post

ZONE A

ADVANCE WARNING


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ZONE B: TRANSITION AREA (See Figure 6.5).

Sign 6 – Arrow 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. It is

advisable to install all the Arrow Signs on high posts.

Signs 7 & 8 – Arrow 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.

* The number of “Arrow Signs” in the Transition Area can be more if the conditions at

the site demand it.

ZONE D: WORK AREA (See Figure 6.6).

Sign 9 – Speed Sign

Thi i th S d Si i f i th t i t th f d t d i


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ZONE E: TERMINATION AREA

Sign 13 – “PEMBINAAN; TAMAT”

-

Install 30m after the downstream taper

Figure 6.7 gives an overall sign arrangement layout for the typical Rural High Speed

Traffic Category work zone.


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FIGURE 6.5: SIGN ARRANGEMENTS FOR TRANSITION AREA

ARROW SIGNs at the Transition Area

- To be placed on high post

- The numbers of Arrow signs can be

increase if needed

ZONE B

TRANSITION


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ALL SIGNS at the Work Area

- To be placed on high post

- Number of signs should be increased if

the Work Area is long.

FIGURE 6.6: SIGN ARRANGEMENTS FOR WORK AREA

ZONE C

BUFFER

ZONE E

TERMINATE

ZONE D

WORK AREA

FIGURE 6.7: OVERALL SIGN ARRANGEMENTS FOR RURAL HIGH SPEED


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ZONE A

ADVANCE WARNING

ZONE B

TRANSITION

ZONE C

BUFFER

ZONE E

TERMINATE

ZONE D

WORK AREA

500m 150m 100m L 100m

100m 100m 100m 100

100


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6.3 Modification of Typical Layouts

Each work zone is different, with variables such as speed, volume, location of work,pedestrians, and intersections changing the needs for each zone. The goal of work zone

traffic control is safety, and the key factor in effective traffic control in work zones is

application of 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 the 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 encountered, a

higher-type treatment than that shown as typical may be required.

The types of 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 of the work zone)

- flashing arrow panels

- more channelizing devices


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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 of the devices placed inthe traffic control zone. Therefore, some extra signs or devices may be

required to improve safety for motorists and workers, however, be aware of

the possibility of over signing.

ii) Consideration must be given to the risks involved if the motorist does not get

the required information. The level of protection used and the delivery of the

message should be proportional to the level of hazard. More emphaticmessages and a higher level of protection are needed for high hazard

situations.

iii) Where possible, a recovery space (buffer zone) should be provided.

iv) Devices must be evaluated on an overall system basis to determine if the

safety objectives for the travelling public and workers in the work zone areachieved.

6.4 Classification of Typical Layouts

The classification of typical plans is difficult because of many different parameters that must


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v) Closure configuration

- shoulder closed

- lane or lanes closed

-

shoulder used as travel lane- roadway closed

- crossover and/or contra flow

- on-site detour (bypass)

- off-site detour

When making modifications to the typical solutions it is best to establish a set of plans,

which covers the range of conditions commonly found rather than a plan for every possiblecombination of parameter values.

6.5 Considerations to Modifying the Typical Layouts

Each traffic control zone is different, with variables such as speed, volume, location of work,

pedestrians and intersections changing the needs for each zone. The primary goal of trafficcontrol zone is safety, and the key factor in ensuring the control zone works is the

application of sound judgment principles. The examples in this chapter are guides showing

how best to apply the standards.

The typical applications include use of various traffic control methods, although they do not

include a specific layout for every conceivable work situation. Typical applications may be


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ii) Work On Or Over Shoulder Or Parking Lane

i) No encroachment in the travelled lane means there is little or no direct

interference with traffic. When shoulder is occupied or closed, the motoristshould be warned and the workers should be protected. In most cases a

single warning sign is adequate. When a sealed or constructed shoulder is

closed on a high-speed roadway, it should be treated as a closure of a portion

of the road system because the motorist expects to be able to use this area in

the event of an emergency. The approach to 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 be closed. For high-speed traffic conditions, a full lane closure

should be considered or narrowing of the traffic lanes.

iii) Work On Two-Lane Roadway

i) When one lane is closed on a two-lane, two-way road and the remaining lane

is used by traffic travelling in both directions, the short two-way traffic taper

of 15 meters minimum is used to slow traffic as it approaches the work space.

Alternatively a one-way traffic control may be affected by the following

means:


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ii) Do not decrease safety by using fewer devices simply because the operation

will change its location frequently. Flaggers may be used but caution must be

taken so they are not exposed to unnecessary hazards. Portable light weight

devices should be used and moved periodically to keep them near to thework 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 and 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. If volumes and/or 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 in progress. In addition to improve visibility and worker safety, vehiclesmay be equipped with flags, flashing vehicle lights, and large signs.

vi) Short-Term Utility Operations


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(c) Maintain access - to business, industrial and residential areas. Even if the

road 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. If nearby 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. If a sidewalk closed, provide a temporary walkwayaround the work area or direct the pedestrians to an alternate protected

route.

ii) The following situations normally warrant walkways in the TMPs at:

a) sidewalks cross the work zone,

b)

designated school route crosses the work zone,

c) significant pedestrian activity or evidence of such activity exists (i.e. a

worn path), and

d) existing land use generates pedestrian activity. (such as bus stops,

factories, places of worship, night market, etc.)


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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 2.5mclearance.

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 when sidewalks on both sides of

the street must be closed, pedestrians should be guided around the

construction site.

k) Retro reflectorized traffic control devices are of little value to pedestrians.

Warning lights should be used to delineate the pedestrian’s pathway and

to mark any hazards.

l) Where possible, the scheduling for the construction of the overhead

pedestrian bridge should be brought in to the beginning of the program tominimise probability of accidents involving pedestrians crossing multi lane

roads.

6.8 Bicycles


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ii) The access to the exit ramp should be clearly marked and outlined with

channelizing devices. For long-term projects existing markings should be

removed and new ones placed. As the work area changes, the access may be

modified.

6.11 Intersections

i) Use advance-warning signs, devices and markings as appropriate on all

crossroads. The effect of the work upon signal operation should be

considered such as signal phasing for adequate capacity and for maintainingor adjusting detectors in the pavement.

6.12 Detours

i) Detour signing is usually handled by an authorized traffic engineer because it

is considered a traffic routing item. Detour signs are used to direct trafficonto the alternative roadway. When the detour is long, install “Arrow”

symbol signs to periodically remind and reassure drivers that they are still on

a detour.

ii) When an entire roadway is closed, a detour should be provided and traffic

should be warned of the closure well in advance.


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CHAPTER 7

PLACEMENT AND REMOVAL OF TRAFFIC

CONTROL DEVICES


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CHAPTER 7

PLACEMENT AND REMOVAL OF TRAFFIC CONTROL DEVICES

This Chapter discusses the important aspects of the process of placing and removal of 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.

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 devices 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) Th l t ti tit t t d it ti f th


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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 publicityii) 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 in 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 storedproperly 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


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7.2 Placement

7.2.1 Placement Sequence

Devices are installed in the direction that traffic moves that is, moving “downstream”. The

first device placed is the first advance warning sign. The installation then proceeds with the

i) Advance warning zone

ii) Transition zone

iii) Buffer zone,

iv) Work zone, and

v)

Termination zone.

If traffic in both directions will be affected, such as with work in the centre lanes, the devices

can be placed in both directions at the same time, 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. It is essential tochannelize 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

h h d d “b k ” “ h d ” “ ” h l h ld b d h


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On high-speed roads, a “backup,” “shadow,” or “protection,” vehicle should be used. This

vehicle should first be positioned on the shoulder some 30 meters 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, theshadow 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 30cm further into the lane that being closed.

7.2.4 Lateral Position

For some closures, traffic doesn’t have to be excluded from the entire width of the lane toestablish a safe workspace. Under these circumstances, the work area channelizing devices

should be placed a few meters back from the lane line as to:

i) Reduce the chances of the devices being hit, and

ii) Provide increased lateral clearance, thereby increasing capacity.

Wh ll i i l h li ti d i th l d Th t ti hi l


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When all signs are in place, channelization devices are then 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. In locations where, due to

volumes or geometrics traffic, it 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 workspace, particularly for high-speed conditions. Next, interior lane traffic is channelized into

the previously closed exterior lane.

Warning signs are placed on both sides of 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 laneand workers complete the exterior lane channelization and closing taper. The protection

vehicle then moves to the downstream end of 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 of the

closed centre lane.

7 4 S i l E i t d T h i


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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 reversesequence 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. These vehicles should be employed for:

i) Carry devices to worksites.

ii) Facilitate handling.

iii)

Help to organize and protect signs and devices.iv) Emergency situations.

Special features of these traffic control vehicles may include;

i) Appropriate colour (orange),

ii) Flashing/rotating lights or beacons,

iii)

Flashing arrow panels,iv) Changeable message signs,

v) Sign racks,

vi) Cone chutes,

vii) Power lift tailgates,

viii) Worker platform and protective railing,

ix) Crash cushions on shadow vehicles, and


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CHAPTER 8

MAINTENANCE OF TRAFFIC CONTROL

ZONES

CHAPTER 8


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CHAPTER 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. ThisChapter 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 functioneffectively. 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:

8 1 1 Elements of an Inspection Program


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8.1.1 Elements of an Inspection Program

A comprehensive inspection and maintenance program should include the following

elements.i) A formalized plan

ii) Defined 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

zonevii) 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

judgement 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 ensures that the required maintenance

8.2.2 Frequency


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8.2.2 Frequency

To determine the frequency of inspections, the following factors must be considered.

i)

Project size and durationii) Degree of liability

iii) Severity of hazards

iv) Frequency at which damage is occurring

v) Number of deficiencies observed during previous inspections.

vi) Traffic volumes and speed.

Traffic controls left in place overnight should he inspected during hours of darkness at thesame frequency as during the daylight hours. Inspections should also be carried out during

adverse weather conditions to ensure safety requirements are met and adequate road

drainage is maintained during the construction period.

8.2.3 Documentation

Documentation is an essential part of the traffic control maintenance function. It isnecessary for good planning and for project accounting. Documentation serves to:

i) Ensure the integrity of the project traffic control; and

ii) Provide a means of

identifying the maintenance needed,

providing a tool for getting maintenance started,

Good record keeping procedures suggest that the time and location of the installation and


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Good record keeping procedures suggest that the time and location of the installation and

removal of 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) Starting and ending time of work

ii) Location of work,

iii) Names of personnel,

iv) Type of equipment used, and

v) Any changes in temporary or permanent regulatory devices

Major projects will require more detailed record keeping since they may involve greater

amounts of 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 Date

time,

Location with GPS co-ordinates if possible.

direction, and

photographer’s name.

Each agency should have general checklist for different types of operations and conditions.


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g y g yp p

These can be 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 performing traffic control zoneinspections and maintenance. Personnel designated to perform 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:

ii) Proper cleaning methods for the various types of equipment and

reflective materials.

iii)

Maintenance techniques for mechanical and electrical equipment,iv) Proper placement and ballasting of traffic control devices

v) Methods to check sign reflectivity,

vi) Knowledge of the hazard potential of various types of situations

vii) Solutions that may be used to solve various problems.

viii) Situations requiring special technical assistance, (such as hazardous

materials)and procedure to be followed in securing such assistance, and

iii) Tools and hardware for on the spot repairs


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) p p

Hammers

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


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CHAPTER 9

REPORTING & CHECKING

CHAPTER 9


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CHAPTER 9

REPORTING & CHECKING

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)

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 it needs to be displayed for easy access during theinspection and audit 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 approved by the Supervising Engineers. A copy of the

agreed TMP shall be forwarded to the S.O. for final approval and acceptance.

However it is a requirement that any major TMP shall also be audited by Road Safety


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APPENDIX A

TEMPORARY SIGNS

APPENDIX A


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APPENDIX A

TEMPORARY SIGNS

1. GENERAL NOTES ON TEMPORARY SIGNS

Temporary operations, such as maintenance operations or short construction

activities, represent unusual roadway conditions and warrant special attention. If the

temporary operations require measures different from those normally use, 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 are most effective and

placement must therefore take into consideration road geometry. The signs shall be

so placed that road users will have adequate time for response. As a general rule,

signs shall be located on the left-hand side of the highway. For additional safety

duplicate signs may be placed on both sides of the carriageway. Within a

construction or maintenance zone, however, it is often necessary to erect signs on

2 Si f


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2.1 Temporary Signs for Expressways

The temporary signs for use on the expressways shall have a HEXAGONAL shape sign

as follows:

2.2 Temporary Signs for Other Roads


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TS. 17 TYPICAL STRING DELINEATORS

A form of delineation, particularly useful along rural areas without

street light

COLOUR


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APPENDIX B

TYPICAL LAYOUTS FOR TRAFFIC

MANAGEMENT PLANS


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NO. SPEED PROFILE

ROAD CLASSIFICATION

Urban Rural Expressway

1. Low Speed < 60km/j < 70km/j < 90km/j

2. High Speed > 60km/j > 70km/j > 90km/j

TRAFFIC CATEGORY

TRAFFIC CATEGORY & WORK ZONES CONTROL


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NO.

TRAFFIC CATEGORY WORK ZONES

CONTROL DRAWING

REFERENCEROAD CLASSIFICATION SPEED PROFILE SPEED

1. Urban

Low Speed < 60km/l Figure 1

High Speed > 60km/j Figure 2

2. Rural

Low Speed < 70km/j Figure 3


3. Expressway

Low Speed < 90km/j Figure 5



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APPENDIX C

ROAD SAFETY AUDITING OF THETRAFFIC MANAGEMENT AT

WORK ZONES

ROAD SAFETY AUDITING OF THE TRAFFIC MANAGEMENT AT WORK ZONES

(TMP)


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(TMP)

1.0 Introduction

In an effort to spur the economic growth of the country, the Federal Government has

embarked on a massive program to provide new construction contracts especially in the

road sector. Many projects, worth billions of ringgit had been identified and currently beingdesigned and implemented.

Jabatan Kerja Raya Malaysia (JKR), being the implementation agency for the Federal

Government, is very concerned about the effect of the construction activities to the

possibility of increased accident occurrences at the construction work sites.

As a mitigation effort, JKR has introduced the following steps in the road constructionprojects:

i) Preparation of Traffic Management Plans (TMP) during the Design and Construction

Phases

ii) Cost of management and provision of Traffic Management at construction sites to be

3.0 Reports

The following reports must be prepared for the Audit work:


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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

to 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 project. 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 ne t three months’ ork

FLOWCHART FOR TRAFFIC MANAGEMENT AUDIT

Traffic Management Plans (TMP)


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-

Contractor prepare TMP for all work zones

of the project

Traffic Management Safety Reports (TMSR)

-

Traffic Mgmt Officer prepare TMSR thatincludes:

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 SafetyAuditor. Extend copy to HOPT (first week of the

third months)

Work Zone Audit

-

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.O/P.D. Extend copy

to HOPT

RSA STAGE 4 (PART 1) PROCESS

COMMENCEMENT MEETING (*)

- Called & chaired by Road Branch Director

- Scope of audit given to Road Safety Auditor


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Scope of audit given to Road Safety Auditor

CONSTRUCTION & 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)

report & send to S.O / P.D and Contractor. Extend

copy to HOPT

RESPONSE REPORT

-Contractor prepares response report

and submits to Road Safety Auditor.

Extend copy to S.O / P.D and HOPT

RSA STAGE 4 Pt 2

COMPLETION MEETING

- Called & chaired by HOPT

- Road Safety Auditor to present findings

- Designer present response

- Decisions are made & minute


DIRECTIVE TO DO RSA- S.O / P.D instruct Road Safety Auditor to do

RSA Stage 4 (Part 2)


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Required Corrective Action

RSA Stage 4 (Part 2)

ROAD SAFETY AUDIT



copy to HOPT

RESPONSE REPORT

- Contractor prepares response

report and submits to Road SafetyAuditor. Extend copy to S.O / P.D and

CORRECTIVE ACTION

- By Contractor

RSA STAGE 2

COMPLETION MEETING

- Called &chaired by S.O / P.D


- Contractor present response

- Decisions are made & recorded


DIRECTIVE TO DO RSA

STAGE 4 (PART 3)

- S.O / P.D instruct Road Safety Auditor

to do RSA Stage 4 (Part 3)


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Required Corrective Action

ROAD SAFETY AUDIT



copy to HOPT

RESPONSE REPORT

- Contractor prepares response reportand submits to Road Safety Auditor.

Extend copy to S.O / P.D and HOPT

RSA STAGE 4 (PART 3)

COMPLETION MEETING

- Called &chaired by S.O / P.D


- Contractor present response

- Decisions are made & recorded

CORRECTIVE ACTION

- By Contractor


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APPENDIX D

FORMAT FOR TRAFFIC

MANAGEMENT SAFETY REPORT

(TMSR)

FORMAT FOR TRAFFIC MANAGEMENT SAFETY REPORT (TMSR)


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1.0

Introduction

objective of the report

objective of the Traffic Management Plans

objective of the TMSR report

photos of the site

schedule of the TMSR reports for the project

2.0

Background of Project

Project details

Traffic data

Strip map

Construction Program

The importance of the road

The conditions of the road and surrounding area

3.0 Project Contractor’s Site Organisation

Organization chart of the project

TMT and ERT organization

List the tasks and responsibilities of each member of the TMT and ERT

7.0 Emergency Response Plan (ERP) and Emergency Response Team (ERT)

Emergency Response Plan (ERP)

o Give detail of the plan and show “alternative route”


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o Give detail of the plan and show alternative route

Emergency Response Team (ERT)

o Give detail of the organization chart and “Line of Communication”

8.0 Records of Public Complaints

Provide records of public complaints through hotline, letters, newspapers, etc

9.0 Damage to Vehicles

Provide records and photos of vehicles experiencing problems within the work zones

10.0 Accident Analyses

Provide records of Accidents within Work Zones during the last 3 months

o Give detail of dates, time, collision diagram, location, damages. Show photos.

Provide records of Accidents within the Project Work Zones from the start of project.

o Give detail of dates, time, collision diagram, location, damages. Show photos.

11.0 Evaluation

Evaluate the effectiveness of the TMPs during the last 3 months

Highlight main issues for the next 3 months

Propose steps to upgrade the situations

Alert JKR on the iss es hich are sensiti e and propose mitigations


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ream guide line

Documents