MANUAL FOR TRAFFIC FLOW PLANS FOR MOTORWAY EXTENSIONS, ETC. REPORT

Transcription

1 MANUAL FOR TRAFFIC FLOW PLANS FOR MOTORWAY EXTENSIONS, ETC. REPORT

2 MANUAL FOR TRAFFIC FLOW PLANS FOR MOTORWAY EXTENSIONS, ETC. Report EDITORS: The Danish Road Directorate (Vejdirektoratet) DATE: January 2014 PRINT RUN: 300 LAYOUT/PRINT: The Danish Road Directorate EAN (PRINT): EAN (NET): COPYRIGHT: Danish Road Directorate, 2014

3 TABLE OF CONTENTS 0. PREFACE 4 1. DEFINITIONS 4 2. TRAFFIC FLOW MARKING PLAN Fundamental principles Road users as a prerequisite Traffic success criteria for the project Road equipment for roadworks: Queue warnings Indication of diversion Rerouting Road geometrical requirements: Temporary roads Motorway ramps Winter precautions Traffic flow marking plan Construction phase plan, examples Traffic rerouting plan, examples Plan for indication of diversion, example Drawings, examples FACILITY LOGISTICS PLAN The work area Road, including facility logistics cross section Bridge, including facility logistics cross section at bridge 36 ANNEXES Barrier list Instructions for the reduction of speed to 50 km/h, examples Examples of facility logistics cross section Memo on notification of reduced vertical clearance Example to illustrate extraction of traffic data and use of queue program Standard application for exemption 55 3

4 0. PREFACE This manual applies to the people who prepare traffic flow plans in connection with motorway extensions. The manual may also be applied by the supervision as a basis for controlling road signs/marking in connection with the construction work. In connection with motorway extensions, two important aspects shall be considered early in the planning phase: * Firstly, it shall be considered whether the road facility can withstand traffic during construction. As road committee, the Danish Road Directorate is committed to ensuring that traffic can be managed efficiently and securely. Therefore, traffic flow plans shall be prepared for the various stages/phases of the construction work. In connection with the VVM work, success criteria are often set up for accessibility, environment and road safety during the construction work. These success criteria shall be met in the traffic flow plans together with the emergency services' requirements in connection with emergency driving. Example. A success criterion for accessibility may be that traffic should flow at a speed of 80 km/h during at least 90% of the construction period. * Secondly, it should be considered whether the road facility is buildable. That is to say whether it is possible, under the given traffic success criteria, to build the road, including road structure, drainage, etc. A facility logistics plan shall be prepared, containing a survey of the order in which the construction work can be performed, taking into account economy, traffic and weather conditions, including road drainage and winter services. The facility logistics plans describe the preconditions as to where in the cross section traffic flows. Example. In connection with a motorway extension, it will normally be necessary to reinforce the emergency lanes before commencing the central reserve work, among other things to allow road drainage and to ensure that snow ploughs may pile any snow in the shoulder away from the blocking road barrier. The manual does not provide any basis for the buildability assessment. 1. DEFINITIONS Roadworks All works undertaken in the road reserve as well as below, above or outside the road reserve which entail a restriction in the traffic area, or which requires greater attention or consideration on the part of the road users. Repairs or removal of crashed vehicles are not roadworks. Roadworks do not include temporary road ends, transition sections, etc. which are left for a long period of time, without having any work done on them, such as sectional ends on motorways. Work area The road area, of which the Contractor is given possession, and for which he holds responsibility, and which has clearly defined boundaries to the traffic area and neighbouring areas. The work area includes areas for signs, signals and markings and barriers towards the traffic area and neighbouring areas. In the case of works at height, the work area also includes the necessary overhang area around the lifting tool. If the work area involves excavation without bracing or facilities with a gradient greater than 1:1, an area along the excavation towards the traffic with a width equal to the excavation depth shall be included in the work area. Work place The place in the work area which is currently used for roadworks and where conflicts may arise between those working and traffic. The work place may be mobile or stationary. 4

5 Protection module Machine or vehicle with an actual total weight of at least 7 tonnes, which protects road workers against traffic. Level of protection The road standards for signs for road works set out examples of levels of protection for various work processes. The Danish Working Environment Authority, Employers' organisations and labour organisations agree on these levels with the Danish Road Directorate. Not all work processes are considered, but most of the processes not considered, e.g. gravel surfacing works, will correspond to the considered processes. Machine roadworks Machine roadworks involve roadworks where a person is only the driver or occupant in a machine or vehicle with an actual total weight of at least 1.5 tonnes. Manual roadworks Manual roadworks involve roadworks carried out wholly or partially by seated, standing or walking persons. Barriers A strong, temporary barrier with e.g. coupled steel or concrete elements that has been collision tested in accordance with DS/EN 1317 or similar code of practice. Only barriers approved by the Danish Road Directorate may be used!! Facility logistics cross section Drawing showing how traffic flows in the road cross section during the different phases of the construction works. A facility logistics cross section is prepared for road sections and through bridges. 5

6 The following four definitions are illustrated by the following sketches: Facility logistics plan Material consisting of description, sketches and drawings that explain how it is suggested that the selected facility elements of the project should be carried out logistically at the relevant sites provided that due account is taken of traffic, neighbours and existing constructions. Construction phase plan Drawing/sketch that is included in the facility logistics plan and normally shows where the work area is (and where traffic is located) in an interim period of the execution phase. Traffic flow plan Material consisting of description, sketches, work schedule and drawings that together specify the traffic flow in the specified period, where work areas and openings foraccess are placed, which traffic measures shall be established in the work areas concerned during the period stated. 6

7 Traffic flow marking plan Drawing included in the traffic flow plan normally shows road markings, signs, barriers. etc. that are to function during the specified construction phase in the execution of assumed work operations and layout of the work area. Construction phase Construction works may be divided into several construction phases. Normally, divided into the cross section. For example, emergency lanes are reinforced in one phase, and then surfacing works are carried out in the central reserve. Construction stage A construction stage is a coherent contract or a section of the motorway from St. xx to St yy. 7

8 2. TRAFFIC FLOW MARKING PLAN 2.00 FUNDAMENTAL PRINCIPLES 2.01 ROAD USERS AS PREREQUISITE Traffic on extension sections will normally include a large number of the road users travelling between home and workplace. They drive on the section every day many times a year. The section before the extension is well-known, and therefore, the road users have turned on the "autopilot". Many road users are lost in thought when driving on high-speed motorways. Where roadworks require lower speed and physical measures on the lane, the road users shall be waken up from his or her automated driving. Some of the characteristics of the road users' behaviours and limitations may be seen from the following: What you cannot see is not there People automatically choose the message that suits them best Particularly elderly road users get confused by conflicting information. We act on the basis of experience and expectations Our behaviour is automated Road users can solve one task at a time. Road users can read max. four pieces of information at a time Reading time T = (N/3 + 2) sec. 15% of the road users are functionally illiterate and 20% are dyslexic! Write in a short and readable way In intersections, information is not read until m after the intersection Road users focus on the road space far ahead, but cannot see through bridge openings After bridges, the road users are ready to read information two sec. after the bridge Create a rhythm in the traffic flow The direction shall correspond to the mental road map. The following three main principles apply: Alert the road users so that they become aware of roadworks Direct the road users so that they can find their way through roadworks Protect the road workers and road users if an accident happens. Moreover, the Danish Road Directorate has determined the following ten golden rules for roadworks that shall be followed: 10 golden rules for signs for roadworks 1. Speed reduction shall be made at intervals of 30 km/h (e.g ) 2. Use edge lines in connection with staggering of lanes and cross section changes 3. Use running lights at staggering of lanes, where the existing edge line is not removed (only for a short time) 4. Use the correct widths of broken lane marking and edge lines (cf. executive order) Motorway: 15/30 Principle highway: 10/10 or 10/30 National road: 10/10 5. If lanes are staggered, speed-specific radii never bends shall be used 6. Remove existing road signs that may mislead the road users. 7. Use white thermoplastic stripes possibly yellow for short-term work (< 1 week) 8. Observe restricted hours 9. Use the proper retro-reflection and yellow flashing lights with night dimming 10. Use the correct size road signs (see the road standards, book 8) Marking of traffic areas shall be visually designed for driving in the dark with low beam In the dark, the road users have no other guide strips than the marking. Oncoming cars' headlights and light in the work area may affect the possibility of the road users to orient themselves. It is therefore important to ensure good horizontal and vertical marking with good reflective properties in the dark and in particular in the rain, where mirroring on the road surface may increase the uncomfortable light from the surroundings. 8

9 Before the entrance to the roadworks section On the section before the roadworks section, black/yellow special regulation signs may be set up with information on e.g. "Roadworks from xx June 201x to zz September 201y. A39 with yellow flashing light should always be used on the motorway section before the roadworks. Lane drop shall be established on the section leading up to the entrance. During periods of lane drop from two lanes to one lane (normally only in weekends), queues shall be notified on a yellow/black sign, e.g. "Risk of queue 0-xx km" at a distance corresponding to the calculated queue length. See the road standard for capacity and service level and the section on queue warnings. It is important that the road users are warned that the traffic has stopped further ahead. Information signs such as "X is building here, etc." shall not placed where the speed limit is higher than 80 km/h. The entrance to roadworks The road users shall experience that a change is made to the road course and shall be notified visually as well as physically in good time before the change. This notification may be in the form of an entrance showing that the road users now drive into a changed road section. The entrance shall be visually clear and indicate a speed reduction both vertically and horizontally by means of road equipment, road signs and road markings. Special attention-getters in the form of rumble strips should be used. The marking shall be visible in the daylight and in the dark. Yellow flashing light may not be used on E 16 signs or other special regulation signs for guiding the road users. If variable speed limit signs are used, the visibility of the sign (strong luminance) will help alert road users. Experience shows that a yellow/black sign with the text "Speed control" or "Periodic speed control" has a positive effect on the respect for speed limits. "Your speed" signs are also an effective traffic calming measure Information signs should not be placed in the entrance. It shall be possible for the road users to read the changed geometric conditions, e.g. lane narrowing. It is important that all existing road marking is removed in order to avoid visual confusion. Example of misleading road markings, which may have contributed to the accident. Remember that truck drivers sit 2.5 m over the road and perhaps look over the barrier. On the roadworks section The road users shall experience that it is meaningful to drive at the specified speed. Therefore, the road space shall be visually narrow, and the curves at the staggering of lanes shall be designed so that the road users experience that it is sensible to drive at the permissible speed. On sections between speed reduced sections, it may, to ensure a smooth speed profile, be a good idea to lower speed. In that case, the road section is arranged so that the road users experience that the speed limit is reliable. For example, roadworks equipment (shall not pose a danger of collision), minor gravel heaps etc. may be placed outside the traffic area. At staggering of lanes, it shall be possible for the road users to clearly see the direction of the lane from road markings and road equipment. Work place lighting, headlights of work vehicles, yellow flashing light on work vehicles within the work area, flashing yellow light on special regulation signs, etc. may confuse the road users' perception of direction. Edge markings shall conceal misleading bridge openings, etc., but shall not reduce sight conditions in relation to other road users. It is important to break the line of sight (remember that the truck drivers' eye height is 2.5 m) to the road that is not to be followed. 9

10 Here, several accidents occurred where the road users saw the bridge opening, the barrier and the yellow E16 sign and failed to see the low N42 At entries and exists on the roadworks section, ramps and the weaving section shall be designed so that the weaving speed corresponds to the permissible speed. This to avoid that the road users on the motorway or to/from the motorway will be surprised and that accidents or heavy braking may occur. Heavy braking on motorways almost always result in a shockwave effect which may cause queues and accidents. Some road users want to "take a shortcut" or "overtake a queue on the inside track" if they get the opportunity. Such behaviour always results in nuisance to the road users. Therefore, particularly at entries and exits, it should be ensured, e.g. by means of energy-absorbing tyre barriers, that the road users cannot drive on the inside track. However, these barriers shall be easy to move by the emergency services, if required. Normally, the road users do not experience oncoming traffic close to motorways. It is therefore important to mark sections with closely spaced opposite lanes clearly, unambiguously and with low speed indication (max. 50 km/h) in derouting areas to avoid inappropriate reactions from the road users who will be surprised to meet oncoming traffic close to their lane. The speed limit may be increased to 80 km/h if shielding has been established, e.g. closely spaced and high N42 signs that cover the light of oncoming cars. For example, there should be no bends on the taper section. The road user focuses in the mirrors and steers with the peripheral vision. If the line bends, the road user turns sharply and unexpectedly quickly enters the motorway. It almost always leads to accidents. 10

11 The accessibility of the emergency services shall never be obstructed by queues on the motorway. The distance between fixed objects such as barriers over the carriageway to safety barriers in the opposite side shall allow the cars in the queue to make way for emergency vehicles between the cars. See the section on requirements for the cross section. Entries and exits to and from the work area should normally be at the end of the work area. This will enable the establishment of better entry/exit opportunities to and from the work area, and the road users on the motorway will be less affected by slow-moving vehicles. The access to work areas from motorways should not be placed closer to exits and entries than 200 m. At exits, there is a high risk that the road users who are to use the exit turn away from the motorway too early, and at entries, there shall be no obstacles in the visibility splay. Also, the access to work areas shall not be placed under bridges or closer than 200 m after bridges. The road users who shall beware of the work vehicles will not be able to see them. Normally, if the access to the work area is to the central reserve, the necessary deceleration distance should also be provided. If it is necessary to place the access to the work area in the road centre, it shall be ensured that the speed of vehicles during the short period of time when they drive to and from the work area can be reduced to 50 km/h. This is best achieved by means of a variable speed limit sign. Emergency bays are normally placed at a distance of approx. 500 m according to agreement with the emergency services if there is no emergency lane and in accordance with the same guidelines as for access to work areas. This distance ensures that a car that runs out of petrol can "hobble" to the next emergency bay. Emergency telephones shall be placed at the beginning of the emergency bay to ensure that, when pulling away from the emergency bay, the road user will have sufficient speed to enter the slow lane again. The gate to the work-free section To give the road users a clear signal that the roadworks section ends, a gate shall also be established at the exit from the area. Here, it is essential to ensure that the speed limit on the roadworks section is clearly cancelled by indicating the speed limit now in force TRAFFICAL SUCCESS CRITERIA FOR THE PROJECT All redevelopment projects are subject to success criteria for passability, accessibility, the environment, traffic safety and road user satisfaction. In the selection of success criteria, it should be carefully considered whether these criteria are interdependent (e.g. average speed in relation to road safety) but also whether the criteria result in constraints in respect of facility logistics which would in practice prevent or increase the costs of the construction work considerably. Passability Previously, the success criterion for passability has been that it should be possible for the traffic to flow in at least two lanes in each direction during most of the construction period and that the speed on the roadworks section should normally be 80 km/h. Only in specific cases, where the construction works require it, there may be a short period, usually in weekends, as night work or if service vehicles are on the road, one lane is established in each direction and with a speed limit of 50 km/h. In specific cases, where road workers are very close to the traffic area that cannot be protected by barriers or work vehicles, the speed limit may be reduced to 50 km/h during the work period. The success criterion for passability may for example be that the road users should not experience significantly increased travel time. Travel time can be measured electronically with video reading with GPS equipped vehicles or with a number plate registration. Accessibility The success criterion for accessibility normally concerns access to or closure of access to/from the motorway. Closure of access to the motorway has consequences for the road network close to the motorway. These consequences are explained in the VVM phase and may result in costly temporary reconstruction of intersections and sections outside the motorway. Updated traffic counts should be carried out during the design phase before invitation to tender. Normally, access is only closed for a short time. A motorway carriageway may exceptionally be closed with the assistance of the police for up to fifteen minutes during low-traffic night hours. Usually between 2 a.m. and 4 a.m. In connection with the demolition of bridges, building and demolition of bridge scaffolding, normally only one motorway carriageway is closed, while the traffic flows in both directions in the other carriageway. Demolition of bridges across the entire width of the motorway results in the closure of the motorway and establishment of indication of the diversion on the alternative road network. This is a nuisance to the road users and the traffic and residents along the alternative road network and is normally more expensive than to demolish the bridge in two stages. Closure of motorway ramps entails the risk of GPS-controlled emergency vehicles taking the wrong road and therefore arriving too late to the disaster site or patient. 11

12 Road safety The success criterion for road safety is normally that the number of accidents involving person injury during roadworks shall not exceed the number of accidents before the roadworks. Normally, motorway extensions are carried out because of capacity problems. Therefore, the traffic density is high on extension sections during roadworks, which will normally entail an increased risk of accidents that are not caused by the normal queue situation, but by "obstacles" on the carriageway. Such obstacles may be physical in the form of for example barriers, it may be vehicles that have stopped between emergency bays or general lack of alertness or due to the road users using their mobile phone or being in some other way disturbed. These accidents cannot be prevented, but the personal injury risk can be reduced significantly by reducing the speed on the roadworks section from 130 km/h or 110 km/h to 80 km/h or 50 km/h where work vehicles are on the traffic areas or the oncoming traffic is close to the section. It should, however, always be ensured that no passenger cars are unnecessarily damaged by collisions with road equipment or by running off the road, for example into an excavation hole, "bridge hole" or slope with a gradient greater than 1:3. The Danish Road Directorate has carried out a major study of accidents at roadworks which shows what type of accident typically occurs at roadworks as well as a study as to where the road users typically have their attention when they drive through a roadworks area. Se dokumenter 2012 Cranes or excavators shall not protrude on the carriageway, and working light from the work area shall not blind the road users. Environment The success criterion for the environmental impact on traffic may be to prevent unnecessary detours and shortcuts through residential areas. A thorough analysis during the VVM phase of the road users' choice of route and attraction/generation for traffic is a precondition for being able to assess the traffic distribution by accessibility restrictions to the motorway. Occupational health and safety The Danish road standards for signs for roadworks set out requirements for barriers between the work area and the traffic area. The Danish road standards for signs for roadworks 2013 set out a number of work processes and the level of protection, on which the Danish Working Environment Authority, the social partners and the Danish Road Directorate have agreed. Not all processes have been included; however, the processes that have not been included may easily be compared with the specified work processes. The Danish road standards set out work processes for mobile roadworks, section 4.3.1, and for stationary roadworks, section Road user satisfaction Experience shows that road user satisfaction is important for the Danish Road Directorate's image as a professional building and engineering company. It is therefore important to provide effective and timely information to the road users who regularly use the motorway during the period of the extension work. In case of traffic restrictions, closure of a motorway carriageway or a motorway ramp and a reduction from two lanes to one lane in each direction, the local media should be informed. In this way, the road users may plan a different route or choose to drive at another time. 12

13 2.03 ROAD EQUIPMENT FOR ROADWORKS Road equipment, safety barriers, crash cushions, cones and flags, road markings, road signs, traffic light signals and height warning system shall be carefully chosen based on the following assumptions: Road equipment shall be visible in all weather conditions and in daylight as well as in the dark. The specific requirements for visibility are set out in the Danish road standards, see vejregler.dk Road equipment shall be stable in all weather conditions and should be assessed in respect of collision protection. Road equipment shall be dimensioned as permanent road equipment, see the rules on marking equipment and the Danish road standards for signs for roadworks, section Barriers Barriers used in roadworks shall be tested and approved in accordance with European standards for safety barriers (DS/EN and 5). Barriers are passive safety measures which are designed to protect the road users or road workers if a vehicle by accident drives off the road. However, it may be dangerous to drive into barriers. Studies of accidents show that many people are severely injured in if they collide with barriers, either because the speed was too high or because the barriers were used in the wrong way. Barriers shall be used and erected in accordance with the instructions in the Danish road standards for signs for roadworks, 2013, section The road user should be protected against collision with dangerous fixed objects, against falling and drowning within the safety zone. The safety zone and the hazard elements are described in detail in the Handbook on Basis for the Design of Traffic Areas, section 6.5.5, the Handbook on Cross Sections in Rural Areas, sections 4.12 and 4.13, and the Handbook on Road Safety Barriers and Associated Equipment, section 5. These handbooks provide information about: - Safety zone (measured from the inner edge line to the harzard element) Following distances: Safety zone width Vp(km/h) Horizontal radius (m) Requirements for the width of the safety zone b in level terrain > 1,000, or straight road The table shows the width of the safety zone compared with speed and radius of curvature. 13

14 It is accepted that the Contractor places, but does not park, work vehicles during working hours closer to the road, and materials, such as gravel, which cannot be placed far away from the work place, 3 m closer to the road than indicated by the safety zone. It shall be possible to work with the materials in an appropriate manner. However, drainage pipes, sheet piles, etc. should be placed outside the safety zone. Barriers should be established as set out in section 5.3 in the Handbook for Erection of Safety Barriers and Crash Cushions in Rural Areas. It is important to ensure that the road users do not drive behind the barrier and collide with the object that the barrier is supposed to protect. Hazards Examples of dangerous objects are given in the book basics, section as follows: Noise barriers and retaining walls Bridge piers and bridge abutments Steel tubes with an outside diameter greater than or equal to 76 mm Trees and tree poles with a diameter greater than 100 mm measured 0.4 m above terrain Foundations, manholes and stones placed higher than 0.2 m above terrain Kerbstones and vertically ascending gaps greater than 0.2 m Concrete poles, regardless of their dimension Working width W is the distance from the front edge of the barrier before collision to the rear edge of the barrier after collision. Dynamic working width, which is W minus the width of the barrier, is important for how close dangerous objects such as parked working vehicles or materials may be placed to the barrier. Wdyn appears from the Danish Road Directorate's list of approved barriers at the supplier portal The barrier shall be provided with reflectors which ensure good visibility in dark, e.g. a reflector unit at the road surface to ensure that the road users can see the edge of the lane and a reflector unit close to the upper edge of the barrier which indicates the height. The reflector shall be yellow. Reflectors shall be kept clean by the Contractor. Falling Ditches and excavations deeper than 1.0 m and with a gradient greater than 3 represent a risk of tipping or falling. Of course, this also applies to bridges. On motorways, only the highest strength class, T3, can be used for all primary barriers and the best safety class, A. The strength class is based on the assumption that a 10 t truck cannot break through the barrier in case of collision at a speed of 70 km/h and below the normal exit angle for car accidents of 8 degrees. Barriers are normally not erected where ascending gaps are below 1.0 m. For ascending gaps greater than 1.0 m, safety barriers are erected to allow space for working width, i.e. from the front edge of the barrier to the ascending gap. If this distance is less than 2.0 m, the barrier erected in connection with roadworks shall be higher than 0.8 m and rigid, e.g. as "Vario Guard". T1 barriers are tested using a 1300 kg passenger car at a collision speed of 80 km/h and at an angle of 8 degrees. T2 barriers are tested using a 1300 kg passenger car at a collision speed of 80 km/h and and at an angle of 15 degrees. T3 barriers are also tested using a 10,000 kg truck at a collision speed of 70 km/h and at an angle of 8 degrees. Only T3 barriers safety level ASI = A are used for longitudinal barriers on motorways. The transition between the various types of barriers shall be designed with overlaps of at least 2 m and with no edge against the road users or with tested connecting pieces. Barriers shall be erected in accordance with the manufacturer's instructions. 14

15 When barriers have been erected in boundary line or as cross barrier, the boundary line shall be established as 1:16 or flatter where the speed limit is 80 km/h or less and 1:30 at higher speeds. If the barrier is used to separate traffic directions or before entries, the height can be reduced to 0.6 m if the sight distance allows it. Normally, three main types of barriers are used: 1) Barriers for protecting the road users or road workers The purpose of this rigid barrier is to protect road workers where the work is performed manually close to the traffic area and cannot be performed leeward of a machine or a work vehicle (e.g. in connection with steel fixing work) or to protect motorists where work is performed, e.g. in connection with sheet piling where objects may fly into the traffic area. Rigid barriers are also used for protecting scaffolding where there is no space for the deflection of the barrier. The functional requirement for barriers is dynamic working width <= 0.1, strength class T3 and minimum height 1.0 m. The ASI requirement is A (safety requirement) 3) Barriers for protecting against fixed objects Where the safety barrier rules require barriers to comply with the safety zone requirements, flexible barriers are used. The functional requirement is T3 ASI value A (safety requirement). It shall be ensured that there is space for the working width of the barrier so that the vehicles do not collide with fixed objects or fall into deep holes (deeper than 1 m). Parallel barriers (secondary barriers) in the work area are not considered dangerous objects if they are approved by the Danish Road Directorate. In that case, Wdyn corresponds to the collision with a passenger car. 2) Barriers for protecting against "falling" or oncoming traffic with a speed limit of 80 km/h The barrier shall be designed to resist a 10 t truck and shall be strength class T3, ASI value A (safety requirement). Barriers are used for roadworks as "bridge barrier", where ascending gaps exceed a depth of 1.0 m closer than 2 m to the edge line. It should be noted that the barrier can deflect so that the front edge of the safety barrier being hit is at the edge of the excavation. The height of the safety barrier shall be at least 0.8 m. In the traffic flow marking plans, the following signatures are normally used for the above barriers. Red means that the barrier shall be newly erected: 15

16 Crash cushions Crash cushions are used at the gates, on sections 5-10 m in front of road safety barrier ends and in places where traffic shall not "use the inner lane", e.g. at approach ramps or the start of barriers. This crash cushion consists of N42, edge marking plates in front of a set of tyres (two rows of tyres), as described under "Tyre stacks" in the Gandbook on Signs for Roadworks. It is important that tyres without filling are facing the direction of travel to ensure that the vehicle brakes as softly as possible. Cross barriers with chains are used as barriers, see section in the Danish road standards for signs for roadworks. In the event of a collision at a speed of 100 km/h with a passenger car, the barrier moves approx. 45 m. In the event of a collision, the flags do not move into the opposite carriageway. However, there is a risk that they may break in connection with the fixing, but they are so small that they do not constitute the same risk as cones. The establishment/removal of a lane separator with flags normally takes longer time than the establishment/removal of cones. Edge marking plates, N42 Edge marking plates are used in the sizes indicated in the Danish road standards for signs for roadworks, figures 6.15 and However, for visibility splays, heights less than or equal to 0.8 m shall be used. Signs placed too low are easily overlooked by road users, especially truck drivers who sit 2.5 m over the carriageway. Marker cones Marker cones are wind stable, but not stable to collision. Cones that have been hit are often dangerous for the road users, not because of the collision risk but because of the avoidance manoeuvre caused by cones lying on the lane. 16 Securing lead-down at the start of barriers Re-establishment of cone markings shall often be made several times a day and are relatively costly. Lane separators In connection with rerouting sections where there is one lane in each direction and where the speed limit is reduced to 50 km/h, it should be considered to use marking flags (height = 30 cm) as lane separator. The flags are attached with glue or bolts to the road surface. The flags are so low that they could easily be perceived as broken lane marking. They shall therefore be fitted with reflectors corresponding to the colour of the broken lane marking. The distance between the flags is m. In this picture, the edge marking plates are too low. The opening in the bridge attracts the attention of the road users and shall therefore be covered by the delineators. The misleading edge line in the left-hand side might also make the road user drive straight ahead in the turn. The distance between N42 is as shown in the following table: Road type Motorways Site of erection Planning Max. Speed Distanc Horizontal curves All 10 m under 1000 m Road without edge lines km/h 15 m Along work place km/h 30 m* Along work place 50 km/h 15 m Along work area All 30 m* Blocked exit All 5 m Boundary lines 1:10 < 50 km/h 7.5 m Boundary lines 1: km/h 10 m Boundary lines 1: km/h 10 m In curves, N42 is erected based on the conditions so that the road user has a clear picture of the road course. This is particularly important where visual confusion arises because of "bridge throughfares" in the background or when there are very broad asphalt areas with newly erected safety barriers that form a line that differs from the vehicle path template. In the winter period, N42 is erected at a distance of 1.5 m from the edge line to ensure that the snow can be piled outside the carriageway.

17 Yellow flashing light, Z93 Yellow flashing light is only used as a warning in connection with A 39, roadworks or running lights. Yellow flashing light shall not be placed close to signal control, neither temporarily nor permanently. Masking effects that are reflective will be more visible than the road markings in backlight or in rain. Road markings shall be controlled and cleaned so that the retro-reflection is maintained. The reason is that this might divert the road user's attention from the red light. Yellow flashing light on vehicle signs is used for light arrows. The light period shall be 0.6 sec. and the dark period 0.9 sec. The distance between vehicle signs shall be at least 250 m. The effective brightness for Z93 shall meet the requirements in the Handbook on Signs for Roadworks, Annex 5. An approved Z93 can be used as reference for control. The Danish Road Directorate has control lamps that may be borrowed. Road markings Road markings used in connection with roadworks on motorways should normally be white minimum reflection class R3. Yellow marking is only used if special permission has been obtained from the Traffic Department. All existing markings that do not apply shall be removed. Normally, the distance should be at least 2.75 m between lines measured in the cross section of the road from edge line to edge line. If C41 is used, vehicle width 2.0 m, this distance can be reduced to 2.5 m in the left lane. In special cases, this width can be reduced to 2.2 m. The consequence will be a capacity reduction of 5-10% and a speed reduction of approx. 5%. Widths below 2.9 m are only used in lanes 2 or 3. Normally, a lane width of 3.0 m is used in lane 1. On motorways, road markings are established in connection with roadworks according to the same rules as those applying to permanent markings on motorways. Regardless of local speed limits on the motorway, broken lane markings shall be 15 cm wide, and edge lines shall be 30 cm wide. Normally, thermoplastic is used for profiled markings. Tape requires greater care than that shown in practice to remain intact during the period of use. Tape that has been detached and lies across the carriageway will be misleading for the road users. Misleading road markings or carriageway markings that, in case of traffic relocation, lead directly into the barrier shall be milled or masked with rough marking material. It shall be ensured that the material is not reflective. E16 indication signs E16 sign with lane width restriction shall be repeated after m. The lane arrows of the E16 sign shall show the same form as the alignment of the road. If the staggering of lanes is less than 0.5 m or if curve radii corresponding to the local speed limit are used, the arrows should normally be rectilinear without any bends. E16 with straight arrows shall not be erected closer to the curves than 200 m In the case of a substantial speed-reducing staggering, e.g. before a rerouting section or lane drop, lane arrows are used but with bends. Broken lane marking can be shown between the arrows. The marking shall correspond to the marked lines on the carriageway. If continuous lines are used, they shall be displayed on the sign. 17

18 Height warning In connection with bridge or tunnelling, it may be necessary to protect workers working on the structure or the structure against falling in case of collision. In relation to scaffolding, it may be necessary to establish stop gantries on entry ramps and bridges before the bridge with scaffolding. There are approx. 100 bridge collisions a year, and the vast majority of these accidents are caused by high loads. Stop gantries shall not be established where the speed limit is higher than 80 km/h. The stop gantry shall be dimensioned so that it remains as an assembled unit in case of collision. On transverse roads where, on collision, a stop gantry may roll over and damage other vehicles or injure cyclists and pedestrians, it shall be dimensioned as "Collision gantry" pursuant to DS/EN :2007. Normally, a height warning gantry shall be erected with both visual and acoustic measures, see Handbook on Signs for Roadworks, section See Annex 4, Note on warning of reduced vertical clearance Chainage plates Marker posts with distance marking are normally removed in connection with motorway extensions. For the emergency services, temporary chainage plates (emergency signs) in large size are established, which can be moved sideways during the construction works. If the Contractor can document that the roadworks close to the road cannot be performed as machine work or with protection modules, the speed limit can be lowered to 50 km/h next to the work place. If there are work exits in lane 2 or 3 (from the centre), the speed limit should be lowered to 50 km/h at any exit. Local speed limits at roadworks shall be controlled by radar. The Danish Road Directorate should as far as possible ensure that the road users' speed corresponds to the speed assumed in the planning of the roadworks, especially when there are people on the road. Traffic calming measures Failure to observe the speed limit can be defined by traffic measurements at the work place documenting that The average speed is higher than the speed limit or The 85% quantile is 10 km/h higher than the speed limit. The 85% quantile is the speed which 85% of the road users do not exceed. Many different types of speed reduction measures can be used. These are described in the Handbook on Signs for Roadworks as well as in the Danish Road Directorate's catalogue of traffic calming measures at roadworks on motorways. C55 Local speed limit The speed limit on the roadworks section is normally 80 km/h. 18

19 The following examples may be mentioned: Amendment of the lane width to 2.2 m Fixed rumble strips (minimum 4 mm high and preferably 5 mm in lanes 2 and 3) Mobile rumble strips "Your speed" signs or "Slow down" signs The light arrow gate Gate of high N42 edge marker plates Power Moon light at night Luminous speed signs Speed signs with additional panels that justify the speed limit, e.g. Work traffic, People on the road, Equipment close to the road, Narrow road. Mobile or fixed humps (see the Danish Road Directorate's catalogue of type-approved humps). Only used at speed limits of 50 km/h or less. As temporary humps on motorways and ramps, "Safety humps" may be used as shown in 10-1 in the catalogue, see by/fartdæmpere i byområder/katalog over typegodkendte humps. On motorways, sign size III is used If signs of this size cannot be placed in the cross section, it may be considered either to place the signs high on the one side of the road or to reduce the size after a visual inspection in the field. It should be noted that the sign sizes indicated in the Danish road standards are based on the visibility and readability of the signs when lit by car lights. These measures can be used in combination. Variable speed limitation signs In connection with roadworks of longer duration, variable signs can be used that are controlled by TIC to contribute to improving passability and road safety. The signs should be mobile both in cross section and longitudinal profile. If variable C55 signs are used, C55 signs with fixed display should normally not be used because the fixed display may risk being inconsistent with the variable display. Information signs Information signs on roadworks shall have as short messages as possible, see the Danish road standards for temporary marking. The font size shall correspond to that of the permanent signs. For example, the font size shall be 143 mm at 80 km/h, and the font is Dansk Vejtavleskrift. Text with only capital letters (upper-case letters) is never used, instead large and small letters as plain text are used. Studies have shown that the legibility of this is substantially better. The size of road signs Road signs at roadworks shall be written in the same size as the permanent road signs, see the Danish road standards for road signs, sign overview. 19

20 Positioning of road signs Road signs used in connection with roadworks are placed in accordance with the same rules as those applying to permanent road signs. Vertical positioning can, however, be reduced to minimum 1.0 m to the bottom edge of the sign. The signs shall be placed so that they can at any time be seen and read in sufficient time to ensure that the road users can react to the information on the signs. Reading time T for sign information: T= N/3 + 2 sec, where N is the number of pieces of information that should not exceed 4. motor vehicles, cyclists and pedestrians Although, traffic counts are performed immediately before the establishment of traffic light signals, it may be necessary to make an adjustment of green times shortly after the commissioning of the signal system. The reason often is that the road users find other roads to avoid congestion. Before the establishment of traffic light signals that occur unexpectedly for commuters, the road users are alerted with information about QUEUE QUEUE WARNINGS The signs shall not be placed under bridges or up to 100 m before or after a bridge. The reason is that the bridge attracts the attention of the road user, and therefore, there is a high risk that the information of the sign is not read. 20 On motorways, road signs shall be placed on both sides of the carriageway. However, an exemption may be granted if signs cannot be placed on one side of the carriageway. In this case, the sign that cannot be placed is replaced by a 7 m high sign on the other side of the carriageway. This ensures that the sign can be seen above high vehicles. Signal control Yellow flashing light shall not be placed in front of or immediately after a signal control with traffic signals or lane signals. Signal control in sections and intersections are used in accordance with the provisions set out in the Danish road standards for traffic signal controllers and signs for roadworks. Traffic signal controllers shall always be supplemented with road lighting in lighting class LE5. Capacity calculations are made on the basis of the instructions in the Danish road standards for capacity and service level. The program Dankap can be downloaded from land/kapacitet and serviceniveau. Normally, relevant traffic counts/analyses should be carried out to ensure optimal traffic flow. Experience shows that the forecasts used in connection with the VVM surveys are too inaccurate and rarely cover the exact distribution between Roadworks on transverse roads shall not cause congestion on the motorway. Any congestion on the motorway caused by roadworks shall be notified at a distance corresponding to the theoretical end of the queue determined by calculation. It is essential here to be aware of the restricted hours that apply to the motorway section in question. The restricted hours are the periods during which the use of lanes shall not be withdrawn. In connection with lane reduction, the work shall be organised so that congestion is kept to a minimum on the motorway. If traffic data is not available in Mastra, data shall be collected for the period during which the work is to be carried out, and queue calculations are to be made. These are made as indicated in the instructions in Annex 5. The queue calculation program can be downloaded using the following link: ct=true. For the queue calculation, a vehicle length of 8 m is normally used. The total queue length is calculated by multiplying the number of vehicles in the queue by 8 m. If the program cannot be applied, the number of vehicles in the queue is determined as follows: Use the manual Traffic flow in connection with roadworks, May The manual can be obtained by contacting the Danish Road Directorate, document no. 13/ , and it can be obtained at the Danish Road Directorate using this link: redirect=true. A graph is prepared, see the following figure, where intervals of 15 min are plotted on the x axis during the period of time when you want to carry out the roadworks. On the y axis, the number of vehicles is plotted at appropriate intervals. The Y axis shall have space for the total number of vehicles on the road during the time period.

21 Subsequently, a so-called cumulative curve is drawn on the basis of the traffic figures measured for the specific 15 min where the figure from the previous interval is added to the traffic figures at each interval. Then, a corresponding cumulative curve is drawn for the calculated capacity at intervals of 15 min. The number of vehicles in the queue in a specific interval of 15 min can be found vertically on the curve where the traffic figure can be read where the curve cuts the capacity curve and deduct it from the traffic figure where the curve cuts the accumulated traffic curve. Cyclists and pedestrians If paths or accesses to paths are closed, detour directions shall be established for path users. Normally, the detour directions will run along local paths or roads, and therefore, the local authority shall be involved in decisions concerning the path users' temporary routes. The local authority shall be notified in good time before the closing so that institutions and the parents of school children can be informed in good time and it will be possible for parents to adapt to the new conditions. On-the-spot notification shall be made no later than 14 days before closing INDICATION OF DIVERSION Vehicle traffic: Normally, it is not necessary to close ramps in connection with roadworks. If ramps in exceptional circumstances are closed because of bridge works, detour directions shall be prepared for vehicle traffic in cooperation with the local authority. Warning of the closure shall be provided on the motorway on the ramp no later than 14 days (10 working days) before closure, and when the ramp is closed, detour directions shall be prepared with temporary directions, indicating relevant route destinations at the beginning of the route. Then, route signpost F14 can be used. Often, closure leads to temporary paths, e.g. two-way paths on existing one-way paths. Here, the circular on two-way bicycle paths is applied, see which sets out the requirements for path width and dividing reserve against the vehicular traffic. Marking shall be made on the basis of the Danish road standards for road signs, book 4 on mandatory signs, and the Danish road standards for carriageway marking, book 1 and book 3. In intersections, it may be necessary to warn the road users of crossing traffic. It shall also be ensured that existing direction, position or indication signs are corrected by crossing out and perhaps supplementing relevant route destinations. Crossing out shall be made in accordance with the guidelines set out in the Danish road standards for temporary road signs. The Danish road standards for signs for roadworks, Drawings LO 203, 303 and BO , show examples of markings on paths along the road when roadworks are carried out on path areas. 21

22 Lane drop Lane drop shall be notified with E m before the start of the lane drop. Lane drop shall as far as possible be established on straight road sections to ensure sufficient clarity and where the speed limit is reduced to 80 km/h. Normally, the fast lane is dropped. Studies have shown that, in this way, the best traffic flow is achieved, and insecure road users in lane 1 can continue without changing direction. Lane drop is established with a lane reduction of 1:30 or flatter. It is important that the road users have time to merge or change lane over the section REROUTING In connection with rerouting of traffic from one motorway carriageway to another, it shall be ensured that the design vehicle, i.e. longer and heavier vehicles on motorways, (see the Danish road standards for the geometry of roads, book on basics), can pass the rerouting. Two-lane rerouting shall allow space for the design vehicle to pass simultaneously with a passenger car in lane 2. Examples of marking plans for rerouting can be seen in the drawing annexes for motorways of the Danish road standards for signs for roadworks. If the crossfall becomes negative in curves, the speed limit shall be reduced to 50 km/h 2.07 ROAD GEOMETRICAL REQUIREMENTS General The local speed limit in connection with motorway extension is normally 80 km/h. All geometrical elements on the reconstruction section shall be designed based on the local speed limit. In case of special transport, their accessibility shall be ensured. Two-lane sections normally allow space in the two lanes. On two-lane sections it should be investigated whether the special transport can pass the rerouting. The geometry can be verified by the Danish Road Directorate's project department which can drive through the section with the simulation program AUTO TURN. If it proves difficult to make the road users merge late (gives the best traffic flow), a special regulation sign can be erected with the text: "Keep lane to merge" or a continuous line can be established from the advance notification sign to the beginning of the merging section. The cross section There shall always be at least 7 m suitable asphalt on the motorway. Existing emergency lanes with OB or hatched markings and wide edge lines are normally not suitable because the asphalt surfacing cannot withstand heavy vehicles or because the asphalt has become brittle. Normally, the carriageway is divided into 2 to 3 lanes with reduced width, where the width of the fast lane is reduced to 2.75 m measured between the lines, and the width of the heavy lane is reduced to 3.0 m measured between the lines. At bridges, these widths are normally further reduced to 2.5 m and 2.9 m, respectively. Narrower lanes lead to a significant reduction in the capacity of the road section. Where it is necessary to reduce the speed because the road users drive too fast, the width of the fast lane is reduced to 2.2 m measured between the lines. This provides a capacity reduction of 5-10% Emergency vehicles shall always be able to get through. At motorway extensions, it shall therefore be ensured that emergency vehicles can pass a queue or slow-moving dense traffic or use the work road in the work area. The geometrical requirement for sections with two-lane traffic flow in each direction is a total clearance of minimum 7.5 m and for threelane traffic a total clearance of 10 m. 22

23 Left lane shall be kept clear of vehicles wider than 2.0 m with a clear C41 sign, max. vehicle width. In this way, the 7.5 m ensures that the necessary 2.55 m is available for emergency vehicles. In case of variable text signs, the road users can relatively easily be controlled with the text "Emergency, make way" with a flashing sloping arrow over the left lane and a flashing sloping arrow over the right lane. During the winter period, according to Section 3.1, it shall be ensured that there is enough space for the snow plough to clear snow. Wide vehicles of up to 3.65 m may without special permission drive on the roads. Narrowing to one lane should be designed to provide space for these vehicles. If this is not possible, the width reduction should be notified before the last exit before the narrowed section. Remember that the police shall be notified! Horizontal curves Narrowing of lanes shall not be established in curves! The S curve for staggering of lanes is determined on the basis of book 4.1, Danish road standards for intersections in open land: If there are no variable signs, permission may be obtained from the Danish Ministry of Transport and Building subject to the consent of the police to erect "Campaign signs" with the text "In case of emergency, make way", as follows: In connection with wearing course works and road striping where the longitudinal barriers consist of N 42, edge marking plates or N44 marking cones, the clearance width can be reduced. In these cases, the vehicle giving way can drive behind the marking. Length of staggering: L = V i/3 Radius: R = V 2 /12 = L 2 /4i (V is stated in km/h) Staggering of lanes i/speed limit V 1 m 1.5 m 2.0 m 2.5 m 3.0 m 3.5 m 4.0 m 6.5 m Radius 80 km/h km/h km/h km/h Table: Length of staggering L and Radius,R that depend on the width of staggering i and the signposted speed V. For small curve radii (radius 200 m), lane one shall be extended to 3.4 m to ensure that a semi-trailer can drive through the curve without colliding with vehicles in lane two. 23

24 Length of entry taper and exit taper In order to ensure normal merging on the highway without unnecessary nuisance to the traffic flow on the motorway, it is important to ensure the smallest possible speed difference between the merging vehicles. It is important that road users, when entering the motorway, are not surprised in relation to the experience acquired in connection with normal entry to/exit from the motorway. If the taper is too short, or the angle is too sharp, this will often result in the cars braking, which may lead to serious rear-end collisions on the motorway. V 80 km/h 70 km/h 60 km/h 50 km/h permis L approach/ K 140 m 120 m 110 m 90 m 1:35 1:30 1:28 1:22 L exit/ K 70 m 1:18 60 m 1:15 55 m 1:14 45 m 1:11 L is the length of the taper section. K is the taper angle. It should at the same time be ensured that the rear sight distance is free of objects with a height above 0.8 m. The visibility splaywhile merging onto a motorway is as follows: This is avoided by complying with the requirements of the Danish road standards, book 4.4 on grade-separated intersections, see the following table: Approach V permissible 80 km/h 70 km/h 60 km/h 50 km/h a 185 m 165 m 145 m 125 m b 120 m 100 m 86 m 60 m Exit 24

25 Work entries/exits Access to work areas is established as shown on drawings that can be found at: =165&PageFirstRow=151&&View={6C432A99-BEBE-495C-B3ED-D49C3D32B746} The surfacing on the access to work areas shall be solid. Normally, asphalt surfacing is used to ensure the best possible friction when braking and accelerating. Pursuant to section 46(2) of the Danish Road Traffic Act, it is not permitted to reverse on a motorway. However, service vehicles that use yellow flashing lights are allowed to reverse in the area marked in blue. Work entries and exists shall not be placed under bridges or immediately after bridges over the motorway. The reason is that road users on the motorway cannot see the service vehicles that are entering or exiting the access to the work area. The distance from the bridge shall be at least the stopping distance (approx. 120 m at 80 km/h). Work entries and exits shall not be placed close to exits. Experience shows that there is a risk that the road users perceive the access as the exit lane and therefore turn too early. The distance should be greater than 200 m, and it shall be ensured that the exit sign will not mislead the road users when determining the location of the work area. Work entries and exists in the road centre are established on the basis of the principles applying to work entries on the outer side. At work exits from the road centre, the local speed shall be reduced to 50 km/h when exits have been established for motor vehicles. This also applies to passenger cars. The reason is that slow-moving vehicles in lanes two and three are unexpected for the road users. The passenger cars cannot reach 80 km/h on the 100 m available at the exit. It is not allowed to accelerate in the work area. For roadwork in the road centre, a guideline is prepared for this speed reduction. See examples in Annex 2 If the work areas cover a long area, the distance between the work exits should not be longer than 2 km. A shorter distance would entail a risk of congestion owing to irregular speeds. The C55 sign with 50 km/h may be supplemented with an additional panel with the following text: "Work traffic" to ensure greater respect for the speed limit. Before entries, it shall be ensured that a waiting vehicle in a work entry does not reduce the sight conditions of the road users entering the motorway. 25

26 Emergency bays In situations where, as a result of construction works, an emergency lane is withdrawn, emergency bays are established as a replacement. Emergency bays are placed according to agreement with the emergency services at a distance of 500 m to 800 m. The length of the emergency bay is normally 100 m, but may in special cases be reduced to 80 m. Emergency bays are never placed in the road centre Emergency bays are placed in the outer side according to the same principles as those applying to work entries. A plan should be prepared for the placing of emergency bays in the different phases of the construction work. Together with the facility logistics, the plan provides an overview as a basis for delimiting and planning the Contractor's work areas. The emergency bay may be combined with the Contractor's access to the work area. It is important to close the emergency bay at the access to the work area with e.g. O45 in order to prevent that the road users continue into the work area when they use the emergency bay. The rules set out in the Danish Road Traffic Act for traffic on the motorway apply to the emergency bay TEMPORARY ROADS Temporary roads shall be marked as roadworks. Studies have shown that this is the safest way to inform the road users that the geometrical standard is lower than the standard they are used to on motorways. The curves of the temporary road shall be determined as staggering curves corresponding to the signposted speed, see the section on horizontal curves. If design formulas for general horizontal curve radii are used, it shall be expected that the view may be obstructed along the edge line. 26 Assumptions: Signposted speed not exceeding 80 km/h (50 km/h) Stopping sight Lane width, heavy lane 3.0 m Lane width, fast lane 2.75 m Crossfall at 80 km/h: 25 per thousand (2.5%) Crossfall at 50 km/h: > -25 per thousand (-2.5%) Lateral acceleration of truck max 0.7 g

27 2.09 MOTORMAY RAMPS Normally, it is not necessary to close the motorway ramps in connection with works on the ramps. Marking can be as indicated on MO 701 to 704. The required speed may be provided with mobile humps and E53.4, People on the road. If, in exceptional cases, the ramp shall be closed, marking should be made according to the principles shown on MO 705 and WINTER MARKING In the period 31 October to 31 March, normally only works at the bridges are carried out. Barriers at a bridge shall be maintained and possibly reinforced visually with N42 for every 15 m to ensure the visual guidance in the wet and dark wintertime. Marking between bridges on sections shall be moved 1.5 m from the edge line. During the winter period, the road users need vertical visual guidance to replace the roadside marker posts which have usually been erected for every 100 m along the motorway. Therefore, generally, N42 is established for every 100 m. When N42 is established, the section is driven through during darkness to ensure that the visual guidance is sufficient. If necessary, this may be supplemented with N42. During the winter period, works can be carried out provided that the 6 m safety zone (the distance to fixed objects and excavations deeper than 1.0 m) is observed: 27

28 2.1. TRAFFIC FLOW MARKING PLAN 2.2. CONSTRUCTION PHASE PLAN, EXAMPLES 28

29 2.3. TRAFFIC REROUTING PLAN, EXAMPLES 29

30 2.4 PLAN FOR INDICATION OF DIVERSION, EXAMPLE 2.5 DRAWINGS, EXAMPLES The drawings supplement the indicative examples of the Danish road standards of signs for roadworks. Updated drawings are available at: aspx?paged=true&p_id=165&pagefirstrow=151&&vie w={6c432a99-bebe-495c-b3ed-d49c3d32b746} Gate, entry to the roadworks area: A new gate with collision-friendly road equipment is in the course of preparation. Gate, exit from the roadworks area: In connection with exit from the work area, the information sign with the following text is erected: "Thank you for your attention". The local speed limit for the motorway section is indicated no more than 100 m after the end of roadworks section Emergency bay and entry to work area: 30 It shall be ensured that vehicles in the bay can be seen.

31 3. FACILITY LOGISTICS PLAN 3.1 WORK AREA The Contractor shall prepare a plan for the work area layout. The plan shall among other things include information about work roads and the entry/exit of service vehicles from the work area to the traffic area. 3.2 ROADS The facility logistics plan shall ensure that roads and bridges can be built while the traffic passes subject to the traffic conditions described in section 2. For a two-lane road, this means that where, for the purpose of the emergency services, a 7.5 m wide cross section from barrier to safety barrier has been established, this "fixed" section shall be moved in the cross section in the individual phases depending on the location of the work area. Normally, the first phase of the construction work starts with the establishment of the work area in that side of the road where the road is to be extended in order to ensure sufficient road structure strength, e.g. by means of existing emergency lanes so that traffic can flow in the new area in the next phases of the construction work. If the work area is longer than 100 m, it shall be ensured that there is space for piling snow in the right-hand side of the road. There shall be at least 1.5 m to the right of the edge line. Normally, snow ploughs follow the edge line when it can be seen, and the plough width is 3 m. This means that, for winter work, a two-lane cross section of at least 8.0 m and a one-lane cross section of at least 4.0 m shall be provided when the work area is longer than 100 m. If the work area is shorter, the ploughs can push snow in front of them until they have passed the work area where the snow will be piled to the right. However, it should be noted that modern snow ploughs can be set to throw the snow over the barrier. If the traffic flow plans for the winter period 1 October to 1 April are sent to the person responsible for winter services at the Danish Road Directorate, the GPS-controlled plough function can be activated precisely on sections where snow can be thrown over the barrier. Normally, earthworks are carried out in the period 1 April to 1 November to reduce the winter weather costs and to avoid having to dismantle and/or re-establish safety barriers, fill holes etc. at the necessary extra lane width at work areas longer than 100 m. It should be noted that, in slippery conditions, there is an increased risk of safety barrier collisions with the ensuing consequences for the traffic flow. There shall not be water on the road surface during the construction work. It shall therefore be ensured that surface water can flow freely from the carriageway. For the sake of the safety of motorcyclists and in terms of the risk of slippery carriageway, there shall be no longitudinal edges in the road surface above 1 cm. In the planning of the construction work, it shall therefore be ensured that such edges do not occur. Motorways are high-class roads, and in connection with excavation of road beds, they shall therefore meet the requirements for the steepness of excavation slopes applicable to high safety class roads, see "safety standard", DS/A 1990:2007. Extension work is carried out in phases which ensures appropriate traffic flow and construction timing. These phases are described with drawings on the following pages. Phase 1 (or phase B) works are typically carried out during the summer months, and phase 2 (or phase C) works are carried out during the winter months. This is due to the fact that snow clearing is complicated in phase 1 as there is not space along the road for piling snow. 31

32 Example of traffic flow plan 32

33 Example of facility logistics cross section. 33

34 3.3 BRIDGE. When determining the facility logistics plan for bridge works, the following should be taken into account: The requirements for the facility logistics for roadworks attributable to the traffic flow requirements during the summer and winter months also apply to bridge works In addition, the following should be considered in the planning: Work with membranes and surfacing is performed in the frost-free period May to September Concrete work shall be completed no later than one month before the membrane work can begin Concrete is cast in the period March to May. It is important to avoid the warm period in order to avoid that the concrete becomes too warm in the hardening process. However, the concrete may be cooled with cooling pipes, but this is relatively expensive Shuttering work can be carried out during the winter months Earth and foundation work shall be completed before November to avoid winter weather. The below figure shows how reinsulation of bridges is performed with the necessary overlap between surface layers. There shall be room for 700 mm overlap. To this is added the barrier width. 34

35 In preparation of the traffic flow marking plans, it is outlined how traffic is handled on the road through the bridge work area in the different phases of the work. Examples of a construction phase plan for three phases of typical bridge work: 35

36 Traffic passing bridge work UJICDC'i If

37 A typical facility logistics cross section for bridge passages can be seen in the following example: 37

38 ANNEX 1 SAFETY BARRIER LIST The safety barrier list is updated at: o= ANNEX 2 INSTRUCTIONS FOR THE REDUCTION OF SPEED TO 50 KM/H, EXAMPLES 38

39 ANNEX 2 INSTRUCTIONS FOR REDUCTION OF SPEED TO 50 KM/H, EXAMPLES INSTRUCTIONS NO. 2 for speed reduction to 50 km/t in connection with ASPHALT WORK WITH PEOPLE CLOSE TO THE TRAFFIC WITH FIXED SIGNS If the work area starts more than 250 m after a set of dynamic signs, the speed reduction to 50 km/h shall be achieved by erecting fixed 50 km/h signs (CSS) with the additional panel "People close to the road" in both sides of the road m before the start of the work area. If it is not possible to see the next set of dynamic signs at the end of the work area, fixed 80 km/h signs (CSS) shall also be erected in both sides of the road where the speed limit is to be cancelled. These shall be dismantled when the speed limit is cancelled. TIC shall be informed when the signs are erected and dismantled. The person at the Contractor responsible for controlling speed limits shall inform TIC. Responsible for controlling speed limit at the Contractor: Name: Mobile: Contact to TIC Contact TIC on State your name and telephone number State the number of the right of disposal: State that the speed is reduced to 50 km/h with fixed signs TIC is contacted again when the work is completed and the signs removed If there are periods during the work day where no people are close to the traffic for more than 45 min, the speed limit shall be cancelled during this period. If there are dynamic signs along the work area, INSTRUCTION NO. 1 shall also be used indicating the numbers on the signs that display 50 km/h (the numbers appear from the availability permission). 39

40 ANNEX 2 INSTRUCTIONS FOR THE REDUCTION OF SPEED TO 50 KM/H, EXAMPLES INSTRUCTION NO. 3 for reduction of speed to 50 km/h in connection with WORK IN THE CENTRAL RESERVE When exiting work area facing the central reserve, the speed shall be reduced to 50 km/h for 5 min at a time by contacting TIC. The person at the Contractor responsible for controlling speed limits shall contact TIC. The instruction applies to all types of vehicles, i.e. also passenger cars. The person at the Contractor responsible for controlling speed limits: Name: Mobile: Contact to TIC Contact TIC on State your name and telephone number State the number of the right of disposal: Request speed reduction to 50 km/h Indicate the numbers on the signs that display 50 km/h (the numbers appear from the availability permission): TIC automatically increases the speed to 80 km/h after 5 min. When entering a work area facing the central reserve, the speed shall generally not be reduced, unless warranted by special circumstances 40

41 ANNEX 3 EXAMPLES OF FACILITY LOGISTICS CROSS SECTION Symmetrical extension, 6 to 8 lanes, extension facing the outer side: 41

42 ANNEX 3 EXAMPLES OF FACILITY LOGISTICS CROSS SECTION Symmetrical extension, 4 to 6 lanes, extension to the side 42

43 ANNEX 3 EXAMPLES OF FACILITY LOGISTICS CROSS SECTION Symmetrical extension, 8 lanes, 2 new lanes in each direction 43

44 ANNEX 3 EXAMPLES OF FACILITY LOGISTICS CROSS SECTION Asymmetrical extension, 4 to 6 lanes 44

45 ANNEX 3 EXAMPLES OF FACILITY LOGISTICS CROSS SECTION Wearing course work on 8-lane motorway 45

46 ANNEX 4 MEMO ON NOTIFICATION OF THE REDUCED VERTICAL CLEARANCE This memo is intended to ensure a proper and adequate height notification in connection with bridge work or similar work on motorways in traffic operation. The memo is based on the current Danish road standards and the Danish Road Directorate's practice. The Danish road standards for signs for roadworks include a binding provision that height limits shall always be notified: Section 11 of the Executive Order on Road Signs, Signals and Markings for Roadworks C42 maximum vehicle height shall be used in all cases where the vertical clearance above the carriageway is less than 4.2 m. A road sign may, however, be omitted on private roads that are not private common roads. (2) On European highways and national roads where the normal vertical clearance is 4.5 m, any limitations shall be indicated, regardless of whether the vertical clearance is greater than 4.2 m. Drawing LO 801 shows a height warning gantry in detail. The Danish road standards for temporary road marking provide information about height warning by means of road marking. The example is based on a study of the road users' message understanding in this context. As a general rule, the sign design should not be changed. The Danish Road Directorate's practice for scaffolding with vertical clearance > 4.63 m is as follows: 1. If the work is carried out on the bridge behind the concrete edge beam, height warning is not required 2. If the work is carried out outside the concrete edge beam on an access balcony or similar, height warning shall be established. If it is an entirely new bridge construction with scaffolding designed for collision loads, neither the Danish Road Directorate nor the Danish Working Environment Authority has an established policy. 46

47 Annex 4 MEMO ON NOTIFICATION OF REDUCED VERTICAL CLEARANCE How should the rules be applied in practice on motorways? If the vertical clearance under the scaffolding is higher than or equal to 6 m, there are no requirements for collision safe scaffolding. If the vertical clearance under the scaffolding is more than 4.5 m and under 6.0 m, the scaffolding shall be secured against collision. A siren is established with photocell gantry with warning height 10 cm below the vertical clearance of the scaffolding. 1. If the vertical clearance is equal to or lower than 4.5 m, warning measures are established under the following guidelines: As a general rule, the Danish road standards require that the C42 sign shows a height of 0.2 m under the reduced height. A height warning gantry shall also be used. Normally the lower edge of the metal plates on the gantry is placed at a height corresponding to the height indicated on the C42 panel. However, it is important to be aware that many trucks are up to 15 cm higher than the maximum permitted height of 4.0 m, e.g. because they use wheels that are larger than the type-approved wheels of the vehicles in question. If the metal plates are erected at a height lower than 4.15 m, many traffic disruptions will occur in the course of a day entailing congestion and accident risk. Height measured from the road surface to the bottom edge of the metal plates should not be less than 4.15 m m. 3. If the vertical height is less than 4.2 m, it should be considered, in cooperation with the police and the road administration (local authority), to either lead the traffic away from the motorway or establish a higher vertical clearance. 4. If it is possible, the height warning system should be erected before the last exit so that high vehicles can leave the motorway without being a nuisance to the traffic. 5. In connection with work on scaffolding above the carriageway, practice in connection with motorway extensions has been to establish a stop gantry no later than on the bridge. 2. The photocell detector should be placed at the same height as the lower edge of the metal plates. It shall of course be ensured that the height of the metal plates is constant to avoid that they activate the warning system. Example 2. Vertical clearance of 4.35 entails that C42 shows ( ) m rounded down = 4.1 m. The photocell is placed 4.2 m above the road surface. 47

48 ANNEX 5 EXAMPLE TO ILLUSTRATE EXTRACTION OF TRAFFIC DATA AND USE OF QUEUE PROGRAM 1. Example Operation works on Vestmotorvejen between Køge and Ringsted toward the east. Blocking of one lane over approx. 1 km. Rerouting of traffic does not occur. Planned to take place in week 12 of Traffic figures Start imastra: enter user name and password. In the absence of user name/password, please contact the Danish Road Directorate, Niels Moltved, ,nem@vd.dk Fig. 1. imastra entry screen After login, the following entry screen for imastra appears, see figure 1. Overview of counts on the section is obtained by pressing Kort and Nøgletal på kort in the horizontal bar at the top of the entry screen. In the map, it is possible to zoom in the usual way and to use filters in order to view the relevant information. Press Hent data, see screen figure 2. By pressing the yellow markings, more information may be obtained about the counting site. It is possible to select the counting site and to go directly to imastra's data extraction module (figure 3) by pressing the grey square in the pop-up window for the count Fig. 2. Map with counting sites and AADT, click on the filter to view only relevant information, click on the yellow markings to view the pop-up window with more information and a direct link to the data extraction module 48

49 ANNEX 5 EXAMPLE TO ILLUSTRATE EXTRACTION OF TRAFFIC DATA AND USE OF QUEUE PROGRAM It is also possible to view the data extraction module by pressing Udtræk on the bar on imastra's entry screen (figure 1). From here, it is possible to press Vælg trafiksnit on the top of the screen (figure 3) and search for the required traffic cross section by criterion such as administrative road number, road part, km, direction (+/-) and any required number of counted days in the specific period, see figure 4 at the top of the screen. Fig 3. imastra, extraction module here, traffic cross section, report type, period and how extracts are to be delivered may be selected The requested traffic cross section(s) is (are) checked off in the screen Vælg trafiksnit, see figure 4. Then, press Gem and Luk vindue at the top of the screen. Fig. 4. Choose traffic cross section When the screen Trafiksnit is closed, the screen Udtrækskærmbilledet appears, see figure 3. 49

50 ANNEX 5 EXAMPLE TO ILLUSTRATE EXTRACTION OF TRAFFIC DATA AND USE OF QUEUE PROGRAM Here, the report wanted is chosen in column 2. In connection with roadworks, the most relevant reports include Tælling Ugeoversigt, possibly also Grafer, Timeantal, Dagtyper. Be aware that, in the left column with registered traffic in the top box, time intervals may be chosen. The best overview is achieved by choosing hourly intervals, while the current time interval provides a greater accuracy if measurements are made at shorter intervals than one hour. Changes are seldom ly made to field 3 regarding type of vehicle. Normally, all motor vehicles are chosen by not changing the field. In field 4, the period for the extraction is chosen. Often, the best solution would be to choose the same week in which the roadworks will be carried out in the previous year; however, a different week should be chosen if there are public holidays in this week and not in the corresponding week in the other year. In many cases, another period should, however, be chosen owing to lack of counts. In Udtræk til in field 5, it is for instance possible to choose Skærm (pdf) or Skærm (Excel) where Excel is appropriate if it should be possible to continue the calculation of traffic data or if traffic data is to be used in another program, e.g. After having pressed Udtræk, the chosen traffic figures appear in a table or diagram, see figure 5 Fig. 5. Extracts from Mastra 3. Determination of capacity Uden overledning Med overledning Fig. 6. Capacity assessment of open lanes roadworks section capacity for traffic break-down pe/t/spor kti/1l.filio r queue dispersion pe/t/spor capacity ktj/t/spor short long ko1t long Table 6. Vejledende værdierfor kapacitet af arbejdsstrækning på vej med 4 spor ellerflere, kort strækning op til ca. 2 km, lang strækning over ca. 2 km. Der erforudsat en spidstime/aktor på 0,9, ogfor kolonnerne med kapacitetikøretøjer (kl]) erfarudsat 10% store køreføjer 50

51 ANNEX 5 EXAMPLE TO ILLUSTRATE EXTRACTION OF TRAFFIC DATA AND USE OF QUEUE PROGRAM Use the manual Traffic flow for Roadworks, May The manual can be obtained by contacting the Danish Road Directorate, document no , and it can be obtained at the Danish Road Directorate using this link: GetFile.aspx?fileId= &redirect=true Go to Section with table 6, see figure 6. This work section is characterised as short and without rerouting, the capacity of the open lane before traffic break-down is read as1600 vehicle/hour and after queue as 1440 vehicle/hour, see figure 6. In connection with long-term roadworks and where the share of road users who are familiar with the local conditions is high, a higher capacity may, however, be expected. The traffic figures extracted from Mastra can be compared with the capacity, and in this way, it is possible to get an overview of the hours of the day when heavier traffic may be expected than the capacity after the closure of lanes. 4. Queue calculation If it is assessed that it cannot be avoided that the closure at roadworks will cause queues, i.e. if the traffic periodically exceeds the capacity, the extent of queues and waiting times for vehicles can be calculated by means of a queue program. The queue program can be obtained by contacting the Danish Road Directorate, document no. 13/ , and can be obtained at the Danish Road Directorate using the following link GetFile.aspx?fileld= &redirect=true Figure 7 shows an example of the queue program with figures from this example. Traffic figures can be copied from imastra's extracts of Counting Weekly overview in Excel, see figure 5. If hourly traffic figures are used, it is inserted in the left column with blue background, and if 15-minute traffic figures are used, they are inserted in column 2 from the left with blue background, while the hour column is left empty. Fig. 7. Queue program. Hourly traffic figures from Mastra are transferred to the left column with blue background. If 15- min. traffic figures are used, the figures are transferred to column 2 with blue background from the left. Other fields with blue background are filled in in accordance with the current conditions, see also the text concerning method in the queue program. The capacity on the section is entered in the box on the top in the middle. Often, the capacity will be stated as number of vehicles per hour; however, it may also be stated as passenger car units per hour. If, at different times of the day, the capacity differs from the capacity stated, another capacity can be entered in the 15-min. intervals where the capacity is to be changed. This may for instance be the case where a closure is cancelled during rush hours. 51

52 ANNEX 5 EXAMPLE TO ILLUSTRATE EXTRACTION OF TRAFFIC DATA AND USE OF QUEUE PROGRAM Although the other capacity is entered in the column for 15-min. intervals, it is always stated per hour. Share in percent of large vehicles compared to individual trucks/buses and trucks with trailer/semi-trailer is estimated for the relevant section and entered in the box below the capacity for the roadworks. Moreover, the number of lanes at the start of the queue shall be stated, e.g. two on motorways where there are normally two lanes in each direction and number of metres that a passenger car unit is expected to take up in a queue, typically approx. 7 metres. Finally, a change factor for traffic may be stated, i.e. a factor, with which all the traffic figures are multiplied, e.g. because the traffic in the year of the roadworks differs from that in the counted year or because the traffic figures relate to another cross section on the section than the section where the work is carried out. The program describes a method and explains the individual data fields. Press Beregn kø. The result of the calculation is a maximum queue length, 15-min. intervals with queue and total delays in passenger car unit hours. 52

53 ANNEX 6 STANDARD APPLICATION FOR EXEMPTION 53

54 54 54

55 55

56 The Danish Road Directorate has local offices in Aalborg, Fløng, Middelfart, Næstved and Skanderborg and head office in Copenhagen. You can find more information on vejdirektoratet.dk. THE DANISH ROAD DIRECTORATE Niels Juels Gade 13 PO Box 9018 DK-1022 Copenhagen K Phone number vd@vd.dk vejdirektoratet.dk