Section 23

Traffic Management During

Construction
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TABLE OF CONTENTS

23 TRAFFIC MANAGEMENT DURING CONSTRUCTION ................................................................... 23-1

23.1 Introduction................................................................................................................................. 23-1
23.2 Construction Sequencing and Traffic Management Plans......................................................... 23-1
23.3 Principles for the Planning and Operation of a Traffic Management Scheme ........................... 23-2
23.3.1 General ................................................................................................................................... 23-2
23.3.2 Planning .................................................................................................................................. 23-2
23.3.3 Traffic Management................................................................................................................ 23-4
23.3.4 Device Requirements ............................................................................................................. 23-8
23.3.5 Installation............................................................................................................................. 23-10
23.3.6 Operation .............................................................................................................................. 23-12
23.4 Design of Temporary Roads .................................................................................................... 23-14

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23 TRAFFIC MANAGEMENT DURING CONSTRUCTION

23.1 Introduction
Sequencing of the construction process is different from the staging of the project. The sequencing is the set
of activities required to ensure that the project is constructed economically while minimising disruption.
Staging defines the works to be carried out over an extended time to achieve some “ultimate” goal for the
standard of the road.

Maintenance of a safe flow of traffic during construction is closely related to sequencing of construction. The
use of alternative routes around a construction site is frequently impractical and it is normally necessary to
maintain flow of traffic through the construction area. Sometimes traffic lanes are closed, shifted, or
encroached upon in order that the construction can be undertaken. When this occurs, designs for
maintenance of traffic should minimize the effect on traffic operations by minimizing the frequency or
duration of interference with normal traffic flow. Devices used to manage traffic through a construction area,
as well as causing disruption to traffic flow, have significant safety implications for road users (motorists,
cyclists, pedestrians) and construction workers.

Design changes and additional works may be required as a result of construction sequencing and traffic
management considerations. Preparing an adequate sequence of construction and traffic management plan
is thus an essential component of the design process.

23.2 Construction Sequencing and Traffic Management Plans

As related issues, the sequence of construction and traffic management measures are considered
concurrently and are often included on one plan. The plan includes diagrams and appropriate notes to inform
the contractor when each operation is to be accomplished. The plan delineates traffic control devices (eg
signs, barriers, delineators, lighting) and procedures necessary prior to, during and following construction. It
is important to provide a plan that is clear and easy to follow. The plan is necessary to ensure that the project
can be built as designed, without undue difficulty. As stated above, this may require changes to the design
and some additional works to ensure that a satisfactory outcome is achieved.

Early in the design process the designer must ensure that the project can be constructed in an economical
manner and that business, traffic and pedestrians are not unduly disrupted in the process. The preliminary
design must examine the sequencing of the works to determine the feasibility of the project and to determine
the temporary works required to manage the construction process. The construction sequencing and traffic
management plans must be included in contract documentation to indicate minimum acceptable standards
even though the contractor may adopt a different approach during the project.

Issues to be addressed in the preparation of sequencing of construction and traffic management plans
include:
• maintenance of access to property and business – this does not only include direct access to adjacent
property but must consider the wider effect on customer access to established businesses;
• pedestrian and cyclist movements – special pathways and protective devices may be required to ensure
adequate pedestrian and cyclist movement through the site. All pedestrian treatments must consider the
needs of people with disabilities;
• traffic movements – considerable attention must be given to the safety of traffic movement and the
management of traffic through the project. This may include:

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(i) lane closure

(ii) traffic diversion via another route

(iii) construction of side tracks, paved and sealed, or other temporary roadways;
• bus routes – maintenance of bus stops and service to the public is essential
• environmental impacts of the temporary works
• impact of temporary works on the Right of Way

23.3 Principles for the Planning and Operation of a Traffic

Management Scheme
23.3.1 General
Careful consideration should be given to the signing of the work site, no matter how brief the occupation of
the site may be. This should include –
• provision of adequate warning of changes in surface condition and the presence of personal
engaged in work on the road;
• adequate instruction of road users and their guidance safely through, around or past the work site;
and
• protection of workers.

Four important basic principles to be observed are as follows:

• Signs and devices shall be used in accordance with the relevant codes or standards and shall be
appropriate to the conditions at the work site.
• Signs and devices shall be erected and displayed before work commences at a work site.
• Signs and devices shall be regularly checked and maintained in a satisfactory condition.
• Signs and devices shall be removed from a work site as soon as practicable. However, appropriate
signs should remain in place until all work (including loose stone removal and line marking following
bituminous surfacing) has been completed.

23.3.2 Planning

(a) Levels of planning

Some measure of planning is required for all road works or traffic guidance schemes. It will
normally take place at one of three levels, as follows:

(i) Short – term and mobile works not involving road closure

Planning in these cases shall comprise the development of procedures and the provision of
appropriate sets of signs and devices to cover all the routine tasks the workers will
encounter. The procedures should be documented by means of work methods statements
supported if necessary by standard plans showing, for example, the processional order and
separation distances of items in a mobile works gang.

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(ii) Works involving relatively simple part – roadway closures

Planning in these cases shall comprise a minimum requirement to sketch the protective
devices and delineation required on a road construction or similar plan, and to prepare a list
of devices required for the job. A reference to a standardized illustration if available may be
substituted for the sketch or plan provided it matches adequately the situation.

(iii) Works involving complex traffic arrangements or phased construction sequencing, or both
Planning in these cases shall comprise the preparation of a fully documented traffic guidance
scheme providing the following:

- Plans showing temporary traffic paths, their delineation and the position of traffic control
or warning devices.
- A separate set of plans for each phase of the construction sequence.
- Details of after – hours traffic arrangements, on separate plans if they cannot be
adequately incorporated into the above.
- All necessary instructions for the installation, operation, between – phase rearrangement
and ultimate removal of devices at the conclusion of the job.

It is essential to prepare such plans well before the job starts or before the start of the
construction phase to which they apply, so that there is enough time to obtain any special
devices or approvals needed.

(b) Planning procedure

Planning at all levels requires a procedure to be followed whereby all essential aspects of the plan
are considered in an ordered way. The following matters shall be considered in turn and
incorporated into the plan if relevant:

(i) Traffic demand

Determination of the capacity required to accommodate traffic demand at an acceptable
level of service and convenience to road users. From this is determined the amount of road
space which must remain open and, where applicable, the times of day during which greater
amounts of road space are needed to handle traffic volumes, e.g. urban peak periods .

(ii) Traffic routing

Selection of the appropriate means of routing traffic at the site, i.e. through, around or past
the site or a combination of these, and ensuring that all required traffic movements are
provided for.

(iii) Traffic control

Determination of the need for traffic control, i.e. by traffic controller, traffic signals (portable or
permanent), police or other means.

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(iv) Other road users

Determination of the need to make provisions for road users other than vehicular traffic,
including:
- Pedestrians, including people with disabilities where appropriate.
- Bicycles.
- School Children.
- Emergency vehicles.

(v) Special vehicle requirements

- Determination of the need to provide for vehicles such as:
- Buses and trams, including stops and terminals.
- Over – dimensional vehicles, i.e. vehicles which together with their load are wider than a
legal limit vehicle.
- Restricted vehicles, i.e. vehicles which, although within legal limits, are permitted to use
only specified routes.

(c) Risk Management

Risk management entails the identification and analysis of all safety risks likely to arise during
roadworks including the setting up, operating, changing and ultimate dismantling of a traffic
guidance scheme, followed by the determination of appropriate measures to mitigate those risks.
The process is appropriate at two levels as follows:

(i) When preparing standardized work methods statements for the conduct of minor routine and
mobile works.

(ii) When preparing traffic guidance schemes for more extensive or complex works where site
specific risks will assume importance.

In each case the process should be carried out by first identifying all the safety risks likely to arise,
evaluating them in terms of likelihood of occurrence and adverse consequences using historical
data, experience or other means. The proposed procedural statement or traffic guidance scheme
should then be checked in detail to ensure that adequate means of controlling or reducing those
risks found to be significant, are in place.

For the works described in Item (b), the conduct of construction phase road safety audits should be
considered.

23.3.3 Traffic Management

(a) General
Depending on circumstances, movement of traffic may be achieved in one of the following ways:

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(i) Through the work area by intermingling with workers or plant.

(ii) Past the work area by means of a delineated path alongside but clear of the work area.

(iii) Around the work area by a detour which may be via a side track or an existing road.

(b) Safety and convenience

In order to achieve minimum disruption and inconvenience to road users only the minimum
practicable length and width of a road shall be closed off at any time. Adequate provision shall be
made for capacity requirements.

Work Schedules shall be arranged to minimize –

(i) disruption of established traffic movements and patterns;

(ii) interference with traffic at peak movement periods and at night, weekends, holiday periods
or other special events; and

(iii) interference with public transport services.

The traffic guidance scheme shall provide for the safety of workers.

Where they are not applicable during the work period, regulatory signs may need to be removed or
covered. Regulatory pavement markings likewise may need to be either obliterated or traffic
control measures employed to direct traffic along paths which might otherwise infringe the
regulatory requirements of the markings.

(c) Traffic through the work area

Passage of traffic through a work area shall only be permitted where both the traffic and the work
can be adequately controlled. Traffic controllers or traffic signals shall be employed as necessary
to slow traffic on the immediate approach to an active work area, to stop traffic for short periods
when required for the movement of plant or other operations, or to control single line flow. A pilot
vehicle may be required to lead traffic along the desired path and to control its speed.
Controllers shall also be provided if necessary to control the movement of plant within the
trafficable area.

(d) Traffic past the work area

This will be the normal method of traffic management at sites where complete elimination of traffic
from the site is not required. Traffic paths past the work area shall be clearly delineated. At long –
term works, if the travel path substantially deviates from normal, as far as practicable, original pre-
works delineation including pavement markings and raised pavement markers (RPMs) shall be
obliterated if they are likely to misdirect drivers negotiating the site.

(e) Traffic around the work area (side-tracks and detours)

When it is not practicable to allow traffic through or past the work area, it may be catered for by
means of either a detour using existing roads or a specifically constructed side-track.

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(f) Night Conditions

Where work at a site extends for more than a single day or is to be performed at night the following
requirements and recommendations for operating or securing the site at night apply:

(i) General
The following requirements and recommendations apply to all night – time road closures
whether or not workers or plant are on site:

- Wherever practicable, any part of the normal roadway which is closed during the day
and can be opened at night, should be opened if, by so doing, either travel conditions or
safety, or both for night traffic, can be improved.
- Temporary traffic route lighting through a works site may be required in high – volume,
high – speed rural areas if there is substantial deviation of travel path from normal, and
in urban areas where the path through the site could be difficult to follow. The existence
of extraneous lighting, especially glare sources, should be taken into account when
assessing the need for temporary traffic route lighting.
- Uncontrolled single lane operation shall not be permitted except for very short lengths in
special circumstances e.g. in residential streets. The need for lighting should be
considered. If single lane operation is required at night, the preferred method is to use
portable or temporary fixed traffic signals. Traffic controllers should only be used as a
last resort and then, only if their position can be adequately floodlit.
- Signs and devices shall be provided in accordance with the relevant code or standard
- Illuminated flashing arrow signs and similar devices having light emitting elements
should be dimmed for night use where necessary to avoid glare.

(ii) Work in progress at night

The following requirements and recommendations applicable to works being carried out at
night are additional to those given in Item (a).

- Lighting at a work site shall, as a minimum requirement, illuminate the following areas:
- The work area.
- Any locations where workers or plant might encroach on traffic lanes.
- Intersections in which works are taking place.
- Any traffic controller positions, noting Item (a)(iii) above.
Wherever practicable it is recommended that the entire work area and immediate
approach be lit.
- Floodlighting is recommended as traffic route lighting levels will not normally be
adequate for an active work site.
- Steps should be taken to ensure that floodlighting does not produce glare sources for
approaching drivers.
- The adverse environmental effects of high lighting levels close to residential property
should be considered.
- Dimming controls on illuminated flashing arrow signs and matrix type variable message
signs should be checked for correct operation.

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(g) Provision for pedestrians and bicycles

Where pedestrians including people with disabilities have to move through, past or around a work
site or to cross the road within a work site, they shall be provided with and directed to suitably
constructed and protected temporary footpaths and crossing points, or formal pedestrian crossings,
or refuges if warranted.

Bicycle or shared paths separate from vehicular traffic paths should be provided through, past or
around the work area whenever there is a bicycle demand and the volume of vehicles or bicycles,
or both, is too great for bicycles to be safely accommodated within vehicular traffic paths. Bicycle
paths, where provided, shall be at least 1.2 m wide, one–way, or 2.0m wide, two–way. Shared
paths where provided, shall be at least 2.0 m wide, one-way or 3.0m wide, two-way. Both shall
have an alignment and surface condition suitable for riding.

(h) Temporary footpaths and pedestrian crossing

Where footpaths or pedestrian crossings have been temporarily relocated, requirements and
recommendations for the temporary facilities are as follows:

(i) The unobstructed width at local constrictions shall be not less than 1.0 m. Elsewhere, a
width of at least 2 m should be provided.

(ii) Where pedestrian traffic has been diverted onto an existing roadway the pedestrian path
may be separated from vehicular traffic by a mesh fence, provided that –

- the clearance to the delineated edge of the traffic lane is at least 1.2m and the speed
limit is 60 km/h or less; or
- the clearance to the delineated edge of the traffic lane is less than 1.2 m and the speed
limit is 40 km/h or less.

(iii) Where these requirements cannot be met or where observance of the speed limit is likely to
be poor (85th Percentile speed more than 10 km/h above the speed limit) a safety barrier
shall be provided.

(iv) Surfacing shall provide for prams, strollers and wheelchairs, and for the visually impaired.

(v) Lighting shall be not less than the level provided on the original footpath or crossing.
Lighting shall be provided if the associated works reduce either the site distance to, or the
prominence of, the crossing.

(vi) Crossings shall be located as near as practicable to established pedestrian routes, and shall
be to the same standard as regards width and surface smoothness as the crossings they
replace, including provisions for the visually impaired.

(vii) Crossings should be signalized if the crossings they replace were signalized.

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23.3.4 Device Requirements

(a) Selection and use

Signs and devices shall be erected in accordance with the relevant code or standard:

(i) to provide advance warning;

(ii) to guide traffic through, around or past the work are; and

(iii) to minimize the possibility of confusion and misinterpretation of the intended instructions.

Advance warning signs and devices shall allow adequate time for correct response under the
anticipated worst conditions. All approaches to the work area, including any side roads, shall be
provided for.

Approval for erection or removal of certain regulatory traffic control devices may need to be
obtained from the appropriate authority.

Authorities shall use standard signs wherever a suitable sign for the purpose exists. However,
there will be instances where there is no suitable standard sign. In such cases, the sign developed
shall comply with the format requirements of the relevant standard or code, and shall have the
minimum legend size capable of being read by drivers at the prevailing traffic speed.

(b) Delineation
The travelled path on the approaches and past the work area shall be delineated so as to properly
define which part of the roadway is available to road users, or the path that traffic is required to
follow, under all reasonably expected weather and atmospheric conditions, day or night as
applicable.

Delineation should be considered for long and short range purposes. The former should provide
drivers approaching the work site with an advance view of the site indicating the general location
and direction of the trafficable path, whilst the latter should guide drivers through the works once
they have entered the work area or side track. Long range delineation should begin to provide
advance guidance at the start of the work site. Short range delineation should indicate a
continuous path in front of the vehicle.

Although all forms of delineation will contribute to both functions, long rang delineation will be
mostly achieved by effective side-mount, above-pavement devices. Short range will usually rely on
a combination of retroreflective line marking and other pavement based devices, and above-
pavement devices such as traffic cones and bollards.

(c) Night conditions

Signs shall be either retroeflective or floodlit. Delineating devices shall comprise or incorporate
retroreflectors. Flashing lamps may be used to draw attention to certain advance signs. Flashing
lamps shall not be used for delineation.

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Pavement markings through the work site shall be retroreflective. This may be achieved by means
such as reflectorizing paint using drop-on beads, retroreflective performed materials or raised
retroreflective pavement markers.

Hazards or barriers may require floodlighting to make them more conspicuous. Care should be
taken that floodlighting does not cause disability glare for approaching drivers. Except in an
emergency, floodlighting should not be provided by use of vehicle headlights.

Signs required to be fluorescent by day and retroreflective at night, shall have a sign face
background comprising combination fluorescent/retroreflective material.

(d) Size of signs

Sign sizes shall be in accordance with the relevant code or standard.

(e) Adjustment to existing devices

Existing signs and traffic control devices which are inappropriate to, or conflict with, the temporary
work site situation shall be covered, obliterated or removed. For certain regulatory traffic control
devices, prior approval may need to be obtained from the appropriate authority. Reference should
be made to the appropriate legislation.

(f) Safety barriers

The use of safety barriers may be required for situations where any of the following are cause for
concern and safe clearance between moving traffic and the hazard cannot be achieved.

(i) Hazardous traffic conflicts (e.g. head-on collisions).

(ii) Collisions with hazardous fixed objects or falls into excavations close to the travelled way.

(iii) The safety of workers and plant on site

(iv) The separation of temporary footpaths, shared paths or bicycle paths from vehicular traffic
paths

The selection, positioning and end treatment of safety barriers requires careful consideration.

(g) Vehicle size and load restrictions

Where the width, height or load-carrying capacity of the roadway or structure is to be temporarily
reduced during works, the appropriate authority should be informed in advance so that
arrangements may be made to divert traffic which would exceed the temporary limitations. The
authority should also be advised when the restriction is removed so that all traffic can resume use
of the roadway or structure. Possible ground clearance problems for long, low vehicles should also
be made known.

Low clearance warning gauges may be required in advance of false work structures.

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23.3.5 Installation

(a) Condition of devices

Individual signs and devices shall be examined before installation to ensure that they are in good
condition and are effective. The following checks are required:

(i) Mechanical condition

(ii) Items shall be bent, broken or have surface damage, shall not be used.

(iii) Cleanliness

(iv) Items shall be free from accumulated dirt, road grime or other contamination.

(v) Colour of fluorescent signs

(vi) Fluorescent signs whose colour has faded to a point where they have lost their daylight
impact shall be replaced.

Signs required to be effective at night shall be checked for reflectively as soon as possible after
installation. Those whose retroreflectively is degraded either from long use or surface damage
shall be replaced. Night-time effectiveness can be checked by viewing the signs by vehicle
headlights in dark conditions.

(b) Positioning of devices

Signs and devices should be positioned and erected so that –

(i) they are properly displayed and securely mounted

(ii) they are within the line of sight of the intended road user;

(iii) they cannot be obscured from view either by vegetation or parked cars;

(iv) they do not become a possible hazard to workers, pedestrians or vehicles; and

(v) they do not deflect traffic into an undesirable path.

Signs and devices should generally be placed 1 m clear of the travelled path. In rural areas where
signs are to be mounted on posts, they should normally be erected 1.5 m minimum above the level
of the nearest edge of the travelled path to the underside of the sign.

In urban areas where signs are mounted on posts adjacent to a footpath or where vehicle parking
may occur, they should be erected a minimum of 2.2 m above the level of the kerb or footpath to
the underside of the sign, to reduce interference from parked vehicles. Where neither pedestrians
nor parked vehicles have to be considered, e.g. on a traffic island or median, the height given for
rural roads may be more appropriate.

Signs mounted on portable supports used for short-term operation should generally be located as
follows:

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(vi) In rural areas

On the road shoulder.

(vii) In urban areas

Behind the kerb if visible to oncoming traffic and not obstructing pedestrians, otherwise on
the pavement as near as practicable to the kerb without the sign becoming obscured.

Where an instruction sign and a road condition sign would normally be required at the same
location, the former shall take precedence and the latter should be positioned at the best
alternative location.

The need to erect signs on both sides of the roadway on high-speed, high-volume roads or on
multilane roads or at curved alignments should be considered.

The visibility of a sign can be affected by deep shade, the direction of the sunlight, background
conditions (including lighting) and oncoming headlights. These factors should be considered when
signs and devices are erected to ensure that they can be clearly seen at all times.

(c) Sequence of erection

Before work commences, signs and devices at the approaches to the work area should be erected
in accordance with the installation plan in the following sequence.

(i) Advance warning signs.

(ii) All intermediate advance and positional signs and devices required in advance of the taper
or start of the work area.

(iii) All delineating devices required to form the taper including the illuminated flashing arrow sign
at the end of the taper where required.

(iv) Delineation past the work area or into a side track.

(v) All other required warning and regulatory signs.

A vehicle displaying a vehicle mounted warning device shall be used in advance of the taper
position to protect workers setting out or retrieving the taper, or reinstating it if displaced or
knocked out.

Signs and devices that are erected before they are required shall be covered by a suitable
material. The cover shall be removed immediately prior to the commencement of work.

NOTE: These signs should be covered with opaque materials. Open weave materials such
as Hessian are not suitable as the retroreflective performance of the sign is not sufficiently inhibited
when viewed at night using vehicle headlights. Covering signs with black or dark coloured plastic
materials can result in excessive temperature and moisture cycling which may damage the sign.
Best results are obtained by using a dense fabric that allows entrapped moisture, e.g.
condensation, to dissipate in a natural manner. Covered Signs should be inspected at night to
ensure that they are not visible and hence do not provide conflicting messages to drivers. When
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signs are only partially covered, care should be taken to ensure that adhesive tapes are not applied
directly to the reflective sign face as damage to the sign face will result from adhesive ageing.
Signs should be checked also in unusual weather conditions including high winds for loss or
disturbance of the covering.

(d) Orientation of sign

Signs shall face towards approaching traffic approximately at right angles to the line of sight from
the driver to the sign.
At curved alignments, the sign should be placed approximately at right angles to the line of sight of
a motorist 50m in advance of the sign.

(e) Inspection
When the erection of the sign and devices is completed and the condition of devices has been
checked, supervisory personnel shall carry out a functional inspection before and after opening to
traffic. This inspection should be carried out at the normal traffic speed, along the travelled path,
and past all of the devices. The same inspection should be carried at night with dipped headlights.
If the arrangement is considered confusing or unsatisfactory, it should be adjusted and
reinspected. A similar functional inspection shall be carried out after any change is made to the
arrangement.

(f) Publicity
Depending on the complexity of the traffic guidance scheme and the length of time it is to operate,
it may be necessary to erect special signs to inform the public of the traffic guidance scheme.
NOTE: It may also be advisable to implement a publicity campaign using printed material and
local media, particularly the radio.

23.3.6 Operation

(a) Daily routine

It is recommended that daily routine is established for the operation of a work site, including the
keeping of daily records of the sign arrangement or traffic guidance scheme, and records of any
incidents which might have ongoing consequences. Thr routine should include:

(i) An inspection of the traffic control arrangements before works starts

(ii) A periodic inspection of the operation of traffic control arrangements during the hours of work

(iii) A pre close down inspection to allow time for urgent maintenance to the travelled path

(iv) A check after construction close down to confirm that signs and devices (including lights) are
in position in accordance with the plans

(v) An inspection of lamps after dark

(b) Layout Variation

It is most important that signs and devices for which the temporary or permanent need no longer
exists be covered or removed. Additional appropriate signs and devices should be introduced as
changed circumstances or road conditions dictate, and any changes should be noted on daily work
sheets or in a diary.

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Any work site which is long term and at which work is not being carried out continuously shall, in
addition to the signs and devices required to protect the work area on a continuing basis, e.g.
overnight and at weekends have a “workers” sign erected on each approach to each location
within the site whenever workers are actually on site at the lotion. The latter signs shall be removed
at the end of the shift (except where multiple shifts are involved) or when the workers leave the
site. A change of speed limit may also be required in conjunction with the placement or removal of
the “workers” sign.

(c) Maintenance of devices

Ineffective signs and devices shall be replaced by similar items in good condition if they cannot be
made effective by cleaning and repairing.

Signs and devices which are no longer in good condition shall be refurbished to new condition or
replaced. Non-repairable signs should be destroyed so they are not inadvertently used.

(d) Use of high visibility clothing

All personnel shall wear high visibility clothing while on or adjacent to the travelled path or in other
potentially hazardous areas, eg on or adjacent to construction haul roads.

(e) Hazard avoidance

Machinery should not be parked, materials stored, or buildings erected in positions where they
may create a hazard, obscure signs, or block approaching drivers’ lines of sight.

(f) Closures and delays

There may be occasions when there is no alternative to the complete closure of a road. Delays to
traffic should be minimised. If the delay is expected to be longer than can be tolerated by traffic,
having regard to the volume of traffic, the build up of queues and the expectation of road users, the
method of working should be altered or a detour or side track provided.
If the delay is excessively long because of an unexpected event, eg plant breakdown, the
supervisor should inform the traffic controllers or the delay and should give an estimated time to be
relayed to the public. Advice should also be given to emergency services. If traffic queues become
too long, consideration should be given to either finding a suitable detour or otherwise re-routing
traffic.

(g) Work site records

Records shall be kept of all work signing and delineation.

(h) Removal
It is most important that the relevant signs and devices be removed or concealed from view as
soon as any activity is completed or a hazard ceases to exist.
When all work is complete, signs and devices should be dismantled in the reverse order to that
specified in the sequence of erection above.

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23.4 Design of Temporary Roads

Roads, or parts of roads, required to connect a stage of construction back to the existing road should not be
considered a temporary road and should be designed as an integral part of the stage to ensure proper long
term safety of operation.
Temporary roads are roads built as part of construction sequencing and will need to have only a relatively
short life (one to three years at the most ). Their structural strength need only reflect that requirement.

In some cases, the temporary road will be used for a very short time to assist with the sequencing of
construction as the traffic is progressively moved to cater for the construction program. The pavement
strength in these cases will be a secondary issue but the geometry will have to be satisfactory for the
operating speeds expected. In other cases, the traffic may be placed on part of the final pavement structure
as a temporary measure. In these cases, the design of the pavement will be that for the final structure and
the temporary nature of the road will be evidenced by the means of delineating the travel paths through the
job. Once again, it will be necessary to ensure that the geometry of the travel path is satisfactory for the
expected operating speed.

A prime consideration in the design of temporary roads such as side tracks and connections for construction
sequencing is safety of traffic operation. The geometry of the connections to the temporary road should be in
keeping with the approach road sections and the design of the connections must be in accordance with the
requirements of the detailed chapters of this manual. Appropriate measures must be taken to ensure that the
design of the temporary road proper is safe for the travel speeds expected. Proper design methods must be
employed to transition from the approach speed to the safe speed for the temporary road. A realistic
assessment of the actual speed environment must be made and the road designed for the probability of this
operating speed – a speed limit sign will not necessarily control the speeds to that value.

The cross section elements of the temporary road should be in accordance with Chapter 7 but maybe at the
lower end of the scale for each of the elements for the volumes and speeds applicable. Narrower cross
sections will help to create a lower speed environment and be less costly. In all circumstances, particular
care is required in the design of the delineation of the approaches to the temporary road and the signing
required.

The layout of the road and the associated signing must be clear for night conditions and adequate warning of
changes in features is required (Refer Section 23.3). The geometric design of all temporary roads should be
undertaken with the same care and to the same level of detail expected for the permanent features of the
road.

Because of the temporary nature of the work, it may be appropriate to create a lower speed environment for
the temporary road but the designer must be confident that the speed environment thus created will be
perceived as such by the driver. Temporary roads on all major roads (more than 1000vpd) must be paved
and sealed. On roads with volumes less than 1000vpd, temporary roads of short length in use for a short
time may not require sealing, depending on the conditions. A standard similar to that of the approach roads
should be adopted. In all cases, the safety of operation is the paramount objective. For National Highways,
as far as practicable, detours, sidetracks, work crossings and the like should have a geometric standard and
surface type in keeping with that of the adjacent road sections. However, a lesser standard may be provided

where:
• Traffic volumes are low;
• The costs of providing such temporary works are high;
• The hazards from providing a standard less than that of the adjacent road sections are not great; or
• The temporary works are required for a short time.
• The design of such works should be in accordance with the principles set out above.
Section 23 – Traffic Management During Construction DRAFT FINAL Rev. 0 – February 2003
Page 23-14