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CONSTRUCTION
- Interim Guide -
ACKNOWLEDGEMENT
This Interim Guide on Traffic Management During Construction was prepared as a team
effort. Two teams were set up, namely the WRITE-UP TEAM and the REVIEW TEAM.
The Write-Up team is made up of:
1.
2.
3.
4.
5.
6.
7.
Mirage Consultancy
T & D Consult Sdn Bhd
T & D Consult Sdn Bhd
T & D Consult Sdn Bhd
JKR Malaysia (UKJ)
T & D Consult Sdn Bhd
Mirage Consultancy
Last but not least, acknowledgement must be given to the Chairperson of REAM Technical
Committee (TC 09), Ir. Aishah Othman, for her support and guidance in the preparation of
this Interim Guide.
FOREWORD
This Interim Guide Traffic Management During Construction is to apply the current best
practice in managing the safety of the travelling public through road-work sites throughout
Malaysian.
The prime focus is to review and upgrade the Arahan Teknik (Jalan) 2C/85 Manual On
Traffic Control Devices- Temporary Signs and Work Zones Control which was published in
1985.
After the review, the team decided to propose the following changes to the practice of
traffic management at construction work zones:
i)
ii)
iii)
This document had been reviewed by a team of experts and practitioners and it had been
presented in a Workshop at the Malaysian Road Conference in 2007. There were many
comments made during the Workshop, and also through e-mails. The Team is thankful to all
the people who has taken time to make their valuable comments, which has all been
considered in the preparation of this Interim Guide.
This document is currently classified as an Interim Guide. Professionals and practitioners
in the industry are invited to take this opportunity to scrutinize this document during
practice and their comments and proposals are welcome. These comments will be reviewed
and changes will be made to this document. All comments and proposals should be
forwarded to following address before MAY 2010:
Unit Keselamatan Jalan
Cawangan Kejuruteraan Jalan Dan Geoteknik JKR
Tingkat 14, Menara Tun Razak
Jalan Raja Laut
50350 Kuala Lumpur
Tel :
03 - 91797425
Fax :
03 - 26916567
E-mail: mdshahrom@jkr.gov.my
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
APPENDIX A:
TEMPORARY SIGNS
APPENDIX B:
APPENDIX C:
APPENDIX D:
CHAPTER 1
THE NEED FOR TRAFFIC MANAGEMENT AT
WORK ZONES
CHAPTER 1
THE NEED FOR TRAFFIC MANAGEMENT AT WORK ZONES
1.1
Background
Whenever work is done on or near the roadway, drivers are faced with changing and
unexpected traffic conditions. These changes may be hazardous for drivers, workers, and
pedestrians unless protective measures are taken.
Drivers may not be able to differentiate between the various types of construction sites and
the unexpected dangers in the work zone areas. Hence, proper traffic control measures and
safety considerations are required for all types of work both on major long term projects or
minor short duration.
This Interim Guideline has been designed and written to explain the application of the
standards to the various work situations. The Guidelines should be used by everyone who is
involves with planning, designing, installing, maintaining, and inspecting traffic control at
work sites. The illustrations can be used for a quick guide and reference for various
examples of traffic control schemes.
Handling traffic in work zones is challenging because the work activity present an abnormal
and often disruptive environment to the motorists. 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 a distracting view to many motorists
that can divert their attention from the driving task.
Work zones are often dynamic, and the layout of the traffic control is changed as the works
progress. As such, the motorists and the pedestrians are constantly being confronted with
new challenges and disruptive elements on their travel path. There are many instances
where this has lead to serious accidents some including fatalities.
1.2
Traffic safety is a major issue at work zones. When the travelling path of the motorist is
occupied for work activity, conflict arises between the requirements of the construction
workers and the desires of smooth un-interrupted traffic flow. Work sites create potential
hazards because they:
Confront the motorists with unexpected and often confusing situations;
Create obstructions which the motorists have to avoid;
Disrupt the motorists attention from the driving task; and
Expose the construction workers to move and often speeding traffic.
Much had been said about the worsening problem of traffic safety at roadwork work zones.
Numerous daily news reports of mishaps and fatalities had been published; however, not
many studies have been conducted to understand the causes of these accidents. Studies on
individual accident at work zones have been conducted mostly by the consultants at site but
mostly for internal use only, not properly documented or recorded at a central agency such
as JKR or the Police Traffic Department.
In work zone accidents the following observations have been made:
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
1.3
1.4
CHAPTER 2
REQUIREMENTS OF TRAFFIC
MANAGEMENT AT WORK ZONES
CHAPTER 2
REQUIREMENTS OF TRAFFIC MANAGEMENT
AT WORK ZONES
2.1
The purpose of work zone traffic management is to provide a safe work zone for workers
and to provide safe passage for motorists, pedestrians, and workers through the road works
site. An effective traffic management must incorporate the following key elements:
2.2
To create a 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 into conflict, tradeoffs between the safety of traffic and workers and the
costs of traffic management, work delays may be created; the engineer is expected to use
his engineering judgement to come out with an optimal design that meets at least the
minimum requirements of these guidelines and the Occupational Safety and Health Act
without fail.
2.3
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
ii)
iii)
iv)
v)
2.4
Make traffic safety an integral and high priority element of every project.
Use geometries and traffic control devices that are comparable to
those of normal highway situations.
Prepare a traffic management plan that is easily understood by all
persons responsible for work zone traffic control.
ii)
iii)
iv)
v)
CHAPTER 3
STRATEGIES FOR EFFECTIVE
IMPLEMENTATION OF TRAFFIC
MANAGEMENT AT WORK ZONES
CHAPTER 3
STRATEGIES FOR EFFECTIVE IMPLEMENTATION OF TRAFFIC MANAGEMENT
AT WORK ZONES
The Traffic Management at Work Zones in Malaysia requires thorough planning and design
as to ensure a high and satisfactory level of safety is provided for all road users. A well
thought out Traffic Management Plan (TMP) will reduce the number and severity of
accidents, slow down traffic and minimize public complaints.
One of the major aims of this Interim Guide is to propose strategies for the effective
implementation of managing traffic at work zones. The new strategies involve the following:
i)
ii)
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.
iii)
The new strategies outline the procedures for 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
3.1.4 Reporting
3.2
3.3
CONTRACTORs
MANAGEMENT TEAM
TRAFFIC
MANAGEMENT
OFFICER
TRAFFIC
MANAGEMENT TEAM
(TMT)
EMERGENCY RESPONSE
TEAM
(ERT)
Note:
1.
2.
3.4
Responsibilities
3.4.1 Responsibilities of the S.O/P.D
The duties of the S.O/P.D include the following:
ii)
Ensure that the traffic safety personnel maintain and remove signs and
devices carry out their works diligently in accordance to design guidelines and
procedures.
iii)
Be familiar with, and act in accordance with the provisions of this guideline
and all the appropriate legislation.
iv)
Provide scope of Audit works to Road Safety Auditor via the Contractor
Call for commencement meeting to discuss scope of Audit works and
specific conditions and location 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 directed by the
S.O/P.D.
Issue work approvals for the next stage of construction.
Liaison with the enforcement agencies such as PDRM on measures to
reduce traffic congestion.
ii.
iii.
iv.
Able to act in accordance with the provisions and directives of, this guideline
and all the appropriate acts.
The Traffic Management Officer is to provide evidence to the SO that he has the
necessary skills and qualification to perform his duties. The role of the Traffic
Management Officer is to ensure a smooth construction sequence all throughout the
construction period without compromising the safety of all road users including
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:
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.
x.
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 advice to the S.O/P.D for him to make well informed decisions
Providing advice to the S.O/P.D on matters related to traffic management
plan during construction, as and when required.
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 with emphasis is on the relationship between planning and design.
4.1
The overall purpose of the planning process is to select the most appropriate traffic
management strategy. Work Zone Traffic Management Strategy is the basic scheme of
moving traffic through or around a construction, or maintenance activity. The type of work
zone is the most significant element of the control strategy, which are also includes length
of work zone, time of work, number of lanes, width of lanes, speed control method and
right-of-way control method.
The planning process involves seven steps:
Step 1:
Step 2:
Step 3:
Step 4:
Step 5:
Step 6:
Step 7:
Step 3
Determine Extent of Roadway
Occupancy
Step 4
Identify Feasible Work Zone
Types
Step 5
Impact Analysis
- Environmental, 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
FIGURE 4.1:
The Degree of Impact will suggest the extent of the data required. Table 4.1
summarizes some basic guidelines. The basic requirements are described in the top
half of the table which will be sufficient for most projects the bottom half describes
the requirement for detour routes or where additional information is required to
appraise various options available.
It is important that the designer of the Traffic Management Plans and his/her team
to visit the site for field check and collate an inventory on the existing facilities
including existing structures, services and public facilities such as street lighting,
traffic light, bus and taxi stops and roadside furniture that may require removal
during the construction stages.
Data collection, assessment of existing road capacity with traffic movement including
the numbers of lanes, existing islands, medians, kerbing, geometry, existing travel
and distribution patterns. Identify potential problems that may arise due to
temporary road widening or diversions to be used by main contractor.
Desk top studies of existing traffic data will also assist in the planning processes.
A.
Basic Requirements
Traffic Data
- 24 hour volume counts
- Roadway geometrics
- Speed data
- Description of potential detour routes
B.
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 2:
For the purpose of standardization, ease of strategy identification and design, the
Work Zone Types are divided into the following categories:
RURAL
EXPRESSWAY
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
Step 3:
CLASSIFICATION
DURATION
Temporary Diversion
< 1 Day
< 1 Month
> 1 Month
The type of construction will dictate the degree to which the roadway will be
occupied and closed to normal traffic, the extent of which will be determined by the
following factors:
i)
The total project length of the beginning and ending points.
ii)
The length of the occupied roadway at any one time and during the 24-hour
period.
iii)
The portion of the roadway that will be closed to normal traffic.
iv)
v)
Each of the above factors is a function of the work zone strategy and has some
flexibility such that traffic disruption can be minimised. As a guide, the number and
size of lanes provided through the work zones should where possible be the same as
the existing permission at the discretion of the SO. The Level of Service (LOS) during
the construction period where possible, should be maintained.
Step 4:
Step 4 and Step 5 serve to identify possible work zone types such as:
1.
Lane Constriction
2.
Lane Closure
3.
Shared Right of Way
4.
Median crossover and contra flow
5.
Detour
6.
Temporary Bypass
7.
Intermittent Closure
8.
Use of Shoulder or Median
Based on the extent of roadway occupancy, the cross-sectional characteristics (lane
width, shoulder width, right of way, etc.) and considering the constraints imposed by
regulations and policies, feasible work zone types can now be chosen. Typically, only
a small number of work zone types will emerge as being feasible for a particular
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
Step 6:
When all critical impacts are analysed, the most effective strategy will often has less
impact on all measures.
Step 7:
CHAPTER 5
DESIGNING A TRAFFIC MANAGEMENT
SCHEME
CHAPTER 5
DESIGNING A TRAFFIC MANAGEMENT SCHEME
This Chapter discusses the design of Traffic Management Plans (TMPs) including the details
of the plan, typical layout and adapting typical layout to actual site conditions.
5.1
The Traffic Management Plans show the placement and type of traffic control devices to be
used in a work zone as well as details about the type of work zone to be used in each phase
of the work. The Traffic Management Plan should be prepared and must be understood by
all responsible personnel before the site is occupied. Any changes in the traffic management
plan should be authorized by an official trained in safe traffic control practices. A formal
Traffic Management Plan (TMP) is required with the plans, specifications, and estimates for
all road projects.
TMP's may range in scope from a very detailed plans designed for specific projects, to simply
a reference to typical plans. The details of the TMP depend on the complexity of the project
and on the amount of traffic interference introduced by the work activity.
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
respectively. 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 nighttimes delineation, temporary signals,
pedestrian crossing facilities, contra flow along dual carriageways
Development of the traffic management plan actually starts during the planning process.
The planning process will generally specify the most appropriate work zone type, the phases
of work, and scheduling considerations.
Factors that should be considered in the TMP are shown in TABLE 5.1.
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 includes cleaning and cutting vegetation away from
signs.
period of construction
Worker Provisions
parking of private vehicles,
protection near travel way
flagmen
access to each part of work area and break area
5.2
The design of the traffic management scheme must follow the basic concept of a typical
work zone. A typical work zone should have the following areas:
-
ZONE A:
ZONE B:
Transition Area
ZONE C:
Buffer Area
ZONE D:
Work Area
ZONE E:
Termination Area
If no lane or shoulder closure is involved, the transition area will not be used.
In this Chapter, each of the Zone/Area will be 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:
section.
Figure 5.1:
Areas in a Traffic Control Zone
Ref. Manual on Traffic Control Devices Temporary Signs and Work Zones Control (ATJ
2C/85)
5.2.1 ZONE A:
i)
An advance warning area is necessary for all traffic control zones because
drivers need to be made aware that they are approaching the construction
area. Before reaching the work area, drivers should be given enough time to
alter their driving patterns. The advance warning area may vary from a series
of signs starting 2 km in advance of the work area to a single sign or flashing
lights on a vehicle
ii)
When the work area, including access to the work area, is entirely off the
shoulder and the work does not interfere with traffic, an advance warning
sign may not be needed. An advance warning sign should be used when any
problems or conflicts with the flow of traffic may be anticipated.
iii)
The advance warning area, from the first sign to the start of the next area,
should be long enough to give the motorists adequate time to respond to the
changing conditions. For most operations, the advance warning distance
requirement for various road types are:
a)
2 km to 1 km for expressways
b)
500m for most rural roadways or open highways conditions
c)
at least 250m for urban roadways.
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 travelled lanes, a lane closure(s)
is required. In the transition area, traffic is channelized from the normal
highway lanes to the path required to move traffic around the work area. The
transition area includes the taper transition length.
ii)
The transition area should be clearly visible to drivers. The correct driving
path should be clearly marked with channelizing devices and pavement
markings. Existing pavement markings need to be removed and new
markings placed when they conflict with the transition. Pavement marking
arrows are useful in transition areas.
iii)
With moving operations, the transition area moves with the work area. A
shadow vehicle may be used to warn and guide traffic into the proper lane.
iv)
v)
vi)
vii)
viii)
Downstream Taper
a)
A downstream taper is used at the downstream end of the work area
as to indicate to drivers that they can move back to the normal traffic
lane and it should be placed within the termination area. While
closing tapers are optional, they may be useful in directing traffic flow
except when material trucks enter or leave the work area.
b)
5.2.3 ZONE C:
Buffer Area
i)
The buffer zone 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)
5.2.4 ZONE D:
Work Area
i)
The work area is that portion of the roadway, which contains the work
activity and is closed to traffic and set aside for exclusive use by workers,
equipment,
and construction materials. Work areas may remain in fixed locations or may
move as work progresses. 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 travelled lanes
b)
Physical deterrents to normal operation exist, such as uneven
pavements, vehicles loading or unloading.
c)
Speed and volume of traffic increase
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.
iv)
Guidelines
a)
b)
c)
d)
e)
5.2.5 ZONE E:
Use traffic control devices to make the work area clearly visible to
traffic.
Place channelizing devices between the work area and the travelled
way. Devices placed on a tangent (along the work area) to keep traffic
out of a closed lane should be spaced in accordance with the extent
and type of activity, the speed limit, vertical and horizontal alignment
such that it is clearly visible that the lane is closed. For high speed
roadways, the devices should be spaced 2 to 4 times the spacing for
lane closure taper. For low-speed roadways, a closer spacing may be
adopted.
Provide a safe entrance and exit for work vehicles.
Protect mobile and moving operations with adequate warning on the
work and/or shadow vehicles.
Flashing lights and flags should be considered on work vehicles
exposed to traffic.
Termination 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 within the termination area.
ii)
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
had passed the work area, for example, if the work area includes intermittent
activity throughout a 1 kilometre 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 of traffic control devices
Formula
70 km/h or under
L= WS2
155
70 km/h or over
L= WS
1.6
Taper Length
Speed
Limit
km/hr
30
40
50
55
65
70
80
90
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
Base on 3.75-meter wide lane. This column is appropriate for lane widths less than
3.75 meters
Ref. ATJ 2C/85 - Temporary Signs and Work Zones Control
DISTANCE
SPACING OF
DEVICES
1-2 km
min. 50 m apart
350 m (min.)
min. 50 m apart
Urban Roadways
250 m (min.)
min. 15 m apart
As in Table 5.4
As in Table 5.4
15 - 30 m
3 - 6 m apart
As in Table 5.4
Downstream Taper
15 - 30 m
3 - 6 m apart
BUFFER AREA
Arbitrary
WORK AREA
Arbitrary
15 - 30 m
3 - 6 m apart
AREA
ADVANCE WARNING AREA
Expressways
TRANSITION AREA
TERMINATION AREA
Downstream Taper
CHAPTER 6
TYPICAL LAYOUTS OF THE TRAFFIC
MANAGEMENT PLAN
CHAPTER 6
TYPICAL LAYOUTS OF THE TRAFFIC MANAGEMENT PLAN
6.1
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, i.e.:
i)
ii)
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
RURAL
EXPRESSWAY
ZONE A
ADVANCE WARNING
URBAN
Low Speed
High Speed
RURAL
Low Speed
High Speed
EXPRESSWAYS
Low Speed
High Speed
ZONE B
TRANSITION
ZONE C
BUFFER
ZONE D
WORK AREA
250m
400m
100m
150m
varies
varies
350m
500m
100m
150m
varies
varies
1000m
2000m
250m
300m
varies
varies
Note:
1.
2.
Max length of work zone is 5km and the maximum area allowed for each excavation area is 200m.
All barriers to be continuous
ZONE E
TERMINATE
The Construction Duration category will determine the type of the Traffic Control Devices.
These are illustrated in Table 6.2 and Figure 6.2.
CLASSIFICATION
DURATION
Temporary Diversion
< 1 Day
> 1 Day
< 1 Month
> 1 Month
FIGURE 6.2:
ZONE A
ADVANCE WARNING
TEMPORARY
DIVERSION
ZONE B
TRANSITION
ZONE D
WORK AREA
- Arrow Signs
-Cones
-Arrow Signs
-Cones
-Arrow Signs
-Plastic NJBs
-Arrow Signs
-Plastic NJBs
-Add. TCDs
SHORT TERM
LONG TERM
ZONE C
BUFFER
ZONE E
TERMINATE
6.2
Sign Arrangements
It is the intention of the Interim Guide to standardize the application of the temporary signs
in the work zones. This is to ensure drivers familiarize and compliance to the TMP proposal.
It is recommended that a uniform arrangement of signs be adopted throughout the work
area. The proposed arrangement of signs is in Figure 6.3.
The detailed signing of each zone is as follows:
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.
This sign also provides advance warning to the motorists of a work area
ahead. This is usually a symbol sign.
This sign should be installed 400m from Transition Area in the case of the
Rural High Speed Traffic Category.
This is the Speed sign indicating the first step-down speed for the
motorists. The speed step-down should not exceed 20km/hr.
This sign should be installed 300m from Transition Area in the case of the
Rural High Speed Traffic Category.
This sign should be installed 200m from Transition Area in the case of the
Rural High Speed Traffic Category.
This is the Speed sign indicating the second step-down speed for the
motorists.
This sign should be installed 100m from Transition Area in the case of the
Rural High Speed Traffic Category.
ZONE A
ADVANCE WARNING
USE
1st Sign2nd Sign3rd Sign4th Sign5th Sign-
Identification Sign
Info Sign
Speed Sign
Info Sign
Speed Sign
ZONE B
TRANSITION
ZONE C
BUFFER
ZONE D
WORK AREA
ZONE E
TERMINATE
USE
USE
USE
USE
ARROW SIGNS
ARROW
SIGNS
WARNING
SIGN
ZONE A
ADVANCE WARNING
Identification Sign
Info Sign
Speed Sign
Info Sign
Speed Sign
* The number of Arrow Signs in the Transition Area can be more if the conditions at
the site demand it.
This is the Speed Sign informing the motorists the safe speed to drive
through the Work Area.
This sign is repeated for Sign 11. This sign should be placed about 50m
100m after Sign 10.
This is the Work Area Sign reminding the motorists driving through the
Work Area.
This sign should be installed at 50m 100m into the Work Area. It is
advisable to install this sign on high posts.
This sign is repeated for Sign 12. This sign should be placed about 50m
100m after Sign 11.
* The number of Speed Signs and Work Area Signs in the Work Area can be more
if the conditions at the site warrant it.
Figure 6.7 gives an overall sign arrangement layout for the typical Rural High Speed
Traffic Category work zone.
ZONE B
TRANSITION
ZONE C
BUFFER
ZONE D
WORK AREA
ZONE E
TERMINATE
100
m
100
m
150m
ZONE B
TRANSITION
100m
ZONE C
BUFFER
ZONE D
WORK AREA
100m
ZONE E
TERMINATE
6.3
Each work zone is different, with variables such as speed, volume, location of work,
pedestrians, and intersections changing the needs for each zone. The goal of work zone
traffic control is safety, and the key factor in effective traffic control in work zones is
application of proper judgements.
Plans contained in the Guide are called typical applications. In this respect, they represent
the layouts for the general situations found in the field. When unusual conditions are found,
the typical layouts must be adapted to the particular roadway and worksite configuration.
Furthermore, these typical layouts are minimum requirements. When needed, either
additional device may be used to supplement the layout, or the sign spacing and taper
lengths can be increased to give drivers additional response time or shortened for low-speed
situations. When difficult situations or unusually hazardous conditions are encountered, a
higher-type treatment than that shown as typical may be required.
The types of modifications that may be desirable or needed include the following:
i)
Additional devices
- additional signs (but care must be taken not to oversign especially in the
advance warning and transition areas of the work zone)
- flashing arrow panels
- more channelizing devices
ii)
Upgrading of devices
- improved pavement markings or raised pavement markers
- larger signs
- higher type channelizing devices
- barriers in place of channelizing devices
- variable message signs
iii)
iv)
Increased distances
- longer advance warning area
- longer tapers
v)
The following points should be considered when designing a TMP for a specific field
condition:
6.4
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 improve safety for motorists and workers, however, be aware of
the possibility of over signing.
ii)
Consideration must be given to the risks involved if the motorist does not get
the required information. The level of protection used and the delivery of the
message should be proportional to the level of hazard. More emphatic
messages and a higher level of protection are needed for high hazard
situations.
iii)
iv)
The classification of typical plans is difficult because of many different parameters 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)
iii)
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 and/or contra flow
on-site detour (bypass)
off-site detour
When making modifications to the typical solutions it is best to establish a set of plans,
which covers the range of conditions commonly found rather than a plan for every possible
combination of parameter values.
6.5
Each traffic control zone is different, with variables such as speed, volume, location of work,
pedestrians and intersections changing the needs for each zone. The primary goal of traffic
control zone is safety, and the key factor in ensuring the control zone works is the
application of sound judgment principles. The examples in this chapter are guides showing
how best to apply the standards.
The typical applications include use of various traffic control methods, although they do not
include a specific layout for every conceivable work situation. Typical applications may be
modified to suit 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 modified for long-term projects. If the
project is short-term, such as 1-day maintenance operations, the pavement markings will
not need to be removed and replaced although guidance should be provided with other
channelizing devices.
Figures 1 to 7 in APPENDIX B show typical traffic control devices that are required for
various types of work zones. It indicates how traffic control increases as traffic volumes
increase, however some of the less complicated work zones are not illustrated.
i)
ii)
ii)
iii)
Minor encroachment in the travelled lane means when work on the shoulder
or takes up part of a lane, traffic volumes, type of traffic (buses, trucks and
cars), speed, and capacity should be analyzed to determine whether the
affected lane be closed. For high-speed traffic conditions, a full lane closure
should be considered or narrowing of the traffic lanes.
Work On Two-Lane Roadway
i)
When one lane is closed on a two-lane, two-way road and the remaining lane
is used by traffic travelling in both directions, the short two-way traffic taper
of 15 meters minimum is used to slow traffic as it approaches the work space.
Alternatively a one-way traffic control may be affected by the following
means:
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 but should not
be used in areas of restricted sight distance on horizontal or vertical
curves.
d) A pilot car
e) Temporary traffic signals for long duration projects.
ii)
iv)
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 or hill to
provide adequate stopping sight distance.
Mobile Operations
i)
Mobile operations are work activities that make frequent short stops up to a
15-minute period, such as litter cleanup or pothole patching and are similar
to stationary operations. Warning signs, flashing vehicle lights, flags, and/or
channelizing devices should be used.
ii)
v)
Moving Operations
i)
vi)
Do not decrease safety by using fewer devices simply because the operation
will change its location frequently. Flaggers may be used but caution must be
taken so they are not exposed to unnecessary hazards. Portable light weight
devices should be used and moved periodically to keep them near to the
work area.
Moving operations are work activities where workers and equipment move
along the road without stopping, usually at slow speeds, the advance warning
area moves with the work area and traffic should be directed to pass safely.
Parking may be prohibited and work should be scheduled during off peak
hours. For some moving operations, such as street sweeping, if volumes are
light and sight distances are good, a well marked and signed vehicle may
suffice. If volumes and/or speeds are higher, a shadow or backup vehicle
equipped as a sign truck should follow the work vehicle. Where feasible,
warning signs should be placed along the road and periodically moved as the
work in progress. In addition to improve visibility and worker safety, vehicles
may be equipped with flags, flashing vehicle lights, and large signs.
6.6
i)
In urban areas, the work vehicle may be used for warning if it is equipped
with flashing lights, rotating beacons, or flags.
ii)
Urban Areas
Urban traffic control zones may be subdivided into 3 areas:
(a) Vehicular traffic control - how many lanes are required; or whether any
turns should be prohibited at any intersection.
(b) Pedestrian traffic control - 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) Maintain access - to business, industrial and residential areas. Even if the
road closed to vehicles, pedestrian access and walkways should be
provided.
6.7
Pedestrians
i)
ii)
iii)
6.8
Bicycles
Bicycles also need protection or access to the roadway. If a bicycle path closed
because of work being done, an alternate route should be provided. Give guidance to
bicyclists of available alternate routes but should not be directed into the same path
being used by pedestrians.
6.9
Motorcycles
If a motorcycle route either in the form of an exclusive motorcycle lane or paved
shoulder is closed because of construction works, an alternate route needs to be
provided. Appropriate guidance in the form of signs, markings, street lighting is to be
provided. The motorcycle route should never be directed onto the same path used
by pedestrians and/or bicycles.
6.10
Interchanges
i)
ii)
6.11
Intersections
i)
6.12
6.13
The access to the exit ramp should be clearly marked and outlined with
channelizing devices. For long-term projects existing markings should be
removed and new ones placed. As the work area changes, the access may be
modified.
Detours
i)
ii)
iii)
Sign the detour so that traffic will be able to get through the entire deviation
and return back to the original roadway.
Contra Flow
i)
Where traffic is moved from its right of way onto an opposing carriageway,
appropriate signs and line markings are to be placed in advance of and all
along the contra flow area.
ii)
CHAPTER 7
PLACEMENT AND REMOVAL OF TRAFFIC
CONTROL DEVICES
CHAPTER 7
PLACEMENT AND REMOVAL OF TRAFFIC CONTROL DEVICES
This Chapter discusses the important aspects of the process of placing and removal of traffic
control devices in work zones including preparation, the order of device placement, the
treatment of existing signs, and the use of shadow or protection vehicles.
7.1
The placement, modification, and removal of traffic control devices for road construction
and maintenance operations can be enhanced by adequate preparations. This is particularly
important because of the hazard associated with these activities. The installation and
removal of worksite traffic control devices create situations that are often far more
hazardous than the operation of the completed zone. These hazards are often greater than
those during the work activity because:
i)
ii)
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 time
as:
i)
ii)
iii)
iv)
v)
vi)
vii)
coordination should be done with all affected organizations and groups such
Police,
Traffic Department of affected Local Council,
Emergency services such as the fire dept, hospitals, etc.
News media,
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 in case of utility breakdown, road
accidents, etc.
7.1.3 Inventory and Storage
All traffic devices required for the placement and maintenance of the zone should be onhand 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
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.
When all signs are in place, channelization devices are then placed. The protection vehicle
gradually encroaches upon the exterior lane as the workers install the taper in front of the
protection vehicle. Finally, the protection vehicle is positioned in the closed lane while the
work zone channelization is placed.
7.2.8 Interior Or Center Lane Closures
When work is necessary on an interior or center lane, the recommended procedure is to
also close the adjacent exterior lane to avoid an island closure. In locations where, due to
volumes or geometrics traffic, it must be carried around both sides of an interior lane work
space, the preferred procedure is to first close an exterior lane upstream from the work
space, particularly for high-speed conditions. Next, interior lane traffic is channelized into
the previously closed exterior lane.
Warning signs are placed on both sides 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 centre 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
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 warning 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 must be closed while the barriers are placed or moved. This
operation should be scheduled to cause as little disruption as possible.
7.4
Some Maintenance Agencies may have special equipment to facilitate and expedite the
placement process, such as, trucks with racks in which signs are loaded in the reverse
sequence to that needed; that is, the last sign put on is the first one to be taken off.
Special traffic control vehicles should be available for traffic control zone placement,
maintenance and removal. These vehicles should be employed for:
i)
Carry devices to worksites.
ii)
Facilitate handling.
iii)
Help to organize and protect signs and devices.
iv)
Emergency situations.
Special features of these traffic control vehicles may include;
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
x)
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
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)
viii)
ix)
Traffic accidents
Device displacement by;
vehicular contact
slip stream from trucks
workers
Wind
Damage caused by construction activities
Weather damage
Malfunctions and burn outs
Physical deterioration
Dust, dirt, grime and bitumen over spray.
on sign faces
on drums or cones
on reflectorized rails or string delineators
Dirt and debris on roadway.
Vandalism and theft.
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 agencys 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 ensures that urgent
problems can be brought promptly to the attention of officials who can respond
immediately.
8.2.2 Frequency
To determine the frequency of inspections, the following factors must be considered.
i)
Project size and duration
ii)
Degree of liability
iii)
Severity of hazards
iv)
Frequency at which damage is occurring
v)
Number of deficiencies observed during previous inspections.
vi)
Traffic volumes and speed.
Traffic controls left in place overnight should he inspected during hours of darkness at the
same frequency as during the daylight hours. Inspections should also be carried out during
adverse weather conditions to ensure safety requirements are met and adequate road
drainage is maintained during the construction period.
8.2.3 Documentation
Documentation is an essential part of the traffic control maintenance function. It is
necessary for good planning and for project accounting. Documentation serves to:
i)
ii)
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 and
modified traffic control installation.
ii)
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)
Major projects will require more detailed record keeping since they may involve greater
amounts of funds from the contract BQ, and longer distances and times of physical exposure
with resulting potential danger to the worksite employees and the motoring public.
Several methods of recording traffic controls are available. These include:
i)
ii)
iii)
iv)
Work orders also serve as a reference, and should be keyed to the diary when used.
When the maintenance inspection process reveals a condition that requires correction, the
documentation should include:
i)
ii)
iii)
iv)
Each agency should have general checklist for different types of operations and conditions.
These can be modified to meet the requirements of an individual worksite. Inspection sheets
should be developed for major projects from the general checklists and schedule guidelines.
For typical worksites, standard inspection sheets can be prepared and used.
8.3
8.3.1 Training
Several elements should be considered in preparing for and performing traffic control zone
inspections and maintenance. Personnel designated to perform these tasks must
understand the general traffic control process, have a deep appreciation for safety, and be
trained in device maintenance procedures. Training should include:
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
Communications equipment
Two-way radio
ii)
iii)
iv)
v)
Spare devices
Barricades
Cones
Signs
barricade lights
vi)
Reference materials
Traffic Control Device Handbook
traffic management plan
contract specifications
inspection forms and checklist
Logbook
Pencils
pad of paper
accident guidelines and report forms
emergency procedures and telephone numbers
CHAPTER 9
REPORTING & CHECKING
CHAPTER 9
REPORTING & CHECKING
To ensure proper adherence to the standards and specifications and also to ensure
adequate implementation, there must be constant reporting and checking carried out at the
work zones.
Based on the scope of activities required, the documents and reporting requirements are as
follows:
i)
ii)
iii)
APPENDIX A
TEMPORARY SIGNS
APPENDIX A
TEMPORARY SIGNS
1.
2.
2.1
The temporary signs for use on the expressways shall have a HEXAGONAL shape sign
as follows:
2.2
The temporary signs for use on roads other than the expressways shall have a
RECTANGULAR shape sign as follows:
TS. 17
WEIGHT
APPENDIX B
TYPICAL LAYOUTS FOR TRAFFIC
MANAGEMENT PLANS
TRAFFIC CATEGORY
ROAD CLASSIFICATION
NO.
SPEED PROFILE
Urban
Rural
Expressway
1.
Low Speed
< 60km/j
< 70km/j
< 90km/j
2.
High Speed
> 60km/j
> 70km/j
> 90km/j
TRAFFIC CATEGORY
SPEED PROFILE
SPEED
WORK ZONES
CONTROL DRAWING
REFERENCE
Low Speed
< 60km/l
Figure 1
High Speed
> 60km/j
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
NO.
ROAD CLASSIFICATION
1.
2.
3.
Urban
Rural
Expressway
APPENDIX C
ROAD SAFETY AUDITING OF THE
TRAFFIC MANAGEMENT AT
WORK ZONES
1.0
Introduction
In an effort to spur the economic growth of the country, the Federal Government has
embarked on a massive program to provide new construction contracts especially in the
road sector. Many projects, worth billions of ringgit had been identified and currently being
designed and implemented.
Jabatan Kerja Raya Malaysia (JKR), being the implementation agency for the Federal
Government, is very concerned about the effect of the construction activities to the
possibility of increased accident occurrences at the construction work sites.
As a mitigation effort, JKR has introduced the following steps in the road 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
ii)
iii)
The role of the Road Safety Auditor is to audit the activities of the road safety at the
construction site. This includes the observation of the effectiveness of the TMPs and the
devices employed during day and nighttimes. The role of the Road Safety Auditor includes:
i)
ii)
iii)
3.0
Reports
ii)
the S.O.
iii)
Notes:
i) S.O Superintending Officer
ii) P.D Project Director
iii) HOPT Unit Pengurusan & Penyelarasan Projek (Cawangan Jalan)
iv) (*) Supervision Team need to ensure comments / recommendations by Road Safety
Auditor is adhered by contractor
v) All copies of audit reports to be extended to UKJ for monitoring and record purposes
VERIFICATION AUDIT
STAGE 4 (PART 1)
Road Safety Auditor prepared RSA Stage 4 (Part 1)
report & send to S.O / P.D and Contractor. Extend
copy to HOPT
RESPONSE REPORT
-Contractor prepares response report
and submits to Road Safety Auditor.
Extend copy to S.O / P.D and HOPT
RSA STAGE 4 Pt 2
COMPLETION MEETING
- Called & chaired by HOPT
- Road Safety Auditor to present findings
- Designer present response
- Decisions are made & minute
CORRECTIVE ACTION
- By contractor
No
Yes
Notes:
Next Stage Of Audit
i) S.O Superintending Officer
ii) P.D Project Director
iii) HOPT Unit Pengurusan & Penyelarasan Projek
(Cawangan Jalan)
iv) (*) Supervision Team need to ensure comments /
recommendations by Road Safety Auditor is adhered
by contractor
v) All copies of audit reports to be extended to UKJ for
monitoring and record purposes
DIRECTIVE TO DO RSA
-
No Corrective Action
Required
No
Yes
RESPONSE REPORT
- Contractor prepares response report
and submits to Road Safety Auditor.
Extend copy to S.O / P.D and HOPT
RSA STAGE 4 (PART 3)
COMPLETION MEETING
- Called &chaired by S.O / P.D
- Road Safety Auditor to present findings
- Contractor present response
- Decisions are made & recorded
CORRECTIVE ACTION
- By Contractor
No Corrective Action
Required
No
Yes
Next Stage Of Audit
Notes:
i) S.O Superintending Officer
ii) P.D Project Director
iii) HOPT Unit Pengurusan & Penyelarasan Projek
(Cawangan Jalan)
iv) (*) Supervision Team need to ensure comments /
recommendations by Road Safety Auditor is adhered
by contractor
v) All copies of audit reports to be extended to UKJ for
monitoring and record purposes
APPENDIX D
FORMAT FOR TRAFFIC
MANAGEMENT SAFETY REPORT
(TMSR)
7.0 Emergency Response Plan (ERP) and Emergency Response Team (ERT)
Emergency Response Plan (ERP)
o Give detail of the plan and show alternative route
Emergency Response Team (ERT)
o Give detail of the organization chart and Line of Communication
8.0 Records of Public Complaints
Provide records of public complaints through hotline, letters, newspapers, etc
9.0 Damage to Vehicles
Provide records and photos of vehicles experiencing problems within the work zones
10.0 Accident Analyses
Provide records of Accidents within Work Zones during the last 3 months
o Give detail of dates, time, collision diagram, location, damages. Show photos.
Provide records of Accidents within the Project Work Zones from the start of project.
o Give detail of dates, time, collision diagram, location, damages. Show photos.
11.0 Evaluation
Evaluate the effectiveness of the TMPs during the last 3 months
Highlight main issues for the next 3 months
Propose steps to upgrade the situations
Alert JKR on the issues which are sensitive and propose mitigations
12.0 Recommendations
Provide recommendations for actions to reduce accidents, public complaints.
Provide recommendations on how to improve the conditions at site.