2C-85-TemporarySign

8/7/2019 2C-85-TemporarySign

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ARAHAH TEKNIK (JALAN) 2C/85

Cawangan Jalan, Ibu Pejabat JKR, K.L

FOR INTERNAL USE ONLY

MANUAL ON TRAFFIC CONTROL

DEVICES TEMPORARY SIGNS AND WORK

ZONES CONTROL

P R E F A CE

The purpose of this manual is to establish uniformity in designand application of all traffic signs and control devices in Malaysia forthe benefit of road users, road and traffic authorities, andmanufacturers of traffic signs.

This manual supersedes and forms part of the revised versionof JKR/J(Rb) 0001/80, Manual on Traffic Control Devices - TrafficSigns. The Manual is now divided into the following parts:

1. Arahan Teknik (Jalan) 2A/85 - Standard Traffic Signs. Standardtraffic signs drawings for Regulatory, Warning and Guide signsare illustrated complete with dimensions. A color chart forall the traffic signs indicates acceptable colors for each sign.

2. Arahan Teknik (Jalan) 2B/85 - Traffic Sign Applications.

It consists of, with the exception of Temporary signs, designcriteria and location requirements for all traffic signs.

3. Arahan Teknik (Jalan) 2C/85 - Temporary Signs and WorkZones Control. It consists of standard temporary sign drawingsand their application in the work zones.

4. Arahan Teknik (Jalan) 2D/85 - Road Markings and Delineation.Standard road line paints, road markings and delineators areidentified together with guides on their applications.

The specifications in this manual are recommended to be usedfor all new signs and for all replacements of existing signs whichhave outlived their usefulness.


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PART ONE: TEMPORARY SIGNS .

1. GENERAL ON TEMPORARY

SIGNS.

Temporary operations, such as road

construction and maintenance operations,

represent unusual roadway conditions and

warrant special attention. If the temporary

operations require measures different from

those normally in effect,the existing perma-

nent traffic signs shall be removed or cov-

ered and superseded by the appropriate tem-

porary sign. In other words, temporary signs

are used to notify road users of specific haz-

ards which may be encountered when tem-

porary operations are underway.

Temporary signs shall be placed in

positions where they will convey their mes-

sages most effectively and placement must

therefore be accommodated to highway

design and alignment. The signs shall be so

placed that road users will, have adequate

timer for response.As a general rule signs

shall be located on the left-hand side of the

highway. Where special emphasis is deemed

necessary, dual installations may be made

which consist of duplicate signs oppositeeach other on the left and right sides of the

roadway, respectively. Within a construction

or maintenance zone, however, it is often

necessary and/or desirable to erect signs on

portable supports placed within the roadway

itself. It is also permissible to mount

appropriate signs on barricades.

Temporary signs should be mounted

on portable supports that are suitable for

temporary conditions. All such installations

should be so constructed to yield upon

impact and to minimize hazards to

motorists. For maximum mobility on certain

types of maintenance operations, a large

sign may be effectively mounted on a vehi-

cle stationed in advance of the work or mov-

ing along with it. This may be the working

vehicle itself, as in the case of shoulder-

mowing or pavement marking equipment, or

a vehicle provided expressly for this

purpose.These mobile sign displays may be

mounted on a regular maintenance vehicle.

2. DESIGN OF TEMPORARY SIGNS

Temporary signs are either circular,rectangu-

lar, or diamond in shape. The colors shall be

black symbol or word message and border on

orange backround unless specified or show to

be otherwise in the accompanying illustrations.

Retro-reflective sheetings of minimum engi-

neering grade shall be used on all temporary

sign.

In addition to temporary sign, flashing bea-

cons and other form of delineations shall beused to supplement guidance through the work

zones.



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TEMPORARY SIGNS


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PART TWO: WORK ZONE CON-TROL

1. INTRODUCTIONWhenever work is done on or near the road

way, driversare faced with ngng nd unex

pected traffic conditions.

These changes may be hazardous for drivers,

workers,and pedestrians unless protective

measures are taken.

Drivers will not make a distinction between

construction, maintenance, or utility opera

tions. Proper traffic control and safety are

needed for all types of work.

This part has been designed and written to

explain the application of the standards tothe various' work situations. It should be use

ful to anyone involved with planning,

designing, :installing, maintaining, and

inspecting traffic control'. The illustra

tions scan beused for 'a quick guide for-

various examples of traffic control.

Contained in this part are guidelines varying

from planning' traffic control to fit the needs

of a-particular work activity to' the reasons

for keeping accurate records."

TRAFFIC CONTROL ZONES

When traffic is affected by construction,

maintenance, or utility operations, traffic

control is needed to` safely guide and protect

motorists,' pedestrians, and workers in

a "traffic control zone". The traffic control

zone is the distance between the first

advance warning sign and the point beyond

the work area where traffic is no longer

affected.

Most traffic control zones can be divided into

these specific parts:

a) Advance Warning Area

b) Transition Area

c) Buffer Space

d) Work- Area

e) Termination Area.

If no lane or shoulder closure is involved,,

the transition area will not be used. In this

chapter, each of the ".Parts" will be-exam

ined for one direction of travel.-If ,the work

activity affects more than one direction of ,

travel., the same principles apply, to traffic in

all directions. Figure -2-1, illustrates the five

parts of a traffic .control. zone to be -.,dis

cussed-in this section.

2.1 Advance Warning Area

2.1.1 An advance warning, area is necessary for

all traffic control zones because-

rivers.need.to know what to expect. .Before

reaching the work area, drivers

should have, enough time to alter their driv

ing patterns. The advance warning area may

vary from as eries of signs starting 1 km, in

advance of the work area to a single sign or

flashing lights on a vehicle,

2.1.2 When the work area, including access to

the work !_,area; is entirely, off the shoulder-

and the work does ' ,not interfere with traf

fic, an advance warning sign -may not be-

needed. An advance warning sign should be

used when any problems or conflicts with

the flow of traffic may be anticipated.,

2.1.3 The advance warning area,from the first

sign to the start of the next area, should be

long enough to give the motorists adequate

time to respond to the conditions. For most

operations, the length can be:

a) 2 km to '1 km for expressways

b) 500m for most rural roadways or open high

ways conditions.

c) at least 100m for urban roadways. 9,8



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2.2 Transition Area

2.2.1 When work is performed within one or

more traveled lanes, a lane closure(s) is

required. In the transition area, traffic is

channelized from the normal highway lanes

to the path required to move traffic around

the work area. The transition area contains

the tapers which are used to close lanes.

2.2.2 The transition area should be obvious to

drivers. The correct path, should be clearly

marked with channeliz.ing devices and pave

ment markings so that drivers will not make

a mistake following the old path. Existing

pavement markings need to be removed and

new markings placed when they conflict

with the transition. Pavement markingarrows are useful in transition areas.

2.2.3 With moving operations, the transition

area moves with the work area. Ashadow

vehicle may be used to warn and guide traf

fic into the proper lane.

2.2.4 A 'taper is a series of channel.izing

devices and pavement markings placed on

an angle to move traffic out of its normal

path. Four general types of tapers used in

traffic control zones are:

a) Lane closure tapers are those necessary for

closing lanes of moving traffic (sometimes

referred to as.channelizing tapers

b) Two-way traffic,tapers are those needed to

control two-way traffic where traffic is

required to alternately use a single lane

(commonly used when flaggers are present)

c) Shoulder closure tapers are those needed toclose shoulder .areas:

d')Downstream tapers are those installed to

direc traffic back into its normal path. 29

2.2.5 Lane Closure Taper

a)The length of taper used to close a lane

is determined by the speed of traffic and the

width of the lane to be closed (the lateral dis

tance' traffic is shifted). There are two for

mulas for determining the length of a taper

(L) used for lane closures(Figure 2-2 of this

section). If restricted sight distance is a prob

lem, the taper should begin well. in advance

of the view obstruction such as sharp vertical

or horizontal, curves.

The beginning of `tapers should of be hidden

behind curves.Figure 2-3 shows the taper

lengths, the recommended number, and

spacing of channelizing devices.

b)Generally, tapers should be .lengthened, not

shortened, to increase their effectiveness.

Observe traffic to see if the taper .is working

correctly, Frequent use of brakes and evi

dence of skid marks is an indication that

either the taper is too short or the advance

warning is inadequate.

2.2.6 Two-Way Traffic Taper

a)The two-way traffic taper is used in advance

of a work area that occupies part of a two-way road in such a way that the remainder

of the road is used alternately by traffic in

either direction. In this situation, the function

of the taper is not to cause traffic to merge,

but rather to resolve the potential head-on

conflict. A short taper is used to cause traffic

to slow down by giving the appearance of

restricted alignment. Drivers then have time

at reduced speed to decide whether to pro

ceed cautiously_ past the work space or to

wait for oppos ngtraffic to clear. Aflagger is

usually



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b)Two-way traffic tapers should be 15 to 30

meters long, with channelizing devices

spaced a maximum of 3 to 6 meters respec

tively, to provide clear delineation of the

taper.

2.2.7 Shoulder.Closure Taper

a)When an improved shoulder is closed on a

high-speed roadway, it should be treated as a

closure of a portion of the roadway which

the motorists expects to use in an emergency.

The work area on the shoulder should be

preceded by a taper that may be shorter than

for lane closures. One-half of the length

from Figure 2-3 is suggested as a maximum

for shoulder closure tapers, provided the

shoulder is not used as a travel lane. If theshoulder is being used as a .travel lane,

either through practice or through use caused

by construction, a lane taper closure should

be placed on the shoulder.

2.2.8 Downstream Taper

a) A downstream taper is used at the, down

stream, end of the work area to indicate to

drivers that they can move back into the lane

that was_closed. It is placed in the termina

tion area. While closing tapers are optional,they may be useful in smoothing traffic flow.

They, may not be advisable when material

trucks move into the work area by backing

up from the downstream end of the work

area.

b) Closing tapers are similar in length and spac

ing to two-way traffic -tapers.

2.3 Buffer Space

2.3.1 The buffer space is the open or unoccu

pied space between the transition and work

areas (Figure 2-1). With a moving operation,

the buffer space is the space between the

shadow vehicle, if one is used, and the work

vehicle. 31

2.3.2 The buffer space provides a margin of

safety for both traffic and workers If a driv

er does not see the advance warning or fails

to negotiate the transition, a buffer space

provides room to stop before the work area.

It is important for the buffer space to be free

of equipment, workers, materials, and work

ers vehicles

2:3.3 Place channelizing devices along the edge

of the buffer space. The suggested spacing in

meters is equal to two times the spacing for

lane closure taper

2.3.4 Situations may' occur where opposing

streams of traffic are transitioned so one .

Lane of traffic uses a lane that normally

flows in the opposite direction. In these situations, a buffer space should be used to sep

arate the two tapers for opposing directions

of traffic because it could help prevent head-

on collisions.

2.4 Work Area.

2:4.1 The work area is that portion of the

roadway which contains the work activ ty

and is closed to traffic Viand Set aside for

exclusive use by workers, equipment, and

construction materials. Work areas mayremainin fixed locations or' may move as

work progresses. An empty buffer space

may be included at the upstream end. The

work area is usually delineated by channeliz

ing devices or'shielded by barriers to exclude

traffic and pedestrians.

2.4.2 Conflicts between traffic` and the work

activity or potential. hazards increase as:

a) The work area is closer to the traveled lanes

b). Physical,deterrents to normal operation

exist, such as uneven pavements, vehicles

loading or unloading.



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c) Peed and volume of traffic :increase

d)The change, in travel path gets more com

plex shifting traffic a few meters in compari

son n with shifting traffic across the median

and into lanes normally used by opposing

traffic.

2.4.3 Work areas that remain overnight have a

greater need for delineation than daytime

operations. 2.4.4 Guidelines

a) Use traffic control devices to make the work

area clearly visible to traffic.

b) Place channelizing devices between the

work area and the traveled way. Devices

placed on a tangent (along the work area) tokeep traffic out of. a closed lane should be

spaced in accordance wi.th the extent and .

type of activity, the speed limit of the road

way, and the vertical, and horizontal align

ment such that it is apparent the lane is

closed. For highspeed roadways, the devices

should be-spaced 2 to 4 times the spacing

for lane closure taper.. For-low-speed or

urban roadways, a closer spacing may be

used.

c) Provide a safe entrance and exit for workvehicles.

d)Protect mobile and moving operations

with adequate warning on the work ,and/or.

shadow vehicles.

e)Flashing lights and flags should be consid

ered on work vehicles, exposed to traffic.

2.5 Termination Area

2.5.1 The termination area provides a short dis

tance for traffic to clear the work area and to

return to the normal traffic lanes. It extends

from the down stre Am end of the work area

to the PEMBINAAN TAMAT sign. A down

stream taper may be placed in the termina

tion area.

2.5.2 For, some work operations, such as single

location utility or maintenance repair, it may

not be necessary to display a sign as it will

be obvious to drivers that they have passed

the work area.

2.5.3 There are occasions where the termina

tion area could include a transition. Forexample, if a taper were used to shift traffic

into opposing lanes. -around the work area,'

then the termination area should have a taper

to shift traffic back to its normal-path., This

taper would then' be in the %transition area

for' the opposing direction of traffic. It-:is

advisable to use'` a buffer space between the

tapers` for opposing traffic.

2.5.4 Avoid gaps in the traffic control that

may falsely indicate to drivers that they' have

passed the work area,- For example; if thework area includes intermittent activity

throughout a 1 - kilometer section, `the drivers

should be reminded periodically that they are

still. in the work area. The primary purpose of

the guide sign KAWASAN KERJA m is to

inform the drivers of the length of the work'

area. It should not be erected until work

begins.



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ARAHAH TEKNIK (JALAN) 2C/85FOR INTERNAL USE ONLY


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Formula

L=ws

155

L=ws

1.6Where L= taper length

W= with of lane or offset

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

Figure 2-2. Formulas for taper lengh

Number of Spacing of

Speed Lane With in Meters Channelizing Devices Along

Limit Devices for Taper

K.M.H Taper * in Meters

3 3.5 3.75

30 17 20 22 5 6

40 30 35 40 6 7

50 50 55 60 7 9

55 60 70 75 8 10

65 80 95 100 9 12

70 130 155 165 13 13

80 150 175 190 13 15

90 170 195 210 13 16

Figure 2-3. Taper Lengths for Lane Closures-Distance L

* Base on 3.75 meter wide lane. This column is appropriate

for lane widths less than 3.75 meters

70 kmh or over

Taper Lengh

FORMULAS FOR TAPER LENGTH

Posted Speed

65 kmh or under


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AREA

DISTANCE

SPACING

OF

DEVICES

ADVANCE

WARNING

ARE

A

Expressways

1

-

2

km

min.

50

m

apar

t

Rura

l

Roa

dways

orO

pen

Hig

hways

'500

`m

in.

50

m

apar

t

Ur

ban

Roa

dways

100

m

(m

ina

)

min.

15

m

apar

t

TRANSITION

AREA;

Lane

closure

Taper

As

in

Fig.

2

-3

As

in

Fig.

2--

3

2-way

Tra

ffic

Taper

15

-

30

m

3

_..

6

m

apar

t

Shou

lder

C-

losureT

aper

Ha

lf

the

va

lue

s

of

As

in

Fig.

2-

3

Fig.

2-

3

(max

.)

Downstream

Taper

15

-

30

m

3

-

6

m

apar

t

BUFFER

SPACE

Ar

bitrary

-Dou

ble

the

va

lues

of

,Fig.

2-

3

WORK

AREA,

Ar

bitrary

Dou

ble

or

four

..

times

the

va

lues

of

Fig.

2-

3

TERMINATION

AREA

Downs

tream

Taper

15

-

300

-,

3

--

6

m

apar

t

Figure

2-

4

Details'ofTra

ffic

Con

tro

l

Zone

Areas


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3.0PLANNING FOR TRAFFIC CON-

TROL

During,plann ng--for work zones one should

strive for the greatest payoff in terms of safety

and convenience at a cost commensurate with

the' hazards and problems involved. A,properly

installed,traff c control, zone will allow traffic

to pass through or around a work zone safely

and requires time and effort for planning,

installation, and maintenance. All' employees

involved with work zone safety should be

properly trained.' These include design, traffic

and constnic engiaeers, inspectors, superintend-

ents,' and foremen.

Planning for traffic, control through a construc-tion zone may be more involved than for main-

tenance or utility zones

because of the differences in traffic disruption

and duration of-the-work. ,Although t-he

requirements for safety in-all-zones are the

same, planning`for'the three types of work

operations will be discussed separately. Traffic

volume and length of time that the closure will

be in effect both determine the exposure of traf-

fic to potential hazards. The goals common to,

all traffic control zones are:

a) to minimize accidents and accident severity

b) to minimize inconvenience and conflicts as a

result of the work

3.1 Minimize Accidents

3.1.1 For all work zones, the first fundamental

principle is that safety should have a high

priority through all stages of the work:

3.1.2 Guidelines

a) Use traffic control devices that are visible

and effective.

b) Follow the standards on the use and location

of tapers and transitions. Avoid introducing

severely reduced travel path geometrics at

the approaches to or within the work area.

c) Minimize fixed object hazards. For example

lightweight channelizing devices and sand

bags (to act as a buffer) should be used to

protect barrier ends. Sand bags are recom

mended too to be,placed on the,.bottom of

supports for various devices so they do not

become a projectile as a result of a collision..

d) Minimize traffic conflicts with workers and

equipment. Consider using a portable barrier.

e) Provide night visibility with illumination,

reflectorized devices, and pavement mark

ings.~,onsider floodlighting hazardous areas.

f) Provide safe pedestrian walkways by separating pedestrians from vehicular traffic and

work activities. Provide safe pedestrian

and.vehicular,access across or through drive

ways.

g) Store equipment and materials outside the

recovery area for errant vehicles.

h) Provide a buffer space between traffic and

workers.

i) Provide safe,employee access to work, stor

age areas, businesses, residences, and within

the work area. Provide a safe entrance and

exit for work vehicles. This may require theuse of temporary traffic signals, flaggers, or

temporary portable barriers. j) Plan for the

safety of workers on the project. As required

by safety and health regulations, provide

safety clothing, hardhats, and equipment for

employees.



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k) Flashing lights and flags should be utilized

on work vehicles exposed to traffic. To pro

tect mobile and moving operations, shadow

vehicles may be used and equipped with

signs, flags, and flashing lights as' appropri

ate.

3.2 M;inimize Inconvenience

3.2.1 Work in or near traveled lanes couses

confusion and disruption of normal traffic.

The traffic control plan should be aimed at

reducing inconvenience and conflicts.

3,2.2 Guidelines.

a) Close only those lanes that must be closed,

and reopen them as soon as practicable tomaintain maximum roadway capacity.

b) Avoid-severe-speed reductions.

c) Avoid,,traffic delays that could cause back

ups.

d) void scheduling work during peak hours and

holidays.

e) Prepare an alternate route or plan in case of

an accident or other emergency. If an alter

nate route is not feasible be prepared to

use signs, flaggers, and radio announcements

to warn traff.ic of the backup and explain the

delay.f) Reduce inconveniences forpedestri

ans and bicycles by providing the shortest

and safest path, safe clearances and mini

mum grades, steps, and curbs.

g) Emergency organizations, such as police,

fire, and ambulance services, should be noti

fied prior to the start of work, allong time for

them to adjust their routes.

h)Emergency vehicles should have a high

priority in passing through a work zone or

using an alternate route

i) Access to police and fire stations, fire

hydrants, and hospitals should be maintained

at all times.

3.3 Utility Work Zones

3.3.1Utility work may be divided into three

classifications; emergency, maintenance, and

new construction. The guidelines for traffic

control listed here are for normal situations

and additional protection should be provided

when special complexities and hazards

exist.

3.3.2. Emergency Work

a) Can occur at any time of day or night b)

May be caused by storm damage

c) May involve customer disruptions of utility

service.

d) Work operation usually involves a small

crew and a work vehicle for a short period of

time.

e)The work ve:licle should be equipped with a

yellow flashing li;ht,a limited number of

portable signs and channelizing devices in

good condition, and equipment for flaggersin the event they are needed.

f) The extent of traffic control may be less than

longer term construction or maintenance, yet

the safety of pedestrians, motorists, and

workers should be provided.

3.3.3 The public will. not easily make a dis

tinction between maintenance and new con

struction so the type of traffic control-used-

should be adequate for the nature, location, a

nd duration of work, type of roadway, traffic

volume and speed, and potential hazard.

New construction and some maintenance

activities are planned (as opposed to emer

gency activities) so these guidelines should

be followed.

a) In urban areas, consider avoiding the hours

of peak traffic when scheduling work.

b) Maintain street and road work areas for only



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as long as is necessary to safely move in,

finish the - work, remove all utility work

signs, and move out.

c) Take special care to clearly mark suitable

boundaries for the work space with channel

izing devices so pedestrians and drivers can

see the work space. If any of the traveled

lanes are closed, tapers shall be used as

required. If a shoulder is closed, a shoulder

taper is suggested.

d) Pedestrians should not be expected to walk

on a path which is inferior to the previous

path. Loose dirt, mud, broken concrete, or

steep slopes may force pedestrians to walk

oh the roadway rather than the sidewalk.

Repairs (temporary or permanent) to dam

aged sidewalks should be made quickly. This

may include bridging with steel plates orgood quality wood supports.

e) Any"work which cannot be completed dur

ing the day and impedes traffic or presents a

hazard overnight might need additional

attention. Reflectorized signs and channel

iz.ing devices are required. Warning lights

are optional' but should: be considered.

f) Any member of the crew who serves as a

flagger should be equipped with a red flag or

a circular red (stop) paddle, a reflective vest,

and be trained for proper flagging proce

dures.g) Work areas :involving excavations on. the

roadway generally should-not' exceed the

width of one traffic lane at a time. The work

should be stage and, if needed, approved

bridging should be utilized. This type of

activity should

be fully coordinated with the District JKR

having jurisdiction over the roadway.

3.4 Highway Maintenance Work Zones

3.4.1 Maintenance operations are needed to

preserve, repair and restore the roadways and

include those activities performed on travelway

surfaces, shoulders, roadsides, drainage facili-

ties, bridges, signs, markings, and signals.

3.4.2 These operations may be emergencies

(as a result of storms or accidents), or planned

activities. They may be stationary, mobile, or

moving operations. The traffic control needed

will vary according to the nature, location and

duration of work, type of roadway and speed of

traffic and potential hazard. It is intended thatthe guidance in this section will apply to utility

work, maintenance, and construction work

zones.

3.5 Traffic Control Plans forConstruction Operations

3.5.1 The following factors need to be consid-

ered for the Traffic Control Plans:

a) Economic and community

* commercial business districts* residential locations

* recreation areas

* shopping centers

* railroad crossings

* rural areas

* other work planned adjacent to: or within the

area of the project

b) Traffic

* volumes

* bicycle

* large vehicles such as trucks and buses

* speed of traffic

* capacity of roadway

* traffic signal operation (effect on existing..

vehicle detectors)

c) Seasonal changes and weather.

* maintaining traffic control during seasonal.

shutdowns



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* loss of visibility and damage to devices dur

ing rain

* maintenance of traffic control devices (clean

ing, cutting vegetation away from signs)

.3.5.2 A 24-hour work day may be desirable

as it allows the total number of working days to

be decreased. Consideration should include:

a) Neighbourhood objection to nightime noise.

b) Higher percentage of drinking drivers at

night

c) Limited available commercial services, such

as supply of ready-mix concrete or.aggregate

3.5.3 The controlled staging of construction

should be considered, including:

a) The location of work (on roadway,: shoul

ders, or sidewalks) b)The number of lanes

required for- the-work activity

c) Hours of a day during which a ,lane may be

closed

d) Whether work may progress simultaneously

in both directions of traffic

e) The length of the work area (controlled stag

ing such as guardrail removal and immediate

replacement)

f) Minimize time of exposure to hazards such

as dropoffsg) Time .involved, such as curing bridge decks.

h) Remove or protect hazards created by the

work activity within the recovery area such

as boulders, drainage basins, pipe, head

walls, blunt ends of guardrails, and sign sup

ports

i) Delays during traffic control set-up and take

down time (preferably during low traffic vol

ume periods)

3.5.4 Materials developed for the Traffic

Control Plans may include but are not limited

to:

a) Scaled drawings of the control zone

b) List of devices selected for installation c)

Special manpower needs, such as flaggers d)

Copies of permits

e) Phone numbers of officials to"be contacted

in an emergency

f) Scaled drawings of construction stages,-

.including detours

g) Schedules for times during the day when

work is permitted or when certain lanes should

remain open

3.6 Detours, Transitions, andMedian Crossovers

3.6.1 Studies have shown that reliance upon

speed zone signing solely is not an effective

method of reducing travel speed in work

zones. This should' be recognized during

the desipn6f the project and the following

are some guidelines for determining speed

limits in detours transitions and median

crossovers:

a) Detours and crossovers should be designed

for speeds equal. to the existing speed limit

if at all possible. Speed reductions should

not be more than 20km/h below the limit of

the entering roadway.

`b) Where a speed reduction greater than

20km/h is unavoidable, the transition to the

lower limit should be made in' steps of not

more than 20km/h.

c) Where severe speed reductions are necessary

police or flaggers may be used in addition to

advance signing. The conditions requiringthe reduced speed should be alleviated as

soon as possible.

3.7Transitional Areas fromConstruction Zones to Sections ofOlder Roadways.

3.7.1 Transitional areas from construction

zones to sections of older highways should

be carefully designed and located so that the

driver can adjust to the reduced standards or

changed conditions. It should be recognized

that these transitional, areas may remain in

place for a period of time until. the adjacent

section of roadway is improved.

The following factors should be considered

when designing, constructing, and operating

these transitional areas:



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a) Provide adequate sight distance and geomet

rics consistent with the roadway'having the

higher - design speed.

b) If channelizing devices, other than portable

barriers, are used, they should be lightweight

or yielding.

c) Sign supports should be yielding or break

away. Pavement markings should be used to

provide a well defined path.

d) Transitional area should be kept clear: of

unnecessary hazards.

4.0 FUNCTION OF DEVICES

Traffic control devices include signs, signals,

lighting units, pavement markings, delin

eators, channelizing units, hand :signaling

signs or flags, and portable barriers which

are used. to warn, guide, or regulate traffic.

This chapter discusses proper application,

and placement for various devices used.

Figure 4-1 notes how several devices may be

attached to other devices and supports.

4.1 Signs

4.1.1 Typical temporary signs for construction

and maintenance are available and shown in

the illustrations at the end of Part One.

4.1.2 Choosing Signs

a) Choose-signs that are appropriate; signs

that accurately describe the work sit

uation.

b)Choose the message on signs according to

what action the driver needs to take. Use

larger signs when greater visibility is desired,

as with high speed or volume. Avoid mes

sages having only a local meaning since it

may not be clear to strangers.

c) Start with a .common sign at the beginning

of the work area. Then; use signs with more

specific messages,, with the most specific

sign, stating what action should be taken,

closest to the work area Drivers sometimes

forget what they are told so the last sign in

the advance warning area should tell them

specifically what to look for or expect, such

as a flagger car A one-lane road:

d) The massage 'PEMBINAAN DI HADA-

PAN" or "ORANG BEKERJADI HADA-

PAN" with an appropriate distance, is used on

the signs. Use the end of the advance warning

area as deciding on the distance on the signs.

For example KAWASAN KERJA 1000 m

means that the advance warning area ends, and

the transition or work area starts.



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e) The overall effect of the signs should be to

make the driver aware of what he is proach

ing and what action may be required.

f) The warning area length for moving opera

tions will vary according to geometrics and

sight distance.

4.1.3 Sign Spacing

a) Where a series of advance warning signs are

used, the warning sign nearest the worksite

should be approximately 150m from the

point of restriction with the additional signs

at 150-300 meter intervals.

b) A"rule-of-thumb" for the spacing between

signs in a series is:

* 50m for urban, residential or business dis

tricts, or with speeds under 60km/h

* 150m for urban arterials, and rural roads, or

with speeds over 60km/h

* 300m for expressways

4.1.4, The :location of` the advance warning

area may need to be adjusted when special

problems are encounted.

a) Urban: distance restrictions can be imposed

by the length of city blocks, additionaladvance warning - may be necessary due

to. 'extra'' intersections created by--alleys,

shopping centers, and side roads.

b) Rural.,open highway: there is a need for

greater warning distances and larger signs

c) Divided roadways and-one-way streets with

two or more lanes in one direction: signing

on both sides of the roadway should be con

sidered if a median is available: Existing

overhead sign structures may be used for the

signs.

d) Signs should be high enough to be seen

over parked cars or heavy traffic.

e) Signs should not block the view of vehicles

entering the area.

f) All signs should be carefully placed for best

visibility. Existing signs which are not need

ed during the work activity should be

removed. In most cases, the signs should be

moved in front of view obstructions, such as

hills, curves,: buildings, and vegetation.

Larger signs or higher mounting should be

considered.

4.1..5: Speed zone signing, either advisory or

regulatory, is usually not an effective way to

control traffic. Posting severely reduced

speed limits that cannot be enforced is par

ticularly ineffective. The need for speed

reduction must be obvious to drivers.

Drivers will slow down only if they see that

they need to Emphasis is needed to provide

good geometrics in transitions.

4.1.6 If traffic is heavy and becomes backed

up, additional warning signs should be

placed in advance of the backup.

4.1.7 A drive-through check, both day and

night, should be made to determine if signs

have been properly spaced to allow adequate

driver response time.

4.1.8 Signs may be attached to posts or

portable supports. Use fixed sign supports on

long-term projects. Portable supports are

more practical for-short-term projects or

changing activities such as flagging.

Lightweight, yielding,-or breakaway sup

ports should be used for all sign installations.To avoid glare from headlights, signs may be

tilted back and away slightly from the

roadway.

4.1.9 Minimum height and lateral clearance

for signs attached to posts are shown in

Figure 4-2. Signs on portable pports should

be at least 0.3m above the roadway.

Sign,locations and mounting heights may be

adjusted above the minimum requirements

to obtain good visibility 4.1.10 Reflectorized

signs should be checked periodically for

proper reflectivity and cleanliness. One

method is to drive through the work zone at

night using low-beam headlights. Another

method .is for the inspector to use a piece of

ref.lectorized sign material (inspector's

guide) which.has been predetermined by the

respective supplier agency to be of minimum

acceptable quality for reflectivity; Place the



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inspector's, guide on the sign to be inspected.

Step back about 10 meters, view the sign

and inspector's guide with a flashlight held

close to the eye. If the inspector's guide is

brighter than the sign, the sign should be

cleaned and/or replaced.

4.1.11 Illuminated signs should be considered:

when a reflectorized sign 'ia not effective, as

when.,the sign is overhead or when

background light sources reduce: the sign's

visibility.

4.2 Channelizing Devices

4.2..1. Cones

a) Cones are lightweight channelizing devicesthat may be stacked for storage, are easy to

place and remove, and are minor impedence

to traffic flow. For stability, a rubber or sand

collar or specially weighted base may be

added. Cones cause no damage when hit.

They shall be at least 450mm high, but taller

cones-should,be,used on expressways and

other roadways-where speeds are relatively

high, or wherever more conspicuous; guid

ance.is,needed. Taller cones, 900mm high,

have good daytime visibility, see Figure 4-3

b) The disadvantages of cones are that drivershave less respect for them and they are easi

ly displaced or knocked over unless properly

weighted down.

4.2.2 Vertical Panels

a) Vertical panels are used as either channeliz

ing or warning devices but are not as

portable or easy to install as cones. They

should be mounted on lightweight posts

driven into the ground or placed on

lightwight portable supports and may be

mounted back to back and used between

opposing lanes of traffic (see Figure 4-3)

b) Vertical panels are advantageous in narrow

areas, where barricades and drums would be

too wide

4.2.3 Drums

a) Drums are used as either channelizing or

warning devices. These devices may be

highly visible, give the appearance of being

formidable objects and, therefore, command

the respect of drivers. Generally drums are'

limited to longer-term work operations

because of the size and weight. For stability,

a small amount of sand may be placed in the

drum. (see Figure 4-3)

b) Disadvantages of drums are the possibility

of rolling across the road when hit and diffi

culties of storage and placement

4:2.4 Barricades

a) Barricades should be constructed of lightweight materials. Barricades are classified as

Types I, II, and III. (The type is determined

by the number of rails facing traffic) Types I

and II are normally used for either channel

izing or marking hazards, while Type III are

used for road closures. (See Figure 4-3).

b) Types I and II have stripes on both sides and

may be used to separate opposing lanes of

traffic. Type III usually faces one direction of

traffic, so the stripes are on one side only.

The stripes should slope' down toward the

side where traffic is to pass.c). Barricades may be highly visible due to that

large amount of reflective area,offer a means

of supporting signs, and are useful for pedes

trian control. They may, however, be cum

bersome, for short-term projects and, if the

barricades are heavy and rigid, may cause

excessive damage: if hit.

4.2.5 Sharp Deviation Signs

a) Sharp deviation signs should be constructed

of lightweight materials. They are normally

used to warn drivers of sharp deviation or

sharp change in the horizontal alignment of

the roadway.(see Figure 4-3)

b) Sharp.dev ation sign should be highly visible

and the V-shaped,-reflective stripes should

always point to the alternative direction that

the traffic should .. take.



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4.2.6 Tubular Markers

a) Tubular markers are similar to cones in that

they are lightweight, easy to install, and are a

minor impedence to traffic flow. Tubular

markers may be set in special weighted

bases or fastened directly to the pavement.

They offer a particular advantage, due to the

narrow size, to form new lanes or separate

two-way traffic for a 'short-term activity.

b) Tubular markers shall be at least 450mm,

high, with taller devices preferred for better

visibility. They have the same disadvantages

as cones with the addition that tubular mark

ers have less visible ar;a. See Figure 4-3

4.2.7 Barriers

a) There are four primary functions of barriers

* Keep traffic from entering a work area or

from hitting an exposed object or excavation

* Provide positive protection for workers

* Separate two-way traffic

* Protect construction such as falsework

bridges.

b) Portable barriers are made of concrete,

metal or other materials and are strong

enough to prevent vehicle penetration and to

redirect vehicles. Portable concrete barriersmay be precast sections with built-in con

necting devices.

c) Barriers may serve the additional function of

channelizing traffic. When used as channel

izing devices, barriers should be light in

color for increased visibility. Delineators or

steady-burn warning lamps may be attached

to the barrier for channelization. A solid

edgeline may be placed on the pavement

adjacent to the barrier.

d) The need for barriers should be based on an

engineering analysis. Concrete safety-shape

barriers are designed

to minimized the damage when they are hit.

When a barrier is used in a lane closing situ

ation, the barrier should be preceded with

channelizing devices placed along a standard

lane closing taper'.

e) On construction projects, particular attention

is needed for connecting portable or tempo

rary barriers to adjacent existing barriers or

guardrails.

f) Exposed ends of barriers should have crash

cushions to protect traffic. Another way to

protect traffic is to flare the ends away from

the roadway by extending the barrier beyond

the clear roadside recovery area

4.3 Markings

4.3.1 Pavement Markings a) Drivers use

pavement markings as a primary means

of guidance. Pavement markings include

lane stripes, edge stripes, centerline stripes,

pavement arrows and word messages.

Markings are made of (with bead reflector

ization)paint, raised reflectorized markers,

preformed reflectorized plastics, hot reflectorized plastics, epoxies and other materials

placed by heating and spraying

b) The standard markings planned, for the road

should be in-place before opening a new

facility to traffic. Also, if revised lane pat

terns are planned for the work zone, tempo

rary markings should be placed before the

traffic is changed. Where this is not feasible,

such as during the process of making a traf

fic shift or carrying traffic through surfacing

operations, temporary delineation may be

accomplished with lines of traffic cones orother channelizing devices.

c) When.pavement,_placed ,during the day is

to be opened to traffic at night and perma

nent striping cannot be placed before the end

of work, a temporary stripe should be

applied to provide an indication to the driver

of the location of the lane or centerline.,

Standard marking patterns are most desirable

for this use. One rockscreened seal, coats,

striping shrould be pplied.follow.ng`removal

of excess screenings.

d) For relatively long-term. use or when the

surface is to be covered later with another

layer, reflectorized traffic'paint,:or pre

formed:adhesive-backed tape, `-with or.-

,without .raisedpavement markers should be

considered. For relatively short-term use,

and when frequent-shifts are,- to be made,

adhesive-backed reflectorized tape is useful.

Raised pavement markers may be used to



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form the pavement markings or may be used

to supplement marked stripes. High speeds

and volumes of traffic may justify raised

markers for even comparatively short peri

ods". They are particularly valuable at

points. of curvature and transition.

e) Pavement arrows are useful in guiding traffic

when the traveled way does not coincide

with the configuration of the exposed surface

area, such as when the color of the transition

pavement is different from the existing pave

ment. Pavement arrows are especially useful

on a two-way, undivided roadway

to remind driver of opposing traffic. TWO-

WAY TRAFFIC . signs should be used :in

conjunction with the arrows for the applica

tion. The arrows should' be completely

removed once the two-way traffic conditionis no longer needed.

f) Whenever traffic is shifted from its normal

path, 'whether a lane .s closed, lanes are nar

rowed, or traffic is shifted onto another road

way or a detour,

conflicting pavement marking shouia be

removed. Exceptions to this may be made

for short-term operations, such as a work

zone under flaggers control, moving or

mobile operations. Use of raised pavement

markings or removable markings may be

economical since they are usually easier'toremove when no longer needed. 3.2

4.3.2 Delineators

a) Delineators are refliective units with a mini

mum dimension of approximately 75mm.

The reflector units can be seen up to 300m,

under normal conditions, when reflecting the

high beams of a car, and should be installed

1.2m, above the roadway on lightweight

posts.

b) Delineators should not be used alone as

channel zing devices in work zones but may

be used to supplement these channel zing

devices in outlining the correct vehicle path.

They are not to be used as a warning device.

To be effective, several delineators need to

be seen at the same time. The delineators

should be white on the left side and red on

the right side of the roadway. On the right

edge of divided highways and on one way

roadways, they shall be yellow.

4.4 Lighting Devices

4.4.1 Warning Lamps

a) Most of the warning lamps in common use

are portable lens directed enclosed units and

may be used on channel izing devices and

signs., The color of the light emitted shall be

yellow (amber). They may be used in either

a steady burning or flashing mode.

b) The principal: types and uses of warning

lights are:

* Flashing lamps, Type A are appropriate for

use on a channel izing device, such as a

barricade, to warn of an isolated hazard atnight

* High intensity lamps Type B, are appropri

ate to use on advance warning signs day and

night.

* Steady burning lamps, Type C, are appro

prite for use on a series.of channelizing

devices which either form the taper to close

a lane or shoulder or keep a section of lane

or shoulder closed, and are also appropriate

on the channelizing devices alongside of the

work area at-night. (see Figure 4-1)

4.4.2 Work vehicles in or near the traffic areas

are hazards and should be equipped with

flashing lights. The vehicle warning lights

may be emergency flashers, flashing, strobe

or rotating beacons. High intensity lights are

effective both day and night. These lights

should be used in addition to other channel

izing and warning devices. However, in

some emergency situations, where the work

will. be in progress for a short time, these

flashing vehicle lights may be the only warn

ing device.

4.4.3 Floodlights

a) Floodlights are used to light work activities,

flagger stations and other restricted or haz

ardous areas at night when area lighting is

not sufficient. Floodlights should be posi

tioned or shielded to prevent glare to the



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drivers. The increased visibility provided by

floodlighting may enable the driver to

y see distracting portions of the work area. In

this case, steady-burning warning lights

mounted on channelizing devices may be

advisable. Floodlighting -. :the work-area

cannot be considered as illuminating signs or

devices. Each illuminated sign or device

should have its own light source.

b) During the planning and design of a road

way improvement project, consideration

may be given to specifying that proposed

road lighting be completed as one of

the earlier stages during construction.

Consideration should also be given for pro

viding temporary luminaries at certain loca

tions such as the work activity, certain cross

roads, and transitions.

4.4.4 Arrow Panels

a) Arrow panels are signs with a matrix of

lights capable of either flashing or sequential

displays. Flashing arrow panels are effective

day and night, for moving traffic out of a

lane to the right, to the left, or both, and may

be used for tapered lane closures, diversions

of traffic, and;moving,operati.ons. There are

two types of arrow panels, flashing and

sequencing. Flashing arrow panels have fouroperating modes:

* right arrow

* left arrow

* night and left arrow

* caution mode (four or more lamps arranged

in pattern which does not indicate a direc

tion).

S querieng arrow panels have several arrow

heads that flash Yn a series, direct ngtra to

the right or left.

c)The flashing-or-sequencing arrow modes

should not be used under the folaow.ing con

ditions:

* Wfen the location for the work does not

require ariy lanes to be efosed or traffic

diverted.

* When all of the work is on or outside the

shoulder and there is no interference which

requires the adjacent traveled lan 'to be

closed.

* when the flagger is controlling traffic on a

normal two lane two-way road.

Use of the arrow modes under the above

conditions will lead to the loss of credibility

when the arrow mode is.:: used-' for -:Lane-

chosures.,o-v moving operations.

d) The caution modes may be used for station

ary or moving work operations on or outside

of the shoulder. The caution mode may be

used in addition to other, devices such as

signs, channelizing devices, flashing vehicle

. lights.

e) As large arrow panels can be seen from 1600meters away, they are especially effective in

high-volume or high-speed areas and for

moving operations either on the work or

shadow vehicle. For day and night use,

arrow panels.should be equipped with both

an, automatic and manual dimming device

capable of 50 percent dimming from rated l

amp voltage. The flashing rate of the lamps

shall not be less than 25 times per minute.

Circular hoods are recommended around

each of the lenses to prevent side distraction

at night.f) The most commonly used panel. face is rec

tangular in shape, solid construction and

should be finished nonreflective black. The

panels shall be mounted on a vehicle, trailer,

or other suitable supports. Vehicle mounted

panels should be provided with remote con

trols. See Figure 4-4.

4.4.5 Hazard Identification Beacons

a) Ahazard identification beacon is a flashing

yellow signal. light (minimum diameter

200mm) used at points of special. hazard as

a means of calling drivers atten

Lion to these locations. When used,

used, the flashing beacon should operate 24

hours a day.

b) On construction projects, because of the

time and effort required to install and put

these units into operation, hazard identifica



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tion beacons are used, generally, only at

locations where frequent changes would not

be required.

c) Harzard identification beacons may be oper

ated singly or in groups containing more

than one unit. They are brighter than flashing

warning lamps,Types Aand B because they

are like one lens of a traffic signal.

d) During normal. daytime maintenance opera

tions, the functions of flashing beacons are

adequately provided for by the lighting

equipment on maintenance vehicles, either

emergency flasher, the rotating dome light,

or both. However, at locations where the

daytime maintenance acti'vi'ty requires an

obstruction to remain in the roadway at

night, flashing beacons may be installed at

the point of hazard. At locations where vandalism is no problem, the power may be pro

vided by a portable electric generator. Do not

use flashing beacons for channelization.

4.5 Shadow Vehicles

4.5.1 Moving operations, such as lane striping

or sweeping, need traffic controls that move

with the work.operations. Shadow vehicles

may be used to assist traffic control for mov

ing operations.Signs and other warning

devices may be placed on the work vehicle(depending on the type of work) or the shad

ow vehicle, or both.

4.5.2 Need for shadow vehicle depends on the

speed of traffic compared to the speed of the

work vehicle, exposure of workers to traffic

and the type of work activity. Signs, flags, or

flashing l'i'ghts may be attached to shadow

vehicles to warn traffic.

4.6 Flagging

4.6:1 Flagger Training

A) Attention should be given to proper

instruction of all personnel who are flaggers,

starting with the basics of flagging. New

flaggers should have a special introductory

training session and all flaggers need period

ic reminders as well, as close supervision.

b) Flaggers need to know the correct ways to

stop, slow down or keep traffic moving.

They should also know how to be courteous

to the public to explain delays or to help

motorists. It is recommended that the flagger

be given a pocket instruction card for refer

ence that shows the proper methods for con

trolling traffic.

4.6.2 Flagger Guidelines

a) Flaggers are responsible for the safety of

traffic and workers; their job is .important.

They can promote good public relations

because they have close public contact.

The image they project is often responsible

for the public's attitude toward the entire

work operation.b) For short work areas where both ends can be

seen at the same time, only one flagger is

needed.Both directions of traffic must be

able to see the flagger and -.to recognize the-

person as a flagger. If this is not possible

with one flagger use two.

c) Fiaggers should be visible, always face traf

fic and be prepared to warn the worker to.get

out of the way if necessary. Do not allow

other workers to gather n?ar the flagger .

During lunch or other breaks, flaggers

should leave their station so that drivers willknow that the flaggers are not on duty, and

not think they are ignoring their duties.

d.)Whenever a flagger is on duty, the advance

flagger sign should be displayed to traffic.

When a flagger is not on duty remove or

cover the sign. The responsibility for placing

and removing the PENGAWAL BEDERA

DI HADAPAN signs should be assigned to

specific person.

e.) Schedule both work and relief hours for

flaggers, and replacement flaggers should be

available. Choose flaggers who are alert,

have good eyesight, quick reflexes and a

thorough understanding of their job.

f) Orange or fluorescent orange clothing such

as a vest, shirt, or jacket for flaggers is

required. For nighttime conditions, similar

outside garments and the flags used shall be

reflectorized. Flaggers may use either a red,



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600mm square flag or 600mm diameter cir

cular Stop-Go paddle. (see Figure 4-5 and 4-

6).

g) On longer work areas, use two or more flag

gers, and one of them should be designated

as chief flagger. The chief flagggr's job is to

provide coordination. Atwo-way radio may

be needed for communication between two

or more flaggers. A flag or other token may

be used where the flaggers cannot see each

other. The flag or token is given to the last

driver, in line going through the work zone

and turned over to the flagger at the other

end to indicate that it is clear to send traffic

through in the other direction.

4.6.3 Flagging Procedures a) To Stop Traffic

The flagman shall face traffic and extend theflag horizontally across the traffic lane in a

stationary position so that the full area of the

flag is visible hanging below.the staff. For

greater emphasis, the free arm may be raised

with the plam toward approaching traffic.

(Figure 4-5)

b) Traffic To Proceed.

The flagman shall stand parallel to the traffic

movement and with flag and arm lowered

from view of the driver, motion traffic ahead

with his free arm. Flags shall not be used tosignal traffic to proceed. (Figure 4-5)

c) To slow Traffic

Where it is desired, to alert or slow traffic by

means of flagging, the flagman shall face

traffic and slowly wave the flag in a sweep

ing motion of the extended arm from the

shoulder level to straight down without rais

ing the arm above a horizontal position

(Figure 4-5)

4.7 Miscellaneous

4.7.1 Traffic Signals

a) Standard traffic signals may, be used for

work zone traffic control for these types of

applications.

* a highway intersection with a temporary

haul road' or equipment crossing.

* through areas requiring,-one-way traffic

operations

b) The traffic signal shall be installed in accor

dance with the standards set forth by JKR

and must be based upon a traffic engineering

study.

4.7.2 Crash Cushions

a) Crash cushions are devices designed to

absorb the energy of a colliding vehicle in a

controlled manner such that the impact

forces on the passengers are tolerable. Two

types of crash cushions commonly used in

work zones are sand-filled plastic barrels

and "Guardrail Enemy Absorbing Terminal"

b) Crash cushions should be designed to meetthe needs of each location, depending on the

type length and width of the hazard.

Crash cushions are used to protect traffic

from hazards such as exposed barrier ends or

bridge parapets. Crash cushions may be

mounted on shadow vehicles and work vehi

cles to protect traffic during construction,

maintenance, and utility operations.

4.7.3 Fillet of Material

e.) Afillet of material is a "wedge" of gravel,sand or other material placed in a manner

that will provide stability for errant vehicle

and used to reduce the dropoff as a result of

an excavation.

b) This fillet of material can be used when

work in the excavation is discontinued for a

short period of time, as at night, and

Frequently this 'wedge' is composed of the

same material which is either being excavat

ed or back filled (such as crushed rock base

course).



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STEADY BURN LIGHT, TYPE 'B'

devices or supports

ON OR USED I COMBINATION WITH OTHER

DEVICES

VERTICALPA

NELS

BARICADES,

TYPEI&II

BARICADES,

TYPEIII

DRUMS

BARRIERS

SHADOW

VE

HICLE

WORKVEHIC

LE

CONES&TUBES

NOTE : Shaded blocks indicate appropriate devices may be attached to other

FIG. 4-1 SIGN AND DEVICES THAT MAY BE MAUNTED

POST,SINGL

ESUPPORTS

SUPPORTS

ATTACHMENTS

CRASH SUSHION

ARROW PANEL

FLASHING LIGHT, TYPE 'B'

FLASHING LIGHT, TYPE 'A'

DELINEATORS

FLAGS

SIGNSIGNS


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5 TYPICAL APPLICATIONS (LAY

OUTS)

Each traffic control zone is different, with

variables such as speed, volume, location ofwork, pedestrians and intersections changing

the needs for each zone. The' goal of a traf

fic control zone is safety, and the key factor

in making the control zone work is the appli

cation of proper judgement. The examples

apply the standards.

The typical applications include use of

various traffic control methods, although

they do not include' a layout for every con

ceivable' work situation.Typical applications

may be altered to fit the conditions of a particular work area.

On many of the typical applications, the

existing pavement markings have been either

marked or changed to'ind'icate those that

should be changed for long-term projects. If

the project is short-term, such as 1-day main

tenance operations, the pavement markings

may not' need to be removed and replaced

although guidance should be provided with

channelizing devices.

Figure 5-1 shows the typical traffic control

devices needed for various work zones. It

indicates how traffic control increases as

work approaches the travelled lane and as

con flict with traffic increases. Some of the

less complicated work zones are not illustrat

ed. The typical traffic control devices for

such zones are given in Figure 5-1.

5.1-Work Entirely Beyond Shoulder or Parking

Lane

5.1.1 Traffic control depends primarily on

devices such as.advance

warning signs, flashing vehicle lights and f lags

An advance warning sign should beused

when any of the following conditions may

occur.

(a) Work will be performed immediately adja

cent to the roadway at certain stages of the

activity.

(b)Equipment maybe moved along or across

the highway.

(c Motorists may be distracted by the,work

activity.

5.2 Work On Or Over Shoulder. Or, Parking,

Lane

5.2.1No encroachment.in the travelled

lane.,means there is no direct interference

with traffic. When shoulder ,s occupied or

closed, the motorist should be advised and

the workers should be protected.- Usually, a

single warning sign is adequate, When an

improved shoulder,is closed on a high-speedroadway, it should be treated, as a closure of

a portion of the road.system which, the

motorist expects to be able to use in an mer

gency. The work area on the shoulder

should.be closed off; by a.taper of.,channel

izing devices

5.2.2 Minor encroachment in the travelled

lane-means when work on the shoulder or,

takes up.;part ,of a lane,, traffic volumes,

type of traffic (buses, trucks:- and. cars),

speed, and capacity should be analyzed todetermine whether the affected lane .should

be; closed. Figure 5-2 illustrates.a method

for handling traffic where the work area

encroaches slightly into the trav

elway.For high-speed traffic conditions a

lane closure should be considered.

5.3 Work On Two-bane Roadway

.5.3.1 When one. lane:is closed:on a two-lane,,

two-way road, the remaining lane must be

used by traffic travelling in both dire

cions.The short two-way.traffic taper (15

meters minimum) .:i,s.used to slow traffic as

it, approaches the work space. Alternate

one-way traffic control may be;.affected by

the following means:

(a) Two flaggers one.,,-at each end of the work

area.



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(b) One flagger can assign right-of-way at a

short work area with low volumes.

(c)For very short work areas at a spot location

here traffic volumes and speeds are very low

the move ment may be self-regulating. This

method is not satisfactory when the work

area is near sharp hills and curves.

(d) A pilot car

(e) Temporary traffic signals for long duration

projects.

5.3.2 If the work area ends near the curve or

hill, a flagger should be stationed at both

ends of the work area. The transition area

should be adjusted so that the flagger and the

entire taper will be visible before the curve

or hill for an adequate stopping sight dis

tance. Refer to Figures 5-3 and .5-4.

5.4 Work On Four-Lane, Two-Way Roadway

(Undivided)

5.4.1 Left Lane Closed

(a) Traffic controls similar to Figure 5-8(a)

may be used for four-lane roads,, either undi

vided or divided. If traffic volumes are high,

traffic may back up as a result. If morning

and evening peak hourly traffic volumes in

the two directions. are uneven and thegreater volume is on the side where the work

is being done, the inside lane for opposing

taffic may be closed and made available

to the side with heavier traffic. A volume

checkin both directions should be made

before this method is used, Figure 5-5.

(b) If the heavier traffic changes to the oppo

site direction, the traffic control in Figure 5-5

can be changed to allow .two lanes for

opposing traffic by moving the devices from

the opposing lane back to the centerline. (If

these changes occur frequently, use cones at

close spacing to emphasize lane lines and

centerline).

5.4.2 Right Lane Closed

(a) If the work activity can be contained

entirely within the right (or inside) lane, then

only that lane may be closed. Place channel

izing devices along the centerline and out

side of the work activity and give advance

warning to the opposing traffic. An alterna

tive is to close the two center lanes, as

shown in Figure 5-6, to give traffic and

workers additional protection and provide

easier access to the work area. Overall safety

considered with existing traffic volumes in

each direction are the main factors for deter

mining alternates.

5.4.3 Two Lanes Closed

(a) When the work occupies both lanes for

one direction of traffic, the number of lanes

remaining open may be "reduced to one for

each direction, Figure 5-7. A capacity analy

sis is necessary before this method is initiated. Move traffic over one lane at a time and

separate the tapers by a distance of 2L

(where L= _SW for S > 70km/h or L =.W

_SZ for S < 65km/h). When 1'6 both cen

ter lanes arelosed, traffic controls may be

used as indicated in Figure 5-6

5.5 Work On A One-Way Or Divided

Roadway

5.5.1 One Lane Closed

(a) An example of. a left hand closure is shown

in Figure 5-8(a) for 'a four-lane divided road

way.

5.5.2 Two Lanes Closed On A Four-Lane

Roadway

(a) Two lanes of a four-lane roadway may be

closed by using two tapers and separating

them by a distance of 2L (Figure 5-9).

Careful analysis of roadway capacity should

be made first. This type of closure is usually

limited to non-peak hours of traffic.

5.5.3 Center Lane Closed On A Three-Lane

Roadway

(a) To close the center lane, first channelize

traffic out of the right lane and into the cen

ter lane. The traffic in the center lane can



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then be directed around the work area by a

second taper. This is illustrated in

Fig..5.10(a). Another method is shown in

Figure 5-10(b) for traffic of. lesser volume.

5.6 Mobile Operations

5.6.1 Mobile operations are work activities

that make frequent short stops up to a 15-

minute period, such as litter cleanup or pot

hole patching and are similar to stationary

lights, flags, and/or channelizing devices

should be used.

5.6.2 - Do not decrease safety by using fewer

devices simply because the operation will

change its location frequently. Use more vis

ible devices which are portable. Flaggersmay be used but caution must b e taken so

they are not exposed to unnecesary hazards.

Move the control devices periodically to

keep them near the work area.

5.7-Moving Operations

5.7.1 Moving operations are' work activities

where workers and "equipment move along

the road without stopping, usually at slow

speeds. The advance warning area moves

with the work area. Traffic should be directed to pass safely. Parking may be prohibited

and work should' be scheduled during off

peak hours. For some-moving operations,

such as street sweeping, if volumes are light

and sight distances are good', a -well marked

and signed vehicle may suffice. If vol

umes and/or speeds are higher, a shadow or

backup vehicle equipped as a sign truck,

hould follow the work vehicle. Where feasi

ble, warning signs should be placed along

the road and periodically moved as the work

progress (see Figure 5-11(a)). In addition,

vehicles may be equipped with flags, flash

ing vehicle lights, and appropriate signs.

See Figure 5-11(b) for- one example of

using shadow vehicles for moving opera

tionse Actual conditions may change the

signs and devices needed.

5.8 Short-Term Utility Operations

5.8.1 Despite the shortness of "short-term"

operations, certain traffic controls are neces

sary.

5.8.2 In urban areas, the work vehicle may be

used for warning if it is equipped with flash

ing lights, rotating beacons, or flags.

5.8.3, Figures .5-12 is specifically included as

typical applications for utility operations.

Other typical: applications may apply as

well.

5.8.4 When, entering or leaving a manhole,

workers should always face oncoming traf

fic, so that they can get out of the way ifnecessary. Materials or equipment should be

stored away from the manhole opening.

5.9 Urban Areas

5.9.1 Urban traffic control zones may be sub

divided into segments:

(a), Decide how to control vehicular traffic;

how many lanes are, required; or whether

any turns should be prohibited at intersec

tions.(b) Them decide how to control pedestrian

traffic. If work will be done on the side

walk decide whether. it will be necessary to

close the sidewalk and assign the pedestrians

to another path .

(c) Next, decide what is needed to maintain

access to business, industrial, and residential

areas. Even if the road is closed to vehicles,

pedestrian access

and walkways should be provided. 5.10

Pedestrians

5.10.1 When there is pedestrian traffic in the

area, specific walkways should be provided.

If nearby buildings are being demolished or

built, covered walkways may be' needed.

Do not force pedestrians to walk through'

the work area or into travelled lanes. If a

sidewalk is closed, provide a temporary

walkway around the work area or direct the



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pedestrians to an alternate route protected by

channelizing devices.

Conflicting pavement markings shoul.d be

removed and temporary markings placed.

5.10.2 All signs or devides;should be set up so

that they do not cause a hazard for pedestri

an. Al.1 signs mounted near or over side

walks should have a-2.2-meter vertical clear

ance.It is especially important to cover or

repair any holes and to have broken or dam

aged sidewalks repaired quickly. For repair

or reconstruction work involving sidewalks

on both sides of the road, the work should be

staged so that one side is rebuilt before the

other side is disrupted.

5.11 Bicycles

5.11.1Bicycles-also need protection or access

to the roadway. If a bicycle path is closed

because of work being done, an alternate

route should be provided if appropriate. Give

guidance' to bicyclists of available alternate

routes. Bicycles should not be directed into

the same path being used by pedestrians.

5.12 Interchanges

5.12.1 On limited access highways, with interchange ramps, access to these ramps should

be maintained even if the work area is in the

lane adjacent to the ramps.` If access is not

possible, close the ramp, using signs and

Type III barricades. Early coordination with

officials having jurisdiction over the affected

cross roads is needed prior to ramp closure.

5.12.2 The access to the exit ramp,should be

clearly marked and out,lined with channeliz

ing,devices. For long-term projects, old

markings should be removed and new ones

placed. As the work area changes, the access

may be changed. 5.13 Intersections

5.13.1 Use advance warning signs, devices and

markings as appropriate on all cross roads.

The effect of the work upon signal, operation

should be considered such as signal, phasing

for adequate capacity and, for maintaining

or, adjusting detectors in the pavement.

Three examples of intersection traffic con

trol.: are given in Figure .5-14, 5-i5 and 5-

16.

5.14 Detours

5.14.1 Detour signing is usually handled by

the traffic engineer with authority over the

roadway because it is considered a traffic

routing problem. Detour signs are used to

direct traffic onto another roadway. When

the detour is long, install. signs to periodical

ly remind and reassure.drivers that they are

still on a detour by using-LENCONGAN

signs.

5.14.2 When an entire roadway is closed, adetour should be provided ' and traffic

should be warned of the closure in advance.

5.14.3 Figure 5-7 illustrates a road closure in a

city with typical detour signing.

5.14.4 Sign the f detour so that traffic will. be

able to get through the entire area and back

to the original roadway. 4

5.15 Temporary roadway

5.15.1 Figure 5x18(a) illustrares the controls

around an area where a portion of the road

way has been closed.Notice the use of chan

nelizing devices and pavement markings to

1ndipatezthe transition to the temporary

oadway.

5.15.2 Figure 5-18 (b) shows a typical applica

tion of a single lane detour road for handling

two-way. traffic on one roa`&way of a nor

mally 2-lane highway.

5.16 Median Crossovers

5.16.1 In -Figure 5-19, traffic is_channelized---

into -a.--lane normally used by opposing

traffic. Two tapers are. used far. oncoming

traffic ; one to merge traffic into one lane,

and the secondto move traffic onto the tem

porary path. A buffer-space is '' shown



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between the two directions of traffic at the

far end of the work area.

5.16.2 Figure 5-19 shows a typical application

for handling two-way w traffic on one

roadway of a normally divided highway.

This method of. operation should be used

only-when other methods of traffic control

are determined infeasible.

5.16.3 Where two-way traffic is maintained on

one roadway of a normally divided highway,

oppsing traffic should be separated with

either drum, cones, or vertical panels

throughout the lenght of the two-way opera

tions.



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ARAHAH TEKNIK (JALAN)

2C-85-TemporarySign

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