CHAPTER 5

DESIGNING A TRAFFIC
MANAGEMENT PLAN
 CHAPTER 5
DESIGNING A TRAFFIC MANAGEMENT PLAN

This Chapter discusses the design of Traffic Management Plans (TMPs) including the details
of the plan, typical layout and adapting typical layout to actual site conditions.

5.1 Traffic Management Plans (TMPs)

The Traffic Management Plans show the placement and type of traffic control devices to be
used in a work zone as well as details about the type of work zone to be used in each phase of
the work. The Traffic Management Plan should be prepared and must be understood by all
responsible personnel before the site is occupied. Any changes in the traffic management plan
should be authorized by an official trained in safe traffic control practices. A formal Traffic
Management Plan (TMP) is required with the plans, specifications, and estimates for all road
projects.

TMP's may range in scope from a very detailed plans designed for specific projects, to simply
a reference to typical plans. The details of the TMP depend on the complexity of the project
and on the amount of traffic interference introduced by the work activity.

Materials developed for the TMP may include, but are not limited to:
 Scaled drawings of the control zones
 A list of devices selected for installation
 Identification of special manpower needs such as flagmen
 Approvals and Endorsement by Supervising Engineers and the Road Authorities
respectively. Copies of permits should also be displayed if applicable.
 Phone numbers of officials to be contacted in an emergency
 Scaled drawings of construction stages, including detours, lane closure, U-turns
 Placement and Removal dates
 Identification of special needs such as nighttimes delineation, temporary signals,
pedestrian crossing facilities, contra flow along dual carriageways

Development of the traffic management plan actually starts during the planning process.
The planning process will generally specify the most appropriate work zone type, the phases
of work, and scheduling considerations.

Construction staging determined during the planning process, should be re-examined to

determine the complexity of each stage, overlapping of stages, periods or work activities that
were overlooked and special problems expected.

Areas that must be considered in detail include:

 Existing rules and restrictions on/within the construction area
 The location of work (on roadway, shoulders, or sidewalks)
 The number of lanes required for the work activity,
  Hazards created by the work activity within the recovery area such as boulders,
drains, pipe, headwalls, blunt ends of guardrail, and sign supports,
 Delays during the placement and removal (preferably during low traffic volume
periods)
 Maximum length of work zone allowed by the road authority
 Special needs of local traffic

Factors that should be considered in the TMP are shown in TABLE 5.1.

TABLE 5.1: FACTORS IN DESIGN OF TRAFFIC MANAGEMENT PLANS

Economic and community

- commercial business districts,
- residential locations,
- recreation areas,
- shopping centres,
- railroad crossings,
- rural areas,

Traffic
- volumes,
- peak hours, including holiday, special event and recreation traffic,
- pedestrians, bicycles and motorcycle traffic
- large vehicles such as trucks and buses,
- speed of traffic, (Peak and off peak period)
- capacity of roadway,
- traffic signal operation (effect on existing vehicle detectors);
- bus stops,

Maintenance
- loss of visibility and damage to devices during rain ,
- drainage during heavy rain,
- maintenance of traffic control devices includes cleaning and cutting vegetation away
from signs.
- period of construction

Worker Provisions
- parking of private vehicles,
- protection near travel way
- flagmen
- access to each part of work area and break area
5.2 Traffic Control Zones

The design of the traffic management scheme must follow the basic concept of a typical work
zone. A typical work zone should have the following areas:
- ZONE A: Advance Warning Area
- ZONE B: Transition Area
- ZONE C: Buffer Area
- ZONE D: Work Area
- ZONE E: Termination Area

If no lane or shoulder closure is involved, the transition area will not be used.

In this Chapter, each of the “Zone/Area” will be examined for one direction of travel. If the
work activity affects more than one direction of travel, the same principles apply to traffic in
all directions.
FIGURE 5.1 illustrates the five parts of a traffic control zone to be discussed in this section.

Figure 5.1:
Areas in a Traffic Control Zone

Ref. Manual on Traffic Control Devices -

Temporary Signs and Work Zones Control (ATJ
2C/85)

5.2.1 ZONE A: Advance Warning Area

i) An advance warning area is necessary for all traffic control zones because
drivers need to be made aware that they are approaching the construction area.
Before reaching the work area, drivers should be given enough time to alter
their driving patterns. The advance warning area may vary from a series of
signs starting 2 km in advance of the work area to a single sign or flashing
lights on a vehicle
 ii) When the work area, including access to the work area, is entirely off the
shoulder and the work does not interfere with traffic, an advance warning sign
may not be needed. An advance warning sign should be used when any
problems or conflicts with the flow of traffic may be anticipated.

iii) The advance warning area, from the first sign to the start of the next area,
should be long enough to give the motorists adequate time to respond to the
changing conditions. For most operations, the advance warning distance
requirement for various road types are:
a) 2 km to 1 km for expressways
b) 500m for most rural roadways or open highways conditions
c) at least 250m for urban roadways.

TABLE 5.2: ADVANCE WARNING ZONES

ROAD CLASSIFICATION SPEED PROFILE ADVANCE SIGN

Low Speed 250m

URBAN
High Speed 400m

Low Speed 350m

RURAL
High Speed 500m

Low Speed 1000m

EXPRESSWAY
High Speed 2000m

5.2.2 ZONE B: Transition Area

i) When work is performed within one or more travelled lanes, a lane closure(s)
is required. In the transition area, traffic is channelized from the normal
highway lanes to the path required to move traffic around the work area. The
transition area includes the taper transition length.

ii) The transition area should be clearly visible to drivers. The correct driving
path should be clearly marked with channelizing devices and pavement
markings. Existing pavement markings need to be removed and new markings
placed when they conflict with the transition. Pavement marking arrows are
useful in transition areas.

iii) With moving operations, the transition area moves with the work area. A
shadow vehicle may be used to warn and guide traffic into the proper lane.
iv) A taper is a series of channelizing devices and pavement markings placed on
an angle to move traffic out of its normal path. Four general types of tapers
used in traffic control zones are:
a) Lane closure tapers are those necessary for closing lanes of moving
traffic (sometimes referred to as channelizing tapers)
b) Two-way traffic tapers are those needed to control two-way traffic
where traffic is required to alternately use a single lane (commonly
used when flagman is present)
c) Shoulder closure tapers are those needed to close shoulder areas.
d) Downstream tapers are those installed to direct traffic back into its
normal path.

v) Lane Closure Taper

a) The length of taper used to close a lane is determined by the speed of
traffic and the width of the lane to be closed (the lateral distance traffic
is shifted). There are two formulas for determining the length of a taper
(L) used for lane closures (See Table 5.3). If restricted sight distance is
a problem, the taper should begin well in advance of the obstruction
such as on sharp vertical or horizontal curves.
Table 5.4 shows the taper lengths, the recommended number and
spacing of channelizing devices

b) Generally, tapers should be lengthened, not shortened, to increase their

effectiveness. Observe traffic to see if the taper is working correctly.
Frequent use of brakes and evidence of skid marks is an indication that
either the taper is too short or the advance warning is inadequate.

vi) Two-Way Traffic Taper

a) The two-way traffic taper is used in advance of a work area that
occupies part of a two-way road in such a way that the remainder of
the road is used alternately by traffic in either direction. In this
situation, the function of the taper is not to cause traffic to merge, but
rather to resolve the potential head-on conflict. A short taper is used to
cause traffic to slow down by giving the appearance of restricted
alignment. Drivers then have time to decide whether to proceed
cautiously past the workspace or to wait for opposing traffic clear. A
flagman is usually employed to assign the right-of way in such
situations.

b) Two-way traffic tapers should be 15 to 30 meters long, with

channelizing devices spaced a maximum of 3 to 6 meter respectively,
to provide clear delineation of the taper.

vii) Shoulder Closure Taper

a) When an improved shoulder is closed on a high-speed roadway, it
should be treated as a closure of a portion of the roadway, which the
motorists may expect to use in an emergency. The work area on the
shoulder should be preceded by a taper that may be shorter than for
lane closures. One-half of the length from Table 5.4 is suggested as a
maximum for shoulder closure’ tapers provided the shoulder is not
used as a travel lane. If the shoulder is being used as a travel lane,
 either through practice or through use caused by construction, a lane
taper closure should be placed on the shoulder.

viii) Downstream Taper

a) A downstream taper is used at the downstream end of the work area as
to indicate to drivers that they can move back to the normal traffic lane
and it should be placed within the termination area. While closing
tapers are optional, they may be useful in directing traffic flow except
when material trucks enter or leave the work area.

b) Closing tapers are similar in length and spacing to two-way traffic

tapers.

5.2.3 ZONE C: Buffer Area

i) The buffer zone is the open or unoccupied space between the transition and
work areas. With a moving operation, the buffer space is the space between
the shadow vehicle, if one is used, and the work vehicle.

ii) The buffer space provides a margin of safety for both traffic and workers. If a
driver does not see the advance warning or fails to negotiate the transition, a
buffer space provides room to stop before the work area, It is important for the
buffer space to be free of equipment, workers, materials, and workers’
vehicles.

iii) Place channelizing devices along the edge of the buffer space. The suggested
spacing in meters is equal to two times the spacing for lane closure taper.

iv) Situations may occur where opposing streams of traffic are transitioned so one
lane of traffic uses a lane that is normally in the opposite direction. In these
situations, a buffer space should be used to separate the two tapers for
opposing directions of traffic as to avoid head-on collisions.

5.2.4 ZONE D: Work Area

i) The work area is that portion of the roadway, which contains the work activity
and is closed to traffic and set aside for exclusive use by workers, equipment,
and construction materials. Work areas may remain in fixed locations or may
move as work progresses. An empty buffer space may be included at the
upstream end. The work area is usually delineated by channelizing devices or
shielded by barriers to exclude traffic and pedestrians.

ii) Conflicts between traffic and the work activity or potential hazards increase
as:
a) The work area is closer to the travelled lanes
b) Physical deterrents to normal operation exist, such as uneven
pavements, vehicles loading or unloading.
c) Speed and volume of traffic increase
 d) The change in travel path gets more complex, shifting traffic a few
meters in comparison with shifting traffic across the median and into
lanes normally used by opposing traffic.

iii) Work areas that remain overnight have a greater need for delineation than
daytime operations.

iv) Guidelines

a) Use traffic control devices to make the work area clearly visible to
traffic.
b) Place channelizing devices between the work area and the travelled
way. Devices placed on a tangent (along the work area) to keep traffic
out of a closed lane should be spaced in accordance with the extent and
type of activity, the speed limit, vertical and horizontal alignment such
that it is clearly visible that the lane is closed. For high speed
roadways, the devices should be spaced 2 to 4 times the spacing for
lane closure taper. For low-speed roadways, a closer spacing may be
adopted.
c) Provide a safe entrance and exit for work vehicles.
d) Protect mobile and moving operations with adequate warning on the
work and/or shadow vehicles.
e) Flashing lights and flags should be considered on work vehicles
exposed to traffic.

5.2.5 ZONE E: Termination Area

i) The termination area provides a short distance for traffic to clear the work area
and to return to the normal traffic lanes. It extends from the downstream end
of the work area to the “PEMBINAAN TAMAT” sign. A downstream taper
may be placed within the termination area.

ii) For some minor work operations, such as single location utility or
maintenance repair, it may not be necessary to display a sign as it will be
obvious to drivers that they had passed the work area.

iii) There are occasions where the termination area could include a transition. For
example, if a taper were used to shift traffic into opposing lanes around the
work area, then the termination area should have a taper to shift traffic back to
its normal path. This taper would then be in the transition area for the
opposing direction of traffic. It is advisable to use a buffer space between the
tapers for opposing traffic.

v) Avoid ‘gaps’ in the traffic control that may falsely indicate to drivers that they
had passed the work area, for example, if the work area includes intermittent
activity throughout a 1 kilometre section, the drivers should be reminded
periodically that they are still in the work area.
 NOTE: Refer also to Figure 5. 4 for area distances and spacing of traffic control devices

TABLE 5.3: FORMULAS FOR TAPER LENGTH

Posted Speed Formula

70 km/h or under L= WS2

155
70 km/h or over L= WS
1.6
Where L = taper length
W = width of lane or offset
S = posted speed, or off-peak 85 percentile speed

Ref. ATJ 2C/85 - Temporary Signs and Work Zones Control

Taper Length Number of Spacing of

Speed Channelizing Devices Along
Limit Lane Width in Meters Devices for Taper
km/hr Taper * in Meters
3 3.5 3.75
30 17 20 22 5 6
40 30 35 40 6 7
50 50 55 60 7 9
55 60 70 75 8 10
65 80 95 100 9 12
70 130 155 165 13 13
80 150 175 190 13 15
90 170 195 210 13 16

TABLE 5.4: Taper Lengths for Lane Closures-Distance L

* Base on 3.75-meter wide lane. This column is appropriate for lane widths less than
3.75 meters
Ref. ATJ 2C/85 - Temporary Signs and Work Zones Control
 SPACING OF
AREA DISTANCE
DEVICES

ADVANCE WARNING AREA

Expressways 1-2 km min. 50 m apart
Rural Roadways or Open Highways 350 m (min.) min. 50 m apart
Urban Roadways 250 m (min.) min. 15 m apart

TRANSITION AREA
Lane closure Taper As in Table 5.4 As in Table 5.4

2-way Traffic Taper 15 - 30 m 3 - 6 m apart

Shoulder Closure Taper Half the values of As in Table 5.4

Table 5.4 (max.)

Downstream Taper 15 - 30 m 3 - 6 m apart

Arbitrary Double the values of

BUFFER AREA
Table 5.4

WORK AREA Arbitrary Double or four times

the values of Table 5.4

TERMINATION AREA
Downstream Taper 15 - 30 m 3 - 6 m apart

TABLE 5.5: Details of Traffic Control Zone Areas

 CHAPTER 6

TYPICAL LAYOUTS OF THE

TRAFFIC MANAGEMENT PLAN
 CHAPTER 6

TYPICAL LAYOUTS OF THE TRAFFIC MANAGEMENT PLAN

6.1 New Typical Layouts

In this Guideline, a new set of Temporary Signs is being proposed. The main focus of the
new proposal is the use of “symbols” rather than “words” in the sign faces. The new sign face
proposals are as shown in APPENDIX A. The new temporary signs are also proposed to
have different shapes for the “Expressway” categories and the “Urban and Rural” categories.

For the purpose of standardization; ease of strategy identification; and design, it is proposed
that the Work Zone Types are divided into two, i.e.:

i) the Traffic Category , and

ii) the Construction Duration Category

6.1.1 The Traffic Category

The traffic category will determine the sizes of the Traffic Control Zones. These are
illustrated in Table 6.1 and Figure 6.1.

TRAFFIC CATEGORIES

ROAD CLASSIFICATION SPEED PROFILE SPEED

Low Speed < 60 km/hr

URBAN
High Speed > 60 km/hr

Low Speed < 70 km/hr

RURAL
High Speed > 70 km/hr

Low Speed < 90 km/hr

EXPRESSWAY
High Speed > 90 km/hr

TABLE 6.1: The Traffic Categories

 FIGURE 6.1: SIZES OF TRAFFIC ZONES

ZONE A ZONE B ZONE C ZONE D ZONE E

ADVANCE WARNING TRANSITION BUFFER WORK AREA TERMINATE

URBAN
Low Speed 250m 100m varies
High Speed 400m 150m varies
RURAL
Low Speed 350m 100m varies
High Speed 500m 150m varies
EXPRESSWAYS
Low Speed 1000m 250m varies
High Speed 2000m 300m varies

Note:

1. Max length of work zone is 5km and the maximum area allowed for each excavation area is 200m.
2. All barriers to be continuous
6.1.2 The Construction Duration Category

The Construction Duration category will determine the type of the Traffic Control Devices.
These are illustrated in Table 6.2 and Figure 6.2.

CONSTRUCTION DURATION CATEGORIES

CLASSIFICATION DURATION

Temporary Diversion < 1 Day

# Flagmen are always required during
temporary diversion work s

> 1 Day
Short Term Diversion
< 1 Month

Long Term Diversion > 1 Month

TABLE 6.2: The Construction Duration Categories

 FIGURE 6.2: THE CHOICE OF TRAFFIC CONTROL DEVICES
(Depending on the Construction Duration)

ZONE A ZONE B ZONE C ZONE D ZONE E

ADVANCE WARNING TRANSITION BUFFER WORK AREA TERMINATE

Adv Sign – MUST -Arrow Signs -Arrow Signs

TEMPORARY The other signs are -Cones -Cones
DIVERSION advantageous to have

Adv Warning Signs - -Arrow Signs -Work Area, Speed Signs

Apply the full set -Plastic NJBs -Plastic NJBs -
SHORT TERM Delineators, Strings

Adv Warning Signs – -Arrow Signs -Work Area, Speed Signs

LONG TERM Apply the full set -Plastic NJBs -Concrete, Plastic NJBs
-Add. TCDs -Delineators, Strings
6.2 Sign Arrangements

It is the intention of the Guideline to standardize the application of the temporary signs in the
work zones. This is to ensure drivers’ familiarize and compliance to the TMP proposal. It is
recommended that a uniform arrangement of signs be adopted throughout the work area. The
proposed arrangement of signs is in Figure 6.3.

The detailed signing of each zone is as follows:

ZONE A: ADVANCE WARNING AREA

(the example given here is for the Rural High Speed Traffic Category)
See Figure 6.4.

Sign 1 – Identification Sign

- This sign gives an advance warning to the motorists of a work area ahead.
It should also identify the Road Authority responsible for the work. This is
usually a “worded” sign.
- This sign should be installed 500m from Transition Area in the case of the
Rural High Speed Traffic Category.

Sign 2 – Information Sign

- This sign also provides advance warning to the motorists of a work area
ahead. This is usually a “symbol” sign.
- This sign should be installed 400m from Transition Area in the case of the
Rural High Speed Traffic Category.

Sign 3 – Speed Sign

- This is the Speed sign indicating the first “step-down” speed for the
motorists. The speed step-down should not exceed 20km/hr.
- This sign should be installed 300m from Transition Area in the case of the
Rural High Speed Traffic Category.

Sign 4 – Information Sign

- This sign provides information to the motorists of what to expect ahead

and what manoeuvres he will need to make. This is usually a “symbol”
sign.
- This sign should be installed 200m from Transition Area in the case of the
Rural High Speed Traffic Category.

Sign 5 – Speed Sign

- This is the Speed sign indicating the second “step-down” speed for the
motorists.
- This sign should be installed 100m from Transition Area in the case of the
Rural High Speed Traffic Category.
 FIGURE 6.3: SIGN ARRANGEMENTS

ZONE A ZONE B ZONE C ZONE D ZONE E

ADVANCE WARNING TRANSITION BUFFER WORK AREA TERMINATE

USE USE USE USE USE

1st Sign- Identification Sign ARROW SIGNS ARROW WORK AREA WARNING
2nd Sign- Info Sign SIGNS SIGNS SIGN
3rd Sign- Speed Sign And
4th Sign- Info Sign SPEED SIGNS
5th Sign- Speed Sign
 FIGURE 6.4: SIGN ARRANGEMENTS FOR ADVANCE WARNING AREA

1st Sign- Identification Sign

2nd Sign- Info Sign
3rd Sign- Speed Sign
4th Sign- Info Sign
ZONE A 5th Sign- Speed Sign
ADVANCE WARNING
ARROW SIGN at the start of Transition Area
to be placed on high post
ZONE B: TRANSITION AREA (See Figure 6.5).

Sign 6 – Arrow Sign

- This is the Arrow Sign at the start of the Transition Area.

- This sign should be installed at the beginning of the Transition Area. It is
advisable to install all the Arrow Signs on high posts.

Signs 7 & 8 – Arrow Signs

- The Arrow Signs are repeated for Sign 7 and Sign 8.

- Sign 7 is placed at the middle of the Transition Area.
- Sign 8 is placed at the end of the Transition Area.

* The number of “Arrow Signs” in the Transition Area can be more if the conditions
at the site demand it.

ZONE D: WORK AREA (See Figure 6.6).

Sign 9 – Speed Sign

- This is the Speed Sign informing the motorists the safe speed to drive
through the Work Area.
- This sign should be installed at the beginning of the Work Area. It is
advisable to install the Speed Signs on high posts.
- This sign is repeated for Sign 11. This sign should be placed about 50m –
100m after Sign 10.

Sign 10 – Work Area Sign

- This is the Work Area Sign reminding the motorists driving through the
Work Area.
- This sign should be installed at 50m – 100m into the Work Area. It is
advisable to install this sign on high posts.
- This sign is repeated for Sign 12. This sign should be placed about 50m –
100m after Sign 11.

* The number of “Speed Signs” and “Work Area Signs” in the Work Area can be
more if the conditions at the site warrant it.

ZONE E: TERMINATION AREA

Sign 13 – “PEMBINAAN; TAMAT”

- Install 30m after the downstream taper

Figure 6.7 gives an overall sign arrangement layout for the typical Rural High Speed
Traffic Category work zone.
 FIGURE 6.5: SIGN ARRANGEMENTS FOR TRANSITION AREA

ARROW SIGNs at the Transition Area

- To be placed on high post
- The numbers of Arrow signs can be ZONE B
increase if needed TRANSITION
 FIGURE 6.6: SIGN ARRANGEMENTS FOR WORK AREA

ALL SIGNS at the Work Area

- To be placed on high post ZONE C ZONE D ZONE E
- Number of signs should be BUFFER WORK AREA TERMINATE

increased if the Work Area is long.

 FIGURE 6.7: OVERALL SIGN ARRANGEMENTS FOR RURAL HIGH SPEED

100 100 100 100 100

m m 500m
m m m 150m 100m L 100m

ZONE A ZONE B ZONE C ZONE D ZONE E

ADVANCE WARNING TRANSITION BUFFER WORK AREA TERMINATE
6.3 Modification of Typical Layouts

Each work zone is different, with variables such as speed, volume, location of work,
pedestrians, and intersections changing the needs for each zone. The goal of work zone traffic
control is safety, and the key factor in effective traffic control in work zones is application of
proper judgements.

Plans contained in the Guide are called “typical applications.” In this respect, they represent
the layouts for the general situations found in the field. When unusual conditions are found,
the typical layouts must be adapted to the particular roadway and worksite configuration.
Furthermore, these typical layouts are minimum requirements. When needed, either
additional device may be used to supplement the layout, or the sign spacing and taper lengths
can be increased to give drivers additional response time or shortened for low-speed
situations. When difficult situations or unusually hazardous conditions are encountered, a
higher-type treatment than that shown as typical may be required.

The types of modifications that may be desirable or needed include the following:

i) Additional devices
- additional signs (but care must be taken not to “oversign” especially in the
advance warning and transition areas of the work zone)
- flashing arrow panels
- more channelizing devices

ii) Upgrading of devices

- improved pavement markings or raised pavement markers
- larger signs
- higher type channelizing devices
- barriers in place of channelizing devices
- variable message signs

iii) Improved geometrics at detours or crossovers

iv) Increased distances

- longer advance warning area
- longer tapers

v) Lighting and Delineation

- steady-burn lights for channelization
- flashing lights for isolated hazards
- illuminated signs
- floodlights
- string delineators (along high speed rural roads)

The following points should be considered when designing a TMP for a specific field
condition:

i) Drivers may not perceive or understand one or more of the devices placed in
the traffic control zone. Therefore, some extra signs or devices may be
 required to improve safety for motorists and workers, however, be aware of the
possibility of over signing.

ii) Consideration must be given to the risks involved if the motorist does not get
the required information. The level of protection used and the delivery of the
message should be proportional to the level of hazard. More emphatic
messages and a higher level of protection are needed for high hazard
situations.

iii) Where possible, a recovery space (buffer zone) should be provided.

iv) Devices must be evaluated on an overall system basis to determine if the safety
objectives for the travelling public and workers in the work zone are achieved.

6.4 Classification of Typical Layouts

The classification of typical plans is difficult because of many different parameters that must
be considered. The following list defines the basic parameters and the range of their
characteristics.

i) Type of facility
- two-lane
- multilane, undivided
- multilane, divided
- intersection
- interchange

ii) Regional and traffic characteristics

- rural/urban
- low speed/high speed
- low volume/high volume

iii) Work activity duration

- short, intermediate or long term
- slow or fast moving
- intermittent or continuous

iv) Worksite location

- in right-of-way
- on shoulder
- in road

v) Closure configuration
- shoulder closed
- lane or lanes closed
- shoulder used as travel lane
- roadway closed
- crossover and/or contra flow
- on-site detour (bypass)
- off-site detour
When making modifications to the typical solutions it is best to establish a set of plans, which
covers the range of conditions commonly found rather than a plan for every possible
combination of parameter values.

6.5 Considerations to Modifying the Typical Layouts

Each traffic control zone is different, with variables such as speed, volume, location of work,
pedestrians and intersections changing the needs for each zone. The primary goal of traffic
control zone is safety, and the key factor in ensuring the control zone works is the application
of sound judgment principles. The examples in this chapter are guides showing how best to
apply the standards.

The typical applications include use of various traffic control methods, although they do not
include a specific layout for every conceivable work situation. Typical applications may be
modified to suit the conditions of a particular work area.

On many of the typical applications, the existing pavement markings have been either marked
or changed to indicate those that should be modified for long-term projects. If the project is
short-term, such as 1-day maintenance operations, the pavement markings will not need to be
removed and replaced although guidance should be provided with other channelizing devices.

Figures 1 to 7 in APPENDIX B show typical traffic control devices that are required for
various types of work zones. It indicates how traffic control increases as traffic volumes
increase, however some of the less complicated work zones are not illustrated.

i) Work Entirely Beyond Shoulder or Parking Lane

i) Traffic control depends primarily on devices such as advance warning signs,

flashing vehicle lights and flags. An advance warning sign should be used
when any of the following conditions occur;
(a) Work performed immediately adjacent to the roadway at certain stages of
the activity.
(b) Equipment movement along or across the highway.
(c) Motorist distraction by the work activity.

ii) Work On Or Over Shoulder Or Parking Lane

i) No encroachment in the travelled lane means there is little or no direct

interference with traffic. When shoulder is occupied or closed, the motorist
should be warned and the workers should be protected. In most cases a single
warning sign is adequate. When a sealed or constructed shoulder is closed on a
high-speed roadway, it should be treated as a closure of a portion of the road
system because the motorist expects to be able to use this area in the event of
an emergency. The approach to the work area on the shoulder should be closed
off by a taper of channelizing devices.

ii) Minor encroachment in the travelled lane means when work on the shoulder or
takes up part of a lane, traffic volumes, type of traffic (buses, trucks and cars),
speed, and capacity should be analyzed to determine whether the affected lane
be closed. For high-speed traffic conditions, a full lane closure should be
considered or narrowing of the traffic lanes.
iii) Work On Two-Lane Roadway

i) When one lane is closed on a two-lane, two-way road and the remaining lane
is used by traffic travelling in both directions, the short two-way traffic taper
of 15 meters minimum is used to slow traffic as it approaches the work space.
Alternatively a one-way traffic control may be affected by the following
means:

a) Two flaggers, one at each end of the work area.

b) One flagger can assign right-of-way at a short work area with low
volumes.
c) For very short work areas at a spot location where traffic volumes and
speeds are very low, the movement may be self-regulating but should not
be used in areas of restricted sight distance on horizontal or vertical curves.
d) A pilot car
e) Temporary traffic signals for long duration projects.

ii) If the work area ends near the curve or hill, a flagger should be stationed at
both ends of the work area. The transition area should be adjusted so that the
flagger and the entire taper will be visible before the curve or hill to provide
adequate stopping sight distance.

iv) Mobile Operations

i) Mobile operations are work activities that make frequent short stops up to a
15-minute period, such as litter cleanup or pothole patching and are similar to
stationary operations. Warning signs, flashing vehicle lights, flags, and/or
channelizing devices should be used.

ii) Do not decrease safety by using fewer devices simply because the operation
will change its location frequently. Flaggers may be used but caution must be
taken so they are not exposed to unnecessary hazards. Portable light weight
devices should be used and moved periodically to keep them near to the work
area.

v) Moving Operations

i) Moving operations are work activities where workers and equipment move
along the road without stopping, usually at slow speeds, the advance warning
area moves with the work area and traffic should be directed to pass safely.
Parking may be prohibited and work should be scheduled during off peak
hours. For some moving operations, such as street sweeping, if volumes are
light and sight distances are good, a well marked and signed vehicle may
suffice. If volumes and/or speeds are higher, a shadow or backup vehicle
equipped as a sign truck should follow the work vehicle. Where feasible,
warning signs should be placed along the road and periodically moved as the
work in progress. In addition to improve visibility and worker safety, vehicles
may be equipped with flags, flashing vehicle lights, and large signs.
vi) Short-Term Utility Operations

Despite the shortness of “short-term” operations, certain traffic controls are necessary:

i) In urban areas, the work vehicle may be used for warning if it is equipped with
flashing lights, rotating beacons, or flags.

ii) When entering or leaving a manhole, workers should always face oncoming
traffic, as to that they need to get out of the way quickly. Materials or
equipment should be stored away from the manhole opening.

6.6 Urban Areas

Urban traffic control zones may be subdivided into 3 areas:

(a) Vehicular traffic control - how many lanes are required; or whether any
turns should be prohibited at any intersection.

(b) Pedestrian traffic control - if work will be done on the sidewalk, decide
whether it will be necessary to close the sidewalk and assign the
pedestrians to another path.

(c) Maintain access - to business, industrial and residential areas. Even if the
road closed to vehicles, pedestrian access and walkways should be
provided.

6.7 Pedestrians

i) When there is pedestrian traffic in the area, specific walkways need to be

provided. If nearby buildings are being demolished or built, covered walkways
may be needed. Do not force pedestrians to walk through the work area or into
travelled lanes. If a sidewalk closed, provide a temporary walkway around the
work area or direct the pedestrians to an alternate protected route.

ii) The following situations normally warrant walkways in the TMPs at:
a) sidewalks cross the work zone,

b) designated school route crosses the work zone,

c) significant pedestrian activity or evidence of such activity exists (i.e. a

worn path), and

d) existing land use generates pedestrian activity. (such as bus stops,

factories, places of worship, night market, etc.)

iii) The following principles govern the design and construction of pedestrian
facilities:

a) Pedestrians and vehicles should be physically separated with barriers,

barricades, or similar devices.
 b) Walkways should be maintained free of any obstructions and hazards such
as holes, debris, mud, construction equipment, stored materials, etc.

c) Temporary lighting should be considered for all walkways used at night,

particularly if adjacent walkways are lighted.

e) Walkways should be minimum 1.2m wide.

e) All hazards (ditches, trenches, excavations, etc.) near walkways should be

clearly delineated.

f) Walkways under or next to elevated work activities such as bridges or

retaining walls may need to be covered.

g) Where safe direct passage cannot be provided, pedestrians should be

directed to the other side of the street by appropriate traffic control devices.

h) Signs and traffic control devices should not be a physical hazard to

pedestrians.

i) Signs located near or adjacent to a sidewalk should have a 2.5m clearance.

j) Where construction activities involve sidewalks on both sides of the street,

work should be staged so that both sidewalks are not out of service at the
same time. In the event when sidewalks on both sides of the street must be
closed, pedestrians should be guided around the construction site.

k) Retro reflectorized traffic control devices are of little value to pedestrians.

Warning lights should be used to delineate the pedestrian’s pathway and to
mark any hazards.

l) Where possible, the scheduling for the construction of the overhead

pedestrian bridge should be brought in to the beginning of the program to
minimise probability of accidents involving pedestrians crossing multi lane
roads.

6.8 Bicycles

Bicycles also need protection or access to the roadway. If a bicycle path closed
because of work being done, an alternate route should be provided. Give guidance to
bicyclists of available alternate routes but should not be directed into the same path
being used by pedestrians.

6.9 Motorcycles

If a motorcycle route either in the form of an exclusive motorcycle lane or paved

shoulder is closed because of construction works, an alternate route needs to be
provided. Appropriate guidance in the form of signs, markings, street lighting is to be
 provided. The motorcycle route should never be directed onto the same path used by
pedestrians and/or bicycles.

6.10 Interchanges

i) On limited access highways with interchange ramps, access to these ramps

should be maintained even if the work area is in the lane adjacent to the ramp.
If access is not possible, close the ramp, using signs and barricades. Early
coordination with officials having jurisdiction over the affected crossroads is
needed prior to ramp closure.

ii) The access to the exit ramp should be clearly marked and outlined with
channelizing devices. For long-term projects existing markings should be
removed and new ones placed. As the work area changes, the access may be
modified.

6.11 Intersections

i) Use advance-warning signs, devices and markings as appropriate on all

crossroads. The effect of the work upon signal operation should be considered
such as signal phasing for adequate capacity and for maintaining or adjusting
detectors in the pavement.

6.12 Detours

i) Detour signing is usually handled by an authorized traffic engineer because it

is considered a traffic routing item. Detour signs are used to direct traffic onto
the alternative roadway. When the detour is long, install “Arrow” symbol signs
to periodically remind and reassure drivers that they are still on a detour.

ii) When an entire roadway is closed, a detour should be provided and traffic
should be warned of the closure well in advance.

iii) Sign the detour so that traffic will be able to get through the entire deviation
and return back to the original roadway.

6.13 Contra Flow

i) Where traffic is moved from its right of way onto an opposing carriageway,
appropriate signs and line markings are to be placed in advance of and all
along the contra flow area.

ii) Appropriate channelizing devices can be used to separate the opposing flow of
traffic

6.14 Cross Section

The cross section of the road in terms of lane width and number of lanes is to be
maintained all throughout the construction period.
 APPENDIX A

TEMPORARY SIGNS

1. GENERAL NOTES ON TEMPORARY SIGNS

Temporary operations, such as maintenance operations or short construction activities,

represent unusual roadway conditions and warrant special attention. If the temporary
operations require measures different from those normally use, the existing permanent
traffic signs shall be removed or covered and superseded by the appropriate temporary
sign. In other words, temporary signs are used to notify road users of specific hazards,
which may be encountered when temporary operations are underway.

Temporary signs shall be placed in positions where they are most effective and
placement must therefore take into consideration road geometry. The signs shall be so
placed that road users will have adequate time for response. As a general rule, signs
shall be located on the left-hand side of the highway. For additional safety duplicate
signs may be placed on both sides of the carriageway. Within a construction or
maintenance zone, however, it is often necessary to erect signs on light weight
portable supports placed within the roadway itself. It is also permissible to mount
warning or direction signs on barricades.

Temporary signs should be mounted on portable supports that are suitable for
temporary conditions. All such installations should be so constructed to yield upon
impact and to minimize hazards to motorists. For maximum mobility on certain types
of maintenance operations, a large sign may be effectively mounted on a vehicle
stationed in advance of the work or moving along with it. This may be the working
vehicle itself, as in the case of shoulder mowing or pavement marking equipment, or a
vehicle provided expressly for this purpose. These mobile sign displays may be
mounted on the maintenance vehicle.

2. DESIGN OF TEMPORARY SIGNS

Temporary Signs are divided into two categories:

i. Temporary Signs for use on Expressways
ii. Non-Expressway Roads.

These signs differ in shapes, sign faces and colour.

2.1 Temporary Signs for Expressways

The temporary signs for use on the expressways shall have a HEXAGONAL shape
sign as follows:

2.2 Temporary Signs for Other Roads

The temporary signs for use on roads other than the expressways shall have a
RECTANGULAR shape sign as follows:
TS. 17 TYPICAL STRING DELINEATORS
A form of delineation, particularly useful along rural areas without
street light

COLOUR
Fluorescent Red or Orange

DIMENSIONS

WEIGHT
 APPENDIX B

TYPICAL LAYOUTS FOR

TRAFFIC MANAGEMENT
PLANS
 TRAFFIC CATEGORY

ROAD CLASSIFICATION
NO. SPEED PROFILE
Urban Rural Expressway

1. Low Speed < 60km/j < 70km/j < 90km/j

2. High Speed > 60km/j > 70km/j > 90km/j

 TRAFFIC CATEGORY & WORK ZONES CONTROL

TRAFFIC CATEGORY WORK ZONES

CONTROL
NO.
DRAWING
ROAD CLASSIFICATION SPEED PROFILE SPEED REFERENCE

Low Speed < 60km/l Figure 1

1. Urban
High Speed > 60km/j Figure 2

Low Speed < 70km/j Figure 3

2. Rural
High Speed > 70km/j Figure 4

Low Speed < 90km/j Figure 5

3. Expressway
High Speed > 90km/j Figure 6