Book 3 - Road Safety at Work Site On Indonesian Roads MPW

ROAD SAFETY ENGINEERING SERIES
MANUAL 3
ROAD SAFETY AT WORKS SITES
ON INDONESIAN ROADS
“Making Indonesian road work sites safer for all”
REPUBLIC OF INDONESIA
MINISTRY OF PUBLIC WORKS
DIRECTORATE GENERAL OF HIGHWAYS
Preface
Road safety is an emerging topic that has become a global issue and involves not just transportation but
also social/public matters. The importance of this issue is reflected in the Decade of Action for Road Safety 2010-
2020 Program by the United Nations Organisation. Rapid growth in vehicle ownership in recent years, increased
population, and various types of vehicles available have worsened road safety issues. Therefore, road safety has
become the first consideration when determining policies related to national roads.
In Indonesia, road safety is regulated under Law no. 38/2004 on road, Government Decree no. 34/2006 on
road, Law no. 22/2009 on traffic and land transportation, as well as the recently launched National Road Safety
Master Plan. The Directorate General of Highways (DGH), Ministry of Public Works, as the agency tasked to manage
national roads in Indonesia has undertaken various efforts to improve road safety. In line with DGH’s Strategic Plan
2010-2014 aimed at accelerating road safety efforts, these series of technical manuals on road safety engineering
are therefore published.
This technical guide was co-written by Indonesia Infrastructure Initiative (IndII), an AusAID funded project
and aimed to assist planners, supervisors, and workers to establish and maintain traffic signs and road safety traffic
management systems at road works locations. The manuals are also equipped with corresponding DVDs to provide
the necessary information to develop a thorough understanding of traffic management (traffic control and safety
procedures) required at work sites.
I hope with the consistent application of these technical guides, the rate of traffic accidents can be
reduced. I also hope that these manuals will assist in understanding the importance of road safety works by
planners, implementers and all stakeholders.
Djoko Murjanto
Director General of Hihgways
Ministry of Public Works
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K E M E N T E R I A N P E K E R J A A N U M U M
D I R E K TO R AT JENDERAL BINA MARGA
Jl. Pattimura No. 20. Kebayoran Baru – Jakarta Selatan 12110, Telepon (021) 7200281, 7393928, Fax. (021) 7201760
DIRECTOR GENERAL OF HIGHWAYS’ INSTRUCTION

NO: 02/IN/Db/2012
ON
ROAD SAFETY ENGINEERING TECHNICAL GUIDE
DIRECTOR GENERAL OF HIGHWAYS
Considering: a. United Nations declaration in March of 2010 on the

Decade of Action (DOA) for Road Safety 2011-2020
which aims to control and reduce the fatality rates of
road traffic accident victims globally
b. Declaration of the National Road Safety Master Plan on
June 20, 2011 in line with the mandate of Law no.
22/2009 on Traffic and Road Transportation
c. Directorate General of Highways, Ministry of Public
Works is responsible for providing safer roads in
accordance with the second pillar of the National Road
Safety Master Plan and Strategic Plan 2010-2014 to
accommodate road safety improvement program
d. In order to implement the second pillar action plan for
safer roads: planning and execution of safer road works
(including road equipment)
Bearing in mind: 1. Law no. 38/2004 on Roads.

2. Law no. 22/2009 on Traffic and Road Transportation
3. Government Regulation no. 34/2006 on Road
4. Minister of Public Works Decree no. 11/2010 on
Procedures and Requirements of Road-worthy Function
5. Minister of Public Works Decree no. 13/2011 on Road
Maintenance and Inspection Procedures
Intructed to: 1. Director of Implementation Region I

2. Director of Implementation Region II
3. Director of Implementation Region III
4. Director of Planning Affairs
5. Director of Technical Affairs
6. Head of Toll Road Regulatory Agency (BPJT)
7. Heads Executive Central of National Road within the
Directorate General of Highways
8. Heads of Unit Non Specific Vertical within the
Directorate General of Highways.
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To enact:
FIRST: To attain an improved road safety infrastructure for road

users through the National Master Plan Program.
SECOND: To take into account road safety engineering from road

planning stage, construction, and operations.
THIRD: In conducting road safety engineering as defined in the

second dictum, referring to:
• Technical guide 1: Road Safety Engineering
• Technical guide 2: Roadside Hazard Management
• Technical guide 3: Safety in Road Work Zones
FOURTH: Provisions of the Technical Guide 1 Road Safety Engineering,

Technical Guide 2 Roadside Hazard Management and
Technical Guide 3 on Safety in Road Works Zone are listed in
details in the annex which is an integral part of the
instructions from the Director General of Highways.
FIFTH: In order to carry out this instruction with full responsibility.
SIXTH: The Director General of Highways’ instruction comes into

force on the date of enactment.
Copies of this instruction have been delivered to:
1. Minister of Public Works

2. General Secretary of Ministry of Public Works
3. Head of Research and Development Agency for Road and Bridge
4. Secretary of the Directorate General of Highways
Enacted in Jakarta
On 24 April 2012
DIRECTOR GENERAL OF HIGHWAYS,
Ir. Djoko Murjanto, MSc
NIP. 195508261983031002
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Glossary
Advance warning sign: A sign used well in advance of the road works to provide advance warning of those works to
approaching traffic.
Advance warning vehicle: A vehicle used well in advance (up to 1 km or more) of line marking works to provide
advance warning of those works to approaching traffic.
Advance Warning Zone: The first of five zones encountered by drivers/riders. It alerts them to the work zone ahead.
Delineation: A general term for devices that are used to provide clear definition of the designated path for vehicles.
Diversion: A temporary road or lane next to the carriageway onto which traffic may be directed.
Detour: A route onto which traffic is directed to bypass the closed work area.
High speed road: A road where vehicle speeds are typically greater than 60km/h.
Lead vehicle: A vehicle used at the head of line marking works on two way roads to give advance warning of the
work to traffic approaching from the opposite direction. The driver should be alert to inform following workers of
any impending hazard.
Long-term works: When a road work site is required to operate for longer than one day (that is, it will exist
overnight) and may be left unattended.
Low speed road: A road where vehicle speeds are typically less than 60km/h.
Mobile short term works: Works that move along a road, either at constant low speed or with intermittent stopping
and moving.
Multilane: Two or more traffic lanes in one direction.
Road user: Any driver, rider, passenger or pedestrian using the road.
Road work: Any physical work on a road or on the roadside which has potential to disturb traffic flow and/or road
safety.
Roadway: That portion of the road dedicated particularly to the use of vehicles, inclusive of shoulders and auxiliary
lanes.
Safety barrier: A physical barrier separating a work area from the travelled way, designed to resist penetration by an
out-of-control vehicle and as far as practicable, to redirect the colliding vehicle back into the travelled path.
Shadow vehicle: A vehicle which provides close up protection to the rear of workers who are on the roadway on
foot.
Short-term works: When the traffic management devices are required for one day or less and the road conditions
are returned to normal.
Spotter: A person whose sole responsibility is to watch out for, and warn workers of, approaching traffic.
Safety Buffer Zone: The third zone encountered by drivers/riders. This zone surrounds the work area and is
considered to be a part of the Work Zone.
Tail vehicle: A vehicle used at the tail (end) of line marking works to provide advance warning of the works to
following and/or approaching traffic, to divert traffic around the work area and to enable the driver to alert
workers ahead of any impending danger.
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Termination Zone: The last of five zones encountered by drivers/riders. This is the zone where traffic resumes normal
operations after passing the work area. This zone is used to advise the drivers/riders of the end of the work site
and what is allowed on the road beyond the work site.
Transition Guidance (Taper) Zone: The second of five zones encountered by drivers/riders. This is the zone in which
drivers/riders are redirected out of their normal path of travel if necessary. The zone is used to guide
drivers/riders into their correct path and at a correct safe speed.
Traffic control devices: The signs, cones, barriers and other devices placed on or near the road to regulate, warn or
guide road users.
Travelled way: The route through, past or around a road work area.
Traffic: All vehicles, persons or animals travelling on a road.
Traffic controller: A person whose duty it is to control traffic at a work site – often using a stop/slow baton, a red
flag, or some other form of alerting device.
Traffic management scheme: An arrangement of signs and devices to warn drivers/riders and guide them through,
past or around a road work site.
Traffic management plan: A traffic management plan (TMP) is a plan that shows clearly all of the signs, barriers,
barricades and other devices that are to be installed and maintained at the work site for the duration of the
works. If the work has a number of stages, there should be a TMP for each stage.
Two-way roadway: A roadway with lanes allotted for use by traffic in opposing directions without physical
separation between them.
Work area: The specific area where the work is being done.
Work site: An area which includes the work area and any additional length of road required for advance signing,
tapers, side-tracks or other areas needed for the road works.
Work zone: The area comprising the work area plus the safety buffer zone that surrounds the work area.
Work vehicle: In line marking works, the vehicle or plant item immediately preceding the work area and undertaking
the work (such as a line marking machine) or supporting the workers on foot behind it.
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Contents
PART A - An Introduction to Road Work Safety 1

1.1 Road work safety 2
1.2 What is road work safety? 3
1.3 The role of engineers in road work safety 4
1.4 Categories of road works 7
1.5 The Five Phases in managing a road work site 8
1.6 Planning for your road work - step by step 8
1.7 Designing a Traffic Management Plan 13
1.8 Implementing your Traffic Management Plan 16
1.9 The Operation and Maintenance Phase 17
1.10 The Close out Phase 18
1.11 You are working with humans 18
PART B - The Zone Concept 23

2.1 The Zone Concept 24
2.2 The Advance Warning Zone 26
2.3 Transition Guidance (Taper) Zone 28
2.4 The Work Zone (including the Safety Buffer Zone) 30
2.5 The Termination Zone 33
PART C - Traffic Control Devices for Use at Road Work Sites 34

3.1 Signs and devices for use at road works 35
3.2 Sign design and format 36
3.3 Sign supports 36
3.4 Two sign display 37
3.5 Multi message signs 37
3.5.1 General guidelines 37
3.5.2 Multi-message sign frame 38
3.5.3 Message plates 38
3.6 Operation, installation and removal 38
3.6.1 Sign and device condition 38
3.6.2 Setting out and recovery of devices 39
3.6.3 Orientation of signs 39
3.6.4 Positioning of signs and devices 39
3.6.5 Final inspection before starting out 40
3.6.6 Removal 40
3.7 Speed Zones at road work sites 40
3.7.1 General 40
3.7.2 Factors to consider in setting the Road Work Speed Limit 41
3.7.3 When to use a Road Work Speed Limit 42
3.7.4 Removal of the Road Work Speed Limit 42
3.8 Provision for pedestrians and cyclists 42
3.8.1 General 42
3.8.2 Access to public transport and businesses 43
3.9 Safety barriers in work zones 43
3.9.1 General 43
3.9.2 Shape and strength requirements 44
3.9.3 Safe system of work 44
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3.9.4 Barrier location 45
3.9.5 Safety barrier terminals 46
3.9.6 Working behind safety barriers 46
3.9.7 Debris protection and sight restriction screens 46
3.9.8 Methods of moving safety barriers 47
3.10 Portable and temporary traffic signals 47
3.10.1 General 47
3.10.2 Signs to use with portable signals 47
3.10.3 Operation 48
3.10.4 Site arrangements 48
3.11 Vehicle-mounted attenuators 49
3.12 Use of electronic variable message signs 50
3.12.1 General 50
3.12.2 Application 50
3.12.3 Restrictions on VMS usage 51
3.12.4 Message screens on VMS 51
3.12.5 VMS messages 52
3.12.6 Placement and operation of VMS hardware 52
3.12.7 Visibility of the VMS 53
3.13 High visibility clothing 53
3.14 Instructions for Traffic Controllers 53
3.15 Listing of signs and devices 55
PART D - Indonesian Road Work Case Studies 56

Case Study 1 : Long term works on two inter-urban roads 58
Case study 2 : Long term works on a divided inter-urban road 59
Case study 3 : Long term works involving a lane closure on an expressway 60
Case study 6 : Long term works on an urban arterial road 62
Case study 7 : Long term works along the shoulder of an expressway 63
Case study 8 : Short term works on the shoulder of an expressway 64
Case study 9 : Short term works on an urban arterial road 65
Case study 10 : Long term works involving traffic detours from one carriageway to another 65
Case study 12 : Short term works on a rural highway 67
Case study 13 : Long term works on an inter-urban road in a semi-rural environment 68
Case study 15 : Long term work on a rural highway 70
Case study 16 : Long term work along an urban arterial 71
PART E - Diagrams to Assist Setting Out 72
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PART A
An Introduction to
Road Work Safety
““The risk of a serious or fatal road crash

is three times greater in road work sites than on an
equivalent section of road.”
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In this Part you will read about:
- The road safety issues at Indonesian road work sites.

- Your responsibility for the safety of the road workers and the road users at your road work site.
- The differences between short term works and long term works.
- The importance of staging your road works to minimise conflicts and safety concerns.
- Traffic Management Plans – what they are and how you prepare one.
- Building safety in to your planning so that all these humans – the workers and the road users – get home safely
each day.
By the end of this Part you will have the knowledge to make a positive difference to road safety at your work site.
1.1 Road work safety Those responsible for building new roads, or
maintaining/upgrading existing roads often need to
Road work is important, necessary and unavoidable in take over some part of the road for their work. This can
any road network. New roads must be built; existing cause disruption to the traffic using the road – it may
roads have to be maintained; sometimes roads are lead to traffic jams, causing some road users to become
duplicated or upgraded. New frustrated with the delays.
bridges and flyovers are Most importantly though, the
built, and a wide variety of
Overseas studies indicate that the risk of road works can also lead to
crashes – with road users or
traffic management a serious or fatal road crash is three
improvements take place. road workers being injured
times greater in a road work site than on or killed going about their
In most cases the road work
normal business.
has to take place in, or close an equivalent section of road.
to, moving traffic. Even when Road safety at work sites is
a new road (such as a new an important but often
expressway) is built through neglected part of road
rice paddies and is able to be construction and
constructed free of traffic, it maintenance in Indonesia.
must eventually join to an existing road at each end. The safe management of its road work sites is an
important responsibility of any road authority.
Unless very carefully managed, road work sites can
lead to increased risk for those using the road as well In Indonesia until now, a road work site has been
as the road workers. characterised as a place with possible “hidden
2 MINISTRY OF PUBLIC WORKS REPUBLIC OF INDONESIA

PART A - An Introduction to Road Work Safety
Road work sites need

good quality signs.
They should meet all
the requirements of
traffic signs used
elsewhere on the road
network. When
damaged (left photo)
they must be replaced
immediately.
surprises”, uneven road surfaces, few warning signs and

1.2 What is road work safety?
little guidance for the road users. Most work sites also
provide little safety for the workers as they toil to
Road work safety is the name given to the provision of
construct the new road.
signs, barriers, delineation and other physical safety
It is time to improve this situation. Road safety at road devices to ensure that the risk to road users and road
work sites in Indonesia can be improved – and at little workers at a road work site is as low as practical.
cost. All it takes is dedication to safety by all
Providing road safety at a road work site should be a
responsible for the project - the Contractor, the Client,
high priority element of every road construction project
and the Consultant. It also needs some clear thinking
or road maintenance activity from the time the
by engineers, and the knowledge about what to do.
planning process begins until the time the project
This manual gives you that knowledge. Putting it to construction is complete.
good use at road work sites in Indonesia is now your
Traffic management at road work sites therefore often
task.
requires higher standards of safety than on the
remainder of the road network. For example, lane
Road safety at Indonesian work sites closures, lane narrowing’s, sharp curves and other
abrupt or frequent geometric changes must be
Building and maintaining roads is a dangerous appropriately designed in terms of speed, advance
occupation. Although there are no crash records warning and delineation to provide road users with
available at present related to road safety at road work clear warnings and guidance. This may also sometimes
sites in Indonesia, it is believed the number of crashes require the introduction of geometric changes in
in road work sites is quite substantial. individual steps or stages. For example, the closure of
Serious crashes at road work sites are often reported in two lanes on a multi-lane highway should be done in
newspapers. Two recent crashes occurred in East Java two individual stages and not as one long taper.
on the North Java corridor. In one crash, a traffic The signs and devices used at road work sites are a
flagman was struck and killed while on duty by a truck vital form of communication to the road user. Without
that ignored his presence. In the other crash, five
people were struck by an overloaded vehicle while they
The safety of the workers who are
worked on a bridge maintenance project.
Overseas studies indicate that the risk of a serious or

building the road is also a vital concern.
fatal road crash is three times greater in a road work They must be protected as they go about
site than on an equivalent section of road. Many
countries have higher penalties for drivers/riders who their daily work.
commit traffic offences in a work site for this reason.
ROAD SAFETY ENGINEERING SERIES 3

MANUAL 3 - ROAD SAFETY AT WORK SITES ON INDONESIAN ROADS
Road works should be

staged in a way that
avoids “stop/start” work
zones. Sharp drops
such as this should
also be kept to a
minimum. These road
works should be
delineated so that this
sharp drop is clearly
marked.
a rational and consistent system of signage at road At road work sites for instance, engineers may fail to
work sites, safety of the workers and travelling public is realise that many of the human mistakes that are made
compromised. by the drivers/riders are due to failings by an engineer.
A warning sign was not installed where it was needed;
The objectives of safe and effective work site signing
the road work site simply “happened” – without the
and traffic management are to:
necessary Traffic Management Plan in place; a new
- Provide a safe working environment for workers on
section of rigid pavement finished without any warning
the site;
or delineation causing drivers/riders at night to receive
- Warn approaching road users and pedestrians of a shocking surprise as they dropped onto the old road
road works; surface at speed.
- Guide the road users through, past or around the
Road safety engineers can improve safety at road work
road work site safely;
sites – by putting themselves into the shoes of the
- Provide minimum inconvenience for the travelling road user and by empathising with their needs. An
public; experienced road safety engineer will always ask the
- Provide minimum inconvenience to work at the road question – what will the road user make of this?
work site.
An engineer who is concerned for road safety as well
as for the safety and well-being of the workers at the
work site will then take steps to provide a work site
that is clearly signed, with strong delineation and clear
1.3 The role of engineers in road speed restrictions. This is not difficult provided some
basic guidelines are followed. It can also be done at
work safety
low cost.
Road crashes are due to three things – the human, So - engineers can make a difference! Engineers can
and/or the vehicle, and/or the road. Most people blame save lives and prevent injuries. You can use the advice
the human (the driver, the rider, the pedestrian) for all contained in this manual – at low cost – to influence
the crashes on the roads. Most people will say that the the design, construction, maintenance and operation of
Police should work harder to enforce the traffic rules – safer road work sites.
and in doing so the crashes will reduce. One of the main messages underpinning this series of
Many road engineers also share this view. They road safety engineering manuals and DVD’s is that
underestimate the importance of their own work in engineers have a vital role to play in providing safer
reducing road crashes. Studies have shown that up to roads for all Indonesians. This manual will assist in
30% of road crashes are due to the road, and its providing safer road work sites for all.
interaction with the road user (the human).

Leaves, branches,
blocks of concrete and
rocks are not
acceptable delineators.
They cannot be seen at
night and will injure
road users. Reflective
cones, barricades and
signs must be used for
this purpose.
- Inform the road users about the road work. For long
Engineers can make a real difference to term work, information about the duration of the
road work should be provided so the road users can
road safety at road work sites. anticipate the effect of the road works. If there will
be congestion, they may wish to choose a different
route.
Employers have a responsibility to create a safe - Manage the site to avoid damage to private
working environment for their employees. Employers property.
also have a responsibility for the safety of any other - Be familiar with the provisions of this manual and
person moving through or around work areas under act accordingly.
their control. Employers must therefore ensure the
proper training of supervisors and workers, as well as Workers should:
the provision of equipment, protective clothing and
- Take responsibility for their own safety by looking
resources for the performance of their work in a
out for danger and being observant.
manner that is safe and that minimizes risks.
- Take care of the safety of other personnel and
visitors to the work site.
Supervisors should:
- Wear the protective clothing that is provided for
- Be aware of their responsibility to provide safe and
their safety.
convenient travelling conditions for the public, and
- Engage only in work practices that do not put
safe working conditions for personnel under their
themselves or any other person at risk.
control.
- Follow the instructions of the employer in carrying
- Establish the position of Safety Officer to care for all
out the requirements of this manual.
occupational health and safety as well as road
safety matters during the road work. This is
Road users should:
especially important for long term road work
projects. - Comply with all the regulatory requirements of the
work site.
- Ensure that all personnel involved in traffic signing
and traffic control are aware of what is needed and - Travel at a speed that is safe, given the road and
of their responsibilities. traffic conditions.
- Provide training for all personnel involved in traffic - Be alert to the possibility of people/machinery on
signing control. the road – be patient!
- Inform other road stakeholders (in particular the

local Directorate General of Land Transport and
Traffic Police) of the road work.

Some common safety concerns at Indonesian road work sites
There is no delineation or barriers to separate the work area The width of this lane is reduced greatly but traffic is not
from the traffic. managed safely through the squeeze point.
There are too many signs and they are too close together. Road users are allowed too close to a significant hazard.
This may confuse drivers/riders. Delineation and speed management is lacking.
Pedestrians and bicyclists should not be forgotten at road work sites. There is no traffic management to guide or direct road users
Too often, footpaths are used for road works activities and while this overpass is being built. The existing line marking may
the pedestrians are left to walk among traffic. mislead some drivers/riders and could lead to head on conflicts.

1.4 Categories of road works shape of obstruction and how to proceed so that
drivers/riders can pass safely through or past the works
area. In addition, signposting must be consistent and
There are two categories of road works:
comprehensible and common to all the road works
- Long term works (lasting longer than one day).
along the road.
- Short term works (no overnight traffic management
Naturally, the different categories of road works usually
required). Short term works are either stationary
require different types and amounts of traffic
(such as patching holes) or mobile (such as line
management. For this reason, planning the staging of
marking).
the road works well in advance, and designing a
Each of these categories of road work should be suitable and safe Traffic Management Plan, are two of
suitably signposted in accordance with general the most important steps you can take in road safety at
principles governing proper signposting. This means road work sites.
that they must give drivers/riders proper and gradual
These are two of the five phases in managing a road
advanced warning of changes to traffic conditions and
work site. Using the Five Phases approach (below) will
ensure that vehicles pass through the road work safely.
help you to manage your work site safely and
The signposting must provide warning of the type and efficiently.
Long term works Long term works
Stationary short term works Mobile short term works

1.5 The Five Phases in managing 1.6 Planning for your road work -
a road work site step by step
As the engineer responsible for road safety at your Planning ahead for safety at your work site is always
road work site, it will assist you in your work if you time well spent. It is a positive and necessary part of
remember to keep a clear view of the five phases of road work.
managing a road work site. These are:
There are some key steps along the way, and by
a. Planning phase carefully considering each one you can design,
b. Design phase implement and manage a safe work site.
c. Implementation phase The Contractor should start by designating an engineer

d. Operation and maintenance phase as the responsible individual for road safety at the
work site. That engineer should be responsible for
e. Close out phase
preparing a Traffic Management Plan – a plan that
Each phase has a clearly different and important role
shows the exact signs, delineators, cones, barriers and
to play in your road works. We will now go through
other traffic control devices to be used for each stage
each phase one at a time to highlight the main things
of the works. Full details about Traffic Management
that are important in each phase.
Plans are provided in the following Section.
Developing a Traffic Management Plan takes

knowledge and experience. A TMP cannot simply be
“cut and pasted” from the internet, or photocopied from
Planning a manual. Each site needs careful and detailed
Phase
attention – because no two work sites are the same.
Factors such as vertical and horizontal geometry, traffic

volumes, speeds, abutting development and the
duration of the project all add up to make each and
Design every work site unique.
Phase
However, there are some common factors between
work sites – by following a series of key steps you can
gather together all the necessary information that is
necessary for you to develop a safe and effective TMP.
Implementation
Step 1: Decide the category of your road works
Phase
Road works are divided into two categories:
- Long term works

- Short term works (stationary or mobile)
Operation and
The Traffic Management Plan for long term works on a
Maintenance
Phase busy high speed highway will likely demand more
attention than (for instance) stationary short term
works on an urban arterial road. For short term works,
one of the diagrams in Part D of this manual may
Close out
suffice, subject to careful review. For long term works,
Phase the diagrams in Part D will also provide useful
guidance but will require more attention to detail
because of the duration of the works and the fact that
The Five Phases in managing a road work site the signs/delineators/barriers will be in place at night
as well as day.

Consider the road class

Decide the category of Establish the staging
1 your road work 2 of your works 3 (plus the volume and
composition of traffic)
How will you provide

Where will Consider the safety of
4 the traffic go? 5 your road workers 6 for pedestrians
and bicyclists?
Planning for your road work
Step 2: Establish the staging of your works Alternatively, if it is decided to manage the same
upgrading through a number of individual stages, road
Begin by asking in which of the following ways the
users will encounter a number of work sites. The road
traffic at your road work site will be managed:
users will encounter work sites that start and then
- Movement through the work area under closely
stop, start and then stop, and then start and stop again
controlled conditions, or
through the length of the road. Such staging places a
- Movement past the work area by means of a greater demand on the project to correctly and
delineated path alongside but clear of the work adequately sign all the road works. Such staging also
area, or exposes the road users to many more potential
- Movement around the work area by a detour which conflicts.
may be via a side track or an existing road, or
Detailed planning for the staging of your road work
- Closure of the road for short periods while work is should clearly be an early priority for you and your
carried out. colleagues.
Decisions about the staging of the road works are
fundamental to road safety. Project Managers are Step 3: Consider the class of road, plus the volume and
encouraged to think carefully about how to safely composition of the traffic
stage their works. The staging of the road work will The road safety of road users and road workers will be
have a large impact on the road safety of the road enhanced by ensuring that the road work site is
work. The engineer responsible for road work safety managed in such a way as to cause the minimum
should communicate with the Project Manager and amount of inconvenience to traffic movements. You
ascertain the staging of the works. This is a critical may need to consider how your works can be arranged
matter – depending on the staging of the works the to minimise:
preparation of the Traffic Management Plan can either
- Disruption of established traffic movements and
be a simple task, or it can become a very complex task.
patterns.
And depending on the staging of the works, the cost of
- Interference with traffic at peak periods.
providing the required traffic management
signs/devices may be quite low (one work area) or it - Interference with public transport services; and
may increase to become a significant amount (multiple - The amount of road closed to traffic at any one
work areas). time.
For example, if a long section of a road is to be You can minimise delays by maintaining open as many
upgraded, it is desirable to commence at one end and lanes as practical. You may minimise delays by having
work progressively towards the other. Each stage most work carried out at night. (This places additional
should be completed before the next stage is started. safety demands on you and the project). You may also
Drivers/riders then encounter only one work site – be able to make use of portable traffic signals or well
minimising the work site risk. trained traffic controllers in order to control the traffic
movements as efficiently as possible.

The importance of staging road works
One 50 km length of a rural arterial road was recently

upgraded. The project involved duplicating the road and
strengthening the road by constructing a 450 mm thick
concrete pavement. Work took place at a number of sites,
on both carriageways. Road users (if they travelled
through the entire 50 km length of road) encountered
more than 20 individual work sites. They were also
confronted with many situations where they were
required to change carriageways in order to avoid road
work.
Little care was taken with the traffic management of the

numerous work sites. Few signs were used and the
number of individual work sites stretched the
effectiveness of those few signs to the limit. To make
matters worse, at each work site the newly constructed
concrete pavement was 450 mm above the existing road
level – presenting a serious roadside hazard for all road
users.
Drivers/riders were using whichever carriageway they

wished – the drop off from the new sections of concrete
pavement were hazardous (especially for motorcyclists) Hazards so close to a road must be well delineated.
Speed must be kept low. This site lacked basic signs and delineation.
and there were surprises every few hundred metres along
the road.
In a 2 year period, a reported 70 individuals died in road crashes along this 50 km stretch of road! With different
staging of the work, and more careful attention to the use of traffic signs and delineators, this number of fatalities
could have been so much lower.
This excavation lacks delineation and barrier protection. The staging of the works meant that there were numerous
It presents a high risk to road users, especially after dark. work zones, each with a drop off from the new concrete road.
Without signage, each drop off presented a surprise to road users.

There are also some small matters that may seem Unsealed and rough crossovers cause dust, mud,
insignificant but which do add up to be really and congestion and safety difficulties.
important at work sites. Three of the most common of
these are to remember: Step 4: Consider where the traffic will go
- To remove or cover all regulatory speed restriction Traffic will continue to use the road, and so clear
signs when they are not applicable or required. This decisions need to be made about just where the traffic
usually only occurs outside work hours at long term is to be directed –through the work area, past the work
road works. It is counter-productive to try to restrict area, or around the work area.
vehicle speeds unnecessarily. Drivers/riders will
Traffic through the Work Area
learn quickly to disregard such signs.
Traffic passing through a work area should only be
- Take down any other signs that are not applicable at
permitted where both the traffic and the work can be
certain times during the day or night. This includes
adequately controlled. Traffic controllers (or portable
the “Worker Symbolic Sign” when workers are not
traffic signals) are usually required to slow or stop the
present at the site. Always give accurate and correct
traffic for short periods to allow the safe movement of
messages to the road users.
machinery or for other operations.
- To seal and maintain in good condition any
crossover from one carriageway to the other.
1
NEW BRIDGE NEW BRIDGE
(OFF ROAD FOR NOW) (OFF ROAD FOR NOW)
AM AM
STRE STRE
RIVER RIVER
NEW BRIDGE NEW BRIDGE

(OFF ROAD FOR NOW) (OFF ROAD FOR NOW)
PHASE 1
OF ROAD
WORKS
Higher Risk - 15 km of existing rural road is to be Lower Risk - 15 km of existing rural road is to be
duplicated. There are six work areas due to work taking duplicated. There is only one work area that effects
place at many locations at once. Drivers/riders experience drivers/riders. The bridge works are “off road”.
many work sites. Drivers/riders experience only one work site.
Long road with road works at 6 locations, compared to the same road with just one road work site. Careful staging of road works can assist safety.

WORK WORK
AREA AREA
STOP
PRE 40 Km
ROA 40Km
PAR DW
ET ORK
OS SA
TOP HEA
D
Through the work area Traffic past the work area
TEMPORARY
BRIDGE
EAST BOUND
DETOUR
SIDE TRACK
WEST BOUND
WORK AREA DETOUR
OLD BRIDGE TO
BE REPLACED
BARRIERS
Side track Detour
Traffic past the Work Area Safety measures such as high visibility clothing,
warning devices on work vehicles and other workers
If a detour or side track is not possible, the normal
acting as look-out persons can be suitable for these
method for traffic management is to have the traffic
types of work. If these types of controls are not
travel past the work area. Traffic paths past the work
suitable for any reason then more substantial
area are to be clearly delineated to ensure the road
controls are to be adopted (signs and devices).
users do not become confused and to minimise the risk
that some may inadvertently enter the work site. - If your work is to be long term, how will workers be
protected from traffic at the road work site? Will it
Traffic around the Work Area (Side-tracks and Detours)
be through strong delineation and very low speeds,
When it is not practicable to allow traffic through or or by providing a barrier between the work area and
past the work area, a detour is needed. Such a detour the moving traffic? Or (if such a barrier is not
may involve using some of the existing road network practicable) will safety be assisted by providing an
or it may involve a specifically constructed side-track. adequate lateral clearance between the edge of the
work area and the nearest traffic lane.
Step 5: Consider the safety of road workers - How will the speed of traffic past the site be
Ask yourself the following questions related to worker controlled? By either temporary speed zoning and
safety: Police enforcement, or other means including road
humps and appropriate signs and delineating
- Is my work long term or short term? Worker safety
devices.
at short term works can be achieved by work
methods that do not expose the worker to long
periods of time working close to passing vehicles.

Step 6: Consider how best to provide for Pedestrians

and Bicyclists
A TMP should be prepared for all road
Where pedestrians (including people with disabilities) works – short and long term.
have to move through, past or around a work area or to
cross the road within a work site, they should be
provided with (and directed to) suitably constructed
and protected temporary footpaths and crossing points. Having given detailed thought during the planning
Pedestrian and bicycle paths should be provided on phase, you are now in a position to begin the design
the same scale and to the same width as any facilities phase – by designing a traffic management plan for
for pedestrian or bicycle traffic that were existing prior your road work site.
to the works.
Where footpaths or crossings for pedestrians have

been temporarily relocated, the following requirements 1.7 Designing a Traffic
are recommended for the temporary facilities:
Management Plan
i. The surface of the footpaths and/or crossings
should provide safely and conveniently for hand A Traffic Management Plan (TMP) is a plan that shows
carts and wheelchairs, and for the visually clearly all of the signs, barriers, barricades and other
impaired. devices that are to be installed and maintained at the
ii. Crossings should be located as near as practicable work site for the duration of the works. If the work has
to the pedestrian desire line – that is, where the a number of stages, there should be a TMP for each
pedestrians wish to cross. The crossings should be stage.
to the same standard (width and surface
A Traffic Management Plan should be prepared by a
smoothness) as the crossings they replace,
person who is suitably experienced and competent in
including provisions for the visually impaired.
traffic management having regard to the nature and
Correct regulatory signs will be needed at the
complexity of the works, and the type of Traffic
crossings.
Management Plan required. Consultation with workers
iii. Where pedestrian traffic has been diverted onto an who have experience in working on trafficked work
existing roadway the pedestrian path should be sites is very beneficial in ensuring that a practical
separated from vehicular traffic. A mesh fence (with Traffic Management Plan is prepared.
no hazardous struts or hazardous poles) or a solid
A TMP should be prepared for all road works – short
line of plastic cones/bollards may be used for this
and long term. The amount of time and resources given
provided:
to preparing each Plan will vary according to the
- The clearance to the delineated edge of the
project; for example, a TMP for a short term road work
traffic lane is at least 1.2 m and the speed limit
task will usually require much less time and resources
is 60 km/h or less; or
to prepare than for a long term road work task.
- If the clearance to the delineated edge of the
traffic lane is less than 1.2 m, the speed limit is For short term works (stationary or mobile), a TMP
40 km/h or less. should be prepared and submitted for approval to the
engineer managing the work. The TMP may be brief
If these requirements cannot be achieved then
and it may be generic, making use of one of the
safety barriers (correctly installed) should be
diagrams in Part D of this manual.
considered. Safety barriers need extra special
attention to make sure they are safely connected For long term works (when the traffic management
and installed. See Section 3.9 in Part C for details. scheme is required to operate both day and night, and
iv. Lighting should be not less than the level provided may be left unattended), a TMP should be specifically
on the original footpath or crossing. designed for approval by the Project Manager. Again,
the diagrams in Part D can assist.

200m 100m 100m 100m 200m 30m 30m 500m 500m
80
ROAD
ROAD WORK
ROAD WORK
AHEAD STOP
AHEAD
REDUCE
HERE
END
SPEED
80 ON RED 40 40 40
PREPARE SIGNAL
ROAD ROAD ROAD
AHEAD TO
WORK WORK WORK
STOP
REDUCE
SPEED
ROAD WORK
ROAD WORK
80
80
AHEAD
STOP
END
HERE ROAD
ON RED AHEAD AHEAD
SIGNAL PREPARE
TO
STOP
Notes:
1. For out of hours arrangements, flashing lights and barrier boards will be utilised at end of works.
2. Stop line to be painted (300 mm wide) 6 m in advance of traffic signal.
3. Work to be delineated with posts and plastic containment tape.
4. Max distance between traffic signals 1 km.
5. Traffic signals to be adjusted on site to suit distances. 30m 30m 200m 100m 100m 100m 200m
6. Max green time is 30 seconds. Max red time is 90 seconds.
A sample of a Traffic Management Plan
When preparing a TMP, start by looking at the large - The severity of the hazard or risk.
scale issues, and gradually work down towards the - The state of knowledge about that hazard or risk.
detailed items. The large scale issues can be addressed
- The nature of the works (such as long term or short
in three steps:
term).
- The availability and practicability of possible hazard
Design step 1: Consider the risks at the work site
or risk control measures.
The following are some hazards that could be
- The cost of removing or mitigating that hazard or
encountered at a road work site and which need to be
risk.
addressed in your TMP:
- Poor advance sight distance to the work site. Design step 2: Consider the Risk Control Measures that
- High speed traffic through the work site. could be used at your work site
- High volume of traffic through work site. The following examples are practical options within
- Narrow pavement width with no escape route. each Risk Control Measure:
- Workers too close to the passing traffic. i. Risk Elimination - Can the risk be eliminated?
- Presence of unshielded hazards. - Divert the traffic away from the work site.
- Excavation adjacent to traffic. - Install a sidetrack.
- Close the road for the duration of the works.
- Rough or unsealed road surface (due to the road
works). ii. Engineering Controls - What engineering measures
or protective devices can be implemented to
- Loose material on the road surface.
minimise risk?
- High volume of heavy vehicles through work site.
- Safety barriers
- Works vehicles entering/leaving work site.
- Lane closures
- Bicyclists/pedestrians moving through work site.
- Reversible (contra) traffic flow
When deciding how to manage risk and how to keep a - Portable traffic signals
safe road work site (as far as is reasonable and - Crash attenuators
practicable), you should consider: - Vehicle crash attenuators
- Escort (pilot) vehicles
- Increased clearance to the work site

Design step 3: Decide the Risk Controls Measures to be

implemented
Design step 1:
Having considered all risks, decide on the risk control
Consider the risks at the work site
measures you will apply in consultation with those
who will be working on the work site or supervising
the works.
You now come to the point of considering site specific

Design step 2: points of detail for your TMP:
Consider the risk control measures
that could be used at your work site - The arrangement of traffic control devices for each
stage of the works.
- Arrangement and number of traffic controllers
required for each stage of the works.
Design step 3: - Any job specific requirements such as a nearby

Decide the risk control measures school, or hospital or access to shops.
to be implemented
- Provision for very large vehicles.
- Provision of safe passage for pedestrians, bicyclists
Flowchart for risk control measures and people with disabilities.
- Impact on public transport.
iii. Administrative/ Personal Protective Equipment - - Potential for traffic to queue into conflict areas
What can be done to adjust the behaviour of traffic (such as across an adjacent railway crossing).
travelling through the work site? - Provision for access to abutting properties.
- Speed restrictions - Duration and times for conducting the works (such
- Signage as day or night operation).
- Traffic cones and bollards - Traffic management arrangements at the work site
- Traffic Controllers outside normal working hours or when workers are
- Delineation of the travel path not present at the site (“after hours care”).
- Lead and/or tail vehicles - Emergency contact details.
- Variable Message Signs (VMS)
- Communication arrangements.
- Vehicle mounted signs and devices (such as
illuminated flashing arrow signs) Each TMP should include details of the requirement to
- Working at night if safer manage traffic through the work site outside normal
- High visibility clothing for all workers working hours (that is when workers are not present at
the site). This will include removing (or covering) any
signs that are not applicable outside normal working
Road works should not surprise a hours, particularly temporary work site speed limits.
driver/rider. A well designed TMP will assist you to overcome the
problems so common at road works on Indonesian
In considering the risk control measures that could be roads at present – such as placing advanced warning
used at the road work site, it should be recognised that signs too close to the work area, using incorrect signs,
there is often a need to satisfy competing objectives applying inadequate taper lengths and using unsafe
such as: delineators. There are too many “surprises” for road
users at work sites in Indonesia at present.
- Maximising the safety of workers and all road users.
Once you have a TMP and it has been approved by the
- Minimising the delay to traffic.
Project Manager (or his/her representative) you are
- Managing the costs of the Risk Control Measures so
able to move onto the implementation phase of
that they relate to the costs of the associated works.
managing your road work site.

1.8 Implementing your Traffic - Lane widths?

- Safety barrier – is it needed? If so, is it clear how it
Management Plan
will be installed? Will it have safe terminals and
secure connections between units?
Your TMP will show all the signs and devices to be
- Roadside hazards – have these been removed or
installed at your road work site, as well as the
shielded?
locations for each. Your TMP is used by the Contractor
to ensure that the correct signs and devices are placed - Worker safety – will workers be trained in work site
at the correct place for safety. safety and will they all be required to wear high
visibility vests?
- Is there an escape path for workers?
Auditing the Traffic Management Plan
- Have pedestrians through/around the site been
To ensure the Traffic Management Plan is adequate considered?
and is implemented correctly, the Project Manager is - Will all construction entry and exit points be safe?
expected to commission an audit of the TMP - before
All the safety concerns detected in the desktop audit of
and after it is implemented at the road work site.
the TMP are to be resolved by the Project manager.
Firstly a “desktop” (or before) audit of the TMP is
Only after all are resolved can work begin on setting
carried out. Once the TMP is implemented, the site (or
up the road work signs and devices.
after) audit is carried out. This audit should be
conducted both at daytime and at night-time.
Setting up the traffic management for the road works
Audits look at the traffic management arrangement
from the road users’ point of view.
Before any road work commences, all the signs and
The audit team puts themselves in “the shoes of the devices should be set out in accordance with the
road users” and should look for safety concerns – signs approved traffic management plan. This should be
that are missing, signs that are wrong, tapers that are done in the following sequence:
too short and items that are hazardous. Assessment of
- Advance warning and regulatory signs in the
signs and devices for both day and night is critical for
approach warning zone, starting with the signs the
the total safe operation of the traffic management
greatest distance away from the work zone and
scheme.
working inwards towards the work zone.
A road safety audit should also be carried out - Signs in advance of the taper or near the start of
whenever the road works advance from one stage to the work area.
the next or whenever there are major changes to the
- All delineating devices required to form the taper
Traffic Management Plan.
including (if used) illuminated flashing arrow signs
Items to consider in a road safety audit include: at the end of the taper.
- Traffic volume and approach speed – higher speeds - All delineation of the work.
and higher volumes generally increase the risk at a - All other required warning and regulatory signs
site. including termination zone signs and end of
- Road geometry – will this reduce sight distance, and temporary speed zone signs.
increase the risk of “surprises”? After your Traffic Management Plan has been
- Sign placement – are all the signs located according implemented, an audit should be undertaken to ensure
to the Zone Concept? that it is installed and operating as expected. This
- Conflicting signs and markings – remove these. audit should take place before the road work
commences on site.
- Travel path – is it clear where all drivers/riders are
to travel? If changes are found necessary – these should be made
- Delineation – clear, and made from forgiving straight away. Common issues that you should look for
materials? during the audit inspection include:

- Signs that are located behind trees or obscured by

structures.
- Damaged and non-reflective signs or signs facing
the wrong way.
- Visible permanent signs that should be removed or
covered during the road works.
- Tapers that are too short, possibly because of
horizontal or vertical geometry on site.
- Gravel/mud/sand on the pavement. Ensure the
pavement is swept clean of sand/gravel (this is
critical for motorcyclists and small vehicles).
- Exposed roadside hazards that require added
delineation or possibly shielding with barrier.
- In urban areas especially (but also in some rural
areas), check to ensure that appropriate signs and
devices have been installed on all nearby roads
(including side roads) that will be impacted by the
road work.
It is necessary to have plenty of good signs, cones and barricades

Tips for safer work sites to use at your work site.
Do not set up any more signs than are necessary. More

signs do not always equal a better sign scheme. The
1.9 The Operation and
best schemes are when correct signs have been
located conspicuously and are maintained well. Road Maintenance Phase
users will respect well signed schemes.
The contractor’s team commences the road work on-
Information (via traffic signs) should not be given too
site when approved by the Project Manager. This is
far ahead of the works area because drivers/riders will
after the road safety audit findings have been
tend to forget or doubt the information provided. In the
discussed and signed off.
case of very long road work sites, the required
information should be repeated at intervals of no more Further surveillance inspections are to be conducted
than 1,000 m. on a daily basis throughout the duration of the road
works. Written records (dates/times/findings/engineers
Signs and devices should be regularly checked and
involved) should be made and kept. These records need
maintained in a satisfactory condition. A daily
to be available if required for future reference.
inspection – with damaged or missing signs replaced
within the hour – should be your minimum The daily surveillance should check all of the signs and
expectation. devices on the TMP. If signs are damaged, or if bollards
are knocked over, these need to be recorded and
By now, with the audit finalised and all safety concerns
rectified as a priority.
resolved by the Project Manager, the road work will be
starting. You are entering the operation and Road works should not surprise a driver/rider. If we can
maintenance phase in managing a road work site. achieve this, road works across Indonesia will be much
safer for all! The key point in road work safety is that
under no circumstances should drivers/riders be
surprised by disruptions to normal traffic conditions
due to road works. They must be given proper
advanced warning of all road works.

1
1.10 The Close out Phase One of the common failings at road work
The “close out” phase is the phase after the road works
sites in Indonesia is that the signs are
have ended, and during which the traffic management placed too close to the work area.
arrangements that have existed (for many months at
some long terms works) need to be removed.
The most critical safety issue to watch during this

phase is to make sure you do not take away necessary
signs/delineators and leave hazards exposed (even for 1.11 You are working with humans
a few minutes!).
Removing the signs and devices at the conclusion of When developing a Traffic Management Plan for a road
the work is best done in the reverse order to the work site, you should remember that you are working
setting out. Therefore instruct your staff to work in this to guide, control and assist humans. There are two
order: groups of “customers” at your work site – road users
and road workers. Both are humans! Both are
- First, remove all warning and regulatory signs in the
important!
termination zone (including termination and end of
temporary speed zone signs). Their safety is paramount. A professional engineer who
- Then remove the delineation around the work zone is keen to do a really good job will take their needs
and termination zone. into account. Some of the human factors you will need
to consider are:
- Remove all delineating devices in the taper
including (if used) illuminated flashing arrow signs
a. Speeds
at the end of the taper.
- Remove the signs in advance of the taper or the Determine the expected speed of the traffic that will
start of the work area. be passing through your work site.
- Finally, remove all remaining signs, including Despite the speed limit that may apply, many
advance warning and regulatory signs, starting with drivers/riders travel faster than they should. At 100
the signs the closest to the work zone and working km/h a car is travelling at approximately 28 m each
outwards from the work zone. second, and can take over 120 m to stop in wet
conditions.
Signs and devices should be removed from a work site
as soon as practicable after the work is finished. It is therefore essential for safety that advance warning
However, make sure that appropriate signs remain in signs be positioned at appropriate distances in
place until all work (including loose stone removal and advance of the work area. One of the common failings
line marking) has been completed. at road work sites in Indonesia is that the signs are
placed too close to the work area. This is almost
guaranteed to cause some surprises for some
drivers/riders – and that is not good for safety.
Ensure that signs are placed well in advance of the

work zone – according to the distances shown in the
figures in Parts B and D of this manual.
You may need to work with Police to implement a

speed restriction through your work site. Reducing
speeds to 40 km/h for instance will reduce the risk of a
crash, and importantly will reduce the risk of a fatal
impact with one of your workers by about 50%
compared to speeds of 70-80 km/h.
Engineers discussing the next stage of the road works

Under dry conditions

11
30
km/h 15
Under wet conditions
24
50
km/h 35
Speed (km/h)
33
60
km/h 49
53
80
km/h 82
78
100
km/h 123
Distance (m)
Stopping distance at various speeds under wet and dry conditions (including reaction and braking distances).
But, despite the speed limit that may apply, some attention. Your road work signs should be conspicuous.
drivers/riders will travel faster than they should. Police They must not be obscured by vegetation, parked
enforcement will be necessary to support the speed vehicles, machinery, buildings, barricades or other
limit and to aid safety at your work site. objects. They must be visible against the background.
Be realistic about speeds. When working on a road with

c. Drivers/riders eyesight
high speeds you will need to be more vigilant and
decisive in your delineation and protection of the work Ensure that signs meet national standards, and that
area. Barriers will be needed when workers are close to they are located to suit driver/rider eye heights.
traffic travelling at more than 60 km/h for instance. Try
Drivers/riders need to be able to read a sign while
to lower the operating speeds but prepare for the “real”
driving, and therefore signs must be designed to be
speeds.
legible from a distance, with a minimum letter height
of 150 mm. Symbol type signs have a much higher
b. Driver reaction
recognition rate than word type signs and should be
Not all drivers or riders are the same - allow for an used whenever possible. Signs should be mounted so
average driver/rider reaction time of 2 seconds. they are at or near the driver’s and rider’s eye height of
approximately 1 m, with a minimum mounting height
Drivers/riders take time to react once they notice
of 200 mm from the ground.
something in their path. This time can vary between 1
and 3 seconds, depending on how alert the driver or
d. Driver and rider expectation
rider is. During this time the vehicle may have travelled
up to 80 m (or more). Therefore the lengths of Remember there are to be no surprises at road work
advanced warning that are required in this manual sites!
allow for reaction time as well as stopping distance.
Drivers/riders do not always expect the presence of
The “two seconds” rule is the norm for appropriate road works. This lack of expectancy (often when
driver reaction time. However in a location with drivers/riders are busy making other decisions in the
difficult visibility to the road work, the advance normal course of driving/riding) means they may be
warning distance should be a little longer. surprised when faced with a sudden change in the
road situation without warning. Some of these
Drivers/riders have many other things to concentrate
“surprises” can result in crashes.
on – so signs must be positioned to capture their

1
Advance warning of road work sites creates an - Credible – relevant to the situation
expectancy of changed traffic arrangements so that - Consistent – with all other similar situations across
drivers/riders can modify their driving/riding and look the nation
for appropriate guidance. The advance warning signs
- Correct – not just similar but the correct sign
should be obvious and the layout of the work site
For example, a warning sign placed amongst the
management scheme should be clear and definite,
branches of a tree will not be conspicuous, and most
allowing only one course of action from the
road users will miss it. Similarly, leaving the ‘Workmen
driver/rider.
Ahead’ sign on the roadside after work hours when no
workers are present on the site will diminish the
e. Signs
credibility of that sign.
All signs used at road work sites must meet the
People are more likely to take notice of signs and to
requirements of the 6C’s:
obey their message if they see them used appropriately
- Conspicuous – able to be seen
at each and every work site. National uniformity in high
- Clear – able to be read quality road works signage is an objective well worth
- Comprehensible – able to be understood working towards.
The 6C’s of good signage at road works
Conspicuous Clear Comprehensible

Easy to see Easy to read Easy to understand

The proper use of signs is necessary to gain the

For safety, all signs used at road work
confidence of the road users. Signs must be used
correctly and consistently so that they mean what they sites must meet
say. Road users will quickly learn to respect good
the requirements of the 6C’s:
signage schemes.
Conspicuous, Clear, Comprehensible,
f. Worker visibility
Credible, Consistent and Correct.
As the last line of safety, all road workers should 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/riders to protect
Credible Consistent Correct

Trusted by the road user Used consistently for The “right” sign
all similar situations

1
their road workers. Road workers have a responsibility should remember night follows day – when they are
to look out for moving traffic. However, in the hectic setting up a work site during daylight hours they need
situation of a work area the dangers of working near to remember the road users who will pass though the
traffic can easily be forgotten - maybe only for a few site after dark.
seconds. It is vital therefore that workers be given a
Night time inspections of your work site are vital!
high visibility safety vest to wear on site. And they must
wear it all of the time on site because they can never
h. Provision for pedestrians and bicycles
know when they may inadvertently step into danger.
Pedestrians and bicyclists are legitimate road users.
High visibility traffic safety vests increase work site
They should be considered at every work site.
safety and road worker visibility.
Where pedestrians, including people with disabilities,
Each vest should have reflective strips attached for
have to move through or around a work site, they
night time use.
should be provided with suitable temporary footpaths
and crossings. Temporary footpaths should provide an
g. Night time conditions
all-weather path, and an alignment suitable for
The work may stop when darkness falls, but the traffic
pedestrians (including wheelchairs) and/or bicycles.
keeps moving.
If a clearance of at least 1.2 m between the traffic and
Darkness makes all of the above factors more critical.
the pedestrians cannot be achieved and the approach
When the wider road environment cannot be seen, and
speed of vehicles is above 60 km/h, a correctly
visibility is limited to areas illuminated by
installed safety barrier should be used to provide
car/motorcycle headlights, a work site will usually
appropriate protection.
require added delineation of traffic paths. Engineers
What to do if your road work signs are stolen
The theft of signs from road work sites is claimed to be a big problem in many parts of Indonesia. This may be so –
or it may simply be an excuse from engineers for not placing the signs in the first place. Regardless of the reason,
this situation cannot continue. Signs are essential at work sites. People’s lives are put at risk without the correct
signs. As a Works Supervisor or an engineer in charge of a work site, you should therefore consider the following:
- Take down all unnecessary signs that are not needed at night (if there is no work proceeding).
- Use signs that are part of an integrated system such as the “core flute” system (for multi message signs) or a
system where signs are welded to a frame. These may be less attractive to thieves.
- Consider having signs made out of non-valuable material – such as plastic, core flute or a composite material.
These will be less attractive to thieves.
- Employ security guards to patrol the worksite day and night to counter theft.
- Report all thefts to the Police as soon as possible.
- Have a separate budget for - and be prepared to spend it on - replacement signs.

PART B
The Zone Concept
“By thinking of the zone concept, the design of the

signage and traffic management for your
work site becomes much clearer.”
23
In this Part you will read about:

- The Zone Concept for use at road work sites.
- The importance of setting out your road works in zones.
- The different zones – what they are and what they do.
By the end of this Part, you will have an understanding of the Zone Concept. You are encouraged to use the Zone
Concept to help to develop clearer, better and safer road work sites across Indonesia.
2.1 The Zone Concept normal path of travel. The zone is used to guide
drivers/riders into the correct path and at a correct
safe speed.
The Zone Concept is a method of breaking a work site
down into five separate zones according to the purpose - Work Zone – includes the Work Area and its
each zone is to serve. surrounding Safety (Buffer) Zone.
For all road work sites, a Traffic Management Plan - Work Area – is the area in which the works are
(TMP) is to be designed. In developing a Traffic physically being carried out, and is set aside for
Management Plan (TMP) the engineer has many workers, machinery, equipment and materials.
issues to consider. These have been listed earlier in
- Safety (Buffer) Zone - is a longitudinal safety buffer
Part A of this manual.
immediately in advance of the work area that
To assist you in developing a TMP, you are
increases protection and safety for workers. This
encouraged to think of the road work site as
clearance area would generally be at least 20 m
comprised of five individual but interrelated zones.
By thinking of these five zones, the design of the long but can be extended if the work area is hidden
signage and traffic management needs of the work from approaching road users by a curve or crest.
site becomes much clearer. This zone also has a narrow lateral buffer beside the
The five zones are: Work Area to provide additional protection for
workers.
- Advance Warning Zone – is the section of road
where the travelling public is informed about the - Termination Zone – is the zone where traffic
approaching road works and what to expect ahead. resumes normal operations after passing the work
This zone alerts drivers/riders of the Work Zone area. This zone is used to advise the drivers/riders of
ahead. the end of the work site and what is allowed on the
road beyond the work site.
- Transition Guidance (Taper) Zone – is the zone in
which drivers/riders are redirected out of their Advance Warning Zone:

PART B - The Zone Concept
Figure 2.1 Typical Road Work Zones
Ter
min
at ion
Zon
e
Wo
(Inc rk Zon
lud e
ing
Sa
fety B
uffe
rZ
Tra one
nsiti )
on
Gu
ida
nce
(Ta
per
)Z
one
Ad
van
ce
Wa
rning
Zon
e
Zone Classifications and their purpose
Zone Purpose of the Zone
To alert drivers/ riders of the road works ahead. They are informed
of the presence of the works and instructed how to safely proceed
Advance Warning Zone (signs advise of speed restrictions, lane closures, traffic controller).
To guide drivers/riders into the correct alignment in which they

should remain in order to pass safely through or past the work
Transition Guidance Zone zone. If the work is not causing any change to the traffic path this
zone can be reduced to a minimum length of 50 m.
To control drivers/riders as they pass through or past the area

where the work is taking place at a speed and in a lane that is
Work Zone
safe for them and which is also safe for the road workers.
It also includes the Safety (Buffer) Zone The Safety (Buffer) Zone surrounds the work area and provides
which is typically 20 m long in advance of space between traffic and workers.
the work area, and 1 m wide beside the work area.
To inform drivers/riders that they are now past the work zone, to
inform them of the new speed limit that applies on the road
Termination Zone ahead, to thank them for driving carefully through the works, and
to remind them to always drive/ride safely.

This is the first zone that an approaching driver/rider work area and the traffic lane.
encounters. Its length is dependent on approach
speeds. It uses advance warning signs and Termination Zone:
regulatory signs to warn users of the Work Zone
ahead, and to regulate their behaviour. This is the last zone that drivers/riders pass through.
Guide signs and regulatory signs are used to indicate
Transition Guidance (Taper) Zone: the end of the works. After this point, normal traffic
conditions resume. The road work speed zone
If drivers/riders are required to move from their lane should end at the end of the termination zone. A pair
to pass around the Work Zone this is done in the of speed restriction signs should be placed here to
Transition Guidance Zone. This zone makes use of inform drivers/riders of their ability to return to normal
conspicuous and forgiving devices to create tapers to speed beyond that point if traffic conditions permit.
guide road users through, past or around the Work
Zone.
Its length depends on the speed of traffic and the
amount of lateral shift required.
2.2 The Advance Warning Zone
Work Zone:
The function of the Advance Warning Zone is to give
The Work Zone is the area where the road works are advance warning to drivers/riders of a road work site
physically being carried out. It includes the Work ahead. Drivers/riders must be able to see the
Area and also the Safety (Buffer) Zone if any. It may warning signs, understand the conditions ahead and
be a small area (for example a small pit cover on a know what is expected of them.
road is being replaced), or it may be quite large (for Requirements for the display of advance warning
example a new climbing lane is being added to a signs and devices vary according to factors such as
national highway over a length of more than a the speed of approaching traffic, the degree to which
kilometre). In some Work Zones there may be the hazard requires modification of speed or
disturbance to the pavement, in others there may be diversion of the travel path. There may also be a
excavations, in others it may involve pavement works need for extra caution for other reasons, including
and patching, or it may involve kerb and channel sight obstruction caused by other traffic or the sight
work. The location of the Work Zone and its proximity distance available to the hazard.
to the traffic lanes will dictate what type and length of
Transition Guidance (Taper) Zone is required. One of the common failings in Indonesia is to place
warning signs only a few metres in advance of the
Work Zone. This is inadequate and unsafe. The
Safety (Buffer) Zone:
Advance Warning Zone is sufficiently long that the
A Safety (Buffer) Zone immediately in advance of the warning signs used in this zone are located well in
work area is provided wherever traffic speeds in advance of the Work Zone giving drivers/riders
excess of 40 km/h are expected. It is a “last effort” to adequate time to recognise the work site and to slow
keep an errant vehicle from colliding with workers in down.
the Work Zone, and it is primarily for worker safety. The distance needed to reduce speed to the safe
A length of 20 m is normally sufficient; however, if the speed for the work site is very important for
works are hidden from approaching traffic (such as determining the length of the Advance Warning Zone.
by a crest or a horizontal curve) the safety buffer Table 2.1 shows the Advanced Warning sign distance
zone may need to extend back to a point which can as a function of the approach speed and desired
be adequately seen by approaching traffic. Primary speed in the Work Zone.
positional signs or devices such as temporary hazard The length of the Advance Warning Zone needs to
markers or flashing arrows should be located at the
beginning of the safety buffer zone. The safety buffer
should be kept clear of work vehicles, plant,
One of the first rules for safe road work
stockpiled material or other activity. sites: Ensure the Advance Warning Zone
The Safety (Buffer) Zone also includes a 1 m wide
lateral buffer between the Work Area and the nearest starts well out from the work area.
traffic lane (for posted speed limits of 60 km/h or
less). If the speed limit (or the operating speeds) are
higher than this, safety barrier is needed between the

Figure 2.2 Typical Advance Warning Zone
ic
ne raff
Zo of t 2.1 )
ing ed
Warn h spe Table
ce c (
van roa rea
Ad app k a
on wor
e n ds d at
e
dep spe
gth ired
Len d des
an
reflect the operating speed of the road so that drivers vehicle mounted light (for short term mobile works
receive adequate notice before they are required to beside the road) to a series of warning and
take any action, including speed reduction. All speed regulatory signs (for long term works requiring speed
reduction associated with a work site is implemented reductions).
within the Advance Warning Zone.
The first advance warning sign that should be seen
So – one of the first rules for safe road work sites – is by drivers/riders is the ‘Road Work Ahead’ sign or the
to ensure the Advance Warning Zone starts well out symbolic “Worker” sign. The minimum number of
from the work area. advance warning signs for a high speed road should
be three and for low speed roads, two signs. To
Table 2.1 Advance Warning Zone Lengths (m)
calculate the length of your Advance Warning Zone,
Approach use Table 2.1.
Desired Speed (km/h)
Speed If your work site also requires a Transition Guidance
(km/h) stop 20 30 40 (Taper) zone then the length used for the Advance
80 225 200 190 170
Warning Zone is measured from the start of the taper
for the Transition Guidance Zone.
70 160 150 140 120
60 If other advance warning signs are required to inform
100 90 75 60
drivers/riders of specific actions that may be required
50 75 60 45 30
ahead, these signs are to be placed at equal
For example, if approach speed is 70 km/h and the desired spacings through the Advance Warning Zone.
speed through Work Zone is 40 km/h, then the Advance
Warning Zone should start 120 m in advance of the start of the
You should endeavour to ensure that each sign
Transition Guidance (Taper) Zone (if any). within the Advance Warning Zone gives the
driver/rider (or pedestrian) a clear message. A clear
message will allow them enough time and distance
If using temporary traffic control devices such as to take the required action (such as slow to the
temporary traffic signals, it is necessary to plan for desired speed), and ensure they are aware of what
the desired speed to be reduced to zero (stop). to expect ahead without having to take sudden (and
Therefore, if the approach speed is 70 km/h, the possibly unsafe) action.
advanced warning signs should be placed 160 m in Be alert to possible safety problems beyond (before)
advance of the start of a transition taper. the Advance Warning Zone under conditions of
Advance warning devices may vary from a single heavy traffic or lengthy delays. In such conditions,

2.3 Transition Guidance (Taper)

Zone
Many road work sites require a lane (or part of a
lane) to be closed to traffic. Some road work sites
require the closure of the road – and through traffic
has to be detoured via a side route. Both situations
need a Transition Guidance Zone.
The Transition Guidance (Taper) Zone is the length
of road where drivers are directed out of their normal
path of travel. The amount of taper to be provided
depends on the amount of the roadway that needs to
The correct use of advance warning signs at road works is be closed or partially closed. The taper that guides
vital for road work safety. drivers/riders to the new travel path clear of the work
site is provided fully within the Transition Guidance
long queues may form. Depending on the approach Zone. Desirably the full length of the taper should be
speed of traffic and the sight distance to the end of a visible to the approaching drivers/riders. A typical
queue, this may create rear-end safety problems. merge transition taper is shown in Figure 2.3.
You may need to consider using additional advance There are two common types of tapers – one where
warning signs to reduce the risk of collisions at the the lane moves across without any merging of traffic
end of the queue. (a diverge taper) and one where the lane of traffic
must merge with the traffic in the lane beside it (a
merge taper).
Required Transition Zone lengths are detailed in
Table 2.2.
A Diverge Taper shifts a line of traffic sideways when
it does not need to merge with another line of traffic
travelling in the same direction. A Merge Taper shifts
a lane of traffic sideways where the traffic must join
Table 2.2 Recommended Transition Zone Lengths (m)
Approach Taper (km/h)

Speed
(km/h) Diverge Merge
< 45 50 80
46 - 55 50 100
55 - 65 60 120
65 - 75 70 140
75 - 85 80 160
85 - 95 90 180
> 95 100 200

Remember – by setting out a good Note:
The taper lengths are based on:
Advance Warning Zone you will help to - Width of lane to be closed - 3.5 m;
- Diverge taper length - to accomodate a 1.0 m/s lateral shift;
reduce the number of “surprises” at - Merge taper length - to accomodate a 0.6 m/s lateral shift; and
- Speed of traffic - mid-point of each tabulated range.
Indonesian road work sites.

Figure 2.3 Typical Transition (Taper) Zone

one er
tap
eZ her
anc het 2.2 )
uid w le
nG and ( Tab
tio ed
nsi spe rge
Tra s on or me
d
en rge
dep dive
gth es
Len involv
ROA
DWO
AHEA RK
D
RO
AD
AH WORK
EA
D
in with another line of traffic travelling in the same to see, and if struck they can cause serious injury.
direction. A Merge Taper requires a longer distance You should not use them anywhere on the roads!
because drivers/riders are required to combine from
two lanes of traffic into one lane of traffic.
However, when a Traffic Controller is being used, a
30 metre taper may be adopted as the traffic would
be approaching the taper at a much slower speed.
This taper length also enables the Traffic Controller
to stand at the start of the taper 30 metres in
advance of the work zone.
For safety the only devices used to create tapers
should be bright, conspicuous, reflective and Never permit things such as rocks,
forgiving! This includes plastic cones, bollards,
plastic delineators and witches hats. They are very branches, concrete barricades, planks of
visible but if struck they do not cause injury or
damage. These devices are described in more detail wood or concrete kerb stones to be used
in Part C.
to create tapers.
Never permit things such as rocks, branches,
concrete barricades, planks of wood or concrete kerb
stones to be used to create tapers. They are difficult
Conspicuous and forgiving bollards are used at this site to This is a hazard in the road. It is not conspicuous at night and
delineate the travel path for motorists. it is not forgiving if struck.

2.4 The Work Zone (including the concrete barricades for this!)
Safety Buffer Zone) The photograph below depicts a situation where

the traffic travels past the Work Zone but the work
This is the area where the road work is being done. It has almost encroached onto the travelled path.
is where the workers are located and where most of Work must be confined to a Work Zone - or an
the machinery is likely to be. unsafe situation may develop for both the road
Employers have an important obligation to provide a users and the road workers.
safe working environment that minimises the
In this example, it appears that no decision was
likelihood of injury to their workers anywhere – but
made about whether the two way traffic should
especially within or adjacent to the Work Zone. One
of the most useful ways to meet this obligation is to
ensure that the Advance Warning Zone and the
Transition Guidance Zone are installed correctly and
clearly visible. Vehicle speeds must also be
controlled past the work area. These key actions will
reduce the risk that a vehicle will inadvertently enter
the work area.
Then, depending on circumstances, you may decide
to manage the traffic at your Work Zone in one of the
following ways:
a. Traffic passes through the Work Zone under closely

controlled conditions.
- Passage of traffic through a Work Zone should Traffic travels alongside but clear of the work zone.
only be permitted where both the traffic and the

have one or two lanes past the Work Zone. The
work can be effectively controlled. Traffic
traffic was simply left to “make do.” This greatly
controllers (flagmen) may be used as necessary
increased the risk of head on crashes at this
to further slow traffic on the approach to the
location.
Work Zone and to stop the traffic for short
periods if required. c. Traffic passes around the Work Zone by a detour,
- Traffic controllers (flagman) may also be which may be via an existing road or a side track.
required to control the movement of work
When it is not practical or safe to allow traffic
vehicles within/across the traffic path.
through or past the work area, it will be necessary
- In extra special cases, pilot vehicles may be used
to provide a detour using either existing roads or a
to lead platoons of vehicles through the Work
specially constructed side-track.
Zone. This is still an unusual practice in
The existing road option can include the other
Indonesia however.
carriageway of a divided road. By constructing a
b. Traffic travels past the Work Zone by means of a crossover to the other carriageway and by
defined path alongside - but clear of - the Work permitting contra-flow on that carriageway a
Zone. suitable detour may be possible. Detailed planning
This will be the normal method of traffic is usually required for these situations. In particular,
management at sites where complete exclusion of remember to inform drivers/riders that they are no
traffic from the Work Zone is achieved. Traffic is longer on a one-way carriageway. Consistently
directed past the Work Zone and is not permitted remind them that they are now sharing a
into the Work Zone. The passageway for the traffic carriageway with traffic from the other direction.
past the Work Zone must be clearly defined and Use “Two Way” traffic warning signs at frequent
delineated. High visibility plastic cones and intervals, and use cones and/or plastic delineators
delineators are best for this task. (Do not use between the opposing traffic streams to make this
concrete blocks, branches from trees, rocks or point.

While this may seem overly cautious to some
people, a safety conscious engineer will remember

Figure 2.4 Typical Work Zone Components
Work Zone
Work Area
Safety (Buffer) Zone
that traffic keeps moving day and night. In the

small hours of the morning - when traffic volumes
are very low and when speeds tend to be higher - TEMPORARY
BRIDGE
there is a very real risk of head-on collisions in
such locations unless warning and delineation is
SIDE
clear and obvious to all. TRACK
If a side track has to be built, you need to ensure

that it has suitable geometry for the speed of traffic BARRIERS
OLD BRIDGE TO
BE REPLACED
that will be using the side track.
To avoid drivers/riders from being caught by
surprise when they have to make a change of path
to access the side track it is vital that you provide: Side track
- Very well signed zones on the approach (the
Advance Warning Zone and Transition Guidance
Zone).
- A reduced speed limit, clearly signed (this is an
integral part of an Advance Warning Zone).
- Good, all weather pavement for the side track
(you should not expect drivers/riders to
negotiate a poorly constructed gravelled side
track. Heavy rains will turn it into a muddy track,
while dust will be a problem at other times).
- Geometry that is suitable for the expected
operating speeds.
You need to be aware that side tracks do cost quite
Traffic passes around the work zone on a side track.
a lot to construct. This is one reason why planning
for the road works should be done very early on in
the tendering stage so that sufficient budget can be replaced. A side track has been built from the
be allocated to do a correct and safe job. No one existing highway to this small temporary bridge
wants to build a side track that ends up causing a and all highway traffic will be detoured this way.
fatality! The side track is not yet opened to traffic, but a
The bridge in the distance has served traffic on this safety audit of it reported that it would be a safer
highway for many years, but it is old and is about to

track if it was sealed prior to opening. The audit surprise by poor travel conditions.
also reported that the temporary bridge should - Temporary traffic lighting through the Work
have been made wider to more safely Zone should be considered in open road areas if
accommodate two-way traffic. The highway carries there is a substantial deviation of the travel
many buses and trucks and this narrow bridge path from normal and the approach speeds to
presents an unnecessary risk of head on or side the Work Zone are high.
swipe collisions. - Temporary lighting may also be required if
conditions for pedestrians have been changed.
d. Closure of the road for short periods while work is
- If single lane operation (two way traffic in a
being completed.
single lane) is required at night, careful
- You may consider the full closure of a road for consideration of its safe operation is essential. If
short periods (a few minutes at a time) if the traffic volumes are low, and the length of the
through traffic will not be seriously affected by single lane operation is quite short (less than 50
the delay and it is possible to re-open the road m for instance) the single lane operation can
without prolonged operation. In making this operate adequately provided both directions of
decision you will need to have a good idea of traffic are alerted to the possibility of traffic
the traffic volumes and the likely queue lengths from the opposite direction. This is a give way
that will form. Posting signs that pre-alert arrangement where a driver/rider from one
drivers/riders to the possibility of such delays is direction gives way to an opposing vehicle, and
always advisable – it gives them a chance to then proceeds. This places an obligation on the
seek an alternate route if one exists. engineer to ensure that the advance warning
- The full closure of very low volume roads may signs are in excellent condition. You should have
be an option if the work can be safely carried them checked each evening before the sun sets.
out while only allowing local vehicle access.
If traffic volumes are not low, or if the length of the
single lane operation exceeds 50 m, you will need
e. Night time conditions
to place a Traffic Controller or a set of temporary
Long term work means that the traffic management
traffic signals at each end of the narrow section to
devices at the road work site will be in place at
adequately control traffic.
night. At some Work Zones the work will take place
Traffic controllers must be well trained, wear highly
through the night. At most Work Zones however the
reflective vests/jackets and have a reflective
work will stop at night and resume the next day.
Stop/Slow baton. They need to be able to see each
You need to observe the following conditions for
other or else they must have two-way radio
safe night time operation or when leaving the
communications.
uncompleted works over night:
An excellent option that provides positive guidance
- Whenever possible, any part of the normal
to drivers/riders in single lane operations is to use
roadway which is closed during the day should
portable traffic signals. These can operate on solar
be, if possible, opened at night.
power with a pre-determined cycle time They
- Make sure travel conditions for the night time
provide clear control to the opposing traffic
traffic have been taken into account to ensure
streams. While such signals can be expensive, they
they can safely travel through or past the Work
do provide positive traffic control in these single
Zone. This means sweeping the pavement to be
lane situations.
free of sand, gravel and mud, and clearly
delineating the path with reflective cones and f. Provision for pedestrians and bicycles
delineators.
- Where pedestrians, including people with
- The condition of the travelled path for the night
disabilities have to move through, past or
time traffic needs to be of reasonable standard
around a Work Zone or to cross the road within a
to ensure drivers/riders are not caught by
Work Zone, they should be provided with
suitably constructed and protected temporary

Figure 2.5 Typical Termination Zone
s
plu
o ne ds
z oa
ne ing y r
Zo w arn o wa
n e w
atio nc ne, t
min va
ad wo la
Ter e
th on t
l to
q ua zone
e on
is
th siti
ng an
Le he tr
t
footpaths and crossing points. have passed the end of the Work Zone. It is also
- If the pedestrians have been directed onto the important to guide and control them back onto their
normal driving/riding conditions and route.
road, the pedestrians should be separated from
vehicles by the use of a plastic mesh fence on The Termination Zone is the area in which traffic
resumes normal operation after passing the Work
low speed roads (or where the road work speed
Zone. Typical signs used in this zone will include
limit has been reduced to below 60 km/h).
‘End Road Work’, ‘End Detour’, and ‘End Road Work
- In a high speed environment (above 60 km/h), Speed Limit’ as applicable. If traffic has been
concrete barriers should be used to separate the diverted (via tapers and maybe a side track) past the
pedestrians from the traffic if the pedestrians Work Zone, they will be diverted back to their correct
have been directed onto the road way. The travel path within the Termination Zone.
concrete barriers must be securely joined to When designing your Traffic Management Plan, it is
create a strong and continuous barrier. important to create a Termination Zone that is neither
- Pedestrian and bicycle paths should be provided too long (drivers/riders will ignore it) or too short
(drivers/riders will not be far enough beyond the
on the same scale and to the same width as any
Work Zone for suitable traffic control and safety).
facilities for pedestrian or bicycle traffic that
One point to keep in mind when designing your TMP
were existing prior to the works. In short – never
is that the Termination Zone for one direction usually
forget that pedestrians will be walking
ends at the same point that the Advance Warning
through/past your Work Zone, and provide safely Zone starts for the other direction. This gives you the
for them. Always consider the fact that bicyclists opportunity to place signs on the back of the signs
may ride through/past your Work Zone – and for the other direction.
ensure that they can do this with at least the The use of slide-in signs in a multi-message sign
same degree of safety they have on the existing frame is well suited in such cases. The signs can be
road. used to give a clear and accurate message to both
directions of travel.
2.5 The Termination Zone

It is important to advise the travelling public that they

PART C
Traffic Control Devices
for Use at Road Work Sites
“One of the most important tasks for an engineer

is to provide clear information and guidance to
road users well in advance of a work site.”
34
PART C - Traffic Control Devices for Use at Road Work Sites
In this Part you will read about: - Some new devices that can provide drivers/riders
with additional useful information that can improve
- The various signs and traffic control devices
safety and reduce delays at road works.
available for use at Indonesian road work sites.
- Some new safety devices that can reduce injuries to
- Where and when to use each device correctly.
road users and road workers if a crash happens at a
- Multi-message signs – a new system to help you to
work site.
improve signing at your work site.
- High visibility clothing.
- Speed zones at road works.
- Instructions for traffic controllers.
- The correct use of safety barriers in road work
zones.
By the end of this Part you will be armed with increased knowledge about the variety of traffic control devices that
are available for use on Indonesian roads. Putting these devices to correct use will assist you in your task of
producing safer road work sites for all Indonesian road users.
3.1 Signs and devices for use at The function of the signs and devices used for traffic
control at road works is specifically to:
road works
- Give warning, guidance and instructions to the road
users about the road work ahead.
It is often said that the task of a road safety engineer is
to: - Advise of the presence of workers and equipment
on or near the road ahead.
- warn (warning signs);
- Ensure speed control as required for safety.
- inform (direction and information signs);
- Advise the road users of the correct path to use.
- guide (line marking, delineation);
- Prohibit road user access to the work zone, and
- control (intersection control, regulatory signs);
thereby assist the safety of the workers.
- forgive (clear zones, safety barriers)
- Advise the road users when they have reached the
drivers/riders as a routine part of managing safety on end of the road works.
the road network.
The same applies in road works – drivers/riders need

suitable warning, appropriate information, clear
guidance, suitable control and (finally) forgiveness if
they make a mistake.

Left: This is not a

suitable configuration
of signs. It offers too
much information and
regulation in one place.
Right: This simple and
effective combination
of signs works well.
Both signs satisfy the
6C’s of good signage.
3.2 Sign design and format - The regulatory speed signs used at a road work site
shall be the same sign format and design as if used
for normal road speed control.
Indonesia has agreed standard formats, fonts, shapes
and colours for its road signs. You should comply with - The smaller format sign should be used on
these requirements at all your projects – not just at restricted access, local and collector roads while the
road work sites. bigger sized signs shall be used on National
Highways and expressways.
This is because drivers/riders react more quickly and
- Retro-reflective material used on signs for works on
more correctly when they see “standard” signs and
roads shall meet at least the requirement for Class
devices. This has been shown many times over in many
2 sheeting as specified in AS/NZS 1906.1-2007:
countries and is the single most important reason for
Retro-reflective Materials and Devices for Road
having “standards”. It reduces decision time and it
Traffic Control Purposes, Part 1: Retro-reflective
reduces the potential for misunderstanding.
Sheeting.
Drivers/riders react more quickly and As you will know, these decrees are updated from time
to time; you should always ensure you are working
more correctly when they see “standard” with the latest one.
signs and devices, placed in a consistent
layout. 3.3 Sign supports
The signs at your work site should be installed using

At your road works therefore you should follow the supports that will not be a hazard if struck by a vehicle.
Minister of Communication decree No.61/1993, on Supports for road work signs are required to suit a
“Traffic Signs on Roads” and its revisions No.63/2004 variety of maintenance and construction situations.
on “Material of Sign Boards” and No.60/2006 on Signs and supports used for short-term operations and
“Complementary Sign, Traffic Management Authority situations where signs are required to be moved on a
and location of Traffic Signs”. regular basis should be portable and easy to erect. The
In particular you should note that: mounting for these signs should:
- Symbols on the warning signs are to be as per Table - be quick and easy to install;
1 of Annex III of decree No. 61/1993. - be secure for the sign attachment;
- The colour of the signs shall be black on a yellow - be stable in windy conditions and from the effects
background. of the moving traffic;
- The wording on the sign shall use “D” series letters. - provide for installation on all types of road and
shoulder surfaces;

- be easily handled, transported and stored; and bad engineering. In most cases the massed group fails
- not be a hazard to road users if struck in their to convey the real message that you want to convey. As
normal upright position or after being knocked over. well, drivers/riders often ignore them because they feel
overloaded by such a mass of (sometimes) unrelated
Signs for work of longer duration should be mounted
signs.
on fixed supports so that they are not likely to be
disturbed by windy weather, heavy rains or traffic. A multi message sign on the other hand allows you to
present up to three signs in a clear and consistent
These sign supports should also be as light weight as
layout within a simple rectangular frame.
practical – otherwise they present a risk to road users,
especially motorcyclists.
3.5 Multi message signs

3.4 Two sign display
A multi-message sign is a metal frame into which a
combination of light weight signs can be slid according
It is good practice to separate road signs by 2 seconds
to the needs of your work site. Being light weight, the
(or more) of travel distance. That means – if the typical
signs are easy to carry to the site and easy to change as
operating speed is 60km/h (18 m/sec) - two signs
necessary.
should be at least 36m apart along the road.
Multi-message signs are a good alternative to stand-
In some instances however, two signs may be displayed
alone signs. They make the task of signing easier and
together at the one position. For example, a worker
cheaper due to the lightweight compact sign materials.
sign and a speed restriction sign may be displayed on
The signs may be made of plastic (Core Flute or
the same mounting (either side by side or one above
similar), metal, or painted sheet timber. The sign face
the other) if local conditions prevent separating them
should be reflective and should conform to Indonesian
sufficiently. Numbers of trees, parked vehicles, or
national requirements (size, reflectivity, shape, word
intersections may cause such situations.
and symbol).
The sign sizes of one or both signs may be reduced to
Workers will find the lightness of the multi message
suit the mounting provided that the size of legend, size
signs to be a real bonus. They will be able to place
of symbol or area occupied by the legend is unchanged
these signs, and relocate them as necessary, much
from the original sign.
more easily than with the heavier conventional signs.
The use of more than two signs on one mounting is
not recommended unless it is in a multi message
frame. Drivers/riders tend to miss information when 3.5.1 General guidelines
they receive too much too quickly. Placing a massed You should ensure that any multi-message signs that
group of signs in one location at your road work site is are used at your work site comply with the following
requirements:
- Individual message plates should comply with the

requirements for the same stand alone sign.
- All sections of the frame should be filled. A blank
yellow plate should be used within any unused
sections of the sign assembly.
- When used, regulatory speed limit sign plates
should be placed in the top position of the multi-
message frame on the side closest to the traffic.
- If the assembly does not include a speed limit sign
plate, the 1200 x 300 mm panel may be placed at
either the top or bottom of the assembly, so that the
most important message is at the top. Where
Multi-message sign

duplicate signs are used on each side of a roadway, 3.5.3 Message plates
the 1200 x 300 mm panel should be placed in the Message plates should comply with the following
same position, either top or bottom, for both requirements:
assemblies.
- Where plastic flute board is used, the minimum
- Within one sign assembly, no more than two
thickness should be 6 mm.
message plates consisting of words only should be
- The sign face should have a retro reflective material
used. If the 1200 x 600 mm space is filled with two
meeting or exceeding the performance standard for
separate 600 x 600 mm message plates, at least one
Class 2 material, as specified in AS/NZS 1906.1-
of the 600 x 600 mm plates should be symbolic or
2007: Retro reflective Materials and Devices for
blank.
Road Traffic Control Purposes, Part 1: Retro
- Messages should be logically linked and (of course)
reflective Sheeting.
conflicting messages should not be used.
- The sizes of symbols and words on message plates
- Bright orange flags should be placed on top of the
should generally accord with their stand alone
first multi-message sign encountered by road users,
signs. However, it is acceptable for the size of the
and any other that has a reduced speed limit within
legend to be reduced slightly if it is necessary to fit
the sign assembly. These bright flags increase the
into the relevant plate size.
conspicuity of the multi-message sign.
- Flags are not required on a multi-message sign that
is used to return traffic to the permanent speed
3.6 Operation, installation and
limit at the end of the works. Flags are also not
required where a sign is only to be displayed at removal
night.
There are two common errors with signage at road
- When used on high-speed roads, multi-message
work sites in Indonesia:
sign assemblies should be duplicated on both sides
of the roadway. - Many times there are no signs, or not enough signs,
used, or
- At other times there are enough signs used but they
3.5.2 Multi-message sign frame
are incorrect signs for the situation, and they are
The frame for multi-message signs is made of light often in poor condition.
weight metal, and is designed to stand securely
Too often in Indonesia, old and ineffective signs are
without support. Each frame should be capable of
used at work sites. Some wooden signs are used, but
holding the following message plates:
these lack reflectivity. Some plasticised canvas signs
- Two 600 x 600 mm and one 1200 x 300 mm sign; or are used on wooden frames – but many of these
- One 1200 x 600 mm and one 1200 x 300 mm sign. become torn and damaged after a short time on the
- The frame should also be capable of holding back- job. Often metal signs that have been severely bent
to-back message plates. This allows the frame to continue to be used despite not being clear enough to
serve two directions if necessary. It is usual for the be read.
frame to be painted with a matt black finish. With some attention to just a few basic details you can
put your signs and devices to much greater effect at
frame is capable of
1200mm holding back-to-back signs your road works.
600mm 3.6.1 Sign and device condition

Each sign and device used at your work site should be
detachable
300mm supports inspected before installation to ensure that it is in
200mm good condition and is able to work as required.
Multi-message sign frame - made from black lightweight metal

You should check for the following at the start of the make sure it is tightly fixed to the sign so that it
road works: cannot work loose in the weather. The cover is then
removed just prior to the commencement of the
- Signs and devices that are bent, broken or show
specific activity for the sign use.
major surface damage. Do not use these.
- Signs and devices should be free from accumulated
dirt, road grime or other contamination. Wash them 3.6.3 Orientation of signs
as necessary.
Signs must be able to be seen by all drivers/riders.
- Fluorescent signs that have become colour faded to Therefore it is necessary that all signs face towards
a point where they have lost their daylight impact. approaching traffic approximately at right angles to
Replace them. the line of sight of the driver.
- Signs that are needed to be effective at night
On curved alignments, the sign should be placed
should be checked for retro-reflectivity. Those
approximately at right angles to the line of sight of a
whose retro-reflectivity is degraded either from
motorist 50 m in advance of the sign. It is desirable on
long use or surface damage should be replaced.
curves approaching a road work site to duplicate the
Night time effectiveness is best checked by viewing
signs – placing one on each side of the road.
the signs by vehicle headlights in dark conditions.
As an engineer responsible for road safety, you should

ensure that only signs that comply with Indonesian 3.6.4 Positioning of signs and devices
standards are used at your work site. Old and damaged All the signs and devices used at your work site should
signs must be replaced immediately. be positioned and erected so that:
- They are properly displayed. Signs should be placed
3.6.2 Setting out and recovery of devices at least 1m off the road or from the nearest open
traffic lane if a lane is closed.
Before work commences, the signs and devices should
- They reflect headlights at night – if the sign is to be
be set out in accordance with the approved Traffic
Management Plan. Place all the signs and devices in
the following sequence:
- Firstly, all advance warning and regulatory signs.

Start with the signs the greatest distance away from
the work zone and work inwards towards the work
zone.
WO EA
AR
RK
- Secondly, all signs in advance of the taper or the

start of the work area.
- Thirdly, all delineating devices required to form the
taper including (if required) illuminated flashing
40
Km
arrow signs at the end of the taper.

DRIVE SAFELY
- Then, the delineation of the work area.
- Finally, any other required warning and regulatory
signs including termination and end of temporary
40
Km
50m
speed zone signs should be put in place.

DRIVE SAFELY
Removing or retrieving the signs/devices at the

conclusion of the work should be done in the reverse
order using the same work method as for setting out.
If some signs are erected before they are required for

their intended use, these should be covered by a
suitable material (a plastic sheet, or a bag). You should
Duplicate Advance Warning signs where a curve obscures
the work area.

used at night. A height of between 0.8 and 1.5 m 3.6.6 Removal

above the ground is acceptable. As soon as the road work is completed (or as soon as a
- They are within the line of sight of the approaching hazard ceases to exist at the work site), the
road users. signs/devices should be removed or concealed from
- They are not (and cannot be) obscured from view by view.
things such as vegetation, warungs, or parked Drivers/riders are expected to comply with the signs
vehicles. and devices you place at a work site. All your efforts
- They do not obscure other devices from the line of should go towards gaining driver/rider compliance
sight of the approaching road users. with your traffic management work. It therefore follows
- They do not become a possible hazard to workers, that unnecessary signs and devices should not be
pedestrians or vehicles. visible to drivers/riders as these will generate
- They do not direct traffic into an unsafe path. disrespect for your good work.
- They do not restrict sight distance for drivers/riders When all the road work is complete, the signs and
entering from side roads or private driveways. devices should be dismantled in the reverse order to
that specified in 3.6.2.
The conspicuity of the signs can be affected by many
things - by shade, the direction of the sunlight,
background conditions (including lighting) and
oncoming headlights from other vehicles. These factors 3.7 Speed Zones at road work
need to be considered when signs and devices are sites
erected at your work site. Ensure that they can be
3.7.1 General
clearly seen at all times.
Speed kills! A vehicle travelling at high speed takes
Signs and devices should be checked regularly
much longer to stop than the same vehicle travelling
throughout the day to ensure such factors have not
at low speed. This results in more crashes, and it will
affected their conspicuity adversely.
certainly result in more severe consequences when a
crash does happen.
3.6.5 Final inspection before starting work Managing speed is an important task on all roads for
At your work site, when all of the signs and devices engineers and Police in Indonesia. It takes on added
have been erected and the condition of signs and importance at road work sites, where conditions may
devices has been checked on site, one further change often and where workers are sometimes close
inspection is needed to ensure the intended message to traffic.
is being properly conveyed to the road users. This Road work zones are typically locations where
inspection should be carried out before the road work unexpected things tend to happen more often than on
starts, and from within the normal traffic stream at other parts of the road network. Trucks reverse onto
normal traffic speed. You should observe each sign and the road, workers move across the road, dust can
device to see that it is fulfilling its intended use. obscure visibility. Some drivers/riders are uncertain
You should also undertake a night time inspection where to go, and make last second changes of
(with headlights dipped) to ensure the signs and direction. Road work zones are therefore locations
devices are functioning correctly after dark. Similar where all the traffic should travel slowly.
inspections should be carried out after any major You have an important role to play in working with
change is made to the Traffic Management Plan. local Traffic Police to ensure that speeds through work
Any deficient or confusing signs or devices must be sites are managed for safety. How will you achieve
removed/replaced immediately. Safety is too important this?
to leave for a day, a week or longer. Act immediately! Engineers have one important tool available to them –
speed restriction zones. These are zones that start and

end with speed restriction signs. They are regulatory working arrangement more clearly demonstrates the
devices – they are enforceable by law and any need for close co-operation between government
driver/rider who disobeys these signs may be fined. agencies in the battle to reduce road crashes.
However, this requires Traffic Police to be present and
Co-operation and co-ordination between agencies is
active in their enforcement. For this reason, engineers
the secret to reducing crashes in the long term.
and Police need to discuss the speed restrictions well
before the start of the road works. They must agree on The existing speed limit on the road and the volume of
the value of the road work speed zone, and they must the traffic need to be taken into account when
agree on an enforcement strategy. Your signs must be deciding what road work speed limit is to be employed.
correctly used and placed in order to give the Police A reduced road work speed limit should be used at all
something legally binding to enforce. Then, with road work sites that effect traffic flow. They are an
consistent Police enforcement, drivers/riders will essential tool at those work sites where other safety
quickly learn that speeding will not be tolerated at methods (such as a detour or a concrete barrier to
your work site. shield workers) are needed but cannot be made to fit
or work.
Engineers have an important role to play On the other hand, simply installing a reduced speed
limit should not be an excuse to mask poor road work
in speed management. They must place site traffic management practices. The road work speed
sufficient numbers of legally correct limit should “glue together” all the good advanced
signage and other delineation that is necessary at your
speed restriction signs in locations work site. It is not a single, solitary treatment.
where they can be easily seen by And after the traffic has passed your work site, you
need to advise drivers/riders that the road work speed
drivers/riders. limit has ended and return them to the normal speed
limit. This is done by placing a speed restriction sign
showing the normal speed limit at the end of the
termination zone.
Compliance with road work speed limits at present in

3.7.2 Factors to consider in setting the Road
Indonesia is poor, but it is getting better. More drivers
Work Speed Limit
and riders are beginning to recognise the need to
travel more slowly through or past work zones. No one When determining the speed limit to be adopted
wants to hit and kill (or seriously injure) a road worker! through your road work site, the potential hazards that
you need to consider include:
If the speed restriction signs are not legally
enforceable, the Police cannot carry out their - Clearance between the traffic lanes and the work
enforcement. If the Police do not enforce the speed area. If this is less than 3 m, you should use a 40
limit, any signs you use will be treated with contempt km/h speed zone.
by some drivers/riders. Perhaps no other simple - Traffic volume and vehicle composition (the number

of heavy vehicles – trucks and buses). restrictions for Indonesia based on practical and
- Type of work (manual, heavy machinery, trenching) achievable experience.
- Duration of work (long term, short term, mobile). 3.7.4 Removal of the Road Work Speed Limit
- Time of work (night works, daytime only). Road work speed limits should be removed (or at least
the signs should be covered up), when there is no
longer a need for the speed of the traffic to be
3.7.3 When to use a Road Work Speed Limit
restricted for the road works.
You should install a reduced road work speed limit
Road work speed limits should only apply when
when one or more of the following conditions apply at
workers, road work machinery and equipment, or traffic
your work site:
controllers are present on the worksite. At other times
- The safety of workers may be compromised by the (such as out of hours / night time when workers are
close proximity of the traffic. not present), the road work speed restriction signs
- Moving road work machinery or equipment will be should be removed or covered up.
required to share the road with the road users
The only exception to this is when the reduced speed
through the road work site.
limit is deemed necessary for the safety of traffic
- Loose material or stones are likely to be present on having regard to the work site conditions (such as
the road surface. rough or slippery unsealed road surfaces, or
- The standard of vertical or horizontal road geometry excavations close to the roadway that remain open at
(such as inadequate sight distance) at the approach night).
to, or within, a work site will be reduced below that
By removing unnecessary road work speed limits you
of the adjacent sections of the road.
will be helping to maintain public credibility in the
- The unobstructed clear width of the roadway will be speed limits system. Drivers/riders quickly learn to
significantly reduced. disregard unnecessary speed restrictions. Help them to
- The safety of road users travelling through the work correctly observe speed restrictions by only applying
site at the permanent speed limit will in some other lower speed limits when they are needed.
way be compromised.
- In particular the safety of pedestrians, bicyclists and
people with disabilities will be compromised.
There is a need for consistency across Indonesia in the 3.8 Provision for pedestrians and
use of road work speed limits. Set too high and they cyclists
will not generate any safety benefits. Set too low and
3.8.1 General
they will be disregarded by many road users.
Special provision should be made if you expect
It is best overall to use only a few speed values
numbers of pedestrians (including those with
according to the existing speed limit of the road. Table
disabilities), and bicyclists to pass through, past or
3.1 gives a set of recommended road work speed
around the road work site you are to manage. A path
provided for them should be of the same standard as
Table 3.1 Speed Inside Work Zone
that which has been “temporarily lost” due to the road
Existing Road Work Speed Zone works. It should be located as far as is reasonably
Road Speed practicable from the roadway, be smooth and free from
Limit Buffer Zone Work Zone obstructions, be of adequate width (1.5 m minimum for
pedestrian paths), be clearly signed and delineated. It
100 80 60
should be constructed to prevent pedestrians from
80 n/a 60 walking through the work area, and it should provide
60 n/a 40
clear guidance where the path changes direction.
Lighting is desirable if you believe it will assist users

40 n/a 20
of the path, particularly in urban areas that have

3.9 Safety barriers in work zones

3.9.1 General
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 you decide to use a
safety barrier at your work site, it must be designed
and installed so that it will inhibit penetration by an
out-of-control vehicle. It must also redirect the
impacting vehicle. A correctly installed safety barrier
Do not forget to provide for safe pedestrian access at your work site. provides general protection for road workers from
passing traffic.
existing street lighting. While this adds to the cost of Safety barriers come in a number of shapes and are
the work, it may be a worthwhile investment if you are made from a variety of materials - usually concrete,
managing urban works that are expected to last for a metal or plastic. Figure 3.1 provides general guidelines
long time and which are in an area used by large
numbers of pedestrians.
9.0
Clearance from Traffic to Road Work Area
If the works make it necessary for pedestrians or
bicyclists to cross the road within the road work site, Safety Barriers
6.0 may not be
particular attention should be paid to the crossing required
point to ensure that the pedestrians or bicyclists are
(metres)
visible to both the approaching traffic and the 3.0

Safety Barriers
operators of road works machinery and equipment on should be
the work site. considered
1.2
3.8.2 Access to public transport and 0

businesses 20 40 60 80 100
Speed Limit (km/h)
Where your works may adversely affect access to a bus
stop or train station, you need to consider how to The safety barrier should be appropriate for the location,
traffic speed and conditions for which it is be used.
provide alternative access for the duration of the
works. This may require consultation with the relevant
Figure 3.1 Guide for Use of Safety Barriers
bus or train operator.
for the use of safety barriers at road work sites.
In the case of bus stops, for example, temporary stops
may be needed to enable continued operation of the For short term works, and road works which will have
service. All temporary stops should be approved by the little effect on traffic, the use of safety barriers is
relevant agency. Bus stop guide signs need to be unlikely to be practicable. In such cases other control
erected to assist and inform passengers to these stops. measures (such as speed reduction, warning signs,
traffic cones, and maybe vehicle-mounted attenuators)
If your road work is likely to obstruct access to nearby
should be considered.
businesses, you need to think about enabling access for
pedestrians and bicyclists. This will usually require Safety barriers may be required where any of the
consultation with the owners of the affected following occur:
businesses. A little effort in the planning of the road - There is inadequate safe clearance between workers
work will not only lead to a happier relationship with or road work plant and equipment and moving
the owners, but will also reduce the risk of crashes traffic.
involving pedestrians or bicyclists at your site.
- There is potential for traffic conflicts – such as

head-on collisions – between opposing streams of kg vehicle (equivalent MASH TL1 – 50 km/h crash
traffic. test with a 2,270 kg vehicle).
- There are hazardous objects or excavations near - Test Level 2 (TL2) – 70 km/h crash test with a 2,000
traffic. kg vehicle (equivalent MASH TL2 – 70 km/h crash
- There is inadequate safe clearance between test with a 2,270 kg vehicle).
(temporary) footpaths or bicycle paths and moving - Test Level 3 (TL3) – 100 km/h crash test with a
traffic. 2,000 kg vehicle (equivalent MASH TL3 – 100 km/h
crash test with a 2,270 kg vehicle).
In fact, overseas experience indicates that safety
barrier protection should be considered wherever Safety barriers tested to TL1 or TL2 should be used for
practicable for work sites adjacent to moving traffic. work sites where the speed limit through the work site
While Figure 3.1 indicates that safety barriers may not will be at least 10 km/h below the crash test speed
be required where the clearance between the traffic and where compliance with the speed limit by most
and the work area is greater than 9 metres, you should vehicles can be reasonably expected. This is an
still consider increasing this clear zone in certain “high additional reason for engineers to work closely with
risk” situation. For example, if there is a potential Traffic Police to achieve lower speeds through work
hazard such as a steep road embankment just beyond sites.
the 9 metre clear zone that would present an
For other work sites (those with a posted speed limit of
unacceptable hazard for an errant vehicle you should
70 km/h or greater), safety barriers tested to at least
certainly explore the idea of installing a barrier.
TL3 should be used.
3.9.2 Shape and strength requirements 3.9.3 Safe system of work

Any safety barrier used at a road work site should
If safety barriers are to be used at your road work site,
satisfy international testing standards. You should
a safe system of work should be developed. This should
therefore ensure that any safety barrier used at your
take into consideration:
site is of a type that has been certified and tested in
- The type, shape, protection, performance and test
accordance with the procedures specified in an
characteristics of the safety barrier (as stated by the
acceptable international standard, such as AS/NZS
manufacturer).
3845-1999, or NCHRP Report 350: Recommended
Procedures for the Safety Performance Evaluation of - The speed of traffic travelling through your work
Highway Features (NCHRP 350) or The Manual for site.
Assessing Highway Safety Features (MASH) from the - The clearance between the traffic and work area.
USA.
In particular, you should pay attention to the following
Note: The Manual for Assessing Highway Safety characteristics:
Features (MASH) has replaced NCHRP 350 in the USA.
- Strength of materials used to manufacture the
References to NCHRP 350 should, therefore, be read
safety barrier.
as MASH where applicable.
- Performance test level of the safety barrier.
The design of a safety barrier system for your work site
- Maximum deflection at test level loading.
should include an analysis of the appropriate
- Connection details of individual units to ensure that
performance test level required for the road work site.
when joined together they act correctly. (NOTE: It is
You should be sure also that the selected safety barrier
vital for safety that small individual concrete
has been crash tested to the required performance
barricades must not be used at Indonesian work
level for the work site. NCHRP 350 provides for safety
sites. They are roadside hazards. They are not
barriers to be crash tested at a range of test levels,
recognised safety barriers, and they present a very
with the most common for temporary safety barriers
high risk to all road users).
being:
- Base or footing requirements and whether they
- Test Level 1 (TL1) – 50 km/h crash test with a 2,000
need horizontal support or ‘anchoring’ into the
existing pavement.

- Terminal treatments and protection. regard to the performance characteristics of the safety
- Minimum length of safety barrier. barrier system being used. It is often necessary to seek
advice from the manufacturer of the barrier in these
All safety barriers should only be used in accordance
cases.
with the manufacturer’s specifications.
It is advisable to not locate safety barriers behind kerb
Safety barriers are devices to improve safety in road
and channel so as to avoid the possibility of the barrier
work zones. Improper use of them will lead to a hazard
not performing its intended function of safely
for the road users, and may fail to protect the road
redirecting an errant vehicle and preventing it from
workers if/when needed.
penetrating into the work site. Kerbing has a tendency
to cause an impacting vehicle to rise up, and this can
3.9.4 Barrier location lead to the vehicle vaulting over the top of a nearby
safety barrier.
Safety barriers are used to prevent vehicles from
entering the work area. But barriers themselves are Where you cannot avoid installing a safety barrier
roadside hazards and it is important to try to install behind kerb and channel, the safety barrier should be
them in a way that reduces the possibility of “innocent” located such that its front face is either:
hits by vehicles that may stray just a small amount - Less than 0.5 metres behind the face of kerb; or
from the travel path.
- Between 3 metres and 4 metres behind the face of
When safety barriers are used parallel to traffic, there kerb.
should be a horizontal clearance of between 300 mm
These limits help to minimise the risk that a vehicle
and 1000 mm (refer Figure 3.2). On high speed roads,
may “vault” over the barrier.
particularly where speeds of 100km/h can be expected,
the desirable clearance should be at the upper limit of Safety barriers placed immediately in front of a kerb
this range. The clearance is measured from the non- may not deflect in accordance with the manufacturer’s
traffic side of the edge line, or in the absence of an design assumptions when struck by a vehicle. Where it
edge line, from the edge of the traffic lane, to the base is necessary to locate a safety barrier in this position, a
of the safety barrier. more detailed assessment of the performance
characteristics of the barrier in consultation with the
Where it is not practicable to provide the clearance
manufacturer should be undertaken.
between the edge line and the safety barrier as
specified above, you should consider reducing the The following lengths of safety barrier should
speed limit. generally apply:
If your work area is below the roadway level (that is, - Minimum length– use the greater of 30 m or the
there is an excavated area) the risk of serious injury is minimum length specified by the safety barrier
greatly increased if a vehicle enters the work area. manufacturer. This minimum length does not
Therefore you should consider increasing the clearance include the terminal treatment.
(the ‘no-go’ zone in Figure 3.2) between the safety NOTE: A vehicle which leaves the road as it
barrier and the work area to help to reduce this risk. approaches the start of a safety barrier could have
sufficient momentum to enter the work area by
In all cases, the clearance you adopt should have
passing behind the barrier. To avoid this possibility,
Maximum safety
the barrier should be extended beyond the work
barrier deflection
300 to 1000 mm
area. The required safety barrier length (Barrier
TRAFFIC
Length of Need) should be determined as set out in
“No-Go” zone
(refer to manufacturer’s
the Guide to Road Safety Engineering Manual 2:
Work area
specifications)
Roadside Hazard Management.
Edge Line or Edge of - Maximum length – there are no restrictions on the

Traffic Lane/Roadway
maximum length of safety barrier. However, the
Figure 3.2 Safety Barrier Clearance need to make provision for vehicles that breakdown,
work site access and access for emergency vehicles
should be considered. Cost will also become an

issue. The minimum width provided for the ‘no-go’ zone
3.9.5 Safety barrier terminals should be the maximum deflection specified by the
manufacturer for the safety barrier, based on the
The ends of a safety barrier system represent a safety
applicable NCHRP 350 (MASH) test level.
risk to vehicle occupants and motorcyclists.
Accordingly, safety barriers should either be terminated Where a safety barrier is to be used in a lower speed
with a crashworthy terminal treatment that complies zone than the NCHRP 350 level at which it has been
with the appropriate test level requirements of NCHRP tested then the width of the ‘no-go’ zone may be
350 (or MASH), or the safety barrier should be reduced based on calculations of the likely deflection
extended outside the clear zone using a gentle flare. of the safety barrier due to impact of the test vehicle at
a speed appropriate to the work site.
Redirective non-gating terminals such as cushions may
be considered for sites where there is a high risk of At some work sites, particularly on expressways and
high-speed, high-angle impacts. Such sites include other high speed roads, you may find it necessary to
tollways, expressways and multi-lane roads with: provide a dedicated lane or area for construction
vehicles to access a work site through a gap in a safety
- More than two lanes of traffic approaching the
barrier. In such cases, pavement markings and/or
barrier terminal; and
devices including frangible delineators and cross
- A speed limit of 80 km/h or higher on the approach hatchings on the roadway should be used to indicate
to the barrier terminal. to drivers/riders that the area is not available to
Crash cushions, while expensive, are able to be taken general traffic. You need to discourage inadvertent use
from one work site after the work is finished, to the of such access openings.
next work site. They have proven safety benefits and
they can be expected to become more commonly used
3.9.7 Debris protection and sight restriction
at Indonesian road work sites in the future.
screens
In addition to the above, a non-rigid retro-reflective
Where safety barriers are used on high speed roads,
hazard marker should be erected on the nose of each
debris protection screens may be used to protect
barrier terminal to make it more visible to approaching
workers from debris falling from passing vehicles.
motorists.
These screens are usually attached to the top of the
barrier, and are high enough to entrap most likely
3.9.6 Working behind safety barriers objects that might drop from passing vehicles. These
screens also have the added advantage of protecting
When safety barriers are in place, your workers should
motorists and motorcyclists from works activities (such
not be allowed to work within the ‘no–go’ zone as
as flying stones or mud).
shown in Figure 3.2. Where workers are working in
close proximity to the ‘no-go’ zone, the use of a safety Therefore, where safety barriers are used on heavily
containment fence or a longitudinal barricade to mark trafficked roads (generally volumes higher than 20,000
the ‘no-go’ zone should be considered. vehicles per day), you should consider the erection of
sight restriction screens. These screens, which also
The “no-go” zone is necessary because most temporary
‘hide’ activities from road users to avoid creating a
crash barriers will deflect when struck by an errant
distraction, generally comprise flexible mesh fabric or
vehicle. In some situations the barrier will deflect by
shade cloth placed over a debris protection screen.
up to several metres (depending on the size of the
impacting vehicle, its speed and its angle of impact). If Where you propose to erect a screen, consider the
a worker is within the “no-go” zone at the time of the following:
impact, they are at great risk of serious injury from the - The effect of a screen on the stopping sight
errant vehicle and/or the barrier. You should explain distance along the road (especially roads with small
this to your workers and ensure that everyone involved radius curves).
in road works understands the reasons why such “no-
- The stability of a screen (and safety barrier) under
go” zones are provided.
all conditions at the work site (such as wind load,

including passing vehicle wind load). 3.10 Portable and temporary

- The effect of the height of a screen on the stability
traffic signals
of the safety barrier.
- Crash testing evidence, clearly documented
3.10.1 General
historical information, or engineering analysis to
Portable traffic signals are mounted on small trailers
show that this is acceptable.
and are usually powered by solar energy. They can be
- The need for emergency access (such as in the form
moved into position quickly and started with minimum
of an access gate or door in the screen).
effort.
- The effect of the screen on the sight distance of
They should be used for short term works only, or other
drivers of construction vehicles when entering the
works not exceeding a period of about one week. If the
traffic stream from the work site.
works are to extend beyond about one week, temporary
traffic signals (often placed in barrels or drums so that
3.9.8 Methods of moving safety barriers they are self standing) are needed. These will require
more detailed examination of their timing to reduce
One of the activities that has additional risk at a work
the risk of causing major congestion problems.
area is moving barriers into place. There is a risk that a
section of barrier could be struck before it is fully Persons operating portable traffic signals must, as a
installed. For safety during this activity, there are minimum, have been trained as a Traffic Controller
several general principles to be followed when moving (refer to Section 3.14).
safety barriers around a work site:
One important point for you to remember here is that
- The work should be carried out during daylight the persons operating portable traffic signals do not
hours where possible. have authority to direct vehicles to proceed through
- Ensure all the five zones are set up and operating at red signals. It is vital for safety that drivers/riders stop
the work site. (and remain stopped) at every red signal they face on
the road network. It becomes confusing to many, and it
- Ensure that you have appropriate speed limits in
undermines the effectiveness of red signals, if anyone
place at the work site.
attempts to direct drivers/riders through a red signal.
- Give attention to the direction of erection and
removal of safety barriers. Generally start at the end
facing oncoming traffic, ensuring that you install a 3.10.2 Signs to use with portable signals
safe terminal / crash attenuator first (and remove it
You should install a “Traffic Signals Ahead” warning
last).
sign on the approach to any portable traffic signals.
- Consideration should be given to using a shadow The “Stop Here on Red Signal” sign is a useful sign that
vehicle with a vehicle mounted impact attenuator can be used in conjunction with the portable traffic
on roads with high speeds and/or high traffic
volumes .
- Always comply with the manufacturer’s
One of the activities that has additional

risk at a work area is moving barriers
into place.
Portable signal

You will need to take care that there is no background Where the sight distance of 150 m cannot be achieved,
interference from other lights of the same colour such possibly because of a horizontal curve, you may need
as advertising signs. Similarly, lighting in advance of to consider locating an additional portable traffic
traffic signals may reduce the effectiveness of the control signal on the right hand side of the road.
signals. For example the use of an illuminated flashing
Also consider using additional signals on the right
arrow sign tends to reduce the effectiveness of the
hand side of the road where the view to the traffic
signals. Watch for this and move the devices
control signals on the left hand side of the road may
accordingly.
be obscured by traffic ahead.
b. Approach speeds It may be necessary to repeat the “Traffic Signals

Ahead” signs where the traffic signals cannot be seen
It is necessary to control the speed of all vehicles
or where traffic queues back beyond the signs. To draw
approaching your portable traffic signals. As a general
attention to these signs, flashing yellow lamps may be
rule, the 85th percentile speed of approaching traffic
used, especially for night operation.
should be no more than 60 km/h as it approaches the
signals. Approach speeds can be reduced through the
use of regulatory speed restriction signs and consistent
Police enforcement.
Portable traffic signals should not be used in speed 3.11 Vehicle-mounted attenuators
zones exceeding 60 km/h. If it is necessary to use them
in a speed zone greater than 60km/h, the traffic speed A truck or trailer mounted attenuator is a “crash
must be reduced using appropriate buffer zones. cushion located on the back of a truck or on a trailer”.
Truck or trailer mounted attenuators (TMA’s) provide
c. Sight and stopping distance physical protection for workers at road work sites
It is important to locate portable signals to give where the provision of safety barriers or road closures
approaching drivers/riders maximum visibility of the is not practicable. TMA’s are particularly applicable to
lanterns. This then gives them sufficient time to stop short term and mobile road work sites where workers
on a red signal. The minimum sight distance to the are on the road or shoulder.
signal lantern required for stopping depends on a TMA’s can also be used to provide temporary protection
number of factors - mainly vehicle type and approach in emergencies or when erecting or dismantling traffic
speed. Site conditions such as pavement surface also control devices and barriers for long term worksites.
affect the required stopping sight distance.
TMA’s should be installed and operated in accordance
It is desirable that drivers have the signals visible for a with the manufacturer’s specifications. They should be
minimum period of ten seconds when approaching crash tested to the test level TL3 requirements of
them. This equates to a minimum sight distance NCHRP Report 350: Recommended Procedures for the
required of 150 m (at about 60 km/h). Safety Performance Evaluation of Highway Features
Vehicle-mounted attenuator Electronic direction sign

(NCHRP 350) if they are to be deployed on or adjacent - Fixed VMS erected beside, or above, generally high
to an expressway or other high speed arterial road. speed, high volume multi-lane roads for traffic
TMA’s that have been tested and satisfy the NCHRP 350 control purposes. Although these are mainly used
test level TL2 should only be used in low speed for traffic control or to alert drivers to congestion
environments with approach speeds up to 60 km/h. ahead, they may also be used as warning devices for
works along the road.
If you use a TMA, you should create a Safety (Buffer)
Zone (an area that is clear of people and materials) for
the workers by locating the TMA a minimum distance 3.12.2 Application
of 30 metres before the workers or equipment that it is
A VMS may be used to provide added advance warning
shielding, or in accordance with the manufacturer’s
to road users on high speed and/or high volume roads
recommendations. This allows for the TMA to move
where road work activities could cause delays, or may
forward into the Safety (Buffer) Zone should it be
require stopping, slowing, merging, or other
struck by another vehicle. Under no circumstances
manoeuvres that need a specific reaction from the
should workers or equipment enter the Safety Zone
drivers/riders.
between the TMA and the work area.
Examples of work site applications where a VMS can
be effective include:
3.12 Use of electronic variable - Providing advance warning on expressways and
message signs high speed arterial roads where workers are
exposed to traffic, and to notify of delays and future
3.12.1 General activities.
An electronic variable message sign (VMS) is a traffic - In advance of temporary traffic conditions including
control device which can be programmed to display a closures, detours and restrictions on vehicle
message to road users. The message – which can dimensions.
include a number of rotating screen messages – should - In advance of changes in alignment, surface
provide only necessary information about construction conditions, roadway width, lane drops, traffic delays,
operations, maintenance, road incidents, traffic congestion and a required decrease in traffic speed.
congestion, and roadway conditions.
A VMS may also be used :
An electronic VMS can be either of the following: - To provide information on work dates, alternative
- Mobile VMS – a mobile VMS is usually trailer routes, anticipated delays, and other time-related
mounted or vehicle mounted and can be readily information.
moved to a location as required. This allows the - To advise road users of the reason for the
information to be given at the point of maximum imposition of reduced speed limits.
impact, or; - Combined with radar-speed readout, to encourage
Electronic Variable Message Sign Electronic Variable Message Sign

speed reduction prior to work activities. Due to unit

reset/response time, they should only be used on
ROAD WORKS
roadways with low to moderate traffic volumes.
2 KM
Take care to limit VMS use to work sites where there is
a significant degree of hazard such as on high speed or SLOW DOWN
multi-lane roads, or where the traffic arrangements are
complex. They are a costly device but can be extremely
effective. Excessive or inappropriate use of these signs format should be used:
has been shown to reduce their effectiveness. Use
- Screen 1: State the problem and the location
them prudently.
distance/date
- Screen 2: State the expected action
3.12.3 Restrictions on VMS usage Example:
There are two things that a mobile VMS should not be Message update rates should be set as follows:
1st screen:
used for:
- Replacing static signs at a work site. Even if you use

a mobile VMS it is still a requirement to display all EXPRESSWAY
the necessary signs for the work site that your
NIGHT WORKS
Traffic Management Plan requires.
- Advising road users of something they already know.
16-17 DEC
This may sound obvious, but drivers/riders do not
need to have their concentration taken by
unnecessary messages. 2nd screen:
Mobile VMS are still quite novel at Indonesian road

works. They are costly, so take care to maximise their
SEEK
value. Use them on high speed, high volume roads
only. ALTERNATIVE
ROUTE
3.12.4 Message screens on VMS
You may have an important message that you want to - Duration of display of each message screen: 1.2–2
convey to drivers/riders via a VMS. In order to ensure seconds
that your message is readable and understandable, and
- Pause between screens of the same message: 0–0.1
to maximise its road safety impact, your message on
seconds
the VMS should be kept to a maximum of two screens
- Pause between the second screen and the repeat of
in all speed zones. This enables road users to read and
the first screen: 0.2–0.5 seconds
understand the entire message.
If your message cannot be condensed to fit on two
Screens should alternate; messages should not scroll
screens, you may have to consider an additional VMS. If
horizontally or vertically. If a message is displayed in
so, it should be located 300 metres downstream of the
one screen, the top line should refer to the problem,
first VMS. In this situation, only one of the VMS’s should
the centre line should advise of the location, and the
display a double screen message at any given time.
bottom line should indicate the road user action
required. Obviously this doubles the cost of providing the
information to the drivers/riders and so you may need
Single screen messages should be displayed
to rethink the message – to keep it short and simple
continuously. Do not flash the message or cause it to
and (maybe) on just one VMS.
change in any way. It should show consistently to
approaching drivers/riders. Symbols should only be used when the VMS has
sufficient clarity for these symbols to be clearly

defined by the pixels in the sign. noise of the equipment should comply with all
regulations applicable to the control of
environmental noise in the relevant area.
3.12.5 VMS messages
- Pedestrian traffic, other road signing and adjacent
VMS messages should answer the questions of what, properties and businesses should not be adversely
where and when, in a short and concise manner. They affected.
should only be displayed when either a response is
- If it is practicable, a mobile VMS should be secured
needed or to inform road users of future events.
to an immovable object to prevent theft. Otherwise
As a minimum, road users need to know what they you may elect to pay a security guard for the VMS.
should do and why they should do it.
The VMS should generally be positioned well upstream
When choosing the text for the message, it is of the advance warning signs. A distance of up to two
important to remember that the message should: kilometres from the actual work activity is considered
appropriate. However, depending on travel speeds and
roadway conditions, this distance may vary so road
LANE CLOSED users have sufficient time to make any necessary
1 KM decisions (but not so long that they forget the
MERGE RIGHT message!).
A vehicle-mounted VMS may be used for slowly moving

and mobile operations. With these there should be
- be as brief as possible adequate shoulder width along the road to permit the
- be easily understood vehicle-mounted mobile VMS to be approximately one
- be unambiguous kilometre behind the operation. Judgement is needed
- be accurate and timely to ensure that the mobile VMS is not so far from the
worksite that its effect is diminished.
- avoid sensational incident information
A VMS should be placed on the side of the roadway
Limit your messages to eight words in three lines, with
closest to the affected travel lane, being normally the
each line being centred. This enables road users to
left side of the roadway. When you are considering the
quickly read the message without being distracted
lateral position of a VMS at your work site you need to
from the road.
have regard to the following:
Where words need to be abbreviated, they should be
- Where there is a kerb, the mobile VMS should be
clear and unambiguous and should be used without a
positioned behind it.
full stop. Unnecessary words and filler words – such as
ahead, caution, danger, hazardous, a, an, the - should be - If there is no kerb, it should be placed on the verge
eliminated. outside of any shoulder or emergency lane.
- Where practicable, the mobile VMS should be
positioned behind safety barrier.
3.12.6 Placement and operation of VMS
- For urban roads, the mobile VMS should be located
hardware
to ensure it does not interfere with pedestrians,
The placement of the VMS is important to ensure that bicyclists and other footpath users.
the sign is visible to the road user and that it provides
If you find that placing a mobile VMS behind the kerb
ample time for them to take any necessary action.
is not an option, a parking lane can be used to store it.
The basic principles of placement for a VMS are: However, take care to ensure that it does not encroach
- Placement should be in accordance with the Traffic into any traffic lanes. The parking lane should also be
Management Plan prepared for the works. properly closed off to through traffic.
- If motor driven generators are used, the emitted

3.12.7 Visibility of the VMS

It is vital that the VMS be visible to all approaching
drivers/riders so that it may be read, understood and
acted upon. For this to happen:
- The VMS should be clearly visible and legible from

all traffic lanes and remain legible until the
driver/rider is within 30 metres of the sign.
- Elevating the VMS increases the visibility of the sign
to oncoming traffic so it can be viewed from behind
other vehicles. Where the VMS is located in the
vicinity of pedestrians, the bottom of the sign
should be a minimum of 2.15 metres above the
ground.
- Signs should not be placed in dips or just beyond
crests and should not be obstructed from view by
vegetation, parked vehicles, or other roadside visual
obstructions.
- On curved alignments, in order to meet sight
distance requirements, the VMS should be located at
the start of the curve. If this is not practicable, A Traffic Controller at a road work site, wearing a high visibility vest.
locate it in such a way as to maximise the sight
distance to it.
Remember – it is an obligation of the employer to
provide good quality safety vests for every road worker.
It is also a requirement that each worker wears a safety
vest at all times while working on or near a road.
3.13 High visibility clothing
All road workers who are working on or adjacent to

your road work site should be required to wear high
visibility clothing. High visibility safety vests are
3.14 Instructions for Traffic
designed to make workers more conspicuous and to Controllers
warn road users of their presence.
The vest should be worn over normal clothing and Traffic Controllers have an important role to play at
properly fastened so that the entire available area of road works. They should not only provide a warning to
high visibility material can be seen in any direction. To drivers/riders of the road work but they should also
maximise effectiveness the vest should be kept clean give positive and clear guidance about where the road
and in good condition. user is to go and when they may go.
The most suitable vests are usually made from Your Traffic Controllers should be provided with a
lightweight material so that they are comfortable to suitable Stop/Slow baton to use to provide clear
wear in the tropical climate. They are usually direction to drivers/riders. While flags and flashing
fluorescent red/orange in colour and should have at wands are useful to assist a Traffic Controller to attract
least two strips of yellow retro-reflective material front attention, they do not provide the necessary clear
and back. This type of safety vest maximises flexibility direction and authority that a Traffic Controller needs.
in use and visibility for works during day and night. The Make sure your Traffic Controllers have the correct
safety vest should have a secure fastening, preferably a equipment to do their job well.
zip.

If you are a Traffic Controller, it is in your own best f. You must make sure you do not obstruct a driver’s
interests that you observe the following instructions. It view of other signs and devices and that you are
is also best for the safety of your colleagues and the not yourself partially hidden by one of these.
road users that: h. Work out what you would do if a vehicle is heading
a. You wear the high visibility clothing provided. You towards you and appears not to be stopping. Have
will normally be provided with a day/night vest, an escape path ready.
overall or jacket that is fluorescent for daytime i. If you are working a single lane section with
visibility and with retro reflective strips for night another controller you will have the responsibility
work. for changing traffic direction if you are next to stop
b. You use the Stop/Slow baton in a positive and clear traffic.
way. You are responsible for traffic control at your j. Once traffic has stopped, change your position if
site. necessary so that you are clearly visible to further
c. You are responsible for setting up the “Prepare to traffic as it arrives; stay at the head of the traffic
Stop” sign at the beginning of the shift and taking queue and stand by yourself (do not permit people
it away at the end. If you take over traffic control to congregate at the traffic control station). Make
part way through a shift you must check that this sure your clear escape path is still available.
sign is in the correct place. k. You must give definite and clear signals as follows:
d. You stand where you can see both the end of the (i) To stop a vehicle, turn the bat to “Stop” and -
work area nearest to you and also the controller at facing the traffic - raise your other hand into
the other end of the job (if there is one). You must the stop position with the palm towards the
also be able to see approaching vehicles at least traffic.
one and a half times the speed limit in metres (ii) To allow traffic to proceed, wait until all traffic
away. For example, if the speed limit is 60 km/h, from the other end of the work has passed,
you should be able to see at least 90 metres, and move to the side of the road, then turn the bat
they must be able to see you at the same distance. to “Slow”. Turn side on to the traffic, and with
In particular you should take care that you can be your other hand give the “To Go” signal.
seen: (iii) To slow traffic, show the “Slow” side of the bat,
(i) At dawn or dusk; face the traffic, extend your free arm and wave
(ii) Against low morning or evening sun on a it up and down (but not above shoulder level)
predominantly east/west road; and steadily and firmly.
(iii) When in shadow on a sunny day.
e. You should stand facing the traffic but just outside
the path of vehicles.

3.15 Listing of signs & devices
40km
1 2 3 4 5
STOP
S
6 7 8 9 10
11 12 13 14 15
16 17 18 19 20
ROAD WORK
AHEAD
END
STOP HERE ROAD WORK
ON RED SIGNAL
21 23 25
24
22
HATI - HATI
ADA PEKERJAAN JEMBATAN
REDUCE
100 m SPEED ROAD WORK
AHEAD
26 27 28 29
(1) Pass either side (2) Keep left (right) (3) Pedestrian crossing (4) No entry (5) Maximum speed (6) Give away to traffic on intersecting road
(7) Give priority to traffic from opposite direction (8) Stop (9) No overtaking (10) No stopping until at least the next intersection (11) Uneven road
(12) Road curves to the right (or left) (13) Roadworks ahead (14) Traffic Signal ahead (15) Left (or right) Lane Ends (16) Side road on left (or right)
(17) Road narrows at bridge (18) Road narrows on left (or right) (19) Two-Way Traffic (20) Divided Highway (21) Divided Highway Ends (22) Traffic
signal ahead with supplementary plate “Stop Here On Red Signal” (23) Chevron alignment marker (24) Beginning of road work (or end) (25) Left
lane ends (26) Warning sign for road works ahead (27) Reduce speed (28) Beginning of road work supplemented with flashing yellow signals
(29) Hazard marker board left (right)

PART D
Indonesian Road Work
Case Studies
“The main failing at Indonesian road work sites at

present is placing warning signs too close to the work
area. They are 10 m away instead of 100 m!”
56
PART D - Indonesian Road Work Case Studies
This Part contains a number of case studies from delineation. This is extremely unsafe. Only plastic
road work sites around Indonesia. Each offers an cones and bollards should be used.
opportunity to examine some road safety issues of
- Many roadside hazards (kerb blocks, materials, rocks,
the work site - what has been done, what has not
been done, and what the safety consequences may excavations) are left in the clear zone along the
be. These real examples are included in this manual work sites. These are hazardous, especially for
to assist you in becoming more knowledgeable about motorcyclists.
road safety at road work sites.
- Too much sand/gravel/mud is left on road
Examples of road works from urban and rural pavements. It is a serious sliding hazard for
locations are used, together with examples of long
motorcyclists.
term and short term road works. Some of the
examples involve very large projects, others are very - About half of workers in the examples wear safety
minor works. vests. All workers should be given a safety vest and
There are some common themes in these case required to wear it. This is a cheap and effective
studies: form of worker protection.
- The Zone Concept is not commonly used except on It is worth thinking about these common safety
expressways. Zones should be used at road works on concerns. Plan and work wisely to make sure you do
not also create the same errors.
all road types.
Engineers have a lot to offer for improved road safety
- When used, the Zones are too short. Make sure you
at work sites.
look carefully at the operating speed and create
Zones that accord with Tables 2.1 and 2.2 of this
manual.
- Speed management is ad hoc in work sites. There is
a need to place clear and conspicuous speed
restriction signs in the Advance Warning Zone, and
to repeat these as necessary.
- Vehicle speeds are higher on new sections of road.
Too often there are “surprises” for drivers/riders
when they reach the end of a new section, as there
is insufficient warning of the old road ahead.
- Delineation is ad hoc. Some sites have used cones
and bollards, but usually not enough. Some sites use
rocks, tree branches or concrete blocks for

Case Study Long term works on two inter-urban roads
1 2
3 4
Two inter-urban roads are being upgraded and strengthened in a number of sections. One road is 50 km long
while the other is more than 20 km long.
Safety Problems: 1 There are many locations where the new concrete road pavement ends suddenly and drivers/riders drop
from the new 450 mm thick concrete pavement back to the old road surface. Most times they drop onto
gravel as the old road has been severely damaged during the works.
2 Only two of the locations have feathered asphalt ramps to ease the drop off; the others do not.
3 No advance warning signs have been used at any of these locations on one of the roads, and only a few,
incorrect warning signs have been used on the other road. There is no lighting. There are reports of
motorcyclists at night crashing at these locations.
4 In addition, there are several locations where a final layer of concrete has been added to the sub-base but a
sharp 50 mm high “lip” has been allowed to remain unsigned – it presents a harsh surprise to approaching
motorcyclists. Again, many have crashed at these locations.
Solutions: ! Use Diagram 7 from Part E to manage the traffic through the multiple work areas.
1 Construct asphalt ramps at each drop off. Smooth over each lip.
2 Place at least a pair of warning signs at each drop off and “lip” to warn of the hazard. Add cones or bollards
to highlight each ramp.
3 Sweep the areas free of sand and gravel.
4 Do not surprise the road user.

Case Study Long term works on a divided inter-urban road
2
3
1
An inter–urban road is being duplicated and strengthened in stages. One carriageway is closed, leaving the
other to function as a two way carriageway Traffic volumes are high, including many motorcycles. Traffic speeds
are typically 60-70 km/h, and higher at night.
Safety Problems: 1 This sign is wrong - it could confuse approaching drivers/riders. They may think that they need to change to
the other side of the median (onto the unconstructed lanes!).
2 It is dangerous to leave deep drop-offs such as these. At night time such hazards are difficult to see, and
they can cause serious injury, especially to motorcyclists.
3 Using a Keep Left directional arrow sign at this location is confusing.
! Sometimes, safety is affected more by the things you do not see, rather than the things you do see! The
most critical safety concern here is that there is nothing to remind drivers/riders on the main carriageway of
the two way operation. This lack of signs and delineators creates a high risk of head-on crashes along here.
Solutions: 1 Remove this sign.

2 Build temporary ramps from concrete/asphalt (with a grade of 3%) to eliminate such drop-offs. Delineate
these areas with plastic cones/bollards
3 Use bollards and a single large No Entry sign to convey a clear message not to enter this unfinished
carriageway.
! Install repeater “Two Way Traffic” signs every 250 - 500m. Place plastic bollards/cones along the centre of
the carriageway to further remind everyone of on-coming traffic.

Case Study Long term works involving a lane closure on an expressway
3
1
Safety Problems: 1 On multi lane roads such as this, and with heavy traffic volumes, there is a risk that drivers in the lane beside the
median may not see signs on the left hand side.
Solutions: 1 Duplicate all regulatory and warning signs on both sides of the carriageway at road work sites on multi-lane
carriageways.
Case Study Long term works involving a lane closure on an expressway.
4
1
The speed limit for this expressway is 100 km/h, but because of the road work it has been reduced by signs in the
Advance Warning Zone to 60 km/h. The photograph shows the Transition Guidance (Taper) Zone. These bollards are
being used to “close off” the left hand lane and direct drivers across one lane to merge with traffic on their right – a
lateral shift of about 4m.
Safety Problems: 1 The length of the merge taper required with this reduced speed limit of 60 km/h should be at least 120 m (See
Table 2.2). The length of taper provided at this site is just 50 m . This is too short – and it increases the risk of
side swipe collisions here.
Solutions: 1 Make the Transition Taper longer - use more bollards and start it further out from the work zone.

Case Study Long term works involving a lane closure on an expressway
Safety Problems: 1 The workers and the excavation are too close to
Guide to the Selection of Roadworks Speed Limits
the through lane of this expressway for safety.
There is less than 1 m clearance between the
Distance between Desirable speed of traffic
workers and the traffic. The speed limit through the workers & through traffic past the work zone
Work Zone is 60 km/h.
The distance from the through traffic to the work 1.5 m or less 40 km/h or less
area should be at least 1.5 m, and desirably 3 m
(See Table) with a road work speed limit of
1.5 - 3.0 m 60 km/h
60km/h.
3.0 - 5.0 m
(traffic volumes greater 80 km/h
Solutions: 1 Create a 3 m clearance (this will require the than 10,000 vpd)
second lane to be closed to traffic and this may 3.0 - 5.0 m Normal operating
(traffic volumes less than
have significant consequences) or; 10,000 vpd) speed
Accept the existing clearance, and reduce the Normal operating

> 5.0 m
speed of traffic to 40 km/h (this will require speed
supportive Police enforcement)

Case Study Long term works on an urban arterial road
1 2
Water supply and drainage works have required the left lane of this urban arterial road to be closed for a period of
up to six months.
The usual speed limit on this road is 60 km/h. The work site is located just around a sweeping right curve that
obstructs forward sight distance. No advance warning signs are provided.
Safety Problems: 1 These signs shown are the first encountered by approaching drivers/riders. The signs are in poor condition, they
lack reflectivity and there are too many together in one spot. A 10 km/h speed restriction is too low and will not
be complied with.
2 This warning sign warns of a narrowing of the road on the right hand side. This is wrong! The right hand lane
continues as the only lane remaining on this carriageway that can be used by vehicles. The left lane is not
only narrowed - it is completely blocked to traffic.
Solutions: 1 Introduce an Advanced Warning Zone with a 40 km/h speed restriction. In this environment it should be 60 m
long (see Table 2.1). Follow this with a Transition Guidance (Taper) Zone using bollards to move traffic to the
right by one lane over a length of 80 m. (See Table 2.2).
The Work Zone is about 200 m long, and the Termination Zone beyond that can be kept short as this is a
divided road.
2 Remove this sign – use cones to improve delineation between the through lane and the work area. If also
considered necessary, use a “Left Lane Ends” warning sign here.
If you do not have the correct signs – get one! If you cannot get one, use more bollards to strengthen the
delineation.
Only use correct signs at road work locations. This incorrect sign brings about public disrespect for your
work and reduces driver/rider compliance of all signs at other locations as well.

Case Study Long term works along the shoulder of an expressway
Work is going on along the shoulder of this expressway. No lanes have been closed, but a reduced speed limit of
60km/h has been introduced.
Safety Problems: 1 The use of large, heavy and sharp metal “screens” creates roadside hazards. The screens do not provide
delineation, they do not protect workers, and they do not screen the work area. Instead, these “screens” present a
serious risk to the occupants of errant vehicles. If these screens are used on roads used by motorcyclists they will
present a real threat to any motorcyclist who travels too close.
Solutions: 1 Use large numbers of plastic bollards and cones as a safer method of delineating this work area.

Case Study Short term works on an urban arterial road
9
1
Safety Problems: 1 The workers in the first photograph are not wearing safety vests. Workers without safety vests are less
conspicuous than those with vests. There are real safety benefits therefore if all your workers wear high visibility
jackets or vests.
Solutions: 1 Provide all your workers with safety vests and ensure they wear them at all times while on the road.
Case Study Long term works involving traffic detours from one carriageway to another
10
This inter-urban road is being duplicated. Traffic is required to detour from one carriageway to the other because of
the staging of the works.
Safety Problems: 1 At this detour, the traffic uses a temporary track through the median. The lateral transition for the traffic at this
location has little delineation to guide drivers/riders, especially at night. In addition, the quantity of loose
material on the outside of the detour presents a potential risk to approaching drivers/riders, especially for
motorcyclists at night. There are pot holes in the track also that could cause a motorcyclist to lose control.
Solutions: 1 Sweep the site on a regular basis;

Use strong delineation (by plastic bollards or cones) to guide road users through the detour.
Repair the pot holes.

Case Study Short term works on the shoulder of an expressway
Maintenance is taking place on a lighting column beside this expressway. Advanced warning signs have been
installed approximately 500 m in advance of this location to alert drivers to the short term work ahead. The work is
clear of the through traffic and cones have been placed to reduce the risk that traffic may come near the vehicle
during this short term work.
Safety Problems: 1 The Keep Right sign on the rear of the truck is unlikely to confuse drivers here, but it may in other locations.
Only display correct signs to drivers/riders - this is an important part of road safety at road work sites.
Solutions: 1 Cover this sign while working here.

Short term works on high speed roads are good situations in which to use Truck Mounted Attenuators
(TMA’s). In this case, a TMA could be located on the rear of this truck to act as a large crash cushion in the
event that an errant vehicle was to strike this truck from the rear.
Although TMA’s are not yet common in Indonesia, they will become more so as demands for road safety
increase.

11
This pit is being cleaned out. The work is expected to take about half a day. The speed limit on this road is 60 km/h .
Safety Problems: 1 There are no advance warning signs, and no delineation.

No reduced speed limit has been introduced despite the fact that the road is reduced by one lane.
The open pit presents a risk to approaching road users, especially motorcyclists.
Solutions: 1 Treat the road work site with a full zone treatment.
Introduce a 40km/h road work speed limit.
The Advanced Warning Zone should be 60 m long (see Table 2.1). A Transition Guidance (Taper) Zone
should use bollards to move traffic to the right by one lane over a length of 80 m. (See Table 2.2).
Delineate the work area with a number of plastic cones.

Case Study Short term works on a rural highway
12
This Highway is being duplicated. The concrete kerbs for the median are being poured into moulds from this
concrete mixing truck.
Safety Problems: 1 No advance warning has been used other than a “Road Workers” warning sign placed about 10m in advance of
the work area.
2 There is a high risk that a vehicle could run into the rear of this concrete truck, especially as the setting sun
is making visibility more difficult.
3 The workers are highly exposed as there is no Safety (Buffer) Zone.
Solutions: 1 Consider making these kerbs off site. Bring them to the median when they are ready to be installed. This will
minimise the time when the right lane has to be closed to traffic.
2 If this is not possible, set up an Advance Warning Zone and a Transition Taper Zone on the approach to this
work.
3 Approach speeds are about 80km/h, and a reasonable speed past the work area would be 40km/h –
requiring an Advance Warning Zone length of 170m (Table 2.1). The required Transition Zone merge taper
length (speeds about 45km/h) is 80m.(Table 2.2).
! Create a 20m long Safety (Buffer) Zone in advance of the workers that is free of all hazards.
Ensure all your workers wear safety vests on site.

Case Study Long term works on an inter-urban road in a semi-rural environment
13
This road is being strengthened with a new concrete pavement. There are a number of work areas along the 6km
length of this road.
Safety Problems: 1 Large rocks have been used to deter road users from riding or driving on the concrete while it is curing. The
rocks present an unnecessary risk to road users, especially motorcyclists.
2 No other signs, delineators, barricades or devices have been used along this road, even though the road is
about 6km long and there are 8 work areas.
Solutions: 1 Remove all these rocks from the site.

2 Use plastic bollards or cones to delineate the road and to block off access to the curing concrete.
Use advanced warning signs to inform drivers/riders of their correct and safe path. Because there is a
succession of work areas along this road, set up a TMP based on Figure 5.7 in Part E of this manual.

14
These young men are painting the kerb along the median of this busy divided arterial road. They are involved in
short term (mobile) road work.
Safety Problems: 1 There is no Advance Warning zone and no Transition Taper zone to protect them.
2 The men are not wearing safety vests.
Solutions: 1 Apply the zone concept here. Use Figure 5.1, 5.2 or 5.3 (depending on road widths and traffic volumes) from
Part E to assist you in establishing the zones.
2 Create an Advance Warning Zone with a speed restriction of 40km/h through the work area. The advance
warning zone should be 60m long (See Table 2.1)
3 Introduce an 80m long Transition Taper Zone to provide for the right lane to left lane merge (See Table 2.2).
4 Use plastic cones to define the work area.
5 Provide these workers with safety vests and require them to wear them.

Case Study Long term work on a rural highway
15
There has been a landslip beside a rural highway. It is very close to the road and it requires urgent attention.
Safety Problems: 1 The contractor has blocked off one lane with rocks; this is hazardous.
2 The contractor has used some wooden planks to create a makeshift warning sign (for one approach only).
This sign is not reflective and will not be seen at night.
3 Due to the undulating and rural nature of this highway, approach speeds are high (80km/h) and approach
visibility from one direction is poor.
Solutions: 1 Introduce the full Zone Concept at this work site. Use Figures 5.1, 5.2 or 5.3 (depending on road widths and
traffic volumes) from Part E to assist you in establishing the zones.
2 Use an Advance Warning Zone of 170m (traffic speeds should be reduced from 80km/h to 40km/h – See
Table 2.1).
3 There is a crest on one approach, and a curve on the other. Ensure both Advance Warning Zones extend far
enough to be conspicuous on both approaches.
4 The Transition Taper Zone should involve a diverge taper 50m long. (See Table 2.2).
5 Remove the rocks; used plastic cones for delineation.
6 If the works will take more than about one month to complete, consider sealing the shoulder to provide a
smoother and safer roadway past the work area.

Case Study Long term work along an urban arterial
16
To increase traffic capacity along this busy arterial road, an elevated road is being constructed. This work site is
about 5km long. The normal speed limit is 60km/h; there is no road work speed limit, but speeds are constrained by
high traffic volumes for much of the time.
The contractor is constructing piers along the footpath on each side of the road to support the overhead
structure. Construction involves deep excavations along the footpath within 1m of the road. Thin metal screens
have been placed beside some of the works.
Safety Problems: 1 The piers and the excavations block the footpath. In addition, large pre-fabricated concrete drains have been
stored on parts of the footpath. All of these are roadside hazards in the clear zone.
2 They also force pedestrians to walk along the road. No pedestrian assistance has been provided.
Solutions: 1 Install conspicuous 40km/h speed restriction signs every 500m

2 Provide consistent delineation of the work area by an edge line and plastic bollards.
3 Provide a 1.5m wide footway for pedestrians between the edge line and the works.
4 Where site specific hazards exist, place a specific warning sign and add extra cones to delineate the area.
5 Use temporary safety barriers to shield the work areas at critical times (such as when deep excavations are
open, or scaffolding is in use).
6 Ensure these barriers are correctly joined together, with safe terminals.

PART E
Diagrams to Assist
Setting Out
“By following the Zone Concept you can quickly

develop a safe and efficient Traffic Management Plan.”
72
FIGURE 5.1
REDUCTION IN ROAD WIDTH BUT WITH SUFFICIENT
WIDTH FOR 2 WAY TRAFFIC
Km
40
ROAD WORK AHEAD
SEAL THIS AREA TO PROVIDE A SAFE

TEMPORARY ALL-WEATHER SURFACE
WHEN REMAINING WIDTH IS LESS

THAN 5.5M, USE FIGURE 5.2 Table 2.2 Transition Zone Lengths (m)

END Speed
Km Diverge Merge
ROAD (km/h)
60 Table 2.1 Advance Warning Zone Lengths (m)
WORK < 45 50 80
Approach Desired Speed (km/h) 46 - 55 50 100
DRIVE SAFELY Speed
55 - 65 60 120
(km/h) stop 20 30 40
65 - 75 70 140
Example : A 60km/h road is to be reduced to 40 km/h through a Work Zone . 80 225 200 190 170
75 - 85 80 160
From Table2.1 Advance Warning Zone = 60m 70 160 150 140 120
From Table 2.2 Transition Zone =50m (diverge)
60 100 90 75 60 85 - 95 90 180
50 75 60 45 30 > 95 100 200
73
74
FIGURE 5.2
REDUCTION IN ROAD WIDTH REQUIRING SINGLE LANE OPERATION
You should use Figure 5.3 (traffic signals) if:
- traffic volume is more than 500 vehicles per day; or

- the work area is more than 100 metres long; or
- approaching drivers cannot see vehicles at the far end of this work area.
Km
40
DO NOT OVERTAKE
Example : A 60km/h road is to be reduced to 40 km/h through a work zone . There is insufficient
remaining road width for 2 way operation
From Table 2.1 Advance Warning Zone = 100m ( to possible stop at give away sign)
From Table 2.2 Transition Zone = 50m (diverge)
Table 2.1 Advance Warning Zone Lengths (m) Table 2.2 Transition Zone Lengths (m)
Approach Desired Speed (km/h) Approach Taper (km/h)

Speed Speed
(km/h) stop 20 30 40 (km/h) Diverge Merge
Km
END 80 225 200 190 170 < 45 50 80
60 ROAD 70 160 150 140 120 46 - 55 50 100

WORK 60 100 90 75 60 55 - 65 60 120
50 75 60 45 30 65 - 75 70 140
DRIVE SAFELY
75 - 85 80 160
85 - 95 90 180
> 95 100 200

FIGURE 5.3
REDUCTION IN ROAD WIDTH
SINGLE LANE OPERATION USING TRAFFIC SIGNALS
See section 3.10 for more advice on how to use temporary traffic signals.
Km
40
PREPARE TO STOP
ROA
DWO
ROADWORK
AHEA RK
D
AHEAD
Approach Desired Speed (km/h)

Speed
(km/h) stop 20 30 40
80 225 200 190 170
70 160 150 140 120
60 100 90 75 60
50 75 60 45 30
Km
END
ROAD Table 2.2 Transition Zone Lengths (m)
60 WORK
DRIVE SAFELY Speed
< 45 50 80
46 - 55 50 100
55 - 65 60 120
Example : A 60km/h road is to be reduced to 40 km/h through a work zone controlled by temporary 65 - 75 70 140
traffic signals.
75 - 85 80 160
From Table 2.1 Advance Warning Zone = 100m ( to stop)
From Table 2.2 Transition Zone = 30m (diverge) because traffic will approach signal at reduced speed
85 - 95 90 180
> 95 100 200
75
76
FIGURE 5.4
CLOSING THE LEFT LANE OF A MULTILANE ROAD—DIVIDED OR UNDIVIDED Speed
The Figure shows a divided road. If the road is undivided, place the right-hand-side signs on the (km/h) stop 20 30 40
far right shoulder or verge.
80 225 200 190 170
70 160 150 140 120
60 100 90 75 60
50 75 60 45 30
Table 2.2 Transition Zone Lengths (m)

Speed
< 45 50 80
46 - 55 50 100
55 - 65 60 120
65 - 75 70 140
75 - 85 80 160
85 - 95 90 180
> 95 100 200
Closing left lane of a multilane road (divided or undivided)
Example : 80km/h normal speed limit reduced to 40 km/h in roadworks.
From Table 2.1 Advance warning zone = 170m

From Table 2.2 Transition Zone (merge taper) = 80m
FIGURE 5.5 Approach Desired Speed (km/h)

CLOSING RIGHT LANE OF A MULTILANE ROAD—DIVIDED OR UNDIVIDED Speed
If you need to close the inside lane on a multi-lane undivided road you must also close the inside (km/h) stop 20 30 40
lane on the other side for traffic approaching in the other direction. The right hand advance signs
and signs beyond the work area are placed on the far right side of the roadway. 80 225 200 190 170
If you need to close the second lane of a 3-lane one-way road, you should also close one other 70 160 150 140 120
lane and confine traffic to a single lane.
60 100 90 75 60
50 75 60 45 30
Table 2.2 Transition Zone Lengths (m)

Speed
< 45 50 80
46 - 55 50 100
55 - 65 60 120
65 - 75 70 140
75 - 85 80 160
85 - 95 90 180
> 95 100 200
Closing the right lane of a multilane road (divided or undivided).
Example : 60km/h speed limit reduced to 40 km/h in roadworks.
From Table 2.1 Advance warning zone = 60m

From Table 2.2 Transition Zone (merge taper) = 80m
77
78
Km
FIGURE 5.6 Speed
TRAFFIC TRAVELLING THROUGH UNCOMPLETED WORKS
40 (km/h) stop 20 30 40
When workers are on site, you must use 40 km/h speed limit with the Worker (symbolic) sign, 80 225 200 190 170
unless you can close off the work area with cones or bollards and provide at least 1.2 metres ROAD WORK AHEAD
clearance between your work area and passing traffic. 70 160 150 140 120
In the latter case you should set the job up according to one of the other Figures and use a 60 60 100 90 75 60
km/h speed limit.
50 75 60 45 30
Outside working hours, if traffic has to travel through the work area at less than 80 km/h, you must
place the appropriate speed limit signs (usually 60 or 40 depending on the condition of the
surface in the Work Zone) where the 40 sign are shown on the drawing.
L
SUOOS
RF E
AC
E
R
SUOUG
RF H
AC
E
L
SUOOS
RF E
AC
E
R
SUOUG
RF H
AC
E
LOOSE
SURFACE
ROUGH
SURFACE
Example : A 60 km/h road is to be reduced to 40 km/h during day time when road work is
taking place. At night, when there are no workers on site, the speed limit returns to 60 km/h provided
END the road surface in the work zone is safe.
Km
ROAD From Table 2.1 Advance warning zone = 60m
60 From Table 2.2 Transition Zone (merge taper) = 0 m as no lateral shift is necessary
WORK
DRIVE SAFELY
Km
FIGURE 5.7 40
SEVERAL CLOSELY SPACED WORK AREAS
ROAD WORK AHEAD
(LESS THAN 1 KM APART) IN A LONG WORK SITE
At each of these work areas you should do the following:
Put in all the signs, markings and other devices shown for that kind of job in the relevant
diagram EXCEPT for speed restriction signs. These go in separately where shown on this
diagram.
Place Worker (symbolic) signs in advance of each separate site when there are workers UNEVEN
present at that site. SURFACE
Place the 60 or 40 signs with them wherever needed according to the notes on the diagram.
TRAVEL SLOWLY
If there are any two work areas closer than 400 metres, treat them as a single work area.
UN
SU EVE
RF N
AC
E
UN
SU EVE
RF N
AC
E
U
S NE
U V
R E
FA N
C
E
LOOSE
SURFACE
UN
SU EVE
RF N TRAVEL SLOWLY
AC
E
U
S NE
U V
R E
FA N
C
E
LO
SU OSE
RF
AC
E
U
S NE
U V
R E
FA N
C Less than 1 km but more than 400 m
E
Repeater sign at 500m max
L
SUOO
R SE
FA
C
E

Speed
(km/h) stop 20 30 40
Example : A 60km/h road is to be reduced to 40 km/h through a work zone . 80 225 200 190 170
From table 2.1 Advance Warning Zone = 60m ( to stop) 70 160 150 140 120
Km
END
ROAD 60 100 90 75 60
60 WORK 50 75 60 45 30
DRIVE SAFELY
79
80
FIGURE 5.8
APPROACH TO A ONE-WAY SIDE TRACK
The figure shows a sealed side track.
If the side track has been built to be safety negotiated at the prevailing traffic speed, you may not
need to use the 40 km/h roadwork speed limit.
For traffic traveling from right-to-left, you will need to use a different Figure. Select the Figure that
most nearly fits the case when looked at from that direction.
25
Km
/h
25
Km
/h
SIDE
TRAC
AHEAK
D
SID Table 2.1 Advance Warning Zone Lengths (m)

TR E
A
AH CK
EA
D
Speed
(km/h) stop 20 30 40
80 225 200 190 170
70 160 150 140 120
60 100 90 75 60
50 75 60 45 30
Km
END
60 ROAD Example : Traffic to be diverted onto a side track to avoid a work zone. The 60km/h speed limit is to be
WORK reduced to 40 km/h along the side track.
From Table 2.1 Advance Warning Zone = 60m

DRIVE SAFELY
FIGURE 5.9 40 40
Km Km
/h /h
APPROACH TO A TWO-WAY SIDE TRACK
If the side track has been built to be safety negotiated at the prevailing traffic speed, you may not
need to use the 40 km/h roadwork speed limit.
You should not use an advisory speed sign under the curve sign if the side track is unsealed.
40 40
Km Km
/h /h
40 40
Km Km
/h /h
40 40
Km Km
DETO /h /h
U
AHEA R
D

DE Speed
TO
AH UR
EA (km/h) stop 20 30 40
D
80 225 200 190 170

70 160 150 140 120
60 100 90 75 60
Km
END 50 75 60 45 30
60 ROAD
WORK
Example : Traffic to be diverted onto a side track to avoid a work zone. The 60km/h speed limit is to be
DRIVE SAFELY reduced to 40 km/h along the side track.
From Table 2.1 Advance Warning Zone = 60m
81
S
S

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ROAD SAFETY ENGINEERING SERIES

“Making Indonesian road work sites safer for all”

DIRECTOR GENERAL OF HIGHWAYS’ INSTRUCTION

Considering: a. United Nations declaration in March of 2010 on the

Bearing in mind: 1. Law no. 38/2004 on Roads.

Intructed to: 1. Director of Implementation Region I

FIRST: To attain an improved road safety infrastructure for road

SECOND: To take into account road safety engineering from road

THIRD: In conducting road safety engineering as defined in the

FOURTH: Provisions of the Technical Guide 1 Road Safety Engineering,

FIFTH: In order to carry out this instruction with full responsibility.

SIXTH: The Director General of Highways’ instruction comes into

Copies of this instruction have been delivered to:

1. Minister of Public Works

Ir. Djoko Murjanto, MSc

Multilane: Two or more traffic lanes in one direction.

Traffic: All vehicles, persons or animals travelling on a road.

PART A - An Introduction to Road Work Safety 1

PART B - The Zone Concept 23

PART C - Traffic Control Devices for Use at Road Work Sites 34

PART D - Indonesian Road Work Case Studies 56

PART E - Diagrams to Assist Setting Out 72

““The risk of a serious or fatal road crash

- The road safety issues at Indonesian road work sites.

2 MINISTRY OF PUBLIC WORKS REPUBLIC OF INDONESIA

Road work sites need

surprises”, uneven road surfaces, few warning signs and

Overseas studies indicate that the risk of a serious or

ROAD SAFETY ENGINEERING SERIES 3

Road works should be

4 MINISTRY OF PUBLIC WORKS REPUBLIC OF INDONESIA

- Inform other road stakeholders (in particular the

ROAD SAFETY ENGINEERING SERIES 5

Some common safety concerns at Indonesian road work sites

6 MINISTRY OF PUBLIC WORKS REPUBLIC OF INDONESIA

Long term works Long term works

Stationary short term works Mobile short term works

ROAD SAFETY ENGINEERING SERIES 7

c. Implementation phase The Contractor should start by designating an engineer

Developing a Traffic Management Plan takes

Factors such as vertical and horizontal geometry, traffic

- Long term works

8 MINISTRY OF PUBLIC WORKS REPUBLIC OF INDONESIA

Consider the road class

How will you provide

Planning for your road work

ROAD SAFETY ENGINEERING SERIES 9

The importance of staging road works

One 50 km length of a rural arterial road was recently

Little care was taken with the traffic management of the

Drivers/riders were using whichever carriageway they

10 MINISTRY OF PUBLIC WORKS REPUBLIC OF INDONESIA

NEW BRIDGE NEW BRIDGE

ROAD SAFETY ENGINEERING SERIES 11

Through the work area Traffic past the work area

Side track Detour

12 MINISTRY OF PUBLIC WORKS REPUBLIC OF INDONESIA