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Traffic Management Plan: Background

The document discusses the importance of developing a traffic management plan for road construction projects to ensure safety. Key points include: 1) Work zones present changing conditions that can surprise drivers, endangering both workers and traffic, so a plan is needed to guide traffic safely through the zone. 2) The plan should minimize disruptions and delays for traffic while reasonably protecting workers, with clear signage to alert drivers to changed conditions. 3) Factors like work scheduling, alternate routes, enforcement, and public awareness campaigns should be considered in the plan.

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0% found this document useful (0 votes)
290 views27 pages

Traffic Management Plan: Background

The document discusses the importance of developing a traffic management plan for road construction projects to ensure safety. Key points include: 1) Work zones present changing conditions that can surprise drivers, endangering both workers and traffic, so a plan is needed to guide traffic safely through the zone. 2) The plan should minimize disruptions and delays for traffic while reasonably protecting workers, with clear signage to alert drivers to changed conditions. 3) Factors like work scheduling, alternate routes, enforcement, and public awareness campaigns should be considered in the plan.

Uploaded by

Md Manower Alam
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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TRAFFIC MANAGEMENT PLAN

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.

PURPOSE OF PROJECT SAFETY MANAGEMENT PLAN


The primary purpose of Project Safety Management Plans is to provide for the reasonably safe and
efficient movement of road users through or around the work zones while reasonably protecting the
workers and equipment. When the normal function of the roadway is affected with the presence of
workers and equipment, the Project Safety Management Plans provides for continuity of the
movement for motor vehicle, bicycle, and pedestrian traffic, transit operations, and access to
properties and utilities.

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.

PLANNING OF WORK ZONES TRAFFIC MANAGEMENT PLAN


The planning and designing of WTMP should be based on some of the important considerations.

PROVIDE SAFETY FOR ROAD USERS AND WORKERS


Safety provisions governing the design of road works should be followed, and a detailed traffic control
and management plan should be developed in consultation with concerned stakeholders. It is
important to maintain a continuously safe working environment and also to maintain the work zone
safety devices in every phase of the work. This should include using basic safety principles governing
the design of permanent roadways, and should consider the needs of all road users (pedestrians,
bicyclists, non-motorized vehicles, cars and trucks, etc.). In urban areas, particular consideration is
necessary for vulnerable road users, as well as the needs of public transport and delivery vehicles and
users. It should warn road users in advance of the changing road environment; inform road users of
the condition to be encountered; guide road users through unusual sections of road; provide control
for road users at conflict points; and forgive road users' mistakes when accidents happen.

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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.

PROVIDE CLEAR AND POSITIVE GUIDANCE TO ROAD USERS


Appropriate warning, delineation, and channelization will ensure that road users have a good
understanding of what is happening and what is expected of them-minimizing the chance of errors.

ENSURE ROADSIDE SAFETY MAINTENANCE


It is important to make sure that there is a roadside recovery area (clear zone), although difficult to
manage in some work zones, particularly for disabled vehicle and emergency situations. Road worker's
vehicles and equipment should NOT be stored in this area, and it should not be used for material or
debris from the work site.

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.

PROVIDE GOOD PUBLIC RELATIONS


Traffic enforcement should be considered as part of the planning process, and emergency service
providers should be consulted when developing the plan. News media can be of great assistance in
these tasks. Road Authorities should plan and set up the system for informing the users regarding
planned work zones through print, electronic media and pamphlets. Providing the public with
appropriate information about an upcoming work zone, possible alternate transportation means and
routes, and expected delays and duration will assist in minimizing the inconvenience to the road users.

3
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.

 WTMPs should be prepared by professionals, knowledgeable (for example, trained and/or


certified) about the fundamental principles of safety, traffic control measures and work
activities to be performed. The design, selection and placement of traffic control devices for
a TMP should be based on engineering judgment.

 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.

The following belong to first category:


a) Closure due to landslides, snowfall, blizzard, etc.;
b) Protection of place of road repairs;
c) Operation of certain section as one way lanes; and
d) Weathering warning.

The second category comprises the following:


a) Speed restrictions;
b) Restrictions on parking;
c) Use of traffic devices/Signs like speed Signs, Curve warning Signs, Central line marking, No
passing signs, warning about land slide/rock fall areas etc.; and
d) Time restrictions or gate system for up and down traffic, where required.

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.

5
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.

Figure 0.2 Temporary Traffic Control Zone/Length

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

7
8
APPLICATION OF WORK ZONE REGULATORY SIGNS

9
10
11
APPLICATION OF NORMAL WARNING SIGNS

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13
14
WORK ZONE WARNING SIGNS

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16
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TRAFFIC CONTROL BY GIVE AND TAKE SYSTEM

TRAFFIC CONTROL BY PRIORITY SIGNS

18
TRAFFIC CONTROL BY STOP/GO BOARDS

TRAFFIC CONTROL BY PORTABLE TRAFFIC SIGNS

19
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.

GEOMETRIC DESIGN STANDARDS FOR HILL ROADS:


 Design criteria of hilly terrain should be applied for those roads located mostly in hilly terrain
where stretches of plain/rolling terrain are short and isolated. Similarly where hilly terrain
intervenes only for short and/or isolated stretches in plain/rolling terrain, criteria for such
stretches should be as per standards for plain/rolling terrain.
 A uniform application of design standards is desirable for safety and flow of traffic. The use of
optimum design standards will reduce the possibility of early obsolescence of the facilities
likely to be brought about by inadequacy of the original standards.
 As a general rule, geometric features of a highway except cross sectional elements do not lend
to stage construction, particularly in the case of hill roads. Improvement of features like grade
and curvature at a later date can be very expensive and sometimes be impossible. It is,
therefore, necessary that ultimate geometric requirements of hill roads are kept in view right
in the beginning.
 Development of cross-section in stages is technically feasible. But this should be decided only
after very careful consideration, since hill roads need a lot of protective and drainage works
like retaining walls, breast walls, drains of various types and categories etc. consistent with
safety and sometimes the road may have to be altogether rebuilt when same is upgraded. If
stage construction is unavoidable, better strategy will be to use dry masonry and/or crated.
Masonry for drains, breast wails, pitching etc. locate the interceptor drain well back at the
very start and provide culverts to full width formation/roadway to avoid the need for their
widening subsequently.
 The design standards indicated are absolute minimum. However, the minimum values should

21
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"

22
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.

SAFETY ON INDIVIDUAL HORIZONTAL CURVES


This can be improved by following methods:
a) Realigning the road to build up the requisite radius.
b) Increasing super-elevation to cater to higher speeds on curve (but not more than maximum
permissible as per standards).
c) Improving sight distance by batter benching or vision berms.
d) Provision of adequate road signs and markings.
e) Blind curves and hairpin bends may be made 2-lane.
f) Ensuring that extra width at curve is invariably provided as per standards.
g) Providing parapets and/or railings at dangerous locations.

NARROW/SHARP CURVES AND ZIGS


A common type of deficiency in hill roads is the existence of narrow and sharp curves/zigs with
inadequate sight distance. This leads to frequent head-on collision. At such locations following
measures may be taken:
a) A double solid center line should be painted to prohibit overtaking in accordance with IRC: 35-
1970 "Code of Practice for Road Markings". Cat eyes should be provided along the centre line
for visibility at night. Parapet walls, guard stones or railings along the valley side should be
provided at all sharp curves. (The hill roads are designed for intermediate sight distance and
hence this can be enforced).
b) ‘OVERTAKING PROHIBITED’, “COMPULSORY. SOUND HORN’ signs and ‘speed limits’ shall be
posted on each side of the curve in accordarice with the provision of IRC: 67-1977 "Code of
Practice for Road Signs”. Retro-reflective sheeting may be used on all signs to improve its
visibility.
c) Adequate widening, transition curves and sight distance should be provided, if feasible, as a
long term measure in accordance with standards.
d) All blind curves must have two lanes which should be divided by fixing stone or concrete studs
as brought out earlier also.

VERTICAL CURVES AND GRADES


In hill areas steep grades contribute to a large extent to accidents. This may be due to factors like
insufficient sight distances, low capacity, interference to traffic on ascending grade, and vehicles
whose brakes have failed.

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.

23
In such locations, improvements in three stages are possible as under:

Figure 0.3 Widening roadway

Figure 0.4 Divisional stand (island)

Figure 0.5 Increasing radius of vertical curve

24
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”.

PROBLEM OF HIGH ALTITUDE/SNOW FALL AREAS


A common problem in high altitude and snowfall areas is of snow drifts and avalanches. This requires
a detailed study of the phenomenon and identification of sections prone to this. Having identified the
area, first a warning system has to be developed and then long term engineering measures planned.
The engineering measures available are snow fences, construction of snow-sheds to allow passage of
snow drifts over the road and construction of tunnels etc.

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".

Views of three snow/avalanche protection structures are given in Fig. 16.4.

ROCK FALL, SHOOTING BOULDERS, UNSTABLE AREAS ETC.


16.10.1. A common cause of accidents in some locations in hill roads-is shooting boulders or rock fall.
This is basically due to unstable upper slope. Some of the measures to improve safety of such locations
are listed below and may be applied selectively depending on the situation. (The subject of stability
has been dealt in Chapter 11 “Slope Stability and Erosion Control and Landslides Correction’).
a) Stabilize the upper slope by improving drainage, other erosion control measure and treatment
of exposed rock face.
b) Planting of upper slopes with a belt of trees to stop the boulders short of the road.
c) Providing extra wide hill side shoulders with deep drain to catch these falling debris and carry
away as the water flows.
d) Provide a shelter similar to snow shelter to allow the boulder to go over the road.
e) Provide deflection walls-and buffer zone to divert boulders and impound them.
f) Design a wire net screen buffer to catch the boulders and subsequently dispose them off
suitably.
g) Post appropriate warning signs to caution the traffic.

25
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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