Implementing National Best Practice for Traffic … · AP-R403-12 . AUSTROADS RESEARCH REPORT . Implementing National Best Practice for Traffic Control at Worksites – Risk Management,

AP-R403-12

AUSTROADS RESEARCH REPORT

Implementing National Best Practice for Traffic Control at Worksites – Risk

Management, Audit and Field Operations

Implementing National Best Practice for Traffic Control at Worksites – Risk Management, Auditing and Field

Operations

Implementing National Best Practice for Traffic Control at Worksites – Risk Management, Auditing and Field Operations

Published March 2012

© Austroads Ltd 2012

This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without the prior written permission of Austroads.

Implementing National Best Practice for Traffic Control at Worksites – Risk Management, Auditing and Field Operations

ISBN 978-1-921991-22-6

Austroads Project No. NS1584

Austroads Publication No. AP–R403-12

Project Manager Martin Tighe – RMS NSW

Prepared by

David McTiernan and Noha Elazar – ARRB Group

Published by Austroads Ltd Level 9, Robell House 287 Elizabeth Street

Sydney NSW 2000 Australia Phone: +61 2 9264 7088

Fax: +61 2 9264 1657 Email: [email protected]

www.austroads.com.au

Austroads believes this publication to be correct at the time of printing and does not accept responsibility for any consequences arising from the use of information herein. Readers should

rely on their own skill and judgement to apply information to particular issues.

mailto:[email protected]

Implementing National Best Practice for Traffic Control at Worksites – Risk Management, Auditing and Field

Operations

Sydney 2012

About Austroads Austroads’ purpose is to:

promote improved Australian and New Zealand transport outcomes

provide expert technical input to national policy development on road and road transport issues

promote improved practice and capability by road agencies.

promote consistency in road and road agency operations.

Austroads membership comprises the six state and two territory road transport and traffic authorities, the Commonwealth Department of Infrastructure and Transport, the Australian Local Government Association, and NZ Transport Agency. Austroads is governed by a Board consisting of the chief executive officer (or an alternative senior executive officer) of each of its eleven member organisations:

Roads and Maritime Services New South Wales

Roads Corporation Victoria

Department of Transport and Main Roads Queensland

Main Roads Western Australia

Department of Planning, Transport and Infrastructure South Australia

Department of Infrastructure, Energy and Resources Tasmania

Department of Lands and Planning Northern Territory

Department of Territory and Municipal Services Australian Capital Territory

Commonwealth Department of Infrastructure and Transport

Australian Local Government Association

New Zealand Transport Agency.

The success of Austroads is derived from the collaboration of member organisations and others in the road industry. It aims to be the Australasian leader in providing high quality information, advice and fostering research in the road transport sector.

Implementing National Best Practice for Traffic Control at Road Work Sites: Risk Management, Auditing and Field Operations

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CONTENTS

1 INTRODUCTION ................................................................................................................... 1

1.1 The Structure of this report .................................................................................................... 1

2 RISK MANAGEMENT ........................................................................................................... 4

2.1 Overview ................................................................................................................................ 4 2.2 Application to Traffic Control at Road Work Sites ................................................................... 5 2.3 Elements of Best Practice ...................................................................................................... 6

2.3.1 A Model Risk Management Process ......................................................................... 6 2.3.2 Step 1 – Determine the Site Risk Rating .................................................................. 8 2.3.3 Step 2 – Determine the Required Level of Planning ................................................. 8 2.3.4 Step 3 – Consider Risk at the Work Site................................................................... 8 2.3.5 Step 4 – Consider Risk Control Measures ................................................................ 9 2.3.6 Step 5 – Decide Risk Controls ................................................................................ 10

3 AUDITING ........................................................................................................................... 11

3.1 Overview .............................................................................................................................. 11 3.2 Application to Traffic Control at Road Work Sites ................................................................. 12 3.3 Elements of Best Practice .................................................................................................... 18

3.3.1 Compliance Safety Inspections .............................................................................. 18 3.3.2 Road Safety Audits ................................................................................................ 20

4 FIELD OPERATION ............................................................................................................ 22

4.1 Overview .............................................................................................................................. 22 4.2 Responsibilities of Project Managers and Supervisors ......................................................... 23 4.3 Planning a Traffic Management Plan (TMP) ........................................................................ 24 4.4 Types of Works .................................................................................................................... 25 4.5 Preparing TCGPs ................................................................................................................ 25

4.5.1 Typical Layout and Components of a TCGP .......................................................... 26 4.5.2 Safety ..................................................................................................................... 26 4.5.3 Signs and Devices ................................................................................................. 27 4.5.4 Speed Management ............................................................................................... 28

4.6 Consent to Manage Traffic ................................................................................................... 29 4.7 Implementing TCGPs ........................................................................................................... 29

4.7.1 Installation of Signs and Devices ............................................................................ 29 4.7.2 Removal of Signs and Devices ............................................................................... 30 4.7.3 Detours .................................................................................................................. 30

REFERENCES ............................................................................................................................. 31

APPENDIX A SITE RISK RATING MATRIX ................................................................... 32 APPENDIX B POTENTIAL TRAFFIC RELATED WORK SITE EVENTS,

CONSEQUENCES AND CAUSES ........................................................... 33 APPENDIX C CONSEQUENCE/LIKELIHOOD RISK MATRIX ....................................... 35 APPENDIX D RISK COUNTERMEASURES – HIERARCHY OF CONTROL TABLE .... 36 APPENDIX E COMPLIANCE AND AUDIT CHECKLIST ................................................ 38

GLOSSARY OF TERMS .............................................................................................................. 47


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TABLES

Table 3.1: Comparison of compliance and road safety audits ................................................. 15

FIGURES

Figure 1.1: Best practice elements and key tasks ...................................................................... 1 Figure 1.2: Traffic control at road work sites process flowchart .................................................. 3 Figure 2.1: Risk management process – overview ..................................................................... 5 Figure 2.2: Model risk management process for traffic control at road work sites ....................... 7 Figure 3.1: The risk management and auditing process ........................................................... 12 Figure 3.2: Traffic management at work sites process flowchart (auditing) ............................... 13 Figure 3.3: Example road work site treatment .......................................................................... 16 Figure 3.4: Example treatment at a road work site ................................................................... 17 Figure 3.5: Traffic control auditing process ............................................................................... 19 Figure 4.1: Traffic control at work sites process flowchart (field operation) ............................... 22 Figure 4.2: Components of a temporary traffic control and guidance plan ................................ 26


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SUMMARY

This report seeks to provide practitioners with a reference document that outlines what is considered national best practice for the planning, design and implementation of temporary traffic control measures at road work sites.

A key task in preparing this report was a review of Australian and overseas literature relating to traffic control at road work sites. Information in this report is generally in accordance with AS1742.3:2009 and references other national, state and territory guides and codes of practice including ATSSA (2008), Austroads (2006), DIER (2004), DTEI (2006), MRWA (2010), RTA (2001), HB 81 (2003) and HB 436 (2004). Information and advice in the areas of risk management, compliance safety inspections, road safety auditing and practical field operation techniques is covered, with the purpose of providing a national uniform approach to these aspects of temporary traffic control schemes. In this regard, the appendices provide model guides and checklists that can be used by practitioners to assess the preparation, design and safety of road work sites and the governing traffic management plans and supporting traffic control guidance plans.

Road work sites are a challenging work environment, particularly when they must compete with road users for often limited space and restricted site access. Applying the principles presented in this report will assist to ensure that safety is a priority and that any areas of potential harm can be quickly identified and remedied before an incident arises.

Practitioners are advised to contact their local road authority to gain specific advice about managing traffic at road work sites and to ensure appropriate consent and authority is obtained to establish a road work site that may disrupt normal traffic conditions.

ACKNOWLEDGEMENTS An important component of this project was the input and advice from representatives of each Australian state and territory road authority. The authors would like to acknowledge the contributions of Catherine Creenaune, John Taylor, Geoff Horni, Andrew Nesbitt, Martin Tighe, John Adams, Ken Broadhurst, Sharon Lomman, Tony Bull, Brian Kidd, Craig Moss and Alicia Grogan-Jones, without whom the Guide could not be considered ‘best practice’.


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1 INTRODUCTION Although a single national standard exists, in the form of AS1742 Part 3: Traffic control devices for works on roads, Austroads identified that a range of legislation, policy, codes of practice and guides covering traffic control practice at road works exists across the eight Australian states and territories. Austroads also identified that training and accreditation for each jurisdiction was not transferable to other jurisdictions; that training schemes differed in content, duration and accreditation requirements; and as a consequence contractors and staff who may work interstate needed to be retrained and accredited in accordance with local requirements.

This disparate arrangement of state-based requirements was identified as creating inefficiencies within the road construction industry that contributed to increased costs and a lack of flexibility to operate throughout Australia.

In an effort to address these issues, Austroads has worked with the state and territory road authorities to develop a national best practice guide for traffic control at road work sites. This report covers activities that occur on public roads or road related areas, as defined by the Australian Road Rules. The principles can, however, also be applied to works or other temporary measures to control or manage traffic where safety is of primary concern.

1.1 The Structure of this report This report outlines best practice for traffic control at road work sites; it is structured around three primary elements, as outlined in Figure 1.1, along with the key tasks for each element.

Figure 1.1: Best practice elements and key tasks


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The background and approach to each element are discussed in detail later in the report. The key tasks are also discussed in more detail along with references to a model risk management approach, auditing and inspection processes and the necessary components of traffic management and control and guidance plans (TMPs and TCGPs respectively).

The best practice model information presented in this report reflects the best of current national and state based standards, policies and practice for traffic control at road work sites. The specific requirements of some jurisdictions may depart from the best practice model presented here and for this reason the reader is encouraged to review relevant local documentation and check with their road authority.

The application of the above elements for best practice should be applied in a systematic stepwise manner. A model process flowchart; which also indicates the key tasks involved within each element, is illustrated in Figure 1.2. This flowchart can assist the reader to quickly identify where to go in the report for an explanation of the element and key task.


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Step 1 Determine site risk rating Section 2.3.2

Step 2 Determine required level of

planning Section 2.3.3

Step 3 Consider risk at the work site Section 2.3.4

Step 4 Consider risk control measures Section 2.3.5

Step 5 Decide risk controls Section 2.3.6

Step 6 Plan and prepare TMP and TCGP Section 4.5

Step 7 Review the TMP and TCGP (amend as required) Section 3.2

Step 8 Implement TMP and TCGP Section 4.7

Step 9 Carry out the work

Section 3.3.1

Compliance safety inspection

Road safety audit • TCGP operation

stage

Section 3.3.2

Source: Modified from Victorian Government (2004).

Figure 1.2: Traffic control at road work sites process flowchart


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2 RISK MANAGEMENT Risk management is a widely adopted and well accepted process in Australia. It has been a primary process for a wide range of safety related functions for many years, particularly in the area of occupational health and safety.

This section of the report seeks to outline how risk management can be applied to the planning and operational components of traffic control at road work sites. Readers are referred to AS/NZS ISO 31000:2009 Risk Management – Principles and guidelines for a discussion on risk management.

2.1 Overview The risk management process discussed in AS/NZS ISO 31000:2009 is represented by the process flowchart in Figure 2.1.

AS/NZS ISO 31000:2009 defines risk as an ‘effect of uncertainty on objectives’ and goes on to describe risk as often being ‘characterised by references to potential events and consequences, or a combination of these’ and further it ‘is often expressed in terms of a combination of the consequences of an event and the associated likelihood of occurrence’.

AS/NZS 4360:2004 (now superseded by AS/NZS ISO 31000:2009) defined risk management as ‘the culture, processes and structures that are directed towards realising potential opportunities whilst managing adverse effects’. AS/NZS ISO 31000:2009 recasts this definition as ‘coordinated activities to direct and control an organisation with regard to risk’.

There are three primary components to the risk management process as defined by the Standard. These are:

establishing the context

risk assessment, which is comprised of identifying, analysing and evaluating risk

treating the risk.

Operating across these three components, and interacting with them at multiple levels, is the additional risk management components of communication/consultation and monitoring/review.

Each of these components of the risk management process has an important relevance to traffic control at road work sites, which is discussed in the next section.


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Source: ISO 31000:2009.

Figure 2.1: Risk management process – overview

2.2 Application to Traffic Control at Road Work Sites Risk management for temporary traffic control at road work sites is briefly outlined in AS1742.3:2009 at clause 2.2.3. It is noted in this clause that risk management ‘…is appropriate at all levels of planning and operation…’ of traffic control, from the minor and routine schemes through to large scale and complex road work sites.

Figure 2.1 shows that establishing the context is an important first step of the risk management process. The context of risk management for traffic control at road work sites may be summed up as managing safety and work productivity. The context for traffic control at road work sites includes the road and traffic environment; it involves members of the public as road users who are travelling through and past the road work site; it includes site personnel, day labourers, contractors and the traffic controllers themselves; and it must consider the nature of the work to be undertaken, the scheduling of key tasks and the need to manage the disruption that is caused to the traffic flow.

This context permits the identification of a broad range of risks that road agencies, designers, project planners and work site managers must consider when preparing traffic management plans.


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Road works requiring temporary traffic control may be divided into a number of categories. The extent of temporary traffic control measures that need to be planned and implemented is often determined by such factors as:

period of operation

type and extent of works being undertaken

road (operating) environment where the works are to occur etc.

The last point often includes factors such as the prevailing traffic volume and signposted speed limit approaching the road work site.

Austroads completed a study of the approach adopted for traffic control at road work sites by each Australian jurisdiction (Austroads 2009b). Risk management was found to be discussed to varying levels of detail in the traffic control at road work sites related documentation for New South Wales (RTA Traffic Control at Work Sites Manual ver. 3.1), Queensland (QDMR Manual of Uniform Traffic Control Devices Part 3 Works on Roads) and Victoria (Roads Management Act 2004 Worksite Safety – Traffic Management Code of Practice). As mentioned previously, risk management is briefly outlined in AS1742.3:2009 with advice to consult AS/NZS 4360:2004 (now superseded by AS/NZS ISO 31000:2009) for further information.

The outcome of the Austroads study was a recommendation to develop a national best practice report for a model risk management process for traffic control at road work sites. The study concluded that Victoria’s Roads Management Act 2004 contains a comprehensive discussion of the relevant issues, and subsequently the following recommendation was adopted:

Risk S1: Austroads should develop a nationally consistent risk assessment model for traffic control at work sites as a part of any national guide, considering the Victorian approach presented in the Road Management Act 2004 as a basis.

In accordance with the recommendation Risk S1, above, the remainder of this section discusses a best practice model for traffic control at road work sites.

2.3 Elements of Best Practice 2.3.1 A Model Risk Management Process At road work sites, a risk exists for both workers and road users from an uncontrolled interaction between passing vehicles and the road work site/activity, or between passing vehicles due to the road work site/activity. These risks exist for all road users including motorists, motorcyclists, pedestrians, cyclists and of course workers associated with the road work activity and consideration of risks should be given from the perspective of all.

Managing risk requires the consideration of two components of risk – the likelihood of an event occurring and the consequence of that event occurring.

Typically the consideration of these risk factors (likelihood and consequence) occurs via a risk matrix, the outcome of which will assist to identify a measure of the level of risk associated with the defined event.

Road environment factors that contribute to risk at road work sites include the:

proximity to passing traffic (particularly the clearance between the traffic stream and the road work site, workers and any plant or machinery)


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speed of the traffic stream passing adjacent to or through the work site

traffic volume and composition

operating hours of the road work site and the associated temporary traffic

geometry of the road approaching and past the work site (e.g. sight distance, curve radii etc.).

A range of other factors contribute to risks at road work sites, including the type of work activity, weather conditions, presence of vulnerable road users, changes to the traffic arrangements, site access and egress, upstream and downstream traffic conditions etc.

A model risk management process is illustrated in Figure 2.2. This model process represents all the key tasks within the ‘risk assessment’ box of the model illustrated in Figure 2.1, from ISO 31000:2009, and is closely aligned with the process described in the Victorian Road Management Act, 2004.

The application of the model process and the key tasks it defines are discussed in more detail in the following sections.


Figure 2.2: Model risk management process for traffic control at road work sites


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2.3.2 Step 1 – Determine the Site Risk Rating The site risk rating considers the road environment where the work site is to be established and seeks to determine if a low or high risk exists without any protective measures or special management of the traffic stream. That is, this initial assessment considers the in situ conditions of the proposed work site to determine if it represents a low or high risk to road users and workers.

The level of site risk can then be used to determine the amount of planning required to reduce the risks present in the context of the work, i.e. the period of operation, the type and extent of works being undertaken and the road (operating) environment.

The site risk rating is determined using the site risk matrix in Appendix A. The input parameters for the site risk from the matrix are:

speed zone (existing, signposted)

road type (functional hierarchy)

lateral clearance between the proposed work site and the traffic stream.

A low risk site will require less planning and preparation to manage the identified risks.

A high risk site will require decidedly more planning and preparation to reduce the risks to acceptable levels.

2.3.3 Step 2 – Determine the Required Level of Planning The level of planning, the competence and experience of the person preparing the traffic management plan, and the amount of documentation produced to prepare and implement a traffic management scheme will initially be determined by the site risk rating.

Sites that are determined to have a low risk rating may be suited to the use of a generic traffic control scheme. Generic TMPs and TCGPs are often contained in the traffic control codes of practice or manuals for many state road authorities and may often be applied with only minor adjustment to establish temporary traffic control schemes at road work sites.

Sites that are determined to have a high risk rating or are considered to involve complex traffic management arrangements are not suitable for generic traffic control schemes. High risk rated sites require site specific schemes to be prepared by suitably experienced and competent persons. Traffic control schemes prepared for high risk rated sites should seek to eliminate or reduce risk to acceptable levels. The means of achieving this will depend on the risks involved and the constraints associated with the site, the work activities and project timeframe.

2.3.4 Step 3 – Consider Risk at the Work Site A review of all risks associated with a site and the work activities should be undertaken, factoring in the type of work activity, time of day of the operations, presence of vulnerable road users, changes to the traffic arrangements, site access and egress, upstream and downstream traffic conditions etc. This process may result in a review of the site risk rating and a change in the level of planning that is required.

Key consequences to consider include:

injury to workers

injury to motorists and motorcyclists


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injury to pedestrians and cyclists.

When planning traffic control for road work sites, other consequences that are not directly safety based should also be considered. These include:

impact on local businesses and residents

effect on traffic flow and congestion, particularly during peak traffic periods

effect on particular services such as public transport and emergency services

the effect of traffic detours on adjoining properties, traffic flow and safety of vulnerable road users, particularly when local streets may be utilised as a detour route.

Appendix B lists common work site events, their consequences and causes and can be used to identify the range of risks that may be present at a site.

The consequence/likelihood risk matrix in Appendix C can be used to identify the level of risk for each event identified at the proposed work site. If any risks are determined to fall within the Very High, High or Medium categories then the site risk rating should be revised to High and the level of planning reviewed accordingly.

An additional risk to consider is an excessive delay and cost to road users that may result as a consequence of the TMP and/or TCGP or a work site event occurring.

2.3.5 Step 4 – Consider Risk Control Measures Once the range of risks associated with a road work site is identified, consideration can be made as to how they can be reduced. In any project there are competing objectives and this is no less the situation when considering hazard control measures to manage risk. For temporary traffic control schemes associated with road works, the key objectives include maximising safety for road users and workers at the site; minimising the disruption and delay to motorists and ensuring the cost of the temporary traffic control arrangements is commensurate with the overall project value.

A common approach for treating risk is the hierarchy of controls approach. This method considers risk control measures in a hierarchical manner, and thus provides a mechanism that allows project managers to make judgements based on the competing objectives mentioned above.

The hierarchy of controls approach groups control measures under one of six categories that describe the ability to control the hazard and thus reduce risk. They are:

elimination

substitution

isolation

engineering

administrative/behavioural

personal protective equipment (PPE).

For some risks certain levels of control may not be available, practicable or feasible, while for others combinations of controls may achieve the best outcome to reduce risk. In all cases there are a range of considerations that need to be made when determining the optimum outcome, including the severity outcome of the risk, the nature of the works and the cost of implementing the countermeasure.


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Equally, the lower order countermeasures such as administrative, behavioural and PPE should be readily available and cost-effective in the vast majority of situations; however, these are generally considered the least effective countermeasures to reduce risk.

Common road work site risks have been developed and are presented in Appendix D along with broad control measures, grouped under the applicable tier of the control hierarchy. Where a particular risk is not described in Appendix D then the application of the hierarchy of controls method can be readily applied to assist completing the risk management process for the site.

2.3.6 Step 5 – Decide Risk Controls The final step of the formal risk management component of the traffic control process is to decide the risk control measures to be developed in the TMP and TCGP and applied to the road work site.

For traffic control at road work sites a range of general controls are available to select from, including:

road closure

sidetracks

lane closures, traffic diversions and detours

safety barriers

construction speed zones

signs, markings, temporary traffic control signals, variable message signs etc.

The application of these general controls (or combinations of them) to any particular site will be determined by the site and traffic conditions and constraints and the level of risk posed by the risks identified earlier in the process.

Once a traffic scheme has been prepared, it should be reviewed on-site by the personnel who have prepared it and those who will implement it and work at the site. This site review should ensure that all aspects of the site operation and management of traffic to, from, through and past the site have been considered and are appropriately addressed.

The remaining steps in the traffic control at work site process flowchart are:

Step 6 – Plan and prepare TMP and TCGP

Step 7 – Review TMP and TCGP (and amend as required)

Step 8 – Implement the TMP and TCGP

Step 9 – Carry out the work.

These steps are associated with the auditing and field operation components of the traffic control at road work sites process and are discussed in Sections 3 and 4 of the report.


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3 AUDITING

3.1 Overview In the Australian road and traffic context, auditing of road designs and the built environment for deficiencies that may affect the safety of road users is well established. However, applying road safety audit principles to temporary traffic management schemes is less widely adopted and has, to date, a limited application.

AS1742.3:2009 recommends ‘…a construction phase road safety audit…should be considered for works involving complex traffic arrangements or staged works, or both…’.

No formal process of auditing is discussed in AS1742.3:2009 and unlike risk management there is no Standards Australia publication to reference road safety auditing principles. The Austroads Guide to Road Safety – Part 6: Road Safety Audit (2009a) is referenced by AS1742.3:2009. This Austroads report provides a best practice guide for conducting road safety audits and Section 6.1 specifically addresses auditing of road work traffic schemes.

Auditing for traffic control at road work sites is also mentioned in the guides and codes of practice for several state road authorities (SRAs), primarily in the context of compliance audits (or in some jurisdictions, compliance safety inspections). The approach suggested by each SRA varies and depends on the complexity and duration of the traffic control scheme.

Auditing is discussed in AS/NZS ISO 31000:2009 and is identified as an important component of the monitor and review phase of the risk management process. While not indicated in the risk management diagram presented in AS/NZS ISO 31000:2009, the link between risk management and the auditing of traffic control at road work site schemes may be represented as shown in Figure 3.1.

Auditing processes may be applied at the planning and implementation phases of a temporary traffic control scheme. The extent and timing of the auditing will be influenced by the size, scope and complexity of the TMP and the TCGP that is developed.

Like any audit process, the findings and recommendations should be fed back into the TMP and the TCGP risk management process so that appropriate changes can be considered and then applied to improve worker and road user safety.


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Figure 3.1: The risk management and auditing process

3.2 Application to Traffic Control at Road Work Sites A review of road safety and road authority guides suggest two types of auditing are associated with traffic control at road work site operations. These are generally described as compliance safety inspections and road safety auditing.

In the context of the traffic control at road work sites process flowchart (Figure 1.2), a road safety audit may be undertaken at Step 7 Review the TMP and the TCGP to assess safety at the plan stage. Both compliance safety inspections and road safety audits are applicable at Step 9 Carry out the work to ensure the site is established in accordance with the approved TMP and TCGP (compliance safety inspection) and is safe for the prevailing road conditions and work site requirements (road safety audit). Figure 3.2 is an extract from the overall process flowchart, illustrating the steps relevant to compliance safety inspections and road safety auditing.


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Figure 3.2: Traffic management at work sites process flowchart (auditing)

While having several common points of consideration, compliance safety inspections and road safety audits approach the review of a traffic control scheme from quite different perspectives; neither should be undertaken with the expectation that it can be substituted for the other.

The Victorian Road Management Act, 2004 states that compliance safety inspections ‘…are undertaken to verify compliance with a traffic management plan when in operation…’. It is this description of compliance safety inspections that is adopted in this report.

Since the process adopted for these types of inspections is to confirm compliance against an adopted traffic management plan, they generally take the form of a checklist and typically permit an assessor to record a Yes/No/Not Applicable or Acceptable/Not Acceptable/Not Applicable rating. Space is often available for notes or comment to outline where a departure has been found and why this may be the situation and to also permit a description of any follow-up action that may be required.

Details such as the time and date of the inspection should be recorded for future reference and are a part of good record keeping practice.

Austroads (2009a) defines road safety audits as: …a formal examination of a…traffic project or an existing road, in which an independent, qualified team reports on the project’s crash potential and safety performance.

While auditors may use a checklist when undertaking an audit, the report that is produced will be a more comprehensive review of the site than completing a checklist for compliance or non-compliance issues. Like all road safety audits, the skill and experience of the audit team is


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important to ensuring coverage of the safety issues that may arise due to the altered traffic situation. A road safety audit report will likely be comprised of photographs of safety issues, identification of non-conformances and may often contain recommendations for the client authority to consider. Non-conformance issues will include matters beyond non-compliance with a standard or an adopted TMP and TCGP. Upon review, which should include a risk assessment component, there may be a need to alter either or both the TMP and the TCGP (and hence site arrangements) so the safety issues can be adequately addressed by eliminating the hazard or reducing the risk to an acceptable and manageable level.

The Austroads Guide to Road Safety – Part 6 (2009a) identifies specific stages in the lifecycle of a road project when a road safety audit may be conducted. These are typically described as follows:

feasibility audit

pre-design audit

design audit

pre-opening audit

existing road audit.

In this cycle of auditing, the temporary management of traffic via a TMP or TCGP is not specifically identified. It is perhaps best to consider the development and implementation of a TMP and accompanying TCGP as a road project in its own right, which may be the situation on large-scale, long-term projects and therefore the stages described by Austroads may be applied as it would for any road infrastructure project. The Austroads report recognises the specific requirements of audits outside the above cycle by identifying other types of audits that should be considered, including audits of roadwork schemes. A degree of practicality will largely determine when and at what stage a road safety audit can and should be undertaken for any TCGP scheme. Many works and road work sites may be short term, routine and operate under live traffic conditions or the nature of the works such as verge maintenance, linemarking and the like may involve a mobile work site. In these instances a design stage audit may not be warranted or even feasible. However, for large-scale and long-term schemes, a planning and design phase in the project will permit, and warrant, a design stage audit to occur.

Once established, all but the very simplest and shortest of duration temporary traffic schemes will permit an existing road, or operational, audit to be applied and on long-term projects and those schemes with multiple stages, more than one existing road audit should be considered.

A comparison of the key aspects of compliance audits and road safety audits is provided in Table 3.1. This comparison provides an overview of the two types of auditing as described in the guides and standards of several state road agencies.


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Table 3.1: Comparison of compliance and road safety audits

Compliance safety audits/inspections Road safety audits

When to audit… At the start of works Following preparation of the TMP and/or TCGP – prior to works commencing (Stage 3 design audit)

At each major change to the TMP such as may occur in staged works

At each major change to the TMP such as may occur in staged works (Stage 4/5 pre-opening/existing road audit)

During day and night operation During day and night operation (Stage 5 existing road audit)

When unexpected significant disruptions occur to traffic

At the end of the operation of the TMP (can be incorporated into a stage 4 pre-opening audit)

At the request of site safety or OH&S representative

Items to consider… Safety of workers, road users and the public at work site

Safety of workers, road users and the public at work site

Signs, road marking, temporary safety barriers, lighting and facilities for pedestrians and cyclists

Appropriateness of speed restrictions, signs, road markings, temporary safety barriers, lighting and facilities for pedestrians and cyclists

Traffic compliance with the implemented traffic management plan

Traffic compliance with the implemented traffic management plan

Access to abutting properties Traffic volumes and composition

Effect of the works on surrounding land use Aspects of the traffic management plan arrangements that may confuse road users travelling through the work site

Differences in weather conditions The operation and safety in adverse weather conditions

Conflicts between permanent and temporary features

Speed and geometry of the road

Roadside hazards due to works – plant, excavations, removal of existing barriers or re-alignment of traffic to suit works

Accident history of the work site (may identify specific issues arising due to road works and temporary operations

Risk of end-of-queue collisions

Reporting format… Checklist with standard questions seeking Yes/No/Not applicable response

Checklist available as a guide to auditors to ensure relevant aspects are reviewed

Free-form comments can be made describing any non-compliance matters

Written report, typically with supporting photos of safety non-conformance issues

Action required to address any non-compliance with the approved TMP and TCGP

Recommendations/suggestions to address safety non-conformances typically provided for consideration by client Adoption of any recommendations/suggestions not mandatory



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It is clear from this comparison that compliance safety inspections and road safety audits share a number of key components; both are assessing and reporting on the safety of temporary traffic control measures at road work sites. However, it may also be seen that road safety audits require a different perspective on several elements and additional components need to be considered by the audit team, as compared to compliance safety inspections.

A further distinction between these types of audits is at the reporting and actioning level. A site will either comply or not comply with an approved TMP and approved supporting TCGP and this is examined and reported on by a compliance safety inspection. However, compliance with an approved scheme does not necessarily mean it is safe for all road users, which is the primary perspective of a road safety audit.

A road safety audit may recommend a change to a site arrangement and the TMP and approved TCGP to improve the safety of a particular aspect.

The format of compliance safety inspections is relatively quick and simple to apply and checks may be undertaken by site supervisors on a daily and weekly basis as a means of recording and confirming that signs and devices are in place and in accordance with the approved TCGP. The frequency of compliance safety inspections will depend to a large degree on the complexity of the traffic management arrangements and the term of operation of the temporary traffic control measures that have been put in place.

A simple example to demonstrate the different perspectives of compliance safety audits and inspections and road safety audits of road work sites is provided through the series of road work sites illustrated in Figure 3.3 and Figure 3.4.

A compliance safety inspection of the site illustrated in Figure 3.3 will confirm the concrete road barriers are, or are not, placed in accordance with the approved TCGP.

By contrast, in this example, a road safety audit would identify that the concrete road barrier, in the first photograph, is poorly aligned and presents a hazard to motorists due to the lack of end treatment and the break in the barrier resulting from the placement over the median kerb. By adjusting the barriers for the height of the kerb, as shown in the second photograph, the risk to passing motorists is considerably reduced while the work site remains appropriately protected.

Source: Austroads Guide to Road Safety – Part 6: Road Safety Audits (2009a).

Figure 3.3: Example road work site treatment


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Similarly, the site illustrated in Figure 3.4 poses a number of road safety hazards to passing motorists, even though the traffic control measures are generally installed as per the approved traffic control plan. For instance:

The interface between the concrete and plastic roadside barriers is poorly installed, with the barriers being incorrectly overlapped and thus risking a vehicle being directed into the end of the concrete barrier (the correct arrangement may or may not be noted on the TCGP).

The plastic barriers are not correctly connected to each other and there is the risk of a vehicle breaching the barrier and entering the work site.

The end treatment of the concrete median barrier risks causing a vehicle to roll or launch upon impact.

The old linemarking on the existing pavement is not adequately removed or obscured and this may cause confusion to motorists, particularly in wet weather when old linemarking may appear more prominent than new linemarking.

Source: Austroads Guide to Road Safety – Part 6: Road Safety Audits (2009a).

Figure 3.4: Example treatment at a road work site


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Currently, the training and certification process for people involved in traffic control at road work sites is quite different to that required of certified road safety auditors. Both audits and compliance inspections need to be undertaken by suitably competent and experienced people who understand the role and limitations of each process and the respective reporting requirements. To some extent these roles and limitations are discussed in this report.

3.3 Elements of Best Practice Personnel involved in the auditing of traffic control at road work schemes must understand both the context and the role the inspection and auditing processes play in site management and safety for workers and road users. A process flow chart, Figure 3.5, has been developed to outline where a compliance safety inspection and an audit, and any subsequent actions, fit into the traffic control at road works process.

The best practice components associated with compliance safety inspections and road safety audits for temporary traffic control at road work sites are discussed below.

3.3.1 Compliance Safety Inspections Compliance safety inspections are an important component of best practice and management. Only through a process of checking against the adopted TCGP can the road agency be certain that a base level of safety has been established. Two levels of compliance safety inspections may be applied to a road work site, being:

site supervisor compliance (operational) safety inspections

independent compliance safety inspections.

A typical work site will operate during a day shift period. In this instance, daily compliance (operational) safety inspections should be undertaken at the end of the shift and again at the commencement of the shift. For long-term works night-time inspections should be undertaken to ensure appropriate measures are in place. A pro-forma checklist, that records the daily operation of signs and devices on the site, is provided in Appendix E.1.


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Figure 3.5: Traffic control auditing process


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A compliance (operational) safety inspection at the end of the shift should ensure that warning, advisory and traffic control measures are properly in place to manage traffic and site safety overnight, when the work site is unattended and traffic control unsupervised.

A compliance (operational) safety inspection at the commencement of the shift should ensure that all the overnight measures have remained in place and also check whether an unreported incident occurred that may have disturbed any of the traffic control measures. This inspection should also ensure that night-specific measures are covered or switched to appropriate day-time measures, where applicable.

Where work sites operate on a more or less continual basis, the same process of inspection should be undertaken at night and adopted as part of a handover for the incoming shift. Some modification may be appropriate as the site in this instance will remain operational with workers, deliveries etc. continuing.

Independent inspections should ideally be conducted at the commencement of a scheme and again regularly during the operational phase of the scheme.

A pro-forma independent compliance safety inspection checklist for a typical work site operation cycle has been developed and is provided in Appendix E.2.

Each of these checklists has been derived from similar checklists contained in the manuals and codes of practice for state jurisdictions. Not all parts of the checklists may be applicable for all temporary traffic control schemes, however the information is provided to ensure completeness of a best practice process, and non-applicable sections should be noted as such at the time of the inspection.

A key component of an independent compliance safety inspection is a review of the record keeping and paperwork associated with a site TMP and TCGPs. For instance documenting daily changes in speed limit and other regulatory signs, reports of traffic incidents and any follow-up investigation and recommended action, changes in the TMP or TCGP and the results of previous compliance safety inspections and audits should all be reviewed for compliance with the procedures adopted by the jurisdiction.

When non-compliance issues are identified they must be reported to the relevant site management for review and action. The outcomes of a compliance safety inspection may be relatively simple to address, with action required to ensure site arrangements are in accordance with the approved plans, assuming the changes improve safety. Where changes to comply with the approved plans detract from the level of safety for road users and site personnel, then the TMP and TCGP should be reviewed and any issues documented. A revised TMP and TCGP may need to be developed or, after an appropriate risk based assessment, the site layout may need to be altered to comply with the approved plan.

3.3.2 Road Safety Audits Best practice requires that the auditing and compliance process not start and end with the adherence to an adopted plan. The adopted plan must be checked to ensure that it is suited to the road environment where it is to be applied and accounts for the traffic conditions that are reasonably expected to occur throughout the operation of the plan. Road safety audits and the process described in Austroads Guide Part 6 (2009a) are a good means of fulfilling this broader requirement to provide a safe road environment, even for temporary traffic control measures.


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Two levels of road safety audit are applicable to temporary traffic control schemes at road work sites. These are:

design stage audits

operation stage audits.

The application of each of these audits to a temporary traffic control scheme is identified in Figure 3.5. The method for conducting these audits and reporting the findings, recommendations etc. is the same as that applied to the audit of any road project, and this is thoroughly described in the Austroads Guide to Road Safety – Part 6: Road Safety Audits. Readers are referred to that Austroads Guide for detailed information about the audit process.

The range of matters that should be considered when conducting a road safety audit of a road work site is outlined in Table 3.1. This is by no means exhaustive, but it does cover the main areas of common concern at road work sites. A road safety audit checklist in Appendix E.3 provides a comprehensive range of items to consider when auditing a road work site and is recommended as a prompt to auditors of safety issues to consider.

Safety issues identified in an audit report for either the design or operation stages should be identified with a relative risk ranking. A relative risk ranking permits the audit team to communicate their assessment of the level of risk of the safety deficiency or non-conformance and thus can be used to identify the urgency of action.

A commonly used scale of risk ranking for road safety audits includes:

very high

high

medium

low.

Guidance for determining an appropriate risk ranking can be given by using the risk matrix in Appendix C together with the accompanying suggested treatment approach matrix.

The outcomes and recommendations of a road safety audit may warrant careful consideration before any changes are implemented. A design audit at the planning stage may identify a safety concern that requires a review of the proposed TCGP or possibly a review of the work and traffic processes in order to adequately address the safety concerns.

Where a change in work and traffic management is required then it is important to ensure that other safety issues do not arise for both workers and road users.

An audit of a scheme already being implemented, i.e. an operation audit, may require a review and alteration to the adopted TCGP. Appropriate approvals provided by site management and the respective road authority will likely be necessary, depending on the degree of changes and their effect on traffic.


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4 FIELD OPERATION

4.1 Overview This section identifies principles of best practice and is not to be considered alone but in the context of risk management and auditing. Other documents that should also be considered include AS1742.3, guides that each state road authority may have specific to their roads and training and supporting documents, which will be an important factor in implementing a best practice for traffic control at work sites.

In the context of the traffic control at road work sites process flowchart (Figure 1.2), field operation is represented by Step 6, Prepare TMP and TCGP, and Step 8 Implement TMP and TCGP. Figure 4.1 is an extract from the overall process flowchart, illustrating the steps relevant to field operation activities.


Figure 4.1: Traffic control at work sites process flowchart (field operation)

The aim of this section is to provide best practice guidance to trained personnel in developing Traffic Management Plans and Traffic Control and Guidance Plans for temporary road work sites. Compliance with best practice for correct set-up, operation and removal of temporary traffic zones is important in providing safety both to personnel associated with the work site as well as the general public.


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4.2 Responsibilities of Project Managers and Supervisors The following are typical responsibilities for project managers and work supervisors.

Project managers

The project manager shall ensure the following activities are properly undertaken:

design/prepare/select suitable traffic management plans (TMP) and traffic control and guidance plans (TCGP)

submit a TMP and TCGP to the relevant road authority

submit to the relevant road authority a request for approval for the use of regulatory traffic control devices including portable traffic signals

inform the police, emergency services, transport authority and other relevant services as advised by the road authority, of changes in traffic conditions

arrange advice through the media of the planned works if required

inspect the traffic control arrangements and ensure that periodic traffic control safety inspections are carried out as per the Traffic Management Plan (TMP)

ensure that traffic control contractors are suitably authorised, if so required in each jurisdiction

organise road safety audits and incident investigations and other relevant services as advised by the road authority

ensure that any corrective action specified is taken and recorded

maintain a project diary for recording daily issues, changes and other relevant matters.

To assist managers complete the necessary work processes and to adequately record the completion of the above tasks, a compliance safety inspection checklist is provided in Appendix E.2.

Role of supervisory personnel

Supervisory personnel shall ensure the following activities are properly undertaken:

be familiar with the requirements of the project TMP

ensure that all signs and devices required for the TCGP are available and in good condition

ensure site personnel comply with safe work method statements or job safety and environment assessments, commonly known as SWMS and JSEA respectively

ensure that approval has been given for the use of regulatory traffic control devices including portable traffic signals

ensure that the TCGP is implemented as approved and keep a copy on-site

regularly inspect the TCGP (via the compliance safety inspection checklist) and ensure that it fits with other traffic control in the area with no contradictory or obstructing signs and that all signs and devices are satisfactory and in their correct positions

ensure only trained and certified personnel are used and suitably positioned

modify and report any inconsistencies that may arise in the TCGP to the project manager


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ensure at end of shift all signs are covered, unnecessary signs removed and after care signs in place

inspect the site on the final day to ensure that unnecessary signs and devices are removed

maintain a project diary for recording daily inspections, issues arising, site changes and incidents etc.

To assist supervisors to complete the necessary work processes and to adequately record the completion of the above tasks, a daily work site operating checklist is provided in Appendix E.2.

In fulfilling many of the tasks and responsibilities outlined above, it may be necessary that project managers and supervisory personnel have attended suitable training courses and attained appropriate levels of accreditation in traffic control at road work sites.

Accreditation may extend to other site personnel involved in implementing TCGPs and controlling traffic. The requirements for training and accreditation should be confirmed with the relevant authority in each jurisdiction.

4.3 Planning a Traffic Management Plan (TMP) Planning for a TMP is an important step and should include careful consideration of the work to be undertaken and the road and traffic environment. Importantly planning a TMP should make careful assessment of the risks associated with the work and traffic control measures to be implemented.

The following are common matters to consider:

staging of works and the impact on traffic control planning and operation

traffic demand on the affected road and in the surrounding area, taking into consideration the day and the time of day where full road capacity may be required

traffic routing

traffic control and the type of control required

other road users and provision for pedestrians, people with disabilities, school children etc.

emergency services and provision for access to and through the site

bus and tram routes and stops – consider the effect of works on routes and schedules and the effect of bus and tram movements on work processes and temporary traffic management

residents and businesses – parking and access requirements

special events that may be planned for the affected road or in nearby streets which may conflict with the road works and temporary traffic management

consultation with the affected residents and businesses depending on the type of road works and associated temporary traffic management

public notification, depending on the nature of the works, including press notices, radio and television announcements and written notification to specific commercial and residential premises

contact details of key authorities

the process for approving variations from standard/codes.


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4.4 Types of Works There are three main types of road works that are most commonly referred to in traffic control at road work guides and standards.

These are:

short term

long term

mobile works.

More complete definitions are provided in Australian Standard 1742.3:2009. In summary, the main work types are described as follows:

Short term, low impact works – open road areas

Isolated work on pavements of up to 5 minutes duration, traffic volumes permitting. Examples include shoulder grading and verge mowing.

Short term, low impact works – built-up areas

Work adjacent to or in a traffic lane of between 5 minutes to one hour duration depending on traffic volume. Examples include median and verge mowing, footpath works etc.

Short term works

Works that occupy a location for the duration of a single work shift or lesser period and while work personnel are in attendance. The road conditions are returned to normal when the shift or lesser period ends.

Long term works

Works that occupy a location both day and night including when the site is left unattended.

Traffic management should be suitable for traffic operations overnight, and all traffic management measures are removed or covered when they are no longer applicable or required.

Mobile works

Works which entail vehicles moving along the roadway continually at a speed significantly lower than other traffic and obstructing or partially obstructing traffic lanes, where all signs and other protective devices are carried on vehicles. Examples of mobile works include:

linemarking or pavement testing

street sweeping and garbage collection

mobile inspections (e.g. road, utility)

grass cutting or mowing

data collection.

4.5 Preparing TCGPs Traffic control and guidance plans are an important method of planning and communicating the layout and configuration to manage traffic through or past a road work site. TCGPs will identify


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what signs and devices should be installed and the separation distances between signs and the work area.

The following sections outline key considerations when preparing TCGPs.

4.5.1 Typical Layout and Components of a TCGP

Advance warning area Taper area Safety buffer area Work area Termination

area

Source: Modified from Roads and Traffic Authority NSW (2006).

Figure 4.2: Components of a temporary traffic control and guidance plan

Advance warning area – where the advance warning signs are erected to warn and inform of changes to traffic conditions ahead and to give motorists time to adjust their driving patterns.

Taper area – where traffic is guided past the work area, usually by means of cones or bollards set out in a taper.

Safety buffer area – the unoccupied space between the taper and work areas. Safety buffer areas are designed to compensate for driver error and protect workers by allowing errant vehicles to slow down and stop prior to the work area. This area also protects road users from hazards in the work area, such as work vehicles and equipment. The length of the safety buffer area should be based on the speed limit of the road.

Work area – where the work is being undertaken and is occupied by workers, plant and material.

Termination area – where traffic has cleared the work area and at the end of which normal traffic conditions resume.

4.5.2 Safety One of the main considerations in the design of a TCGP is the safety of traffic controllers, road workers and road users.

AS1742.3:2009 Section 2.3.2 outlines ways to achieve safety for road workers and road users. Instructions for traffic controllers including the use of personal protective equipment (PPE) and periods of duty are discussed in Appendix C of this standard.

The safety considerations and instructions outlined in AS1742.3:2009 should be considered along with the relevant training material for traffic control at work sites.


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4.5.3 Signs and Devices There are four categories of signs that may be used in TCGPs:

temporary signs

guide signs

regulatory signs

warning signs.

Each category has a specific purpose in conveying information to road users and should be in accordance with AS1742.3:2009 and AS1742.2:2009. Signs should be placed in clear sight of road users and not positioned in a manner that causes clutter, obstruction of other signs or presents a mixed message. In some jurisdictions multi-message signs are being used in place of multiple single signs. The suitability of the use of multi-message signs should be confirmed with the relevant state road authority prior to implementing a TCGP on-site.

Sign sizes for road work signs

Road work signs that are part of a temporary sign series generally are available in two sizes:

Size A – used on roads with traffic speeds up to 90 km/h where the lateral offset of the sign from the travel path is not more than 8.0 m, or at traffic speeds up to 110 km/h where the offset is not more than 4.5 m

Size B – used on roads where the recommendations for size A are exceeded or on expressway type roads.

Other factors may affect the size of the signs used, such as the type of road closure and the type of message being displayed.

Increasingly, multiple sign displays are being used in some jurisdictions. Multiple sign displays typically incorporate two (or up to three) temporary road work signs side-by-side or mounted one above the other. New sign mounting designs can display two or three road work signs on a single mounting, making installation simpler and quicker for work crews to implement TCGPs.

Due to the multiple signs being installed at a single mounting, the size of each sign may be reduced as compared to a single sign installation. The size of each sign legend, the overall area of the legend and the size of the sign symbols must remain the same as the original approved signs.

Variation of approved sign location

The location of signs and devices, as specified by the TCGP, may not be possible in certain situations depending on local constraints. In these circumstances judgement on-site is required in placing the signs and devices appropriately and as close to the spacing recommended on the approved TCGP.

AS1742.3:2009 provides discussion on the tolerances that are acceptable when setting out signs and devices.

Orientation of signs

Signs should face towards approaching traffic approximately at right angles to the road users’ line of sight.


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At curved alignments, the sign should be placed approximately at right angles to the line of sight of a motorist 50 m in advance of the sign.

Retro-reflectivity

Retro-reflective material on signs shall comply with at least the requirements for Class 1 sheeting as specified in AS/NZS 1906.1.

Devices

Devices that may be used in a TCGP are categorised as follows:

Delineation devices

— traffic cones, temporary bollards and barrier boards are used to define the traffic path, through, past or around the work area

— containment fences such as tapes, mesh fencing or longitudinal channelising barricades are used to control pedestrians or to maintain clearance between the work area and moving traffic

Traffic control devices – include traffic controllers using a Stop/Slow bat and portable traffic control signals

Warning devices – include flashing arrows, electronic variable message signs (VMS)

Safety barriers – are designed to physically separate the work area from the moving traffic and provide protection for workers. Safety barriers include concrete barriers, fixed and vehicle mounted crash attenuators

Other devices often used at road work sites include antiglare screens to reduce the light glare from work machinery and other vehicles.

4.5.4 Speed Management An important aspect to site safety for workers and road users is traffic speed through or past work zone. Temporary speed zones may be implemented where the consequence of speed through a work zone is not apparent to drivers and therefore they are unlikely to reduce speed to a safer appropriate level.

Reductions in the speed limit should be made in steps depending on the difference between the existing approach road speed limit and the required work zone speed limit.

The speed limit selected for the work zone depends on several factors. These include the degree of vehicular and pedestrian conflict, the type and extent of the work in progress, the characteristics of the road and the lateral separation between workers and the passing trafficable lanes.

Australian Standard AS1742.3:2009, Table 4.7 should be used as a guide to the selection of work zone speed limits. To be effective, work zone speed limits:

are not to be used in place of more effective means of traffic control, rather they should complement such controls

shall only be used where they are self-enforcing or will be enforced

shall not be used alone but in conjunction with other signs or devices required by the specific site conditions


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shall only be used while work is being undertaken or temporary road conditions exist that are prejudicial to safety.

While temporary speed zones, when properly authorised and established, are enforceable by police, it is important that the management of traffic and safety through the work zone does not rely on enforcement as the primary mechanism to manage speed.

Police resources cannot be guaranteed to be available during work zone operations or after hours when speed management is still required to ensure the safety of road users.

4.6 Consent to Manage Traffic Authorisation for the erection of certain traffic control devices and to manage traffic on public roads is required from the relevant road authority prior to TCGPs being implemented.

In this regard, each jurisdiction has its own regulations and processes for obtaining consent or authorisation to use traffic control devices or to manage traffic on public roads.

This consent or authorisation is often separate to permission to access and carry out work on the public road, which will also be required from the relevant road authority.

4.7 Implementing TCGPs 4.7.1 Installation of Signs and Devices TCGP signs and devices should be installed in the following order:

advance warning and regulatory signs in the advance warning area

all intermediate advance warning and regulatory signs and devices required in advance of the taper or start of the work area

all delineating devices required to form the taper including the illuminated flashing arrow sign at the end of the taper where required

delineation of the work area or a side track

all other required warning and regulatory signs including termination and end of temporary speed zone signs

inspect the work zone by performing a drive through inspection. Document the observations and correct any deficiencies

observe motorists driving through the work zone to look for trends in motorist difficulty in manoeuvring through the work zone.

A work vehicle with a flashing arrow or flashing lights should be positioned between the workers and approaching traffic during placement of traffic control devices.

The work vehicle should travel in the direction of normal traffic flow.

Signs and devices that are erected before they are required should be covered so the sign message cannot be seen by road users and the cover removed immediately prior to commencement of work.


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4.7.2 Removal of Signs and Devices Traffic control signs and devices should be removed in the reverse order they were erected, starting from the work area and moving out towards the approaches.

The delineating devices such as cones and bollards should be removed by positioning a work vehicle between the workers and the approaching traffic and slowly reversing along the closed roadway allowing workers to remove the traffic control devices.

Placing an ‘advanced warning vehicle’ between the workers and approaching traffic should be considered when removing barrier boards from lane closures.

At sites where it is difficult to install and remove traffic control signs and devices due to traffic conditions, traffic volume, shoulder width or road alignment, special arrangements to complement the general principles of installation and removal of these signs and devices should be given consideration, to maintain worker safety.

In some situations vehicles may be required to move in a forward direction and signs and devices removed in the same order they were installed. In this situation care needs to be taken to ensure the safety of workers and approaching road users.

4.7.3 Detours Special consideration is required for the installation and removal of detour routes.

Installation should be undertaken in the following steps:

Step 1: install the last sign that vehicles will see (that is the sign at the end of the detour)

Step 2: install the remaining signs working back toward the beginning of the detour. This procedure allows vehicles to detour only after all the signs are in place.

Alternatively the signs can be placed one by one and covered until ready for use, where they are uncovered in the above sequence.

Works supervisors should drive the detour route to ensure it is suitable for the expected traffic volume and type of vehicles to be detoured.

Removal should be undertaken in the following steps:

Step 1: remove the sign at the beginning of the detour route

Step 2: remove all other signs in the direction of the flow of traffic.


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REFERENCES American Traffic Safety Services Association 2008, Field guide on installation and removal of temporary

traffic control for safe maintenance and work zone operations, ATSSA, Fredericksburg, VA, USA, viewed 21 Sept 2010, http://www.atssa.com/galleries/rsti/Product%2013%20pocket%20guide.pdf.

Austroads 2006, Guide to road safety: Part 7: road network crash risk assessment and management, AGRS07/06, Austroads, Sydney, NSW.

Austroads 2009a, Guide to road safety: Part 6: road safety audit, AGRS06/09, Austroads, Sydney, NSW.

Austroads 2009b, National approach to traffic control at work sites, AP-R337/09, Austroads, Sydney, NSW.

Department of Infrastructure, Energy and Resources, Tasmania 2004, Traffic control at work sites: code of practice, DIER, Hobart, Tas.

Department of Transport, Energy and Infrastructure, South Australia 2006, Field guide for speed limits at works on roads, version 6, DTEI, Adelaide, SA.

Main Roads Western Australia 2010, Traffic management for works on roads: code of practice, MRWA, Perth, WA.

Queensland Government 2007, Manual of uniform traffic control devices: Part 3, works on roads, QDMR, Brisbane, Qld.

Roads and Traffic Authority, NSW 2001, Occupational health and safety policy manual, RTA, Sydney, NSW.

Roads and Traffic Authority, NSW 2006, Traffic control at work sites, v3.1, publication 03.290, RTA, Sydney, NSW.

Victorian Government 2004, Road Management Act 2004: Code of Practice: Management of Road and Utility Infrastructure in Road Reserves, Victorian Government Gazette, no. S 268, 17 December 2004, viewed 22 Sept 2010, <http://www.gazette.vic.gov.au/gazette/Gazettes2004/GG2004S268.pdf>.

Standards Australia

AS 1742.2:2009, Manual of uniform traffic control devices – Part 2: traffic control devices for general use.

AS 1742.3:2009, Manual of uniform traffic control devices – Part 3: traffic control devices for works on roads.

AS/NZS 1906.1:1993, Retroreflective materials and devices for road traffic control purposes: Part 1: retroreflective materials.

AS/NZS 4360:2004, Risk management.

AS/NZS ISO 31000:2009, Risk management – principles and guidelines.

HB 81 (set):2003, Field guide for traffic control at works on roads.

HB 436:2004, Risk management guidelines: companion to AS/NZS 4360:2004.


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APPENDIX A SITE RISK RATING MATRIX

Site risk rating

Clearance between traffic lane and workers

< 1.2 m 1.2 – 3.0 m 3.0 – 6.0 6.0 – 9.0 m > 9.0 m

Post

ed sp

eed

limit

and

road

type

40 km/h

Local traffic road L L L L L

Collector road or rural arterial 'C' road L L L L L

Secondary road or rural arterial 'A' and 'B' d

L L L L L

Arterial road (urban areas) and rural 'M' road L L L L L

50 km/h

Local traffic road L L L L L

Collector road or rural arterial 'C' road L L L L L

Secondary road or rural arterial 'A' and 'B' road H L L L L

Arterial road (urban areas) and rural 'M' road H L L L L

60 km/h or 70 km/h

Local traffic road H L L L L

Collector road or rural arterial 'C' road H L L L L


H H L L L

Arterial road (urban areas) and rural 'M' road H H H L L

80 km/h or 90 km/h

Local traffic road H H H L L

Collector road or rural arterial 'C' road H H H L L


H H H L L

Arterial road (urban areas) and rural 'M' road H H H H L

Freeway (urban) H H H H L

100 km/h or 110 km/h

Local traffic road H H H H L

Collector road or rural arterial 'C' road H H H H L


H H H H L

Arterial road (urban areas) and rural 'M' road H H H H L

Freeway (urban) H H H H L

L Low risk site rating

H High risk site rating



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APPENDIX B POTENTIAL TRAFFIC RELATED WORK SITE EVENTS, CONSEQUENCES AND CAUSES

Event Cause Consequence

Penetration of the work site by a vehicle

Failure to observe work signs Failure to navigate the traffic control scheme Inadequate controls – direction, speed

reductions, lane drop merge etc. Failure to comply with controls – direction,

speed reduction etc.

Injury to workers, drivers and passengers

Worker strays onto live roadway or clear zone

Inadequate delineation Inadequate clearance Inadequate procedures Inadequate controls

Establishment/changing/dismantling traffic arrangements expose workers to traffic

Poor planning and preparation for event Inadequate instructions for workers Inadequate controls

Construction and delivery vehicles entering, traversing and exiting the road work site, particularly over-dimensioned vehicles

Poor planning and preparation for site access/egress

Inadequate instructions for vehicle operators Inadequate control of site traffic

Obstacles on work site Untidy work site Work site left unattended Improper attention given to traffic

Injury to motorists or motorcyclists Failure to navigate through the work site

Poor signing Inappropriate signing Inadequate delineation Inadequate control of traffic

Works vehicle impacting on motorists or motorcyclists

Inadequate signing Inadequate delineation Inadequate instructions for workers Inadequate controls

Obstacles on the work site

Untidy work site Work site left unattended Improper attention given to pedestrian and

cyclist traffic

Injury to pedestrians or cyclists

Failure to navigate through the work site, or poor route definition through/past the work site

Poor signing Inappropriate signing Inappropriate route through/past the work

site Inadequate delineation or separation from

other traffic

Significant traffic delays/congestion Poor planning of traffic management

arrangements Failure to cater for special events

Excessive lost time to motorists, commuters and public transport

services


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Event Cause Consequence

Penetration of the work site by a vehicle

Failure to observe work signs Failure to navigate the traffic control scheme Inadequate controls – direction, speed

reductions, lane drop merge etc. Failure to comply with controls – direction,

speed reduction etc. Property damage and other

financial losses Failure to navigate through the work site

Poor signing Inappropriate signing Inadequate delineation Inadequate control of traffic

Significant traffic delays/congestion Poor planning of traffic management

arrangements Failure to cater for special events



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APPENDIX C CONSEQUENCE/LIKELIHOOD RISK MATRIX

Likelihood

Very likely Likely Unlikely Very unlikely

Cons

eque

nce

Fatal Very high Very high Very high High

Serious injury Very high Very high High Medium

Minor injury Very high High Medium Low

PDO/first aid only High Medium Low Low

Risk Suggested treatment approach Very high Must be corrected.

High Should be corrected or the risk significantly reduced, even if the treatment costs are high. Medium Should be corrected or the risk significantly reduced, if the treatment cost is moderate, but not high.

Low Should be corrected or the risk reduced, if the treatment cost is low.


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APPENDIX D RISK COUNTERMEASURES – HIERARCHY OF CONTROL TABLE

Safety hazard/risk factors

Hierarchy of control

Consider the practicability of controls, from left to right. Select the most practical given the circumstances and the level of risk.

Record the reason if a higher-level control is not considered practicable.

Elimination/substitution Engineering/isolation Administrative/behavioural

Clearance to traffic (Lateral clearance between the nearest edge of a lane carrying

traffic and the entire work site, including all roadworks vehicles or equipment and pedestrian workers)

Road closure Detour

Side track

Safety barriers Lane closure

Vehicle crash attenuators

Speed restriction Warning signs/VMS

Delineation of travel path

High speed traffic through the worksite Road closure

Detour Side track


Portable traffic signals Vehicle crash attenuators

Speed restriction Warning signs/VMS

Traffic controller

Poor advance sight distance to the worksite (<200 metres) Road closure Traffic diversion

Safety barriers Lead and/or trail vehicles

Extra advanced warning signs/VMS Speed reduction

Delineation of the travel path Traffic controller

Poor observance by motorists of directions/instructions Road closure Traffic diversion

Lane closure Portable traffic signals

Speed reduction Police presence on site

Extra signs/VMS Reassessment of information provided

Narrow pavement width with no escape route (< 2.9 metres width)

Road closure Traffic diversion Safety barriers Speed reduction


Presence of workers at the worksite Road closure Traffic diversion

Safety barriers Increase separation from vehicular traffic

Speed reduction Warning signs

Delineation of travel path and worksite


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Safety hazard/risk factors

Hierarchy of control

Consider the practicability of controls, from left to right. Select the most practical given the circumstances and the level of risk.

Record the reason if a higher-level control is not considered practicable.

Elimination/substitution Engineering/isolation Administrative/behavioural

Excavation adjacent to traffic (>300 mm deep within 1.2 m of traffic)

Road closure Traffic diversion

Different construction method Safety barriers

Speed reduction Delineation of travel path

Presence of unprotected hazards within clear zone Road closure Traffic diversion Safety barriers Speed reduction


Rough or unsealed road surface due to roadworks Road closure Traffic diversion Speed reduction

Warning signs/VMS

High volume of traffic through the worksite (>10 000 vehicles per day)

Road closure Detour

Side track


Portable traffic signals Speed reduction

High volume of heavy vehicles through the worksite Road closure

Detour Side track


Portable traffic signals Speed reduction

Works vehicles entering/leaving the worksite Safety barriers Lane closure

Portable traffic signals

Speed reduction Warning signs/VMS

Delineation/control of access points

Cyclists/pedestrians through the worksite Alternate pathway Adequate separation of shared road space Speed reduction

Warning signs/VMS Delineation from other traffic



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APPENDIX E COMPLIANCE AND AUDIT CHECKLIST

E.1 Daily Work Site Operating Checklist Traffic control at road work sites

Operating signs and devices record sheet

Road No: …….…….. Location: ………………………..…………………………………………………….……………..

Type of work: ……………………………………………..……………………………………….………………………………………………………

TCGP No: ……...…………………. Supervisor: ……………………………………..…….….

Date:

Inspection: Pre-start

Pre-close

Pre-start

Pre-close

Pre-start

Pre-close

Pre-start

Pre-close

Pre-start

Pre-close

Time:

Signs & devices:

Portable traffic signals:

Temporary speed limit:

Speed limit (km/h):

Supervisor initial:

Source: Modified from Roads and Traffic Authority, NSW (2006).


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E.2 Compliance Safety Inspection Checklist

COMPLIANCE SAFETY INSPECTION CHECKLIST

Date: …………………………………………………………… Time: ………………………………………

Inspector: ………….…………………………………………. TCGP certificate no: ………………………………………….………..

Office/contractor: ………………………………………….. Site supervisor. ……………………………………………………….

TCGP number:………………………………………………….. TCGP modified: Y / N

Road/bridge name:……………………………………………………………………………………………………………………………

Location: …………………………………………………………………………………………………………………………………………

Type of work: …………………………………………………………………………………………………………………………………….

Duration of work: ………………………….. days Time/s of work: …………………………………………………………

Road configuration: …………………………………………………………………………………………………………………………….

Rate the check items in the following manner:

Acceptable X Not acceptable N/A Not applicable

Additional comments and information can be recorded at the end of the checklist pro-forma.


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No. Check item Acceptable/Not Acceptable or N/A

1 Record keeping 1.1 Are records being kept and available on site for TCGP, roadwork speed zones etc.? 1.2 Other 2 Traffic Control and Guidance Plan (TCGP)

2.1 Is there an approved TCGP on site? 2.2 Have signs and devices been set out as per the TCGP? 2.3 If modifications have been made are they approved and marked on the TCGP? 2.4 Is the TCGP relevant for the works in progress? 2.5 Has a Road Occupancy Licence been issued and is it being complied with? 2.6 Are the correct requirements implemented regarding safe clearances to workers and traffic

approach speeds?

3 Roadwork speed zone (RSZ) 3.1 Is the RSZ appropriate for the site and authorised? 3.2 Are records being kept of the times of RSZ installation? 3.3 Is the RSZ properly established with respect to:

minimum length signposting (zone and advanced warning) appropriate step-down from prevailing speed zone conflicting speed zone signs and markings covered/removed RSZ signs adequately covered when not in use?

3.4 Are pre-work speed zone signs and markings properly reinstated? 3.5 Other 4 Traffic controllers (TCs)

4.1 Are traffic controllers (TCs) appropriately located and established for day/night operations as applicable? accredited PPE etc.

4.2 Is the traffic speed to TCs restricted to a max of 60 km/h? 4.3 Is the sight distance to approaching traffic adequate? 4.4 Do TCs have a clear escape route? 4.5 Has provision been made to prevent end of queue accidents? 4.6 Are signs associated with the TCs, in place and appropriately displayed and covered or

removed when not required?

4.7 Other 5 Signs and devices

5.1 Are all signs and devices (including barrier boards, cones and bollards) installed in accordance with the approved TCGP and considered appropriate for the site conditions and arrangement?

5.2 Are all signs and devices (including barrier boards, cones and bollards) in good condition, of the correct size and spacing and placed on frangible mounts?

5.3 Are the signs and barrier boards clearly visible and not affected by other signs, plant items, vegetation, shade, light glare etc?

5.4 Are sign faces in compliance with AS1742.3 and have Class 1 retro-reflective material as required by AS1742.3?

5.5 Are there any contradictory or superfluous signs, devices or markings?


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5.6 Have the needs of pedestrians been provided for? 5.7 Have the needs of cyclists been provided for? 5.8 Are all property accesses to the site controlled? 5.9 Other 6 Safety barriers

6.1 Have the correct barriers been selected for the site and are they installed correctly? as per the approved TCGP appropriate speed zone end protection appropriately overlapped/interfaced with other barrier types

6.2 Where non-rigid barrier systems are used as safety barriers, is work behind the barrier prohibited from the deflection zone?

6.3 Are water filled safety barrier elements full of water? 6.4 Is the safety barrier erected as designed (incorporating end protection)? 6.5 Other 7 Flashing arrow sign (FAS)

7.1 Have all FAS been appropriately located? 7.2 Is it the correct size sign with the specified lamps? 7.3 Is it being used in the correct mode of operation? 7.4 Other 8 Variable message sign (VMS)

8.1 Is a variable message sign being used, as specified in TCWAS? 8.2 Is the message related to the road or bridge works? 8.3 Are there no more than 4 words per screen and no more than 2 screens on display? 8.4 Is the sign located in a safe position? 8.5 Is the VMS fitted with flashing blue and red lights? 8.6 Other 9 Portable traffic signals (PTS)

9.1 Are the PTS formally approved for use? (This may be included on the TCGP approval) 9.2 Is the approach speed of traffic reduced to 60 km/h or less? 9.3 Is minimum sight distance of 150 metres provided? 9.4 Have the PTS been correctly sighted and established?

Minimum sight distance Appropriate approach speed zone Correct signs and markings

9.5 Are procedures in place to review the end-of-queue when PTS are operating? 9.6 Other 7 End-of queue

7.1 Has an assessment of expected queue length been undertaken/documented and adequately managed? around road bends at intersections over crests

7.2 Other


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8 Workers on foot near plant 8.1 Have workers working within 3 metres of plant been trained/briefed/tool-boxed on

requirements of TCWAS and RTA TIP Sheet?

8.2 Where workers working within the area of influence of revolving plant, are satisfactory risk controls in place?

8.3 Has a VMP been developed where the conditions listed in TCAWS, occur on site? 8.4 Are spotters being used near reversing plant or delivery vehicles? 8.5 Other 9 Works traffic (VMP)

9.1 Have acceleration and deceleration lanes been provided? 9.2 Are U turns being undertaken safely, related to sight distances? 9.3 Are reversing movements undertaken safely, re sight distances? 9.4 Are signs provided for stockpile sites etc as required? 9.5 Are median crossovers being used correctly, re sight distances? 9.6 Has a VMP been approved and provided?

Written VMP shall be prepared in 100 km/h zones.

9.7 Has the person authorising VMP been identified and qualifications and certificate number recorded?

9.8 Have egress and ingress at the site been safely provided? 9.9 Are delivery vehicles required to report to a designated location/person? Is it happening on

site?

9.10 Other 10 Miscellaneous

10.1 If the work is intermittent are all requirements met? 10.2 Where a spotter is used, are all requirements being met? 10.3 If the work is mobile are all requirements being met? 10.4 If the work is conducted at night are all requirements being met? 10.5 Where travelling plant or vehicles travel slower than 20 km/h below the normal road speed

limit, do they comply with the requirements of TCWS?

10.6 Other ADDITIONAL COMMENTS

Signed (Inspector): ..................................................................................................................... Date: ……………………………………………

Name and position: ……………………………………………………………………………………………………………………………..…….……..

Source: Modified from Roads and Traffic Authority, NSW (2006).


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E.3 Road Safety Audit Checklist Issue Yes No Comment

5.1 General items

5.1.1 Alignment

Are the road works located safely with respect to horizontal and vertical alignment? If not, does works signing cater for this?

Are the transitions from the existing road to the road works safe and clearly laid out?

5.1.2 Turning radii and tapers

Are turning radii and tapers constructed in accordance with guidelines?

Are the tapers delineated by roadworks cones where necessary?

Is the width of the lanes satisfactory for the traffic using the works area?

Are the alignment of kerb, traffic islands and medians satisfactory?

5.1.3 Traffic lane safety and visibility

Is the work area clearly defined?

Are the travel paths for both directions of traffic clearly defined? Is the work area appropriately separated from passing traffic?

Are centre lines/lane lines/edge lines clear and unambiguous?

Are sight and stopping distances adequate at works and at intersections and driveways?

Are bus stops appropriately located with adequate clearance from the traffic lane for safety and visibility?

Can passengers safely walk to and from bus stops?

5.1.4 Night-time safety

Is appropriate street lighting or other delineation provided at the road works to ensure that the site is safe at night? (Night-time inspection essential.)

Is the works area safe for pedestrians and cyclists at night?

5.1.5 Maintenance

Can the road be maintained safely during construction (consider workers and the public)?

Is the road surface likely to be free of gravel, mud or other debris?

5.1.6 Access to property

Do the roadworks safely accommodate property access?

5.1.7 Safety barriers

Are safety barriers used where required to separate works areas from public areas?

Are safety barriers used where required to shield traffic from other hazards?

Are the barriers of an approved type for the purpose and located and assembled correctly?


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Issue Yes No Comment

Are safety barriers erected in a manner that: does not make them a hazard to traffic? does not obstruct visibility?

5.1.8 Inspections

Has the site been inspected day and night?

5.2 Traffic management

5.2.1 Traffic controls

Are appropriate traffic management controls in place?

Have the needs of cars, trucks, pedestrians, bicyclists, motorcyclists and bus users been considered?

Is sight distance to traffic controllers adequate?

Have parking and clearway matters been considered?

Have the police and other emergency services been consulted?

5.2.2 Speed management

Are speed limit signs required for these works? If so, are they correctly applied?

Are speed limit signs required to be maintained all day and at night?

Are motorists informed of the need to slow down through the road works site?

5.2.3 Work site access

Are site entrances and exits safely located with adequate sight distance?

Are traffic merges/exits/entries/turns properly delineated and controlled?

Are adequate merge lengths provided?

Are appropriate traffic controls in place where works traffic and public traffic interact?

5.3 Signs and pavement markings

5.3.1 Signs

Are all necessary regulatory, warning and direction signs in place?

Are they correctly placed, clean and conspicuous?

Do they conform to AS 1724.3-2009 and other guidelines?

If chevron alignment markers are installed, have the correct types been used?

Have unnecessary signs been removed when works are not in progress (for example, at night)?

Are traffic signs correctly located, with adequate lateral and vertical clearance?

Are signs placed to not restrict sight distance, particularly for turning vehicles?

5.3.2 Day/night sign requirements

Are the correct signs used for each situation including at night where required, and is each sign necessary?


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5.3.3 Traffic control

Are other traffic control devices according to standards and used correctly?

Are flagmen or temporary traffic signals provided where required (comment - where, when and how)?

5.3.4 Delineation and reflective markers

Are traffic lanes clearly delineated?

Have temporary reflective markers been installed?

Where coloured reflective markers are used, have they been installed correctly?

5.3.5 Pavement marking

Are all necessary pavement markings installed in accordance with guidelines?

Are vehicle paths through the works area clear to motorists?

Are works areas clearly defined and clear of through traffic when flagmen are not used?

Have any issues of site difficulties for motorcyclists (day or night) been addressed?

5.3.6 Detours

Do temporary detours allow heavy vehicles and buses to safely manoeuvre in their designated lane?

5.4 Traffic signals

5.4.1 Temporary traffic signals

Are the temporary traffic signals clearly visible to approaching motorists?

Are signs warning of temporary traffic signals adequate?

Has the need for additional warning signs been considered?

Will the ends of vehicle queues be visible to motorists so that they may stop safely?

5.4.2 Location

Are traffic signals operating correctly? Is the number and location of signal displays adequate?

5.4.3 Visibility

Have any visibility problems caused by the rising or setting sun been addressed?

Do any site works or any construction equipment create visibility problems for traffic signals?

5.4.4 Signal display

Are signal displays shielded so they can be seen only by the motorists for whom they are intended?

5.4.5 Traffic movements

Are all movements, including pedestrians, catered for by the temporary traffic signals?


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5.5 Pedestrians and cyclists

5.5.1 General

Have the effects of the works areas on pedestrians and cyclists been considered?

Are appropriate travel paths and crossing points provided for pedestrians and cyclists?

Are pedestrians and cyclists adequately warned of obstructions and temporary works hazards on their travelled way?

5.5.2 Elderly and disabled access

Are there adequate safety access provisions for the elderly, disabled, children, wheelchairs and prams? (for example, holding rails, kerbs and median crossings, ramps)?

5.5.3 Cyclists

Is the route available for bicycles continuous and free of squeeze points or gaps?

5.6 Road pavement

5.6.1 Pavement defects

Is the pavement free of defects (for example, excessive roughness or rutting, potholes, loose material, etc.) that could result in safety problems like loss of steering control for: car drivers? cyclists? motorcyclists? heavy vehicle drivers?

5.6.2 Skid resistance

Does the pavement appear to have adequate skid resistance, especially on steep descents?

5.6.3 Ponding

Is the pavement free of areas where ponding or sheet flow of water may cause safety problems?

5.7 Any other matter

Safety aspects not already covered

Have all other matters which may have a bearing on safety been addressed?

Source: Austroads Guide to Road Safety – Part 6: Road Safety Audit (2009a).


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GLOSSARY OF TERMS Some terms that are used in this report have been defined below, drawing on traffic control at work sites documents from across Australia. Many additional terms are used in conjunction with the planning, preparation and operations for traffic control at road work sites and the reader should refer to AS1742.3:2009 or the state and territory documents for further assistance.

Arterial road A, B, C, M

These and similar terms are a means of classifying roads based typically on traffic volumes, road function, connectivity, primary funding etc. The precise classification will depend on the hierarchy adopted by each jurisdiction and should be confirmed when preparing the traffic management plan.

Flashing arrow sign (FAS)

A traffic device used to advise road users of the need to change lanes or detours due to works or temporary hazards including lateral lane shifts or closures.

Hazard

A source of potential harm, often used interchangeably with risk.

Portable traffic signals (PTS)

Traffic control signals typically mounted on a generator permitting the regulated control of traffic movement generally along a single lane past or through a work site. Each state and territory may have strict documentation and approval processes associated with the installation and use of portable traffic signals.

Risk

Effect of uncertainty on objectives. The chance of something happening that will have an impact on objectives. Often characterised by reference to potential events and consequences, or a combination of both.

Risk management

Co-ordinated activities to direct and control an organisation with regard to risk.

Road safety audit

A road safety audit is a formal examination of a future road or traffic project or an existing road, in which an independent, qualified team reports on the project’s crash potential and safety performance. The road safety audit process concerns the safety of all road users.

Roadwork speed zone (RSZ)

The speed limit applicable to traffic travelling through or past a road work area; often a roadwork speed zone is lower than the prevailing speed limit along the subject road and it may require a graduated step down over a preceding distance to the reduced speed limit adjacent the work area.

RTA TIP sheet (Toolbox in Picture)

A toolbox talk document that discusses a specific hazard. It is typically used in the risk assessment process when preparing a safe work method statement.


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Traffic control and guidance plan (TCGP)

A diagram that illustrates the layout, signs, devices and general arrangement to warn and guide traffic around or past a temporary hazard, or when necessary through a work site. A TCGP shall detail the location, spacing and sizes of all signs and devices, the location and length of tapers, pedestrian routes etc. A TCGP may also consist of written instructions and guidance to explain special procedures or arrangements associated with the control of traffic.

Traffic control diagram (TCD)

Refer to the definition for TCGP.

Traffic management plan (TMP)

A plan detailing work to be undertaken and describing its impact on the general area and how these impacts are to be managed. A TMP may includes a TCGP. Matters that should be considered when preparing a TMP and TCGP include (based on AS1742.3):

traffic demand

traffic routing

traffic control

other road users

the requirements for special vehicles.

Vehicle management/movement plan (VMP)

A diagram showing the preferred travel paths for vehicles associated with a work site entering, leaving or crossing the through traffic stream. A VMP should also show the travel paths for trucks at key points on routes that may be remote from the work site such as locations for turn around, access, ramps and side roads.

INFORMATION RETRIEVAL

Austroads, 2012, Implementing National Best Practice for Traffic Control at Road Work Sites: Risk Management, Auditing and Field Operations, Sydney, A4, pp. 51. AP-R403-12

Keywords:

National best practice, temporary traffic control, road work sites, traffic management plan, traffic control plan, risk management, auditing, compliance safety inspections, field operations.

Abstract:

The temporary management of traffic in association with road works requires careful planning and implementation to ensure both an efficient operation and a safe environment for workers and road users.

Risk management, compliance safety inspections and auditing are key techniques to assist in providing an environment where safety is a priority.

This report provides a discussion of best practice for traffic control at road work sites with respect to risk management, auditing and field operations, drawing on standards, codes of practice and policies from Australian and overseas road authorities.

Documents

Implementing National Best Practice for Traffic … · AP-R403-12 . AUSTROADS RESEARCH REPORT . Implementing National Best Practice for Traffic Control at Worksites – Risk Management,