Traffic Management During Construction, RSA - 240608

TRAFFIC MANAGEMENT DURING
CONSTRUCTION
I .
SEMINAR ON ROAD SAFETY AUDIT &

TRAFFIC MANAGEMENT DURING
CONSTRUCTION
Tuesday 24 June 2008
TRAFFIC MANAGEMENT
DURING CONSTRUCTION
- Seminar Notes ;
,
.J
. ,I
These notes are extracts from the new Interim Guide On Traffic Management During
Construction. They are to be used for training purposes
FOREWORD
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)
ii)
iii)
setting up a framework for the practice of designing to monitoring and

reporting of the site management
introducing simplified traffic categories for easier references
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". It 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 Tun Raz.f\k
Jalan Raja Laut
50350 Kuala Lumpur
"J
TRAFFIC MANAGEMENT AT WORK ZONES

- 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 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:
TEMPORARY SIGNS
APPENDIXB:
TYPICAL LAYOUTS OF THE TRAFFIC MANAGEMENT PLANS
APPENDIXC:
ROAD SAFETY AUDITING OF TRAFFIC MANAGEMENT AT

WORK ZONES
CHAPTER!
THE NEED FOR TRAFFIC
CHAPTERl
.!
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 types of constructions and the unexpected danger.
Proper traffic control and safety are needed for all types of work.
This Interim Guideline has been designed and written to explain the application of the
standards to the various work situations. It should be useful to anyone involved ""ith
planning, designing, installing, maintaining, and inspecting traffic control. The illustrations
can be used for a quick guide for various examples of 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 of 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 of 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 At Work Zones
Traffic safety is a major issue at work zones. When the traveling path of the motorists is
occupied for work activity, conflict arises between the requirements of the construction
workers and the desires of 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 of traffic safety at the local work zones
along the country's highways. Numerous daily news reports of mishaps and fatalities have
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. These studies were mostly for the information and consumption of the
people involved with the projects. Unfortunately, none of these studies has been published.
In most work zones, the following have been observed:
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
x)
Most crashes occur in the Work Area

The termination area had the fewest crashes
Rear-end crashes were the most common
In the Advance Warning Area, the rear-end crashes is common
In the Transition Area, the Side Swipe crashes becomes the majority
In the Work Area, the fixed-object-off-road and angle crashes are highest
There were more fixed-object crashes and fewer angle and rear-end crashes during
nighttime
The potential for severe crashes is greater within a work zone than outside a work
zone
The proportion offatal crashes is higher in work zones
The proportion of 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
Turning
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 of 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 of 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 of 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 of work 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 upto-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.
.i
.1
In recent road contracts, the fund for Traffic Management has been taken out from an
item in the "Preliminaries" to being a '~Provisional 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 be carried out by 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 APPENDIX C.
CHAPTER 2
REQIDREMENTS OF TRAFFIC
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 protect motorists, pedestrians, and
workers from work zone hazards. An 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
Roadway reconstruction or resurfacing
Roadway widening projects
Storm drains and sewers
Replacement of public utilities
Bridge deck replacement
Minor maintenance works
ii)
shoulder repairs
guardrail repair
iii)
iv)
v)
2.4
mowmg
pavement striping
ditch cleaning
Major maintenance works
pavement joint repair
culvert repairs
bridge repairs
Utility operations
Emergency situations such as vehicle breakdowns or road accidents
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 of normal highway situations.
Prepare a traffic management plan that is easily understood by all
persons responsible for work zone traffic controL
ii)
Avoid inhibiting traffic as much as possible.

Avoid reduced speed zoning except where
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
absolutely
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)
,j
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 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.
CHAPTER 3
STRATEGIES FOR EFFECTIVE
IMPLEMENTATION OF TRAFFIC
CHAPTER 3
STRATEGIES FOR 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)
ii)
iii)
new definitions and categories of work zones designs (see Chapter 4 and 5);
a framework for the design and implementation of the Traffic Management Plans;
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. It 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
i
}
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.
.I
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
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
During the Pre-Construction Activities
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 SO 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
During 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
To 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
J
I
TRAFFIC
MANAGEMENT TEAM
>
I
EMERGENCY
RESPONSE TEAM
3.3.4
Traffic Management 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 to 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. An 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 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 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 of Road 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 .
3.4.3
Inform major road users such as haulers, truckers, KTM, MAS Kargo, etc
of any major disruptions to major Federal Roads due to construction works
Responsibilities of 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:
3.4.4
Issue official letter of appointment to Road Safety Auditor

Provide scope of Audit 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)
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 persol1l1el and plant
under their control.
11.
Remember that they, and persol1l1el under their control, are employees of the
Contractor and should at all times be courteous to the traveling public.
Persol1l1el should not allow themselves to be provoked by members of the
public. By exercising restraint they will strengthen their position both then and
at any subsequent enquiry or during any subsequent proceedings.
lll.
Ensure that the persol1l1el 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.
ll.
lll.
IV.
v.
VI.
Vll.
Vlll.
IX.
3.4.5
Designing the TMP's

Monitoring the placements and removal of the Traffic Control devices
Monitoring the operations of the Traffic Control devices equipment
Maintain the effectiveness of the traffic control plans
Analysing the occurrences of road accidents within the work zones
Preparing and displaying up-to-date TMP for inspection and audit
Preparing the thri monthly Traffic Management Safety Report (TMSR)
Oversee the Emergency Response Team (ERT). This include 24 hr patrol,
liaison with PDRM, tow truck operators and local authorities
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)
Responsibilities of 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.
.I
11.
lll.
-'
IV.
v.
VI.
Vll.
Visiting the site (preferably together with the Contractor and/or the
Consultant)
Auditing the TMP at the beginning of the construction to ensure workability
and suitability throughout the duration of the construction period.
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).
Preparing the Road Safety Audit reports and sending them directly to all the
relevant parties (JKR, Contractor and Consultant).
Presenting the findings of the Audit reports
Providing best advise to the S.O/P.D for him to make well informed decisions
Providing advise to the S.OIP.D on matters related to traffic management plan
during construction, as and when solicited
CHAPTER 4
PLANNING TRAFFIC MANAGEMENT
SCHEMES
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. 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 rightcofway control method.
.
The suggested planning process involves seven steps, described as follows:
Step 1:
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 of 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 the space required by the
B.
work activities and equipment, 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 schedule
- Estimated cost
Construction category
Traffic Data
- 24 hour volume counts
Roadway geometrics
Speed data
Description of potential detour routes
Additional 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 1: Assemble Data
The basic data required is a completed description of the work to be performed. The
construction activities can obviously cover a ""ide range of actions, for example:
i)
ii)
iii)
Construction of new roadside drainage may have little or no disruption of

traffic.
Adding a new lane, reconstructing a highway ramp, or resurfacing a pavement
have a fairly extensive impact on traffic.
Replacing a bridge or culvert - may involve roadway closure and detours,
with very extensive disruption to traffic.
Therefore, the Degree of Impact will suggest the extent of the data to be assembled.
Table 4.1 shows some basic guidelines. The basic requirements are described in the
top half of the table. This data is all that is required for most projects. The bottom half
of 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.
It is important that the designer of 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 of existing road capacity with traffic movement including
the numbers of lanes, existing islands, median road kerbs complete with geometric
details, determination of existing travel and distribution patterns and identification of
potential problems that might arise due to temporary road widening will be considered
during planning stage of traffic diversion scheme with the help of construction
method adopted by main contractor.
Other factors that give impact during planning and design of traffic management
schemes are the availability of inventory review and traffic data survey which are
normally done by other parties.
Step 2:
Select the Traffic and Construction Duration Categories
For the purpose of standardization, ease of strategy identification and design, it is

proposed that the Work Zone Types are divided into the following categories:
TABLE 4.2: TRAFFIC CATEGORIES

ROAD CLASSIFICATION
SPEED PROFILE
SPEED
Low Speed
< 60 km/hr
High Speed
> 60 km/hr
URBAN
RURAL
EXPRESSWAY
TABLE 4.3:
Low Speed
< 70 km/hr
High Speed
> 70 km/hr
Low Speed
< 90 km/hr
High Speed
> 90 km/hr
CONSTRUCTION DURATION CATEGORIES
CLASSIFICATION
DURATION
Temporary Diversion
< 1 Day
. Short Term Diversion
< 1 Month
Long Term Diversion
> 1 Month
Each of the above category forms partly a function in the work zone selection
strategy. The selection of 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 Extent 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 6:
Select Preferred Alternative 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 as 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

specifications required to implement that strategy are two distinctly different activities.
and
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 be necessary to include these impacts and re-evaluate the planning results.
J
CHAPTERS
DESIGNING A TRAFFIC
MANAGEMENT SCHEME
"1
CHAPTERS
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)
Traffic Management Plans show the placement and type of traffic control devices to be used
in a work zone as well as information about the type of worJ<: zone to be used in each phase of
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 of the TMP depend on the complexity of the project
and on the amount of traffic interference introduced by the work activity.
The design of traffic management plans is discussed in this Interim Guide. Materials
developed for the TMP may include, but are not limited to:
Scaled drawings of the control zones
A list of devices selected for installation
Identification of special manpower needs such as flagmen
Approvals and. Endorsement by Supervising Engineers and the Road Authorities.
Copies of permits should also be displayed if applicable.
Phone numbers of officials to be contacted in an emergency
Scaled drawings of construction stages, including detours, lane closure, U-turns
Placement and Removal dates
Identification of special needs such as nighttime delineation, temporary signals,
pedestrian crossing facilities
Development of the traffic management plan actually starts during the planning process.
The plarming process will generally specify the most appropriate work zone type, the phases
of work, and scheduling considerations.
The design of the traffic management plan involves the consideration of a number of 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 TMP 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)
Maximum length of work zone allowed by the road authority
Special needs oflocal traffic
TABLE 5.1:
FACTORS IN DESIGN OF TRAFFIC MANAGEMENT PLANS
Economic and community

-
commercial business districts,

residential locations,
recreation areas,
shopping centers,
railroad crossings,
rural areas,
Traffic
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
,I
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.
~------ti
TERMINATION AREA
lets traffic resume

normoi driving
I
I
Figure 5.1:
Areas in a Traffic Control Zone
WORK AREA
SUFFER SPACE
vovides prot<:!ction for
traffic o ... d ""CI(leers
,I
TRANSITION AREA
m(')ves trcffk Q'Ji
of its normal pct~,
ADVAi'lCE
WAR~I!NG
AREA
tells traffic whot to
I~
I~
",,,,(,ad
AREAS IN A TRAFFIC CONTROL ZONE
5.2.1
ZONE A:
Advance Warning Area
i)
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
ii)
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
.,
I
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
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:
ROAD CLASSIFICATION
ADVANCE WARNING ZONES

SPEED PROFILE
ADVANCE SIGN
Low Speed
250m
High Speed
400m
Low Speed
350m
High Speed
500m
Low Speed
1000m
High Speed
2000m
URBAN
RURAL
EXPRESSWAY
5.2.2
ZONE B:
Transition Area
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)
I
be advisable when material trucks move into the work area by backing
up from the downstream end of the work area.
b)
5.2.3
5.2.4
ZONE C:
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, 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 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.
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. An 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)
The work area is closer to the traveled lanes
b)
Physical deterrents to normal operation exist, such as uneven
pavements, vehicles loading or unloading.
Speed and volume of traffic increase
c)
d)
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.
Buffer Area
i)
Closing tapers are similar in length and spacing to two-way traffic

tapers.
c)
d)
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)
vi)
Shoulder closure tapers are those needed to close shoulder areas.

Downstream tapers are those installed to direct traffic back into its
nonnal path.
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.
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 .. If 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. It is placed in the tennination area. While closing tapers are
optional, they may be useful in smoothing traffic flow. They may not
1
iv)
5.2.5
,
.I
Guidelines
Use traffic control devices to make the work area clearly visible to
a)
traffic.
Place channelizing devices between the work area and the traveled
b)
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.
c)
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.
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 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. It 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 to Figure 5. 4 for area distances and spacing oftraffic 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
Tarer Length
Speed
Limit
kmIhr
30
40
50
55
65
70
80
90
Lane Width in Meters

3
17
30
50
60
80
130
150
170
3.5
20
35
55
70
95
155
175
195
3.75
22
40
60
75
100
165
190
210
Number of
Channelizing
Devices for
Taper *
Spacing of
Devices Along
Taper
in Meters
5
6
7
8
9
13
13
13
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 than
3.75 meters
1
\
DISTANCE
SPACING OF
DEVICES
I-2km
min. 50 m apart
Rural Roadways or Open Highways
350 m (min.)
min. 50 m apart
Urban Roadways
250 m (min.)
min. 15 m apart
Lane closure Taper
As in Table 5.4
As in Table 5.4
2-way Traffic Taper
15 - 30 m
3 - 6 m apart
Half the values of

Table 5.4 (max.)
As in Table 5.4
Downstream Taper
15 - 30 m
3 - 6 m apart
BUFFER AREA
Arbitrary
WORK AREA
Arbitrary
Double the values of

Table 5.4
Double or four times
the values of Table 5.4
AREA
ADVANCE WARNING AREA
Expressways
TRANSITION AREA
Shoulder Closure Taper
TERMINATION AREA
DO\VTIstream Taper
l
)
J
,
.,
15 - 30 m
TABLE 5.5: Details of Traffic Control Zone Areas
3 - 6 m apart
"
CHAPTER 6
TYPICAL LAYOUTS OF THE
TRAFFIC MANAGEMENT PLAN
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 proposed
that the Work Zone Types are divided into two, ie:
i)
ii)
6.1.1
the Traffic Category, and

the Construction Duration Category
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
< 60 km/hr
High Speed
> 60 km/hr
Low Speed
< 70 km/hr
High Speed
> 70 km/hr
Low Speed
< 90 km/hr
High Speed
> 90 km/hr
URBAN
l
"I
RURAL
EXPRESSWAY
.J
TABLE 6.1:
J
1
.,i
.
The Traffic Categones
fIGURE 6.1: SIZES Of TRAffIC ZONES
)I(
)I(
)I(
)I()
ZONE B
TRANSITION
URBAN
Low Speed
High Speed
RURAL
Low Speed
High Speed
EXPRESSWAYS
Low Speed
High Speed
250m
400m
100m
150m
varies
varies
350m
500m
100m
150m
varies
varies
1000m
2000m
250m
300m
varies
varies
.......
..- ..........- - -
_.
........
. .....................
I
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
< 1 Day
# Flagmen 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
.,
.J
,I
FIGURE 6.2
./
......
'I.......
71......
-....1/
71,-
'I.......
--/T",
'I......
ZONES
TRANSITION
TEMPORARY
DIVERSION
Adv Sign - MUST
-Arrow Signs
-Cones
-Arrow Signs
-Plastic NJBs
-Work Area, Speed Signs

-Plastic NJBs
-Delineators, Strings
Adv Warning Signs

- Apply the full set
-Arrow Signs
-Plastic NJBs
-Add. TCDs
-Work Area, Speed Signs

-Concrete, Plastic NJBs
-Delineators, Strings
SHORT TERM
LONG TERM
-Arrow Sig~;-~
.-Cones
Adv Warning Signs

-Apply the full set
'-
71''''''''
6.2
Sign Arrangements
It is also the intention of the Interim Guide to standardize the application of the temporary
signs in the work zones. This is to ensure drivers' familiarity and compliance to the TMP
proposed. 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 is
usually 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
This sign also provides advance warning to the motorists of a work area
ahead. This is usually a "symbol" sign.
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 of 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.
,
)
FIGURE 6.3
SIGN ARRANGEMENTS
ZONE B
TRANSITION
USE
1 st SignSign
2 nd Sign3 rd Sign4th Sign5 th Sign-
Identification
Info Sign
Speed Sign
Info Sign
Speed Sign
USE
ARROW SIGNS
ZONE
E
TERMI.
USE
WAR.NING
.;.:SIGN
\ __ ~,
'-=-'
h..-~
"----~.
'-_,_
"--~-'
FIGURE 6.4
,
/
,
/
1st Sign- Identification Sign

2nd Sign- Info Sign
3rd Sign- Speed Sign
4th Sign- Info Sign
5th 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 - 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.
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. It 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 Area 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. It 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.
__ ,J
'--~-
TRANSITION ZONE
- Sign Arrangements FIGURE 6.5
0
0
0
0
ARROW SIGNs at the Transition

Area
- To be placed on high post
ZONES
TRANSITION
'
-1;;0
o ;;0
0"0
~:E
ii)"CJ)
(")
(t)
-G)
a. Z
o Q)
:::1-
:::r:::r
_. (t)
CO
:::r~
-00
o ..,
en '"
-
(6
Q)
.'
.........
......
..........
................ :
~
~
~ .. J
'-,-~
FIGURE 6.7
RURAL HIGH SPEED

- OVERAll SIGN ARRANGEMENTS
a
.
......
.... .
'"
ZONE B
TRANSITION
ZONE'
....E ...
TERM
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 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 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 charmelizing devices
ii)
Upgrading of devices
improved pavement markings or raised pavement markers
larger signs
higher type charmelizing devices
barriers in place of 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 of 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.
1
ii) Consideration must be given to what might happen if the motorist does not get the
required information. The level of protection used and the delivery of the message
should be related to the level of hazard. More emphatic messages 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 a system basis. How will the entire set of devices
perform in the work zone to guide drivers and protect workers.
6.4
Classification of Typical Layouts
The classification of typical plans is made difficult by the many different variables that must
be considered. The following list defines the basic parameters and the range of their
characteristics.
i)
Type of facility
two-lane
multilane, undivided
multilane, divided
intersection
interchange
ii)
Regional and traffic characteristics

rural/urban
low speed/high speed
low volume/high volume
iii)
Work activity duration

short, intermediate or long term
slow or fast moving
intermittent or continuous
iv)
Worksite location
in right-of-way
on shoulder
in road
v)
Closure configuration
shoulder closed
lane or lanes closed
shoulder used as travel lane
roadway closed
crossover
on-site detour (bypass)
off-site detour
,I.
When making modifications to the typical solutions, establish a set of plan, which represents
the range of conditions commonly, found rather than a plan for every possible combination 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 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. If 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. It 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 On Or Over Shoulder Or Parking Lane

i)
ii)
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.
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.
1
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)
iv)
v)
If 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.
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.
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. If 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)
6.6
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.
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. If 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. 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 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:
1,
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.
6.8
Bicycles
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
6.11
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.
Intersections
i)
6.12
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.
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.
CHAPTER 7
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)
ii)
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.
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 Groups
Advance and start time coordination should be done with all affected organizations and
groups such as:
i)
Police,
Traffic
Department of affect Local Council,
ii)
Emergency services such as the fire dept, hospitals, etc.
iii)
News media,
iv)
v)
vi)
vii)
Businesses and industries,

Public transportation, and
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 III 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. If 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.
If 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. It 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)
ii)
iii)
At kerbs
On shoulder
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)
ii)
7.2.5
Reduce the chances of the devices being hit, and

Provide increased lateral clearance, thereby increasing capacity.
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. It
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

previously closed exterior lane.
IS
channelized into the
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 lane and
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 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 of 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 of 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 of 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 mu~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.
I
.~
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 of 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.
CHAPTER 8
. MAINTENANCE OF TRAFFIC
CONTROL ZONES
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. 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)
ii)
iii)
iv)
v)
vi)
vii)
j
viii)
ix)
Traffic accidents
Device displacement by;
vehicular contact
slip stream from trucks
workers
Wind
Damage caused by construction activities
Weather damage
Malfunctions and bum outs
Physical deterioration
Dust, dirt and grime
on sign faces
on drums or cones
on reflectorized rails
Dirt and debris on roadway
Vandalism
8.1.1
Elements of an Inspection Program
A comprehensive inspection and maintenance program should include the following

elements.
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
A formalized plan
Defmed inspection procedures
A form to record the findings of the field inspection
A repair program
An adequate inventory of devices for emergency replacements or repairs
Day and night review of the marking of the travel path through the work zone
Procedures to assure that specified repairs are made
Formal documentation of inspections and repairs
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)
ii)
iii)
iv)
Make on-the-spot corrections

Call for emergency repairs (radio or phone)
Instruct the work crew to make routine repairs during the next work day
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 of inspections, the following factors must be considered.

i)
Project size and duration
ii)
Degree ofliability
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 the
same frequency as during the daylight hours
8.2.3 Documentation
Documentation is an essential part of the traffic control maintenance function. It is necessary

for good planning and for project accounting. Documentation serves to:
i)
ii)
Ensure the integrity of the project traffic control; and

Provide a means of
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 of the effectiveness of the planned a.lld
modified traffic control installation.
ii)
Traffic control maintenance records provide evidence of a proper traffic

control installation in the event of a lawsuit arising from an accident at the
worksite.
8.2.4 Record Keeping
Record keeping begins with an inventory of 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.
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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)
ii)
iii)
iv)
v)
Starting and ending time of work

Location of work,
Names of personnel,
Type of equipment used, and
Any changes 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:
Photographs either keyed to a diary or containing a brief description of
i)
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:
Description of the correction needed, when it was noted, and by whom;
Corrections made Or defelTed and why;
Replacements made or deferred and why; and
Any other needed actions.
i)
ii)
iii)
iv)
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)
ii)
iii)
Proper cleaning methods for the various types of equipment and reflective
materials.
Maintenance techniques for mechanical and electrical equipment,
Proper placement and ballasting of traffic control devices
iv)
v)
vi)
vii)
viii)
8.3.2
Methods to check sign reflectivity,

Knowledge of the hazard potential of various types of situations
Solutions that may be used to solve various problems.
Situations requiring special technical assistance, (such as hazardous
materials)and procedure to be followed in securing such assistance, and
Documentation techniques.
Personnel, Equipment and Materials
Sufficient equipment and materials should be readily available to perform required tasks.
Usually, a dedicated vehicle will be needed to keep all the required material on-hand. The
following items may be needed.
i)
Communications equipment
Two-way radio
ii)
Safety equipment for personnel safety and emergency situations

flashing warning lights or beacons
spot/flood lights
flares
fITst aid kit
hard hats
high visibility vests
iii)
Tools and hardware for on the spot repairs

Hanrrners
Screwdrivers
pliers and wrenches (crescent)
wrecking bar
Shovel
saw
nails, nuts, bolts and washers
tape measure
Knife
iv)
Spare parts and materials

Batteries
Bulbs
Fuel
Sandbags
Posts
Hardware
wire and rope
pavement marking tape
reflective tape
washing materials
v)
Spare devices
Barricades
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vi)
Cones
Signs
barricade lights
Reference materials
Traffic Control Device Handbook
traffic management plan
contract specifications
inspection forms and checklist
Logbook
Pencils
pad of paper
accident guidelines and report forms
emergency procedures and telephone numbers
CHAPTER 9
CHAPTER 9
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 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 by 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
ii)
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
iii)
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 .
APPENDIX A
TEMPORARY 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. If 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 is 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. It is also permissible to mount appropriate signs on barricades.
Temporary signs should be mounted on portable supports that are suitable for
temporary conditions. All such installations should be so constructed to yield upon
impact and to minimize hazards to motorists. For maximum mobility on certain types
of maintenance operations, a large sign may be effectively mounted on a vehicle
stationed in advance of the work or moving along with it. This may be the working
vehicle itself, as in the case of shoulder mowing or pavement marking equipment, or a
vehicle provided expressly for this purpose. These mobile sign displays may be
mounted on a regular maintenance vehicle.
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2.
DESIGN OF TEMPORARY SIGNS

In an effort towards simplification and standardization, the Temporary Signs are
divided into two categories, ie Temporary Signs for use on Expressways and NonExpressway Roads. These signs differ in shapes, sign faces and colour.
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
The temporary signs for use on roads other than the expressways shall have a
RECTANGULAR shape sign as follows:
'.-,'
c._~
'"
{;
TS.lc
1'8.20
TS.3e
1'8.3k
ADVANCE WARNING SIGN
ROAD WORKS
SOO m
400 m
ROAD NARROW
ON THE LEFT
ROAONARROW
ON THE RIGHT
200 m
200
TS.4k
TS.Sc
TS.6>1
TS.6d
1'8.7a
PART OF LANE
CLOSED TO TRAFFIC
[SLOW LANE[
PART OF LAUE
CLOSED TO TRAFFIC
[FAST LANEI
PART OF LANE
CLOSED TO TRAFFIC
[MIDDLE LANE[
PART OF LANE
CLOSED TO TRAFFIC
[AHEAD[
PART OF LAUE
CLOSED TO TRAFFIC
[AHEAD[
PART OF LANE
CLOSEO TO TRAFFIC
[LEFT SLIP ROAD!
20011
200 m
200m
2.00",
200 m
1'8.'"
(-TS.7d
1'8,8d
1'8.90
PART OF LANE
CLOSED TO TRAFFIC
[RIGHT SLIP ROADI
SPEED LIMIT
50 km/J
KEEP LEFT
1'8. '"
KEEP RlljHT
2{)~
1,11
TS.IO
TS,11a
TS.l2a
TS,13a
1'8.14
DOUEILE ARROW
SIGN
SHARP DEVIATION SIGN

[LEFTI
FlAGGER
200 m
WARUING SIGN
PEHBINAAN T AHA T
WARNING SIGU
200 m
"hAl
,l.uLj
TS.lS
TS.16
TYPICAL TRAfFIC
BARRIER
[PLASTIC[
TYPICAL TRAFFIC
GUllANCE
CONE
PROPOSED NEW TEMPORARY SIGNS DURING CONSTRUCTION FOR ALL ROAD OTHER THAN EXPRESSWAYS
~~
'r-lIWAYI
T.flWAYli
"",0 WORKS
IlOA"\1OOKS
61l"
T.IIWAY2.
omc;~ ,ION IN
(ON~IRUtnOI' AA,AS
m
T_IIWAY2&
DAH[;'~
SIil""
AREAS
[ON~TRIJCTloH
fi)
T.I!WAY31
,.<tULIMn
O~kR/j
'l'-HWAY3e
T.lIWAY"
S.[EOlII...
'AJlTO'l""" [LaSED
~I
.....,)
411
T-HWAY1
PARTOI"LU'[LO"".
T-HWAY7.
p"~r
0' ''''''0.0 ..0

~" ...
T-SWAYS
PAAtOl'LAN"
[W~[O
'r.lIWAYIit.
PARTOf '''.'[lO''O
u .,
T-llWAY~
PAil OFlAl'E (LO,rn
T_SWAY II
'I-IIW'AY 13
CONr~l
IIOOVERT/lKJ/IG
..,..
-t-flWAY17
TWO WAY TRAFfiC
pART OF l""" CLOS[O
411
flOW
T.JrwAYI8
(lIN&IH~
\.AWE
Y.lIWAY19
(lIH9lNGtAII'E
T-HWAYg.
PART DFLAN. [LoSEo
T-BWAYI0
.ART 0' lUE
~ ~
THWAY ..
T-lIWAY1 ...
THWAY!.1
r_HWAYl3a
[flIITRI>.FLOW
(aiITIlAFLoW
(aNnA floW
[flIITRkFlOW
CaIITIlA.FlDW
.11 ..
~.,
T.BWAY20
[lltH)F
$PE[(>l~IT
TEMPORARY HIGHWAY SIGNS DURING CONSTRUcnON
211 ..
T-HWAYI~
[1."..0
THWAYl~.
~
(ONIRAHOW
T.lIWAY'.
OF UN[ cLosEo
411 ..
m~ m~
T.TI'IIAYl6r.
UtwAY~
PA~T
&11 ..
PUT ""UN[[lO'[O
UI ..
I
I
T,HWAYI6
CONTRA ftoW
!S.l
ADVANCEWARNlNGSIGN
The ,.;gn shauId be placed in advance to warn 1he motorists of 1he COllS!ructiOll areas.
DIMENSIONS
As shDWJl
COLOUR
Backgrourul
&rderILetteri:og
Backgrourul (distance)
Backgrourul (service Dept.)
Lettering (service Dept)
- fluorescent orange priBlDJltic retro-reflective sheeting

- black
- white
- blue
- white
DRAFT
LEITERlNG
Series D with wide spacing
1829
100
AWAS
PEMBINMN
DIHADAPAN
I
500 m
JKR
--r200
~
150
1
~j(
~
150
~
150
1&
~~
~'"
This is an example. Otb<rrs distsoce are;
a. 2000 m
b. 1000 m
c. SOOm
d. 400m
e. 3S(} m
f. 25(}m
g. ___ m
The distance lnfurmatiooshould be in accordance to the Traffic Category-.
Add fue name of 1he agency at the bottom of 1he sign ego JKR, DBKL, TNB,
SYABAS, TM, MAXIS, IWK etc.
1'8.2
ROAD WORKS
DRAFT
Approach sign to !lJly works on the road.

COLOUR
Background
Background (symbol)
Border
Symbol
- engineering grade orange
- fluorescent yellow prismatic retro-reflective sheeting

-black
914
- 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
1400
ml
---".;
125
1&
~-------~~
1'8.3
ROAD NARROW ON THE LEFf OR RIGHT
Approach sign fur road narrowing either from left band .ide or right b,"_Dd_s_ide_._ _ _ _ _-,
COLOUR
Background
Background (symbol)
Border
Symbol
DRAFT
- fluorescent yellow prismatic :retro-reflective she<:ting

- black
914
- black
DIMENSIONS
As shown
'I
'I
r-------~----_,
l
J
LETl'ERWG

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.
849
1200 m
in_
lis
'----------"~
1
NoIo:All dimensions are
TS.4
PART OF LANE CLOSED TO TRAFFIC
Approach sign fur road closure at le:ft band side or right band side.
DRAFT
COLOUR
Background
Background (symbol)
- engineering grade OIange

- fluomlcent yellow prismatic retro-reflective sheeting
- black
914
- black willi red blU'
Border
Symbol
1r-----------.--1
fur close lane
DIMENSIONS
As shown
l
J
LETTERING

LEFT HAND SIDE

. 14oom
b.10oom
c. 600m
d. 400m
e. 200 m
f. 100m
m.
m
TS5
RIGm HAND SIDE N

g.1400m
.......
h. looOm
i. 600m
j. 400m
k. 200m
1. 100m

Approach sign fur road closure at middle lane.
849
1200 m
lis
'-----------'~
1
DRAFT
COLOUR
Background
Background (symbol)
Border
Symbol

- fluom.cent yellow prismlrtic retro-reflective sheeting
- black
914
- black willi red bar
fur close lane
DIMENSIONS
As shown
'I,-------,,------,'I
LETTERING
849
'.1400m
b.10oom
c. 600m
d. 400m
e. 200m
f. 100m
g. ___ m
l
J
1200ml
-----"
125
----uio
'-------------------"-----'1'
Nore :.All dimensions are in miIlimcters..
TS.6
DRAFT
Approach sign for road clooure ahead.

COLOUR
Background
Background (symbol)
- engineering grade onmge

Border
- black
Symbol
- black with red bsr

fur close lane
914
I'
DIMENSIONS
Assbown
LETTERlNG
849
~
RIGHT HAND SIDE N
d. 200m
.,....,
This i. an example. Others distance are;

LEFT HAND SIDE
a. 200m
b. 150m
c. 100m
e. 150m
f. 100m
5 ___ m
l
J
1200ml
----4,
125
!do
L..------------'l"
TS.7
DRAFT

Approach sign for road closure at left hand side or rigbt hand side.
COLOUR
Background
Background (symbol)
Border
Symbol
- engineering grade onmge

black
- black with red bsr
914
fur close lane

DIMENSIONS
l
J
As shown
LETTERlNG
849
~
RIGHT HAND SIDE N
d. 200m
.,....,

LEFT HAND SIDE
a. 200m
b. 150m
c. 100m
g. ___ m
e. 150m
f. 100m
~
m
1200 m
L -_ _ _ _ _--.-:
lis
~
Note : All dimen>ions ... in miIlimo!oto.
1'8.8
DRAFT
SPEED LJMlT
Approach sigIl1hat ro WllIll motoris1s ro maintain lbe speed limit at tllif=<Stn:lCIi!Jmln::a::-----t

COLOUR
Background
Background (symbol)
Border
Symbol

- fluorescent yellow prismatic tetro-reflective sheeting
-black
- black
914
o[
DIMENSIONS
As shown
,-
~--------;
l
J
LETTIlRlNG

This is on example. Others distonce are;
a. 80 kmij
750
b.70kmij
c. 60 kmij
d.SOkmij
e. .wkmlj
f. __ km/j
km/j
----"
125
--wo
L -_ _ _ _ _ _ _...1---;.-
1'8.9
DRAFT
KEEP LEFT OR KEEP RIGHT

The sign indicate that lbe 1raffic is pennitted ro 1=p left or right
COLOUR
Background
Background (symbol)
Symbol
- engineering grade OIange
- blue
-whlw
DIMENSIONS
Assbown
914
This is on example. 01hers disllmce are;

a.!reep left
b. !reep right
N"",:AIlilimensioDs"",in_
1'8.10
DRAFT
DOUBLBARROWSIGN
The &go indicate that lbe traffic is pemri.tted to pass ao. either side of !lD.JSlmK\.JJL!II~_ _ _- l
obstructiao. ao. a road.
COLOUR
Background
Background (symbol)
BonIer
Symbol

- black
- black
914
,
DIMENSIONS
A.shown
1'8.11
I'
DRAFT
SHARPDEVIATIONSIGN
This sign shall be used to show sIuup deviation or sIuup cbange in ho,r6mJalaliigmnenL_ _- /
COLOUR
Background
BonIer
Symbol
- flllOrescent onmge prismatic retro-re:tlective sheeting

- black
- black
DIMENSIONS
A" shown
a.left
b.rigbt
1500
~[I< ~'+<I~
J J
150:l. 200
Noto:AlI_ ... in~
TS.12
WARNING SIGNS
This sign indicate that there is a fllIggerposition ahead of c()os1rru:tion area.
COLOUR
Background
Background (symhal)
&rder
Symbol
- engineering grade ()lange

- black
914
- black
DIMENSIONS
As sh<>Wll
l
J
LETTERlNG
This i. an example. Oth.ers distance are;

a. 200m
b. 100m
c.
m
849
--"
125
1200ml
1:60
L--------~__T
TS.13
DRAFT
WARNING SIGNS
These signs with appwpriate messages sbaIl be placed at appropriate ll'OOll:timllliInr--------.J1

construction site.
COLOUR
Background
&rder
Symbol
- fluorescent onmge prismatic retro-reflective sheeting

-black
2000
DIMENSIONS
As sh<>Wll
LETTERlNG
Series D with wide spacing
This i. an example.
Others message;
PEMBINAAN
TAM AT
a.PEMBINAANTAMAT~
b. PEMBINAAN MULA ....
HOTLINE: CONTRACTOR NO.
Gl
I COtmlACTOR LOGO
Note: All dimensions are
in_
IS.14
DRAFT
WARNING SlGNS
These signs with applOpriate messages shall be placed at appropriate I
construction site.
COLOUR
Background
Bcrder
Symbol
- fluorescent orange prismatic tetro-reflective sheeting

- black
- black
DlMENSIONS
A.shown
LETTERlNG
Series 2 medium spacing.
14{)O
r--
0
0
I~
AWAS
""
~,..
KENDERMN BERAT .~
KELUAR f MASUK
DIHADAPAN
CO
k----
IS.IS
,.,
=t
""
DRAFT
TYPICAL 1RAFFIC BARRlER (PLASTIC)

These are tc be used 10 COlllrol t:affic by closing, restricting or d .
portion of the roadway.
.11
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
1000
"
'I
I'
~
0
0
00
[]
'---
Ic---LJ
NQt!!
:.All dimensions arc in:m.iIIiD:tetcrs
TS.16
DRAFT
TYPICAL TRAFFIC GUIDANCE CONE

Another cans1ruction WBl1ling sign.
COLOUR
Red fluorescent or Orange
DIMENSIONS
As shown
WElGlIT
min. 3 kg
White retro reflective portions shall be mjnjmmn

150 mm width in a single piece (oot strip,).
~
1T
I :t--p/
min. 450
white retro
reflective stider
+-1--
L
I
\~
300
N'" : All diJnensfuDs are inm.illitn-..
APPENDIXB
TYPICAL LAYOUTS FOR
TRAFFIC MANAGEMENT
PLANS
TRAFFIC CATEGORY & WORK ZONES CONTROL
1.
2.
3.
Low Speed
< 60kmll
Figure 1
High Speed
> 60kmlj
Figure 2
Low Speed
< 70km/j
Figure 3
High Speed
> 70km/j
Figure 4
Low Speed
< 90km/j
Figure 5
High Speed
> 90km/j
Figure 6
Urban
Rural
Expressway
]o
'"V
]o
'"II
t-
~
0
0
~
~
U
U
]
0
\D
"J;l1'1
0
\D
II
"d
"d
~
~
~~
""
IZl
""
IZl
..<:i
e-1
0,
0,
b1)
~.
~
i~
-I
~.!l
",.g
~]
o.
i>
"
~"
..,
~"
,!l
~"
~"
~<
'"
0;
] j!
i Ii
"
~-
.\
..,g
e;
t~~
',-"-
,-"-
Work Zones Control

Rwal Low Speed (<70km/j)
Figure 3
350m
100m
100m
100m
ZONE
ZONE
ZONE
ZONE
C
ZONE
E
Zon~
LEGEND;
--+-
Zcn&B
Directional oftra:vel
OW!neliJing device
(l'laslio &mer I Conm:te Bmicr !Cooe)
w""'_
"""''''D.AN8mON AREA
IOOVel traffic omofiu normal]lA1b.
Work Zones Control

Rural High Speed (>70km/j)
Figure 4
sOOm
ZONE A
lSOm
100m
100m
ZONE
WNE
ZONE
ZONE
Zo=
LEGEND;
DiTcctIonal oftrave1
CJwInellrlng dtlvIce
(J.>laaIW Banier / Concrete Bania / Cooe)
w""'' ' '
Dooalpll"",
il
~.
,.,
~o
~u
a
1.\
~.
"
~~
~Q
~U
~
Ii
il
1
f
~~
....~~
O
~~
<
.~
!
~
.!
~
1 1sJ
1
d
]
il.~
" ag
t~~
APPENDIXC
ROAD SAFETY AUDITING
OF THE TRAFFIC
MANAGEMENT AT WORK"
ZONES
ROAD SAFETY AUDITING OF THE TRAFFIC MANAGEMENT AT

WORK ZONES (TMP)
1.0
Introduction
In an effort to spur the economic growth of 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 of 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 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 construction
projects:
i)
iv)
v)
Preparation of Traffic Management Plans (TMP) during the Design and

Construction Phases
Cost of management and provision of Traffic Management at construction sites to be
priced as a BQ item
Contractor to designate a qualified Traffic Management Officer (TMO) responsible
for the operations and maintenance of the traffic management of the work zones
Submission of a three monthly Traffic Management Safety Report (TMSR)
Audit of the Traffic Management at Work Zones every three months
2.0
Role of Road Safety Auditor
ii)
iii)
The role of the Road Safety Auditor is to generally audit the activities of the road safety
within the construction site. This includes the observation of the effectiveness of the TMPs
and the devices employed during the night. The role of the Road Safety Auditor includes:
i)
ii)
J
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
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)
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.

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.
FLOWCHART FOR TRAFFIC MANAGEMENT AUDIT

Traffic Management Plans(TMP)
Contractor prepare TMP for all work zones
of the proj ect
1
a)
b)
c)
d)
-
Traffic Mgmt Officer prepare TMSR that

includes:
TMPs prepared & enforced on the ground
TMPs for the next three months work
Estimated duration of each TMP (Expected
placement & removal dates)
Submit report to S.O/P.D and Road Safety
Auditor. 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.OIP.D. Extend copy to HOPT
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:
J
j
i)
ii)
iii)
iv)
S.O - Superintending Officer

P.D - Project Director
HOPT - Unit Pengurusan & Penyelarasan Projek (Cawangan Jalan)
(*) 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 I 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 HOFT
RSA STAGE 4 Pt 2
COMPLETION MEETING
- Called & chaired by HOPT
- Road Safety Auditor to present findings
- Designer present response
- Decisions are made & minuted
CORRECTIVE ACTION
- By contractor
No
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

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
RESPONSE REPORT
Contractor prepares response report

Extend copy to S.O / P.D and HOPT
RSASTAGE2
COMPLETION MEETING
- Called &chaired by S.O I P.D
- Road Safety Auditor to present findings
- Contractor present response
Required Corrective
CORRECTIVE ACTION
- By Contractor
No Corrective
Action Required
No
WORK APPROVAL (')
Yes
Notes:
s.o -
Next Stage Of Audit
Superintending Officer
i)
ii) P.D - Proj ect Director
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

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)
report & send to S.O / P.D and Contractor. Extend
copy to HOPT
1-------,
RESPONSE REPORT
Contractor prepares response report
Extend copy to S.O I P.D and HOPT
RSA STAGE 4 (PART J)
COMPLETION MEETING
- Called &chaired by S.O / P.D
Road Safety Auditor to present [mdings
- Contractor present response

Required Corrective Action

CORRECTIVE ACTION
- By Contractor
No Corrective Action
Required
No
Yes
Notes:
i) S.O - Superintencling Officer
Next Stage Of Audit
ii) P.D - Proj ect Director

iii) ROPT - Unit Pengurusan & Penyelarasan Projek
(Cawangan Jalan)
iv) (*) Supervision Team need to ensure comments I
recommendations by Road Safety Auditor is adbered
by contractor
v)
All copies of audit reports to be extended to UKJ for

Traffic Management During Construction, RSA - 240608

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Traffic Management During Construction, RSA - 240608

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TRAFFIC MANAGEMENT DURING

SEMINAR ON ROAD SAFETY AUDIT &

setting up a framework for the practice of designing to monitoring and

TRAFFIC MANAGEMENT AT WORK ZONES

THE NEED FOR TRAFFIC CONTROL AT WORK ZONES

REQUIREMENTS OF TRAFFIC MANAGEMENT AT WORK ZONES

STRATEGIES FOR EFFECTIVE IMPLEMENTATION OF TRAFFIC

PLANNING A TRAFFIC MANAGEMENT SCHEMES

DESIGNING A TRAFFIC MANAGEMENT SCHEME

TYPICAL LAYOUTS OF THE TRAFFIC MANAGEMENT PLAN

PLACEMENT AND REMOVAL OF TRAFFIC CONTROL DEVICES

MAINTENANCE OF TRAFFIC CONTROL ZONES

REPORTING & CHECKING

TYPICAL LAYOUTS OF THE TRAFFIC MANAGEMENT PLANS

ROAD SAFETY AUDITING OF TRAFFIC MANAGEMENT AT

THE NEED FOR TRAFFIC MANAGEMENT AT WORK ZONES

Traffic Safety At Work Zones

Confronts the motorists with unexpected and sometimes confusing situations;

Most crashes occur in the Work Area

experiencing increased occurrences during construction are

Accident types experiencing decreased occurrences during construction are

Identifying the Problem

Identifying the Solutions

Purpose of Work Zone Traffic Management

ability to prewarn motorists and pedestrians of hazard ahead

delineate areas where traffic should not operate,

separate and protect motorists, pedestrians, and the work force.

Objective of Work Zone Traffic Management

Scope of Work Zone Traffic Management

The Principles of Work Zone Traffic Management

Avoid inhibiting traffic as much as possible.

Guide motorists in a clear and positive way.

Perform routine inspection of traffic control elements.

Give constant attention to roadside safety.

The implementation of Traffic Management at Work Zones in Malaysia needs to be properly

During the Design Activities

Execute Proper Planning and Design

Costing of Traffic Management in the Bill Of Quantities

TMPs must be acceptable to the Local Authorities and Local Communities

During the Construction Activities

These activities are to be carried out by the Contractor:

During the Pre-Construction Activities

Traffic Management Safety Reports (TMSRs)

During Pre-Construction Activities

During Construction Activities

Dissemination ofInformation to Road Users

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

Proper and Adequate Enforcement

Supervision and Execution of Traffic Management Schemes

To ensure a smooth construction sequence without compromising public road safety

Traffic Management Team

Their role is to ensure that traffic management scheme is implemented in accordance

Emergency Response Team (ERT)

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

Responsibilities of the S.OIP.D Representative

The S.O/P.D representative is the engineer who is the supervisory personnel

Be mindful of the Government's responsibilities of providing, as far as

Be familiar with, and act as far, as is practicable, in accordance with the

The duties of the S.OIP.D representative includes:

Responsibilities of the Contractor

The Contractor carrying out construction or maintenance operations on roads or