Traffic Management Plan: Background
Traffic Management Plan: Background
BACKGROUND
The road construction and maintenance activities are the integral part of road network development
particularly for developing and transitional economies. Improving and expanding the roadway
network is critical to economic development as well as the quality of life and, these activities create
work zones in the network. The road work zones are areas of conflict between normal operating
traffic, construction workers, road building machineries and construction traffic. If it is a construction
of new road, normal operating traffic will not be there but the care has to be taken to avoid and or
remove conflicts between workers and construction machineries and construction traffic.
Work zone accidents are caused by several factors such as frequently changing environment that
occurs during road work whereby the driver is often surprised, insufficient warning signs for normal
and construction traffic, lack of audible warning to workers and, inadequate provisions of safety
devices to protect workers. At most work zones, normal traffic is never more than 15 meters away
from construction activities. Major contributing factors to work zone accidents are not paying
sufficient attention, going too fast for the prevailing conditions, failure to yield the right-of-way and,
following too close. An ideal way to reduce work zone accidents is to create a working area that does
not influence the normal traffic flow by segregating and shielding the site.
Massive road building and development is being taken up in India, under various schemes, such as
National Highway Development Project (NHDP) and Prime Minister's Rural Road Development
Schemes (PMGSY). Activities of improvement of about 50,329kms of National Highways and around
603,760kms. of rural roads besides numerous urban roads are going on, all across the country. To
ensure safety of all, there is a need to adopt an efficient and effective plan for management of traffic
in work zones. Work Zone Traffic Management Plans (WTMPs) are required to meet the safety needs
of regular traffic as well as works traffic, ensuring minimum disruption in access to properties and
movement of pedestrians.
It is equally important to ensure the safety of workers in Work Zones, who perform the varied tasks
within the work space. Work zones present constantly changing conditions that are not expected by
the road users, which creates an even higher degree of vulnerability for the workers present near the
roadway. A concurrent objective of the Project Safety Management Plans is the efficient construction
and maintenance of the highway, as well as efficient resolution of traffic incidents, if any, likely to
occur in the work zone. The Project Safety Management Plans, therefore, should facilitate the smooth
and efficient flow of traffic as well as safe working environment.
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BASIC PRINCIPLE OF WORK ZONE TRAFFIC MANAGEMENT PLAN
The basic safety principles governing the design of roadways should also govern the design of Work
Zones Traffic Management Plans (WTMPs). While designing the WTMP, all care needs to be taken so
that anyone coming along the road or the footpath from any direction understands exactly what is
happening and what is expected of him/her.
The aim should be to facilitate the passage of road users through such work zones using roadway
geometries, roadside features, and Traffic Control (TC) devices comparable to those for normal
highway operations. Thus, road user movement should be free from any hazard with the following
aspects in view:
WTMP at work sites should be designed on the assumption that drivers will only reduce their
speeds if they clearly perceive a need to do so. Frequent and abrupt changes in geometries
such as lane narrowing, dropped lanes, or main roadway transitions, that require rapid
maneuvers, need to be avoided.
Provisions should be made for the safe operation of work, particularly on high-speed, high-
volume roads.
Bicyclists and pedestrians, including those with disabilities, should be provided with access
and safe passage through the work zones. Bicyclists and pedestrians should be guided in a
clear and positive manner while approaching and traversing the work zones.
Roadway occupancy (i.e. using the roadway for construction activities) should be scheduled
during off-peak hours, and if necessary, night work should be considered after carefully
assessing its pros and cons.
Road users and worker safety and accessibility in work zones should be an integral and high-
priority element of every project, from planning through design and construction.
Early coordination with officials having jurisdiction over the affected cross streets, and those
providing emergency services, should take place before roadway or side street closings.
Special plan preparation and coordination with transit, other highway agencies, law
enforcement and other emergency units, utilities, schools, and railways are needed for
reducing unexpected and unusual road users resistance.
If the work zone includes a highway-rail at-grade level crossing, early coordination with the
railways should take place.
Special attention may be needed to regulate and control heavy commercial vehicle traffic in
the work zones.
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MINIMIZE HINDRANCE OR DELAY TO ROAD USERS
The traffic control and management plan must assume that drivers will reduce speeds if they perceive
a clear need to do so. A WTMP should be designed so that vehicles can reasonably safely travel
through the Temporary Traffic Control (TTC) zone with a speed reduction appropriate for the location.
However, whatever speed limit is chosen and implemented, it is absolutely imperative that these are
enforced. Experience has shown that to be effective and to ensure they do not lose credibility with
drivers, there must be a programme of enforcement. Speed cameras are quite effective as they give
drivers the opportunity to modify their behaviour even if they speed past the first camera. The key
consideration is to have the appropriate speed for the prevailing conditions.
Abrupt, unrecognizable changes to lane position or roadway transition should be avoided, and work
should be scheduled to minimize the need for alternate routing. To avoid peak periods - night work, if
carefully managed, can be a good way to accomplish this. For optimal safety considerations, diversion
of traffic to alternative routes that do not include the work zones be examined and resorted to. On
high speed roads, consideration should be given to assess whether it is appropriate to close entrance
ramps in a grade separator. Pedestrian and bicyclist movements must be considered.
ENSURE THAT PLANNERS AND DECISION MAKERS HAVE THE NECESSARY KNOWLEDGE
Only those individuals who are trained in proper safe practices and have an understanding of safe
work zone principles should be permitted to plan and design TMPs.
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REQUIREMENTS OF WORK ZONE TRAFFIC MANAGEMENT PLAN
A WTMP should describe traffic control measures to be used for facilitating the safe and efficient
movement of road users through a work zone. WTMP should play a vital role in providing reasonably
safe and efficient road traffic flow for all road users when a work zone temporarily disrupts normal
traffic flow.
WTMPs may range in scope from being very detailed to simply referring to typical drawings
contained in these guidelines or specific drawings contained in the contract documents. The
degree of detail in the TMPs depends entirely on the nature and complexity of the works to
be implemented.
The planning for traffic control for the work zone should be completed for all highway
construction, utility work, maintenance operations, including minor maintenance and utility
projects prior to occupying the work zone. Planning for all road users should be included in
the process.
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TRAFFIC MANAGEMENT ON HILL ROADS
INTRODUCTION
In hill roads there are several typical situations in which traffic management becomes essential. Traffic
management can be classified into two categories. One which requires traffic management due to
closure, mishap, etc. The second where traffic is required to be improve operation and safety.
MAIN HAZARDS
Traffic main hazards are as follows:
The movement of plant and traffic
Falls of materials
Falls of persons
Underground cables
Overhead cables
Excavations
Carnage
Manual handling
Dust/fume
Site clearance
As per the guidelines for traffic management during road construction/repairs; there are broadly two
types of diversions
New Diversion road,
Portion of existing road
A safety zone has to be provided between live traffic lanes and the working area (this includes
equipment, plant, tools, excavated materials, etc.)
Adequate barriers are provided to protect the workforce, portable vertical barriers should be
considered for this.
Access / egress locations for site transport are kept to a minimum.
The site Management shall ensure that there are five temporary traffic control zones
described as per IRC: SP: 55 -2014 hereunder:
Advance warning zone,
Approach transition zone,
Activity zone,
Terminal transition zone, and
Work zone end zone.
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Figure 0.1 Recommended length of Construction Zones as per IRC: SP: 55-2014
Note: The recommended length of work zone and distance between two sites given in this Table is based on
practice followed in UK (Refer: Traffic Sign Manual, Chapter 8, 2009, DoT)
** The length of work space depends upon the nature of work actually taken up. For example for routine
maintenance work, it can be quite small, whereas for major improvement work, it can be upto 5 km.
Note: The measured distance of S1 and S2 shown above is same when the road section is straight and differ in
other cases.
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TRAFFIC CONTROL SIGNS
APPLICATION OF NORMAL REGULATORY SIGNS
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APPLICATION OF WORK ZONE REGULATORY SIGNS
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APPLICATION OF NORMAL WARNING SIGNS
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WORK ZONE WARNING SIGNS
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TRAFFIC CONTROL BY GIVE AND TAKE SYSTEM
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TRAFFIC CONTROL BY STOP/GO BOARDS
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LANE NARROWING DUE TO WORK AT CENTRE
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GEOMETRIC DESIGN STANDARDS
Geometric design standards for plain or rolling terrain:
The IRC 55 has recommended gradients for road on plain or rolling terrain as 3.3% (i.e. one
in thirty) as ruling gradient and 5% (i.e. one in twenty) as limiting gradient.
Provisions are made to prevent operatives crossing the lanes open to traffic on foot to gain
access to works or compound areas by using authorized vehicles, temporary bridges only.
Adequate measures are implemented to prevent traffic coming into contact with
temporary/ permanent structures, i.e. by using temporary barriers.
Adequate temporary lighting is provided wherever it is required.
Speed limits are set, marked and enforced.
All access routes are clearly signed and maintained
Those arrangements are made to reduce the need to reverse vehicles. Where this is not
possible, a trained banksman must be provided.
All appropriate personnel wear high visibility clothing
All personnel to wear hard hats, safety footwear and any other applicable protective
clothing / equipment as per the need.
Precautions are in place for underground / overhead cables.
All signs for road works comply with national codes
Define the working area in the live road/footway
Define the working space – this include the areas for storage of tools and equipments and
space to move around the job
Provide a safety zone – this is an area to separate the work from the traffic – it must be kept
clear of all work, materials storage and people and must be clear of the working radius of all
plant
Work must be undertaken by certified supervisors and certified operatives
Minimum lane sizes and provision of adequate safety zones may result in the need for road
closures. In that case the work will need to be planned.
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be applied only where serious restrictions are placed by technical or economic considerations.
General effort should be to exceed the minimum values on safer side to the extent possible.
Where the minimum design standards cannot be adopted for inescapable reasons, proper
signs should be put sufficiently in advance to inform the road users.
The standards have been classified separately for mountainous and steep terrain. Generally,
the standards for steep terrain take lower values of design speed, radii of curve etc. It is likely
that in many sectors, the terrain change from mountainous to steep or vice versa may be
within short distances. It is, however, not the intention to change standards frequently. In
practice, stretches should be classified as mountainous or steep depending on pre-dominant
terrain. In the stretch and accordingly standards adopted for that stretch.
ENGINEERING MEASURES
Engineering measures to improve safety in hill roads can be classified into four aspects as under:
a. Geometric design measures which ensures adequate width, curve radii, easy grades and sight
distance.
b. Engineering design measures to deal with specific and exclusive conditions in hills. This
includes design and provision of good drainage system, protection like parapets, railings, snow
fences, snow shelters, rolling boulder buffer (netting), etc.
c. Traffic control devices like signs, signals, pavement markings, delineators, advance public
warning system etc.
d. Maintenance response and safety monitoring.
ENFORCEMENT MEASURES
There are laws enforcing traffic and vehicle discipline to be adhered to by all road users and drivers.
Strict enforcement of these by the appropriate authorities and deterrent action on violations can
enhance safety level. Some of these are mentioned below:
a. Condition of the vehicle: The vehicle must be in a mechanically fit condition to operate on hill
roads.
b. Condition of driver: The driver should be physically and mentally capable and alert to operate
in the hills and “undergo rigors of climate and toughness of terrain met with. Drunken driving
should be checked.
c. Overloading: Overloading of vehicles (load carriers and passengers) has to be strictly
prohibited. The practice of passengers travelling on bus top as also on heavily loaded truck or
overcrowding in driver’s cabin which-has to be" curbed.
EDUCATION MEASURES
Consciousness among the users about the road condition and necessity to adopt safety measures
should be imparted by appropriate awareness system like pamphlets, mass media publicity, etc.
Important aspects like “DON’T MIX DRINK & DRIVING", "IT TAKES CARE FROM TWO DRIVERS TO AVOID
AN ACCIDENT" and SAFE DRIVING TECHNIQUES" etc. can be imparted by training measures by traffic
control and enforcing authorities. Private sector participation for erection of such slogan boards with
their advertisement as per approved pattern on the reverse of board may be considered
SAFETY ANALYSIS
For evolving safety measures on existing road system, it is necessary to collect data on accident and
conduct safety analysis. These can be done with the aid of the following:-
a. Preparation of ‘Accident Spot Maps’ wherein location, types, severity, seasonal incidence,
pedestrian involvement, night incidence etc. of accident is marked.
b. Preparation of “Accident Report Form" as per IRC: 53-1982 “Roade Accident Forms Ai and 4"
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c. Detailed study of accident spots based on cither number of accidents or accident rates,
indicating geometry, road width, obstruction etc.
d. Collision diagram indicating type and nature of collision of vehicles, pedestrians involved etc.
e. Traffic volume
By analysing the above data as per normal traffic engineering practice, suitable remedial measures
can be evolved.
GEOMETRIC DEFICIENCY
Geometric deficiencies cover inadequacies in sight distance, horizontal curves, vertical curves,
pavement widths, gradients, setback distances/vision berms, camber, super elevation, passing places
and lateral/vertical clearance. Deficiency in any of these compromises safety, the extent depending
on the severity of the inadequacy.
Insufficient sight distance along L-section of a road due to small radius of convex vertical curve is one
of the main causes of head-on collision accident in hill roads.
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In such locations, improvements in three stages are possible as under:
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a) Widening of lanes and marking of a continuous centre line and/or providing cat eyes
prohibiting overtaking as shown in Fig. 16.1. This is effective for traffic volumes up to 500
vehicles/day on two-lane roads
b) Provision of a dividing stand at least 1 m wide starting at a point which is within clear sight
distance as shown in Fig. 16.2. This is suitable for traffic volume from 500 to 1500 vehicles/day
on two lane road.
c) Increasing the radius of vertical curve by cutting the protruding crests so as to conform to the
speed and curve radii requirements as shown in Fig. 16.3. This is the solution on single lane
roads, which most of the hill roads are.
Note: Hill Roads are not normally designed for overtaking sight distance and hence by enforcing traffic
discipline, the problem can be reduced to a great extent.
BRIDGE APPROACHES
Another serious accident prone location in hill road is existence of bridge with curved approach
combined with down gradient. Such locations are common sites of topping over of vehicle over the
bridge. Such siting of bridges should be avoided and bridge structure should follow the general flow
of the alignment. However, short term measures to improve safety are to increase visibility, use of
reflective cautionary signs, use of speed control measures and strong guard rails to deflect out of
control Vehicles. Delineators in approach to bridge should also ‘be provided as per IRC: 79-1 981
"Recommended Practice for Road Delineators”.
If these phenomenon are noticed at the survey stage itself, the road design can locate the road
alignment and structures suitably and incorporate suitable protection measures right in the beginning.
Snow markers showing depth of snow in metres should be placed on both sides of road for guidance.
These are dealt with in detail in Chapter 12 “Snow Clearance and Avalanche Treatment".
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Slides, flow of excessive water and slope materials on roads is a common factor endangering safety
on roads in hills during rainy season. Major slides block the road and smaller slides make the roads
slushy and slippery. Water overflowing drain erodes the berms, jeopardising safety. A combination of
catch-water drains, chutes, catch pits with cross drains and adequate camber can channelize the
drainage and improve safety on roads as discussed in the relevant chapters earlier.
OTHER PRECAUTIONS
Before digging make sure that the locations of water, gas, electricity and telephone services are
known.
Ascertain Ground conditions prior to commencement of work.
Provide proper access on both sides of the excavation and use the provided mans of access in- to
and out the excavation. Don’t jump into it or attempt to scale the sides.
Keep walkways and runways clear of excavated materials and other obstructions.
All excavations 4 ft. or more deep shall at all times be supplied with at least one ladder for each
100 ft. in length or fraction thereof. Ladder should be extended from bottom of the trench to at
least three ft. above the surface of the ground.
Immediately replace pedestrian barriers, signs and or lamps which have been temporarily re-
moved to necessitate work operations and in all cases at the end of each day.
Keep spoils heaps well away from the edges of excavations.
Do not place materials, including tools, on or near the edges at least 1M from the side of the
excavations. Remember people may be working below.
Ensure the wall of excavations is adequately shuttered to eliminate the risk of collapse.
Always fence or bund off excavations and clearly indicate their existence with adequate signs.
All persons working inside the excavation shall necessarily wear Safety helmets and those who
are working in the slopes or benches of the pit shall use safety belt also.
Pick and shovel people working in excavations should be kept far enough apart to prevent in- jury
to one another.
Avoid working in Deep excavation on rainy days and immediately after de-watering operations
Inspect the excavation walls for signs of collapse, particularly after heavy rain and prior to entry.
When pumping is necessary, keep a proper watch to make sure that fine material is not being
drawn out from behind the support system.
Provide site security, particularly in relation to preventing children getting on to the site.
Provide sufficient ladders secured against movement
Assess need for lighting
During backfilling ensure the vehicle stop blocks are in position
Ensure that an agreed system of support withdrawal and have those carrying it out being properly
instructed.
Don’t allow vehicles or operate equipment near the edge of excavations unless the sides have
been adequately shored and braced to withstand the weight of the superimposed load. If in doubt
check with the concerned Engineer.
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