SAFE TRAFFIC

CONTROL AT
ROAD
WORKS

DEPARTMENT OF WORKS
THE INDEPENDENT STATE OF PAPUA NEW GUINEA
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 This work is copyright. Apart from any use for
education or training purposes, no part may be
reproduced without the prior written permission of
the Department of Works, Papua New Guinea.

Project Manager
Mr Vitus Koian, Project Director –
Australian Aid Projects,
PNG Department of Works

Prepared by:
Phillip Jordan –
Road Safety International Pty Ltd
Andrew Jordan –
Road Safety International Pty Ltd

Published by
Papua New Guinea
Department of Works
PO Box 1108
Boroko NCD
Independent State of
Papua New Guinea

Email
vkoian@works.gov.pg

The Department of Works believes this publication to

be correct at the time of printing and does not accept
responsibility for any consequences arising from the
use of information herein. Readers should rely on
their own skill and judgement to apply information to
particular issues.

Acknowledgement
The Department of Works wishes to acknowledge the
generous co-operation of AUSTROADS in permitting
use of its document entitled “Implementing National
Best Practice for Traffic Control at Worksites – Risk
Management, Auditing and Field Operations”, (ISBN
978-1-921991-22-6), AUSTROADS Publication No.
AP–R403-12 during the preparation of this manual.
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 SAFE TRAFFIC
CONTROL AT
ROAD
WORKS

DEPARTMENT OF WORKS
THE INDEPENDENT STATE OF PAPUA NEW GUINEA
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 Foreword

This manual has been developed to assist DoW

engineers, contractors, supervision consultants and road
workers to improve road safety at work sites on the roads
and highways of Papua New Guinea.

It reflects an accumulation of knowledge Road works are challenging work

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

Mr. David Wereh

Secretary - Department of Works PNG
Independent State of Papua New Guinea

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 Contents

3 Designing 34
3.1 Traffic Management Plans 35
(TMP’s)
3.2 The Four Zone Concept 37
3.3 The Advance Warning Zone 38
3.4 The Transition (Taper) Zone 40
3.5 The Work Zone (including the 42
Glossary of Terms 7 Safety Buffer Zone)
Used in this Manual
3.6 The Termination Zone 45
Part A: An Introduction to Safe 11 3.7 What Happens to the TMP? 46
Traffic Control at Road Works
1.1 The purpose and structure 4 Implementing 48
12
of this manual 4.1 Implementing a Traffic 49
1.2 What is road work safety? Management Plan
13
1.3 Fundamental principles for 4.2 Positioning the Signs and
16 50
safe traffic management at Devices
PNG work sites 4.3 Inspecting the site
immediately after the TMP 51
is set up

Part B: The Key Phases in 22 5 Operating 54

Providing Safer Road Work Sites
5.1 The Operation Phase 55
2 Planning 24
6 Closing Out 57
2.1 Select the most appropriate 25
risk control measures for the
work site
2.2 Consider the class of road, 27
the traffic volume and its
composition
2.3 Establish the staging of the 28
works
2.4 Plan where the traffic will go 29
2.5 Consider the safety of the 32
road workers
2.6 Consider the needs of 33
Pedestrians and Bicyclists

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 Contents

Part C: Devices for use at Road 58

Work Sites

7.1 Signs at Road Work Sites 60

7.2 Multi-Message Signs 61
7.3 Speed Zones at Road Work Sites 66
7.4 Safety Barriers 68
7.5 Vehicle-mounted Attenuators 71
7.6 Portable Traffic Signals 72
7.7 Electronic Variable Message 73
Signs

Part D: Appendices 77

Appendix 1 78
Risk Countermeasures - Hierarchy of
Control Table
Appendix 2 89
Instructions for Traffic Controllers
Appendix 3 91
Standard Traffic Management Plans
Appendix 4 104
Checklists

References 106

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 GLOSSARY

GLOSSARY OF
TERMS USED IN
THIS MANUAL

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 GLOSSARY

Advance warning sign: Early warning sign:

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

Multilane:
Diversion:
Two or more traffic lanes in one
A temporary road or lane next to the
direction.
carriageway onto which traffic may be
directed. Similar to a side track.

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

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 GLOSSARY CONT.

Traffic controller: Two-way roadway:

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

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 PART A

AN INTRODUCTION
TO SAFE TRAFFIC
CONTROL AT ROAD
WORKS

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 1.1
The purpose and
structure of this manual
This manual has been prepared to assist road authorities to improve
road safety at work sites on the roads and highways of Papua New
Guinea. It presents important and useful best practise information for
safe traffic control at road work sites.

It contains “easy-to-use” instructions traffic signals and electronic variable

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

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 1.2
What is road
work safety?
Road work safety is a general term given to the provision of signs,
barriers, delineators and other safety devices at a road work site to
ensure that the risk to road users passing through the work site, and to
the road workers in the road work site, is as low as practical.

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

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 1.2 CONT.

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

Provide minimum inconvenience to

the work.

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

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 1.3
Fundamental principles for
safe traffic management
at PNG work sites
This manual introduces ten fundamental principles for road work
safety for PNG. They are detailed throughout the manual, but are
summarised here for clarity.

1 The Contractor shall appoint a

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

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 Road works on roads with a posted speed those rare but critical occasions when
limit of 80km/h or higher (such as rural all the other measures fail. Every worker
highways) shall introduce a 60km/h at a road work site in PNG shall wear a
buffer zone at least 200m in length reflective safety vest at all times whilst
in advance of the 40km/h speed limit working.
through the road works.
Although road workers have a
Local Police are to be advised of the road responsibility to look out for moving
works and the reduced speed limit. Their traffic, in the hectic situation of a work
assistance is to be sought to enforce the area the dangers of working near traffic
work site speed limit. can easily be forgotten - maybe only for
a few seconds. It is vital therefore that
3 Multi-message signs are
approved for use on PNG roads
workers be given a high visibility safety
vest to wear on site. And they must wear
and highways. it all of the time on site because they can
A multi-message sign is a metal frame never know when they may inadvertently
into which a combination of lightweight step into danger. High visibility traffic
signs can be slid according to the needs safety vests increase work site safety and
of the work site. Multi-message signs are road worker visibility. Each vest should
lightweight, easy to carry to the site, and have reflective strips attached for night
easy to change. They are an excellent time use.
alternative to stand-alone signs. The
signs are usually made of plastic (Core
Flute or similar), with reflective sign Front Back
faces that should conform to the PNG
national requirements (size, reflectivity,
shape, word and symbol).

4 Every worker at a road work site

in PNG shall wear a reflective
safety vest.
As the last line of safety, all road workers
in PNG shall wear high visibility safety
vests at all times while on the road. Road
work can be a tough, dirty and demanding
task. There is often dust (or mud), noise,
fumes and heat. Wind and rain can add to
the difficulties of such work. Under such
conditions, authorities cannot and should
not rely on the vigilance of the drivers
to protect their road workers. There
must be one last protective measure
implemented – a safety insurance for

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 1.3 CONT.

5 The “Four Zone Concept”

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

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

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 1.3 CONT.

8 Signs at roadworks shall

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

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

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 PART B

THE KEY PHASES

IN PROVIDING
SAFER ROAD
WORK SITES

22
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 As with any infrastructure project, the
Planning
provision of a safe traffic management
Phase
plan at a road work site requires five
phases – planning, design, installation,
operation and closure. For many of
the road works in PNG several of Design
Phase
these phases may be quite routine and
their significance small. For the more
common or routine types of road works,
and at locations where the risk rating Implementation
is considered low, generic setting out Phase
diagrams may be appropriate for use.

For this reason, twelve of the more

Operation Phase
common setting out diagrams are given
in Appendix 3 of this manual. They are
relevant for all common work sites and
they vary only in terms of the lengths
of the zones according to the speed of Close out
traffic. Phase

However, for other more significant work

sites including those assessed with a
high risk rating (See Appendix 1), it will This Part of the manual outlines the road
be necessary to give careful and detailed safety and traffic management issues
thought to each phase. involved in each of these five key phases.
In doing this, it gives specific guidance for
Safer road works always begin with
providing safer road work sites in PNG,
planning, then design (including audit and
including:
approval by the highway authority). It
continues through the implementation, The five phases for safe work sites
operation, and closure phases as outlined
The hierarchy of controls for a work site
to the right:
Factors to consider during planning
and design

Some practical tips for setting out

and closing down a TMP

Essential safety tips during the

operation phase

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IF004_PNGManual_SP_FIN.indd 23 17/01/2017 10:34 PM
 2

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

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IF004_PNGManual_SP_FIN.indd 24 17/01/2017 10:34 PM
 2.1
Select the most
appropriate Risk Control
Measures for the work site
The Road Safety Officer (RSO) will decide on the most appropriate
risk control measure for the work site. Practical options exist within
each Risk Control Measure.

One or more may suit your site. It is Escort (pilot) vehicles?

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

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IF004_PNGManual_SP_FIN.indd 25 17/01/2017 10:34 PM
 2.1 CONT.

FIGURE 1
The Hierarchy of Controls at a Road Work Site

Detour
Road closure
Traffic diversion

Safety barriers
Lane closures
Use different construction method

Speed reduction
Warning Signs
Putting the 4-Zone principles in place
Delineation of vehicle travel path

When considering the risk control The Safety Officer therefore should ask
measures that could be used at a road several questions:
work site, it should be recognised that
Can the risks be eliminated? For
there is often a need to satisfy competing
example, can all traffic be sent around
objectives such as:
a detour?
Maximising the safety of workers and
If not, can engineering devices reduce
all road users.
risk for everyone? For example, can the
Minimising the delay to traffic. lane beside the work site be closed and
temporary safety barriers be installed
Managing the costs of the risk control
between the traffic and the workers?
measures so that they relate to the
costs of the associated works. If still no, can signs and delineators
be used to safely guide and regulate
drivers and thus reduce risks?
The finally agreed package of
countermeasures is usually a balance
between practicality, safety, cost, and
inconvenience to traffic.

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IF004_PNGManual_SP_FIN.indd 26 17/01/2017 10:34 PM
 2.2
Consider the class of road,
the traffic volume and its
composition
The road safety of road users and road workers will be enhanced
by ensuring that the road work site is managed in such a way as to
cause the minimum amount of inconvenience to traffic movement(s).

For this, it is necessary to consider

how the road works can be arranged to
minimize:
The interference with traffic at peak
periods;
The interference with public transport
services; and
The amount of road closed to traffic at
any one time
The disruption of established traffic
movements and patterns;

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 2.3

Establish the
staging of the works
Decisions about the staging of the road works form the basis on which
to begin to develop road safety at a work site.

The Safety Officer (the Contractor’s For an upgrading project, using a

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

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 2.4

Plan where the

traffic will go
The road safety of road users and road workers will be enhanced by
ensuring that the road work site is managed in such a way as to cause
the minimum amount of inconvenience to traffic movement(s).

In most cases traffic continues to use the

road while the works go on. A decision
must be made about where the traffic
is to be directed. The Safety Officer has
three options:
ROAD
Through the work area? WORK
AHEAD
rk
Past the work area? WZoone PREPARE TO STOP

ROAD
WORK
Around the work area? AHEAD

PREPARE TO STOP

Through the work area

ROAD

one WORK
AHEAD
r kZ
Wo PREPARE TO STOP

ROAD
WORK
AHEAD

PREPARE TO STOP

Past the work area

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IF004_PNGManual_SP_FIN.indd 29 17/01/2017 10:34 PM
 2.4 CONT.

Around the work area

Side track

Temporary Bridge

Old bridge to be replaced

Side Track

Barriers

Delineators/cones

Detour

EAST BOUND
DETOUR

Work Zone

Work Zone WEST BOUND

DETOUR

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IF004_PNGManual_SP_FIN.indd 30 17/01/2017 10:34 PM
 Traffic directed around the Work Traffic directed through the Work
Area (Side track or Detour) Area.
This is a preferred option but may not Traffic passing through the work area
always be feasible. Opportunities do not shall only be allowed when the traffic and
always exist for detours. In rural areas the work can be safely controlled. Vehicle
there may not be an alternative route, speeds must be carefully managed.
and in urban areas the residents may 40km/h shall be the road work speed
not accept heavy traffic passing down limit in PNG but the Safety Officer has
their residential street. Cost is often a to be satisfied that drivers will comply
critical factor for a side track or diversion. with this limit. Police enforcement may
Nonetheless these options should be be required, and Traffic Controllers (or
examined during the planning phase for a portable traffic signals) may be needed
TMP. for short periods to assist while other
work site related operations take place.
Traffic directed past the Work Area.
If a detour or side track is not
possible, the normal method for traffic
management is to have the traffic travel
past the work area. Traffic paths past the
work area must be clearly delineated to
ensure road users do not take an incorrect
lane, or mistakenly enter the work area.
Traffic Controllers (or portable traffic
signals) may be needed to control traffic if
the residual road width is insufficient (less
than 5.5m) for safe two-way operation,
or to allow machinery to move safely
without compromising on safety.

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 2.5

Consider the safety

of road workers
Planning a safe work site is assisted by asking questions.

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

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 2.6

Consider the needs of

Pedestrians and Bicyclists
Pedestrians and bicyclists who need to pass through road work
sites should be provided with facilities that are on the same scale
and which offer the same priorities as any of their facilities that were
existing prior to the works.

Where pedestrians (including pedestrians Where pedestrians have been diverted

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

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 3

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

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 3.1

Traffic Management Plans

(TMP’s)
A Traffic Management Plan (TMP) is a plan, designed for a specific
work site that shows clearly all of the signs, barriers, barricades and
other devices that are to be installed and maintained at the work site
for the duration of the works.

If the works are to have a number of A TMP shall be prepared for all road works
stages (such as changing work from one (both stationary and mobile) on PNG
side of the road to the other), a TMP is to roads and highways. It shall be audited
be prepared for each stage of works. by an independent team of auditors and
both the audit report and the TMP shall
Developing a TMP takes knowledge and
be submitted for approval to the road
experience. It cannot simply be “cut and
controlling authority.
pasted” from the internet, or photocopied
from a manual. Each work site needs For works that are quite conventional
careful, individual attention to detail; no (straight forward) and which will be
two work sites are exactly the same. satisfactorily managed with a conventional
(or “standard”) TMP, a TMP may be taken
A TMP should be prepared by a person
from the generic setting out diagrams
who is suitably experienced and competent
provided in Appendix 3 of this manual.
in traffic management, with solid
experience in road works including the
type of TMP required. Consultation with
workers who have experience working on
trafficked worksites is also very helpful in
ensuring that a practical and appropriate
TMP is prepared.

A TMP should be prepared for all road

works – both short-term and long-term.
The amount of time and resources given
to preparing each Plan will vary according
to the project. For example, a TMP for a
short-term road work task will usually
require much less time and resources to
design than for a long-term road project.

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IF004_PNGManual_SP_FIN.indd 35 17/01/2017 10:34 PM
 3.1 CONT.

Other road projects, which may involve Will high volumes of trucks/buses
more complex tasks and/or which may be require attention through worksite?
on particularly busy or high speed roads,
How many works vehicles will be
will require special attention during the
required to enter/leave the worksite
design of the TMP. In these cases, the
each day?
Safety Officer will need to take a number
of issues into account in the design of a How will the bicyclists and /or
TMP. Typical issues include: pedestrians use the location?

The speed of traffic approaching the Having considered all potential risks,
worksite. Zone lengths depend on the Safety Officer will decide on the
approach speeds. necessary risk control measures in
consultation with those who will be
The expected volume of traffic through
supervising the works.
the worksite, remembering volumes
may vary throughout the day. Will long Each TMP should include details of the
queues create congestion in a sensitive requirement to manage traffic through
location remote from the work site? the work site outside normal working
hours (that is when workers are not
The pavement width. Is there adequate
present at the site). This is commonly
room to take traffic past the works?
known as “after care” and it includes
The topography of the location. Will several tasks. Removing (or covering)
vertical or horizontal geometry restrict any signs that are not applicable outside
sight distance to the worksite? normal working hours, particularly road
work speed limits, is one example of
Will workers likely be too close to the
“after care”.
traffic?

Will there be unshielded hazards that

will be close to re-directed traffic.

 the road very rough, or have an

Is
unsealed surface? Will the road works
create added surface issues?

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 3.2

The “Four Zone” Concept

A road work site is comprised of four individual but interrelated zones.
The four zones are:

The Advance Warning Zone. The Safety (Buffer) Zone.

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

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 3.3

The Advance
Warning Zone
One of the common failings in PNG is to place warning signs only a few
metres in advance of the Work Zone. This is inadequate and unsafe.

The Advance Warning Zone’s purpose If using Traffic Controllers, it is

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

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IF004_PNGManual_SP_FIN.indd 38 17/01/2017 10:34 PM
 TABLE 1
Minimum length of the advance warning zone (m)

DESIRED SPEED AT THE END OF THE ADVANCE WARNING ZONE

APPROACH SPEED (KM/H) 40 km/h 0 km/h (STOP)

50 30 75
60 60 100
70 120 160
80 170 225
90 200 295
100 250 370

Use the operating speed of approaching traffic to determine the length of the advance warning zone.

Try to ensure that each sign within the Be alert to possible safety problems
Advance Warning Zone gives the drivers beyond the Advance Warning Zone under
and/or riders (or pedestrians) a clear conditions of heavy traffic or lengthy
message. A clear message will allow delays. In such conditions, long queues
them enough time and distance to take may form. Depending on the approach
the required action (such as slow to speed of traffic and the sight distance
the desired speed), and ensure they are to the end of a queue, this may create
aware of what to expect ahead without rear-end safety problems. Consider using
having to take sudden (and possibly additional advance warning signs to
unsafe) action. reduce the risk of collisions at the end of
the queue.

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 3.4

Transition (Taper) Zone

Most road works require a lane (or part of a lane) to be closed to traffic,
while some require closure of the road. Traffic has to therefore take a
different path to normal.

The Transition Guidance (Taper) Zone The amount of taper to be provided

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

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IF004_PNGManual_SP_FIN.indd 40 17/01/2017 10:34 PM
 TABLE 2
Recommended lengths of Transition (Taper) Zones (m)

APPROACH SPEED
ENTERING THE DIVERGE TAPER (m) MERGE TAPER (m)
TRANSITION ZONE(KM/H)

40 50 80
50 50 100
60 60 120
70 70 140
80 80 160
90 90 180
100 100 200

NOTE: Speeds entering the Transition Zone from the Advance Warning Zone should always be around 40km/h or less. However, if
they cannot be restricted to this speed the Transition Zone needs to be longer.

The Transition Zone length is based on:

• Width of lane to be closed is typically 3.5 m;
• Diverge taper length equivalent to 1.0 m/s lateral shift;
• Merge taper length equivalent to 0.6 m/s lateral shift; and
• Use the operating speed of traffic to guide taper lengths.

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 3.5

The Work Zone (including

the Safety Buffer Zone)
The Work Zone is where the road work is done. It is where the workers
and machinery are located, and where the work is being carried out.
The main objective in this zone is to provide a safe working environment
that will minimise the likelihood of injury to the workers.

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

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 riders from both directions that they are overnight (during “after care”):
no longer on a one-way carriageway.
Whenever possible, any part of the
Consistently remind them that they will
normal roadway that is closed during
be sharing a carriageway with traffic from
the day should be, if possible, opened at
the other direction. Use “Two Way Traffic”
night.
warning signs at frequent intervals, and
use cones and/or plastic delineators Make sure travel conditions for the
between the opposing traffic streams to nighttime traffic have been taken
highlight this. into account to ensure it can safely
travel through or past the Work Zone.
d. Closure of the road for short periods
This means sweeping the pavement
while work is being completed.
to be free of sand, gravel and mud,
Full closure of a road for short periods (a and clearly delineating the path with
few minutes at a time) may be feasible reflective cones and delineators.
if traffic will not be seriously affected by
The condition of the travelled path for
the delay and it is possible to re-open
the night time traffic needs to be of
the road without a prolonged operation.
reasonable standard to ensure drivers/
This decision requires a knowledge
riders are not caught by surprise by
of the traffic volumes and the likely
poor travel conditions.
queue lengths that will form. Posting
signs at the site well before the work Temporary traffic lighting through the
commences, to inform drivers of the Work Zone should be considered in
possibility of such delays, is advisable. It open road areas if there is a substantial
gives them a chance to seek an alternate deviation of the travel path from normal
route if one exists. and the approach speeds are high.

The full closure of very low volume Temporary lighting may also be
roads may be an option if the work can required if conditions for pedestrians
be safely carried out while only allowing have been changed.
local vehicle access. If single lane operation (two-way
e. Night time conditions traffic in a single lane) is required at
night, careful consideration of its safe
At some Work Zones the work will
operation is essential. If traffic volumes
continue through the night. At most Work
are low (less than 100 vph), and the
Zones however the work stops at night
length of the single lane operation is
and resumes the next day. There is a
quite short (less than 50 m for instance)
need to observe the following conditions
the single lane operation can operate
either for safe night time operation
adequately provided both directions
or when leaving uncompleted works
of traffic are alerted to the possibility

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 3.5 CONT.

of traffic from the opposite direction.

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

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 3.6

The Termination Zone

The Termination Zone is the area in which traffic resumes normal
operation after passing the Work Zone. If traffic has been diverted
(via tapers or maybe a side track) past the Work Zone, it will be diverted
back to its correct travel path within the Termination Zone.

The Termination Zone should neither be

too long (drivers/riders will ignore it and
accelerate away) or too short (drivers/
riders will not be far enough beyond the
Work Zone for suitable traffic control and
safety before returning to normal speeds).
In PNG, it is standard practice to provide a
50m Termination Zone in urban areas (and
where the speed limit is 60km/h or less),
and a 100m Termination Zone in rural
areas (and where the speed limit exceeds
60km/h).

It is desirable, but not essential, that the

Termination Zone for one direction ends at
the same point that the Advance Warning
Zone starts for the other direction. This
gives an opportunity to place signs into
the rear of the multi message signs for the
other direction.

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 3.7

What happens
to the TMP?
Each TMP requires approval by the road authority. As a part of its
approval process, the authority may ask for a road safety audit to be
undertaken of the TMP.

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

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 Delineation – will it be clear, and made All safety concerns detected in the
from “forgiving” materials such as desktop audit of the TMP shall be
plastic bollards? resolved between the road authority and
the Contractor’s Safety Officer. When
Safety barrier – will it be needed? If
these are resolved, the TMP shall be sent
so, where and how will it be installed?
to the highway authority for approval.
Will it have safe terminals and secure
Two weeks are required for road
connections between units?
authority approval of the TMP. Work can
Roadside hazards – have these been begin on-site only after the TMP has been
removed or shielded? approved.
Worker safety – will the workers be Once the TMP has been implemented,
trained in worksite safety and will they the “on-site audit” is carried out by an
have high visibility vests to wear? independent team of auditors. The audit
Is there an escape path for workers, team inspects the newly installed TMP
especially traffic controllers? daytime and at night-time.

Travel path – is it clear where all the Auditors look at the traffic management
drivers, riders and bicyclists are to arrangement from the road users’ point
travel? of view. The audit team puts themselves
into “the shoes of the road users” and
Will suitable pedestrian paths be
they look for safety concerns that may
provided through/around the site?
impact the road users. Signs that are
Will the construction entry and exit missing, signs that are wrong, tapers
points be safe? that are too short and hazardous objects
close to the travel path are typical
safety concerns found in these audits.
Assessment of signs and devices for
both day and night is critical for the total
safe operation of the traffic management
scheme.
A road safety audit should also be carried
out whenever the road works advance
from one stage to the next or whenever
there are major changes to the TMP. As
a general rule, any change in the works
that will last for one month or more
should be subjected to a new road safety
audit.

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 4

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

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 4.1

Implementing the
Traffic Management Plan
Before work commences, the signs and devices should be set out in
accordance with the approved TMP. It is a practical step to set these out
along the side of the road first.

Place each sign and barrier and cone/ Firstly, all advance warning and
bollard at its correct distance from the regulatory signs. Start with the signs the
work area BUT BESIDE THE ROAD. This greatest distance away from the Work
allows the signs and devices to be moved Zone and work inwards towards the Work
as required to best suit local conditions Zone.
during the set up period, but without
Secondly, place all signs in advance of
interfering with traffic.
the taper or the start of the work area.
When the correct layout is in place
Thirdly, place all delineating devices
BESIDE the road and it is checked and
required to form the taper including (if
approved by the Safety Officer to be in
required) illuminated flashing arrow signs
accordance with the TMP, workers may
at the end of the taper.
quickly move each sign, bollard, cone and
device directly onto the road. This should Then, add the delineation of the work
be done in the following sequence: area.

Finally, any other required warning

and regulatory signs including the
Termination Zone signs, and end of
temporary speed zone signs, should be
put in place.

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 4.2

Positioning the
Signs and Devices

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

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 4.3
Inspect the site
immediately after
the TMP is set up
When all of the signs and devices have been installed and the condition
of signs and devices has been checked on site, one further inspection is
needed to ensure the intended message is being properly conveyed to the
road users.

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

Visible permanent but conflicting signs

that should be removed/covered.

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 Tips for
Safer Work Sites
More signs do not always equal
a better sign scheme. The best
TMP’s are when the correct
signs are located conspicuously.
Do not set up any more signs
than are necessary.

Drivers may forget or doubt the

information provided if it is given
too early. At very long road work
sites, the required information
should be repeated at intervals
of no more than 1km.

Signs and devices should be

checked at least twice daily.
They must be maintained in
good condition. Damaged or
missing signs shall be replaced
within the hour.

Reflective
Personal protective equipment
vests
is essential for all workers,
including Traffic Controllers. It
Poor
is their last line of protection warning
while working on a road. sign

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

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 5

Operating

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 5.1

The Operating Phase

The Safety Officer shall inspect the TMP on a twice daily basis throughout
the duration of the road works.

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

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 5.1 CONT.

Keep signs and devices in good What to do if signs are stolen

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

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 6

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

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 PART C

DEVICES FOR USE

AT ROAD WORK
SITES

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 A road work site may need quite a wide
variety of signs, delineators, barriers and
other traffic control devices. There are
some devices available for use at road
work sites that are not yet used in PNG.
As traffic volumes increase there will be
situations where these new devices are
needed. Some new as well as existing
devices are therefore detailed in this Part
of the manual for information and use.
This Part outlines:

• The signs and traffic control devices

available for use at PNG road work
sites.

• Multi-message signs – a new system for

improved signing at PNG work site.

• Road work speed zones.

• The correct use of safety barriers in

road work zones.

• Some new devices to improve safety

and reduce delays at road works.

It explains a range of products that can

make a positive difference to road safety
at PNG work sites.

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 7.1

Signs at Road Work Sites

Every sign used at a road work site in PNG shall satisfy the 6C’s of
good road signs (See Page 65)

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

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 7.2

Multi-Message Signs
Multi-message signs are approved for use on PNG roads and highways.

A multi-message sign is a metal frame The frame for multi-message signs

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

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 7.2 CONT.

FIGURE THREE

1200mm

Frame is capable
of holding back-to-
back signs
600mm

Detachable
300mm supports

~200mm

Multi message frames are module (600mm x 600mm) and made of lightweight metal.

Messages can be changed quickly to accurately reflect the type of works underway at the time.

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 Multi-message signs that are used Within one sign assembly, no more than
at work sites shall comply with the two message plates consisting of words
following requirements: only shall be used. If the 1200 x 600
mm space is filled with two separate
Individual message plates should
600 x 600 mm message plates, at least
comply with the AS1742 requirements
one of the 600 x 600 mm plates shall
(colour, symbols, legends) for the
be symbolic or blank.
same stand-alone sign. However, it is
acceptable for the size of the legend to Messages shall be logically linked and
be reduced slightly if it is necessary to (of course) conflicting messages should
fit into the relevant plate size. not be used.
Duplicate signs shall be used for all Duplicate (on each side of the road)
Advance Warning Zones and shall be multi-message sign assemblies are
placed on both sides of the road. recommended for all roads. When
used on highways, divided roads,
All three sections of the multi message
and on roads with operating speeds
frame shall be filled. A blank yellow
above 80km/h, multi-message sign
plate may be used in any unused
assemblies shall be duplicated on both
section of the sign assembly (if
sides of the carriageway.
necessary).
The sign face should have a retro
When used, regulatory speed limit sign
reflective material meeting or
plates shall be placed in the top position
exceeding the performance standard for
of the multi-message frame on the side
Class 2 material, as specified in AS/NZS
closest to the traffic.
1906.1-2007: Retro reflective Materials
If the assembly does not include a and Devices for Road Traffic Control
speed limit sign plate, the 1200 x 300 Purposes, Part 1: Retro reflective
mm panel may be placed at either the Sheeting.
top or bottom of the assembly, so that
Where plastic flute board is used, the
the most important message is at the
minimum thickness shall be 6 mm.
top. Where duplicate signs are used
on each side of a road, the 1200 x 300
mm panel should be placed in the same
position, either top or bottom, for both
assemblies.

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IF004_PNGManual_SP_FIN.indd 63 17/01/2017 10:34 PM
 Multi-message frames
keep signs in place and
upright. This work site
would be better served
if a multi-message sign
was used here.

Multi-message frames
and signs can be easily
transported in simple
assemblies on the back
of a flat-bed utility.

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 The Six Cs of
Good Road Signs
TO BE EFFECTIVE ALL SIGNS USED AT YOUR ROAD WORK SITE
MUST CONFORM TO THE SIX C’S OF GOOD SIGNAGE.

REQUIREMENT SIGN REQUIREMENT CONTRACTOR TO ENSURE

Conspicuous (visible) Each sign shall be able to All signs can be seen by
be readily seen. approaching drivers and/
or riders. This requires all
signs to be reflective, and in
good condition, and located
suitably.

Clear Each sign shall be easy to All signs are to be kept in

read. good, clean condition.

Comprehensible Each sign shall be easy to All signs used shall comply
(understandable) understand with DoW standards.

Credible (believable) Each sign shall be reason- No sign shall be used that
able and believable for the does not show a credible
situation (believable) message.

Consistent The same sign shall be Standard signs shall be

used for the same situation used at road work sites so
at all road works every- drivers/riders can quickly
where across the country understand the message.

Correct The sign shall be the cor- Only correct signs are used.
rect sign for that situation Near enough is not good
– there are some warning enough. Do not use “any”
signs that appear the same sign if the correct one is
but have quite different missing. Rather, get a cor-
meanings. rect one and install it.

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 7.3

Speed Zones at
Road Work Sites
A reduced road work speed limit of 40km/h shall be used at all
road work sites in PNG.

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

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 The Core Flute signs are ultra-
lightweight and they can be
inserted into the frames easily
and quickly. Keep them in good
condition. Store them carefully
(in racks) to avoid scratching,
and wash them regularly for
maximum reflectivity.

Multi message signs offer

flexibility in the messages that
can be displayed. As a part of
“after care”, when work has
finished for the day, the Safety
Officer may decide to return
the speed limit to 60km/h (if
conditions permit and workers
are no longer on-site). This can
be quickly done and the next
day, before work re-commences,
the 40km/h speed limit can be
restored just as easily.

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 7.4

Safety Barriers
A road safety barrier system for use in a work zone is designed to
provide a physical barrier between the travelled way and the work area.

If it is decided to use a safety barrier Safety barriers may be required where

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

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

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 7.4 CONT.

Safety Barrier Terminals Working behind Safety Barriers

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

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 7.5

Vehicle-mounted
Attenuators
A truck or trailer mounted attenuator is a “crash cushion located on the
back of a truck or on a trailer”.

Truck or trailer mounted attenuators If using a TMA, a Safety (Buffer) Zone

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

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 7.6

Portable Traffic Signals

Portable traffic signals are an expensive but effective form of
traffic control that can assist in the management of traffic at
particular road work sites.

These signals may be mounted on small

trailers and are usually powered by solar
energy. They can be moved into position
quickly and set up with minimum effort.

They should be used for short-term

works only, or other works not exceeding
a period of about one week. If the works
are to extend beyond about one week,
temporary traffic signals (often placed in
barrels or drums so that they are self-
standing) are needed. These will require
more detailed examination of their timing
to reduce the risk of causing major
congestion problems.

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 7.7

Electronic Variable
Message Signs
An electronic variable message sign (VMS) is a traffic control
device that can be programmed to display messages to road users.

The messages should provide only Application

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

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 7.7 CONT.

A VMS may also be used: There may be an important message to

be conveyed to drivers/riders via a VMS.
To provide advanced information
In order to ensure that the message
about work dates, alternative routes,
is readable and understandable, and
anticipated delays, and other time-
to maximise its road safety impact, a
related information.
message on the VMS should be kept to
To advise road users of the reason for a maximum of two screens in all speed
the reduced speed limits. zones. This enables road users to read
To encourage speed reduction prior and understand the entire message.
to work activities. These require Screens should alternate; messages
connection to a radar unit. Due to should not scroll horizontally or vertically.
unit reset/response time, they should If a message is displayed in one screen,
only be used on roadways with low to the top line should refer to the problem,
moderate traffic volumes. the centre line should advise of the
Take care to limit VMS use to worksites location, and the bottom line should
where there is a significant degree indicate the road user action required.
of hazard such as on high speed or Single screen messages should be
multi-lane roads, or where the traffic displayed continuously. Do not flash
arrangements are complex. They are a the message or cause it to change in
costly device but can be very effective. any way. It should show consistently to
A mobile VMS should not be used for: approaching drivers.

Replacing static signs at a worksite.

Even if a mobile VMS is used it is still
necessary to display all the necessary
signs for the work site that the TMP
requires.
Advising road users of something
they already know. This may sound
obvious, but drivers/riders do not need
to have their concentration taken by
unnecessary messages.

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 For messages that require two screens VMS Messages
the following format should be used:
VMS messages should answer the
Screen 1: State the problem and the questions of what, where and when, in a
distance short and concise manner. As a minimum,
road users need to know what they
Screen 2: State the expected action
should do and why they should do it. So
Message update rates should be set as when choosing the text for a message,
follows: it is important to remember that the
Duration of display of each message message should:
screen: 1.2–2 seconds Be as brief as possible
Pause between screens of the same Be easily understood
message: 0–0.1 seconds
Be unambiguous
Pause between the second screen and
Be accurate and timely
the repeat of the first screen: 0.2–0.5
seconds Avoid sensational incident information.
If a message cannot be condensed to Limit your messages to eight words in
fit on two screens, there may have to three lines, with each line being centred.
be consideration for an additional VMS. This enables road users to quickly read
If so, it should be located 300 metres the message without being too distracted
downstream of the first VMS. In such from the road.
situations, only one of the VMS’s should
display a double screen message at any
given time.

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 7.7 CONT.

Placement and Operation of VMS of the roadway closest to the affected

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

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 PART D

APPENDICES

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 Appendix 1

Risk Countermeasures and

the Hierarchy of Controls

Application of risk management to safe As well there is a range of other factors

traffic control at road works that contribute to risk at road work sites.
These include the type of work, weather
There are numerous road safety risks at
conditions, vulnerable road users,
road work sites. Mostly these risks are
changes to the traffic arrangements, site
generated from the interaction between
access and egress, and the upstream and
the traffic and the road works. These
downstream traffic conditions.
risks exist for all road users (motorists,
motorcyclists, pedestrians and cyclists) Risk management for temporary traffic
as well as for road workers. control at road work sites is defined in
AS1742.3 (2009) as “appropriate at all
Road environment factors that contribute
levels of planning and operation…’ of
to risk at road work sites include:
traffic control, from the minor and routine
Proximity to passing traffic (particularly schemes through to large scale and
the clearance between the traffic and complex road work sites”.
the road work site, workers and any
The context of risk management for
plant or machinery)
traffic control at road work sites may
Speed of traffic passing by or through be summed up as managing safety and
the work site work productivity. The context for traffic
Traffic volume and composition control at road work sites includes the
road and traffic environment; it involves
Operating hours of the road work site
members of the public (the road users)
and the associated temporary traffic
who travel through or past the road
control
work site; it includes site personnel,
Geometry of the road approaching, day labourers, contractors and traffic
through and beyond the work site. controllers; and it considers the nature
of the work to be undertaken, the
scheduling of key tasks and the need

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 to manage any disruption that may be A model risk management process is
caused to the traffic flow. This context outlined below. It represents the key
allows the identification of a range of tasks within the ‘risk assessment’ box
risks that contractors and work site of the model illustrated in ISO 31000
managers need to consider during the (2009), and is closely aligned with the
preparation of traffic management plans process described in the Victorian Road
(TMP’s). Management Act, 2004.
The extent of temporary traffic control
FIGURE 4
measures that need to be planned and Model risk management process for
implemented is determined by such traffic control at road work sites
factors as:
Period of operation (the category of
STEP Determine site risk rating
work – short term, long term)
Type and extent of works being 1
undertaken
Road environment where the works are STEP Determine required level
to take place (urban, rural, low speed,
high speed) 2 of planning

Managing risk requires the consideration

of two components of risk – the STEP Consider the risk at the
likelihood of an event occurring and the
consequence of that event occurring.
3 work site

The consideration of these components

(likelihood and consequence) occurs STEP Consider risk control
via a risk matrix, the outcome of which
helps to identify a measure of the risk 4 measures

associated with the defined event.

STEP Decide risk controls

5
Source: Modified from Victorian Government
(2004).

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 APPENDIX 1 CONT.

Step 1 – Determine the Site Risk Step 2 – Determine the Required

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

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 TABLE THREE

SITE RISK RATING

Clearance between traffic lane and
workers
< 1.2 1.2 – 3.0 – 6.0 – > 9.0
m 3.0 6.0 9.0 m m
m
Posted 40 km/h
speed limit Local road L L L L L
and road
Collector road L L L L L
type
Secondary road (urban or rural) L L L L L
Arterial road (urban areas) and rural L L L L L
highways
50 km/h
Local road L L L L L
Collector road L L L L L
Secondary road (urban or rural) H L L L L
Arterial road (urban areas) and rural H L L L L
highways
60 km/h or 70 km/h
Local road H L L L L
Collector road H L L L L
Secondary road (urban or rural) H H L L L
Arterial road (urban areas) and rural H H H L L
highways
80 km/h or 90 km/h
Local road H H H L L
Collector road H H H L L
Secondary road (urban or rural) H H H L L
Arterial road (urban areas) and rural H H H H L
highways
100km/h
Local road H H H H L
Collector road H H H H L
Secondary road (urban or rural) H H H H L
Arterial road (urban areas) and rural H H H H L
highways

L Low risk site rating

H High risk site rating
Source: Modified from Victorian Government (2004).

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 APPENDIX 1 CONT.

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

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 TABLE FOUR

LIKELIHOOD

Very Likely Likely Unlikely Very Unlikely

Consequence Fatal Very high Very high Very high High
Serious Injury Very high Very high High Medium
Minor Injury Very high High Medium Low
PDO/First Aid only Very high Medium Low Low

TABLE FIVE

Risk Suggested Treatment Approach

Very high Must be corrected.

Should be corrected or the risk significantly reduced, even if the treatment costs are
High
high.
Should be corrected or the risk significantly reduced, if the treatment cost is moder-
Medium
ate, but not high.
Low Should be corrected or the risk reduced, if the treatment cost is low.

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 APPENDIX 1 CONT.

The hierarchy of controls places control Engineering Controls - What physical

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

Divert the traffic away from the Vehicle mounted signs and devices (e.g.
worksite? illuminated flashing arrow signs)?

Install a sidetrack? Working at night (if traffic volumes are

lower and the site can be safer)?
Close the road for the duration of the
works? High visibility clothing for all workers?

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 FIGURE 4
The Hierarchy of Controls at a Road Work Site

Detour
Road closure
Traffic diversion

Safety barriers
Lane closures
Use different construction method

Speed reduction
Warning Signs
Putting the 4-Zone principles in place
Delineation of vehicle travel path

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 APPENDIX 1 CONT.

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

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 Hierarchy of control

Safety hazard/risk Consider the practicability of controls, from left to right.

Select the most practical given the circumstances and the level of risk.
factors 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
Road closure Safety barriers Speed restriction
carrying traffic and the
Detour Lane closure Warning signs/VMS
entire work site, including
Side track Vehicle crash attenuators Delineation of travel path
all roadworks vehicles or
equipment and pedestrian
workers)

Safety barriers
Road closure Speed restriction
High speed traffic through the Lane closure
Detour Warning signs/VMS
worksite Portable traffic signals
Side track Traffic controller
Vehicle crash attenuators

Extra advanced warning signs/

VMS
Poor advance sight distance to Road closure Safety barriers
Speed reduction
the worksite (<200 metres) Traffic diversion Lead and/or trail vehicles
Delineation of the travel path
Traffic controller

Speed reduction
Police presence on site
Poor observance by motorists Road closure Lane closure
Extra signs/VMS
of directions/instructions Traffic diversion Portable traffic signals
Reassessment of information
provided

Narrow pavement width with

Road closure Speed reduction
no escape route Safety barriers
Traffic diversion Delineation of travel path
(< 2.9 metres width)

Speed reduction
Safety barriers
Presence of workers at the Road closure Warning signs
Increase separation from
worksite Traffic diversion Delineation of travel path and
vehicular traffic
worksite

Excavation adjacent to traffic

Road closure Different construction method Speed reduction
(>300 mm deep within 1.2 m
Traffic diversion Safety barriers Delineation of travel path
of traffic)

Presence of unprotected Road closure Speed reduction

Safety barriers
hazards within clear zone Traffic diversion Delineation of travel path

Rough or unsealed road Road closure Speed reduction

surface due to roadworks Traffic diversion Warning signs/VMS

High volume of traffic through Road closure Safety barriers

the worksite Detour Lane closure Speed reduction
(>10 000 vehicles per day) Side track Portable traffic signals

Road closure Safety barriers

High volume of heavy vehicles
Detour Lane closure Speed reduction
through the worksite
Side track Portable traffic signals

Speed reduction
Safety barriers
Works vehicles entering/ Warning signs/VMS
Lane closure
leaving the worksite Delineation/control of access
Portable traffic signals
points

Speed reduction
Cyclists/pedestrians through Adequate separation of shared
Alternate pathway Warning signs/VMS
the worksite road space
Delineation from other traffic

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 APPENDIX 1 CONT.

Step 5 – Decide Risk Controls

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

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 Appendix 2

Instructions for
Traffic Controllers
Traffic Controllers have an important role to play at road works. They
warn drivers of the road works ahead, plus they give clear and positive
guidance about where and when the drivers may go at the work site.

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

89
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 i) Traffic Controllers should take n) O
 nce traffic has stopped, a Traffic
particular care to be seen: Controller is to reposition as necessary
to be clearly visible to further traffic as
At dawn or dusk;
it arrives; the Controller should stay at
Against low morning or evening sun on the head of the traffic queue and stand
an east/west road; by himself/herself (not permitting
When in shadow on a sunny day; people to congregate at the traffic
control point). Continue to be sure that
In fog, mist or heavy rain.
a clear escape path is still available.
j) Use the Stop/Slow baton in a positive
o) T
 raffic Controllers shall give definite
and clear way.
and clear signals as follows:
k) Maintain a clear open view of road
To stop vehicles, turn the bat to “Stop”,
signs and devices for drivers/riders. Do
face the traffic, and raise one hand
not stand in a place that can partially
into the stop position with the palm
hide a sign, or be hidden by one.
towards the traffic.
l) Work out what to do if a vehicle is
To allow traffic to proceed, wait until all
heading towards the Controller and
traffic from the other end of the work
appears not to be stopping. Have an
has passed, move to the side of the
escape path ready?
road, then turn the bat to “Slow”. Turn
m) The Traffic Controller, working a side on to the traffic and, with the other
single lane section with another hand, give a “Proceed” indication.
Controller, and who is the next to
To slow traffic, show the “Slow” side of
stop traffic has the responsibility for
the bat, face the traffic, extend your free
changing traffic direction.
arm and wave it up and down (below
shoulder level) steadily and firmly.

TABLE SEVEN

STOP STOP STOP SLOW SLOW SLOW SLOW SLOW SLOW

Stop the Traffic Allow Traffic to Proceed Slow the Traffic

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 Appendix 3

Standard Traffic
Management Plans
The following set of twelve common diagrammatic
Traffic Management Plans (TMP) are provided for
use at roadwork sites in PNG.

They are to be used for road work sites

where the initial risk assessment has
predicted a low risk to workers and road
users. There will be occasions when the
initial risk assessment predicts a site
will present a high risk. In those cases,
a specialist in TMP’s shall be engaged to
design a site specific TMP, which shall
then be audited and approved by the road
agency.

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IF004_PNGManual_SP_FIN.indd 91 17/01/2017 10:35 PM
 Figure 1
Shoulder Works (or works beside roads)
FIGURE 1

92
Shoulder works e
Zon

IF004_PNGManual_SP_FIN.indd 92
(or work beside roads) n
tio /
rm ina rban
u
Te 0m rural)
Note: No transition zone is required.
ety (5 0m
10
Saf e
Zon )
m
(20

et y
Saf e
Zon )
m
(20
n e
ce
Zo
d vanZone rk
A ng
rni
Wo
Wa

n/
u rba l)
m ra
(500m ru ROAD
10 WORK
AHEAD

PREPARE TO STOP

ROAD
WORK
AHEAD

PREPARE TO STOP ROAD

WORK
Early Warning Sign AHEAD

PREPARE TO STOP

ROAD For zone lengths refer to tables on Page 39 (Advance

WORK Warning Zone) and Page 41 (Transition Zone).
AHEAD This figure shows the TMP for one direction only.
PREPARE TO STOP Two way roads require a TMP for both directions.
Early Warning Sign

17/01/2017 10:35 PM
 FIGURE 2

A reduction in road width

IF004_PNGManual_SP_FIN.indd 93
tion
m ina
but with sufficient width r
Te Zone /
an
for two way traffic 0 m urbral)
u
(5 0m r
10
ety
Safne
Zo )
ety m
Safne (20
Zo )
m
(20
tion
nsi
Tra one
Z
rk
WZoone 5.5m
-7m
ce
d
A ng
vanZone
rni
Wa

n/
urba l)
m ra ROAD
(500m ru WORK 40
10 AHEAD

PREPARE TO STOP

ROAD
WORK ROAD
AHEAD 40 WORK
AHEAD
PREPARE TO STOP
PREPARE TO STOP
Early Warning Sign

ROAD
WORK For zone lengths refer to tables on Page 39 (Advance
AHEAD
Warning Zone) and Page 41 (Transition Zone).
PREPARE TO STOP
This figure shows the TMP for one direction only.
Early Warning Sign Two way roads require a TMP for both directions.

93
17/01/2017 10:35 PM
 FIGURE 3

94
n
i n atio
m
Reduction in road Ter Zone n /
a
m urbral)
0 u

IF004_PNGManual_SP_FIN.indd 94
width requiring single (5 0m r
10
ety
lane operation (with Safne
Zo )
ety m
Give Way sign control) Safne (20
Zo )
m
Suitable only for locations (20
tion
with speeds managed ra nsi e
T on
down to 40km/h and traffic Z
volumes less than 500 vpd e
n
Zo
rk m
ce GIV
WAYE
Wo n5
van ne 6m ha
Ad ng Zo sst
rni Le
Wa

al
m rur
0 40
/ 10
an
urb GIVE WAY AHEAD
50m

ROAD
WORK 40
AHEAD
GIVE WAY AHEAD
PREPARE TO STOP

Early Warning Sign

ROAD
WORK
AHEAD

PREPARE TO STOP
For zone lengths refer to tables on Page 39 (Advance
Early Warning Sign
Warning Zone) and Page 41 (Transition Zone).
This figure shows the TMP for one direction only.
Two way roads require a TMP for both directions.

17/01/2017 10:35 PM
 Figure 4
Reduction in road width requiring
single lane operation (with traffic controller)

FIGURE 4
n
inatio
Reduction in road width m

IF004_PNGManual_SP_FIN.indd 95
Ter Zone n /
a
requiring single lane m urbral)
(500m ru
operation (controlled ety 10
Safne
by Traffic Controllers) Zo )
m
(20

ety
Safne
Zo )
2 m
on ( 0
ti
ra
T on
nsie
Z o ne
rkZ
Wo
ce
d
A ng
vanZone
a rni
W

/
rb an
)
m u ral
(500m ru
10
PREPARE TO STOP

ROAD
WORK
AHEAD

PREPARE TO STOP

Early Warning Sign

PREPARE TO STOP

ROAD
WORK
For zone lengths refer to tables on Page 39 (Advance
AHEAD
Warning Zone) and Page 41 (Transition Zone).
PREPARE TO STOP This figure shows the TMP for one direction only.
Early Warning Sign Two way roads require a TMP for both directions.

95
17/01/2017 10:35 PM
 FIGURE 5

96
one l)
t i on Z rura
a m
min 100
Reduction in road width Ter ban /
r

IF004_PNGManual_SP_FIN.indd 96
mu
requiring single lane operation (50
ety
Safne
(with traffic signal control) Zo )
ety m
Safne (20
Readers are referred to Section 7.6 on Page 72 Zo )
for information about portable traffic signals. o n ( 2 0m
sit i
a n
Tr one
Z
e
Z on
6m rk
Wo 6m
ce
ce ran
van ne c lea g
Ad ng Zo ide sin
rni p rov oppo ns
Wa to een ctio
30mbetw c dire
ffi
tra

al
m rur
0
/ 10 40
an
m urb PREPARE TO STOP
50

ROAD
WORK
AHEAD 40
PREPARE TO STOP
PREPARE TO STOP
Early Warning Sign

ROAD
WORK
AHEAD

PREPARE TO STOP

Early Warning Sign

For zone lengths refer to tables on Page 39 (Advance
Warning Zone) and Page 41 (Transition Zone).
This figure shows the TMP for one direction only.
Two way roads require a TMP for both directions.

17/01/2017 10:35 PM
 FIGURE 6 n
i n atio
m
Ter Zone n /
a
Closure of the left lane of m urbral)

IF004_PNGManual_SP_FIN.indd 97
0 u
a multi lane carriageway ety (5 0m r
10
Safne
Zo )
ety m
Safne (20
Zo )
m
n (20
n s itio
Tra one
Z

o ne
rkZ
ce 20m Wo
d
A ng
vanZone
a rni
W
MERGE RIGHT

n/
u rba l)
m ra
(500m ru
10
ROAD WORK AHEAD

MERGE RIGHT

ROAD
WORK
AHEAD

PREPARE TO STOP

Early Warning Sign

ROAD WORK AHEAD

ROAD
WORK
AHEAD

PREPARE TO STOP For zone lengths refer to tables on Page 39 (Advance

Warning Zone) and Page 41 (Transition Zone).
Early Warning Sign
This figure shows the TMP for one direction only.
Two way roads require a TMP for both directions.

97
17/01/2017 10:35 PM
 FIGURE 7 tion

98
m ina
Ter Zone n /
a
m urbral)
Closure of the right lane of 0 u
ety (5 0m r

IF004_PNGManual_SP_FIN.indd 98
Safne 10
a multi-lane carriageway Zo )
ety 2 m
Safne ( 0
Zo )
2 m
( 0
tion
ra
T on
nsi e
Z

rk
20m WZoone
ce
d
A ng
vanZone
a rni
W
MERGE LEFT

n/
u rba l)
m ra
(500m ru
10
ROAD WORK AHEAD
MERGE LEFT

ROAD
WORK
AHEAD

PREPARE TO STOP ROAD WORK AHEAD

Early Warning Sign

ROAD
WORK
AHEAD For zone lengths refer to tables on Page 39 (Advance
PREPARE TO STOP Warning Zone) and Page 41 (Transition Zone).
This figure shows the TMP for one direction only.
Early Warning Sign
Two way roads require a TMP for both directions.

17/01/2017 10:35 PM
 at a speed that is reasonable and safe

FIGURE 8
e
n Zon
ti o
Works across the road m ina an /

IF004_PNGManual_SP_FIN.indd 99
Te r urbral)
Outside working hours you may m
ety (500m ru
allow traffic to travel at a speed Safne 10
that is reasonable and safe Zo )
m
(20
ety
Safne
Zo )
2 m
( 0
LOOSE
SURFACE
ce
dvanZone e
A ng 40 Zon e
arni rk on
W o Z
PREPARE TO STOP W rk
W o LOOSE
SURFACE

n/
u rba l)
m ra
(500m ru 40
10
ROAD WORK AHEAD PREPARE TO STOP

ROAD
WORK
AHEAD

PREPARE TO STOP
ROAD WORK AHEAD
Early Warning Sign

ROAD
WORK For zone lengths refer to tables on Page 39 (Advance
AHEAD
Warning Zone) and Page 41 (Transition Zone).
PREPARE TO STOP This figure shows the TMP for one direction only.
Two way roads require a TMP for both directions.
Early Warning Sign

99
17/01/2017 10:35 PM
 FIGURE 9
one
ti o n Z/

100
a n
Closely spaced works min rba
Ter 0m urural)
(5 0m END
across the road ety 10 ROAD

IF004_PNGManual_SP_FIN.indd 100
Safne WORK
60
Zo ) DRIVE SAFELY
(less than 1km apart) m
(20
ety
in a long work site Safne
Zo )
2 m
If more than 1km apart ss ( 0 END
a f ety Le 1km 60 ROAD
treat them as separate S ne han WORK
Zo ) t
Work Zones m UNEVEN
e DRIVE SAFELY
(20 SURFACE 40 on
ety Z e
Safne DO NOT OVERTAKE o rk Z on
Zo ) W r k
m Wo
(20
ce
d vanZone ROUGH UNEVEN
A ng
SURFACE ne SURFACE
rni 40
k Zo ne
40
Wa o r Zo
DO NOT OVERTAKE W r k DO NOT OVERTAKE
Wo
n/
u
m r
rba l)
a
(500m ru
ROUGH
10 40 SURFACE

ROAD WORK AHEAD

DO NOT OVERTAKE
ROAD
WORK
AHEAD

PREPARE TO STOP

Early Warning Sign

ROAD WORK AHEAD

ROAD
WORK
AHEAD

PREPARE TO STOP

Early Warning Sign

For zone lengths refer to tables on Page 39 (Advance

Warning Zone) and Page 41 (Transition Zone).
This figure shows the TMP for one direction only.
Two way roads require a TMP for both directions.

17/01/2017 10:35 PM
 FIGURE 10

One way side track due

IF004_PNGManual_SP_FIN.indd 101
to partial road closure
LOOSE SURFACE

LOOSE SURFACE n e
Zo
rk
Wo

ce
van ne
Ad ng Zo
rni
Wa

n/
m u rba l)
ra
(500m ru
10 40
SIDE TRACK AHEAD

ROAD
WORK
AHEAD

PREPARE TO STOP 40
Early Warning Sign SIDE TRACK AHEAD

ROAD
WORK
AHEAD

PREPARE TO STOP

Early Warning Sign For zone lengths refer to tables on Page 39 (Advance
Warning Zone) and Page 41 (Transition Zone).
This figure shows the TMP for one direction only.
Two way roads require a TMP for both directions.

101
17/01/2017 10:35 PM
 FIGURE 11

102
Two way side track due DO NOT OVERTAKE

IF004_PNGManual_SP_FIN.indd 102
to full road closure

DO NOT OVERTAKE

rk
Wo one
Z

ce
d
A ng
vanZone
a rni
W

n/
u rba l)
m ra ROAD
(500m ru CLOSED 40
AHEAD
10
SIDE TRACK AHEAD

ROAD
WORK
AHEAD ROAD
40 CLOSED
PREPARE TO STOP
AHEAD

Early Warning Sign SIDE TRACK AHEAD

ROAD
WORK
AHEAD

PREPARE TO STOP
For zone lengths refer to tables on Page 39 (Advance
Warning Zone) and Page 41 (Transition Zone).
Early Warning Sign This figure shows the TMP for one direction only.
Two way roads require a TMP for both directions.

17/01/2017 10:35 PM
 Road work within an intersection

FIGURE 12

Road work within

IF004_PNGManual_SP_FIN.indd 103
an intersection

(50
m
100 urba
n/ mr n/
urba l)
m r a ura
l)
(500m ru
10
PREPARE TO STOP
PREPARE TO STOP

ROAD
ROAD WORK
WORK AHEAD
AHEAD
PREPARE TO STOP
PREPARE TO STOP
Early Warning Sign
Early Warning Sign PREPARE TO STOP
PREPARE TO STOP

ROAD
ROAD WORK
WORK AHEAD
AHEAD
PREPARE TO STOP
PREPARE TO STOP
Early Warning Sign
Early Warning Sign

For zone lengths refer to tables on Page 39 (Advance

Warning Zone) and Page 41 (Transition Zone).
This figure shows the TMP for one direction only.
Two way roads require a TMP for both directions.

103
17/01/2017 10:35 PM
v

APPENDIX 4

Worksite Hazard
Assessment - Checklist
The Contractor is responsible for undertaking a worksite hazard assessment to determine the level of
risk at the worksite, the type of TMP to be used and how particular safety hazards are to be addressed.

Work Location

Step 1 – Determine the Worksite Hazard Rating

Traffic volume
Traffic speed on approach
Clearance between workers and traffic
Estimated worksite hazard rating High Low
Step 2 – Required level of planning for this worksite

Low risk–use a generic TMP (from Appendix 3 of this manual) High risk – design a site specific TMP (prepared by the Contractor)
Step 3 – How will hazards be addressed?

Hazard Present at worksite

High traffic speeds approaching worksite

Poor advance sight distance to worksite (less than 200m)
Workers close to traffic (less than 1.2m)
Narrow road pavement
Deep excavations (more than 2m) within clear zone
Unshielded roadside hazards within clear zone
High vehicle volumes that may create capacity issues for
traffic control
Build-up of traffic creating poor sight distance to end-of-
queue.
High volumes of heavy vehicles
Trucks entering/exiting worksite
Step 4 – Hazard control measure(s)

Check
Step 5 – Determine the hazard control measures to be implemented

Decide
Step 6 – Traffic management plan (TMP) prepared and sent to Road Authority for approval

Date sent
Step 7 – Review the TMP when set up

Check
Step 8 – Carry out the work

Assessed by: Approved by:

Date: Date:

104
IF004_PNGManual_SP_FIN.indd 104 17/01/2017 10:35 PM
 Daily Worksite Safety Check
Location Day Date

TMP Type Generic Sketch Site Specific Time

Name Hi Visibility Vest Long Slve Shirt Work Boots Hat

WORKSITE SAFETY CHECK

Hazard Y/N Action Taken

Early warning signs in place

Advance Warning Zone signs in place

40km/h speed limit clear and correct

Are actual traffic speeds OK?

Transition (taper) Zone in place

Taper correct and adequate length

Taper of suitable bollards/cones

Safety (Buffer) Zone free of materials and equipment

Termination Zone signs in place

All conflicting permanent signs removed or covered?

Equipment kept more than 1.2m from traffic lane?

All other hazards OK?

Traffic controllers – equipped with reflective Stop/Slow

baton?

Traffic controllers – wearing reflective safety vest?

Traffic controllers – giving correct and clear instructions to

road users?

Pedestrians have suitable paths available

Were there any incidents or accidents on this site today? Yes No BEFORE LEAVING SITE EACH DAY -
IS IT SAFE FOR:
If YES, an “Accident/Incident Report” must be attached
Pedestrians Motorists
Was the incident reported to your Manager / Office? Yes No Cyclists

WORKSITE INSPECTION Conducted by: SS Other

Conducted by: (Safety Officer) Inspection time

Completed by: Signature

SAFETY OFFICER

105
IF004_PNGManual_SP_FIN.indd 105 17/01/2017 10:35 PM
 References

American Traffic Safety Services Standards Australia - AS 1742.2:2009,

Association 2008, Field guide on Manual of uniform traffic control
installation and removal of temporary devices – Part 2: traffic control devices
traffic control for safe maintenance for general use.
and work zone operations, ATSSA,
AS 1742.3:2009, Manual of uniform
Fredericksburg, VA, USA, viewed 21 Sept
traffic control devices – Part 3: traffic
2010.
control devices for works on roads.
Austroads 2006, Guide to road
AS/NZS 1906.1:1993, Retroreflective
safety: Part 7: road network crash
materials and devices for road traffic
risk assessment and management,
control purposes: Part 1: retroreflective
AGRS07/06, Austroads, Sydney, NSW.
materials.
Austroads 2009a, Guide to road safety:
AS/NZS 4360:2004, Risk management.
Part 6: road safety audit, AGRS06/09,
Austroads, Sydney, NSW. AS/NZS ISO 31000:2009, Risk
management – principles and
Austroads 2009b, National approach
guidelines.
to traffic control at work sites, AP-
R337/09, Austroads, Sydney, NSW. HB 81 (set):2003, Field guide for traffic
control at works on roads.
Department of Works 2016 “Safe
Traffic Control at Road Works” Field HB 436:2004, Risk management
Guide, Port Moresby, PNG. guidelines: companion to AS/NZS
4360:2004.
Victorian Government 2004, Road
Management Act 2004: Code of
Practice: Management of Road and
Utility Infrastructure in Road Reserves,
Victorian Government Gazette, no. S 351,
31 August 2010.

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 107
IF004_PNGManual_SP_FIN.indd 107 17/01/2017 10:35 PM
 108 ©2017 PNG DEPARTMENT OF WORKS
IF004_PNGManual_SP_FIN.indd 108 17/01/2017 10:35 PM