Road Safety Awareness

Prepared by: Usman Shaik

HSE Officer
Legal Requirements
Ministerial Resolution No. 178 of 2017 regarding traffic control
rules & OSHAD SF CoP CoP 33.0 – Working On or Adjacent to a
Road
• Ensure a Traffic Control Plan (TCP) is developed for all work
performed within the public right-of-way and shall clearly
depict the exact sequence of the construction operation(s), the
construction to be performed, schedule of activities, and the
travelled way that will be utilized by all movements of traffic
during each phase of construction.
• Traffic conditions, such as major or minor road; high or low
speed road; residential, commercial or rural location; peak-
hour traffic flows;
 Traffic Control
Traffic Control
Each year within the construction industry, approximately ten people die as a
result of being struck by vehicles on site. In addition, there are hundreds of
preventable accidents and injuries. Accidents occur from groundworks to finishing
works and managers, workers, visitors to sites and members of the public can all
be at risk. Contractors are advised to adhere to the OSHAD SF Code of Practices
and Abu Dhabi Work Zone Traffic Manual and organize a construction site so that
vehicles and pedestrians using site routes can move around safely. Inadequate
planning andcontrol is the root cause of many construction vehicle accidents.
The key message is: that construction site vehicle incidents can and should be
prevented by the effective management of transport operations throughout the
construction process. Key issues in dealing with traffic management on site are:
• Keeping pedestrians and vehicles apart
• Minimizing vehicle movements • Turning vehicles
• Fatigue • Visibility
• People on site • Signs and instructions
Advance Warning Area
Within the Advance Warning Area, approaching drivers are informed that they are entering a Work Zone, and
given an initial indication of any action to be taken ahead. If a temporary reduced speed limit applies in the Work
Zone, signing for this is located in the Advance Warning Area.
The length of the Advance Warning Area varies according to the approach speed of traffic, the type of road and
whether speed reduction is being introduced as part of the Works. The generic diagrams and sample Typical
Layouts in Section 7 define the lengths required for various circumstances which relate to the speed of
approaching traffic.
This area is used to advise motorists that there are temporary conditions ahead of them that require particular
care. In some instances, a stepped reduction in the speed will be required within this area.
These speed reductions should be indicated at intervals as specified in Table 12 (Section 4.3.4) and occur in 20
km/h steps until the speed for which the traffic control has been designed is indicated. It is good practice to
repeat the final speed limit at least once.
A typical example layout for an Advance Warning Area for a multi-lane highway is shown in Figure 4.
The length of the Advance Warning Area should relate directly to measured approach speed such that sufficient
distance is allowed for speed reduction.
Urban sites will commonly have limited space for Advance Warning Area signs. However, every attempt should be
made to provide adequate advance signing. High-speed arterials should normally have sufficient space to allow
the specified distance for the required advance-warning signs. On lesser roads or in busy business areas, shorter
Advance Warning Areas may be acceptable but each case should be assessed on its individual merits.
Consideration should also be given to extending lane closures and the relevant signing into any preceding Work
Zone and onto intersecting roads, as applicable.
 WORK ZONE TRAFFIC MANAGEMENT PLANNING

The objective of traffic management for construction Work Zones is to guide all road users past a Work Zone in a safe and efficient manner whilst protecting the workforce in the zone itself.
This is achieved through the development and implementation of a comprehensive Work Zone Traffic Management Plan (WZTMP).

A WZTMP forms part of the overall scheme design process whereby a coordinated strategy is developed to manage the disruption to normal traffic flow, ensure the safety of road users and
Work Zone personnel and provide a safe working environment for the works being undertaken.

Depending upon the complexity, impact and public interest generated in the works, the WZTMP can comprise up to three components. These are:

• A Temporary Traffic Control Plan (TTCP);

• A Transport Operations Plan (TOP);

• A Public Information Plan (PIP).

The requirements to produce and gain approval for each of these elements within a WZTMP are identified in Figure 7 based on the likely impact of the proposed works. It should be noted that
this forms the minimum requirement and from time to time the Road Authorities may require a higher standard to be applied in the development of the plan for a particular Work Zone, depending
on particular circumstances.
 • It is crucial to ensure that at all stages of any temporary traffic
WORK ZONE COMPONENTS AND SPECIAL management implementation and removal the signs displayed do
CONSIDERATIONS not conflict with other signage or layouts in such a manner as to
create a hazard;
Longitudinal Work Zone Components • When mobile operations (as described in Section 2.5.3) are used to
deploy static signs on the central median, consideration should be
A Work Zone can be considered as consisting of five specific given to avoiding any possible conflict between the static and mobile
longitudinal areas, asillustrated in Figure 3. These are described in signs. It may sometimes be necessary to locate additional mobile
the sections that follow works on the other carriageway in order to reduce the risks
associated with his activity;

• Construction and removal of Transition Area (tapers): The detailed

sequence in which this work is to be carried out should be clearly
indicated;

• Placement and removal of longitudinal cones: Method of placement

and removal should be clearly indicated, either pre-placement or
directly placed from a vehicle;

• Maintenance regime: Suitable places of safety should be identified

for road workers and operatives carrying out maintenance tasks.
Such places should be accessible and available at sufficient
intervals;

• Incidents: The method statement should cover contingency plans,

for example, a traffic collision or the effect of the onset of adverse
weather;
The use of electronic light-emitting roadside variable message signs, if present, to warn of
mobile operations, and the establishment and removal operations associatedwith static
temporary traffic management arrangements
Advance Warning Area sign locations relative to start of the Transition Area
on multi-lane highways
• Temporary speed limits for single lane closures shall be a
maximum of 20 km/h lessthan the posted speed limit.
• If the 85th percentile speed is greater than the posted
speed limit then the 85thpercentile speed should be used.
• All distances for signs are measured from the start of the
transition taper (datum).
• Temporary speed limits for single lane closures shall be a maximum of 20 km/h less
than the posted speed limit.
• Certain single carriageway layouts are only permissible with a temporary speed limitof 40
km/h in force (See Section 4.3.4).
• If the 85th percentile speed is greater than the posted speed limit then the 85th
percentile speed should be used.
• All distances for signs are measured from the start of the transition taper (datum).
For typical layouts showing the placement of signs, please refer to Figure 29 (Single
carriageway, two way working), Figure 30 (Single carriageway, work on footway requiring
pedestrian detour), Figure 31 (Shuttle working using temporary traffic signals), Figure 32 (Single
carriageway, shuttle working using stop/slow signs) and Figure 33 (Single carriageway roadway
T junction, 60km/h and below – work at nearside with conspicuous work vehicle in attendance).
The termination of barriers or other channelling devices shall be
flared out from the edge of the carriageway at the same alignment, or
flare ratio, as is applicable for the taper and all barriers or devices
shall be fitted with an approved end terminal, such that no part of the
protection device constitutes an impact hazard to vehicles.
The alignment of the taper should be either straight (in the case of a
lane drop) or a reverse curve (in the case of an alignment shift).
It can be difficult for motorists to see the alignment and extent of a
taper through a curve. Consequently, tapers should be located in
advance of curves if this is practicable. The appearance of the taper
should be risk assessed after initial placement and consideration
should be given to adjusting the taper length if it is necessary to
provide the taper through a curve
 Detour Training & Road Signages
Basatin HSE team conducted a Practical Detour Training in the Al
Raha Beach Roads site.
Traffic Hand Rules & Flag man Awareness
Basatin HSE team conducted Hand Rules & Flag man Awareness Practical Training
 Road Safety Awareness Camping
Basatin HSE team conducted Road Safety Awareness Camping at Al Raha Beach Roads

Visual Module for Awareness Briefing About Traffic Management & Road Pedestrians Safety Awareness
Safety Awareness