CHAPTER 1...........................................................................................................................

2
GENERAL.............................................................................................................................. 2
1.1 Introduction..................................................................................................................................................... 2
1. 2 Project Scope and Application................................................................................................................ 2
1.2.1 Project Background.............................................................................................................................. 2
1.2.2 Project Description............................................................................................................................... 3
1.3 Traffic Control System................................................................................................................................. 6
1.3.1 Introduction............................................................................................................................................. 6
1.3.2 Principles, Objectives and Targets.................................................................................................7
1.3.3 Traffic Control Roles and Responsibilities.................................................................................8
CHAPTER 2........................................................................................................................ 10
TRAFFIC CONTROL PLAN.............................................................................................. 10
2.1 Manage Construction Traffic..................................................................................................................10
2.1.1 Description............................................................................................................................................ 10
2.1.2 Construction vehicle and equipment/Mechanical material handling.........................10
2.1.3 The types of construction vehicle movements......................................................................11
2.1.4 Driver responsibilities......................................................................................................................11
2.1.5 Hazardous movements.....................................................................................................................11
2.1.6 Plan vehicle movements.................................................................................................................. 12
2.2 Traffic Control Guidelines in Working Area....................................................................................13
2.2.1 Description............................................................................................................................................ 13
2.2.2 Limitation on Length of Continuous Construction Work..................................................13
2.2.3 Road Work Signs................................................................................................................................. 14
CHAPTER 1

GENERAL

1.1 Introduction

This Plan identifies the traffic control requirements of the Project and describes the general
approach and procedures and the traffic will be managed as outlined in TCP that partly
states:

• The work to be executed under this Specification consists of all work necessary to
provide for the safe movement of traffic and protection of persons and property
through and/or around the work site. The Contractor is responsible for the safe
movement of traffic and the protection of persons and property through and/or around
the work site and the management, direction, and protection of all road traffic in any
way affected by the work and

Also, the traffic must be managed to ensure:

• The continuous, safe and efficient movement of traffic for both the public and workers.

• The capacity of the Local Roads is maintained,

• Delays and disruptions are kept to a minimum.

This Project Traffic Control Plan contains the guidelines, general requirements and
procedures to be used when activities or areas of work have a potential to impact on the
highway and local traffic.

Individual Traffic Control Plans (TCP’s) are developed for specific staging areas of work or
activities that are considered to impact in some way on road and local traffic. TCP’s
describe in detail the area of work or activity, the extent of the expected traffic impact, and
the management and responsibility measures to be implemented.

Traffic Control Plans (TCP’s) are included in the TCP and identify specific traffic control
measures to be implemented for each TCP and TCP describe such items as temporary
signage requirements, traffic barrier requirements and placement, traffic control crew
requirements, delineation devices, , temporary speed zones, etc which must be in place for
the duration of the activity or work area impact.
1. 2 Project Scope and Application

1.2.1 Project Background

The Fish Town-Harper Road Project forms part of the missing link of the Mano River
Regional Connection (Conakry -Freetown-Monrovia- Abidjan Corridor) between Liberia
and La Cote d'Ivoire at Cavalla Customs and Tabou respectively. It also forms part of the key
510 km road corridor between Ganta and Harper linking four southeast counties.

The Government of the Republic of Liberia has received funds from the African
Development Bank Group (AfDB) towards the cost of paving the section from Karloken to
Fish Town (80km).

1.2.2 Project Description

China Henan International Cooperation Group Co. Ltd (CHICO) has been awarded the
contract “Civil Works Construction of Road from Karloken to Fish Town (80km), Contract
No.: MPW/AfDB/MRU_RDTFP II/ICB/Civil Works/001/16, by the Ministry of Public Works,
Republic of Liberia. The contract agreement was signed on December 28th 2016. The
financing agency is the African Development Bank (AfDB).

The work will generally consist of clearing the topsoil, earthworks and excavation of
longitudinal ditches, construction of culverts and several bridges, pavement construction,
erosion control measures, drainage improvement, safety improvements including
reflectorized paved markers, sidewalks, curb, gutter through urban areas and other
ancillary works.

The project road will remain as a 2-lane facility (each lane will be 3.65 m wide) and
will largely follow existing road with re-alignment in some sections. Alignment shifting may
occur at river crossings in order to maintain the existing bridge open while new bridges are
under construction

The urban sections will have a new 2.0m sidewalk on either side. Rural sections will make
use of a 2.0m shoulder. Property that are within the right-of-way will be compensated as
per Liberian laws and in accordance with the African Development Bank Environmental
and Social Assessment Procedures for which a Resettlement Action Plan (RAP) has been
undertaken.

The Karloken – Fish Town road is a gravel road which lies in a generally plain and rolling
terrain with a total length of approximately 80km, and an average carriageway width of 9m.
The vertical profile of the road is fairly acceptable, however, sub‐standard horizontal curves
are prevalent. Predominant vehicles on the road are motorcycles, 4‐wheel drives, taxis and
light‐medium trucks.
The scope of the work includes the following:

1. Setting out of the road alignment and ancillary works and the taking of cross
sections.

2. Maintaining free passage of traffic for the duration of the works.

3. Clearing and preparation of the site on which the new road works and ancillary
works are to be constructed.

4. Earthworks for the construction of the new road and ancillary works.

5. Construction of pipe culverts, bridges, spare ducts, and reinforced concrete box
culverts.

6. Construction of surface water drainage works including drainage channels and

protection works.

7. Construction of the road pavement comprising of Asphalt Concrete upper layer,

Crushed Rock Base course and Natural Gravel Sub-Base.

8. Provision and erection of road furniture including road markings.

The upgraded from gravel to bitumen standard Karloken to Fish Town road will have a
7.3m wide paved carriageway with 2m wide paved shoulders on each side. Where the road
passes through towns and villages the shoulders will be replaced by 2m wide raised
walkways with a concrete drain underneath. The design speed is nominally 100km/h
outside towns but due to the number of villages along the routes it changes many times.
The road is currently lightly trafficked, with pick-ups and motorcycles being the most
common vehicle types.

Design speeds used in the detailed design range from 60km/hr to 100km/hr i.e. 60km/hr
for densely urban areas, 80km/hr for urban areas and 100km/h for rural roads.

There are five (5) bridges along the road. The bridge located in km12+175 will be
maintained while other four bailey bridges will be replaced with concrete bridge. The
following table shows the bridge structures along this road.

Table 1 The existing bridges along the road

Chainag Existing
Proposed Structure Remark
e Structure

RC T‐girder To be
12+175 3‐span, 16.00m each, RC T‐girder
bridge maintained

25+361 Bailey Bridge 3‐span, 17.5m each, RC T‐girder To be replaced

50+419 Bailey Bridge 2‐span, 15.00m each, RC T‐girder To be replaced

62+699 Bailey Bridge 2‐span 15.00m each, RC T‐girder To be replaced

79+933 Bailey Bridge 1‐span, 12.00m,RC T‐girder To be replaced

Table 2 Major Towns along the Project (Urban Section Limits)

The sequence of operations is listed as follows:

Setting Out of
Setting Out of Setting Out of Setting Out of
Concrete
Earthwork Bridge Works Pavement Layers
&Ancillary Works
Demolition and Construction of
Formwork and
Clearing and Excavation of Existing 200mm thickness
Shuttering/ Driven
Grubbing within the Metal/RC Structures Subbase with
Pile Pile Foundation;
Right of Way and Other Selected Laterite
Beam Prefabrication
Obstructions Gravel

Construction of pipe
Construction of
culverts,spare Abutment
Cut Formation 200mm Thickness
ducts,and reinforced Construction
Crushed Stone Base
concrete box

Surface Water
Construction of
Strengthing and Drainage Works Placing of Beam
50mm thickness
Widening of Including Drainage Grider and Deck
Asphalt Binder
Embankment Channels and Casting
Course
Protection Works

Construction of
Roadbed Preparation Concrete Side Walk, Ancillary Bridge 50mm thickness
with Gravel Materials Kerbs and Bus Lay-by Works Asphalt Wearing
Course
1.3 Traffic Control System

1.3.1 Introduction

The Traffic Control Plan (TCP) describes how Contractor (CHICO) will safely manage
vehicular, cyclists and pedestrian traffic during Civil Works Construction of Road from
Karloken to Fish Town (80km) Project which the Works and Services are known as
Procurement of Works and Services.

Each chapter or chapters of the TCP addresses the relevant requirements of the Contract
Agreement and Technical Specifications. They detail the road safety and traffic control
principles, strategies and measures that will be applied to enable Contractor to fulfill its
obligations under the contract and the requirements of relevant authorities / stakeholders
during the all phases of this project.

CHICO acknowledges the safety of road users and the effective management of traffic is
paramount to the successful day-to-day activities during the construction phase of this
Project. This TCP seeks to ensure road user and contractors are fully in line with
requirements including: provision of a safe environment for workers and the travelling
public, and minimizing impacts on the road network.

The strategies identified in this plan address the points outlined below and the conditions
in the table:

• Traffic Control objectives & targets

• Constraints & risks

• Potential road network impacts and the mitigation and management of them, e.g.
development of Traffic Control Plans (TCPs)

• Organization and responsibilities

• Management process tools

• Describe the controls & measures to be applied

• Specific community / stakeholder consultation process and community relations

strategies for managing changed traffic conditions.

• Auditing, inspections and monitoring

• Obtaining relevant approvals, e.g. road occupancy approvals

• Unplanned incidents
1.3.2 Principles, Objectives and Targets

Principles

The traffic control principles to be applied by the Project will ensure:

• the provision of a safe environment for road users and workers;

• any impact on road users and asset operation is kept to a minimum;

• access is maintained for the local community, transport operators, (including over-
dimension load movements) and commercial developments; and road users and local
communities are regularly informed in relation to changed traffic conditions.

• advance warning of changes to normal traffic conditions

Objectives

The key road safety and traffic control objectives to be applied are as follows:

• ensuring road users are given consideration during all phases of the Project works;

• maximize the safety for the workers, by isolating work areas from traffic flows,
applying low exposure work methods, education and the installation of appropriate
traffic control;

• provision of a safe environment for road users through the installation of a high
standard of traffic controls, which effectively warn, inform, guide and that comply with
the best practice, contract requirements and the Liberia Standards;

• minimize disruption to traffic operation, road users, pedestrians and access to

adjoining properties;

• maintain the road from Karloken to Fish Town and surrounding road network
functionality;

• minimize construction activities on Local roads and residential areas wherever

possible;

• minimize heavy vehicle movements in peak traffic and out of hours;

• plan and phase all works to effectively minimize road occupancy, avoid potential
impacts and minimize conflict points on the existing road network;

• conduct analysis of traffic volumes data to identify peak periods and assist with the
planning of road occupancies;

• implement traffic control operations that minimize delays to road users;

• limit obstructions and restrictions, and when required provide alternatives to maintain
access for local community, transport operators (buses) including over-dimension load
movements and commercial developments;

• implement and maintain environmental controls (wash bays, rumble grates, load
covers, etc) to suppress dust and prevent debris deposits on the road network;

• actively liaise with key stakeholders including Police, Local Councils, emergency service
agencies and transport operators to ensure they are informed about proposed changes
to the road network;

• enable road users, transport operators and local communities to plan their journeys by
providing them with timely and accurate changed traffic condition information;

• plan works to allow for effective emergency response; and

• effective management of complaints

Targets

The key road safety and traffic control targets to be applied are as follows:

• no increase in roadwork related crashes during construction;

• minimize impact to effective and efficient operation of the asset;

• achieve an outstanding result in all functional areas; and

• implement traffic control that raises the industry standard.

• CHICO policies and procedures.

1.3.3 Traffic Control Roles and Responsibilities

The traffic control officer is Mr. Lu Xinshun.

He has full responsibility for all construction activities, key construction personnel and
their traffic control related responsibilities, to ensure that the Project works can be
undertaken with minimum disruption to the travelling public.
• Supports the delivery of the road safety and traffic control objectives.
• Implements the principles and requirements of the TCP.
• Provides direction and support to the Traffic and Interface Operations Manager to enable
effective planning of temporary traffic control arrangements.
• Ensures all construction team members receive the appropriate training.
Each construction team should have a people to assistant the traffic control officer to carry
out the site safety management and directly responsible for the traffic control officer.
Earthwork construction traffic control assistant is Mr. Wei Cunbin
Bridge & Structure construction traffic control assistant is Mr. Wang Zhenlong
Road paving construction traffic control assistant is Mr. Yao Yuan(temporary)
• Install and remove traffic control, including speed zones, in strict accordance with a
Traffic Control Plan and all relevant Guides and Manuals
• Carry out maintenance of all traffic control devices, line marking, signage, delineation
and other equipment or areas as required
• Provide assistance as directed, at incident sites, including direction from emergency
services, e.g. Police
• Install and maintain long term signage
• Manage the implementation of traffic switches, barrier relocation and all traffic related
exercises
• Manage the day to day operations with the correct traffic control in a safe and timely
manner
• The traffic control organization is shown as bellows:

Traffic Control Staff

(Lu XinShun)

Earthwork Bridge & Structures Road Paving

(Wei Cunbin) (Wang Zhenlong) (Yao Yuan)
CHAPTER 2

TRAFFIC CONTROL PLAN

2.1 Manage Construction Traffic

2.1.1 Description

This process identifies the construction activities and their potential impacts, which will
enable the Contractor to develop effective mitigation solutions.

The process includes details of the: construction activities; construction site office(s);
concept traffic phasing; major traffic diversions; existing road network; traffic data and
analysis and specific construction impacts.

The Project Manager in conjunction with the Site Manager will sequence construction
works with the objective to; maximize safety for workers and road users by isolating work
areas from traffic flow, maintain existing capacity where possible, minimize road user
delays, avoid major activities during peak periods, and avoid restrictions on transport
operators.

The effective planning of all construction activities is the key to achieving these objectives.

2.1.2 Construction vehicle and equipment/Mechanical material handling

Construction equipment may include dumpers and dump trucks, lift truck, mobile elevating
work platforms, cranes, tipper lorries, lorry loaders, 360° excavators, 180° backhoe loaders,
crawler tractors, graders, loading shovels, trenchers, side booms, pavers, planers, chippers,
road rollers, tankers and bowsers, trailers, hydraulic and mechanical breakers etc.

General precautions for Mechanical material handling:

a. CHICO shall ensure that all construction equipment is in sound mechanical working
condition before induction at any site.

b. All vehicles shall be fitted with audible reverse alarms and maintained in good
working condition. Reversing shall be done only when there is adequate rear view
visibility or under the directions of a banksman.

2.1.3 The types of construction vehicle movements

The effective management of construction vehicle movements on site and throughout the
road network is critical to the success of the project. CHICO will plan all construction
vehicle movements with the aim to minimize the risk to other road users and keep the
traffic generated by the project to minimum.

The types of construction vehicle movements will include:

• deliveries of materials, supplies, plant or equipment to site;

• transportation of over dimension loads;

• deliveries of concrete and AC bitumen from batching plants to pavers, and

• regular trips by construction personnel in work trucks

2.1.4 Driver responsibilities

All drivers employed on this project, whether direct employees or contractors, have a
responsibility to drive safely, and comply with road regulations, the Liberia Road Rules and
any other directives issued on the project.

Drivers will exercise care at all times. Special care will be taken when exiting and entering
traffic flows, and whilst travelling within the construction site.

Where issued, drivers will comply with requirements of the project’s “Safe Driving Policy”
developed for the project.

Drivers will aim to reduce the impacts of noise and light, from vehicle movements, e.g.
avoiding unnecessary and excessive use of horns and compression breaking.

2.1.5 Hazardous movements

The hazardous movements are as bellows:

• entering and exiting work sites to and from adjacent travel lanes;

• reversing man oeuvres within the work area and in the adjacent travel lanes;

• travelling through the work area intermingling with construction personnel and in the
vicinity of unprotected hazards, and

• slew/turning paths of excavators and cranes

CHICO will apply controls and measures to mitigate the risk of these hazardous movements
including, but not limited to:

• Identify works to be undertaken and the location of all diversions prior to construction
activities, type of construction/stabilization together with the maintenance of the
 diversions, the provision of permanent major traffic controls and devices, installation
of temporary traffic controls including advance warning signs, clearly defined
directional arrows, deceleration，speed limit reduction signs(maximum 25KPH).

• CHICO will keep any section of paved highway whether new or existing free from mud
and dust at all the time.

• Tow water tank truck will be assigned in reducing dust during the dry season.

• Temporary culverts will be installed as necessary where diversions/access roads cross

water course.

• All material transported along the highway by CHICO’s vehicles shall be secured with
tail-gates and sheeted to prevent dust and discharge onto paved highway.

• CHICO shall comply with all statutory vehicle limits(width, height, axle loading and any
other statutory requirements in Liberia)

• In terms of traffic control construction vehicles will be prohibited from reversing

unattended into any construction zones, or working areas, throughout the contract
length.

• Vehicle, plant and equipment shall enter and exit the construction zones either in a
forward or reverse direction dependent on the type of operation being executed at the
time, vehicles must be fitted with audible reversing alarms.

• Special attention must be provided by CHICO to ensure that where children are
crossing the works to reach schools that additional measures are put in place to ensure
their safety.

• Where work zones limit the available width to one-lane or traffic is diverted through
access roads, speed limits will be maximum of 25 km/h.

2.1.6 Plan vehicle movements

CHICO acknowledges that attention must be given to the safe movement of construction
vehicles when planning construction activities.

Construction vehicle movements for each phase of work will:

• comply with all relevant environmental approvals;

• minimize the number of vehicle movements by balancing earthworks and recycling

excavated materials;

• undergo a risk assessment to identify specific hazards and facilitate the application of
mitigation measures;
• promote safe driving principles;

• provide an efficient operation and use of major roads, but minimizes the impact on the
local road network and local community;

• have depots at locations that minimize travel distances and impacts;

• where feasible, restrict haulage operations to the construction corridor;

• implement appropriate environmental controls;

• provide an efficient and well maintained vehicle fleet; and

• determine the most appropriate hours of operation that will minimize the impact on
the road network and local communities.

2.2 Traffic Control Guidelines in Working Area

2.2.1 Description

The purpose of these guidelines is to inform, warn and guide the road users safely past the
works area and in that way protecting the road users and the workforce.

All road works, no matter how small, must be properly signed. To keep the respect of the
road users for the signing of road works, and with it the road safety, it is also important to
continuously maintain and adjust the signing to the current work situation. If some or all of
the signing are no longer needed, it must be removed.

All supervising engineers have an important responsibility to make sure, that road works
are safe. These guidelines are intended to assist in ensuring the road safety

2.2.2 Limitation on Length of Continuous Construction Work

Within urban areas, the longest continuous length of construction works requiring either
detours or traffic control and protection will be limited to 1,000 meters unless noted
otherwise on the Contract Drawings.

Within rural areas, the longest continuous length of construction works requiring either
detours or traffic control and protection will be limited to two (2) kilometers unless noted
otherwise on the Contract Drawings. This length may be reduced by the Engineer in areas
having numerous horizontal curves.
2.2.3 Road Work Signs

The aim of sign posting is to warn and inform road users of conditions ahead, guide and
control road users to safely negotiate the road ahead, ensure the signs and their structures
are not a hazard in themselves, provide drivers with sufficient information to ensure there
are no surprises along their path of travel.

All sign posting installed throughout the project will comply with the requirements of
Contract and Monitoring Consultants.

WARNING SIGNS

The use of a warning sign will be employed in order to provide advance warning to the road
user of unexpected conditions on or adjacent to the roadway that might not be readily
apparent.

The provisions of various warning signs are will be adopted during the construction work
on the road as applicable along the various sections of the road.

Stop Ahead

A Stop Ahead sign shall be used where a STOP sign is not visible for a sufficient distance to
permit the road user to bring the vehicle to a stop at the STOP sign and also at a Traffic
control spot.

TEMPORARY TRAFFICC CONTROL ZONES

Introduction

The safety of road users, including pedestrians and motorcyclists, as well as personnel in
work zones, is an integral and high priority element of this project in the planning and
construction phases.

In order to achieve the set target of the safety of all road user the following principle will be
applied in accordance with the provision of the Manual of Uniform Traffic Control Devices,
2009 edition

A. Traffic movement will be disrupted as little as possible.

B. Road users will be guided in a clear and positive manner while approaching and
within construction and maintenance work areas.

C. Routine inspection and maintenance of Traffic control elements would be performed

 both day and night.

D. The Traffic Control Team will assign at least one person on each project to have day-
to-day responsibility for assuring that the Traffic control elements are operating
effectively and any needed operational changes are brought to the attention of their
supervisors.

Traffic control in temporary Traffic control zones will be manage in such way that will not
present a surprise to the road user. Frequent and/or abrupt changes in geometrics and
other features will be avoided. Transitions will be well delineated and long enough to
accommodate driving conditions at the speeds vehicles are realistically expected to travel
on the road.
A temporary Traffic control plan will be used for all work activities on the road that
temporary Traffic control zone and will specify particular Traffic control devices and
features, or to reference typical drawings such as those contained in the typical drawing of
Traffic control zone condition.

The Temporary Traffic Control zones will be managed to maintain core principle of the
project with the following pointers:

1. Individual and General plans will be developed to provide safety for motorists,
motorcyclists, pedestrians, workers, enforcement/emergency officials, and
equipment, with the following factors being considered:

A. The basic safety principles governing the design of roadways and roadsides will also
govern the operation of TTC zones. The goal is to route road users through such
zones using roadway geometrics, roadside features, and TTC devices as nearly as
possible comparable to those for normal highway situations.

B. The individual TTC plan, in detail appropriate to the complexity of the work project
or incident, will be prepared and understood by all responsible parties before the
site is occupied.

2. Road user movement will be inhibited as little as practically possible, based on the
following considerations:

A. TTC at work and incident sites will be managed on the assumption that drivers will
only reduce their speeds if they clearly perceive a need to do so.

B. Frequent and abrupt changes in geometrics such as lane narrowing, dropped lanes,
or main roadway transitions that require rapid maneuvers, will be avoided.

C. Work will be scheduled in a manner that minimizes the need for lane closures or
alternate routes, while still getting the work completed quickly and the lanes or
roadway open to Traffic as soon as possible.
 D. Motorcyclists and pedestrians, including those with disabilities within the urban
areas, will be provided with access and reasonably safe passage through the TTC
zone.

3. Motorists, Motorcyclists, and pedestrians will be guided in a clear and positive

manner while approaching and traversing TTC zones and incident sites. The following
principles will be applied:

A. Adequate warning, delineation, and channelization will be provided to assist in

guiding road users in advance of and through the TTC zone or incident site by using
proper devices that are effective under varying conditions.

B. TTC devices inconsistent with intended travel paths through TTC zones will be
removed or covered. However, in intermediate-term stationary, short-term, and
mobile operations, where visible permanent devices are inconsistent with intended
travel paths, devices that highlight or emphasize the appropriate path will be used.

C. Flagging procedures, when used, will provide positive guidance to road users
traversing the TTC zone.

4. To provide acceptable levels of operations, routine day and night inspections of TTC
elements will be performed as follows:

A. A trained and/or certified Safety officer who is knowledgeable in the principles of

proper TTC will be assigned responsibility for safety in TTC zones. The most
important duty of these individuals will be to check that all TTC devices of the
project are consistent with the TTC plan and are effective for motorists,
motorcyclists, pedestrians, and workers.

B. As the work progresses, temporary traffic controls and/or working conditions will
be modified, if appropriate, in order to provide mobility and positive guidance to the
road user and to provide worker safety. The individual responsible for TTC should
have the authority to halt work until applicable or remedial safety measures are
taken.

C. TTC zones will be carefully monitored under varying conditions of road user
volumes, light, and weather to check that applicable TTC devices are effective,
clearly visible, clean, and in compliance with the TTC plan.

D. When warranted, an engineering study will be made (in cooperation with the
consultant) of reported crashes occurring within the TTC zone. Crash records in TTC
zones will be
monitored to identify the need for changes in the TTC zone.

5. Attention will be given to the maintenance of roadside safety during the life of the
TTC zone by applying the following principles:

A. To accommodate run-off-the-road incidents, disabled vehicles, or emergency

situations, unencumbered roadside recovery areas or clear zones will be provided
where practical.

B. Channelization of road users will be accomplished by the use of pavement markings,

signing, and crashworthy, detectable channelizing devices.

C. Work equipment, workers’ private vehicles, materials, and debris will be stored in
such a manner to reduce the probability of being impacted by run-off-the-road
vehicles.

6. Each person whose actions affect TTC zone safety, from the upper-level management
through the field workers, should receive training appropriate to the job decisions each
individual is required to make. Only those individuals who are trained in proper TTC
practices and have a basic understanding of the principles (established by applicable
standards and guidelines, including those of this Manual) will supervise the selection,
placement, and maintenance of TTC devices used for TTC zones and for incident
management.

7. Good public relations will be maintained by applying the following principles:

A. The needs of all road users will be assessed such that appropriate advance notice is
given and clearly defied alternative paths are provided.

B. The needs of abutting property owners, residents, and businesses will be assessed
and appropriate accommodations made.

C. The needs of emergency service providers (law enforcement and medical) will be
assessed and appropriate coordination and accommodations made.

D. The needs of operators of commercial vehicles such as buses and large trucks will be
assessed and appropriate accommodations made.
TEMPORARY TRAFFIC CONTROL ELEMENTS

Temporary Traffic Control Plans

A TTC plan and Individual TC plans describes TTC measures to be used for facilitating road
users through a work zone or an incident area. TTC plans play a vital role in providing
continuity of effective road user flow when a work zone, incident, or other event
temporarily disrupts normal road user flow. Important auxiliary provisions that cannot
conveniently be specified on project plans can easily be incorporated into Special
Provisions within the TTC plan.

TTC plans range in scope from being very detailed to simply referencing typical drawings
contained in this Manual (which are details with respect to the provision in the Manual of
Uniform Traffic Control Devices, 2009 edition), or specific drawings contained in the contract
documents. The degree of detail in the TTC plan depends entirely on the nature and
complexity of the situation.

Temporary Traffic Control Zones

A TTC zone is an area of a highway where road user conditions are changed because of a
work zone, an incident zone, or a planned special event through the use of TTC devices,
uniformed law enforcement officers, or other authorized personnel.

A work zone is an area of a highway with construction, maintenance, or utility work

activities. A work zone is typically marked by signs, channelizing devices, barriers,
pavement markings, and/or work vehicles. It extends from the first warning sign or high-
intensity rotating, flashing, oscillating, or strobe lights on a vehicle to the END ROAD WORK
sign or the last TTC device.

An incident zone is an area of a highway where temporary traffic controls are imposed by
authorized officials in response to a traffic incident. It extends from the first warning device
(such as a sign, light, or cone) to the last TTC device or to a point where road users return
to the original lane alignment and are clear of the incident.

A planned special event often creates the need to establish altered traffic patterns to handle
the increased traffic volumes generated by the event. The size of the TTC zone associated
with a planned special event can be small, such as closing a street for a festival, or can
extend throughout a municipality for larger events. The duration of the TTC zone is
determined by the duration of the planned special event.

Components of Temporary Traffic Control Zones

Most TTC zones are divided into four areas: the advance warning area, the transition area,
the activity area, and the termination area. Figure 01 bellow illustrates these four areas.
These four areas are described in Sections following;
Figure 01. Component Parts of a Temporary Traffic Control Zone
Ref. Source: Manual of Uniform Traffic Control Devices, 2009 edition

Advance Warning Area

The advance warning area is the section of highway where road users are informed about
the upcoming work zone or incident area.

Transition Area

The transition area is that section of highway where road users are redirected out of their
normal path.
Transition areas usually involve strategic use of tapers, which because of their importance
are discussed separately in detail.

When redirection of the road users’ normal path is required, they shall be directed from the
normal path to a new path.

Activity Area

The activity area is the section of the highway where the work activity takes place. It is
comprised of the work space, the traffic space, and the buffer space.

The work space is that portion of the highway closed to road users and set aside for
workers, equipment, and material, and a shadow vehicle if one is used upstream. Work
spaces are usually delineated for road users by channelizing devices or, to exclude vehicles
and pedestrians, by temporary barriers.

The work space may be stationary or may move as work progresses.

Termination Area

The termination area is the section of the highway where road users are returned to their
normal driving path.

The termination area extends from the downstream end of the work area to the last TTC
device such as END ROAD WORK signs, where applicable.

An END ROAD WORK sign, a Speed Limit sign, or other signs may be used to inform road
users that they can resume normal operations.

A longitudinal buffer space may be used between the work space and the beginning of the
downstream taper.

Tapers
Tapers may be used in both the transition and termination areas. Whenever tapers are to be
used in close proximity to an interchange ramp, crossroads, curves, or other influencing
factors, the length of the tapers may be adjusted.

Tapers are created by using a series of channelizing devices and/or pavement markings to
move traffic out of or into the normal path.

Detours/Diversions

A detour is use in this context as a diversion or temporary rerouting of road users onto a
temporary highway or alignment in order to avoid a TTC zone.

Flagger Method of One-Lane, Two-Way Traffic Control

Traffic will be controlled by a flagger at each end of a constricted section of roadway. One of
the flaggers will be designated as the coordinator. To provide coordination of the control of
the traffic, the flaggers will be able to communicate with each other orally, electronically, or
with manual signals.

When a one-lane, two-way TTC zone is short enough to allow a flagger to see from one end
of the zone to the other, traffic may be controlled by either a single flagger or by a flagger at
each end of the section.

When a single flagger is used, the flagger will be stationed on the shoulder opposite the
constriction or work space, or in a position where good visibility and traffic control can be
maintained at all times. When good visibility and traffic control cannot be maintained by
one flagger station, traffic will be controlled by a flagger at each end of the section.

PEDESTRIAN AND WORKER SAFETY

Pedestrian Considerations

Pedestrian movement will be concentrated mainly in the built up areas/town section where
a footway has been provided over the road side drain. In such cases, where the FRL of
proposed road is not raised with respect to the existing road, the contractor will consider
construction of the drain and the footpath first to so the Pedestrian can use the same when
road works are in progress.
Advance notification of sidewalk closures shall be provided by the maintaining agency.

If the TTC zone affects the movement of pedestrians, adequate pedestrian access and
walkways shall be provided. If the TTC zone affects an accessible and detectable pedestrian
facility, the accessibility and detectability shall be maintained along the alternate
pedestrian route.
If establishing or maintaining an alternate pedestrian route is not feasible during the
project, an alternate means of providing for pedestrians may be used.

Consideration will be made to separate pedestrian movements from both worksite activity
and vehicular traffic. Unless an acceptable route that does not involve crossing the roadway
can be provided, pedestrians will be appropriately directed with advance signing that
encourages them to cross to the opposite side of the roadway

To accommodate the needs of pedestrians, including those with disabilities, the following
considerations will be addressed when temporary pedestrian pathways in TTC zones are
designed or modified:

A. Provisions for continuity of accessible paths for pedestrians will be incorporated

into the TTC plan.

B. Access to transit stops will be maintained.

C. A smooth, continuous hard surface will be provided throughout the entire length of
the temporary pedestrian facility. There will be no curbs or abrupt changes in grade
or terrain that could cause tripping or be a barrier to wheelchair use. The geometry
and alignment of the facility should meet the applicable requirements.

D. The width of the existing pedestrian facility will be provided for the temporary
facility if practical. Traffic control devices and other construction materials and
features should not intrude into the usable width of the sidewalk, temporary
pathway, or other pedestrian facility.

E. Blocked routes, alternate crossings, and sign and signal information will be
communicated to pedestrians with visual disabilities by providing devices such as
audible information devices, accessible pedestrian signals, or barriers and
channelizing devices that are detectable to the pedestrians traveling with the aid of a
long cane or who have low vision. Where pedestrian traffic is detoured to a TTC
signal, engineering judgment will be used to determine if pedestrian signals or
accessible pedestrian signals will be considered for crossings along an alternate
route.

F. When channelization is used to delineate a pedestrian pathway, a continuous

detectable edging will be provided throughout the length of the facility such that
pedestrians using a long cane can follow it. These detectable edgings should comply
with the provisions of Section 6F.74.

G. Signs and other devices mounted lower than 7 feet above the temporary pedestrian
pathway should not project more than 4 inches into accessible pedestrian facilities.
Movement by work vehicles and equipment across designated pedestrian paths will be
minimized and, when necessary, will be controlled by flaggers or TTC. Staging or stopping
of work vehicles or equipment along the side of pedestrian paths will be avoided, since it
encourages movement of workers, equipment, and materials across the pedestrian path.

Access to the work space by workers and equipment across pedestrian walkways will be
minimized because the access often creates unacceptable changes in grade, and rough or
muddy terrain, and pedestrians will tend to avoid these areas by attempting non-
intersection crossings where no curb ramps are available.

When pedestrian and vehicle paths are rerouted to a closer proximity to each other,
consideration will be given to separating them by a temporary traffic barrier.

If a temporary traffic barrier is used to shield pedestrians, it will be designed to

accommodate site conditions.

Worker Safety Considerations

The following are the key elements of worker safety and TTC management that will be
considered to improve worker safety:

A. Training—all workers will be trained on how to work next to motor vehicle traffic in
a way that minimizes their vulnerability. Workers having specific TTC
responsibilities will be trained in TTC techniques, device usage, and placement.

B. Temporary Traffic Barriers—temporary traffic barriers will be placed along the

work space depending on factors such as lateral clearance of workers from adjacent
traffic, speed of traffic, duration and type of operations, time of day, and volume of
traffic.

C. Speed Reduction—reducing the speed of vehicular traffic, mainly through regulatory

speed zoning, funneling, lane reduction, or the use of uniformed law enforcement
officers or flaggers, will be considered.

D. Activity Area—planning the internal work activity area to minimize backing-up

maneuvers of construction vehicles will be considered to minimize the exposure to
risk.

E. Worker Safety Planning—a trained person designated as the safety officer will
conduct a basic hazard assessment for the worksite and job classifications required
in the activity area. This safety professional shall determine whether engineering,
administrative, or personal protection measures will be implemented.

FLAGGER CONTROL
Qualifications for Flaggers

Since the flaggers will be responsible for public safety and make the greatest number of
contacts with the public of all highway workers, they will be trained in safe traffic control
practices and public contact techniques.

Flaggers will be able to satisfactorily demonstrate the following abilities:

A. Ability to receive and communicate specific instructions clearly, firmly, and

courteously;

B. Ability to move and maneuver quickly in order to avoid danger from errant vehicles;

C. Ability to control signaling devices (such as paddles and flags) in order to provide
clear and positive guidance to drivers approaching a TTC zone in frequently
changing situations;

D. Ability to understand and apply safe traffic control practices, sometimes in stressful
or emergency situations; and

E. Ability to recognize dangerous traffic situations and warn workers in sufficient time
to avoid injury.

Flagger Procedures

The use of flags by flaggers is illustrated in Figure 02 bellow.

The flagger should stand either on the shoulder adjacent to the road user being controlled
or in the closed lane prior to stopping road users. A flagger shall only stand in the lane
being used by moving road users after road users have stopped. The flagger will be clearly
visible to the fist approaching road user at all times.

The flagger also will be visible to other road users. The flagger will be stationed sufficiently
in advance of the workers to warn them (for example, with audible warning devices such as
horns or whistles) of approaching danger by out-of-control vehicles. The flagger shall stand
alone, away from other workers, work vehicles, or equipment.

At spot lane closures where adequate sight distance is available for the reasonably safe
handling of Traffic, the use of one flagger may be sufficient.

Figure 02: Use of Hand-Signaling Devices by Flaggers

Ref. Source: Manual of Uniform Traffic Control Devices, 2009 edition

Flagger Stations

Flagger stations shall be located such that approaching road users will have sufficient
distance to stop at an intended stopping point.

Flagger stations will be located such that an errant vehicle has additional space to stop
without entering the work space. The flagger shall be able to identify an escape route that
can be used to avoid being struck by an errant vehicle

Temporary Traffic Barriers

Temporary Traffic barriers, including shifting portable or movable barriers, are devices
designed to help prevent penetration by vehicles while minimizing injuries to vehicle
occupants, and to protect workers, motorcyclists, and pedestrians.

The four primary functions of temporary Traffic barriers are:

A. To keep vehicular Traffic from entering work areas, such as excavations or material
storage sites;

B. To separate workers, motorcyclists, and pedestrians from motor vehicle Traffic;

C. To separate opposing directions of vehicular Traffic; and

D. To separate vehicular Traffic, motorcyclists, and pedestrians from the work area
such as false work for bridges and other exposed objects.
Temporary Traffic barriers may be used to separate two-way vehicular Traffic, mainly
because the protective requirements of a TTC situation have priority in determining the
need for temporary Traffic barriers, their use will be based on an engineering study.

Temporary Traffic barriers shall be supplemented with standard delineation, or

channelizing devices for improved daytime and nighttime visibility if they are used to
channelize vehicular Traffic.

Temporary Traffic barriers, including their end treatments, shall be crashworthy. In order
to mitigate the effect of striking the upstream end of a temporary Traffic barrier.

TYPE OF TEMPORARY TRAFFICC CONTROL ZONE ACTIVITIES

Each TTC zone is different. Many variables, such as location of work, highway type,
geometrics, vertical and horizontal alignment, intersections, interchanges, road user
volumes, road vehicle mix (buses, trucks, and cars), and road user speeds affect the needs
of each zone. The goal of TTC in work zones is safety with minimum disruption to road
users. The key factor in promoting TTC zone safety is proper judgment.

Typical applications (TAs) of TTC zones are organized according to duration, location, type
of work, and highway type. These typical applications include the use of various TTC
methods, but do not include a layout for every conceivable work situation.

Well-designed TTC plans for planned special events will likely be developed from a
combination of treatments from several of the typical applications.

Other devices will be added when needed to supplement the devices shown in the typical
applications, while others may be deleted. The sign spacing and taper lengths may be
increased to provide additional time or space for driver response.

Decisions regarding the selection of the most appropriate typical application to use as a
guide for a specific TTC zone require an understanding of each situation. Although there are
many ways of categorizing TTC zone applications, the four factors mentioned earlier (work
duration, work location, work type, and highway type) are used to characterize the typical
applications illustrated in this manual.
TYPICAL APPLICATIONS

Typical Applications

This Chapter presents typical applications for a variety of situations that will be commonly
encountered on this project. While not every situation is addressed, the information
illustrated can generally be adapted to a broad range of conditions. In many instances, an
appropriate TTC plan is achieved by combining features from various typical applications.

Procedures for establishing TTC zones vary with such conditions as road configuration,
location of the work, work activity, duration of work, road user volumes, road vehicle mix
(buses, trucks, cars, motorcycles, and bicycles), and road user speeds.

In general, the procedures illustrated represent minimum solutions for the situations
depicted. The information presented in the typical applications can generally be regarded
as Guidance which will be improve on application as the conditions requires.

Other devices may be added to supplement the devices and device spacing may be adjusted
to provide additional reaction time or delineation. Fewer devices may be used based on
field conditions.

Mode of operation and setting up of the traffic control zone will be guided by the location of
the specific work and the visibility of the work zone to the road users. Where TTC zone is
located within the urban section of the road and it requires the setting up of either detours
or traffic control and protection, the maximum length that will be work on will not be more
than 1,000m as stated in the contract document and when the TTC zone is within the rural
area the maximum length of the road that will be worked on at a given time will not be
more than 2,000m but in areas with numerous horizontal curves and grade changes of
short spans the length will be review according to the prevailing site conditions.

Location Specific Traffic Management plans shall be prepare and submitted for approval to
the Engineer along with the request for the setting up of the Traffic Control Zone at various
bridge location and where major impact is expected on the free flow of traffic.
Table-1: Meaning of Symbols on Typical Application Diagrams
Typical Application 1

Work beyond the Shoulder (Drainage works along with Clearing and grubbing)

Mostly will be applicable at drainage works location, culvert extension locations and
clearing and grubbing operation and guardrail and road signs installation outside the road
active way and traffic warning signs is required for the notification of road users.

Personnel to be involved: A Supervisor and an assistant

1. The ROAD WORK AHEAD sign may be replaced with other appropriate signs such as
the SHOULDER WORK sign. The SHOULDER WORK sign may be used for work
adjacent to the shoulder.

2. The ROAD WORK AHEAD sign may be omitted where the work space is behind a
barrier, more than 24 inches behind the curb, or 15 feet or more from the edge of
any roadway.

3. For short-term, short duration or mobile operation, all signs and channelizing
devices may be eliminated if a vehicle with activated high-intensity rotating,
flashing, oscillating, or strobe lights is used.

4. Vehicle hazard warning signals may be used to supplement high-intensity rotating,

flashing, oscillating, or strobe lights.

5.
Typical Application 2

Blasting Zone

Personnel to be involved: A Supervisor and two (2) assistants for the setting up of the
signage and mounting. Four flaggers (two at each end) and two supervisors will be
required during the blasting operation.

1. Whenever blasting caps are used within 1,000 feet of a roadway, the signing shown
shall be used.

2. The signs shall be covered or removed when there are no explosives in the area or
the area is otherwise secure.

3. An audible warning signal system (Siren) will be employed and it will be made
familiar to all parties that will be involve in the operation and the road users.

4. Prior to blasting, the blaster in charge shall determine whether road users in the
blasting zone will be endangered by the blasting operation. If there is danger, road
users shall not be permitted to pass through the blasting zone during blasting
operations.

5. Flaggers will be employed on the road to control and block the traffic during the
blasting operation if the operation is deem to obstruct the free flow of traffic.
Typical Application 5

Road Closure with a Diversion/Detour

Applicable at bridge construction location, embankment filling location, construction of

pavement layers, construction of culverts. And in re-alignment sections of the project.

Personnel to be involved: A Supervisor and two (2) assistants for the setting up of the
signage and mounting.

1. Where signs and object markers only appears on direction of travel devices similar
to those depicted shall be placed for the opposite direction of travel.

2. Pavement markings no longer applicable to the traffic pattern of the roadway shall
be removed or obliterated before any new traffic patterns are open to traffic.

3. Temporary barriers and end treatments shall be crashworthy.

4. If the tangent distance along the temporary diversion is more than 600 feet, a
Reverse Curve sign, left first, will be used instead of the Double Reverse Curve sign,
and a second Reverse Curve sign, right first, will be placed in advance of the second
reverse curve back to the original alignment.

5. When the tangent section of the diversion is more than 600 feet, and the diversion
has sharp curves with recommended speeds of 25 kph or less, Reverse Turn signs
will be used.

6. Flashing warning lights and/or flags may be used to call attention to the warning
signs.

7. On sharp curves, large arrow signs may be used in addition to other advance
warning signs.

8. Delineators or channelizing devices may be used along the diversion.

Typical Application 6

Lane Closure on a Two-Lane Road with Low Traffic Volumes

Applicable in embankment construction, cutting operation on the road, construction of

pavement layers.

Personnel to be involved: A Supervisor and two (2) assistants for the setting up of the
signage and mounting. Minimum of two (2) flaggers will be involved in the operation of the
TTC device and at some locations the number of flaggers will be increased as need demand.

1. This TTC zone application may be used as an alternate to the TTC application shown
in Figure 1 (using flaggers) when the following conditions exist:

a. Vehicular traffic volume is such that sufficient gaps exist for vehicular traffic
that must yield.

b. Road users from both directions are able to see approaching vehicular traffic
through and beyond the worksite and have sufficient visibility of approaching
vehicles. If the inter visibility does not exist, flaggers will be made available
and equipped with radios.

2. The Type B flashing warning lights may be placed on the ROAD WORK AHEAD and
the ONE LANE ROAD AHEAD signs whenever a night lane closure is necessary

3. Shoulder of the other lane will be already constructed so as to provide sufficient

allowance for passing vehicles in the opposite direction. With one full width of the
open lane along with its shoulder, it will provide enough passing allowance for
vehicles in opposite direction at night time.
Typical Application 7

Temporary Road Closure

Personnel to be involved: A Supervisor and two (2) assistants for the setting up of the
signage and mounting. Minimum of two (2) flaggers will be involved in the operation of the
TTC device and at some locations the number of flaggers will be increased as need demand.

1. Conditions represented are a planned closure not exceeding 20 minutes during the
daytime.

2. A flagger shall be used for this application. The flagger shall follow the procedures
provided bellow

3. The following methods of signaling with a flag shall be used:

o To stop road users, the flagger shall face road users and extend the flag staff
horizontally across
the road users’ lane in a stationary position so that the full area of the flag is
visibly hanging
below the staff. The free arm shall be held with the palm of the hand above
shoulder level toward approaching traffic.

o To direct stopped road users to proceed, the flagger shall face road users with
the flag and arm
lowered from the view of the road users, and shall motion with the free hand for
road users to
proceed. Flags shall not be used to signal road users to proceed.

o To alert or slow traffic, the flagger shall face road users and slowly wave the flag
in a sweeping
motion of the extended arm from shoulder level to straight down without raising
the arm above a horizontal position. The flagger shall keep the free hand down..

4. Flagger stations shall be located such that approaching road users will have
sufficient distance to stop at an intended stopping point.

5. Except in emergency situations, flagger stations shall be preceded by an advance

warning sign or signs. Except in emergency situations, flagger stations shall be
illuminated at night.

6. A mobile STOP sign will be adopted to give a prior waning to the motorist.

7. When used, the STOP sign will be located before the Flagger symbol sign.
Typical Application 8

Work in the Center of a Road with Low Traffic Volumes

Applicable in the construction of the raised median at Km 16+600 – Km 16+800 and also
Km 76+725 – Km 76+985

Personnel to be involved: A Supervisor and two (2) assistants for the setting up of the
signage and mounting. Minimum of two (2) flaggers will be involved in the operation of the
TTC device and at some locations the number of flaggers will be increased as need demand.

1. The lanes on either side of the center work space should have a minimum width of
10 feet as measured from the near edge of the channelizing devices to the edge of
the pavement or the outside edge of the paved shoulder.

2. Flashing warning lights and/or flags may be used to call attention to the advance
warning signs.

3. If the closure continues overnight, warning lights may be used on the channelizing
devices.

4. A lane width of 9 feet may be used for short-term stationary work on low-volume,
low-speed roadways when motor vehicle traffic does not include longer and wider
heavy commercial vehicles.

5. A work vehicle displaying high-intensity rotating, flashing, oscillating, or strobe

lights may be used instead of the channelizing devices forming the tapers or the
high-level warning devices.

6. Vehicle hazard warning signals may be used to supplement high-intensity rotating,

flashing, oscillating, or strobe lights.

7. Vehicle hazard warning signals shall not be used instead of the vehicle’s high-
intensity rotating, flashing, oscillating, or strobe lights.
Typical Application 9

Surveying along the Center Line of a Road with Low Traffic Volumes

Personnel to be involved: A Supervisor and two (2) assistants for the setting up of the
signage and mounting. Minimum of two (2) flaggers will be involved in the operation of the
TTC device and at some locations the number of flaggers will be increased as need demand.

1. The lanes on either side of the center work space should have a minimum width of
10 feet as measured from the near edge of the channelizing devices to the edge of
the pavement or the outside edge of the paved shoulder.

2. Cones will be placed 6 to 12 inches on either side of the center line.

3. A flagger will be used to warn workers who cannot watch road users.

4. For surveying on the center line of a high-volume road, one lane shall be closed
using the
information illustrated in Figure below.

5. A high-level warning device may be used to protect a surveying device, such as a

target on a tripod.

6. Cones may be omitted for a cross-section survey.

7. ROAD WORK AHEAD signs may be used in place of the SURVEY CREW AHEAD signs.

8. Flags may be used to call attention to the advance warning signs.

9. If the work is along the shoulder, the flagger may be omitted.

10. For a survey along the edge of the road or along the shoulder, cones may be placed
along the edge line.

11. A BE PREPARED TO STOP sign may be added to the sign series.

12. When used, the BE PREPARED TO STOP sign will be located before the Flagger
symbol sign.
Typical Application 10
Sidewalk Detour or Diversion (Mainly in built up areas/town sections)

1. Where crosswalks or other pedestrian facilities will be closed or relocated,

temporary facilities shall be detectable and shall include accessibility features
consistent with the features present in the existing pedestrian facility.

2. Where high speeds are anticipated, a temporary traffic barrier and speed control
bumps will be introduced, if necessary, a crash cushion shall be used to separate the
temporary sidewalks from vehicular traffic.

3. Audible information devices shall be considered where midblock closings and

changed crosswalk areas cause inadequate communication to be provided to
pedestrians who have visual disabilities.

4. For nighttime closures, Type A Flashing warning lights may be used on barricades
that support signs and close sidewalks.

5. Type C Steady-Burn or Type D 360-degree Steady-Burn warning lights will be used

on channelizing devices separating the temporary sidewalks from vehicular traffic
flow.

6. Signs, such as KEEP RIGHT (LEFT), will be placed along a temporary sidewalk to
guide or direct pedestrians.
Mano River Union Road Development & Transport Facilitation Programme (MRU/RDTFP)
PHASE II: PAVING OF KARLOKEN TO FISH TOWN (80km) Traffic Control Plan

Traffic Control for Earthwork in excavation and backfilling

CHICO shall take all safety precautions during the excavation and backfilling on
site to ensure the safety of the personnel and the road user throughout the
course of the road work contract.

Excavation:
This work consists of excavating and grading the roadway (including the removal
of slides), waterways, and ditches (including structure inlet and outlet ditches,
channels, and similar features, even if they extend beyond the roadway limits);
excavating for intersections, approaches, and benches under the side-hill
embankments; excavating unsuitable material from roadbed and beneath
embankment areas; excavating selected material found in the roadway that is
required for specific use in the construction; the construction and removal of
detours authorized by the Engineer or otherwise shown on the Plans; trimming
and shaping of all slopes; and disposing of all excavated material.

CHICO shall ensure that the required Clearing and Grubbing, Removal of
Structures and Obstructions, and placement of Erosion Control Devices are
performed before the commencement of the excavation work.
Remove excavation materials so that the slopes may be neatly trimmed to the
lines given. Use all suitable materials removed from the excavation areas to
construct embankments, intersecting road approaches, and in such other places
as directed by the Engineer.
Where the material being excavated includes "cut to fill" material and "cut to
waste" material, the excavation shall be carried out in such a manner as to avoid
mixing of the materials

Excavation work along the road way will be carried out in a way to minimize the
effect on the road users and construction traffic.
The maximum stretch of cut length shall be limited to 200m and cut depth of
1.5m with side slope of 1m to the horizontal and 1m to the vertical.
Excavation along the road way will be carried out in layers and will be alternated
between the lanes to optimize uniformity of the operation.

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PHASE II: PAVING OF KARLOKEN TO FISH TOWN (80km) Traffic Control Plan

Excavation shall be carried out so as to limit overbreak as far as is practical.

Cut batters shall not be grader trimmed to a smooth surface but all loose rocks or
other materials which appear likely to fall at a later stage shall be removed as the
cut proceeds.
Traffic management in Excavation zone
Personnel to be involved: A Supervisor and two (2) assistants for the setting up
of the signage and mounting. Minimum of two (2) flaggers will be involved in the
operation of the TTC device and at some locations the number of flaggers will be
increased as need demand.

Soil Buffer:
Soil buffer will be provided at the entrance it to the activity zone of the work area
at a distance of about 50 m before the placement of concrete delineator.
Delineators:
At the location where the traffic is expected to get diverted to the other
carriageway, concrete delineators painted with black and white strips will be
placed at regular intervals. This will act as a confinement to construction zone of
the work area. The brick wall will be white washed so that it will clearly visible in
nighttime for passing traffic.

Sign Boards:
a. Hazard Marker will be placed before the entrance into the
excavated section. Hazard marker will be retro reflective type for
safe movement of traffic during night.
b. The first sign ‘CAUTION Deep Excavation GO SLOW’ will be provided
200 m prior to the work area.
c. This will be followed by caution board ‘Narrow Road Ahead’ 100 m
prior to the work area.

Barricading:
Alongside the delineator, barricading of 5 m length will be done using the CGI
sheets on wooden posts. The sheets will be painted white and red vertical strips.
The main intention of the barricading to restrict the entering of the traffic in
work area and avoid falling of traffic of main carriageway to excavated area.

Sign Board arrangement:

a. The advance warning for the construction operation ahead will be
provided by the warning sign ‘Men at Work’ about 100 m earlier to
the work zone.

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PHASE II: PAVING OF KARLOKEN TO FISH TOWN (80km) Traffic Control Plan

b. The above sign will be followed by ‘left hand curve’ sign at a

distance of 75 m from the diversion
c. At diversion, a compulsory keep left signboard and diversion of
route signboard will be fixed.

CHICO shall ensure the stability and safety of the excavation, adjacent structures,
existing services and the works of other agencies.

Open excavations shall be cordoned off by suitable railing/barricading and

photo‐luminescent warning signals installed so as to prevent road users and
pedestrians from slipping or falling into the excavations. Warning signals shall be

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PHASE II: PAVING OF KARLOKEN TO FISH TOWN (80km) Traffic Control Plan

visible at night also and the area shall be well illuminated during the work.

Barricades, photo‐luminescent warning signs, etc. shall be placed on the

roads/open area. Prior approval of such operation shall be obtained from Safety
Officer/Engineer‐In‐Charge of Works.

Benching
Any portion of the ground whose slope is steeper than three horizontal to one
vertical shall be benched before filling is placed on it, unless otherwise directed
by the Engineer
Each bench shall be constructed to a width adequate to permit suitable
construction equipment to operate on it. The base of the benches shall be sloped
inwards at a slope of 12 horizontal to 1 vertical. The longitudinal profile of each
bench shall be graded to ensure adequate drainage and safe discharge of water.

FILLING
General
The material approved by the Engineer to be used in fill shall be spread and
compacted in layers of uniform quality and thickness, parallel to the camber and
grade for the full width of the cross-section unless specified otherwise or
approved otherwise by the Engineer.
The thickness of each layer shall be limited to between 150mm – 200mm to
ensure that the specified compaction is achieved for the full depth of each layer.
The movement of all construction vehicles and other traffic shall be evenly
distributed over the full width of the filling area, so as not to damage or
overstress the construction.

Subgrade Filling
If part width construction is approved for subgrade filling, the layers of the
second part shall be placed to overlap on the completed part by benching out the
completed part at the level of each successive layer.
The subgrade layer shall be constructed over adjoining cut and fill sections in one
operation so as to provide continuous construction over the joining line between
cut and fill.
Layer Thickness
The maximum thickness of each layer of fill before compaction shall be 200mm
unless field trials show, to the satisfaction of the Engineer, that the specified
compaction is obtained with thicker layers.

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PHASE II: PAVING OF KARLOKEN TO FISH TOWN (80km) Traffic Control Plan

Traffic management in Filling Section

Personnel to be involved: A Supervisor and two (2) assistants for the setting up
of the signage and mounting. Minimum of two (2) flaggers will be involved in the
operation of the TTC device and at some locations the number of flaggers will be
increased as need demand.

Delineators:
At the location where the traffic is expected to get diverted to the other
carriageway, cone delineators painted with white strips will be placed at regular
intervals. This will act as a confinement to construction zone of the work area.

Sign Boards:
d. Hazard Marker will be placed before the entrance into the
excavated section. Hazard marker will be retro reflective type for
safe movement of traffic during night.
e. The first sign ‘MEN at WORK’ will be provided 100m - 200 m prior
to the work area.
f. This will be followed by caution board ‘Narrow Road Ahead’ /
‘diversion arrow sign’ 100 m prior to the work area.

Barricading:
Alongside the delineator, barricading of 5 m length will be done using the CGI
sheets on wooden posts. The sheets will be painted white and red vertical strips.
The main intention of the barricading to restrict the entering of the traffic in
work area and avoid falling of traffic of main carriageway to excavated area.

Sign Board arrangement:

d. The advance warning for the construction operation ahead will be
provided by the warning sign ‘Men at Work’ about 100 m earlier to
the work zone.
e. At diversion, a compulsory keep left signboard and diversion of
route signboard will be fixed.

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In conclusion, the various location with deep cut and large fill will be treated
with individual characteristics that will be used to guide safe construction
operation. Since one lane of the road will be needed to be kept operational, the
deployment of a Temporary traffic control zone and traffic control team will be
utilized with adequate provision to ensure a safe operation and minimum
disturbance to the free flow traffic on the road.

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Traffic Management Plan for construction operation of Bridge and

Structures
A temporary traffic diversion detour will be constructed which will be
responsible to take care of the traffic that will be diverted during the course of
the construction operation before the existing bridge will be dismantled.
A temporary (Head wall) brick wall of height 400 mm will be constructed or
concrete delineators will placed at regular interval of 2 m, adjacent to the
existing head wall. This will act as a confinement to construction zone of culvert.
The brick wall will be white washed so that it will clearly visible in nighttime for
passing traffic.

Soil Buffer:
Soil buffer will be provided at the entrance it to the activity zone of the work area
at a distance of about 50 m before the placement of concrete delineator.

Sign Boards:
a) Hazard Marker will be placed before the newly constructed head wall to
avoid any collision with vehicles. Hazard marker will be retro reflective
type for safe movement of traffic during night.
b) The first sign ‘CAUTION Deep Excavation GO SLOW’ will be provided 200 m
prior to the culvert construction work area.
c) This will be followed by caution board ‘Narrow Road Ahead’ 100 m prior
to the culvert.

Barricading:
Alongside the headwall barricading of 5 m length will be done using the CGI
sheets on wooden posts. The sheets will be painted white and red vertical strips.
The main intention of the barricading to restrict the entering of the traffic in
work area and avoid falling of traffic of main carriageway to excavated area.

Sign Board arrangement:

a) The advance warning for the construction operation ahead will be
provided by the warning sign ‘Men at Work’ about 100 m earlier to the
work zone.
b) The above sign will be followed by ‘left hand curve’ sign at a distance of 75
m from the diversion
c) At diversion, a compulsory keep left signboard and diversion of route
signboard will be fixed.

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Delineators:
At the location where the traffic is expected to get diverted to the other
carriageway, concrete delineators painted with black and white strips will be
placed at regular intervals

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Safety of Project workmen at Site

a. Safety of the Project Workers at site during duty hours will be ensured.
Safety measures appropriate (as per Project Safety Plan) for the job will
be adopted.
b. The job specific PPEs i.e. hard hat, Safety boots and jackets will be
provided to workmen at site and it will be compulsory for them to wear
the same.
c. Site engineers will ensure the use of PPEs by workmen.
a. Use of Safety boot and reflective jacket will be compulsory for the
workmen engaged for roadwork.
b. Use of Safety helmet will be compulsory for all workmen including
the staff.

Maintenance of traffic control devices

For maintenance of installed traffic control devices, a separate team consisting of
ten (10) labors, two painters and two supervisors will be engaged. They will be
provided with two vehicles for transportation of materials and labor. This group
will periodically check for disturbed devices and maintain them accordingly.

Permanent Barricade
Permanent barricades provided along the construction work of road will
channelize the vehicles along the existing road. Main intention of this barricade is
to make traffic aware about the construction work in progress. This is a
psychological barrier preventing vehicles from going astray in to construction
area. Permanent barricade will be made of GI sheets fixed with properly
anchored with steel. GI wire will be used to fasten the sheets for better stability.
These sheets will be painted with alternate yellow and black inclined strips or
red and white vertical strips. For night visibility red reflective sheets will be fixed
on barricades.

Delineators
Delineators will be of cylindrical shape and will be made of concrete. They will be
painted with black and white circumferential strips. Red colored reflectors or
retroreflective sheet will be fixed to the delineator so as to make it visible to the
traffic from either direction during night. These delineators will be placed at a
suitable spacing to guide the drivers along a safe path and control the flow of
traffic.

Flashing Beacons/ Road blinkers

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Mano River Union Road Development & Transport Facilitation Programme (MRU/RDTFP)
PHASE II: PAVING OF KARLOKEN TO FISH TOWN (80km) Traffic Control Plan

Flashing beacons/ blinkers will be provided during night at places where

construction activities will obstruct the main flow of traffic or at diversions
where a switching of traffic occurs.

Construction Entry/ Exit points

Construction entry/ exit points will be clearly identified and marked.
Construction traffic will be allowed to enter/ exit the construction area through
these openings only. These will be marked with signboards or red colored flag

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