SAFE TRAFFIC CONTROL AT ROAD WORKS DEPARTMENT OF WORKS THE INDEPENDENT STATE OF PAPUA NEW GUINEA

Transcription

1 SAFE TRAFFIC CONTROL AT ROAD WORKS DEPARTMENT OF WORKS THE INDEPENDENT STATE OF PAPUA NEW GUINEA 1 IF004_PNGManual_SP_FIN.indd 1

2 This work is copyright. Apart from any use for education or training purposes, no part may be reproduced without the prior written permission of the Department of Works, Papua New Guinea. Project Manager Mr Vitus Koian, Project Director Australian Aid Projects, PNG Department of Works Prepared by: Phillip Jordan Road Safety International Pty Ltd Andrew Jordan Road Safety International Pty Ltd Published by Papua New Guinea Department of Works PO Box 1108 Boroko NCD Independent State of Papua New Guinea The Department of Works believes this publication to be correct at the time of printing and does not accept responsibility for any consequences arising from the use of information herein. Readers should rely on their own skill and judgement to apply information to particular issues. Acknowledgement The Department of Works wishes to acknowledge the generous co-operation of AUSTROADS in permitting use of its document entitled Implementing National Best Practice for Traffic Control at Worksites Risk Management, Auditing and Field Operations, (ISBN ), AUSTROADS Publication No. AP R during the preparation of this manual. 2 IF004_PNGManual_SP_FIN.indd 2

3 SAFE TRAFFIC CONTROL AT ROAD WORKS DEPARTMENT OF WORKS THE INDEPENDENT STATE OF PAPUA NEW GUINEA 3 IF004_PNGManual_SP_FIN.indd 3

4 Foreword This manual has been developed to assist DoW engineers, contractors, supervision consultants and road workers to improve road safety at work sites on the roads and highways of Papua New Guinea. It reflects an accumulation of knowledge and experience in this field, both national and international, presenting the best practise regarding road safety for road work sites. It emphasises: The hierarchy of controls approach to control the hazard and reduce risk at work sites. The importance of designing safe Traffic Management Plans (TMP s) and having them approved for safety by the road authority. The four zone concept for designing, implementing and reviewing TMP s. Strict attention to the safety of road workers as well as of all road users. Good practice in the use of multi message signs at road works. Road works are challenging work environments, especially when they must compete with road users for limited space and restricted site access This manual therefore contains the theory behind risk management at road works, as well as easy-to-use instructions for use by those responsible for traffic control at works on roads in PNG. Several practical safety tips are included to make work sites safer. Also included are generic setting-out diagrams for common road work arrangements. Applying those generic layouts and following the principles presented in this manual will allow potential risks to be quickly identified and remedied. Road safety at road works is important for everybody. This manual compliments the DoW field guide on this subject. There is also a matching DVD that outlines this topic for use in training workshops and raising awareness amongst staff. Both documents and the DVD are essential tools for safer road works in our country. The field guide and DVD can be viewed and downloaded from the DoW website at Mr. David Wereh Secretary - Department of Works PNG Independent State of Papua New Guinea 4 IF004_PNGManual_SP_FIN.indd 4

5 Contents 3 Designing 3.1 Traffic Management Plans (TMP s) Glossary of Terms Used in this Manual Part A: An Introduction to Safe Traffic Control at Road Works The Four Zone Concept 3.3 The Advance Warning Zone 3.4 The Transition (Taper) Zone 3.5 The Work Zone (including the Safety Buffer Zone) 3.6 The Termination Zone 3.7 What Happens to the TMP? The purpose and structure of this manual 1.2 What is road work safety? 1.3 Fundamental principles for safe traffic management at PNG work sites Implementing 4.1 Implementing a Traffic Management Plan 4.2 Positioning the Signs and Devices 4.3 Inspecting the site immediately after the TMP is set up Part B: The Key Phases in Providing Safer Road Work Sites 2 Planning 2.1 Select the most appropriate risk control measures for the work site Operating 5.1 The Operation Phase 6 Closing Out Consider the class of road, the traffic volume and its composition Establish the staging of the works Plan where the traffic will go 2.5 Consider the safety of the road workers Consider the needs of Pedestrians and Bicyclists 33 5 IF004_PNGManual_SP_FIN.indd 5

6 Contents Part C: Devices for use at Road Work Sites 7.1 Signs at Road Work Sites 7.2 Multi-Message Signs 7.3 Speed Zones at Road Work Sites 7.4 Safety Barriers 7.5 Vehicle-mounted Attenuators 7.6 Portable Traffic Signals 7.7 Electronic Variable Message Signs Part D: Appendices Appendix 1 Risk Countermeasures - Hierarchy of Control Table Appendix 2 Instructions for Traffic Controllers Appendix 3 Standard Traffic Management Plans Appendix 4 Checklists References IF004_PNGManual_SP_FIN.indd 6

7 GLOSSARY GLOSSARY OF TERMS USED IN THIS MANUAL 7 IF004_PNGManual_SP_FIN.indd 7

8 GLOSSARY Advance warning sign: A sign that is placed in advance of the road works to provide advance warning to approaching traffic. Advance warning vehicle: A vehicle located in advance (up to 1 km or more) of line marking works to provide advance warning of those works to approaching traffic. Advance warning zone: The first of (up to) four zones encountered by drivers. It alerts them to the work site ahead. Client: The road authority that is responsible for the road/highway. Consultant: The Client s representative for the project. Contractor: The company contracted to undertake the road work for the Client. Delineation: A general term for devices that are used for clear definition of the designated vehicle path. Detour: An existing route onto which traffic is directed to bypass a closed work area. Diversion: A temporary road or lane next to the carriageway onto which traffic may be directed. Similar to a side track. Early warning sign: The first sign that a driver encounters approaching a road work site. It is placed either 50m (urban) or 100m (rural) before the advance warning signs to provide early warning to approaching traffic of a reduced speed limit ahead. High speed road: A road where vehicle speeds are typically greater than 60km/h. Lead vehicle: A vehicle used at the head of line marking works on two way roads to give advance warning of the line marking work to traffic approaching from the opposite direction. Long-term works: Sites where a traffic management plan is required to operate both day and night and may be left unattended. Low speed road: A road where vehicle speeds are typically 60km/h or less. Mobile short term works: Works that move along a road, either at a constant low speed (such as line marking) or with intermittent stopping (such as patching) and obstructing or partially obstructing traffic lanes. Multilane: Two or more traffic lanes in one direction. 8 IF004_PNGManual_SP_FIN.indd 8

9 Road user: Any driver, rider, passenger or pedestrian using the road. Roadway: That portion of the road dedicated particularly to the use of vehicles, inclusive of shoulders and auxiliary lanes. Road work: Any physical work on a road or roadside with potential to disturb traffic flow and/or safety. Road worker: Any person engaged in work on a road or the roadside. Safety barrier: A physical barrier separating a work area from the travelled way, designed to resist penetration by an out-of-control vehicle and (as far as practicable) to redirect the colliding vehicle back into the travelled path. Safety (Buffer) zone: The zone that surrounds the work area (20m front and back, and 1.5m along the side). It is considered a part of the Work Zone. Safety Officer: The person designated by the Contractor for occupational health and safety as well as road safety at the work site. Shadow vehicle: A vehicle which provides protection to the rear of workers who are on the road. Short-term works: Sites where a traffic management plan is required only while work personnel are in attendance and is generally limited to the duration of a single work shift or lesser period where road conditions are returned to normal. Side track: A short road constructed to take traffic away from the work zone. It may be a one way or a two-way road, and is similar to a diversion. Spotter: A person whose only responsibility is to watch for, and warn workers of, approaching traffic. Tail vehicle: A vehicle used at the tail (end) of line marking works to provide advance warning of the works to following and/ or approaching traffic, to divert traffic around the work area and to enable the driver to alert workers ahead of any impending danger. Termination zone: This is the zone where traffic resumes normal operation after passing the work area. This zone is used to advise the drivers/riders of the end of the road work site. Traffic: All vehicles, persons or animals travelling on a road. Traffic control devices: The signs, cones, barriers and other devices placed on or near the road to regulate, warn or guide road users. 9 IF004_PNGManual_SP_FIN.indd 9

10 GLOSSARY CONT. Traffic controller: A person whose duty it is to control traffic at a work site usually in PNG with a stop/slow baton, but sometimes with a red flag or some other alerting device. Traffic management plan: A traffic management plan (TMP) is a plan that shows clearly all of the signs, barriers, barricades and other devices that are to be installed and maintained at the work site for the duration of the works. If the work has a number of stages, there should be a TMP for each stage. Traffic management scheme: An arrangement of signs and devices to warn drivers and guide them through, past or around a road work site. Transition (Taper) zone: The second of four zones encountered by drivers. This is the zone in which drivers are redirected out of their normal path of travel (if necessary) and guided into their correct path at a safe speed. Travelled way: The route through, past or around a road work area. Two-way roadway: A roadway with lanes allotted for use by traffic in opposing directions without physical separation between them. Very short term road works: Works which take no longer than ten minutes to complete. Work area: The specific area where the work is being undertaken. Work site: An area which includes the work area and any additional length of road required for advance signing, tapers, side-tracks or other areas needed for the road works. Works Supervisor: The person nominated by the Contractor to supervise the works. Work vehicle: In line marking works, a vehicle or plant item immediately preceding the work area and undertaking the work (such as a line marking machine) or supporting the workers on foot behind it Work zone: The area comprising the work area plus the safety buffer zone that surrounds the work area. 10 IF004_PNGManual_SP_FIN.indd 10

11 PART A AN INTRODUCTION TO SAFE TRAFFIC CONTROL AT ROAD WORKS 11 IF004_PNGManual_SP_FIN.indd 11

12 1.1 The purpose and structure of this manual This manual has been prepared to assist road authorities to improve road safety at work sites on the roads and highways of Papua New Guinea. It presents important and useful best practise information for safe traffic control at road work sites. It contains easy-to-use instructions for use by those responsible for traffic control at work sites on the roads and highways of PNG. This manual has four Parts. Part A outlines the purpose of the manual and introduces the risk management process for reducing/eliminating risk at work sites. It then leads on to the design and implementation of suitable Traffic Management Plans (TMP s). Part B explains the steps involved in planning, designing, implementing, operating and closing out a TMP for a road work site. Included in this Part is detailed information about the four zone concept for designing, implementing and reviewing TMP s. Part C provides information about the signs and devices that may be used at road work sites. Some of these are in use in PNG today, while others are new initiatives that may be introduced to road works in PNG in the coming years. Part C covers multi-message signs, safety barriers, vehiclemounted attenuators, portable traffic signals and electronic variable message signs. The final Part in this manual, Part D, contains four appendices detailing: Risk countermeasures, including the hierarchy of control table Instructions for Traffic Controllers Standard (generic) traffic management plans Checklists for use during road works. This manual compliments the DoW Field Guide on this subject. There is also a matching DVD that outlines this topic for use in training workshops and raising awareness amongst staff. Both documents and the DVD are essential tools for providing safer road works in PNG. 12 IF004_PNGManual_SP_FIN.indd 12

13 1.2 What is road work safety? Road work safety is a general term given to the provision of signs, barriers, delineators and other safety devices at a road work site to ensure that the risk to road users passing through the work site, and to the road workers in the road work site, is as low as practical. In most cases road work takes place in, or close to, moving traffic. Even when a new road is built through a greenfield environment, and is able to be constructed free of traffic, it must eventually join to an existing road at each end. Those responsible for building new roads, or maintaining existing roads therefore usually need to take over some part of the road in order to do their work. This may cause disruption to the traffic using the road but road works also increase risk sometimes leading to crashes involving road users and/or road workers. Providing road safety at a road work site should be one of the most important considerations in every road construction project or road maintenance activity in PNG. It should be a major issue from the time the planning process begins until the time the construction is complete. Building new roads and maintaining existing roads can be dangerous occupations. Several international studies have confirmed the risks involved at road work sites: The risk of a serious or fatal road crash is three times greater in road works than on an equivalent section of road. German research has shown that approximately one quarter of collisions happening on national routes occur at work zones. Studies in Finland and Slovenia showed that motorists are up to five times as likely to be injured when travelling through a work zone Many countries have higher penalties (double fines and double de-merit points) for drivers and/or riders who commit traffic offences in a work site. 13 IF004_PNGManual_SP_FIN.indd 13

14 1.2 CONT. Although there are few crash reports available for roadwork sites in PNG, it is generally acknowledged that the numbers of crashes at road work sites is too high. For this reason, road safety at work sites has now become an important consideration in road construction and maintenance in Papua New Guinea. The objectives of safe and effective worksite traffic management are to: Provide a safe working environment for the road workers; Warn approaching drivers/riders/ pedestrians of the road works; Guide the road users safely through, past or around the road worksite; Provide minimum inconvenience for the travelling public; Perhaps more than in any other aspect of the field of road safety, providing road safety at a road work site is an engineer s task. Road projects are planned, designed and approved by engineers. The road works are carried out by Contractors, supervised by Consultants and approved by government agencies. Engineers are involved in almost every step of the process. It is engineers who are responsible for the management of traffic at a work site. The safety of the road workers and the road users at the road works sites is very clearly in the hands of engineers. One of the underlying messages in this manual is that highway engineers have a fundamental role in road safety at road works. Provide minimum inconvenience to the work. 14 IF004_PNGManual_SP_FIN.indd 14

15 They cannot simply blame the road user for all the crashes at a work site. They too must do more to provide better and safer traffic management at road works. An inspection of road works around PNG at present will show a number of common errors and deficiencies with the traffic management at road work sites: No signs, or not enough signs, used. Signs are used but they are incorrect signs for the situation, and/or they are often in poor condition. Warning signs placed too close to the works, allowing no time for drivers to see, understand and react safely. No speed management, placing workers at risk from speeding vehicles Old and ineffective signs are used too often at PNG work sites. Some wooden signs, that lack reflectivity, are used. Some plasticised canvas signs are used on wooden frames but many of these become torn and damaged after a short time on the job. Too often metal signs that have been severely damaged continue to be used despite not being able to be read. Some PNG roadwork sites also have hidden surprises that are unsafe for road users. There are many cases of uneven road surfaces, and too few warning signs, and insufficient guidance for the road users. There are also too many worksites where the road workers operate too close to moving traffic. It is time to improve this situation; this manual has been prepared to address this problem. 15 IF004_PNGManual_SP_FIN.indd 15

16 1.3 Fundamental principles for safe traffic management at PNG work sites This manual introduces ten fundamental principles for road work safety for PNG. They are detailed throughout the manual, but are summarised here for clarity. 1 2 The Contractor shall appoint a Safety Officer to be responsible for road safety at each road work site. A suitably experienced and qualified individual shall be appointed by the Contractor to be responsible for occupational health and road safety matters at work sites. The Safety Officer shall: Design the Traffic Management Plan for the work site, Arrange for it to be audited in accord with highway authority requirements, Ensure the TMP is approved by the highway authority, Oversee the correct and full implementation of the TMP, Inspect the site twice daily to ensure all signs and delineation are in good working order, Oversee the safe closure of the site at the end of the works A 40km/h speed limit shall applied through/past all work zones in PNG. A 40km/h speed restriction shall be applied at all road work sites in PNG. It is to apply throughout each work site, from the beginning of the Advance Warning Zone, through the Work Zone to the end of the Termination Zone. It shall apply to very short term works, short term works, long term works and mobile works. Higher vehicle speeds mean that drivers have less time in which to react to unusual road conditions. At 100km/h a car is travelling at 28m each second; it can take over 120m to stop on a wet road. At 40km/h, a car is travelling at 11m/sec; it can take about 30m to stop on a wet road. This comparison highlights the need to control vehicle speeds though work zones, where workers and equipment may be within a metre or two of moving traffic. The faster the vehicle, the greater are the consequences when something goes wrong. 16 IF004_PNGManual_SP_FIN.indd 16

17 Road works on roads with a posted speed limit of 80km/h or higher (such as rural highways) shall introduce a 60km/h buffer zone at least 200m in length in advance of the 40km/h speed limit through the road works. Local Police are to be advised of the road works and the reduced speed limit. Their assistance is to be sought to enforce the work site speed limit. signs are 3 Multi-message approved for use on PNG roads and highways. A multi-message sign is a metal frame into which a combination of lightweight signs can be slid according to the needs of the work site. Multi-message signs are lightweight, easy to carry to the site, and easy to change. They are an excellent alternative to stand-alone signs. The signs are usually made of plastic (Core Flute or similar), with reflective sign faces that should conform to the PNG national requirements (size, reflectivity, shape, word and symbol). those rare but critical occasions when all the other measures fail. Every worker at a road work site in PNG shall wear a reflective safety vest at all times whilst working. Although road workers have a responsibility to look out for moving traffic, in the hectic situation of a work area the dangers of working near traffic can easily be forgotten - maybe only for a few seconds. It is vital therefore that workers be given a high visibility safety vest to wear on site. And they must wear it all of the time on site because they can never know when they may inadvertently step into danger. High visibility traffic safety vests increase work site safety and road worker visibility. Each vest should have reflective strips attached for night time use. Front Back worker at a road work site 4 Every in PNG shall wear a reflective safety vest. As the last line of safety, all road workers in PNG shall wear high visibility safety vests at all times while on the road. Road work can be a tough, dirty and demanding task. There is often dust (or mud), noise, fumes and heat. Wind and rain can add to the difficulties of such work. Under such conditions, authorities cannot and should not rely on the vigilance of the drivers to protect their road workers. There must be one last protective measure implemented a safety insurance for 17 IF004_PNGManual_SP_FIN.indd 17

18 1.3 CONT. 5 The Four Zone Concept shall apply. The Zone Concept is a method of breaking a work site down into individual zones. In PNG there are four zones. The first is an Advance Warning Zone, the second is a Transition Zone (this may not always be needed, depending on the works), the third is the Work Zone and the fourth is the Termination Zone. By looking at a work site in terms of these four zones, a Safety Officer is better able to ensure that the most suitable and necessary signs and devices are in place where they are most needed and most effective. The setting out diagrams provided in Appendix 3 of this manual are based on the four zone concept. 6 Pedestrians and bicycles shall be provided for at all road work sites. Where pedestrians, including people with disabilities, have to move through or around a work site, they shall be provided with suitable temporary footpaths and crossings. Temporary footpaths should provide an all-weather path on an alignment that is suitable for the pedestrians (including those in wheelchairs). Desirably the footpath should be well away from moving traffic, and separated from it by the work area. At the least, pedestrians should be separated from moving traffic by plastic delineators and a space of 1.5m when speeds are limited to 40km/h. If a clearance of at least 1.5 m between the traffic and the pedestrians cannot be achieved with the delineators, and/or the speed of traffic is above 40 km/h, a correctly installed safety barrier should be used to provide appropriate protection for the pedestrians. Details for the safe use of safety barriers at road works sites are provided in Part C of this manual. Bicyclists need a smooth surface on which to ride, and no squeeze points. Safety Officers shall inspect their work site twice daily; one of their considerations should be checking the safety and convenience for pedestrians and bicyclists. They should ensure the surface is suitable and that there are no sudden squeeze points for bicyclists. 7 There are four categories of road works in PNG. Each category is based on the estimated duration of the work, and the nature of the work. While it is understandable that more resources will be needed for long term road works, and more time and work will be needed to provide safe traffic management at long term work sites, the safety of very short term or mobile works must not be forgotten. Such works often present a greater surprise factor than works that last for weeks or months. Having four categories of road works helps in the planning of the traffic management that will be needed. 18 IF004_PNGManual_SP_FIN.indd 18

19 Very short term road works Works which take no longer than ten minutes to complete. Short term road works Sites where a traffic management plan is required only while work personnel are in attendance and is generally limited to the duration of a single work shift or lesser period where road conditions are returned to normal. Long term road works Sites where a traffic management plan is required to operate both day and night and may be left unattended. Mobile road works Works which entail vehicles moving along the roadway continually at a speed significantly lower than other traffic and obstructing or partially obstructing traffic lanes. Each category has slightly differing needs but each shall be signed in accordance with the signing principles in this manual. The signs used at a road work site must give all road users accurate and timely warning of changes to the traffic conditions. Road works are often unexpected, and some may not last long. They may catch some drivers by surprise! The traffic management provided at road work sites therefore requires higher standards and greater attention to safety than is usually provided on the remainder of the road network. 19 IF004_PNGManual_SP_FIN.indd 19

20 1.3 CONT. 8 Signs at roadworks shall be located for maximum conspicuity. Drivers must see a sign before they can act on it. Each and every sign used at road works must comply with the 6C s of good signage (See page 65 of this manual). Each must be conspicuous (visible by approaching drivers) and each must be clear enough to be read and understood within 2 seconds. Therefore, signs should be mounted so they are at or near the driver s eye height of approximately 1 m, with a minimum mounting height of 200 mm from the ground. Multi message signs are recommended for use in PNG. 9 There are to be no surprises at PNG road work sites! Drivers do not always expect road works. This lack of expectancy (often when drivers are busy making other decisions in the normal course of driving) means some may be surprised when faced with a sudden change in the road situation. Very short term works, and mobile works are the most likely to surprise a driver. Good advance warning of road work sites creates an expectancy of changed traffic arrangements so that drivers can modify their driving and look for appropriate guidance through the work site. The advance warning signs should be obvious and the layout of the work site management scheme should be clear and definite, allowing only one course of action from the driver/rider. Consistent signage of all road works across all the roads and highways of PNG will lead to greater driver understanding and compliance with signs. Using only credible signs in a consistent manner will further improve driver compliance. For example, when work has finished for the day, and the workers have left the site, remove all the symbolic Road Worker signs. These signs indicate that road workers will be on/near the road ahead. If there are no road workers ahead the signs are not credible and should not be used. Replace these signs in the multi message frames with Road Work Ahead signs. Replace it in the multi message frame the next morning as the workers return. Consistency and credibility in signage is a critical objective for safety at work sites across PNG to reduce risk and increase safety for all. 20 IF004_PNGManual_SP_FIN.indd 20

21 10 Safety is a 24-hour concern. Darkness makes each of the above factors more critical. When the road environment cannot be easily seen, and visibility is limited to areas illuminated by headlights, traffic paths through work sites demand added delineation. Plastic bollards or traffic cones are essential for such situations. It is common for work to cease overnight. The Safety Officer at a long term road work project, is responsible for putting the TMP into after care mode each night. This means that the symbolic Road Worker signs are removed (there will be no workers there overnight) and replaced by Road Work Ahead signs. The 40km/h speed restriction signs used during work times may be able to be replaced with 60km/h signs if the road pavement is in adequate condition and if there are no deep trenches close to the travelled path. Taking time to change signs like this helps to build trust and retain credibility with drivers. Drivers quickly ignore signs they believe are not credible. In time, and in some situations, this can lead to errors and tragic consequences. 21 IF004_PNGManual_SP_FIN.indd 21

22 PART B THE KEY PHASES IN PROVIDING SAFER ROAD WORK SITES IF004_PNGManual_SP_FIN.indd 22

23 As with any infrastructure project, the provision of a safe traffic management plan at a road work site requires five phases planning, design, installation, operation and closure. For many of the road works in PNG several of these phases may be quite routine and their significance small. For the more common or routine types of road works, and at locations where the risk rating is considered low, generic setting out diagrams may be appropriate for use. For this reason, twelve of the more common setting out diagrams are given in Appendix 3 of this manual. They are relevant for all common work sites and they vary only in terms of the lengths of the zones according to the speed of traffic. However, for other more significant work sites including those assessed with a high risk rating (See Appendix 1), it will be necessary to give careful and detailed thought to each phase. Safer road works always begin with planning, then design (including audit and approval by the highway authority). It continues through the implementation, operation, and closure phases as outlined to the right: Planning Phase Design Phase Implementation Phase Operation Phase Close out Phase This Part of the manual outlines the road safety and traffic management issues involved in each of these five key phases. In doing this, it gives specific guidance for providing safer road work sites in PNG, including: The five phases for safe work sites The hierarchy of controls for a work site Factors to consider during planning and design Some practical tips for setting out and closing down a TMP Essential safety tips during the operation phase 23 IF004_PNGManual_SP_FIN.indd 23

24 2 Planning Planning ahead for safety at a work site is a positive and necessary part of road work. The Contractor is to start by designating an employee as the responsible individual for road safety at the work site. This employee is known as the Safety Officer. While many Safety Officers are qualified and experienced engineers, it is more important that the Safety Officer be fully conversant with all the Department of Works requirements for safety at road works. It is also desirable if the Safety Officer has solid practical experience with signage and in road safety engineering matters. He/she then is responsible for the planning for the road works, and the design of a Traffic Management Plan (TMP) a plan that shows the exact signs, delineators, cones, barriers and other traffic control devices to be used for each stage of the works. He/she may need to seek guidance and inputs from others and may even gather together a small team of people to plan and design TMP s for large scaled road projects. The more inputs the better in most cases. But the Safety Officer is the individual who is responsible for developing the TMP and is the person who shall liaise with the highway authority about getting the TMP approved. 24 IF004_PNGManual_SP_FIN.indd 24

25 2.1 Select the most appropriate Risk Control Measures for the work site The Road Safety Officer (RSO) will decide on the most appropriate risk control measure for the work site. Practical options exist within each Risk Control Measure. One or more may suit your site. It is common however that cost or location limits you to a selection of these measures. As the person in charge of safety at your road work site the RSO is responsible for considering all the options and adopting the one that offers the best combination of safety, efficiency and cost. 1. Risk Elimination - Can the risk be eliminated by preventing vehicles and workers from mixing? Divert the traffic away from the worksite? Install a sidetrack? Close the road for the duration of the works? 2. Engineering Controls - What physical engineering measures or protective devices can minimise risk? Lane closures? Safety barriers? Reversible (contra) traffic flow? Portable traffic signals? Vehicle mounted attenuators? Escort (pilot) vehicles? Increased clearance to the worksite? 3. Administrative and Worker Protection - What can be done to modify the behavior of road users and road workers at a work site? Speed restrictions? (A 40km/h speed limit shall be applied at all PNG work zones). Signage? Traffic cones and bollards? Traffic Controllers? These people must be well trained and outfitted. Delineation of the travel path? Lead and/or tail vehicles? Variable Message Signs (VMS)? Vehicle mounted signs and devices (e.g. illuminated flashing arrow signs)? Working at night (if traffic volumes are lower and the site can be safer)? High visibility clothing for all workers? 25 IF004_PNGManual_SP_FIN.indd 25

26 2.1 CONT. FIGURE 1 The Hierarchy of Controls at a Road Work Site Detour Road closure Traffic diversion Safety barriers Lane closures Use different construction method Speed reduction Warning Signs Putting the 4-Zone principles in place Delineation of vehicle travel path When considering the risk control measures that could be used at a road work site, it should be recognised that there is often a need to satisfy competing objectives such as: Maximising the safety of workers and all road users. Minimising the delay to traffic. Managing the costs of the risk control measures so that they relate to the costs of the associated works. The Safety Officer therefore should ask several questions: Can the risks be eliminated? For example, can all traffic be sent around a detour? If not, can engineering devices reduce risk for everyone? For example, can the lane beside the work site be closed and temporary safety barriers be installed between the traffic and the workers? If still no, can signs and delineators be used to safely guide and regulate drivers and thus reduce risks? The finally agreed package of countermeasures is usually a balance between practicality, safety, cost, and inconvenience to traffic. 26 IF004_PNGManual_SP_FIN.indd 26

27 2.2 Consider the class of road, the traffic volume and its composition The road safety of road users and road workers will be enhanced by ensuring that the road work site is managed in such a way as to cause the minimum amount of inconvenience to traffic movement(s). For this, it is necessary to consider how the road works can be arranged to minimize: The interference with traffic at peak periods; The interference with public transport services; and The amount of road closed to traffic at any one time The disruption of established traffic movements and patterns; 27 IF004_PNGManual_SP_FIN.indd 27

28 2.3 Establish the staging of the works Decisions about the staging of the road works form the basis on which to begin to develop road safety at a work site. The Safety Officer (the Contractor s appointed person who is responsible for road work safety) should communicate early and directly with the Project Manager (and all other key personnel) in order to establish the most suitable staging of the works. This can be a critical matter; depending on the staging of the works the preparation of the Traffic Management Plan (TMP) can either be a simple, or alternatively a very complex, task. And depending on the staging of the works, the cost of providing the required traffic management signs and/or devices can vary greatly. For an upgrading project, using a single work area at a time as the work moves along the highway, the costs associated with a TMP may be quite modest. Alternatively, if it is decided to manage the same upgrading through a number of work areas (maybe to speed up the work), road users will encounter a number of work areas. They will encounter work sites that start and then stop, start and then stop, and then start and stop again through the length of the highway upgrade. With more work areas, and thus more signs/ devices needed simultaneously, the cost of the TMP s will increase. Such multiple staging of road works places a greater demand on the project to correctly and adequately sign each and every work area. Opening up numerous work areas may have some advantages for a Contractor but it should be noted that multiple work areas exposes road users to many more potential conflicts in their travels. Where possible try to stage the works so that one is completed before another opens. 28 IF004_PNGManual_SP_FIN.indd 28

29 2.4 Plan where the traffic will go The road safety of road users and road workers will be enhanced by ensuring that the road work site is managed in such a way as to cause the minimum amount of inconvenience to traffic movement(s). In most cases traffic continues to use the road while the works go on. A decision must be made about where the traffic is to be directed. The Safety Officer has three options: Through the work area? Past the work area? Around the work area? ROAD WORK AHEAD Work Zone ROAD WORK AHEAD PREPARE TO STOP PREPARE TO STOP Through the work area Work Zone ROAD WORK AHEAD PREPARE TO STOP ROAD WORK AHEAD PREPARE TO STOP Past the work area 29 IF004_PNGManual_SP_FIN.indd 29

30 2.4 CONT. Around the work area Side track Temporary Bridge Side Track Old bridge to be replaced Barriers Delineators/cones Detour EAST BOUND DETOUR Work Zone WEST BOUND DETOUR 30 IF004_PNGManual_SP_FIN.indd 30

31 Traffic directed around the Work Area (Side track or Detour) This is a preferred option but may not always be feasible. Opportunities do not always exist for detours. In rural areas there may not be an alternative route, and in urban areas the residents may not accept heavy traffic passing down their residential street. Cost is often a critical factor for a side track or diversion. Nonetheless these options should be examined during the planning phase for a TMP. Traffic directed past the Work Area. If a detour or side track is not possible, the normal method for traffic management is to have the traffic travel past the work area. Traffic paths past the work area must be clearly delineated to ensure road users do not take an incorrect lane, or mistakenly enter the work area. Traffic Controllers (or portable traffic signals) may be needed to control traffic if the residual road width is insufficient (less than 5.5m) for safe two-way operation, or to allow machinery to move safely without compromising on safety. Traffic directed through the Work Area. Traffic passing through the work area shall only be allowed when the traffic and the work can be safely controlled. Vehicle speeds must be carefully managed. 40km/h shall be the road work speed limit in PNG but the Safety Officer has to be satisfied that drivers will comply with this limit. Police enforcement may be required, and Traffic Controllers (or portable traffic signals) may be needed for short periods to assist while other work site related operations take place. 31 IF004_PNGManual_SP_FIN.indd 31

32 2.5 Consider the safety of road workers Planning a safe work site is assisted by asking questions. Some of the most important questions relate to the safety of road workers. These include: If the work is to be long term, how will workers be protected from traffic? Will it be through delineation and low speeds, or by providing a barrier between the work area and the moving traffic? Or (if such a barrier is not practicable) will safety be assisted by providing an adequate lateral clearance between the edge of the work area and the nearest traffic lane. How will the speed of traffic past the site be controlled? Will it be by a reduced speed limit (coupled with Police enforcement), or other means including road humps and appropriate signs and delineating devices. Worker safety at short-term works can be achieved by work methods that do not expose the worker to long periods of time working close to passing vehicles. Safety measures such as high visibility clothing, warning devices on work vehicles and other workers acting as look-out persons can be suitable for these types of work. The Contractor has a responsibility to ensure that induction training on road safety is provided for all road workers. Reflective safety vests are an essential item of equipment and shall be worn by road workers at all times when working on or near roads. The Contractor is responsible for providing all workers with suitable personal protective equipment, including reflective vests. The Contractor shall keep a supply of spare safety vests to accommodate all visitors to the site and to last through the entire project. 32 IF004_PNGManual_SP_FIN.indd 32

33 2.6 Consider the needs of Pedestrians and Bicyclists Pedestrians and bicyclists who need to pass through road work sites should be provided with facilities that are on the same scale and which offer the same priorities as any of their facilities that were existing prior to the works. Where pedestrians (including pedestrians with disabilities) have to move through, past or around a work area or to cross the road within a work site, they shall be provided with (and directed to) suitably constructed and protected temporary footpaths and crossing points. Where footpaths or crossings have been temporarily relocated, the following alternative facilities will be provided: A temporary crossing should be located as near as practicable to the pedestrian desire line that is, at the point(s) where the pedestrians wish to cross. The temporary crossing should be to the same standard (width and surface smoothness) as the crossing it has replaced. Ideally it will include provisions for the disabled including the visually impaired. Where pedestrians have been diverted onto a roadway the temporary pedestrian path should be separated from vehicular traffic. A lightweight mesh fence (without hazardous struts or hazardous poles) or a solid line of plastic cones and/or bollards may be used for this purpose) provided the clearance to the edge of the nearest traffic lane is at least 1.5 metres and the speed limit is 40 km/h or less. The surface of the footpaths and crossings should provide safely and conveniently for wheelchairs, as well as for the visually impaired. If these requirements cannot be achieved, then safety correctly installed safety barriers should be considered to create a safe route for pedestrians. Where works will adversely affect access to a bus stop consider how to provide alternative access for the duration of the works. This may require consultation with the relevant bus operator. Temporary stops may be needed to enable continued operation of the service. All temporary stops should be approved by the relevant agency. Bus stop guide signs may be needed to inform passengers of the relocated stops. 33 IF004_PNGManual_SP_FIN.indd 33

34 3 Designing The Zone Concept is a way to help to develop clearer, better and safer road works sites across PNG. This chapter explains the Four Zone concept for designing and setting out a traffic Management Plan. 34 IF004_PNGManual_SP_FIN.indd 34

35 3.1 Traffic Management Plans (TMP s) A Traffic Management Plan (TMP) is a plan, designed for a specific work site that shows clearly all of the signs, barriers, barricades and other devices that are to be installed and maintained at the work site for the duration of the works. If the works are to have a number of stages (such as changing work from one side of the road to the other), a TMP is to be prepared for each stage of works. Developing a TMP takes knowledge and experience. It cannot simply be cut and pasted from the internet, or photocopied from a manual. Each work site needs careful, individual attention to detail; no two work sites are exactly the same. A TMP should be prepared by a person who is suitably experienced and competent in traffic management, with solid experience in road works including the type of TMP required. Consultation with workers who have experience working on trafficked worksites is also very helpful in ensuring that a practical and appropriate TMP is prepared. A TMP shall be prepared for all road works (both stationary and mobile) on PNG roads and highways. It shall be audited by an independent team of auditors and both the audit report and the TMP shall be submitted for approval to the road controlling authority. For works that are quite conventional (straight forward) and which will be satisfactorily managed with a conventional (or standard ) TMP, a TMP may be taken from the generic setting out diagrams provided in Appendix 3 of this manual. A TMP should be prepared for all road works both short-term and long-term. The amount of time and resources given to preparing each Plan will vary according to the project. For example, a TMP for a short-term road work task will usually require much less time and resources to design than for a long-term road project. 35 IF004_PNGManual_SP_FIN.indd 35

36 3.1 CONT. Other road projects, which may involve more complex tasks and/or which may be on particularly busy or high speed roads, will require special attention during the design of the TMP. In these cases, the Safety Officer will need to take a number of issues into account in the design of a TMP. Typical issues include: The speed of traffic approaching the worksite. Zone lengths depend on approach speeds. The expected volume of traffic through the worksite, remembering volumes may vary throughout the day. Will long queues create congestion in a sensitive location remote from the work site? The pavement width. Is there adequate room to take traffic past the works? The topography of the location. Will vertical or horizontal geometry restrict sight distance to the worksite? Will workers likely be too close to the traffic? Will high volumes of trucks/buses require attention through worksite? How many works vehicles will be required to enter/leave the worksite each day? How will the bicyclists and /or pedestrians use the location? Having considered all potential risks, the Safety Officer will decide on the necessary risk control measures in consultation with those who will be supervising the works. Each TMP should include details of the requirement to manage traffic through the work site outside normal working hours (that is when workers are not present at the site). This is commonly known as after care and it includes several tasks. Removing (or covering) any signs that are not applicable outside normal working hours, particularly road work speed limits, is one example of after care. Will there be unshielded hazards that will be close to re-directed traffic. Is the road very rough, or have an unsealed surface? Will the road works create added surface issues? 36 IF004_PNGManual_SP_FIN.indd 36

37 3.2 The Four Zone Concept A road work site is comprised of four individual but interrelated zones. The four zones are: The Advance Warning Zone. The section of road where the travelling public is informed about the road works ahead. The Transition (Taper) Zone. The zone (if required) in which drivers/ riders are redirected out of their normal path of travel and into their correct path at a safe speed. The Work Zone The zone in which the works are being carried out. It is set-aside for workers, machinery, equipment and materials. The Work Zone includes the Safety (Buffer) Zone. The Safety (Buffer) Zone. A longitudinal safety buffer immediately in advance of the work area that increases protection and safety for workers. This zone is at least 20 metres long at work sites in PNG but can be extended if the work area is hidden from approaching road users by a curve or crest. This zone also has a narrow (1.5m wide) lateral buffer beside the Work Zone to provide additional protection for workers. The Termination Zone. The zone where traffic resumes normal operations after passing the work area. This zone is used to advise the drivers/ riders of the end of the work site and what is allowed on the road beyond the work site. 37 IF004_PNGManual_SP_FIN.indd 37

38 3.3 The Advance Warning Zone One of the common failings in PNG is to place warning signs only a few metres in advance of the Work Zone. This is inadequate and unsafe. The Advance Warning Zone s purpose is to give advance warning to drivers/ riders of road works ahead. An Advance Warning Zone shall be sufficiently long that the warning signs used in this zone provide drivers/riders adequate time to recognise the work site and to slow down. Requirements for the display of advance warning signs and devices vary according to factors such as the speed of approaching traffic, the degree to which the hazard requires modification of speed or diversion of the travel path. The length of the Advance Warning Zone needs to reflect the operating speed of the road so that drivers receive adequate notice before they are required to take any action, including speed reduction. The length of the Advance Warning Zone depends on the approach speed of traffic and the design speed through the work zone. All speed reduction associated with a work site is implemented within the Advance Warning Zone. If using Traffic Controllers, it is necessary to plan for the desired speed to be reduced to zero (a complete stop). For example, from Table 1, if the approach speed is 70 km/h, the advanced warning signs should be placed 160 m in advance of the start of the transition taper. If other advance warning signs are required to inform drivers and riders of specific actions that may be required ahead, these signs are to be placed at a minimum distance apart of 100 m for high speed roads and a minimum distance of 50 m apart on low speed roads in the Advance Warning Zone. 38 IF004_PNGManual_SP_FIN.indd 38

39 TABLE 1 Minimum length of the advance warning zone (m) DESIRED SPEED AT THE END OF THE ADVANCE WARNING ZONE APPROACH SPEED (KM/H) 40 km/h 0 km/h (STOP) Use the operating speed of approaching traffic to determine the length of the advance warning zone. Try to ensure that each sign within the Advance Warning Zone gives the drivers and/or riders (or pedestrians) a clear message. A clear message will allow them enough time and distance to take the required action (such as slow to the desired speed), and ensure they are aware of what to expect ahead without having to take sudden (and possibly unsafe) action. Be alert to possible safety problems beyond the Advance Warning Zone under conditions of heavy traffic or lengthy delays. In such conditions, long queues may form. Depending on the approach speed of traffic and the sight distance to the end of a queue, this may create rear-end safety problems. Consider using additional advance warning signs to reduce the risk of collisions at the end of the queue. 39 IF004_PNGManual_SP_FIN.indd 39

40 3.4 Transition (Taper) Zone Most road works require a lane (or part of a lane) to be closed to traffic, while some require closure of the road. Traffic has to therefore take a different path to normal. The Transition Guidance (Taper) Zone is the length of road where drivers are directed out of their normal path of travel. There are two types of tapers: A Diverge Taper shifts a line of traffic sideways when it does not need to merge with another line of traffic travelling in the same direction. As a general rule, Diverge Tapers should be at least 50 metres long on low speed roads and 100 m long on high-speed roads. A Merge Taper shifts a lane of traffic sideways where the traffic must join with another line of traffic travelling in the same direction. Merge Tapers require longer distances because drivers / riders are required to combine two lanes of traffic into one lane of traffic. As a general rule, Merge tapers shall be at least 100 m long on low speed roads and 200 metres long on high-speed roads. The amount of taper to be provided depends on the amount of the roadway that needs to be closed or partially closed. The taper that guides drivers and/ or riders to the new travel path clear of the work site is provided fully within the Transition Guidance Zone. The only devices used to create tapers in PNG shall be bright, conspicuous, reflective and forgiving delineators. These include traffic cones and bollards. They are conspicuous in day time and they include white reflective material that makes them visible after dark. If struck, they cause minimal injury or damage. Things such as rocks, branches, concrete barricades or planks of wood must not be used to create tapers. They are difficult to see and if struck they can cause serious injury. 40 IF004_PNGManual_SP_FIN.indd 40

41 TABLE 2 Recommended lengths of Transition (Taper) Zones (m) APPROACH SPEED ENTERING THE TRANSITION ZONE(KM/H) DIVERGE TAPER (m) MERGE TAPER (m) NOTE: Speeds entering the Transition Zone from the Advance Warning Zone should always be around 40km/h or less. However, if they cannot be restricted to this speed the Transition Zone needs to be longer. The Transition Zone length is based on: Width of lane to be closed is typically 3.5 m; Diverge taper length equivalent to 1.0 m/s lateral shift; Merge taper length equivalent to 0.6 m/s lateral shift; and Use the operating speed of traffic to guide taper lengths. 41 IF004_PNGManual_SP_FIN.indd 41

42 3.5 The Work Zone (including the Safety Buffer Zone) The Work Zone is where the road work is done. It is where the workers and machinery are located, and where the work is being carried out. The main objective in this zone is to provide a safe working environment that will minimise the likelihood of injury to the workers. One of the most useful ways to meet this objective is to ensure that the Advance Warning Zone and the Transition Zone (if needed) are installed correctly. This will reduce the risk that a vehicle will approach at excessive speed, or inadvertently enter the work area. Then, depending on circumstances, manage the traffic at the Work Zone in one of the following ways: a. Traffic passes through the Work Zone under closely controlled conditions. Passage of traffic through a Work Zone should only be permitted where both the traffic and the work can be effectively controlled. Traffic controllers may be used to slow traffic on the approach to the Work Zone and to stop the traffic for short periods as required. Traffic controllers may also be required to control the movement of work vehicles within and/or across the traffic path. In rare cases, pilot vehicles may be used to lead platoons of vehicles through the Work Zone. This is an unusual practice in PNG. b. Traffic travels past the Work Zone by means of a defined path alongside, but clear of, the Work Zone. This is the normal method of traffic management at sites where complete exclusion of traffic from the Work Zone is achieved. The passageway for the traffic past the Work Zone must be clearly defined and delineated. High visibility plastic cones and delineators are best for this task. c. Traffic passes around the Work Zone by a detour, which may be via an existing road or a sidetrack. When it is not practical or safe to allow traffic through or past the work area, it will be necessary to provide a diversion using either existing roads or a specially constructed side track. The existing road option may include the other carriageway of a divided road. By constructing a crossover to the other carriageway and by permitting contraflow on that carriageway a suitable detour may be possible. Detailed planning is required for these situations. In particular, remember to inform drivers/ 42 IF004_PNGManual_SP_FIN.indd 42

43 riders from both directions that they are no longer on a one-way carriageway. Consistently remind them that they will be sharing a carriageway with traffic from the other direction. Use Two Way Traffic warning signs at frequent intervals, and use cones and/or plastic delineators between the opposing traffic streams to highlight this. d. Closure of the road for short periods while work is being completed. Full closure of a road for short periods (a few minutes at a time) may be feasible if traffic will not be seriously affected by the delay and it is possible to re-open the road without a prolonged operation. This decision requires a knowledge of the traffic volumes and the likely queue lengths that will form. Posting signs at the site well before the work commences, to inform drivers of the possibility of such delays, is advisable. It gives them a chance to seek an alternate route if one exists. The full closure of very low volume roads may be an option if the work can be safely carried out while only allowing local vehicle access. e. Night time conditions At some Work Zones the work will continue through the night. At most Work Zones however the work stops at night and resumes the next day. There is a need to observe the following conditions either for safe night time operation or when leaving uncompleted works overnight (during after care ): Whenever possible, any part of the normal roadway that is closed during the day should be, if possible, opened at night. Make sure travel conditions for the nighttime traffic have been taken into account to ensure it can safely travel through or past the Work Zone. This means sweeping the pavement to be free of sand, gravel and mud, and clearly delineating the path with reflective cones and delineators. The condition of the travelled path for the night time traffic needs to be of reasonable standard to ensure drivers/ riders are not caught by surprise by poor travel conditions. Temporary traffic lighting through the Work Zone should be considered in open road areas if there is a substantial deviation of the travel path from normal and the approach speeds are high. Temporary lighting may also be required if conditions for pedestrians have been changed. If single lane operation (two-way traffic in a single lane) is required at night, careful consideration of its safe operation is essential. If traffic volumes are low (less than 100 vph), and the length of the single lane operation is quite short (less than 50 m for instance) the single lane operation can operate adequately provided both directions of traffic are alerted to the possibility 43 IF004_PNGManual_SP_FIN.indd 43

44 3.5 CONT. of traffic from the opposite direction. This is a give way arrangement where a driver from one direction gives way to an opposing vehicle before proceeding. If traffic volumes are high, or if the length of the single lane operation exceeds 50m, a pair of Traffic Controllers (or a set of temporary traffic signals) at the ends of the narrow road section will be needed to adequately control traffic. It is desirable to open the road to two lanes of travel at night but this is not always possible because of the staging of the works. Traffic Controllers are a viable option when the wider road is unavailable even at night. Traffic controllers must be well trained, wear highly reflective vests/jackets and use a reflective Stop/Slow baton. They need to be able to see the other Traffic Controller (or else they must have two-way radio communications). Instructions for Traffic Controllers are provided in Appendix 2 of this manual. 44 IF004_PNGManual_SP_FIN.indd 44

45 3.6 The Termination Zone The Termination Zone is the area in which traffic resumes normal operation after passing the Work Zone. If traffic has been diverted (via tapers or maybe a side track) past the Work Zone, it will be diverted back to its correct travel path within the Termination Zone. The Termination Zone should neither be too long (drivers/riders will ignore it and accelerate away) or too short (drivers/ riders will not be far enough beyond the Work Zone for suitable traffic control and safety before returning to normal speeds). In PNG, it is standard practice to provide a 50m Termination Zone in urban areas (and where the speed limit is 60km/h or less), and a 100m Termination Zone in rural areas (and where the speed limit exceeds 60km/h). It is desirable, but not essential, that the Termination Zone for one direction ends at the same point that the Advance Warning Zone starts for the other direction. This gives an opportunity to place signs into the rear of the multi message signs for the other direction. 45 IF004_PNGManual_SP_FIN.indd 45

46 3.7 What happens to the TMP? Each TMP requires approval by the road authority. As a part of its approval process, the authority may ask for a road safety audit to be undertaken of the TMP. For large road projects, the road authority will require a road safety audit of the TMP be undertaken. To ensure the TMP is adequate for safety, and then that it has been implemented correctly, the Project Manager shall commission two parts to this audit a desktop audit of the TMP before implementation and an on-site audit immediately after it is implemented at the road work site. Firstly, a desktop (or before) audit of the TMP is carried out by an independent team of auditors prior to approval being given for the road works to commence. The results of the desktop audit will help determine if the highway authority gives approval to proceed with the road works. If the audit raises safety concerns these must be resolved before approval is given. The most common safety concerns in a desktop road safety audit relate to: Traffic volume and approach speed higher speeds and higher volumes inevitably increase risk at a site. Speed limit - will the required road work speed limit (40km/h) be clearly and legally signed? Road geometry will horizontal or vertical curves reduce sight distance, and increase the risk of surprises? Signs are all the proposed signs correct for the purpose? Sign placement will all the signs be located at the distances from the Work Zone according to the four Zone Concept? Existing signs and markings will any of these conflict with the road work signage, and if so are these to be removed/covered. 46 IF004_PNGManual_SP_FIN.indd 46

47 Delineation will it be clear, and made from forgiving materials such as plastic bollards? Safety barrier will it be needed? If so, where and how will it be installed? Will it have safe terminals and secure connections between units? Roadside hazards have these been removed or shielded? Worker safety will the workers be trained in worksite safety and will they have high visibility vests to wear? Is there an escape path for workers, especially traffic controllers? Travel path is it clear where all the drivers, riders and bicyclists are to travel? Will suitable pedestrian paths be provided through/around the site? Will the construction entry and exit points be safe? All safety concerns detected in the desktop audit of the TMP shall be resolved between the road authority and the Contractor s Safety Officer. When these are resolved, the TMP shall be sent to the highway authority for approval. Two weeks are required for road authority approval of the TMP. Work can begin on-site only after the TMP has been approved. Once the TMP has been implemented, the on-site audit is carried out by an independent team of auditors. The audit team inspects the newly installed TMP daytime and at night-time. Auditors look at the traffic management arrangement from the road users point of view. The audit team puts themselves into the shoes of the road users and they look for safety concerns that may impact the road users. Signs that are missing, signs that are wrong, tapers that are too short and hazardous objects close to the travel path are typical safety concerns found in these audits. Assessment of signs and devices for both day and night is critical for the total safe operation of the traffic management scheme. A road safety audit should also be carried out whenever the road works advance from one stage to the next or whenever there are major changes to the TMP. As a general rule, any change in the works that will last for one month or more should be subjected to a new road safety audit. 47 IF004_PNGManual_SP_FIN.indd 47

48 4 Implementing This phase only starts after the desktop road safety audit findings for the audit of the TMP have been discussed and signed off. The Contractor s team may commence the road work only after the TMP has been approved by the Road Authority. The TMP will show where each sign, delineator and barrier is to be installed, but setting them out needs care. There is a set order in which to place the road work signs for maximum safety. 48 IF004_PNGManual_SP_FIN.indd 48

49 4.1 Implementing the Traffic Management Plan Before work commences, the signs and devices should be set out in accordance with the approved TMP. It is a practical step to set these out along the side of the road first. Place each sign and barrier and cone/ bollard at its correct distance from the work area BUT BESIDE THE ROAD. This allows the signs and devices to be moved as required to best suit local conditions during the set up period, but without interfering with traffic. When the correct layout is in place BESIDE the road and it is checked and approved by the Safety Officer to be in accordance with the TMP, workers may quickly move each sign, bollard, cone and device directly onto the road. This should be done in the following sequence: Firstly, all advance warning and regulatory signs. Start with the signs the greatest distance away from the Work Zone and work inwards towards the Work Zone. Secondly, place all signs in advance of the taper or the start of the work area. Thirdly, place all delineating devices required to form the taper including (if required) illuminated flashing arrow signs at the end of the taper. Then, add the delineation of the work area. Finally, any other required warning and regulatory signs including the Termination Zone signs, and end of temporary speed zone signs, should be put in place. 49 IF004_PNGManual_SP_FIN.indd 49

50 4.2 Positioning the Signs and Devices The signs and devices used at work sites should be positioned so that: They are placed 1m off the road or 1m from the nearest open traffic lane if a traffic lane is closed. They are within the line of sight of the approaching road users. They are not (and cannot be) obscured by things such as vegetation or parked vehicles. They do not obscure other devices from the line of sight of the approaching road users. They do not restrict sight lines to/from Traffic Controllers. They are reflective for use at night. They cannot become a hazard to workers, pedestrians or vehicles. They do not direct traffic into an unsafe path. They do not restrict sight distance for drivers and/or riders entering from side roads or private driveways. The conspicuity of the signs can be affected by many things - by shade, the direction of the sunlight, background conditions (including lighting) and oncoming headlights from other vehicles. These factors need to be considered when setting out the TMP. It is necessary that all signs face towards approaching traffic approximately at right angles to the line of sight of the driver. On curved alignments, signs should be placed approximately at right angles to the line of sight of a motorist 50m in advance of the sign. It is desirable on curves approaching a road work site to duplicate the signs, placing one on each side of the road. 50 IF004_PNGManual_SP_FIN.indd 50

51 4.3 Inspect the site immediately after the TMP is set up When all of the signs and devices have been installed and the condition of signs and devices has been checked on site, one further inspection is needed to ensure the intended message is being properly conveyed to the road users. This inspection shall be carried out before the road work starts, and from within the normal traffic stream at normal traffic speed. It shall be carried out by the Safety Officer, who should observe each sign and device to see that it is fulfilling its intended use. It also involves driving the road in both directions. Quite often the view of a driver of some signs is quite different to the view of the person who is placing the sign on the road. This site inspection is NOT the road safety audit of the TMP. This site inspection is for the Contractor s representative (the Safety Officer) to be sure that the TMP is correctly installed. If changes are required they must be made straight away (certainly before the commencement of any road works). Common issues that may arise from an implementation inspection include: Signs located behind trees or obscured by structures. Signs facing the wrong way. Tapers that appear too short, possibly because of horizontal or vertical geometry on site. Exposed roadside hazards that were missed during earlier inspections and which require added delineation or possibly shielding with barrier. In urban areas especially (but also in some rural areas), some signs and devices that obscure sight lines for drivers exiting nearby side roads. For large projects and long term works, the Safety Officer should also undertake a night time inspection (with headlights dipped) to ensure the signs and devices are functioning correctly after dark. Similar inspections should be carried out after any major change is made to the Traffic Management Plan (TMP). Any deficient or confusing signs or devices must be removed and/or replaced immediately. Safety is too important to leave for a day, a week or longer. Act immediately! Visible permanent but conflicting signs that should be removed/covered. 51 IF004_PNGManual_SP_FIN.indd 51

52 Tips for Safer Work Sites More signs do not always equal a better sign scheme. The best TMP s are when the correct signs are located conspicuously. Do not set up any more signs than are necessary. Drivers may forget or doubt the information provided if it is given too early. At very long road work sites, the required information should be repeated at intervals of no more than 1km. Signs and devices should be checked at least twice daily. They must be maintained in good condition. Damaged or missing signs shall be replaced within the hour. Personal protective equipment is essential for all workers, including Traffic Controllers. It is their last line of protection while working on a road. Reflective vests Poor warning sign 52 IF004_PNGManual_SP_FIN.indd 52

53 Responsibilities of Safety Officers Each road work site is a little different from every other. However, there are some similarities and many common issues across them all. They always involve interaction between road workers and moving traffic. The traffic is often moving too fast for the safety of all involved. The road workers usually have their mind on their work, and not on the traffic. There is great potential for serious conflicts leading to death or serious injury in road work sites. The Contractor is required to appoint an experienced person to be the safety Officer for each work site. The Safety Officer is responsible for all activities relating to road safety at the work site. The main tasks of a Safety Officer are to: - Assist the Project Manager with planning the staging of the project to ensure safety is considered at an early time. - Design a TMP for the work site, and for each stage of work that will last longer than one month. - Design a TMP based on the lengths of each zone given in Tables 1 and 2 of this manual. - For larger projects, have the TMP audited by an independent audit team. Submit the TMP and the audit report to the highway authority for approval. - Discuss and resolve any safety concerns with the highway authority in order to facilitate approval to proceed with the work. - Ensure there are sufficient signs/cones to fully implement the TMP as well as to replace any that go missing. - Set out the TMP along the roadside, ensuring all signs and bollards are correctly spaced and located. - Oversee the movement of the signs and bollards onto the road when satisfied the set out is ready. - Inspect the work site immediately from a vehicle, checking for practical safety deficiencies. - Then follow up with inspections twice per day; repair or replace any missing or damaged sign or device. - Keep equipment and materials out of the Safety (Buffer) Zone to protect workers. - Ensure the after care for the work site is always set up correctly as/when needed. - Oversee the safe close out of the TMP when the work is completed. - Inspect the site after the work has been completed and the TMP removed to ensure, for example, that no work signs have been left, and that no permanent signs remain covered. - Ensure all the road workers are inducted to the work site via a road safety induction course, and that they all wear a reflective high visibility safety vest at all times while on the road. - Inform the local Traffic Police of the road works and seek their assistance to keep speeds low through the work site. - Record all/any crashes in the work site. Learn from these. - Keep daily records including notes of inspections (times/findings) and keep a copy on file. 53 IF004_PNGManual_SP_FIN.indd 53

54 5 Operating 54 IF004_PNGManual_SP_FIN.indd 54

55 5.1 The Operating Phase The Safety Officer shall inspect the TMP on a twice daily basis throughout the duration of the road works. These inspections should: Check each sign and device. If signs are damaged, or if bollards are knocked over, or if any are missing, these need to be recorded and rectified as quickly as possible. Check what the signs and devices are telling the motorists. No signs or delineators or barriers should surprise a driver. Achieving this small but important point at road works across PNG will create increased safety for all. Make a written record (dates/times/ findings/people involved) after each inspection and keep these records in a file. They will need to be available if required for future reference. The key point in road work safety is that under no circumstances should any driver or rider be surprised by changes to normal traffic conditions due to the road works. They must be given proper advanced warning of all road works. There are also some detailed matters that may seem insignificant but which are important for maintaining driver credibility of work site signage. Two of the most common of these are: Remove or cover all regulatory speed restriction signs when they are not required. This usually only occurs outside work hours at long term road works. It is counter-productive to try to restrict vehicle speeds unnecessarily. Drivers and/or riders will quickly learn to disregard such signs. Take down any other signs that are not applicable at certain times during the day or night. This includes the symbolic Road Worker sign when workers are not present at the site. Drivers/riders react positively to accurate and correct signs. They soon learn to trust the information presented to them by the signs when it is credible and accurate 100% of the time. 55 IF004_PNGManual_SP_FIN.indd 55

56 5.1 CONT. Keep signs and devices in good condition Each sign and device used at work sites should be inspected before installation to ensure that it is in good condition and is able to work as required. It must be maintained in good condition throughout the life of the road works. Check for: Signs and devices that are bent, broken or show major surface damage. Do not use these. Signs and devices should be free from accumulated dirt, road grime or other contamination. Wash them as necessary. Fluorescent signs that have become colour faded and have lost their daylight impact. Replace them. Signs that are needed to be effective at night should be checked for retroreflectivity. Those whose retroreflectivity is degraded either from long use or surface damage should be replaced. Night time effectiveness is best checked by viewing the signs in vehicle headlights. The Safety Officer should ensure that only signs that comply with PNG standards are used. Old and damaged signs shall be replaced immediately. What to do if signs are stolen Some engineers say that sign theft from road work sites is a problem in parts of PNG. This may be so or it may simply be an excuse by the engineer for not placing the signs in the first place! Regardless, signs are essential at work sites. People s lives are put at risk without the correct signs. Works Supervisors and engineers in charge of a work site should therefore: Take away all unnecessary signs that are not needed at night (if there is no work proceeding) and store them securely. Use signs made from materials such as core flute (which are the sign inserts for multi message signs) which will be less attractive to thieves. Employ security guards to patrol the worksite day and night to counter theft as well as for other security reasons. Report all thefts to the Police as soon as possible. Have a separate budget for - and be prepared to spend it on - replacement signs. 56 IF004_PNGManual_SP_FIN.indd 56

57 6 Closing Out The close out phase happens after the road works have ended. The traffic management arrangements that have existed (for a day, maybe for weeks, or sometime for months at some long terms works) are removed in the close out phase. The most critical safety issue during this phase is to take care to remove the signs and devices from the work site in the reverse order to the setting out of the site. First, remove all warning and regulatory signs in the Termination Zone (including termination and end of temporary speed zone signs). Then remove the delineation around the work zone and termination zone. Remove all delineating devices in the taper including (if used) illuminated flashing arrow signs at the end of the taper. Remove the signs in advance of the taper or the start of the work area. Finally, remove all remaining signs, including advance warning and regulatory signs. Start with the signs that are the closest to the Work Zone and work outwards from the Work Zone. Signs and devices should be removed from a work site as soon as practicable after the work is finished. However, make sure that appropriate signs remain in place until all work (including loose stone removal and line marking) has been completed. 57 IF004_PNGManual_SP_FIN.indd 57

58 PART C DEVICES FOR USE AT ROAD WORK SITES 58 IF004_PNGManual_SP_FIN.indd 58

59 A road work site may need quite a wide variety of signs, delineators, barriers and other traffic control devices. There are some devices available for use at road work sites that are not yet used in PNG. As traffic volumes increase there will be situations where these new devices are needed. Some new as well as existing devices are therefore detailed in this Part of the manual for information and use. This Part outlines: The signs and traffic control devices available for use at PNG road work sites. Multi-message signs a new system for improved signing at PNG work site. Road work speed zones. The correct use of safety barriers in road work zones. Some new devices to improve safety and reduce delays at road works. It explains a range of products that can make a positive difference to road safety at PNG work sites. 59 IF004_PNGManual_SP_FIN.indd 59

60 7.1 Signs at Road Work Sites Every sign used at a road work site in PNG shall satisfy the 6C s of good road signs (See Page 65) Signs are used for traffic control at road works to: Give warning, guidance and instructions to the road users about the road work ahead. Advise of the presence of workers and equipment on or near the road. Ensure speed management Direct road users to their correct path. Prohibit road user access to the work zone, (thereby assisting safety for the workers). Advise drivers when they have reached the end of the road works. Papua New Guinea has adopted AS1742 (Manual of Uniform Traffic Control devices) standard formats, fonts, shapes and colours for its road signs. Standard signs permit drivers/riders to react more quickly and more correctly. This has been shown many times over in many countries; it is the single most important reason for having standards. It reduces decision time and it reduces the potential for misunderstanding. 60 IF004_PNGManual_SP_FIN.indd 60

61 7.2 Multi-Message Signs Multi-message signs are approved for use on PNG roads and highways. A multi-message sign is a metal frame into which a combination of lightweight signs can be slid according to the needs of the work site. Being lightweight, the signs are easy to carry to the site and easy to change as necessary. Multi-message signs are a good alternative to stand-alone signs. They make the task of signing easier and cheaper due to the lightweight compact sign materials. The signs may be made of plastic (Core Flute or similar), metal, or painted sheet timber. The sign face should be reflective and should conform to the PNG national requirements (size, reflectivity, shape, word and symbol). The frame for multi-message signs is made of lightweight metal, and is designed to stand securely without support. Each frame should be capable of holding the following message plates: Two 600 x 600 mm and one 1200 x 300 mm sign; or One 1200 x 600 mm and one 1200 x 300 mm sign. The frame should also be capable of holding back-to-back message plates. This allows the frame to serve two directions if necessary. It is usual for the frame to be painted with a matt black finish. 61 IF004_PNGManual_SP_FIN.indd 61

62 7.2 CONT. FIGURE THREE 1200mm Frame is capable of holding back-toback signs 600mm 300mm Detachable supports ~200mm Multi message frames are module (600mm x 600mm) and made of lightweight metal. Messages can be changed quickly to accurately reflect the type of works underway at the time. 62 IF004_PNGManual_SP_FIN.indd 62

63 Multi-message signs that are used at work sites shall comply with the following requirements: Individual message plates should comply with the AS1742 requirements (colour, symbols, legends) for the same stand-alone sign. However, it is acceptable for the size of the legend to be reduced slightly if it is necessary to fit into the relevant plate size. Duplicate signs shall be used for all Advance Warning Zones and shall be placed on both sides of the road. All three sections of the multi message frame shall be filled. A blank yellow plate may be used in any unused section of the sign assembly (if necessary). When used, regulatory speed limit sign plates shall be placed in the top position of the multi-message frame on the side closest to the traffic. If the assembly does not include a speed limit sign plate, the 1200 x 300 mm panel may be placed at either the top or bottom of the assembly, so that the most important message is at the top. Where duplicate signs are used on each side of a road, the 1200 x 300 mm panel should be placed in the same position, either top or bottom, for both assemblies. Within one sign assembly, no more than two message plates consisting of words only shall be used. If the 1200 x 600 mm space is filled with two separate 600 x 600 mm message plates, at least one of the 600 x 600 mm plates shall be symbolic or blank. Messages shall be logically linked and (of course) conflicting messages should not be used. Duplicate (on each side of the road) multi-message sign assemblies are recommended for all roads. When used on highways, divided roads, and on roads with operating speeds above 80km/h, multi-message sign assemblies shall be duplicated on both sides of the carriageway. The sign face should have a retro reflective material meeting or exceeding the performance standard for Class 2 material, as specified in AS/NZS : Retro reflective Materials and Devices for Road Traffic Control Purposes, Part 1: Retro reflective Sheeting. Where plastic flute board is used, the minimum thickness shall be 6 mm. 63 IF004_PNGManual_SP_FIN.indd 63

64 Multi-message frames keep signs in place and upright. This work site would be better served if a multi-message sign was used here. Multi-message frames and signs can be easily transported in simple assemblies on the back of a flat-bed utility. 64 IF004_PNGManual_SP_FIN.indd 64

65 The Six Cs of Good Road Signs TO BE EFFECTIVE ALL SIGNS USED AT YOUR ROAD WORK SITE MUST CONFORM TO THE SIX C S OF GOOD SIGNAGE. REQUIREMENT SIGN REQUIREMENT CONTRACTOR TO ENSURE Conspicuous (visible) Each sign shall be able to be readily seen. All signs can be seen by approaching drivers and/ or riders. This requires all signs to be reflective, and in good condition, and located suitably. Clear Each sign shall be easy to read. All signs are to be kept in good, clean condition. Comprehensible (understandable) Each sign shall be easy to understand All signs used shall comply with DoW standards. Credible (believable) Each sign shall be reasonable and believable for the situation No sign shall be used that does not show a credible (believable) message. Consistent The same sign shall be used for the same situation at all road works everywhere across the country Standard signs shall be used at road work sites so drivers/riders can quickly understand the message. Correct The sign shall be the correct sign for that situation there are some warning signs that appear the same but have quite different meanings. Only correct signs are used. Near enough is not good enough. Do not use any sign if the correct one is missing. Rather, get a correct one and install it. 65 IF004_PNGManual_SP_FIN.indd 65

66 7.3 Speed Zones at Road Work Sites A reduced road work speed limit of 40km/h shall be used at all road work sites in PNG. Road work zones are typically locations where unexpected things tend to happen more often than on other parts of the road network. Trucks reverse onto the road, workers move across the road, dust can obscure visibility. Some drivers and/ or riders are uncertain where to go, and make last second changes of direction. Road work zones are therefore locations where all the traffic should travel slowly. Managing speed is crucial for safety at a work site. A vehicle travelling at high speed takes much longer to stop than the same vehicle travelling at low speed. High speeds lead to more crashes, and more severe consequences when a crash does happen. It takes on added importance at road work sites, where conditions may change often and where workers are sometimes close to traffic. Speed zones start and end with speed restriction signs. They are regulatory signs that are enforceable by law. If the speed restriction signs are not compliant, or not installed correctly, the Police cannot carry out their enforcement. If the Police do not enforce the speed limit, any signs used will soon be treated with contempt by some drivers/riders. After traffic has passed the Work Zone, signs shall be used to advise drivers/ riders that the road work speed limit (40km/h) has ended. Other speed restriction signs shall be used as part of the Termination Zone to return traffic to the normal speed limit. 66 IF004_PNGManual_SP_FIN.indd 66

67 The Core Flute signs are ultralightweight and they can be inserted into the frames easily and quickly. Keep them in good condition. Store them carefully (in racks) to avoid scratching, and wash them regularly for maximum reflectivity. Multi message signs offer flexibility in the messages that can be displayed. As a part of after care, when work has finished for the day, the Safety Officer may decide to return the speed limit to 60km/h (if conditions permit and workers are no longer on-site). This can be quickly done and the next day, before work re-commences, the 40km/h speed limit can be restored just as easily. 67 IF004_PNGManual_SP_FIN.indd 67

68 7.4 Safety Barriers A road safety barrier system for use in a work zone is designed to provide a physical barrier between the travelled way and the work area. If it is decided to use a safety barrier at a work site, it must be designed and installed so that it will inhibit penetration by an out-of-control vehicle. It must also redirect the impacting vehicle. A correctly installed safety barrier provides general protection for road workers from passing traffic. For short-term works, and road works that will have little effect on traffic, the use of safety barriers is unlikely to be practicable. In such cases other control measures (such as, speed reduction, warning signs, traffic cones, and maybe vehicle-mounted attenuators) should be considered. Safety barriers may be required where any of the following occur: There is inadequate safe clearance between workers or road work plant and equipment and moving traffic. There is potential for traffic conflicts such as head-on collisions between opposing streams of traffic. There are hazardous objects or excavations near traffic. There is inadequate safe clearance between (temporary) footpaths or bicycle paths and moving traffic. 68 IF004_PNGManual_SP_FIN.indd 68

69 Barrier Location Safety barriers are used to prevent vehicles from entering the work area. But barriers themselves are roadside hazards and it is important to try to install them in a way that reduces the possibility of innocent hits by vehicles that may stray just a small amount from the travel path. When safety barriers are used parallel to traffic, there should be a horizontal clearance of between 300 mm and 1000 mm. On high-speed roads, particularly where speeds of 100km/h can be expected, the desirable clearance should be at the upper limit of this range. The clearance is measured from the nontraffic side of the edge line, or in the absence of an edge line, from the edge of the traffic lane, to the base of the safety barrier. It is advisable to not locate safety barriers behind kerb and channel so as to avoid the possibility of the barrier not performing its intended function of safely redirecting an errant vehicle and preventing it from penetrating into the worksite. Kerbing has a tendency to cause an impacting vehicle to rise up, and this can lead to the vehicle vaulting over the top of a nearby safety barrier. Where you cannot avoid installing a safety barrier behind kerb and channel, the safety barrier should be located such that its front face is either: Less than 0.5 metres behind the face of kerb; or Between 3 metres and 4 metres behind the face of kerb. These limits help to minimise the risk that a vehicle may vault over the barrier. The following lengths of safety barrier should generally apply: Minimum length use the greater of 30 metres or the minimum length specified by the safety barrier manufacturer. This minimum length does not include the terminal treatment. Maximum length there are no restrictions on the maximum length of safety barrier. However, the need to make provision for vehicles that breakdown, worksite access and access for emergency vehicles should be considered. Cost will also become an issue. 69 IF004_PNGManual_SP_FIN.indd 69

70 7.4 CONT. Safety Barrier Terminals The ends of a safety barrier system represent a safety risk to vehicle occupants and motorcyclists. Accordingly, safety barriers should either be terminated with a crashworthy terminal treatment that complies with the appropriate test level requirements of NCHRP 350 (or MASH), or the safety barrier should be extended outside the clear zone using a gentle flare. Re-directive non-gating terminals such as crash cushions may be considered for sites where there is a high risk of high-speed, high-angle impacts. Such sites include multi-lane roads with: More than two lanes of traffic approaching the barrier terminal; and A speed limit of 80 km/h or higher on the approach to the barrier terminal. Crash cushions, while expensive, are able to be taken from one work site after the work is finished, to the next work site. They have proven safety benefits and they can be expected to become more commonly used at PNG road work sites. In addition to the above, a non-rigid retro-reflective hazard marker should be erected on the nose of each barrier terminal to make it more visible to approaching motorists. Working behind Safety Barriers A 2m wide no-go zone is to be applied at all road work sites where safety barrier is installed. The no-go zone is necessary because most temporary safety barriers will deflect when struck by an errant vehicle. In some situations, the barrier will deflect by up to several metres (depending on the size of the impacting vehicle, its speed and its angle of impact). If a worker is within the nogo zone at the time of the impact, they are at great risk of serious injury from the errant vehicle and/or the barrier. This should be explained to the workers during their safety induction training. Everyone involved in road works needs to understand the reasons why such no-go zones are provided. The minimum width provided for the no-go zone should be the maximum deflection specified by the manufacturer for the safety barrier, based on the applicable NCHRP 350 (MASH) test level. In PNG, a default no-go zone of 2m shall be provided unless the manufacturer directs a greater distance is required. When safety barriers are in place, workers shall not be allowed to work within the no go zone. Where workers are working in close proximity to the nogo zone, the use of a safety containment fence or a longitudinal barricade to mark the no-go zone should be considered. 70 IF004_PNGManual_SP_FIN.indd 70

71 7.5 Vehicle-mounted Attenuators A truck or trailer mounted attenuator is a crash cushion located on the back of a truck or on a trailer. Truck or trailer mounted attenuators (TMA s) provide physical protection for workers at road work sites where the provision of safety barriers or road closures is not practicable. TMA s are particularly applicable to short term and mobile road work sites where workers are on the road or shoulder. TMA s should be installed and operated in accordance with the manufacturer s specifications. They should be crash tested to the test level TL3 requirements of NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features (NCHRP 350) if they are to be deployed on or adjacent to an expressway or other high speed arterial road. TMA s that have been tested and satisfy the NCHRP 350 test level TL2 should only be used in low speed environments with approach speeds up to 60 km/h. If using a TMA, a Safety (Buffer) Zone (an area that is clear of people and materials) should be created for the workers by locating the TMA a minimum distance of 20 metres before the workers or equipment that it is shielding, or in accordance with the manufacturer s recommendations. This allows space for the TMA and its truck to move forward into should it be struck by another vehicle. Under no circumstances should workers or equipment enter the Safety (Buffer) Zone between the TMA and the work area. 71 IF004_PNGManual_SP_FIN.indd 71 17/01/ :35 PM

72 7.6 Portable Traffic Signals Portable traffic signals are an expensive but effective form of traffic control that can assist in the management of traffic at particular road work sites. These signals may be mounted on small trailers and are usually powered by solar energy. They can be moved into position quickly and set up with minimum effort. They should be used for short-term works only, or other works not exceeding a period of about one week. If the works are to extend beyond about one week, temporary traffic signals (often placed in barrels or drums so that they are selfstanding) are needed. These will require more detailed examination of their timing to reduce the risk of causing major congestion problems. 72 IF004_PNGManual_SP_FIN.indd 72 17/01/ :35 PM

73 7.7 Electronic Variable Message Signs An electronic variable message sign (VMS) is a traffic control device that can be programmed to display messages to road users. The messages should provide only necessary information about construction operations, maintenance, road incidents, traffic congestion, and roadway conditions. An electronic VMS can be either of the following: Mobile VMS a mobile VMS is usually trailer mounted or vehicle mounted that can be readily moved as required. This allows the information to be given at the point of maximum impact, or: Fixed VMS - erected beside or above, generally high speed and high volume roads for traffic control purposes. Although these are mainly used for traffic control or to alert drivers to congestion ahead, they may also be used as warning devices for road works. Application A VMS may be used to provide added advance warning to road users on high speed and/or high volume roads where road work activities could cause long delays. Examples of worksite applications where a VMS can be effective include: Providing advance warning on high speed arterial roads where workers are exposed to traffic In advance of temporary traffic conditions including closures, detours and restrictions on vehicle dimensions. In advance of changes in alignment, surface conditions, roadway width, lane drops, traffic delays, congestion and a required decrease in traffic speed. 73 IF004_PNGManual_SP_FIN.indd 73 17/01/ :35 PM

74 7.7 CONT. A VMS may also be used: To provide advanced information about work dates, alternative routes, anticipated delays, and other timerelated information. To advise road users of the reason for the reduced speed limits. To encourage speed reduction prior to work activities. These require connection to a radar unit. Due to unit reset/response time, they should only be used on roadways with low to moderate traffic volumes. Take care to limit VMS use to worksites where there is a significant degree of hazard such as on high speed or multi-lane roads, or where the traffic arrangements are complex. They are a costly device but can be very effective. A mobile VMS should not be used for: Replacing static signs at a worksite. Even if a mobile VMS is used it is still necessary to display all the necessary signs for the work site that the TMP requires. Advising road users of something they already know. This may sound obvious, but drivers/riders do not need to have their concentration taken by unnecessary messages. There may be an important message to be conveyed to drivers/riders via a VMS. In order to ensure that the message is readable and understandable, and to maximise its road safety impact, a message on the VMS should be kept to a maximum of two screens in all speed zones. This enables road users to read and understand the entire message. Screens should alternate; messages should not scroll horizontally or vertically. If a message is displayed in one screen, the top line should refer to the problem, the centre line should advise of the location, and the bottom line should indicate the road user action required. Single screen messages should be displayed continuously. Do not flash the message or cause it to change in any way. It should show consistently to approaching drivers. 74 IF004_PNGManual_SP_FIN.indd 74 17/01/ :35 PM

75 For messages that require two screens the following format should be used: Screen 1: State the problem and the distance Screen 2: State the expected action Message update rates should be set as follows: Duration of display of each message screen: seconds Pause between screens of the same message: seconds Pause between the second screen and the repeat of the first screen: seconds If a message cannot be condensed to fit on two screens, there may have to be consideration for an additional VMS. If so, it should be located 300 metres downstream of the first VMS. In such situations, only one of the VMS s should display a double screen message at any given time. VMS Messages VMS messages should answer the questions of what, where and when, in a short and concise manner. As a minimum, road users need to know what they should do and why they should do it. So when choosing the text for a message, it is important to remember that the message should: Be as brief as possible Be easily understood Be unambiguous Be accurate and timely Avoid sensational incident information. Limit your messages to eight words in three lines, with each line being centred. This enables road users to quickly read the message without being too distracted from the road. 75 IF004_PNGManual_SP_FIN.indd 75 17/01/ :35 PM

76 7.7 CONT. Placement and Operation of VMS Hardware The placement of the VMS is important to ensure that the sign is visible to the road user and that it provides ample time for them to take any necessary action. In general, a VMS should: Be placed in accordance with the TMP prepared for the works. Ensure pedestrian traffic, other road signing and adjacent properties and businesses are not adversely affected. Be theft proof. A mobile VMS should be secured to an immovable object to prevent theft. Otherwise you may need to pay a security guard for the VMS. Comply with regulations applicable to the noise control in the relevant area if generators are used. The VMS should generally be positioned well upstream of the advance warning signs. A distance of up to two kilometres from the actual work activity is considered appropriate. A VMS should be placed on the side of the roadway closest to the affected travel lane, normally the left side of the road. Where there is a kerb, the mobile VMS should be positioned behind it. If there is no kerb, it should be placed on the verge outside of any shoulder or emergency lane. Where practicable, the mobile VMS should be positioned behind safety barrier. For urban roads, the mobile VMS should be located to ensure it does not interfere with pedestrians, bicyclists and other footpath users. If you find that placing a mobile VMS behind the kerb is not an option, a parking lane can be used to store it. However, take care to ensure that it does not encroach into any traffic lanes. The parking lane should also be properly closed off to through traffic. 76 IF004_PNGManual_SP_FIN.indd 76 17/01/ :35 PM

77 PART D APPENDICES 77 IF004_PNGManual_SP_FIN.indd 77 17/01/ :35 PM

78 Appendix 1 Risk Countermeasures and the Hierarchy of Controls Application of risk management to safe traffic control at road works There are numerous road safety risks at road work sites. Mostly these risks are generated from the interaction between the traffic and the road works. These risks exist for all road users (motorists, motorcyclists, pedestrians and cyclists) as well as for road workers. Road environment factors that contribute to risk at road work sites include: Proximity to passing traffic (particularly the clearance between the traffic and the road work site, workers and any plant or machinery) Speed of traffic passing by or through the work site Traffic volume and composition Operating hours of the road work site and the associated temporary traffic control Geometry of the road approaching, through and beyond the work site. As well there is a range of other factors that contribute to risk at road work sites. These include the type of work, weather conditions, vulnerable road users, changes to the traffic arrangements, site access and egress, and the upstream and downstream traffic conditions. Risk management for temporary traffic control at road work sites is defined in AS (2009) as appropriate at all levels of planning and operation of traffic control, from the minor and routine schemes through to large scale and complex road work sites. The context of risk management for traffic control at road work sites may be summed up as managing safety and work productivity. The context for traffic control at road work sites includes the road and traffic environment; it involves members of the public (the road users) who travel through or past the road work site; it includes site personnel, day labourers, contractors and traffic controllers; and it considers the nature of the work to be undertaken, the scheduling of key tasks and the need 78 IF004_PNGManual_SP_FIN.indd 78 17/01/ :35 PM

79 to manage any disruption that may be caused to the traffic flow. This context allows the identification of a range of risks that contractors and work site managers need to consider during the preparation of traffic management plans (TMP s). The extent of temporary traffic control measures that need to be planned and implemented is determined by such factors as: Period of operation (the category of work short term, long term) Type and extent of works being undertaken Road environment where the works are to take place (urban, rural, low speed, high speed) Managing risk requires the consideration of two components of risk the likelihood of an event occurring and the consequence of that event occurring. The consideration of these components (likelihood and consequence) occurs via a risk matrix, the outcome of which helps to identify a measure of the risk associated with the defined event. A model risk management process is outlined below. It represents the key tasks within the risk assessment box of the model illustrated in ISO (2009), and is closely aligned with the process described in the Victorian Road Management Act, FIGURE 4 Model risk management process for traffic control at road work sites STEP 1 STEP 2 STEP 3 STEP 4 STEP 5 Determine site risk rating Determine required level of planning Consider the risk at the work site Consider risk control measures Decide risk controls Source: Modified from Victorian Government (2004). 79 IF004_PNGManual_SP_FIN.indd 79 17/01/ :35 PM

80 APPENDIX 1 CONT. Step 1 Determine the Site Risk Rating The site risk rating considers the road environment where the work site is to be established and seeks to determine if a low or high risk exists without any protective measures or special management of the traffic. The level of site risk can then be used to determine the amount of planning required to reduce the risks present in the context of the work, i.e. the period of operation, the type and extent of works being undertaken and the road environment. The site risk rating is determined using the site risk matrix (below). The input parameters for the site risk from the matrix are: Speed zone (existing, signposted) Road type (functional hierarchy) Lateral clearance between the proposed work site and the traffic. A low risk site will require less planning and preparation to manage the identified risks. A high risk site will require more planning and preparation to reduce the risks to acceptable levels. Step 2 Determine the Required Level of Planning The level of planning, the competence and experience of the person preparing the traffic management plan, and the amount of documentation produced to prepare and implement a traffic management scheme will initially be determined by the site risk rating. Sites that are determined to have a low risk rating may be suited to the use of a generic traffic control scheme such as those contained in Appendix 2 of this manual. These may be applied (sometimes with a few minor adjustments) at the majority of work sites on PNG roads. They provide well tested and accepted temporary traffic management plans for the most common road work sites. Sites that are determined to have a high risk rating or are considered to involve complex traffic management arrangements are usually not suitable for generic traffic management plans. High risk rated sites require site specific schemes to be prepared by suitably experienced and competent persons. Traffic control schemes prepared for high risk rated sites should seek to eliminate or reduce risk to acceptable levels. The means of achieving this will depend on the risks involved and the constraints associated with the site, the work activities and project timeframe. 80 IF004_PNGManual_SP_FIN.indd 80 17/01/ :35 PM

81 TABLE THREE SITE RISK RATING Posted speed limit and road type Clearance between traffic lane and workers < 1.2 m m m > 9.0 m 40 km/h Local road L L L L L Collector road L L L L L Secondary road (urban or rural) L L L L L Arterial road (urban areas) and rural L L L L L highways 50 km/h Local road L L L L L Collector road L L L L L Secondary road (urban or rural) H L L L L Arterial road (urban areas) and rural highways H L L L L 60 km/h or 70 km/h Local road H L L L L Collector road H L L L L Secondary road (urban or rural) H H L L L Arterial road (urban areas) and rural highways H H H L L 80 km/h or 90 km/h Local road H H H L L Collector road H H H L L Secondary road (urban or rural) H H H L L Arterial road (urban areas) and rural highways H H H H L 100km/h Local road H H H H L Collector road H H H H L Secondary road (urban or rural) H H H H L Arterial road (urban areas) and rural highways H H H H L L H Low risk site rating High risk site rating Source: Modified from Victorian Government (2004). 81 IF004_PNGManual_SP_FIN.indd 81 17/01/ :35 PM

82 APPENDIX 1 CONT. Step 3 Consider Risk at the Work Site A review of all risks associated with a site and the work activities should be undertaken. This review should consider the type of work activity, time of day of the operations, presence of vulnerable road users, changes to the traffic arrangements, site access and egress, as well as the upstream and downstream traffic conditions. This process may result in a review of the site risk rating and a change in the level of planning that is required. Key consequences to consider include: Potential injury to workers Injury to motorists and motorcyclists Injury to pedestrians and cyclists. When planning traffic control for road work sites, other consequences that may not be directly related to safety should also be considered. These include: Impact on local businesses and residents Effect on traffic flow and congestion, particularly during peak traffic periods Effect on public transport and emergency services The effect of traffic detours on adjoining properties, traffic flow and safety of vulnerable road users, particularly when local streets may be used as a detour. Appendix B lists common work site events, their consequences and causes and can be used to identify the range of risks that may be present at a site. The consequence/likelihood risk matrix (below) can be used to identify the level of risk for each event identified at the proposed work site. Step 4 Consider Risk Control Measures Once the range of risks at a proposed road work site is identified, it is necessary to consider how these risks can be reduced. In any project there are competing objectives and this is no less the situation when considering hazard control measures to manage risk. For temporary traffic control schemes at road works, the key objective is maximising safety for road users and workers at the site. Secondary objectives include minimising the disruption and delay to traffic and ensuring the cost of the temporary traffic control arrangements is commensurate with the overall project value. A common approach for treating risk is the hierarchy of controls. This approach considers risk control measures in a hierarchical manner, and it guides project managers to make judgements based on the competing objectives (above). 82 IF004_PNGManual_SP_FIN.indd 82 17/01/ :35 PM

83 TABLE FOUR LIKELIHOOD Very Likely Likely Unlikely Very Unlikely Consequence Fatal Very high Very high Very high High Serious Injury Very high Very high High Medium Minor Injury Very high High Medium Low PDO/First Aid only Very high Medium Low Low TABLE FIVE Risk Very high High Medium Low Suggested Treatment Approach Must be corrected. Should be corrected or the risk significantly reduced, even if the treatment costs are high. Should be corrected or the risk significantly reduced, if the treatment cost is moderate, but not high. Should be corrected or the risk reduced, if the treatment cost is low. 83 IF004_PNGManual_SP_FIN.indd 83 17/01/ :35 PM

84 APPENDIX 1 CONT. The hierarchy of controls places control measures into one of six categories. Each one describes the ability to control the hazard and thus reduce risk. They six categories are: Elimination Substitution Isolation Engineering controls Administrative/behavioural Personal protective equipment (PPE). The Safety Officer will decide on the most appropriate risk control measure for the work site. Practical options exist within each Risk Control Measure. One or more may suit a site. It is common however that cost or location limits the selection of these measures. As the person in charge of safety at a road work site the Safety Officer is responsible for considering all the options and recommending the one that offers the best combination of safety, efficiency and cost. Risk Elimination - Can the risk be eliminated by preventing vehicles and workers from mixing? Divert the traffic away from the worksite? Install a sidetrack? Close the road for the duration of the works? Engineering Controls - What physical engineering measures or protective devices can minimise risk? Lane closures? Safety barriers? Reversible (contra) traffic flow? Portable traffic signals? Vehicle mounted attenuators? Escort (pilot) vehicles? Increased clearance to the worksite? Administrative and Worker Protection - What can be done to modify the behavior of road users and road workers at a work site? Speed restrictions? (A 40km/h speed limit shall be applied at all PNG work zones). Signage? Traffic cones and bollards? Traffic Controllers? These people must be well trained and outfitted. Delineation of the travel path? Lead and/or tail vehicles? Variable Message Signs (VMS)? Vehicle mounted signs and devices (e.g. illuminated flashing arrow signs)? Working at night (if traffic volumes are lower and the site can be safer)? High visibility clothing for all workers? 84 IF004_PNGManual_SP_FIN.indd 84 17/01/ :35 PM

85 FIGURE 4 The Hierarchy of Controls at a Road Work Site Detour Road closure Traffic diversion Safety barriers Lane closures Use different construction method Speed reduction Warning Signs Putting the 4-Zone principles in place Delineation of vehicle travel path 85 IF004_PNGManual_SP_FIN.indd 85 17/01/ :35 PM

86 APPENDIX 1 CONT. When considering the risk control measures that could be used at a road work site, it should be recognised that there is often a need to satisfy competing objectives such as: Maximising the safety of workers and all road users. Minimising the delay to traffic. Managing the costs of the risk control measures so that they relate to the costs of the associated works. The Safety Officer should ask several questions, such as: Can the risks be eliminated? For example, can traffic be sent on a detour? If not, can engineering devices reduce risk for everyone? For example, can the lane beside the work site be closed and temporary safety barriers be installed between the traffic and the workers? If still no, can signs and delineators be used to safely guide and regulate drivers and thus reduce risks? For some risks certain levels of control may not be available, practicable or feasible. For other risks combinations of controls may achieve the best outcome. In all cases there are a range of considerations that need to be made when determining the optimum outcome, including the severity outcome of the risk, the nature of the works and the cost of implementing the countermeasure. The lower order countermeasures such as administrative, behavioural and PPE are readily available and cost-effective for the vast majority of situations in PNG. It should be remembered however that these are generally considered to be the least effective countermeasures to reduce risk. The most common road work site risks in PNG are presented in the table below together with broad control measures, grouped under the applicable tier of the control hierarchy. If a particular risk is not described in this table, the hierarchy of controls method may be applied to complete the risk management process for the site. 86 IF004_PNGManual_SP_FIN.indd 86 17/01/ :35 PM

87 Hierarchy of control Safety hazard/risk factors Consider the practicability of controls, from left to right. Select the most practical given the circumstances and the level of risk. Record the reason if a higher-level control is not considered practicable. Elimination/substitution Engineering/isolation Administrative/behavioural Clearance to traffic (Lateral clearance between the nearest edge of a lane carrying traffic and the entire work site, including all roadworks vehicles or equipment and pedestrian workers) Road closure Detour Side track Safety barriers Lane closure Vehicle crash attenuators Speed restriction Warning signs/vms Delineation of travel path High speed traffic through the worksite Road closure Detour Side track Safety barriers Lane closure Portable traffic signals Vehicle crash attenuators Speed restriction Warning signs/vms Traffic controller Poor advance sight distance to the worksite (<200 metres) Road closure Traffic diversion Safety barriers Lead and/or trail vehicles Extra advanced warning signs/ VMS Speed reduction Delineation of the travel path Traffic controller Poor observance by motorists of directions/instructions Road closure Traffic diversion Lane closure Portable traffic signals Speed reduction Police presence on site Extra signs/vms Reassessment of information provided Narrow pavement width with no escape route (< 2.9 metres width) Road closure Traffic diversion Safety barriers Speed reduction Delineation of travel path Presence of workers at the worksite Road closure Traffic diversion Safety barriers Increase separation from vehicular traffic Speed reduction Warning signs Delineation of travel path and worksite Excavation adjacent to traffic (>300 mm deep within 1.2 m of traffic) Road closure Traffic diversion Different construction method Safety barriers Speed reduction Delineation of travel path Presence of unprotected hazards within clear zone Road closure Traffic diversion Safety barriers Speed reduction Delineation of travel path Rough or unsealed road surface due to roadworks Road closure Traffic diversion Speed reduction Warning signs/vms High volume of traffic through the worksite (> vehicles per day) Road closure Detour Side track Safety barriers Lane closure Portable traffic signals Speed reduction High volume of heavy vehicles through the worksite Road closure Detour Side track Safety barriers Lane closure Portable traffic signals Speed reduction Works vehicles entering/ leaving the worksite Safety barriers Lane closure Portable traffic signals Speed reduction Warning signs/vms Delineation/control of access points Cyclists/pedestrians through the worksite Alternate pathway Adequate separation of shared road space Speed reduction Warning signs/vms Delineation from other traffic 87 IF004_PNGManual_SP_FIN.indd 87 17/01/ :35 PM

88 APPENDIX 1 CONT. Step 5 Decide Risk Controls The final step of the formal risk management component of the traffic control process is to decide the risk control measures to be designed into a TMP and applied to the road work site. There is a sizable range of risk control measures to select from, including: Road closures Side tracks Lane closures, traffic diversions and detours Safety barriers Construction speed zones Signs, markings, temporary traffic control signals, variable message signs etc. The application of these general controls (or combinations of them) to any particular site will be determined by the site and traffic conditions, local constraints and the risks identified earlier in the process. 88 IF004_PNGManual_SP_FIN.indd 88 17/01/ :35 PM

89 Appendix 2 Instructions for Traffic Controllers Traffic Controllers have an important role to play at road works. They warn drivers of the road works ahead, plus they give clear and positive guidance about where and when the drivers may go at the work site. Because their work is critical for safety at road works, Traffic Controllers must be trained in how to control traffic and how to manage their work site. Their employer shall equip them with suitable, high visibility personal protective equipment. Traffic Controllers shall observe the following instructions: a) Wear the high visibility clothing provided by their employer. This will normally be a day/night vest, overalls or jacket that is fluorescent for daytime visibility and with retro reflective strips for night work. b) Wear sturdy footwear. It is the Contractor s responsibility to supply this essential safety gear, including sturdy footwear. c) Set up the symbolic Traffic Controller sign and the Prepare to Stop sign at the beginning of the shift and take them away at the end. If a Traffic Controller takes over traffic control part way through a shift, he/she shall check that both signs are in their correct place. d) Stand where they can see both the end of the work area nearest to them and also the Controller at the other end of the job (if there is one). e) The Traffic Controller will normally stand at the beginning of the Taper Zone (if there is one) or near the Safety Buffer Zone (if there is no Taper Zone). From this position, the Traffic Controller is responsible for controlling traffic. f) Act decisively. The Traffic Controller is the person that drivers/riders look to for traffic control and clear positive information. The Traffic Controller is also relied upon by road workers to safely manage traffic past their Work Zone. g) Stand facing the traffic but just outside the path of vehicles. h) A Traffic Controller must be able to see approaching vehicles at least one and a half times the speed limit in metres away. For example, if the speed limit is 60 km/h, a Controller should be able to see approaching vehicles at least 90 metres away. 89 IF004_PNGManual_SP_FIN.indd 89 17/01/ :35 PM

90 i) Traffic Controllers should take particular care to be seen: At dawn or dusk; Against low morning or evening sun on an east/west road; When in shadow on a sunny day; In fog, mist or heavy rain. j) Use the Stop/Slow baton in a positive and clear way. k) Maintain a clear open view of road signs and devices for drivers/riders. Do not stand in a place that can partially hide a sign, or be hidden by one. l) Work out what to do if a vehicle is heading towards the Controller and appears not to be stopping. Have an escape path ready? m) The Traffic Controller, working a single lane section with another Controller, and who is the next to stop traffic has the responsibility for changing traffic direction. n) Once traffic has stopped, a Traffic Controller is to reposition as necessary to be clearly visible to further traffic as it arrives; the Controller should stay at the head of the traffic queue and stand by himself/herself (not permitting people to congregate at the traffic control point). Continue to be sure that a clear escape path is still available. o) Traffic Controllers shall give definite and clear signals as follows: To stop vehicles, turn the bat to Stop, face the traffic, and raise one hand into the stop position with the palm towards the traffic. To allow traffic to proceed, wait until all traffic from the other end of the work has passed, move to the side of the road, then turn the bat to Slow. Turn side on to the traffic and, with the other hand, give a Proceed indication. To slow traffic, show the Slow side of the bat, face the traffic, extend your free arm and wave it up and down (below shoulder level) steadily and firmly. TABLE SEVEN STOP SLOW SLOW Stop the Traffic Allow Traffic to Proceed Slow the Traffic 90 IF004_PNGManual_SP_FIN.indd 90 17/01/ :35 PM

91 Appendix 3 Standard Traffic Management Plans The following set of twelve common diagrammatic Traffic Management Plans (TMP) are provided for use at roadwork sites in PNG. They are to be used for road work sites where the initial risk assessment has predicted a low risk to workers and road users. There will be occasions when the initial risk assessment predicts a site will present a high risk. In those cases, a specialist in TMP s shall be engaged to design a site specific TMP, which shall then be audited and approved by the road agency. 91 IF004_PNGManual_SP_FIN.indd 91 17/01/ :35 PM

92 PREPARE TO STOP PREPARE TO STOP Termination Zone (50m urban / 100m rural) Work Zone Safety Zone (20m) Safety Zone (20m) ROAD WORK AHEAD PREPARE TO STOP FIGURE 1 Shoulder works (or work beside roads) Note: No transition zone is required. Advance Warning Zone (50m urban / 100m rural) ROAD WORK AHEAD PREPARE TO STOP ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 92 IF004_PNGManual_SP_FIN.indd 92 17/01/ :35 PM

93 Transition Zone ROAD WORK 40 AHEAD PREPARE TO STOP ROAD WORK 40 AHEAD PREPARE TO STOP PREPARE TO STOP PREPARE TO STOP Termination Zone (50m urban / 100m rural) Work Zone 5.5m-7m Safety Zone (20m) Safety Zone (20m) Advance Warning Zone FIGURE 2 A reduction in road width but with sufficient width for two way traffic (50m urban / 100m rural) ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 93 IF004_PNGManual_SP_FIN.indd 93 17/01/ :35 PM

94 Zone Transition Zone PREPARE TO STOP PREPARE TO STOP Less than 5m Termination (50m urban / 100m rural) Work Zone Safety Zone (20m) Safety Zone (20m) GIVE WAY 6m GIVE WAY AHEAD Advance Warning Zone FIGURE 3 Reduction in road width requiring single lane operation (with Give Way sign control) Suitable only for locations with speeds managed down to 40km/h and traffic volumes less than 500 vpd GIVE WAY AHEAD 50m urban / 100m rural ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 94 IF004_PNGManual_SP_FIN.indd 94 17/01/ :35 PM

95 PREPARE TO STOP PREPARE TO STOP Termination Zone (50m urban / 100m rural) Work Zone Safety Zone (20m) Safety Zone (20m) Transition Zone FIGURE 4 Reduction in road width requiring single lane operation (controlled by Traffic Controllers) Advance Warning Zone PREPARE TO STOP PREPARE TO STOP (50m urban / 100m rural) ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 95 IF004_PNGManual_SP_FIN.indd 95 17/01/ :35 PM

96 Transition Zone PREPARE TO STOP PREPARE TO STOP 30m to provide clearance between opposing traffic directions 6m Termination Zone Work Zone Safety Zone (20m) Safety Zone (20m) 6m PREPARE TO STOP FIGURE 5 Warning Zone (50m urban / 100m rural) Reduction in road width requiring single lane operation (with traffic signal control) Readers are referred to Section 7.6 on Page 72 for information about portable traffic signals. Advance 50m urban / 100m rural PREPARE TO STOP ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 96 IF004_PNGManual_SP_FIN.indd 96 17/01/ :35 PM

97 PREPARE TO STOP ROAD WORK AHEAD PREPARE TO STOP Work Zone Termination Zone (50m urban / 100m rural) Safety Zone (20m) MERGE RIGHT Safety Zone (20m) Transition Zone 20m MERGE RIGHT FIGURE 6 Closure of the left lane of a multi lane carriageway Advance Warning Zone (50m urban / 100m rural) ROAD WORK AHEAD ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 97 IF004_PNGManual_SP_FIN.indd 97 17/01/ :35 PM

98 ROAD WORK AHEAD PREPARE TO STOP PREPARE TO STOP Work Zone Termination Zone (50m urban / 100m rural) Safety Zone (20m) MERGE LEFT Safety Zone (20m) Transition Zone 20m MERGE LEFT Advance Warning Zone FIGURE 7 Closure of the right lane of a multi-lane carriageway (50m urban / 100m rural) ROAD WORK AHEAD ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 98 IF004_PNGManual_SP_FIN.indd 98 17/01/ :35 PM

99 40 40 PREPARE TO STOP ROAD WORK AHEAD PREPARE TO STOP PREPARE TO STOP Work Zone Work Zone Termination Zone (50m urban / 100m rural) Safety Zone (20m) Safety Zone (20m) PREPARE TO STOP FIGURE 8 Works across the road Outside working hours you may allow traffic to travel at a speed that is reasonable and safe Advance Warning Zone (50m urban / 100m rural) ROAD WORK AHEAD ROAD WORK AHEAD Early Warning Sign LOOSE SURFACE LOOSE SURFACE ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 99 IF004_PNGManual_SP_FIN.indd 99 17/01/ :35 PM

100 Termination Zone (50m urban / 100m rural) Work Zone Safety Zone Safety Zone (20m) Work Zone Work Zone (20m) Less than 1km FIGURE 9 ROUGH SURFACE PREPARE TO STOP ROAD WORK AHEAD PREPARE TO STOP END ROAD WORK DRIVE SAFELY END ROAD WORK DRIVE SAFELY UNEVEN SURFACE DO NOT OVERTAKE UNEVEN SURFACE 40 DO NOT OVERTAKE Work Zone DO NOT OVERTAKE Safety Zone Safety Zone (20m) ROUGH SURFACE DO NOT OVERTAKE Closely spaced works across the road (less than 1km apart) in a long work site If more than 1km apart treat them as separate Work Zones (20m) Advance Warning Zone (50m urban / 100m rural) ROAD WORK AHEAD ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 100 IF004_PNGManual_SP_FIN.indd /01/ :35 PM

101 40 40 PREPARE TO STOP PREPARE TO STOP Work Zone LOOSE SURFACE LOOSE SURFACE SIDE TRACK AHEAD FIGURE 10 One way side track due to partial road closure Advance Warning Zone (50m urban / 100m rural) SIDE TRACK AHEAD ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 101 IF004_PNGManual_SP_FIN.indd /01/ :35 PM

102 DO NOT OVERTAKE DO NOT OVERTAKE PREPARE TO STOP PREPARE TO STOP Work Zone ROAD CLOSED AHEAD SIDE TRACK AHEAD FIGURE 11 Two way side track due to full road closure Advance Warning Zone (50m urban / 100m rural) ROAD CLOSED AHEAD SIDE TRACK AHEAD ROAD WORK AHEAD Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. 102 IF004_PNGManual_SP_FIN.indd /01/ :35 PM

103 PREPARE TO STOP PREPARE TO STOP PREPARE TO STOP PREPARE TO STOP (50m urban / 100m rural) PREPARE TO STOP PREPARE TO STOP PREPARE TO STOP PREPARE TO STOP ROAD WORK AHEAD ROAD WORK AHEAD FIGURE 12 Road work within an intersection Early Warning Sign Early Warning Sign Early Warning Sign ROAD WORK AHEAD Early Warning Sign For zone lengths refer to tables on Page 39 (Advance Warning Zone) and Page 41 (Transition Zone). This figure shows the TMP for one direction only. Two way roads require a TMP for both directions. (50m urban / 100m rural) ROAD WORK AHEAD 103 IF004_PNGManual_SP_FIN.indd /01/ :35 PM

104 v APPENDIX 4 Worksite Hazard Assessment - Checklist The Contractor is responsible for undertaking a worksite hazard assessment to determine the level of risk at the worksite, the type of TMP to be used and how particular safety hazards are to be addressed. Work Location Step 1 Determine the Worksite Hazard Rating Traffic volume Traffic speed on approach Clearance between workers and traffic Estimated worksite hazard rating High Low Step 2 Required level of planning for this worksite Low risk use a generic TMP (from Appendix 3 of this manual) Step 3 How will hazards be addressed? Hazard High risk design a site specific TMP (prepared by the Contractor) Present at worksite High traffic speeds approaching worksite Poor advance sight distance to worksite (less than 200m) Workers close to traffic (less than 1.2m) Narrow road pavement Deep excavations (more than 2m) within clear zone Unshielded roadside hazards within clear zone High vehicle volumes that may create capacity issues for traffic control Build-up of traffic creating poor sight distance to end-ofqueue. High volumes of heavy vehicles Trucks entering/exiting worksite Step 4 Hazard control measure(s) Check Step 5 Determine the hazard control measures to be implemented Decide Step 6 Traffic management plan (TMP) prepared and sent to Road Authority for approval Date sent Step 7 Review the TMP when set up Check Step 8 Carry out the work Assessed by: Approved by: 104 Date: Date: IF004_PNGManual_SP_FIN.indd /01/ :35 PM

105 Daily Worksite Safety Check Location Day Date TMP Type Generic Sketch Site Specific Time Name Hi Visibility Vest Long Slve Shirt Work Boots Hat WORKSITE SAFETY CHECK Hazard Y/N Action Taken Early warning signs in place Advance Warning Zone signs in place 40km/h speed limit clear and correct Are actual traffic speeds OK? Transition (taper) Zone in place Taper correct and adequate length Taper of suitable bollards/cones Safety (Buffer) Zone free of materials and equipment Termination Zone signs in place All conflicting permanent signs removed or covered? Equipment kept more than 1.2m from traffic lane? All other hazards OK? Traffic controllers equipped with reflective Stop/Slow baton? Traffic controllers wearing reflective safety vest? Traffic controllers giving correct and clear instructions to road users? Pedestrians have suitable paths available Were there any incidents or accidents on this site today? If YES, an Accident/Incident Report must be attached Yes No BEFORE LEAVING SITE EACH DAY - IS IT SAFE FOR: Pedestrians Motorists Was the incident reported to your Manager / Office? Yes No Cyclists WORKSITE INSPECTION Conducted by: SS Other Conducted by: (Safety Officer) Inspection time Completed by: Signature SAFETY OFFICER 105 IF004_PNGManual_SP_FIN.indd /01/ :35 PM

106 References American Traffic Safety Services Association 2008, Field guide on installation and removal of temporary traffic control for safe maintenance and work zone operations, ATSSA, Fredericksburg, VA, USA, viewed 21 Sept Austroads 2006, Guide to road safety: Part 7: road network crash risk assessment and management, AGRS07/06, Austroads, Sydney, NSW. Austroads 2009a, Guide to road safety: Part 6: road safety audit, AGRS06/09, Austroads, Sydney, NSW. Austroads 2009b, National approach to traffic control at work sites, AP- R337/09, Austroads, Sydney, NSW. Department of Works 2016 Safe Traffic Control at Road Works Field Guide, Port Moresby, PNG. Victorian Government 2004, Road Management Act 2004: Code of Practice: Management of Road and Utility Infrastructure in Road Reserves, Victorian Government Gazette, no. S 351, 31 August Standards Australia - AS :2009, Manual of uniform traffic control devices Part 2: traffic control devices for general use. AS :2009, Manual of uniform traffic control devices Part 3: traffic control devices for works on roads. AS/NZS :1993, Retroreflective materials and devices for road traffic control purposes: Part 1: retroreflective materials. AS/NZS 4360:2004, Risk management. AS/NZS ISO 31000:2009, Risk management principles and guidelines. HB 81 (set):2003, Field guide for traffic control at works on roads. HB 436:2004, Risk management guidelines: companion to AS/NZS 4360: IF004_PNGManual_SP_FIN.indd /01/ :35 PM

107 107 IF004_PNGManual_SP_FIN.indd /01/ :35 PM

108 PNG DEPARTMENT OF WORKS IF004_PNGManual_SP_FIN.indd /01/ :35 PM