O3.2.22 Where the works impose a temporary height restriction (e.g. a safety platform or falsework underneath a bridge soffit) warning of the restriction must be given by means of the "headroom at hazard" sign to diagram 530, which should be attached to the structure, and by another "headroom at hazard" sign to diagram 530 with a “distance to hazard” plate to diagram 572 or 573 in advance of a suitable diversion point before the hazard; details of signing at bridges and other structures is given in Chapter 4, Section 7.
O3.3SAFE TAPER POSITIONS
O3.3.1 Tapers are a fundamental element of traffic management plans and their position should have been considered as an integral part of the traffic management design. Safe taper positions are dealt with in Part 1: Design, Section D3.6.
O3.4DELINEATION OF WORKS
O3.4.1 Obstruction of part of a road may require drivers of vehicles to carry out unusual manoeuvres, so drivers shall be given clear indication of the path they should take. Temporary delineation in the form of traffic cones, cylinders and barriers, etc. should be used for this purpose, augmented where practicable by temporary carriageway markings or temporary reflecting road studs to indicate the edge of the route to be followed. Existing road markings may need to be removed or masked, unless traffic is to be confined to a single lane delineated by cones on each side.
O3.4.2 Measures are necessary to ensure the safety of workers on site and to warn pedestrians of the hazard. The use of signs, barriers and the presence of a conspicuous vehicle all serve to protect the workforce. High-visibility clothing should also be worn at all times; see Section O6.3.
O3.4.3 At works on minor roads, guarding should comply with the requirements of Part 1: Design, Section D3.10.
O3.4.4 Where a filter drain or other soft material is adjacent to the edge of a hard shoulder being used as a running lane, and there is no kerbed protection, it should be hardened whenever possible as part of preliminary works, see Part 1: Design, Section D3.19. When this is not done, traffic cones should be placed on top of the filter drain/soft material with their bases touching the edge of the hard shoulder and spaced at approximately 18 m intervals. The back edge of the hard shoulder running lane should be marked with a 100 mm wide white thermoplastic line as specified in Part 1: Design, Section D3.19. An edge line and traffic cones should also be provided when there is a dished drainage channel adjacent to the edge of a trafficked lane.
O3.5CROSSING THE CARRIAGEWAY ON FOOT
O3.5.1 Crossing the carriageway on foot is a hazardous activity and should be minimised whenever practicable. It should be carefully planned to ensure that the location chosen has adequate sight lines, in both directions if appropriate, and a place of safety at both sides of the carriageway.
O3.5.2 If it is essential to cross the carriageway, a gap in the traffic should be allowed which is long enough to allow walking across briskly keeping a look-out for oncoming vehicles. To reduce the risk of tripping and falling, the person crossing the carriageway should not run. They should be prepared to wait some time to do this in safety. On very heavily-trafficked roads it may be possible to cross the carriageway only during off-peak periods.
O3.5.3 Safe gaps in the traffic are only likely to occur in traffic flows of less than 40 vehicles per minute on three-lane carriageways. At least three seconds per lane, or a safe gap of 150 m per lane, should be allowed when estimating crossing times.
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