EMIRATE OF ABU DHABI WORK ZONE TRAFFIC ...

EMIRATE OF ABU DHABI WORK ZONE TRAFFICMANAGEMENT MANUAL 2014

(TR - 531)

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مقي

S.# Table of Contents Pages

1 Amendment Page 2

2 About the Abu Dhabi Quality and Conformity Council 3

3 Acknowledgement 4

4 Foreword 5

5 Working group 5

6 Purpose 5

7 Scope 5

8 Terms and definitions 6

9 General Requirements 7

10 References 8

11 Appendix (EMIRATE OF ABU DHABI WORK ZONE TRAFFIC MANAGEMENT MANUAL2020)

8

2 | 8 P a g e s DOC-ST-ADG-E-009

Classification: Restricted - مقيدة

1. Amendment Page

To ensure that each copy of this ADG contains a complete record of amendments, the Amendment

Page is updated and issued with each set of revised/new pages of the document. This ADG is a live

document which can be amended when necessary. QCC operates (project name) Group which

prepared this document and can review stakeholder comments in order to review and amend this

document and issue an updated version when necessary.

Edition Number

Year of Approval

Number of pages

Sections Changes Notes

2014 New

2019

2020

2020

Third

Third

Third

Third

2020

2020

First

Second

Section 1- Introduction

Glossary

CITED REFERENCES

Appendices B & C

4

2

2

1

Pages 217 & 218

Full replacement of 4 pages

New appendices, pages 215 & 216

Page 219

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2. About the Abu Dhabi Quality and Conformity Council

Abu Dhabi Quality and Conformity Council (QCC) is an Abu Dhabi government

entity established in accordance with Local Law No. (3) of 2009 to raise the

quality of Abu Dhabi’s exports and products traded locally. QCC consists of a

council of regulators and industry with a mandate to ensure provision of

quality infrastructure in line with global standards.

o QCC’s functions are divided into six key areas:

• Developing standards and specifications

• Capacity building of metrology systems

• Strengthening testing infrastructure

• Launching conformity schemes

• Protecting consumer interests

• Ensuring fair trade

o QCC’s key stakeholders include regulatory authorities, consumers,

retailers and wholesalers, industry, conformity assessment bodies (CABs)

and importers.

QCC supports regulators and government organizations through offering

quality and conformity facilities, expertise and resources that allow them to

implement products safety and compliance requirements and regulations.

Additionally, QCC works towards promoting a culture of quality and protecting

the interests of consumers. In doing this, QCC seeks to promote the Emirate’s

competitiveness to become one of the world's most attractive regions for

investments and human capital, and to support the competitiveness of

national industries in world markets.



3. Acknowledgement

QCC would like to thank the members of the Working Group listed below.

S.# Name Entity

1 Engineer Manea Salem Al Sayari

Integrated Transport Centre

2 Engineer Ahmed Mohamed Hasan Alzarooni


3 Engineer Abdul Rahman Al Shamsi

Abu Dhabi Police

4 Engineer Mohamed Nour Khairy


5 Engineer Zahra Ali Alraeesi

Abu Dhabi Municipality

6 Expert Arshad Hussain Khan

Abu Dhabi Municipality

7 Engineer Fatima Salem Ali Al Jabiri

Al Ain Municipality

8 Engineer Ahmed Mohamed Almansoori

Al Dhafra Municipality

9 Engineer Saravanan paramasivam


10 Abdul Razzak Zaytoun




4. Foreword

5. Working Group

6. Purpose

7. Scope



8. Terms and definitions

Term Definition

8.1 NA Not applicable

8.2

8.3

8.4

8.5

8.6

8.7

8.8



9. General Requirements

Term Definition

NA Not applicable



10. References

11. Appendix

EMIRATE OF ABU DHABI WORK ZONE TRAFFIC MANAGEMENT MANUAL 2020

EMIRATE OF ABU DHABI WORK ZONE TRAFFIC MANAGEMENT MANUAL-

PRINCIPLES AND PRACTICE

Draft Document rev5 Page i February 2014

EMIRATE OF ABU DHABI WORK

ZONE MANUAL

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EMIRATE OF ABU DH

ABI WORK ZONE - TRAFFIC M

ANAGEMENT M

ANUAL, 2014

EMIRATE OF ABU DHABI WORK ZONETRAFFIC MANAGEMENT MANUAL

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© Copyright 2014, by safety and traffic solutions committee - Abu DhabiThis document, or parts thereof, may not be reproduced in any form without written permission of the publisher.

EMIRATE OF ABU DHABI WORK ZONE

TRAFFIC MANAGEMENT MANUAL

2014QCC-V1

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DoT:

Eng. John Aldridge

Eng. Mohamed Nour Khairy

Eng. Mudar Tayem

Eng. Osama F Ali Al Kurdi

Eng. Saravanan Paramasivam

Abu Dhabi Municipality:

Dr.Jamal El Zarif

Eng.Rauf Iqbal

Eng. Mohammed Al Shateri

Eng.Ali Farhan

Eng.Harris Margaritidis

Eng.Hazem Qawasmeh

Eng.Khalid Mahmoud

Al Ain Municipality:

Eng. David George

Western Region Municipality

Eng. Mohamed A. Abdelsalam

Abu Dhabi Police

Eng. Abdullrazaq Zaytoun

Dr. Jamal Gibril

Eng. Abdulrahman Al Shamsi

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TABLE OF CONTENTS

List of Figures ................................................................................................................... vii

List of Tables...................................................................................................................... ix

1 Introduction.................................................................................................................. 1

1.1 Overview................................................................................................................. 1

1.2 Purpose and Scope ................................................................................................ 1

1.2.1 Contractual Requirements ............................................................................... 2

1.2.2 Document Version Control ............................................................................... 2

1.2.3 Associated Manuals and Other Documents ..................................................... 3

1.3 Application of this Manual ....................................................................................... 3

1.4 Manual Structure .................................................................................................... 4

2 Principles of Work Zones ............................................................................................ 5

2.1 Overview................................................................................................................. 5

2.2 Introduction............................................................................................................. 6

2.2.1 Safety .............................................................................................................. 7

2.2.2 Clarity and Uniformity....................................................................................... 8

2.2.3 Functionality .................................................................................................... 8

2.3 Setting Out and Clearance of Temporary Traffic Management in a Work Zone (WZTM) ........................................................................................................................... 10

2.3.1 Setting Out..................................................................................................... 10

2.3.2 Removal of WZTM......................................................................................... 11

2.4 Inspection and Maintenance of WZTM.................................................................. 12

2.5 Types of Work....................................................................................................... 13

2.5.1 Static ............................................................................................................. 14

2.5.2 Inspection/Maintenance ................................................................................. 14

2.5.3 Mobile ............................................................................................................ 15

2.5.4 Emergency Traffic Incident ............................................................................ 16

2.6 Work Type Considerations.................................................................................... 17

2.6.1 Traffic Volumes.............................................................................................. 17

2.6.2 Traffic Speed ................................................................................................. 17

2.6.3 Method of Operation ...................................................................................... 18

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2.6.4 Duration of Work............................................................................................ 18

2.6.5 Work during the Hours of Darkness ............................................................... 18

2.6.6 Adverse Weather Conditions ......................................................................... 19

2.7 Carriageway Closures and Detours ...................................................................... 20

2.7.1 Dual Carriageway Closures ........................................................................... 21

2.7.2 Slip Road Closures ........................................................................................ 22

3 Work Zone Traffic Management Planning ................................................................ 23

3.1.1 Temporary Traffic Control Plan ...................................................................... 25

3.1.2 Transport Operations Plan ............................................................................. 26

3.1.3 Public Information Plan .................................................................................. 29

3.1.4 Method Statements........................................................................................ 30

4 Work Zone Components and Special Considerations ............................................ 32

4.1 Longitudinal Work Zone Components ................................................................... 32

4.1.1 Advance Warning Area .................................................................................. 33

4.1.2 Transition Area .............................................................................................. 37

4.1.3 Stabilisation Area........................................................................................... 41

4.1.4 Work Area...................................................................................................... 43

4.1.5 Termination Area ........................................................................................... 44

4.2 Lateral Work Zone Components ........................................................................... 46

4.2.1 Lateral Clearance .......................................................................................... 46

4.2.2 Use of Appropriate Barriers............................................................................ 49

4.3 Special Considerations ......................................................................................... 50

4.3.1 Curve Radii .................................................................................................... 50

4.3.2 Reduced Lane Widths.................................................................................... 50

4.3.3 Pedestrian/Pedal Cyclist Facilities and Safety................................................ 51

4.3.4 Speed Control through Work Zones............................................................... 55

4.3.5 Carriageway Narrowing on Single Carriageways ........................................... 59

4.3.6 Lane Reduction on Dual Carriageways .......................................................... 60

4.3.7 Off Carriageway Works Requirements........................................................... 61

4.3.8 Access Control............................................................................................... 61

4.3.9 Road Surface Condition................................................................................. 63

5 Risk Assessment ....................................................................................................... 64

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5.1.1 Five Steps to Risk Assessment...................................................................... 64

5.1.2 Tolerance of Risk........................................................................................... 66

5.1.3 Incident Documenting Process ...................................................................... 67

5.1.4 Mitigating Measures....................................................................................... 67

6 Equipment and Traffic Control Devices (TCDs)....................................................... 69

6.1 Overview............................................................................................................... 69

6.2 Conflict with Permanent Traffic Control Devices ................................................... 69

6.3 Standards and Sizes............................................................................................. 69

6.3.1 Sign Sizes...................................................................................................... 71

6.3.2 Sign Locations ............................................................................................... 71

6.3.3 Sign Supports ................................................................................................ 72

6.4 Signs for Use in Work Zones ................................................................................ 73

6.4.1 Warning Signs ............................................................................................... 73

6.4.2 Regulatory Signs ........................................................................................... 75

6.4.3 Prohibitory Traffic Movement Signs ............................................................... 77

6.4.4 Movement Control Signs................................................................................ 78

6.4.5 Detour Signs.................................................................................................. 79

6.4.6 Information Signing........................................................................................ 79

6.4.7 Additional New Temporary Works Signs ........................................................ 80

6.5 Delineation Devices .............................................................................................. 81

6.5.1 Pavement Markings – Dealing with Temporary and Existing Markings........... 81

6.5.2 Temporary Barriers/Barricades ...................................................................... 83

6.5.3 Hazard Markers, Chevrons and Delineator Signs .......................................... 89

6.6 Work Zones at Night Time .................................................................................... 90

6.7 Other Devices and Equipment .............................................................................. 91

6.7.1 Warning Lamps/Beacons............................................................................... 91

6.7.2 Traffic Controllers/Flagger Control ................................................................. 91

6.7.3 Portable Temporary Traffic Signals................................................................ 92

6.7.4 Variable Message Signs (VMS) ..................................................................... 93

6.7.5 Vehicle Devices and Truck Mounted Attenuators........................................... 94

6.7.6 High Visibility Clothing ................................................................................... 96

7 Typical Layouts.......................................................................................................... 99

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7.1 Safety Zones Typical Layout ............................................................................... 101

7.2 Multilane Highway, Hard Shoulder Closure......................................................... 103

7.3 Multilane Highway, Single Lane Closure on Nearside ......................................... 105

7.4 Multilane Highway, Single Lane Closure on Offside (Fast Lane Closure)............ 108

7.5 Multilane Highway, Two Lane Stepped Closure from Nearside........................... 112

7.6 Multilane Highway, Contraflow Working .............................................................. 115

7.7 Mobile Working on a Multilane Highway.............................................................. 119

7.8 Mobile Working on a Single Carriageway Road .................................................. 121

7.9 Single Carriageway, Two Way Working .............................................................. 123

7.10 Single Carriageway, Work on Footway Requiring Pedestrian Detour.................. 126

7.11 Shuttle Working using Temporary Traffic Signals................................................ 129

7.12 Single Carriageway, Shuttle Working using Stop/Slow Signs.............................. 132

7.13 Single Carriageway Roadway T Junction, 60km/h and Below – Work at Nearside with Conspicuous Work Vehicle in Attendance .............................................................. 135

7.14 Multilane Four Way Signal Junction with Work Area on Exit from Junction ......... 137

7.15 Multilane Roundabout with Work Area around Central Island ............................. 141

7.16 Multilane Roundabout with Work Area on Exit from Roundabout ........................ 146

Appendix A: Extracts of Typical Layouts from ADM Work Zone Manual for Urban Roads............................................................................................................................... 149

Cited References............................................................................................................. 215

Other References ............................................................................................................ 216

Glossary .......................................................................................................................... 217

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LIST OF FIGURES

Figure 1: Scheme type and required documentation .......................................................... 23

Figure 2: Scheme impact, duration and required documentation......................................... 24

Figure 3: Longitudinal Work Zone components ................................................................... 32

Figure 4: Typical layout for an Advance Warning Area (see also Table 1)........................... 34

Figure 5: Typical signing and layout arrangement of the Transition Area ............................ 38

Figure 6: Typical signing and layout arrangement of the Stabilisation Area......................... 41

Figure 7: Stabilisation area between two successive tapers (600m in length) ..................... 42

Figure 8: Typical signing and layout arrangement of the Work Area.................................... 43

Figure 9: Typical signing and layout arrangement of the Termination Area ......................... 45

Figure 10: Lateral working space components .................................................................... 46

Figure 11: Lateral Work Zone components (short and medium term works)........................ 48

Figure 12: Pedestrian provision........................................................................................... 54

Figure 13: Pedestrian provision (increased hazard) ............................................................ 54

Figure 14: Example of speed reduction signing requirements within Advance Warning Area........................................................................................................................................... 57

Figure 15: Risk assessment steps....................................................................................... 64

Figure 16: Risk assessment matrix ..................................................................................... 67

Figure 17: Detour signs....................................................................................................... 79

Figure 18: Variable message signs ..................................................................................... 94

Figure 19: High conspicuity vehicle markings and lighting................................................... 94

Figure 20: Truck mounted attenuator .................................................................................. 96

Figure 21: Safety zones typical layout ............................................................................... 101

Figure 22: Multilane highway, hard shoulder closure......................................................... 103

Figure 23: Multilane highway, single lane closure on nearside .......................................... 105

Figure 24: Multilane highway, single lane closure on offside (fast lane closure) ................ 108

Figure 25: Multilane highway, two lane stepped closure from nearside ............................. 112

Figure 26: Multilane highway, contraflow working ............................................................. 115

Figure 27: Mobile working on a multilane highway ............................................................ 119

Figure 28: Mobile working on a single carriageway road ................................................... 121

Figure 29: Single carriageway, two way working ............................................................... 123

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Figure 30: Single carriageway, work on footway requiring pedestrian detour .................... 126

Figure 31: Shuttle working using temporary traffic signals................................................. 129

Figure 32: Single carriageway, shuttle working using stop/slow signs ............................... 132

Figure 33: Single carriageway roadway T junction, 60km/h and below – work at nearside with conspicuous work vehicle in attendance .................................................................... 135

Figure 34: Multilane four way signal junction with Work Area on exit from junction ........... 137

Figure 35: Multilane roundabout with Work Area around central island ............................. 141

Figure 36: Multilane roundabout with Work Area on exit from roundabout......................... 146

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LIST OF TABLES

Table 1: Advance Warning Area sign locations relative to start of the Transition Area on multi-lane highways ............................................................................................................ 35

Table 2: Advance Warning Area sign locations on single-carriageway roads ...................... 36

Table 3: Sign locations on multi-lane roads......................................................................... 38

Table 4: Sign locations on single lane roads ....................................................................... 39

Table 5: Taper ratios and lengths........................................................................................ 40

Table 6: Stabilisation distance to Work Area ....................................................................... 42

Table 7: Stabilisation distance between successive tapers ................................................. 42

Table 8: Minimum lateral safety buffer widths ..................................................................... 48

Table 9: Barrier/channelling device decision chart (for outer boundary of lateral clearance area) ................................................................................................................................... 49

Table 10: Operating speed and minimum curve radius ....................................................... 50

Table 11: Lane widths by speed.......................................................................................... 51

Table 12: Distances of temporary speed limit signs from start of Transition Area................ 58

Table 13: Traffic control decision chart for single carriageway roads (40km/h).................... 60

Table 14: Sign shape and colour standards ........................................................................ 70

Table 15: Sign size and visibility ......................................................................................... 71

Table 16: Warning signs ..................................................................................................... 73

Table 17: Regulatory signs ................................................................................................. 76

Table 18: Prohibitory signs.................................................................................................. 77

Table 19: Movement control signs....................................................................................... 78

Table 20: Information signing .............................................................................................. 80

Table 21: New temporary works signs ................................................................................ 80

Table 22: Temporary barriers and barricades ..................................................................... 84

Table 23: Traffic cone dimensions....................................................................................... 86

Table 24: Beacon and cone spacing ................................................................................... 87

Table 25: Overview of layout images .................................................................................. 99

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Page 1 2014 2014 Page 2

1 INTRODUCTION

1.1 Overview The Emirate of Abu Dhabi is committed to the effective management of Work Zones and to

minimising the number of accidents that occur at Work Zones, and the severity of injuries

sustained by road users and road workers. The Department of Municipalities and Transport

(DMT) is responsible for managing the urban planning and transport sectors in the Emirate

with the mission to regulate, develop and manage urban growth and transport, for the

prosperity and happiness of community, by ensuring an integrated and sustainable approach

to pioneering and smart infrastructure, facilities and services. One of the key goal of DMT is to

achieve the highest level of economic growth, service, safety, security, environmental

protection and technological development in the Emirate's transport sector. To support the

above mission the Integrated Transport Centre (ITC) is established and it is affiliated with

DMT. One of the key tasks entrusted to ITC by the Executive Council (EC) through an

Executive Policy (Decision number 164/2019) is to regulate and manage the Work Zones in

the Emirate of Abu Dhabi.

The three Municipalities of Abu Dhabi Emirate (i.e. Abu Dhabi, Al-Ain and Al Dhafra Region)

are the responsible Road Authorities for the development and maintenance of the road

network in the Emirate on behalf of the DMT. The primary functions of all the authorities

are to maintain safety, journey time reliability and mobility and accessibility through

management of traffic, tackling congestion and providing information to road users and,

whilst respecting and minimising adverse impacts on the environment.

The earlier version of this Manual was developed by Department of Transport now

constituted as DMT in association with Abu Dhabi Quality and Conformity Council (QCC). In

coordination with QCC, Integrated Transport Centre (ITC) has revised this Manual to meet

the current requirements in consultation with the relevant roads authorities and Abu Dhabi

Police (ADP) to ensure the consistent application of competent forms of effective Work

Zone management to all roads across the Emirate of Abu Dhabi. This Manual draws on

international good practice (sources are cited in the references section at the end of this

document) that has been adapted to ensure consistent and effective Work Zone

management within the Emirate that is comparable with current regional practice.

As a part of improving the efficiency and align with Emirates digital transformation vision, ITC

established an online system to apply for “Traffic Detours Permit” (refer Appendix B for

details) and a support system to effectively manage the site inspection process and ensuring

the safety compliance. The details of violations with penalties are presented in Appendix C.

1.2 Purpose and Scope

This document sets out the requirements of all the Road Authorities in the Emirate of Abu

Dhabi in discharging the network management duty placed upon them in relation to the use

of Work Zone Traffic Management (WZTM). The purpose of this document is therefore to

ensure that a consistent approach is adopted across all roadway construction and

maintenance activities, irrespective of location within the Emirate or those responsible for

undertaking the work.

It is necessary to take a strategic approach to Work Zone management in order to ensure

that:

• The importance of an active and co-ordinated management approach of the road

network is acknowledged, accepted and implemented effectively; and

• Consistency of strategies and plans with the wider local, regional and national

policies is achieved, maximising safety for road users and personnel in Work Zones.

1.2.1 Contractual Requirements

All Work Zones within the Emirate of Abu Dhabi must comply with the requirements of

this Manual. Clients shall include this requirement as part of their relevant conditions

of contract for work undertaken by contractors/subcontractors, traffic management

specialist contractors and consultants.

This version of Manual (Version 2) supersedes all previous versions, standards and

guidelines relating to Work Zones with immediate effect from the date of formal publication.

The standards and procedures specified in this Manual shall apply to all works undertaken

on any part of the road network within the Emirate of Abu Dhabi requiring the use of Work

Zones to provide safe and effective work areas, which maximise safety of the travelling public

and construction workers whilst minimising the impact on normal traffic operation.

Additionally, the requirements set out within this Manual shall be considered as

supplementary to the requirements of the appropriate statutory Health, Safety and

Environment system and requirements in operation at the time.

1.2.2 Document Version Control

The requirement to conform to this Manual or parts thereof shall only be varied through the

issue of a general approval issued in writing by the ITC or its delegated representative body

that shall permit the use of alternative arrangements to those specified within this Manual at

Work Zones where the conditions (if any) given within the general approval are met.

Any Work Zone in place within the Emirate must be in compliance with the requirements of

this Manual and/or any general approvals issued in writing by the ITC or its delegated

representative body.

A specific approval may be issued in writing by the ITC or its delegated representative body

for use at a specific Work Zone situation allowing Departure from a required standard or

layout given within this Manual. This shall not be considered to set a precedent for future

Work Zones nor indicate a general approval for use of this approach in future Work Zones.

This Manual shall remain applicable unless directed otherwise by ITC.

The Manual shall be subject to continuous review through the ITC. Updates shall be

undertaken as necessary by ITC and QCC and communicated to all stakeholders by way of a

specific approval. That approval will specify the date and revision number of the current and

superseded manuals.

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The date and revision number shall be stated on the front cover of the Manual itself. All

those involved in managing, implementing or removing Work Zones must make sure that

they are using the latest version of the Work Zone Manual and any general approvals.

1.2.3 Associated Manuals and Other Documents

The processes and procedures set out within this Manual will be most effective when

integrated with other planning, implementation and operational processes that exist within

the Emirate of Abu Dhabi.

This Manual therefore links or refers to the following documents:

• The Abu Dhabi Manual on Unified Traffic Control Devices (Published 2016).

• The Abu Dhabi Road Safety Audit Manual (Published 2018)

• The Abu Dhabi Road Geometric Design Manual (Published 2016).

This Manual should be used in conjunction with other design standards and standard detail

drawings used in Abu Dhabi.

1.3 Application of this Manual

This Manual shall apply to all roads and highways within the Emirate of Abu Dhabi.

It will therefore be used by staff in any of the Abu Dhabi Road Authorities, other

organisations and/or individuals involved in the planning, design, implementation and

maintenance of the temporary traffic management within Work Zones as part of roadway

construction. Categories of staff include:

• Technical staff including, but not limited to planners, engineers, designers and other

specialists engaged in construction Work Zones. Technical staff typically will be

involved in the development of Work Zone management strategies, the design of

temporary traffic management for the Work Zone throughout the different stages of

construction work and the assessment of Work Zone impact;

• Operational staff, including but not limited to construction management, design

engineers, construction and safety personnel and workers who are directly or

indirectly responsible for construction activities within Work Zones;

• Managerial Staff, including management level and directorate executive level staff

involved in the formulation of policy and transportation strategy at city, Municipality

and Emirate levels;

• Abu Dhabi Police and supporting agencies;

• Any other staff within the respective agencies, directorates or organisations that are

engaged in the planning, design and construction of roadway projects.

1.4 Manual Structure

The Manual consists of seven main sections and is constructed as follows:

Section 1: Introduction – This section provides a brief overview, scope and

application of the manual.

Section 2: Principles of Work Zones – This section details the different types of work that

may be undertaken and the differing requirements for each type of Work Zone.

Section 3: Work Zone Traffic Management Planning – This section provides details of the

processes and issues related to planning traffic management for Work Zones.

Section 4: Work Zone Components and Special Considerations – This section provides

details and requirements for each Work Zone component and provides guidance on special

considerations.

Section 5: Risk Assessment – This section outlines the required approach to risk

assessment.

Section 6: Equipment and Traffic Control Devices (TCDs) – This section describes all the

different types of equipment and devices that can be used in different Work Zone layouts

together with the key requirements for their performance and maintenance.

Section 7: Typical Layouts – This section provides a series of typical layouts for different

Work Zone situations and provides illustrations of the key components together with

specifications for their correct use and installation. These cannot cover every eventuality and

should not be taken as absolute. There will be circumstances where these layouts are not

appropriate and modifications have to be made in accordance with the principles described

in Sections 2 and 4. However, they provide the basis for all conforming arrangements of safe

WZTM across Abu Dhabi. Where it is considered that these principles cannot be applied

successfully then formal request to the relevant road authority must be made for an

authorised modification.



2 PRINCIPLES OF WORK ZONES

2.1 OverviewThe purpose of a Work Zone is to provide a safe working environment for road works personnel involved in the construction and maintenance of the road itself and/or structures on, over or under it and for all road users who have to pass through or by such temporary work sites. This requires establishing traffic management at the Work Zone in order to establish and define the safe working environment.

The objective of traffic management for Work Zones is to guide all road users past the Work Zone in a safe and efficient manner whilst protecting the operatives in the zone itself. This requires that the traffic management is clear, consistent and appropriate for the Work Zone and considers the needs of all road users.

These core principles must be delivered at every Work Zone throughout the period that the Work Zone is in place. As each Work Zone will be unique, Work Zones must be assessed for hazards and appropriate steps taken to manage these effectively in order to achieve the requirements of the core principles.

The following is a list of the key safety factors affecting road users (drivers and pedestrians), road workers and traffic regulators that designers need to consider while developing the Work Zone Traffic Management Plan (WZTMP):

• Road markings and signing, including confusing or conflicting signs, markings and features;

• Clear zone safety issues, including adequate clearance to protect road workers and pedestrians from injury from moving vehicles;

• Roadway geometries, lane widths, configurations, merging tapers, crossovers and drop lanes;

• Provision for broken down vehicle refuges and emergency vehicle access for incident management;

• Night work visibility issues, daytime visibility and adverse weather conditions;

• Unstable traffic flow, unexpected queues and congestion-related accidents;

• Speed limits, management and enforcement;

• Vertical hazards, protection of excavations and drop offs.

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Additional consideration MUST be given to pedestrians as well as other non-motorised users who are potentially affected by Work Zone activity, this includes:

• Proximity of sensitive sites such as schools, Mosques, shopping areas and markets;

• The need to provide the same level of accessibility if closing a pedestrian route which is on a pedestrian travel desire line;

• Protection from hazards generated by any Work Zone activities, including dust screening;

• Protection from any traffic movements related to Work Zone activity or caused by the change in traffic patterns brought about by the temporary traffic management layout;

• The need to clearly define a pedestrian route, including advance information signing and clear demarcation of a pedestrian route;

• The need for temporary lighting;

• To ensure that the available footway widths can accommodate the level of pedestrian demand; and

• Frequent inspection and maintenance of the pedestrian route.

These core principles shall be addressed within the Work Zone Traffic Management Plan, which should consider as a minimum the key safety factors shown above. The remainder of this section sets out processes and approaches that will ensure compliance with these requirements.

It is considered by the DoT that Work Zones that comply with the layouts and requirements given in this Manual will be deemed to deliver these core principles.

2.2 IntroductionConsideration should always be given to ensuring that WZTM can be implemented, operated, maintained and removed in a safe manner and with minimal disruption to normal traffic operations. This is important for all roads but it can be critical for high speed roads and those within built-up and urban areas where space is often at a premium.

Although each Work Zone is unique, there are certain fundamental principles and procedures which should be considered when delivering the core principles (Section 2.1).These principles are outlined within this section and detail how the key safety factors should be approached in order to ensure Work Zones follow a consistent and good practice approach.




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There are a number of other common elements to each construction Work Zone which should ALWAYS be considered by the traffic management designer in preparation of the WZTMP, particularly in the design of traffic management. These are:

• The Work Area required (including allowance for appropriate safety zones);

• Access/egress arrangements for works vehicles and Work Zone personnel to and from the Work Area;

• Maintaining access to sector/Municipal network roads and ensuring safe circulation of traffic;

• The number and running lane widths for temporary lanes;

• The advance and works signing arrangements;

• Speed limits through the Work Zone.

Project design personnel are required to design safety into all Work Zones and safety considerations are to be addressed in all WZTMP documents prepared for approval.

In preparing a WZTMP, the following three aspects must be considered:

• Safety;

• Clarity and uniformity; and

• Functionality.

The WZTMP submitted for review must show how the proposed approach delivers against these four aspects. The level of evidence submitted for review shall be proportionate to the nature of the WZTMP submitted; for example less evidence would be required for approval of a WZTMP based on a standard layout from this Manual than for a layout developed from the core principles and needing a specific authority to depart from standard.

2.2.1 SafetyRoad user and worker safety on roads affected by Work Zones should be the primary aim of every roadway construction project from the design process until project construction is complete. Similarly, government and utility agencies must plan and conduct their maintenance and utility works with the safety of motorists, pedestrians and workers foremost in their minds.

The same geometric and safe design principles that apply to the design of permanent roadways should also apply to the design of temporary traffic control situations. Where this cannot be achieved, it will be necessary to depart from the standards by means of a specific authority.




Temporary traffic control must not be allowed to be interpreted as being, in effect permission for, or acceptance of, substandard traffic control situations. If anything, the unusual and/or more restrictive conditions found in and around Work Zones may dictate the necessity of even higher standards of safety.

The aim should be to manage traffic in and around Work Zones using geometric design considerations and Traffic Control Devices (TCDs) comparable to those found in a normal permanent roadway operating at the speed anticipated on the road in and around the Work Zone.

During implementation, operation and removal of Work Zones, the level of safety for road users and the workforce must be maintained at an acceptable level.

The standards and practices set out in this Manual have been designed to provide a consistent level of safety, and any relaxation from these standards shall not be undertaken without an informed risk assessment of the consequences and subsequent specific authority being granted. An approach to carrying out risk assessment is described in Section 5.

2.2.2 Clarity and UniformityThe use of standardised TCDs (signs, delineation devices and road markings) is vital for the purpose of advising motorists of the change away from normal road conditions associated with Work Zones.

The colour yellow has been designated as a unique colour reserved for use in Work Zone areas. All TCDs within and unique to Work Zone areas should have yellow as their background colour which will reinforce the message to drivers that they are in a Work Zone. Black and/or red sign borders and/or symbols, in combination with yellow, should also be the predominant work area colours. The uniform application of these colours on TCDsthroughout a Work Zone area will provide motorists with a continuous visual indication that they are approaching and navigating through a Work Zone area where roadway conditions are not normal and that they should exercise additional caution.

Another aspect of uniformity is the standardisation of the application of Work Zone TCDs.Traffic control must not be executed in a Work Zone area using TCDs that are substandard or nonstandard in material, design, or placement as this will confuse road users and place them and Work Zone personnel at risk. Principles described throughout this Manual follow the approach taken for permanent traffic signing and are uniformly applicable to signing of Work Zones. Only devices described or permitted in this Manual or other authorised publications (such as the Manual of Unified Traffic Control Devices) shall be used at Work Zones and they shall be used in a uniform and standardised manner.

2.2.3 FunctionalityTraffic movements in and around a Work Zone area should be inhibited as little as possible. However, the speed of traffic through a Work Zone must be determined by the need to manage risk to both drivers and Work Zone personnel. It is not acceptable to assume that a speed limit will be reduced when designing the Work Zones; instead the approach taken




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should be to design the Work Zone to a safety standard that is appropriate to the traffic speed and only seek a speed reduction where this is considered necessary or beneficial. In practice, this approach is likely to mean that speed limits will need to be reduced at many, but not all, Work Zones and that any reductions in speed limits are more likely to be necessary on higher speed roads.

Nevertheless, traffic control for Work Zones should be designed acknowledging that motorists will reduce their speed only if they perceive a situation which warrants such a reduction. Therefore, speed limits must be clear and suitably signed and, if motorists do not consider them credible or if they contravene the speed limit for any other reason, then compliance must be achieved by the use of high-profile enforcement.

Lane drops, lane narrowing, sharp curves, or other abrupt or frequent geometric changes should likewise be avoided. When such changes are unavoidable, adequate warning, delineation and guidance of traffic by means of pavement markings, signing, and other devices must be used to provide motorists with clear and positive information regarding the safe path through the area. These devices must be effective under the anticipated conditions of traffic volumes, traffic speeds, and lighting conditions. In turn, this requirement will have an effect on the geometric design, which must provide sufficient space for standard levels of temporary signing.

To reduce complex traffic operational conditions to an acceptable level of simplicity, geometric changes should occur in individual stages, each of which requires only one basic driver action, with a Stabilisation Area between each stage. For example, the closure of two lanes should usually be done in two individual Transition Areas rather than using a single direct closure of two lanes. Likewise, a lane closure should not directly lead into a sharp horizontal curve, but there should be a suitable Stabilisation Area separating the two changes (see Section 4.1.3).

A particular functional problem in Work Zones is visibility of original pavement markings that conflict with the required safe path through the Work Zone. Permanent pavement markings that are inconsistent with the safe path through the Work Zone and which have the potential to mislead or confuse road users should be removed on all but short-term operations (see Section 2.6.4 for definition). For short-term operations, existing markings may be left in place unless in doing so a definite hazard will be created.

No original pavement marking should be left in place that may tend to lead drivers straight into a barrier, a physical obstruction of a lane or the Work Zone working area.

When inconsistent road/pavement markings are retained, particular attention shall be given to ensuring road users can easily follow the safe path through or around the Work Zone. This should be documented in the Work Zone Traffic Management Plan.




2.3 Setting Out and Clearance of Temporary Traffic Management in a Work Zone (WZTM)

2.3.1 Setting OutInstallation of any temporary traffic measures should be carried out in a manner that ensures the safety of the workforce and road users. All personnel charged with designing or installing WZTM should be competent and be able to demonstrate competence against the expected standards set out by the DoT (for example by having achieved an appropriate qualification from an accredited training body).

The following are general considerations and objectives for the implementation and removal of WZTM:

• Installation of a Work Zone must not cause a hazard or danger to road users or the workforce;

• Installing long-term traffic management measures may require temporary traffic management measures to allow for their safe implementation;

• Planning the order of site establishment shall ensure a safe method of working and continued use of the road by all road users;

• All WZTM signing shall be positioned so as not to obscure sight lines of other WZTM elements;

• Setting out of WZTM should be performed such that workers face on-coming traffic and should begin with the placement of the “Work Zone” advance warning sign 7441;

• Work should always progress in sequence, moving in the direction of traffic back towards the Work Area. In order to encourage this method of deployment, the Typical Layouts in Section 7 provide the distance of each sign measured from the 7441 sign;

• Temporary traffic measures must be installed according to the agreed Work ZoneTraffic Management Plan (WZTMP);

• Ensure the correct use, installation and positioning of TCDs in accordance with the agreed proposals and manufacturers’ specifications;

• All signs and barriers should be secured with consideration given to expected weather conditions;

• TCDs should be positioned with due regard to all road users. They should not impede the free passage of drivers, pedestrians or cyclists along their designated routes, and shall be sited in accordance with specified lateral clearances or set back distances from the carriageway;




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• Site entrances and exits shall be appropriately signed to indicate to road users that they are not part of the safe path through the Work Zone;

• The length and ease of Work Zone accesses/exits will be determined by the expected speed of traffic during the construction works. The access points shall be designed to suit the types of vehicle that will be using them;

• Vehicular accesses and exits from Work Areas should not require the works vehicle to reverse and works vehicle movements should not disrupt the flow of other traffic or cause confusion to other road users;

• The Work Zone layout shall be checked by means of a drive through and/or visual check prior to the use of the temporary traffic measures by the public, or as soon as possible thereafter;

• This check shall be carried out by a competent person and shall be signed off to confirm that the site is safe, compliant and installed in accordance with the approved WZTMP, thus ensuring the signs and other devices give a clear message to the road users and workforce.

2.3.2 Removal of WZTMThe removal of the temporary traffic measures should normally be the reverse of the order of establishment, starting from the Termination Area and moving back towards the AdvanceWarning Area. This allows temporary signs, cones, etc. to be removed and existing signs reinstated against the flow of traffic, thereby avoiding confusion for the road user and, generally, allowing the workforce to face on-coming traffic. The following issues should be considered:

• Barriers and channelling devices should be removed using a safe system of work; this may be the use of an appropriately marked and signed works vehicle (in the case of delineation devices) or may require installation of a short-term temporary closure (in the case of barriers);

• At sites where it is difficult to install and remove traffic control signs and devices due to traffic conditions, traffic volume, shoulder width or road alignment, special arrangements to complement the general principles of installation and removal of these signs and devices should be given consideration, to maintain worker safety;

• In some situations vehicles may be required to move in a forward direction and signs and devices removed in the same order they were installed. In this situation care needs to be taken to ensure the safety of workers and approaching road users whilst ensuring road users are not confused by the removal sequence;

• Any methods of working to be employed in the safe installation and removal of WZTM must be specified in a detailed method statement as part of the approved WZTMP.




2.4 Inspection and Maintenance of WZTMThe effectiveness of the Work Zone Traffic Management Plan depends on the approved layout of traffic management being installed, inspected and maintained during the life of the Work Zone. This in turn is dependent upon there being sufficient inspection and maintenance during the works.

Every Work Zone should be routinely inspected by a competent person under varying traffic conditions and at different times of day and night. The results from this inspection process should be formally recorded and used to ensure that the TCDs are maintained so that they are clearly visible, properly located, clean and in good repair, and are operating safely and effectively. An important part of this inspection process must include the immediate removal or covering of any traffic control device which is no longer relevant.

Inspections of the temporary traffic measures shall also continually verify that the measures have been implemented as intended and that all TCDs are still in place. Any defects should be rectified without delay and any operational issues or safety concerns should be reported for consideration and any necessary action.

The formal records of such inspections shall be maintained and copies kept on site for inspection and reference. The frequency of such inspections shall be commensurate with the standard of the road and the level of traffic flow using it and shall be specified as part of the WZTMP. As a guide, it is anticipated that hourly inspections will be necessary on the busiest sections of freeways during daylight, whereas daily inspections for Work Zones on roads with low traffic flows subject to a speed limit of 40 km/h. In the event of a complaint or concern being raised regarding the state of the temporary traffic measures at the Work Zone, an inspection should be carried out as soon as possible.

This level of control can best be achieved by assigning an authorised Work Zone Traffic Management Safety Officer to each work site. The WZTM Safety Officer at small sites should automatically be the work gang foreman. At all sites the WZTM Safety Officer must be accountable for ensuring the traffic management remains in its as-installed condition and should undertake or arrange any required maintenance of this system to ensure the safety of the workers, pedestrians, and drivers.

The temporary traffic measures should not be altered from that which has been agreed and approved within the WZTMP. Changes should not be undertaken in order to facilitate unanticipated works requirements as this could have detrimental and unforeseen effects on the overall effectiveness of the WZTMP. If a change is considered necessary, revised proposals should be designed and the appropriate consultation or approval procedures followed. Any such changes shall be documented.

The WZTM Safety Officer must be competent person, with the skill to ensure traffic control measures remain effective and the authority to halt construction in order to ensure traffic and site safety. The WZTM Safety Officer must keep a record of all accidents occurring at the site in sufficient detail to permit analysis to improve WZTM.




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Work Zones which are unoccupied overnight or at the weekend still require the traffic management to be inspected and maintained. The frequency of the inspections should be commensurate with the level of risk should the WZTMP not function as required. For unattended sites, the actual size of the work area should be reduced as much as possible and made safe, secure and stable. For small Work Zones it is likely to be possible to carry out inspections on foot. However, for the majority of Work Zones, inspection from a vehicle travelling as slow as traffic conditions will safely permit should be adequate. Such vehicle-based inspections should be double-manned with driver and ‘spotter’ (who should usually be the WZTM Safety Officer). On occasion it may be necessary to inspect parts of WZTM systems on foot by disembarking from the inspection vehicle but this should only be carried out in a safe manner and wherever possible from outside the ‘live’ roadway without causing danger to the general traffic or personnel within the Work Zone.

Where works are in the vicinity of a school, Mosque, recreational area or other public facilities there is an increased need for frequent inspections and prompt maintenance of the Work Zone area. In the event of remedial work or corrective maintenance being needed, it should be undertaken in accordance with the method statement and the approved WZTMP.

All equipment used in the WZTM measures should be kept clean, as the reflectivity of signs, cones, reflectors and road markings is greatly reduced by just a thin covering of dust or mud. Any damaged signs, carriageway markings, temporary barriers, traffic cones, other demarcation devices and raised pavement markers including studs etc. shall be replaced as soon as it is safe and practicable to do so.

Where a reduced temporary speed limit is required, the speed limit signs must be in place at all times. Additionally, as part of the routine inspection process to verify the WZTMP, the inspection of speed limit, lane restriction and prohibition signs should be formally recorded. This will provide evidence as to the adequacy of the WZTMP in the event of an incident and also allows recurrent problems or any deficiencies in the plan to be identified.

Queuing, delays and congestion should be monitored while temporary traffic measures are in place, and appropriate action should be taken to enable free-flow whenever possible so as to ensure the safety of road users. Should the works cause continuing unacceptable levels of congestion, steps should be taken to re-route traffic, commencing if need be some distance away from the works. As a minimum, the positioning of warning signs on the approach to the queue should be checked and, if necessary, adjusted. If it is considered practicable to revise measures to be revised in order to reduce delays and queue lengths then any such revisions must be appropriately authorised and documented.

2.5 Types of Work Work Zones can be categorised into four basic types, each of which is typically associated with a limited number of activity types. These are static works, inspection/maintenance works, mobile works and emergency traffic incident works.




2.5.1 StaticStatic works can be broken down into three basic categories:

• Long Term;

• Medium Term; and

• Short term

Long-term works are any works that will take more than two weeks to complete and require that the Work Zone will remain in place for the entire duration of the works., The two-week duration may be extended to include shorter duration works subject to the engineering judgment of the designer and with due consideration for traffic flow and location of the works.Long-term works may have a significant impact upon traffic using the affected road network. For long-term works, it is essential that the designer has a good understanding of the flow profile throughout the day; this requires the use of traffic count data (either by use of existing data or by collection of specific site data). Traffic counts shall therefore be carried out to cover a full 72-hour period. The exact days shall be confirmed with the relevant road authority. The WZTMP shall contain details of the flow profile and indicate how any adverse effects of the Work Zone in busy periods will be managed. The majority of the templates for Typical Layouts contained in Section 7 relate to long-term works.

Traffic counts may also be required for short and medium term works, but these shall be determined on a case by case basis at the discretion of the relevant road authority.

Medium-term works are operations taking between 72 hours and 14 days including setting up and removal of associated WZTM. The level of signing and delineation for medium-term works follow the same principle as for long-term works but represent a relaxation of the full static WZTM requirements. The time span for medium-term works reflects that some of these works may be carried out overnight, or at other times when traffic volumes are low and consequently the impact of the works is reduced. The designer must ensure that traffic volumes are acceptably low for the entire period during which the Work Zone is in place. If this is not possible, then long-term static WZTM shall be considered.

Short-term works are operations that have a duration of 72 hours or less, including the setting up and removal of any associated WZTM, and may include tasks such as lamp changing, inspections or delivery of plant or equipment to a site which otherwise has no impact on traffic. Due to the short duration, cones may be used as an alternative to plastic temporary devices to delineate the tapers and to define the limits of the lateral clearances/safety buffers. Use of vehicles fitted with Truck Mounted Attenuators (TMAs) is strongly recommended for short term operations, particularly for high speed roads or where specific risks have been identified.

2.5.2 Inspection/MaintenanceInspection and maintenance work can be very varied in nature encompassing such tasks as inspection of a bridge structure during a principle inspection to routine minor maintenance




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tasks, such as replacement of damaged road furniture. In all such cases, it is assumed that the personnel involved will remain in approximately the same position on or adjacent to the road and therefore will require the appropriate level of traffic management measures to preserve the safety of the travelling public and the inspector/workforce. It is not possible to define the temporary traffic management measures for such operations and each case must be considered on its own merits taking into account the assessed level of risk.

On some occasions it will not be possible to avoid inspection personnel being on the hard shoulder or in a live traffic lane. In such instances the inspections shall be carried out either as mobile works (see below) or as static works requiring the appropriate level of traffic management discussed above.

Mobile works should be carried out wherever possible only during periods of low risk when traffic flows are low and when congestion is unlikely to be a consideration.

2.5.2.1 Regular non-emergency street cleaning activities

A particular concern with inspection and maintenance relates to personnel on foot on the highway either within live traffic lanes, hard shoulders or central reserve, this is unacceptable practice. All on-foot cleaning activities shall be avoided whenever possible. If such on-foot work is required then it shall be undertaken under the appropriate WZTTM layout and thework activity clearly specified including:

• Crew pick up and drop off locations;

• Protection system for vehicle and crew for duration for the work in line with 2.5.3 Mobile requirements

• No crossing of the live traffic lane shall be permitted;

• Work zones shall be restricted to one side of the carriageway at a time;

• Arrangements for set up and removal of TTM shall be agreed with the relevant authority.

• The NOC requirements of the respective road authority must be met before any works are undertaken including agreed schedule as per safety and work requirements; and

• NOC shall be obtained for the Cleaning crews from the appropriate agencies (depending on location) prior to undertaking such work.

2.5.3 MobileMobile works will require mobile traffic management (‘mobile convoy’ operation) and this is generally used for short duration lane closures, which may include continuous mobile operations as well as works which involve a series of short duration periodic stops which are not contained within a fixed Work Area. Mobile works will include activities such as line




marking, road stud replacement, longitudinal work on the hard shoulder, cleaning activitiesand certain inspection operations. Mobile convoy operations utilise vehicles, some with

2.5.4 Emergency Traffic IncidentA traffic incident is an emergency road user occurrence, a natural disaster, or other unplanned event that affects or impedes the normal flow of traffic.

A traffic incident management area is an area of a roadway where an unplanned set of emergency temporary traffic controls are installed, as authorised by a public authority or the official having appropriate jurisdiction for the roadway, in response to a road user incident, natural disaster or other unplanned incident. It is an unplanned WZTM zone and extends from the first warning device (such as a sign, light, or cone) to the last WZTM device or to a point where vehicles return to the original lane alignment and are clear of the incident.

In an emergency, traffic management complying with the principles included in this Manual and any detailed further advice in the Abu Dhabi MUTCD may not always be possible. In such circumstances it may be necessary for those dealing with an incident to deploy emergency traffic management using such limited traffic management resources as are available to them upon arrival at the incident.

Emergency traffic management (ETM) shall only be deployed to:

• Provide short-term protection to those dealing with or involved in the incident;

• Prevent escalation of the incident;

• Protect and give direction to other traffic approaching the scene;

• Protect the scene of a crime until such time as the police take over; or

• Help manage incident-related congestion.

The primary aim of any ETM shall be to provide immediate basic guidance to road users and to create a sterile area for the protection of those involved with an incident. As with all traffic management, drivers should be given sufficient advance warning of an obstruction, so that they can adjust the speed and position of their vehicles on the road, in order to pass the obstruction in safety.

Emergency traffic management shall be deployed under the authority of a public authority or the official having appropriate jurisdiction for the roadway who shall have the necessary authority to permit the placement of traffic management in the absence of a Work Zone Traffic Management Plan.




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2.6 Work Type ConsiderationsThere are six fundamental elements that should be used to determine whether the work type is static, inspection/maintenance, mobile or an emergency traffic incident and the type of response that is appropriate. These are:

• Traffic volumes;

• Traffic speed;

• Method of operation;

• Duration of work;

• Time of day that the work is to be undertaken (whether the work is to be completed in the hours of darkness); and

• Actual or likely weather (whether the work is to be completed during adverse weather conditions).

On single-carriageway roads, the traffic volume and speed may dictate the type of control required (see Section 6.7). On divided carriageways detailed knowledge of traffic patterns can enable the designer to schedule the work to be carried out during low demand periods, thus minimizing their effect on the road network and potentially allowing use of lower-impact works types such as short-term or mobile works.

2.6.1 Traffic VolumesFor short term and mobile works an estimate of current traffic flows can be achieved using peak and off-peak counts. The need for these will be determined on a case by case basis at the discretion of the relevant road authority. For single carriageway roads the combined two-way flow shall be counted, and for divided carriageways the one-way flow past the works site. For all other work types, a formal traffic count shall be carried out that at least covers an equivalent period to that during which the Work Zone will be present. If it is intended to identify the period of lowest flow, a 24-hour count may be required even though the Work Zone itself may not be in place for this length of time.

2.6.2 Traffic SpeedSign sizes and locations will vary according to the speed of traffic. The type of barrier or channelling device that must be used is also a function of traffic speed, as are the dimensions of the lateral clearances and longitudinal safety buffer areas (see Sections 4.2.1and 4). High speed roads (i.e. those subject to a speed limit of 80km/h or more) can be particularly hazardous, and crash protection barriers are stipulated for all long-term works on high-speed roads (see Section 6.5.2).




2.6.3 Method of OperationTo adequately assess the type of works that are to be undertaken it is necessary to have knowledge of how they will be carried out.

Setting out and removal of WZTM is itself a mobile works activity, and one which can present its own hazards to the workforce, such as the need to cross live carriageways in order to position signs. An assessment should therefore be made of the comparative risks associated with providing a full Short Term WZTM against the potential risk to road safety of using short-term solutions.

2.6.4 Duration of WorkWork duration can be split into three types and will have a direct bearing on the risk assessment to be applied to each situation requiring WZTM and hence the need for certain measures. These are:

• Short term works involving periods of up to 72 hours;

• Medium term works of duration 72 hours to 14 days;

• Long term works of duration more than 14 days.

2.6.5 Work during the Hours of DarknessTraffic flows and other factors dictate that some traffic management activities are conducted during the hours of darkness. Such operations require additional pre-planning, resources and procedures to those needed for daytime activities. For example, some maintenance activities are executed at night-time to take advantage of low traffic volumes.

Although the risk of encountering high traffic flows are reduced by working during the night, other factors such as poor driver behaviour, higher speeds, fatigue, difficulty in judging distances and limited vision will increase the risk of working during the night. Throughout the hours of darkness, any traffic barriers, including coning, water filled plastic barriers and temporary concrete/steel barriers in addition to any signing shall be equipped with appropriate permanently illuminated warning lights or high-intensity flashing beacons to alert approaching drivers to the presence of a hazard. In general, warning lights should be used to indicate to drivers the extent of an obstacle and high-intensity flashing beacons should be used to draw attention to a specific hazard. Over-use of flashing lights should be avoided as this can give a confusing effect to approaching drivers.

The following planning checks should be conducted during daylight hours prior to the works being conducted during the hours of darkness:

• Stopping points for works vehicles should be pre-determined, positively identified and marked if difficult to locate;

• The proposed location for temporary signs, the start and end of tapers, and longitudinal coning should be positively identified;




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• Relevant medians and road side areas should be inspected for hazards, and to ensure that there is adequate width to place the temporary signs safely;

• Consideration should be given to pre-placing signs in the median or verge so that they then only need to be stood up at night;

• Carriageway crossing points should be checked to ensure that there are adequate sight lines to see on-coming traffic.

Roadways in a Work Zone should be illuminated for all high-speed or high-volume roadways or in areas with difficult geometry. Generally, the illumination of a Work Zone area should seek to conform to the same lighting criteria applicable for the permanent roadway it is located on. The requirements of the Road Authority for the permanent roadway should equally apply to the Work Zone.

It is sometimes appropriate to floodlight the Work Area when undertaking construction work to occur during hours of darkness. Care must be taken to ensure that the placement of floodlights does not result in light shining directly toward approaching traffic, dazzling, or creating glare, in the eyes of drivers. If floodlighting is used within a Work Zone the Work Zone Traffic Management Safety Officer should check the adequacy of its placement. This is best done by driving through or past the Work Zone in each direction of travel to observe any floodlighting glare problems.

2.6.6 Adverse Weather ConditionsTraffic management operatives and contractors should be aware of the effects of adverse weather, such as decreased visibility in fog or the reflective glare from bright sunlight which can lead to increased reaction times and stopping distances. High winds, sand or rainwater on the roadway can result in vehicle instability or increased braking distances. It is essential that a risk assessment identifies clearly the hazards associated with adverse weather and that adequate controls are in place. Wherever possible, the traffic management operator should seek agreement with the client regarding the acceptable limits of adverse weather prior to work taking place, which should be documented in the Work Zone Traffic Management Plan.

When visibility of the signs and the works is seriously affected by the onset of adverse weather conditions, it may be appropriate to enhance the advance warning by the addition of high intensity flashing warning lights on the approach to the site.

If the conditions persist or if the situation cannot be safely managed then it may be advisable to cease work and to clear the site of all personnel in the interests of their safety.

Where there is an unacceptable risk to road users from leaving the Work Zone in place, it may be better to clear the carriageway of all obstructions associated with the works if this can be done safely. The initial decision in any of these eventualities is for those supervising the works and maintaining the traffic management, although the final decision is for the police and/or client and Work Zone Traffic Management Safety Officer and will depend on all




the prevailing circumstances, including the nature of the works, the volume of traffic and the characteristics of the weather conditions.

2.7 Carriageway Closures and DetoursProposed road closures present significant difficulties to the designer and the contractor in ensuring the safety of the workforce and the travelling public. Alternative routes for traffic away from freeways to lesser standard routes should be put into effect only when absolutely necessary, in order to avoid lengthy delays and only after consultation with the relevant Road Authorities. The accident rate on single carriageway roads and some lesser standard dual carriageway roads is likely to be higher than that for works-affected freeways, so it will normally be safer to keep traffic on the freeway if possible. For short-term works however, closure of a carriageway overnight may be appropriate.

Traffic detours may be necessary in order to close a road or because of continuing congestion. Sometimes such a detour may be necessary only for traffic proceeding in one direction.

Any detour introduces new traffic movements, so that confusion and hazards may result. Detours should therefore be planned with the various authorities taking account of the suitability of the proposed alternative route for the expected traffic flows and consider amongst other things: comprehensive directional signing; priority at junctions; the available headroom at any over-bridges; and the effect of additional traffic on the environment. Many variants may be possible depending on the position of the required closure in relation to the available detour routes.

When designing such routes for Work Zones, the designer should consider carefully the needs of pedestrians and cyclists, who are unlikely to accept lengthy detours or long delays and are likely to ignore the alternative route signs and/or use inappropriate routes. This may require careful planning of measures to ensure cyclists and pedestrians are prevented from taking routes that are a hazard to themselves or others.

Where a side road is closed and traffic cannot turn into it, traffic should be diverted by travelling ahead. In these cases, the “no right turn” or “no left turn” sign to diagram 7346 or 7347 should be used (See Section 6.4.3).

The designer should ensure that the proposed alternative route is correctly signed throughout its length using appropriate direction signs. It should be noted that in re-routing traffic, and signing a detour, the needs of all types of vehicles, including public service vehicles, should be kept in mind. Where a bus stop is temporarily removed or relocated, the position of the nearest alternative bus stops should be indicated at the stop affected.

Some Work Zones may cause an increase in traffic on otherwise lightly-trafficked roads. The contractor should keep the roads in the vicinity of the works under observation and ensure that appropriate signs are provided. For example, “GIVE WAY” markings may have to be supplemented by the triangular road marking and a “GIVE WAY” sign because of increased




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traffic. The possible need to impose temporary no parking restrictions on the alternative route should be borne in mind.

Additional WZTM might still be needed within the closed section of a road as there are likely to be exemptions to the closure, for example for emergency services, premises requiring vehicular access and for pedestrians.

Advance warning of a detour is given by the “Detour” sign (7515). Distances up to but not exceeding 400m may be shown on the sign, to the nearest 10m, in place of the arrow.

The various detour signs have black legends on yellow backgrounds. This is to distinguish them from permanent directional signs and to attract the driver’s attention in the unusual surroundings of the alternative route. The “Detour” sign (7515) is not used to indicate a change of direction within the Work Zone; the sharp deviation of route sign (Table 16, sign 7456/7) is used in these circumstances.

If a pre-established detour route is used then the flap-type signs which can be opened to display the message in an emergency can be used, otherwise the signs used will be of the standard type. It may be possible in some cases to show this information on a variable message sign.

Details of the closure will also need to be advised to the various public authorities who may also be affected, such as transport operators, emergency services etc. as part of the planning and approval process.

2.7.1 Dual Carriageway Closures For short-term works, closure of the carriageway overnight or at a weekend may be appropriate since this allows the works to be carried out quickly with little risk to the workforce. Before the option of a carriageway closure is chosen, the suitability of the alternative route will need to be assessed along with the increased level of accident risk imposed on the alternative route.

It is good practice to give advance warning of the closure by advance warning information signs placed in the relevant area of road indicating the time and date when the carriageway will be closed. This may be supplemented by other mechanisms such as public information campaigns if the closure of the road will have a significant impact.

In order to close the carriageway, it will be necessary to deploy temporary traffic management to reduce the number of lanes before requiring the traffic to leave the carriageway. Appropriate traffic management should be designed in accordance with the principles given in this Manual for the Advance Warning Area and Transition Area.

An assessment should be made whether to keep one or two lanes open for traffic leaving the carriageway by the exit slip road; this will depend on traffic volumes expected. Usually one lane will be sufficient for an overnight closure.




A line of delineation devices and a “ROAD CLOSED” sign should be positioned on the main carriageway downstream from the point where traffic is directed to exit the carriageway in order to ensure road users are aware the road is closed. In order to intercept any vehicles that may breach the closure, it is advisable for the closure point to be staffed, particularly if there is a works access point.

If the works site is a significant distance from the closure point, further transverse lines of delineation devices at 1.5m centres and a “ROAD CLOSED” sign should be positioned on the main carriageway at 1 km intervals.

For a short-term carriageway closure, the replacement of permanent road markings at the exit slip road with temporary ones will not usually be needed. For a medium-term closure, for example, over 3 or 4 days, the replacement of permanent road markings with temporary ones may be necessary.

2.7.2 Slip Road ClosuresBefore the option of a slip road closure is chosen, the consequences to drivers in terms of the length, quality and signing of the detour route should be considered. It is good practice to give advance warning of the closure by means of a temporary information sign positioned on the nearside of the road to indicate the time and date when the slip road will be closed together with a contact telephone number in case of query.

Details of the closure will also need to be advised to the various public authorities who may also be affected, such as transport operators, Civil Defence etc.




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3 WORK ZONE TRAFFIC MANAGEMENT PLANNINGThe objective of traffic management for construction Work Zones is to guide all road users past a Work Zone in a safe and efficient manner whilst protecting the workforce in the zone itself. This is achieved through the development and implementation of a comprehensive Work Zone Traffic Management Plan (WZTMP).

A WZTMP forms part of the overall scheme design process whereby a coordinated strategy is developed to manage the disruption to normal traffic flow, ensure the safety of road users and Work Zone personnel and provide a safe working environment for the works being undertaken.

Depending upon the complexity, impact and public interest generated in the works, the WZTMP can comprise up to three components. These are:

• A Temporary Traffic Control Plan (TTCP);

• A Transport Operations Plan (TOP);

• A Public Information Plan (PIP).

The requirements to produce and gain approval for each of these elements within a WZTMP are identified in Figure 7 based on the likely impact of the proposed works. It should be noted that this forms the minimum requirement and from time to time the Road Authoritiesmay require a higher standard to be applied in the development of the plan for a particular Work Zone, depending on particular circumstances.

Figure 1: Scheme type and required documentation

As the diagram shows, for Minor Schemes, only a TTCP is required whereas a TTCP, TOP and PIP are definitely required for Major Schemes. For an intermediate scheme, the PIP

? Temporary

Traffic Control Plan (TTCP)

Transport Operations Plan (TOP)

Public Information Plan (PIP)

Major Scheme

Intermediate Scheme ()

Minor Scheme




may be required and the Scheme Designer should agree with the approving Road Authoritywhether this is needed.

The purpose of this section is to introduce a clear methodology for determining the classification of the WZTMP required.

The matrix in Figure 2 should be used in order to determine which of these three WZTMP components are required. This is based upon consideration of both the impact of the works (i.e. Low, Low-Medium, Medium, High) and the overall duration of the works.

Like

ly Im

pact

of W

orks

< 24 Hours> 24 Hours

< 3 Days> 3 Days

Low TTCP

Low-MediumTTCP+TOP

Medium TTCP+TOP+PIP

High

Figure 2: Scheme impact, duration and required documentation

For example a low impact project lasting two days requires only a TTCP, whereas a high impact project lasting seven days requires a TOP and a PIP in addition to a TTCP.

It should be noted that during the planning stage it is at the discretion of the designer to initially identify the appropriate type of WZTMP which is required, however the final decision will be made by the approving Road Authority. It is therefore recommended that the designer verifies the requirement with the approving Road Authority if there is any uncertainty over which elements of the WZTMP are required.

The above matrix may not be suitable for particularly minor schemes or routine works, such as:

• Routine maintenance activities;

• Routine planting, or other arboriculture activities;

• Short-term services work including road crossings or construction of accesses.

For such works, it may be appropriate to seek the agreement of the Road Authority for the use of generic WZTMPs and scheme layouts.




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3.1.1 Temporary Traffic Control PlanThe Temporary Traffic Control Plan (TTCP) is required for all WZTMPs (Low, Low-Medium, Medium, High). The TTCP deals with management of traffic (road users) in and around the Work Zone. The TTCP does not cover contractors' internal traffic management issues within the Work Zone/site boundaries, except at works accesses/works exits where works vehicles interact with road user traffic.

The TTCP describes the methods and approach to traffic control to be used in facilitating the safe passage of vehicle and pedestrian traffic through and around the Work Zone.

The detail of the TTCP will be dependent upon a number of factors such as complexity of work, duration and location. As such they will vary from a brief pro-forma document for the smallest works referencing standard drawings taken from this Manual, to a major document which details each phase of WZTM control and how is this to be implemented, maintained and removed at the end of the works.

The TTCP shall be specific to each project. Generic TTCPs will only be accepted for routine works carried out repeatedly in the same location such as minor landscape maintenance and public realm works (such as maintenance in medians and at the roadside, carriageway sweeping, planting etc.).

Project specific details will address for each stage of traffic management (where applicable):

• Agreed works timings (including setting out and removal times for temporary short-term traffic management);

• Phasing of works;

• Works setting out and detailed setting out information;

• Circulation and travel lanes;

• Temporary signing, road markings and traffic signal control (where appropriate);

• Details of any cancelled traffic movements;

• Traffic signal staging plans;

• Barricades and temporary detour routes;

• Maintenance of the temporary traffic management.

It is also required that the contractor shall provide the following information to supplement the TTCP:

• Location of construction Work Zone access/exit points

• Anticipated vehicle movements, including arrangements for material/plant delivery;




• Staff and operations control plan;

• Incident management arrangements and/or plans.

For the concept design stage, the preparation of the TTCP will require the following information:

• Scheme location plan;

• Definition of Work Zone limits;

• Selected Work Zone management strategies;

• Typical traffic management layouts and details/specification;

• Specific traffic management layouts and details/specification;

• TCDs to be utilised;

• Construction/construction phasing plans;

• Geometric design information.

This list is not exhaustive and can be supplemented with additional information where required. If information is not relevant, this can be stated (for example, if standard layouts are used, these can be referenced as drawing numbers).

In order to facilitate a more integrated approach to the review and approval process, if a designer is aware that a Departure from normal standards (whether road geometric design or WZTM design) is required during the early planning stages the appropriate Road Authoritycan be contacted for approval in principle before more detailed work is completed.

3.1.2 Transport Operations PlanThe Transport Operations Plan (TOP) is required for anything other than Low impact WZTMPs and also for Low impact schemes which have a relatively long duration.

A Low/Medium WZTMP is applicable for a project which is likely to have more than a minor level of disruption on the travelling public at large, communities and businesses.

The characteristics of a project which requires a TOP are (but not limited to):

• More impact than minor construction or maintenance works;

• Involves single lane closures for a period of time;

• Located on, or near to the central business district or environmentally sensitive sites;

• On a priority route (as defined by DoT)

• Will last for more than one day;




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• Will have construction activities taking place during the peak am, midday and pm periods.

The Low/Medium WZTMP should include more detailed Work Zone impact analysis and management strategy information compared to the Low impact WZTMPs. This will includesome element of the PIP and/or TOP strategies, as well as cost estimates to enable the client to make an informed choice based on impact, cost and duration. It should include details of:

• Emergency vehicle access for the site;

• Emergency vehicle movements around the site;

• Public transport such as bus stops, taxi stands, designated drop off and pick up areas;

• School bus accesses;

• Incident management plan;

• Approach to enforcement and liaison with the AD Traffic Police;

• Environmental Management Plan;

• Safety Management Plan;

• Journey Time Reliability;

• Maintenance of the detour route specifications (traffic and NMU).

The TOP details the measures to mitigate the impact of construction Work Zones through the use of improved transportation operations and management of the roadway network.

It will detail the strategies to address the operational and management of the affected local network for the duration of the works. Strategies will include items such as Work Zone Intelligent Transportation System (ITS) components, law enforcement, environmental mitigation measures and incident management.

The TOP shall be specific to each project and a generic TOP will not be accepted. The level of detail required will be dependent upon a number of factors such as complexity of work, duration and location.

The TOP shall also detail the management strategies that are to be used in mitigating the effects of the construction Work Zone during the project life cycle and can include, but are not limited to:

• Demand management strategies, for example:

• Working time restrictions;




• Temporary park and ride facilities;

• Temporary car parking facilities;

• Modal shift and increased accessibility to and of public transportation.

• Corridor and overall network management strategies, for example:

• Temporary strategies for enforcement (in conjunction with the police);

• Introduction of turning movement bans;

• Temporary ITS devices such as portable variable message signs;

• Temporary signals and or signal staging plans, or use of adaptive traffic signal control;

• Segregation of construction vehicles and or slower moving vehicles such as large trucks from normal vehicle flow;

• Ramp/access closure to limit access to the affected area;

• Journey time reliability.

• Work Zone safety management strategies, for example:

• Temporary speed limits and/or enforcement of existing speed limits;

• CCTV surveillance and/or police enforcement;

• Temporary traffic calming measures such as rumble strips and countdown distance markings;

• Use of concrete/steel temporary barrier instead of temporary plastic barrier (depending upon speed limit);

• Introduction of crash cushions in "at risk" locations; and

• Protection of the mobile workforce using crash cushions mounted on vehicles (TMAs).

• Work Zone Environmental Management Strategies, for example:

• Air and noise pollution;

• Spill prevention;

• Material storage;

• Waste management.




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• Incident management strategies, for example:

• Development of incident scenarios and management plans;

• Training of staff;

• Close liaison with the police, other Emergency Services and Civil Defence.

It is not intended that this list is exhaustive in the development of the TOP, however it gives an overall direction of the types of strategies that can be considered and employed during the works. It is expected that these measures identified will form a 'do minimum' case.

3.1.3 Public Information PlanThe Public Information Plan (PIP) is required for a High impact WZTMP and maybe required for some Low/Medium impact WZTMPs. The PIP details the methods employed to inform the travelling public, businesses and surrounding community concerning the construction project and the impact that the Work Zones will have on them and how these are being managed.

The PIP shall be specific to each project and a generic PIP will not be acceptable. The level of detail required will be dependent upon a number of factors such as complexity of work, duration and location. It is however expected to include the following:

Stakeholder engagement including but not limited to:

• The general public, including residents affected by the works;

• Road users;

• Business owners;

• Any schools, hospitals, government offices, or other official sites.

Communication of the project can be through:

• Printed media such as flyers, newspaper advertisements, official notices etc.;

• Public media such as radio, television, local broadcasts etc.;

• VMS;

• On-site project information board (mandatory);

• Web-based traffic management information.

The PIP does not replace the liaison and discussion that is required with identified Key Stakeholders throughout the planning, implementation, and removal of any WZTM, but can be a useful management tool in documenting the process to take place.




3.1.4 Method StatementsA project-specific detailed method statement should be prepared for the implementation, maintenance, and removal of the detailed traffic management design.

Generic method statements are not generally acceptable and should only be used after they have been assessed and adapted to the particular circumstances of the site and the specific activity proposed. The method statement should be prepared by the organisation responsible for undertaking the activities. Its formulation should take into account the available resources, including the skill, knowledge and experience of the various elements of the workforce. For each activity, the method statement should identify the resource implication, both human and equipment.

Where the method statement sets out activities which interact with those of other organisations, detailed liaison should take place to facilitate co-operation and ensure a cohesive operation. Such liaison is likely to include the police, the Road Authority, and the organisation responsible for construction of the works.

To ensure sufficient scope in the production of the method statement, consideration will need to be given to points raised throughout this Manual. Although the issues raised below are not exhaustive, the following issues should be addressed:

• The amount of work which can be carried out in one working period;

• Positioning of vehicles (will the traffic management vehicle(s) be parked off the carriageway, or is it required to protect the workforce?);

• If parking the vehicle in a live traffic lane is unavoidable a risk assessment must be carried out and consideration given to equipping the vehicle with a Truck Mounted Attenuator (TMA) and high intensity flashing keep left/right arrow in addition to the normal arrow (on high speed roads the assumption should be made that the method statement will not be approved unless vehicles in live lanes are equipped with TMAs);

• Crossing the carriageway on foot: This is a hazardous activity. It should be planned so that the location provides adequate sight lines and gaps in the traffic and a place of safety at both sides of the carriageway;

• Pre-setting signs (i.e. placing signs out in advance ready for erection): This operation can often be the safest, most efficient method for implementing temporary traffic management arrangements;

• Storage of equipment;

• Erection of signs: The sequence of erection should ensure that the first sign erected provides protection for the erection of the remaining signs. Consideration should also be given to the associated manual handling implications;




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• It is crucial to ensure that at all stages of any temporary traffic management implementation and removal the signs displayed do not conflict with other signage or layouts in such a manner as to create a hazard;

• When mobile operations (as described in Section 2.5.3) are used to deploy static signs on the central median, consideration should be given to avoiding any possible conflict between the static and mobile signs. It may sometimes be necessary to locate additional mobile works on the other carriageway in order to reduce the risks associated with his activity;

• Construction and removal of Transition Area (tapers): The detailed sequence in which this work is to be carried out should be clearly indicated;

• Placement and removal of longitudinal cones: Method of placement and removal should be clearly indicated, either pre-placement or directly placed from a vehicle;

• Maintenance regime: Suitable places of safety should be identified for road workers and operatives carrying out maintenance tasks. Such places should be accessible and available at sufficient intervals;

• Incidents: The method statement should cover contingency plans, for example, a traffic collision or the effect of the onset of adverse weather;

• The use of electronic light-emitting roadside variable message signs, if present, to warn of mobile operations, and the establishment and removal operations associated with static temporary traffic management arrangements.




4 WORK ZONE COMPONENTS AND SPECIAL CONSIDERATIONS

4.1 Longitudinal Work Zone ComponentsA Work Zone can be considered as consisting of five specific longitudinal areas, as illustrated in Figure 3. These are described in the sections that follow.

Figure 3: Longitudinal Work Zone components




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4.1.1 Advance Warning Area Within the Advance Warning Area, approaching drivers are informed that they are entering a Work Zone, and given an initial indication of any action to be taken ahead. If a temporary reduced speed limit applies in the Work Zone, signing for this is located in the AdvanceWarning Area.

The length of the Advance Warning Area varies according to the approach speed of traffic, the type of road and whether speed reduction is being introduced as part of the Works. The generic diagrams and sample Typical Layouts in Section 7 define the lengths required for various circumstances which relate to the speed of approaching traffic.

This area is used to advise motorists that there are temporary conditions ahead of them that require particular care. In some instances, a stepped reduction in the speed will be required within this area.

These speed reductions should be indicated at intervals as specified in Table 12(Section 4.3.4) and occur in 20 km/h steps until the speed for which the traffic control has been designed is indicated. It is good practice to repeat the final speed limit at least once.

A typical example layout for an Advance Warning Area for a multi-lane highway is shown in Figure 4.

The length of the Advance Warning Area should relate directly to measured approach speed such that sufficient distance is allowed for speed reduction.

Urban sites will commonly have limited space for Advance Warning Area signs. However, every attempt should be made to provide adequate advance signing. High-speed arterials should normally have sufficient space to allow the specified distance for the required advance-warning signs. On lesser roads or in busy business areas, shorter Advance Warning Areas may be acceptable but each case should be assessed on its individual merits.

Consideration should also be given to extending lane closures and the relevant signing into any preceding Work Zone and onto intersecting roads, as applicable.




Figure 4: Typical layout for an Advance Warning Area (see also Table 1)




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Table 1: Advance Warning Area sign locations relative to start of the Transition Area on multi-lane highways




Table 2: Advance Warning Area sign locations on single-carriageway roads

Permanent Posted Speed Limit OR 85th

Percentile Speed if Higher(km/h)

(m) (m)

or

or

(m)

or

or

(m)

or

(m) (m)

40 200 - 100 50 15 0

60 300 150 100 50 15 0

80 600 300 200 100 15 0

Notes:

• Temporary speed limits for single lane closures shall be a maximum of 20 km/h less than the posted speed limit.

• Certain single carriageway layouts are only permissible with a temporary speed limit of 40 km/h in force (See Section 4.3.4).

• If the 85th percentile speed is greater than the posted speed limit then the 85th percentile speed should be used.

• All distances for signs are measured from the start of the transition taper (datum).

For typical layouts showing the placement of signs, please refer to Figure 29 (Single carriageway, two way working), Figure 30 (Single carriageway, work on footway requiring pedestrian detour), Figure 31 (Shuttle working using temporary traffic signals), Figure 32(Single carriageway, shuttle working using stop/slow signs) and Figure 33 (Single carriageway roadway T junction, 60km/h and below – work at nearside with conspicuous work vehicle in attendance).




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Notes:

Temporary speed limits for single lane closures shall be a maximum of 20 km/h less thanthe posted speed limit (other than 160 km/h with three lanes in each direction where 40 km/h is allowed).

All distances for signs are measured from the start of the transition taper (datum).

1 If more than one speed limit reduction steps required, speed limit reduction sign shall beplaced every 500 m (minimum) for every successive 20 km/h reduction.

Posted Speed Limit

(km/h) (m) (m) (m)

and

(m)

and

(m)

(m) (m)

40 200 Not used Not used Not used 100 50 0

60 300 150 Not used Not used 100 50 0

80 600 300 Not used Not used 200 100 0

100 800 500 400 Not used 200 100 0

120 1000 900 800 400 200 100 0

140 1300 12001 1000 600 200 100 0

160 1700 15001 1400 800 200 100 0

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4.1.2 Transition Area Within the Transition Area, traffic is given the final opportunity of changing traffic lanes in readiness for lane closures ahead and to divert from the normal path over the length of the taper to align with the route to follow through the Work Area.

The Transition Area is the area in which drivers are required to take any final action, such as:

• Shift position on the roadway without changing lane (where there is no reduction in the number of lanes);

• Merge two lanes into one (lane drop);

• Cross the central median (crossover);

• Enter a detour completely separate from the road under construction.

The Transition Area must be clearly defined using appropriate channelizing devices and should conform to the layout depicted on the guidance signs preceding it. Complex transition situations should be broken down into a number of standard transition situations separated by Stabilisation Areas (of a length as described in Section 4.1.3). No signing for subsequent transition conditions should be included in a Transition Area, but rather should occur in the Stabilisation Area separating the two transitions.

The length of a Transition Area will depend on the approach speed of traffic (i.e. thepermanent posted speed limit or the 85th percentile speed if higher) and the amount of alignment shift involved in the transition.




Figure 5: Typical signing and layout arrangement of the Transition Area

Note:

• This figure shows the typical layout of warning signs within the Transition Area. Sign positioning and taper lengths will vary in accordance with Table 3, Table 4, and Table 5.

Table 3: Sign locations on multi-lane roads



(m) (m) (m) (m) (m) (m)

60 0 60 120 Not used Not used Not used

80 0 50 100 150 Not used Not used

100 0 50 100 150 200 Not used

0 50 100 150 200 240

Note:

• In instances where vehicle approach speeds are in excess of the posted limit, sign siting distances can be increased by 25% above those stated in the table.




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Table 4: Sign locations on single lane roads



(m) (m) (m) (m)

40 0 40 80 Not used

60 0 60 120 Not used

80 0 50 100 150

The termination of barriers or other channelling devices shall be flared out from the edge of the carriageway at the same alignment, or flare ratio, as is applicable for the taper and all barriers or devices shall be fitted with an approved end terminal, such that no part of the protection device constitutes an impact hazard to vehicles.

The alignment of the taper should be either straight (in the case of a lane drop) or a reverse curve (in the case of an alignment shift).

It can be difficult for motorists to see the alignment and extent of a taper through a curve. Consequently, tapers should be located in advance of curves if this is practicable. The appearance of the taper should be risk assessed after initial placement and consideration should be given to adjusting the taper length if it is necessary to provide the taper through a curve.

4.1.2.1 Safe Taper Positions

Tapers are a fundamental element of temporary traffic management as they merge traffic from the closed lane into the lanes remaining open. The position of a taper will be decided by the presence of road features such as slip roads and the need to provide lateral clearance adjacent to the Work Area.

In designing temporary traffic management the main consideration for tapers should be that there is adequate horizontal and vertical visibility. If necessary, the length of the Stabilisation Area can be extended and/or additional lengths of lane closures beyond the Work Area can be provided to ensure that this is achieved.

The location of any taper should be decided following a risk assessment which looks to identify any risks arising from the proposed location of a taper and the measures required to mitigate those risks. This is to be created and kept as part of the design file, it is not intended to be a single use document and should be revised as and when necessary should the works requirements change.

Tapers should comply with the taper ratio given in Table 5. Note that the taper is based on the approach speed limit or the 85th percentile speed if this is greater, not on any temporaryspeed limit that may commence immediately before the taper.




Table 5: Taper ratios and lengths

Note:

• The above preferred taper ratios and distances are consistent with the preferredfigures given in MUTCD which also permits a 25% shorter taper length in physically constrained sites and single carriageways.

4.1.2.2 Reduction in Visibility Distance

Where works are located near a bend in the road it is absolutely essential that adequate advance warning is given to approaching drivers because of the reduced visibility. An indication should be given of the path to be followed to avoid any road obstructions and to guide the driver safely through and past the work area.

A tapered line of barriers/cones must start far enough in advance of the hazard to enable drivers to negotiate the bend and the obstruction safely. The taper should also be provided in advance of the bend to be clearly visible on the approach side, as not only will this help to guide drivers safely through the bend and past the construction Work Zone, but it will also provide protection of operatives in the work area.

In the design of traffic management, not only does the sight line requirement of the driver need to be considered, but so does that of the operative in the Work Area to ensure that the placement of any traffic management feature does not compromise their sight line. This is essential in the location of any works access/egress points where, for example, poorly positioned traffic signing might obscure construction vehicle sight lines from an access to the works.




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Permanent Posted Speed Limit (km/h)

Preferred Taper Ratio

Preferred Taper Length

for Single Lane (3.65m)

Closure (m)

Minimum Taper Length for

Single Lane (3.65m)

Closure (m)

Maximum Taper Length

for Single Lane (3.65m)

Closure (m)

40 1:22 80 60 100

60 1:33 120 90 150

80 1:44 160 120 200

100 1:55 200 150 250

120 1:66 240 180 300

140 1:77 280 210 350

160 1:88 320 240 400

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4.1.3 Stabilisation Area The purpose of this area is to allow traffic flow to stabilise after negotiating a Transition Areabefore reaching another change of condition or the Work Area. If more than one Transition Area is required to achieve the final traffic configuration, the signing for the second or subsequent transitions should be located within the intervening Stabilisation Area(s).

When the Stabilisation Area occurs between a Transition Area and the Work Area the Stabilisation Area will also serve as a longitudinal safety buffer between the inherently dangerous Work Area and the Transition Area where loss of vehicular control is most likely. This buffer space (i.e. the Stabilisation Area) 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 that the resultant buffer space is kept free of equipment, workers, materials, and workers' vehicles.

The length of the longitudinal safety buffer/Stabilisation Area is determined by the posted speed limit or 85th percentile operating speed whichever is the higher that applies to traffic approaching the Work Area.

A typical signing and layout arrangement of the Stabilisation Area for use on multi-lane roads and single lane roads is shown in Figure 6.

Figure 6: Typical signing and layout arrangement of the Stabilisation Area

Note:

• See Table 6 and Table 7 for details of stabilisation distances.




Table 6: Stabilisation distance to Work Area

T. Table 7: Stabilisation distance between successive tapers

Figure 7: Stabilisation area between two successive tapers (600m in length)




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Permanent Posted Speed Limit (km/h)

Preferred Stabilisation Distance

to Work Area (m)

Absolute Minimum Stabilisation Distance to

Work Area (m)

40 10 5.0

60 25 10

80 40 30

100 60 45

120 80 60

140 100 80

160 120 80

permanent Posted Speed Limit (km/h)

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4.1.4 Work Area 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. It shall be of sufficient length to accommodate the workforce whilst carrying out their function, plus any plant or vehicles (including attenuator vehicles/TMAs) located in this area. Work Areas may remain in fixed locations or may move as work progresses.

This area must be adequately defined by delineators. Where there is a risk (to traffic or workers) of road user vehicles entering the Work Area, temporary barriers of a standard sufficient to prevent this shall be provided to contain traffic within the designated roadway. Delineators or barriers shall provide a lateral clearance between the Work Area and any live traffic lanes, as described in Section 6.5.3.

When traffic is relocated well away from the Work Area little action is required along its length other than to protect construction vehicles and employees. The contractor’s internal Work Zone management arrangements are beyond the scope of the Manual, however these activities do fall within the remit of as per the Abu Dhabi Environmental, Health and Safety Management System (EHSMS) Regulatory Framework including the EHS Policy, the EHSMS Decree, the EHSMS Manual, Codes of Practice and Guidance Documents.

A typical signing and layout arrangement of a Work Area is shown in Figure 8.

Figure 8: Typical signing and layout arrangement of the Work Area




4.1.5 Termination Area A Termination Area involves the return of traffic flow to normal flow conditions. In simple cases this can be achieved by a relatively rapid taper of channelizing devices, typically at an angle of 45°. The length of the Termination Area is indicated in Figure 9. In more complex conditions a reverse crossover may be required.

The Termination Area extends from the end of the work area to the end of work zone signage and varies depending on the components included within the area. This length comprises the following elements:

• The distance between the work area and the start of the exit taper. As a minimum, this is the same as the minimum stabilisation area length on the approach to the work area (See Table 6). However, additional distance may be needed if layover space is required for departing vehicles.

• The longitudinal distance associated with the exit taper. The taper is typically at an angle of 45° and the longitudinal length associated with the taper is therefore the same as the width of the traffic lane (unless an exit lane is provided for departing vehicles). Where an exit for work zone vehicles is incorporated in the termination area, an additional length will be necessary.

• The distance between the end of the taper and the signs indicating the end of the work zone is given in Figure 9.

In more complex conditions a reverse crossover may be required.

Signing for a Termination Area should follow the same principles given for a Transition Areaat the start of a wok zone. End of Work Zone signs and conventional speed limit signs restoring the normal speed limit conditions should be erected where necessary as soon as possible after the end of the Termination Area.

It should be noted that access points must be located in advance of the Work Area so as to ensure that vehicles do not need to reverse either within the Work Zone or the adjacent carriageway.

A typical signing and layout arrangement of a Termination Area is shown in Figure 9.




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Figure 9: Typical signing and layout arrangement of the Termination Area




4.2 Lateral Work Zone Components

Figure 10: Lateral working space components

The Working Space around the Work Area must be wide enough to accommodate the workforce whilst carrying out their function, as well as providing storage for plant, equipment and excavated material. It should also allow all necessary movement and operation of plant (e.g. swinging of jibs and excavator arms) to be conducted without encroaching into the lateral clearance area.

4.2.1 Lateral ClearanceThere must be sufficient lateral distance between Work Areas and any live traffic lanes such that a lateral safety zone is established (see Table 8). Once such a safety zone has been defined, this zone must not be encroached by workers, plant or material during the normal course of work as it is an essential prerequisite to ensure the safety of drivers and construction operatives during the course of the construction works. The following must always be observed:

• The outer boundary of the safety zone must always be marked with suitable metal or concrete barriers or, in appropriate low speed instances, traffic cones;

• The inner boundary of the safety zone should be marked by continuous delineation devices such as linked cones or continuous plastic temporary devices sufficient to deter workers from unintentionally entering the safety zone;




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• During the hours of darkness, the barriers, cones or other delineators are to be enhanced with the use of warning lights;

• At locations where the adjacent posted carriageway speed is greater than 60 km/h the inner work area should also be delineated using cones and tape as to inform/warn construction operatives of the boundary of the work area;

• During the design of the Work Zone, adequate working space should always be allowed for around the Work Area (this is to include the storage of materials and movement of plant);

• All lateral clearances are measured from the outside edge of the delineator to the edge of the adjacent lane;

Important Note: Where there are Work Areas close to live traffic lanes drivers will have a tendency to shy away from the works, there is therefore an increased risk of them encroaching into adjacent traffic lanes and this should be considered by the WZTMP.

When it is necessary to allow the workforce to traverse the lateral clearance within the safety area in order to carry out maintenance on barriers, cones and signs, sufficient protection must be retained for other workers within the Work Area and suitable steps shall be taken to ensure the safety of the workers carrying out the maintenance tasks.

The type of barrier used for the lateral safety delineator (the outer boundary) and the working space delineator (separating the lateral clearance from the working space) is discussed in Section 6.5.2 and Table 22.

The minimum widths of the traffic safety buffer and worker safety buffer are given in Table 8.Where footway work requires pedestrians to be re-routed into the carriageway, a lateral safety buffer must be provided between the outer pedestrian barrier and the traffic.

In normal circumstances the outer boundary of the safety buffer shall be delineated by barriers which provide deflection with minimum displacement. These may take the form of concrete or metal barriers, and shall be installed in accordance with the manufacturers’ instructions to present a continuous deflection surface to vehicles. Extreme care must be taken that no gaps are left, that the segments are linked together with an approved linking system, and that the termination details are flared out from the edge of the carriageway at the same alignment, or flare ratio, as is applicable for the taper and fitted with an approved end terminal, such that no part of the protection device constitutes an impact hazard to vehicles.




Table 8: Minimum lateral safety buffer widths

*Note: Use limited to specific cases as discussed below

For short-term works (as defined in Section 2.6.4) plastic temporary devices may be used as shown in Figure 11, although it should be noted that the required lateral clearance width is significantly greater, at higher speeds as indicated in Table 8. This provides an additional margin between the Work Area and moving traffic to mitigate the risk of the temporary devices being displaced into the lateral clearance area. Temporary plastic devices shall be arranged in alternating white and orange-coloured units, and linked together in an approved manner in accordance with the manufacturer’s instructions to form a continuous boundary. When plastic temporary devices are to be used on roads with a speed limit of 100km/h it is necessary that a temporary speed limit of 80km/h is implemented through the Work Zone. At Work Zones where the permanent speed limit is 120km/h these devices shall only be used if a temporary speed limit of 80km/h or less is imposed for short-term works. Such speed limit reductions shall be done in 20 km/h steps with suitable stabilisation areas between each speed limit reduction only with the express permission of the relevant road authority.

Figure 11: Lateral Work Zone components (short and medium term works)




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In certain circumstances, such as first response incident management, mobile or short-term works, or in urban areas where traffic speeds are 60km/h or less, cones may be used to demarcate the outer boundary of the lateral clearance area (see Figure 10). In these instances the lateral clearance shall be a minimum of 2m. For other instances, please refer to Table 8.

4.2.2 Use of Appropriate BarriersThe Designer shall undertake a risk assessment of the situation when determining whether to provide temporary barriers, plastic temporary barricades or cones, considering the following factors:

• Time and means of installation, maintenance and removal of the devices;

• Implications arising from their use on works accesses and exits;

• Duration of works;

• The cost-benefit of the proposed use;

• Any special arrangements which may be necessary for safe installation and removal.

For descriptions of different barrier types, see Table 22 and Section 6.5.2.

It should be noted that, in addition to the other factors described, the presence of excavations or other relevant, site-specific, hazards should be a consideration when determining suitable forms of barrier.

Both the likelihood and the consequences of entering an excavation should be considered. This will include factors such as the depth of the excavation, the area, cross sectional profile and objects within the excavation.

Table 9: Barrier/channelling device decision chart (for outer boundary of lateral clearance area)

Temporary Posted Speed Limit OR 85th Percentile Speed if Higher(km/h)

Work Type

Long Term Short Term Short Term with TMAs

40

OR 60

80

100

120

Vehicle restraint barrier (concrete or steel or heavy plastic approved)

Lightweight barrier Cone




4.3 Special Considerations

4.3.1 Curve RadiiThe curve radius of any Work Zone temporary alignment shall comply with the minimum curve radii in Table 10, unless an abrupt change of direction such as at an intersection is unavoidable.

Where a temporary curve is in place around a Work Zone, it must be ensured that appropriate super-elevation for the design speed is included.

Where the specified minimum curve radius cannot be provided then a suitably enforced lower speed limit should be provided such that a lower radius can be permissible.

Where the specified minimum curve radius cannot be provided or the alignment has an abrupt change of direction, relevant temporary hazard warning devices shall be provided in accordance with the Abu Dhabi MUTCD.

Table 10: Operating speed and minimum curve radius

Temporary Design Speed (km/h) Minimum Curve Radius (m)

40 90

60 220

80 430

100 750

120 1220

4.3.2 Reduced Lane WidthsIn order to achieve the necessary lateral clearance from the Work Area, it may be necessary to reduce trafficked lane widths and/or run traffic on any available hard shoulder. Any narrowing (including use of the hard shoulder) should be appropriate to the traffic speeds and the expected type of use of the roadway. Where it is expected that works will result in narrow lanes, bus operators, the emergency services and the Civil Defence should benotified during the planning phase of the works.

On single carriageway roads, where two-way operation is to be maintained, a minimum unobstructed total carriageway width of 7.0m shall be provided. Should this not be possible, the lane width should be reduced to 3.65m for single-lane operation and traffic control such as priority give-way, or temporary traffic lights should be used. Wherever possible, two-way traffic operation should be maintained on single carriageway roads using normal delineated traffic management arrangements.




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This system may be used provided that:

• The unobstructed carriageway is as wide as is practicable, and no narrower than theminimum width required for the appropriate conditions.

• The appropriate minimum safety clearances given are achieved.

• There is always clear visibility of and, except for very long sites, through the site bythe drivers of vehicles approaching from either direction.

Table 11 gives lanes widths (absolute minimum and preferred) to be observed during the design of temporary traffic management.

Table 11: Lane widths by speed

The absolute minimum lane widths given in Table 11 apply to normal, or typical, traffic compositions. Where heavy vehicles, including Civil Defence, Public Service Vehicles etc. are expected, the absolute minimum lane width for lane 1 of a multi-lane road is 3.5m and for lane 2 is 3.3m.

4.3.3 Pedestrian/Pedal Cyclist Facilities and SafetyPedestrian and pedal cyclist safety is an extremely high priority for all stages of the Work Zone process.

The need to accommodate pedestrians and cyclists in Work Zones can be identified by observing existing pedestrian/pedal cyclist usage and behaviour prior to the start of work.

The presence of pedestrians and cyclists in the area, existing footways and other pedestrian/cyclist paths, and pedestrian/pedal cyclist trip generators such as schools, residences, Mosques and parks, all indicate that pedestrians or pedal cyclists are likely to be present in the area affected by the Work Zone.

If existing footways or cycle facilities must be closed, relocated, or otherwise affected by the planned work activity, temporary facilities should be provided. The following considerations




should be addressed when a need for pedestrian and/or cyclist routes in the Work Zone is identified:

• Direct conflicts between pedestrians/ pedal cyclists and vehicular traffic, work vehicles, and other work activities should be avoided;

• Temporary pedestrian/pedal cyclist facilities should provide safe, accessible routes that replicate as nearly as practical the most desirable characteristics of the existing facility;

• Covered walkways should be provided where pedestrians are exposed to potential injury from falling objects;

• Adverse economic consequences to business establishments in the Work Zone should be avoided by maintaining pedestrian access.

Key impact areas to consider:

• Impact of Work Zone on pedestrian/pedal cyclist generators;

• Impact of Work Zone on existing pedestrian/cyclist flow, including connectivity and accessibility;

• Pedestrian/pedal cyclist information needs;

• Footway/cycleway width, surface, boundaries, transitions, and channelization;

• Intersections — footway placement, additional signing/marking, traffic signals modification including cycle timings, pedestrian signals, and if present any pedestrian push buttons to call the pedestrian phase;

• Adequate and safe detour due to any footway closures or blockage;

• Adequate pedestrian protection — physical separation from the work space, including any hazards from the work space, such as noise or dust and vehicular traffic;

• Construction staging to maintain pedestrian/pedal cyclist access throughout all construction phases;

• Temporary night-time lighting;

• Location/access to business, residences, etc.

When designing for pedestrians and cyclists a balance is needed between the requirements for all road users. The facilities installed through the Work Zone needs to ensure that the works can be carried out safely and the road user protected, as part of both the WZTMP planning and Work Zone traffic management design.




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The design of Work Zones is undertaken in two stages:

• Preliminary design and options;

• Detailed design.

Preliminary design and consideration of available options addresses the practicalities of the design alternatives and the identification of the most functional design for all types of road user. Once the form of WZTM is agreed with the relevant authorities, this will allow the detailed design to proceed in designing facilities for all road users including pedestrians and cyclists.

4.3.3.1 Pedestrian/Cyclist Routing

Where the works necessitate that pedestrians/cyclists are diverted from their normal route consideration must be given to the distance of the detour, where this is excessive there may be temptation for vulnerable road users to cross the Work Zone, or enter the live carriageway.

Pedestrians and cyclists must be protected from both the works and from passing traffic. Asuitable fencing system must be provided to safely separate pedestrians from hazards, andoffer sufficient access for people with mobility impairments, people using wheelchairs and those with prams or pushchairs.

If the works involve closure of all or part of a footway, a safe route shall be provided which should include access to adjacent buildings, properties and public areas. Safe routes should always provide a minimum unobstructed width of 1m, increased wherever possible to 1.5m or more dependent on demand. However, a balanced assessment must be made to provide pedestrians with the safest option. For example, a route of 1m width which uses the existing footway may be safer than a wider temporary route located in the carriageway. Wherever possible, diverted pedestrian routes should be located away from live carriageway. However, when pedestrian routes have to be located in the carriageway signing and containment barriers must be put in place before the footway is blocked. An example of a footway provision away from the carriageway is illustrated in Section 7.

Boundary delineators shall be provided to separate the public from the working space, and to prevent them from entering the lateral clearance areas, as shown in Figure 12. Suitable delineators are described in Section 6.5.3 and include mesh fencing or tape affixed to posts or cones.




Figure 12: Pedestrian provision

If the works include hazardous situations (for example deep excavations) more robust impermeable boundaries such as linked plastic temporary devices with 1.8m high mesh panels should be provided to prevent pedestrian access, as shown in Figure 13.

If there is a risk of objects falling from overhead then appropriate catch netting should be provided. It may be more practicable to provide a suitable overhead barrier through some pedestrian routes.

Figure 13: Pedestrian provision (increased hazard)

4.3.3.2 Duration of the Works

Short duration works in highly trafficked pedestrian/cyclist areas should be completed during the off-peak hours wherever possible, preferably at night to minimise risks to pedestrians and cyclists.

4.3.3.3 Information Needs

Advance signing and signing should be provided within or around the Work Zone area to safely guide and direct pedestrians. The level of information should be commensurate with

Additional containment may extend to covered walkway where work are is overhead




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the complexity of the pedestrian and cyclist detours which are to be installed. Where the Work Zone is particularly long or where the detour involves changes in the route, there will often be a need for repeat information to confirm to pedestrians and cyclists that the route is correct.

4.3.3.4 Footways

Widths and construction of footways designed to be suitable for the anticipated volumes of pedestrians, shall include the provision of clear routes in a suitable surfacing material which guide pedestrians along a designed route and which prevents pedestrians or other vulnerable road users from straying into live traffic or into Work Areas.

Other aspects to be considered include the periodic inspection of pedestrian facilities, in addition to the Work Zone traffic management, to ensure the route remains viable and safe.

Pedestrian walkways should never be less than 1m wide and where possible 1.5m or more commensurate with pedestrian demand.

Where necessary, ramps and handrails should be provided at changes of grade. Ramps must be wide enough and of a sufficiently gentle gradient to allow wheelchair users and other pedestrians to use them in safety. The appropriate gradient of a ramp will depend upon the circumstances, but it should typically be 1 in 20 and, other than in exceptional and agreed situations, it should no steeper than 1 in 12.

Where pedestrian routes are diverted into a live carriageway, concrete/steel temporary barriers should be used. The use of plastic, water or sand filled barriers is unacceptable in these situations.

4.3.3.5 Intersections

Where works necessitate the closure of pedestrian or cyclist crossings suitable safe alternatives shall be provided on a temporary basis. Further consideration shall include the full closure of decommissioned crossings, including covering of signal heads, use of crossing-not-in-use signs, or modification of signal timing plans etc.

4.3.4 Speed Control through Work ZonesTemporary traffic management arrangements may lead to lower geometric standards, create new risks or result in the loss of safety features such as, for example, the hard shoulder or median safety barrier. In such circumstances, it will be necessary to ensure that the speed of traffic is appropriate. Factors which should be considered will include:

• The use of temporary mandatory speed limits;

• Provision of speed cameras and other enforcement technology;

• Safety needs whilst servicing the enforcement equipment;

• Use of narrow lanes/chicanes;




• Police patrols;

• Traffic signs/road markings to promote traffic calming;

• Convoy (mobile) working (see Sections 2.5.3 and 4.3.5);

• Publicity.

Particularly at locations where the permanent speed limit is high (80km/h or above) it may be necessary to introduce speed control in the form of a temporary (i.e. mandatory) speed limit through a Work Zone. This provides a greater level of safety for both the workforce and the road user.

The determination of a suitable value for a temporary speed limit will depend upon road and works type and will be evaluated on a site by site basis by the relevant road authority:

• For mobile and short-term works on a road with a posted speed limit of 40km/h a temporary speed limit will not normally be appropriate. However, a site-specific risk assessment should be carried out to confirm that this is the case and in some high risk cases where there is the likelihood of significant harm or frequency of occurrence then a lower limit may be appropriate (i.e. 20km/h). As an alternative, convoy workingmay be an acceptable.

• For long-term works, on roads subject to a permanent speed limit greater than 80km/h the maximum temporary speed limit through a Work Zone shall be 20km/hbelow the posted speed. Lower limits may only be considered where the nature of the road and type of traffic management indicates this is necessary to preserve the safety of the work force and the road user. If it is not possible to achieve the necessary geometric standards then a lower temporary limit may be imposed which is appropriate to the design standards within the Work Zone.

• On roads subject to a permanent speed limit of 80km/h or 60km/h, including those urban routes with divided carriageways, the maximum temporary speed limit shall be 60km/h. Again, lower limits may only be considered subject to agreement with the appropriate road authority and when achieving appropriate geometric standards through the Work Zone.

• Such lower speed limits shall only be applied with the specific approval of the relevant road authority.

• If the appropriate lateral clearance as specified in Section 4.2.1 is not achievable for a Work Zone that would otherwise require an 80km/h temporary speed limit by application of the above rules, a temporary speed limit of 60km/h should be introduced to enable the lesser lateral clearance to be used.

• A speed limit of 40km/h shall apply in Work Zones where traffic may be required to stop as a consequence of Stop/Slow signs or any other form of manual traffic control




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implemented as part of the works. If the permanent speed limit is greater than 40km/h then a temporary speed limit shall be introduced.

Note: The term ‘Stop/Slow’ is used in this Manual to refer to the use of Sign 7308, the hand-held paddle sign showing STOP on one side and SLOW on the reverse. The use of this sign is described in detail in the Abu Dhabi MUTCD and it manages the flow of traffic in opposing directions of travel along a single traffic lane. For the avoidance of confusion, it should be noted that this sign is sometimes referred to a ‘Stop-Go’ sign.

Where a temporary speed limit is introduced through a Work Zone, the reduction in speed shall be achieved within the Advance Warning Area. The temporary speed limit is sometimes achieved in steps and the first step shall commence prior to the first lane closure sign. Distances from the start of the Transition Area are specified in Table 12. Where subsequent steps are required, the distances for these are also specified in Table 12. The temporary speed limit shall be indicated throughout the work area with repeater signs. The permanent speed limit is reinstated as the final sign in the Termination Area (see Figure 9).

Figure 14: Example of speed reduction signing requirements within Advance Warning Area




It should be noted that when a temporary speed limit is specified, speed-dependent features such as sign sizes and locations, taper lengths and geometric design features shall be based on the permanent speed limit in the Advance Warning and Transition Areas, and on the temporary speed limit in force for the remainder of the Work Zone.

Table 12: Distances of temporary speed limit signs from start of Transition Area

A speed reduction of more than 20km/h shall not occur in a single lane closure unless specifically approved by the Road Authority. Exceptionally, a speed reduction from a normal posted limit of 40km/h may be required on rare, high risk occasions and specific approval shall be sought for such a proposed event.

The final speed limit past the Work Area shall be repeated at 200m intervals for Work Areas200m or longer and every 100m for Work Areas shorter than 200m.

When a Work Zone has a temporary speed limit in place the normal posted speed limit for the road shall always be signed at the end of the Termination Area (see Figure 9 and Figure 14).

The enforcement of temporary speed limits at Work Zones can be achieved by high-profile police presence and/or by the provision of camera or radar enforcement devices. In either event, regular and clear and sufficient warning signs are necessary in order to improve compliance. Average speed cameras (see text below) can be particularly appropriate at long-term works or sites where significant non-compliance is anticipated (for example where a 120km/h divided carriageway has an 80km/h temporary limit over an extended length).




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Note:

1Applies where two lanes or more are closed using successive single lane closures withan intervening stabilisation length.

2Applies in exceptional circumstances only and requires specific approval from therelevant authorities and Integrated Transport Centre

Permanent Posted Speed Limit Prior

to Reduction (km/h)

Distance From Start of Transition Area (m) If one speed

limit reduction step required

If two speed limit reduction steps required

If three speed limit reduction steps required1

If four speed limit reduction steps required2

40 502 - - -

60 150 - - -

80 300 150 - -

100 500 300 150 -

120 900 500 300 -

140 1200 700 300 -

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Notes:-

- 1 Three or four speed limit reduction will apply in exceptional circumstances and requires

specific approval from the relevant authorities and Integrated Transport Centre

- Speed limit reduction sign shall be placed every 500 m (minimum) for every successive 20 km/h

reduction (Reduced Speed Limit Zones, Page 76 MUTCD).

- On 3 or more lanes each dual carriageways, speed limit signs shall be placed not only on the

right hand edge, but also on the left hand road edge in the central median. Closing of two lane

and more speed limit signs shall be placed in both side right and left.

-Alternate from above table is subject to the engineering judgment and with due consideration

for traffic flow and location of the works.

Permanent Posted Speed Limit Prior

to Reduction

(km/h)

Lanes Closures

Shoulder closure

One lane closure steps

required

2 lanes closure from original 4

lanes

2 lanes closure from original 3

lanes

80 one speed limit

reduction

one speed limit

reduction -

-

100 one speed limit

reduction

one speed limit

reduction

two speed limit

reduction

-

120 one speed limit

reduction

one speed limit

reduction

two speed limit

reduction

-

140 one speed limit

reduction

two speed limit

reduction

two speed limit

reduction

two speed limit

reduction

160 one speed limit

reduction

two speed limit

reduction

two speed limit

reduction

Not less than three speed

limit reduction 1

For highways of two or more lanes, additional Taper Length & Stabilization Distance on Shoulder should be placed in accordance with the following figure and table

Permanent Posted Speed Limit Taper Length for Stabilisation Distance

40 40 40

60 60 60

80 80 80

100 100 100

120 120 120

140 140 140

160 160 160

Note:

The shoulder closure will include one lane or two lanes closure for the right and left lane.

Table 12 A: speed limit reductions

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Spot-speed enforcement systems (radar enforcement systems) are more suited for shorter work sites as less underlying infrastructure is required to install such systems.

Irrespective of the proposed enforcement technology, where the use of speed controldevices is proposed it is essential to undertake effective liaison with the police during the planning stage.

The use of average speed cameras throughout the complete length of a Work Zone can be extremely effective at reducing overall traffic speed to that of the posted temporary speed limit. There must be sufficient advance warning signs and repeater signs through the Work Zone in order to ensure that motorists are aware of the use of average speed cameras. The camera coverage of the enforcement zone should commence shortly after the start of the temporary speed limit which applies through the Work Areas and coverage must end at the end of the Termination Area. The minimum length of coverage and the siting of cameras should be in accordance with manufacturers’ specifications.

Additional measures may assist with the management of traffic speed through Work Zones. A number of speed control measures can be considered either separately or in combination. These measures should be considered before a decision is made to manage speed through a police presence, either with police vehicles on site or installation of speed cameras.

• Additional Delineation - the spacing of cones can be reduced (i.e. the cones can be placed closer to one another) so as to give road users the perception that the Work Zone is more constrained than it actually is, causing them to slow down.

• Transverse rumble strips, as described in the Abu Dhabi MUTCD, typically result in no more than a very limited speed reduction. However, through noise and vibration they attract the driver’s attention to road features and make them more alert to unexpected changes in alignment and other unusual or hazardous conditions.

• Oversize Signing - the size of Work Zone signs including regulatory signs can beincreased to give greater emphasis of speed restrictions and Work Zone hazards for road users.

• Radar Activated Signs – electronic signs linked to radar equipment that measures the speed of traffic can be considered. lf the speed of approaching traffic exceeds the required operating speed, a message is displayed to the driver, for example “TOO FAST” or “SLOW DOWN”.

4.3.5 Carriageway Narrowing on Single CarriagewaysWhere works result in carriageway narrowing on a single-carriageway road, the minimum carriageway width required to retain two-way operation through the Work Zone is 7.0m. If these minimum values cannot be achieved then alternating one-way operation must be introduced, incorporating traffic control as appropriate. In these cases, barriers or other delineation devices shall be used to limit the carriageway width to between 3.25m and 3.7m




depending on space available and road usage to emphasise the one-way operation and prevent two vehicles from attempting to pass.

Alternating one-way operation shall be controlled by ‘give and take’, priority signing, Stop/Slow signs or portable traffic signals depending on traffic flows and the prevailing permanent speed limit. Such systems shall only be used with an operational speed limit of 40 km/h. Table 13 provides a means of determining the appropriate form of control.

Table 13: Traffic control decision chart for single carriageway roads (40km/h)

Two-Way Traffic Flow Traffic Control

<400 vehicles/hr.

<20 in 3 mins.

Give and take

Reverse of sign can also be used

400-800 vehicles/hr.

20-40 in 3 mins.

Priority signs

800-1200 vehicles/hr.

40-60 in 3 mins.

Stop/Slow signs

>1200 vehicles/hr.

>60 in 3 mins.

Portable traffic signals

Give and take and priority signing shall only be used on low-speed, low-traffic environments, and for works of less than 50m in length. Stop/Slow sign control may be applied to works of up to 100m in length. The operators of the signs must have good inter-visibility and, if necessary, be provided with two-way radios to enable coordination. Portable traffic signal control may be used where the site length is no greater than 300m.

In some instances it may also be appropriate to operate convoy working in which a works vehicle leads and escorts traffic through the single-lane section of road so as to manage vehicle speeds and improve levels of compliance.

Where traffic flows are so heavy that the restricted length of road would be overloaded, the designer will have to consider the implications and possible alternative options, for example,detours or restrictions on the hours of working.

4.3.6 Lane Reduction on Dual CarriagewaysWhere a static Work Zone requires a temporary reduction in the number of lanes on a dual carriageway, this shall generally be implemented such that the initial lane drop occurs in the lane furthest from the central median. Vehicles travelling at slower speeds are then required to accelerate to match that of faster moving traffic on the approach to a Work Zone.




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Any lane closure on a dual carriageway will result in a reduction in the capacity of the road.The designer shall develop a strategy for minimizing the effect of this loss of capacity, by judicial use as appropriate of hard shoulder running or contra-flow operation.

4.3.7 Off Carriageway Works RequirementsAs long as off-carriageway works are able to provide the necessary traffic safety buffer/lateral clearance and work space in the work area and appropriate width for pedestrians and cyclists, then temporary traffic management within the traffic lanes will not be required. However, there may be a need for protection of the work area by use of concrete/steel barriers depending on the nature of the work to be carried out in order to prevent errant vehicles entering the Work Area.

4.3.8 Access ControlRoutes for construction vehicles to the site and through the works can create significant problems. Access is required for works vehicles and plant, delivery vehicles and site staff vehicles. The means by which these vehicles will access the site can have a significant impact on the adjacent road, and on high speed roads it is a fundamental element of the design process. It can be particularly difficult where a full protection barrier is provided and safety buffer integrity needs to be protected. In particular, the following aspects need to be considered:

• Any issue arising from the consultation process;

• Determination of permitted/prohibited routes and design signing;

• Ensure adequate signing is provided;

• Imposition of site speed limits;

• Access to Work Area from adjacent network if available and appropriate;

• Integrity of the safety buffer/lateral clearance around the work area;

• Conflict with local land use patterns and timing of works;

• The need to minimise sand and debris left on road surfaces;

• Consultation with adjoining Road Authorities.

The inclusion of appropriate works access and exit arrangements should be considered as early as possible in the traffic management design stage, and should be considered in conjunction with the following points:

• Conflicts with other traffic movements;

• Traffic speeds;




• Lane widths;

• Sight lines;

• Signing;

• Swept path for turning movements for all classes of vehicles using the access/exit;

• Acceleration/deceleration lanes;

• Separation of the access/exit from the main carriageway; and

• Unintentional movement or spillage of material such as soil/sand into the carriageway.

No works vehicles should be operated from the live carriageway without additional WZTM being considered. All vehicle related activates should be undertaken from within the defined WZTM arrangements and appropriate access/exit and operational space needs to be included within the approved WZTMP.

The preferred locations where access can be gained from the adjacent highway are where either plastic barrier or cones are used as delineators. These are universally used in the Termination Area and may, under certain circumstances, be used adjacent to the work area and also in the Transition Area. However the safety buffer should not be breached to permit access. Therefore access is most likely to be achievable at the start of the Transition taperwhere absence of barrier protection would not increase safety risk for workers or the travelling public.

Attempting to create access within the taper area could increase the risk of inadvertent public access and any defined access point needs clear demarcation and signing.

The works access and exit should be used in conjunction with the new signs “Construction Vehicles Only”, “Construction Vehicles Merging” and “Construction Vehicles Crossing”.

Access for emergency vehicles is to be maintained at all times during the works wherever it is practical to do so, this should be discussed during the planning stage of any temporary traffic management design with the Civil Defence Authority.

The designer should undertake a documented risk assessment to calculate any allowances in the Work Zone design for access points being created without compromising any safety zone requirements.

A full risk assessment of the impact of off-carriageway work is to be conducted where vehicles are unable to safely pull off the carriageway completely. Where the risk assessment identifies that advance works signing should be provided, the working area should be extended into the carriageway, and be subject to the same design criteria as live carriageway works as set out in this volume.




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4.3.9 Road Surface ConditionAs part of any temporary traffic management it may be necessary from time to time to route vehicular road users over areas of carriageway which are not normally used, or on newly-built areas of carriageway. The suitability of these surfaces needs to be considered as part of the temporary traffic management design. In addition the effect on traffic of the following should be taken into account:

• Cleanliness of the surface and the need for pre-sweeping prior to traffic running onto it;

• Cross-fall on chevron areas at ramp diverges/merges;

• Proximity of traffic to any features within the diverge nosing area, including barriers, signs or lighting columns and hence the risk and consequences of possible collision;

• Suitability of road surface for use by pedestrians and cyclists;

• Gullies, drain covers and linear drainage channels, for example, ability to withstand wheel loads (particularly where a non-trafficked load type has been used, which is subsequently trafficked);

• Clearances from edge of carriageway and proximity to kerb-side or verge/median hazards;

• Pre-existing surface conditions.

Where normal running lanes are narrowed in accordance with the criteria noted inSection 4.3.2 as part of the temporary traffic management layout, there is a possibility that road studs or longitudinal joints might fall within the wheel paths of vehicles, this needs to be considered as part of the design.

The new sign “temporary road surface” should be used in areas where there is a temporary road surface for an extended duration or where there is an unfinished road surface, for example, following planing (road milling) operations.

The new sign “ramp ahead” should be used in areas where there is a difference in level and should be positioned no closer than 30m in advance of the ramp. At the ramp, the new sign “ramp” should be positioned. Any ramp should be constructed at right angles to the vehicle path.

Any person, persons or organisation responsible for the works shall ensure that the site of works or the road (or any other road to which the public have access) is maintained throughout the duration of the works, and left after the conclusion of the works, in a condition which is not dangerous to road users.




5 RISK ASSESSMENT5.1.1 Five Steps to Risk AssessmentFigure 15 presents a five step hazard-based process for assessing risks, which can be applied very effectively to Work Zone risk assessments.

Figure 15: Risk assessment steps

Step 1 – Look for the Hazards

If you are doing the assessment yourself, visit the site (i.e. the Work Zone) and look at what could reasonably be expected to cause harm. Ignore the trivial and concentrate on significant hazards which could result in serious harm or affect several people – you must consider all road users.

Step 2 – Decide Who Might be Harmed and How

Once you have identified the hazards posed by the Work Zone, you need to identify who might be harmed by exposure to the hazard and how they could be harmed.

Step 3 – Evaluate

Once you know what the hazard is, who the hazard could affect, and how it could affect a road user or Work Zone personnel you should then assess the existing control measures you have in place. For example: is the level of provision provided for guiding pedestrians along a pedestrian detour adequate; does the route include an on-carriageway detour; are pedestrian protected from traffic of site activities.

STEP 1: Look for the hazards

STEP 2: Decide who might be harmed and how

STEP 3: Evaluate the risks and decide whether existing precautions are adequate or whether more should be done

STEP 4: Record your findings

STEP 5: Review your assessment and revise it if necessary




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If the control measures proposed are not considered adequate based on the level of risk posed by a hazard to road users, including construction workers, you need to identify what else can be done, the objective where risk cannot be entirely removed, is to reduce it to as low as reasonably practicable.

In the event of a particular hazard posing a high level of risk even after the application of a control measure, you need to consider whether or not everything that could reasonably be done has been identified.

In controlling risks, apply the principles below in the following order:

1: Try a less risky approach or construction option;

2: Prevent access to the hazard; and then

3: Reorganise any construction work plan to limit the risk as much as possible.

Step 4: Record your findings

It is not enough to have identified your hazards and then any measures to control them, you MUST also then record what was identified and what is being done to reduce the risk. This record forms an essential component of the risk assessment process. You need to be able to show that:

• A proper check was made to identify the hazards;

• That when you identified the hazards you recorded your findings;

• That from the hazards identified, the affected road users were identified and how they could be affected;

• That a methodical approach to reducing any risk arising from the hazards identified was used;

• That the mitigating measures identified were suitable, recorded and then implemented; and finally

• That the mitigating measures used are reasonable and reduce any residual risk to an acceptable level.

Keep the written record for future reference or use; it can also remind you to keep an eye on particular hazards and precautions.

Step 5: Review your assessment and revise it if necessary

The first risk assessment conducted should be subject to review, particularly in the event of any site conditions changing once work has commenced or any new hazards which were previously unseen becoming apparent.




It is essential that any new hazards or changes to existing ones are recorded in the risk assessment and that they are documented as part of the works.

5.1.2 Tolerance of RiskRisk is measured in terms of both the individual risk to a person and the overall concerns of society it gives rise to, and can be ranked as follows:

Unacceptable Risk: The risk cannot be justified except in extraordinary circumstances, whatever the level of benefit associated with the activity.

Tolerable Risk: The risk can be controlled by various measures, driving any residual risk towards being ‘broadly acceptable’. The residual risk is tolerable only if further risk reduction is impracticable or requires action that is grossly disproportionate to the riskreduction achieved.

Broadly Acceptable Risk: Minor, insignificant and adequately controlled risks regarded as acceptable and any further effort to reduce risk is not likely to be required as resources to reduce risk would be grossly disproportionate to the risk reduction achieved.

In assessing risks, consideration must be given to the likelihood of a risk being realised and the severity of any consequences as a result. The likelihood of a risk being realised will include such considerations as the probability of a vehicle leaving its running lane, the distance of the hazard from the running lane and the nature of the ground the errant vehicle would have to cross and any preventative measures employed (e.g. barriers). The severity of any consequences as a result of a risk being realised will include such considerations as the vehicle speed and aggressiveness of the hazard (i.e. the potential for the hazard to cause harm).

One method of assessing and recording these elements is by way of a risk matrix, an example of which shown in Figure 16. This must always be accompanied by factual statements and reasoned justification for the assigned risk level.

Various mitigating and control measures can be employed to reduce the risks identified. These may include revision to the road or WZTML, or introduction of a temporary speed limit. Conversely, if it is considered that requirements of this Manual are too onerous for a given situation, then an application can be made for certain requirements to be relaxed on the basis of a full and sufficient risk assessment (e.g. the use of plastic channelling devices instead of temporary concrete/steel barriers).

Clearly, any assessment involves an element of subjectivity and it is therefore important that an agreed and consistent approach is taken to the use of the classifications of incident severity and likelihood. This should be agreed by the Road Authority.




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Severity

Non-InjuryAccident Slight Injury Serious Injury Fatal Injury

Like

lihoo

d

Very High Tolerable Unacceptable Unacceptable Unacceptable

High Tolerable Unacceptable Unacceptable Unacceptable

Medium Acceptable Tolerable Unacceptable Unacceptable

Low Acceptable Tolerable Tolerable Unacceptable

Very Low Acceptable Acceptable Tolerable Tolerable

Figure 16: Risk assessment matrix

5.1.3 Incident Documenting ProcessWhere an incident in or near the Work Zone is thought to have arisen as a direct consequence of the WZTM, either through some clear deficiency or through claims made by one or more of the involved parties or the emergency services, full written details of the incident shall be recorded, preferably with ‘date/time-stamped’ photographic evidence to illustrate the WZTM and the vehicles/parties involved. Details shall also include a record of precisely what WZTM was in place at the time and its position (including details or any evidence that the emergency services may have moved one or more items to assist their own operations).

Incident reporting systems should also include the reporting ‘near miss’ incidents as analysis of these can highlight risks which may not have been identified through risk assessment.

5.1.4 Mitigating MeasuresThe impact of works and any associated risks can potentially be mitigated by a variety of measures, including:

• Programming – initiatives such as night-time working and avoiding peak traffic periods will reduce the potential for conflicts and hence the risk level;

• Coordination of multiple work sites;

• Detours – employing full or partial road closures will reduce the potential for conflicts and hence the risk level;




• Introduction of reduced temporary speed limits;

• Communication – advanced notification to road users through various forms of media will help to ensure road users anticipate the works;

• Hazard warning devices – appropriate signage and control measures will help to ensure that road users safely negotiate the works.




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6 EQUIPMENT AND TRAFFIC CONTROL DEVICES(TCDS)

6.1 OverviewThis section describes all the different types of equipment and devices that may be used in different Work Zone layouts together with the key requirements for their performance and maintenance.

6.2 Conflict with Permanent Traffic Control DevicesDuring maintenance or construction activities care shall be taken that the temporary and permanent signs and road markings do not conflict with one another. This can be addressed by masking, amending or removing permanent signs and road markings to ensure that the information is consistent with the temporary road layout, and with any temporary detours or other changes in the surrounding road network. It is essential that the signing represents the prevailing conditions accurately at all times. Any sign covers used must be durable, opaque,non-reflective and secure. Temporary signs must not obscure existing permanent signs which still apply.

Permanent signing and road markings in advance of, as well as within, the Work Zone could conflict with temporary traffic management and it is therefore important to consider the situation both within and beyond the Work Zone.

The works may require moving traffic onto alternative routes in which case direction signing both within the Work Zone and in the surrounding network must be assessed and amended as necessary to ensure continuity of signing.

It is important to mask or remove any lengths of road marking that conflict with temporary traffic requirements, and to provide suitable temporary markings to guide drivers through the Work Zone. Guidance is given in Section 6.5.1 regarding when temporary markings should be covered. The technique used to cover the permanent markings should not increase the skid risk for traffic passing over the covered markings. Care should also be taken to ensure that subsequent removal of temporary markings will not result in damage to the permanent road surface. This may be achieved by use of water-based paint or pressure-sensitive tape markings.

6.3 Standards and SizesAll temporary signs associated with a Work Zone must be designed and manufactured to the same standards as permanent signs. The visibility of signs is extremely important, and all signs shall be reflectorised by the application of retroreflective material, as defined in Table 5 Section 4.1.8.2 of Abu Dhabi MUTCD. Alternatively a suitable microprismatic reflective material may be used. All temporary signs associated with a Work Zone should have an




identification number on the reverse, with both day and night time contact details of the Contractor, for use in case of an emergency.

Table 14 provides an overview of the various types of traffic sign. It is important that the use of the various sign types is fully understood, as this will lead to improved deployment and consistent application.

The ‘General’ column in Table 14 illustrates the shape and colour of that sign type when used in normal circumstances. However, within Work Zones the background colour is revised in most cases to provide a yellow ‘colour theme’ through the Work Zone. The limits of the chromaticity and luminance factor with which yellow sign face material shall comply is detailed in Table 5 of Abu Dhabi MUTCD.

The following pages identify those signs specifically used within Work Zones, and identify other signs that may be required to indicate hazards or regulations that specifically arise from the presence of a Work Zone.

Table 14: Sign shape and colour standards

Sign Type Purpose Appearance General In Work Zone

WarningProvide warning in advance of hazard

Triangular with a red border

Rectangular

Mandatory Instruction Circular andusually blue

Regulatory Prohibition orlimit

Circular with a red border, sometimes with a diagonal bar or cross bars

Informatory Providesinformation

Rectangular, and vary in colour

Direction Provides routeinformation

Rectangular or chevron and vary in colour




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6.3.1 Sign SizesThe size of a sign required at a specific Work Zone is determined by the speed of traffic approaching it. For signs associated with Work Zones, this speed shall normally be taken as the permanent speed limit for all signs within the Advance Warning and Transition Areas. If it is known that operating speeds are generally in excess of the posted speed limit, sign sizes shall be determined from the 85th percentile speed. If a temporary speed limit applies, then this shall be used to determine sign sizes in the works and Termination Areas.

Table describes the minimum sign sizes and clear visibility distances necessary for various posted speed limits (or 85th percentile speeds if these are higher). These are consistent with Table 46 of the Abu Dhabi MUTCD which also specifies the sizes of diagrammatic signs. However, as many of these are large, alternative sizes which might be considered more practicable in constrained areas are shown in brackets. These alternative sizes may be used provided the minimum clear visibility distance to signs shown in the table is maintained.

Table 15: Sign size and visibility


Percentile Speed if Higher

(km/h)

Sign Sizes & Minimum Visibility Requirements

Regulatory Sign Size

(mm)Warning Sign

Size (mm)

Minimum Clear

Visibility Distance to Signs (m)

40 750 (600) 900 (750) 50

60 900 (750) 1200 (900) 75

80 1200 (900) 1500 (1200) 100

100 1200 1500 200

120 1200 1500 300

Supplementary plate sizes and x-heights shall be as specified in Chapter 4 of the Abu Dhabi MUTCD.

6.3.2 Sign LocationsTCDs should be positioned with due regard to all classes of road user. They should not impede the free passage of pedestrians or cyclists within their designated routes, and shall be sited regarding lateral set back distances from the carriageway and visibility distances as specified in MUTCD for permanent signs.




6.3.3 Sign SupportsTemporary sign supports or stands should be designed such that they:

• Will not cause significant damage to a vehicle or injury to an occupant if struck. (For semi-permanent posts for mounting large temporary signs, the use of frangible or lattice posts should be considered);

• Are stable under reasonably expected weather conditions or air turbulence from passing traffic. The method used to stabilise the sign should remain stable and be secure to avoid an additional potential hazard; and

• If struck or they fall over will not present a hazard to vehicles. The sign and support should fall relatively flat and lie with no part more than 150mm above ground level.

Sign stands should be designed so that they:

• Cannot roll over;

• Have a low profile base, no higher than 150mm above ground level; and

• Break away from the rest of the sign support on impact.

Where ballast is used to stabilise signs it should be:

• Designed so that it cannot roll over;

• Constructed from bags (or similar suitable containers) made of a material suitable for the local conditions containing a soft granular or liquid material (if the latter is used then the container must be puncture and tear resistant); and

• No higher than 300mm above ground level.

If concrete post foundations are used for mounting temporary signs (for example at long-term Work Zones), under no circumstances must the post foundations be allowed to protrude above the surrounding surface as this presents a potential impact point in the event of a crash. Where large temporary signs require foundations these shall comply with the requirements for permanent sign installations. If a large temporary sign necessitates large diameter steel posts consideration should be given to the provision of deflection barriers. On high-speed roads posts with a diameter greater than 150mm require a deflection barrier. As an alternative, passively safe signposts to EN 12767 may be used for larger signs, as this type of post does not require safety barriers.




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6.4 Signs for Use in Work Zones

6.4.1 Warning SignsIt may be necessary to erect temporary warning signs within a Work Zone that are not generally associated specifically with Work Zones (i.e. signs that are normally prescribed for permanent situations). However, when they are erected within a Work Zone and relate specifically to circumstances to do with the temporary works, they shall have a yellow background instead of white. This principle should be applied to any new signs that may be introduced in the future. Table 16 lists a number of regularly used signs that are specifically for use within Work Zones. For a more complete list, refer to MUTCD.

Table 16: Warning signs

Sign reference number

Description Image

7401 Crossroads ahead

7402 T-junction ahead

7403/7404 Side road ahead

7405/7406 Staggered junction ahead

7407/7408 Road to left (right) at junction ahead closed

7409 Road ahead closed

7410/7411 Road merges from right or left ahead

7412/7413 Bend to right (left) ahead





Description Image

7414/7415 Double bend ahead, first to the left (first to the right)

7420 Roundabout ahead

7421/7422 Road narrows on Right (Left if reversed)

7423 Road narrows both sides ahead

7424 End of divided carriageway

7416 Two-way traffic ahead

7430 Traffic signals ahead

7427 Pedestrian crossing ahead

7426 School/ playground ahead

7446 Slippery road surface ahead

7435 Road humps ahead

7425 Height restriction ahead

7589 Distance to hazard (number varies)




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Description Image

7450 Other hazard ahead

7441 Work zone/roadworks

Beneath 7441 to identify works on adjoining road

Supplementary plate ‘To the Right’ (Left if reversed)

7493Reduction in traffic lanes -3 lanes, one closed (Other combinations are possible to depict closures required)

7451 - 7458 Chevron board (variable numbers of chevrons and formats)

7465/6 Merge left (right)

7473 Re-join main carriageway, to left (to right)

7490 - 92 Traffic merging with the main line (from either side and multiple lanes possible)

6.4.2 Regulatory SignsThere are a number of Regulatory signs that are regularly used within Work Zones. It may be necessary as part of the establishment of a Work Zone to erect temporary signs that limit or prohibit specific actions or vehicle types (i.e. signs that are normally prescribed for permanent situations), assuming that appropriate authority has been granted for such limits or prohibitions.




When these signs are erected within a Work Zone and relate specifically to circumstances to do with the temporary works, they shall have a yellow background.

Table 17 lists a number of regularly-used signs that are specifically for use within Work Zones, that is, with yellow backgrounds. For a more complete list of warning signs refer to the MUTCD. Other regulatory signs that give a specific instruction to drivers and do not incorporate any yellow on the sign face, even when used within Work Zones, are also shown in Table 17.

Table 17: Regulatory signs


Description Image

7339 - 7343 Temporary Speed Limit (25, 40, 60, 80, 100 and 120 km/h respectively)

7327/7328 Keep left (right if reversed)

301 Stop

302 Give way

303 Give way to pedestrians

304 No entry

7305 One way traffic





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Description Image


6.4.3 Prohibitory Traffic Movement SignsProhibitory signs prohibit certain manoeuvres and actions or classes of road user from Work Zones.

Table 18 lists a number of regularly-used signs that are specifically for use within Work Zones. For a more complete list of prohibitory signs refer to the MUTCD.

Table 18: Prohibitory signs


Description Image

7346 No left turn

7347 No right turn

7348 No U turn

7349 No overtaking

7350 No inflammable goods

7351 No goods vehicles

7352 No pedestrians





Description Image

7353 No cyclists

7354 No horns

6.4.4 Movement Control SignsThe signs in this group shall have a yellow background and a black border and black arrow symbols. It should be noted that the black border is inset slightly from the sign edge to leave a thin outer yellow border. All of the signs in this group shall be used only in TTM areas and a description of their respective uses is given in Table 19.

Table 19: Movement control signs


Description Image

7321 Ahead only

7322/7323 Turn right (left)

7324/7325 Turn right ahead only (left only)

7326 Pass either side

7327/7328 Keep right (left)

7329 Roundabout




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6.4.5 Detour SignsIt may be necessary as part of the establishment of a Work Zone to establish a temporary change in route in order to close a road or because of continuing congestion. Sometimes such a detour may be necessary only for traffic proceeding in one direction.

The requirement for detour signs is determined as part of the traffic planning process. On projects where signs are required to properly implement a traffic plan, such signs shall be designed and located in conformance with the Abu Dhabi MUTCD. If traffic needs to be detoured along a different route and there is no signed traffic route, the detour route shall be signed with Chevron Direction sign 7515 displaying the word "Detour" in Arabic and English.Sign 7515 shall be positioned strategically through the detour, pointing to the right or left as appropriate, as the detour changes direction. This route shall be signed to take traffic back to the termination side of the work zone and be ended with an ‘end of works’ sign (Diagram 7441 with supplementary plate ‘End’)

When a detour does not have associated destination guide signs and drivers may be confused as to which direction to take in order to reach their intended destination, existing direction signs should be amended or replaced.

7515

Figure 17: Detour signs

6.4.6 Information SigningWithin a Work Zone, information signs may be required to advise road users of specific conditions. These types of signs are shown in Table 20. Worded signs should be avoided whenever practicable due to the need for clarity, bilingual lettering and also consideration of the differing literacy levels of road users.




Table 20: Information signing

Description Image

Pedestrian route (Direction of arrow varies). Indicates where the normal pedestrian route is diverted and the alignment of the new route is not obvious.

Temporary Surface. Indicates where vehicular traffic should proceed slowly owing to temporary hazard resulting from a change to the road surface.

No Construction Traffic. Indicates temporary restriction to access to a construction or Work Zone site.

Road Ahead Closed. Indicates where vehicular traffic should proceed slowly owing to temporary hazard resulting from a road closure.

6.4.7 Additional New Temporary Works SignsThe following signs are non-standard new signs to be used at the appropriate locations as indicated in Section 7.

Table 21: New temporary works signs

Application Sign Face

To indicate works access/works exit to passing vehicles/site vehicles and to provide additional information to drivers that they are not to enter the Work Zone.

Additional new signs are required, including ‘ramp’ and ‘ramp ahead’.




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6.5 Delineation DevicesDelineation devices shall always be provided to present a physical separation of vehicles and pedestrians travelling through a Work Zone from areas in which members of a work force operate, and from hazards such as construction materials, equipment and excavations.For long-term static work, particularly on high speed roads, the default device to protect those areas described above shall be portable concrete or metal crash protection barriers capable of providing deflection to vehicles whilst experiencing minimal displacement. Such temporary barriers shall meet the containment and working width limits appropriate for the road and traffic anticipated at the Work Zone (see Section 6.5.2). Other devices may be considered for lower speed roads subject to risk assessment.

It is also necessary to provide safe indication to road users passing through Work Zones of the path they must follow. When concrete or metal barriers are provided, these can help to fulfil this role for vehicular traffic. However, there are occasions where concrete or metal barriers may not be appropriate.

These will include:

• Short-term works;

• Some medium-term works;

• Mobile works;

• Works in low-speed, low-traffic flow environments;

• Where the installation of barriers itself is a significant risk.

Section 6.5.2 of the Manual provides guidance as to the most appropriate form of barrier and Section 5 describes a risk assessment methodology that should be carried out to assist with this.

In addition, there will frequently be a need to delineate boundaries behind barriers (for example, between the working space and the traffic safety buffer), or to segregate on-coming traffic through the Work Zone. In such cases, the use of alternative delineation devices may be considered such as water filled plastic barricades or cones.

6.5.1 Pavement Markings – Dealing with Temporary and Existing Markings

For a complete list of pavement markings reference should be made to the Abu Dhabi MUTCD.

Care must be taken that any existing road markings do not cause road users to misinterpret the temporary alignment through a Work Zone. For any long-term static works, an assessment shall be made of existing permanent markings, and where appropriate these should be masked or removed and temporary markings provided. In determining the use of




road markings within a Work Zone and the preservation of existing markings whilst works are carried out, the following needs to be considered:

• The duration of the works to be carried out;

• The requirement to use temporary markings on new surfaces;

• The requirement to cover/protect existing markings whilst work is carried out.

In order to improve the definition and clarity of lane definition through a Work Zone, a channelizing line marking 612 may be used in place of the conventional lane line marking 654.

If using permanent marking techniques within a Work Zone for traffic management, there is a possibility that a scarring effect of the road surface will remain when they are removed. This visual defect can have a detrimental effect on the quality of the road surface and the effectiveness of on-going road markings, particularly during hours of darkness. To prevent this, temporary marking methods should be used. A variety of temporary markings are available, including:

• Water based paint;

• Pressure sensitive marking tapes;

• Temporary raised reflective markers.

It may be necessary to cover up existing permanent road markings whilst works are carried out, to eliminate the possibility of confusion between existing markings and temporary markings associated with the Work Zone.

Any temporary road marking material, or material used to conceal permanent road markings, must have sufficient adhesive and frictional qualities such that it does not detach from the road surface prematurely or present a skidding risk (particularly to motorcycles or when wet).

Particular attention should be paid to the possibility of concealed markings or the residue of removed markings continuing to be visible, especially when wet or when reflecting headlights or when subjected to certain lighting conditions. When this occurs, the road layout and lane alignment can be very confusing and dangerous (both during the works and after they have concluded). When decommissioned road markings continue to be visible they can be very misleading and they must be properly concealed or removed.

Once all works are complete, all temporary TCDs associated with the works shall be removed, including temporary road markings. All permanent road markings that were covered up or removed as part of the works shall be uncovered or reinstated. Clearance of TCDs from the Work Zone should be undertaken as soon as practicably possible following completion of the works operation.




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6.5.2 Temporary Barriers/BarricadesThe primary use of barriers and barricades in Work Zones is to provide physical separation of vehicles and pedestrians travelling through a Work Zone from areas which workers may occupy and from Work Zone hazards such as excavations, construction equipment and construction materials.

Barriers are designed to deflect when impacted by an errant vehicle and therefore the area behind any barrier must be kept clear of all workers and construction equipment and materials. The deflection of a barrier under an impact depends on the type of barrier and the speed and size of the impacting vehicle. The lateral clearance widths specified in this Manual include provision for the deflection of the barrier under impact.

Barriers can also act as delineation devices and should be light in colour or conspicuously marked. Barriers may be used in conjunction with other delineation devices such as traffic cones.

There are four main types of temporary safety barrier that can be used in works:

• Pedestrian barricades;

• Traffic barricades, including cones, for guiding vehicles and indicating that part of a traffic lane is closed;

• Lightweight barricades for delineating the inner edge of safety zones;

• Vehicle restraint barrier.

The use of each type is specific to the type of separation required. These are discussed in the subsections that follow.


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arrie

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d ba

rric

ades

Type

Exam

ple

Suita

ble

use

Pede

stria

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s.Th

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s w

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spe

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mit

grea

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80km

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6.5.2.1 Pedestrian Barricades

Pedestrian barricades are necessary where there are normally occurring pedestrian movements which are within the area of the Work Zone, or when the Work Zone requires the closure and revision of pedestrian routes.

Tapes

Containment tapes may be used to contain workers within the safe Work Zone boundary established at the work site. Tapes shall not be used to exclude pedestrians from a Work Area. The tape shall be a minimum of 100mm wide with alternate contrasting stripes (generally red and white) and be supported at up to 1m above ground level with a minimum height of 750 mm above ground level between supports.

Ropes

Containment ropes may be used in the place of tapes to establish a safe Work Zone boundary. The rope should have lengths of tape attached which shall not less than 300 mm long and which shall be tied or otherwise attached at maximum of 600 mm spacing.

Mesh Fencing

Mesh fencing shall be used to exclude pedestrians from a Work Area and can be used to delineate the working area for Work Zone personnel. Mesh fencing shall be a flexible mesh approximately 1m high and shall be securely attached to supports thus forming a continuous line preventing unauthorised access. Where mesh fencing is required to prevent pedestrian access adjacent to deep excavations or other hazardous situations/activities, it shall be 2m high.

Temporary Barricades

Water filled temporary barricades, as described below, may be used to exclude pedestrians from a Work Zone and can be used to contain workers as an alternative to traffic cones and the above devices.

6.5.2.2 Traffic Cones as Barricades and for Traffic Delineation

The purpose of traffic cones is to provide a visual indication to drivers that the carriageway ahead is realigned and to delineate a safe path past the Work Zone. They are particularlysuitable for short-term works in low speed environments and in conjunction with a vehicle or vehicles fitted with a Truck Mounted Attenuator (TMA), as a device to exclude traffic from one or more lanes of a live carriageway. They can be deployed quickly and are therefore often suitable for emergency response works. However, their exclusive use for high-speed roads where the workforce requires protection or the road user is vulnerable from impact with plant, excavations and other high risk features is not acceptable. In such cases, additional vehicle restraint systems will need to be used around the Work Area.




Requirements:

• All traffic cones must be manufactured from a durable material, able to endure impacts from passing vehicles without suffering excessive damage or damaging the passing vehicle, or causing injury to pedestrians and workers in the vicinity;

• Traffic cones should be of a hollow, conical shape to enable them to be stacked one on top of another, when not in use;

• Traffic cones should be fluorescent red or orange/red in colour, with a white high intensity retro-reflective band that covers the middle third of the cone so as to be visible during both hours of daylight and darkness;

• All traffic cones should have an adequately weighted base, in order to withstand any minor collision or air buffeting as vehicles pass by. More robust bases should be used when cones are placed on freeways or expressways;

• In situations where traffic cones remain set out during hours of darkness, low intensity permanently illuminated warning lamps or high intensity flashing warning beacons should be must be provided, fixed either to the cone or mounted on a demarcation post which is positioned between each pair of cones;

• Selection of the type of lamp shall be in accordance with the guidance given in Section 6.7.1;

• The use of larger cones is generally preferred. Minimum cone sizes shall conform to those in Table 23.

Table 23: Traffic cone dimensions

Road CategoryMinimum Height

(mm)

Base Diameter or Base Width

(mm) Minimum weight

Freeway/Expressway 1000 500 9kg

Arterial 650 400 4kg

Collector/Local 750 400 6kg

Pedestrian Facilities 1000 500 9kg

The position and spacing of traffic cones, warning lights and flashing beacons within a Work Zone is governed by the nature of work being undertaken and the environment within which they are to be used. Traffic cones can be positioned on both or one side of a carriageway, at distances detailed in Table 24.




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Table 24: Beacon and cone spacing

SituationTraffic Cone

Spacing (m)

Warning Light or Beacon Spacing

(m)

Transition Area Taper:

1 in 22 1.5 3

1 in 33 3 6

1 in 44 or more 9 18

Transition Area Crossover:

Curve radius under 60 m 0.5 3

Curve radius over 60 m 3 6

Stabilisation Area 9 18

Long Straight Areas 9 18

Localised Minor Work Area 1.5 3 or as required

Pedestrian Channelisation 1.5 -

6.5.2.3 Lightweight Barricades/Plastic Temporary Devices

Plastic temporary devices should not be considered as an alternative type of crash protection/vehicle restraint barrier, as they do not offer the same degree of vehicle deflection, and when impacted can displace to a significant degree into the Work Area.Where it is not practicable to provide crash protection barriers which would otherwise be required, a risk assessment shall be carried out for the use of plastic temporary devices.

Plastic water- or sand-filled devices shall be linked together in an approved manner in accordance with the manufacturer’s guidance to form a continuous delineation boundary.Lightweight barriers are only suitable, and should only be used where the speed limit is below 60km/h. Plastic temporary devices should be filled with adequate levels of water or sand in accordance with the manufacturers’ specification, so as to ensure that they withstand excessive displacement as vehicles pass by or from interference by pedestrians or members of the work force.

6.5.2.4 Vehicle Restraint Barriers

More substantial barriers serve to prevent vehicles leaving the carriageway or from entering the Work Area. Their use is as indicated in Table 22 and should be determined by engineering judgement and risk assessment. However, by way of guidance, barriers are likely to be particularly important under the following circumstances and when high volumes of traffic are present:

• When a roadway is diverted from its normal path through a small radius curve (barriers may be required on one or both sides of the roadway); or,




• To replace a wide median when this has to be eliminated to reduce road cross-section width as part of the Work Zone; or,

• To separate opposing streams of traffic where a temporary roadway has been constructed to accommodate traffic during construction works;

• To protect vulnerable roadside features against the risk of vehicle impact; or

• To protect the workforce and road users in high risk situations, for example, on a high speed road or where there are hazardous features which may be impacted by errant vehicles.

In the majority of the above situations, a temporary vehicle restraint barrier will also act as a channelisation device which will help to define the alignment of the roadway or taper. In order that it can satisfy this function it should be light in colour or conspicuously marked. The barrier can also be used in conjunction with other channelization devices such as traffic cones or delineators.

When used at a sharp change of direction it is recommended that the alignment of the barrier be made clear by means of single or multiple delineator signs 7454 to 7457 (Chevrons) mounted on or above the barrier at recommended intervals. Flashing beacons, particularly sequentially flashing beacons should also be used.

The introduction of short sections of temporary vehicle restraint barrier should be avoided. The risk of vehicular impact on the end of an introduced barrier should be mitigated by use of an appropriate end restraint.

Temporary vehicle restraint barriers must be provided with the same standard of end treatment as is specified for permanent installations. Approach ends of portable concrete barriers should be offset from the path of approaching traffic by 6 metres or more and should taper from the edge of the carriageway at a minimum rate of 1 in 6 or preferably 1 in 10.

Any barrier with an offset, or exposed, end (i.e. one which vehicles might collide with) must be protected by a crash cushion, or approved energy absorbing system.

Barriers may be used in a similar way at any other part of a deviation or detour when a shift in traffic alignment is required and space is available to accommodate the signs.

The use of barriers at minor works is not generally required unless there is a specific site requirement such as, for example, an area of deep excavation or particularly hazardous items of plant are present. The designer must also include suitable measures to protect pedestrians.

Much research and full scale impact testing has been undertaken globally to determine the optimum design for barriers. This has resulted in a wide variety of vehicle restraint systems from steel, concrete and plastic offering different levels of performance in terms of occupant




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protection, deflection and containment. When selecting a barrier for a particular location, all of these factors should be considered such that the optimum solution is found.

The following barriers are permitted for use within Abu Dhabi at the time of publication of this manual:

Concrete: Jersey barrier or ‘F’ shape single or double faced painted alternately yellow and black

Steel: No formal type approval

Plastic Water filled Barrier: Those with internal or external steel rails or frames, can also contain and redirect vehicles. Without these external steel rails or the internal steel framework, water filled longitudinal barricades do not have the capability to redirect vehicles and may not be substituted when a barrier requirement is specified.

The proposed use of any other vehicle restraint barrier designs shall be supported by documentary evidence that the option proposed has a performance that equals or exceeds these designs. As a minimum, any form of vehicle restraint barrier must conform to the requirements of NCHRP-350 Test Level 3.

Adjacent barrier sections shall be linked together in an approved manner in accordance with the manufacturer’s guidance to form a continuous boundary. They may also be anchored to the road surface in an approved manner if this facility is available. At the commencement of a barrier section the barrier shall be flared at a ratio as highlighted below such that the first segment of the barrier is outside the path of approaching vehicles.

Approach ends of portable concrete barriers should be offset from the path of approaching traffic by 6 metres or more and should taper from the edge of the carriageway at a minimum rate of 1 in 6 or preferably 1 in 10.

6.5.3 Hazard Markers, Chevrons and Delineator SignsIn permanent situations, signs 454 and 455, comprising a single red chevron on a white background, are typically used either individually or in sets to indicate a hazard or delineate the alignment or a road or the severity of a sharp curve. As such, they are often described as delineators. Signs 456 and 457 are similar but each sign comprises a minimum of three chevron arrows. Hazard plate signs 451 and 452 are narrower, comprise single chevron and are used to demarcate hazards such as open ditches.

Signs 7451 to 7458 inclusive are for use in Work Zones only and are similar in appearance to the signs described above except that they comprise red markings on a yellow background. They may be used in temporary Work Zones in the same way as their corresponding signs would be used in permanent situations.




Delineators may be used on their own or to supplement other delineation devices such as traffic cones or barriers. When used with traffic cones, delineators should be mounted on separate supports (i.e. not attached to the cones). When used to delineate a travel path such as a sharp curve the signs shall be mounted at a consistent height such that they are clearly visible in the drivers' vision and above the top of any barrier.

6.6 Work Zones at Night TimeWhere possible, short-term works on high-volume roads should be carried out at off-peak times; which may include a need for night-time working. The human eye takes time to adjust from light to dark. If a Work Zone is well lit but the surrounding network is dark, then there could be issues with drivers not appreciating the layout for several seconds after exiting the area of the work zone. If there are bends or features which are not lit, this could lead to road safety issues.

For Work Zones that will be present during the hours of darkness additional factors need to be considered, such as:

• Traffic volumes will be less but traffic speeds may increase as the congestion has eased and drivers do not expect to encounter Work Zones;

• Visibility and awareness is reduced both for road users and site personnel due to tiredness and reduced visibility and lighting. The correct retroreflective materials must be used and kept clean to ensure proper visibility of signs, cones, etc. at night and during poor visibility;

• If tidal flow operations are in place during the day, it is possible that they may be different or that the layout may be changed at night, hence causing confusion toregular road users. Advance notification of a changed layout should be provided in addition to signs positioned for daytime operations;

• Additional temporary lighting, over and above the existing permanent lighting, may be required for pedestrian and cycle detours, the work area, elsewhere in the Work Zone or to highlight the presence of manual or other traffic controllers. The designer of the temporary traffic measures should determine the requirement for additional lighting;

• This temporary lighting should be positioned so as to not interfere with or dazzle road users. Light sources that produce glare should not be used at Work Zones;

• Beacons, warning lamps, rotating reflectors or reflective strips shall be installed on barriers, plastic temporary devices and cones to increase their conspicuity during the hours of darkness or poor visibility. Spacing of beacons shall be in accordance withTable 24;

• All signs shall be retroreflective. Beacons and warning lamps must be maintained in good operating order and reflective strips and signs kept clean;




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• Even when the actual works are limited to daylight hours, these principles must be observed for any Work Zone that is in place during hours of darkness.

6.7 Other Devices and Equipment

6.7.1 Warning Lamps/BeaconsRoad warning lamps or beacons should be solar powered, using a rechargeable battery, and contained within high impact polypropylene housing and bases. These should be impervious to ultraviolet degradation and approved to EN12352:2000.

They shall be capable of bi-directional illumination achieving Class L6 and a brightness intensity at the centre of the lens greater than 10cd discharged from a series of high intensity LEDs. The edge of the lens intensity should be 1:3.49 of centre intensity which should not exceed 17.1cd maximum intensity.

Light emitted from the LEDs should be viewable on a clear night from a distance of 1000 metres viewed through a high impact polycarbonate orange or yellow lens. They shall becapable of operating for 5 nights on a single charge, with automatic illumination when ambient light falls below 400 Lux. The flash rate should be at least 65 times per minute ±15% and the unit should be capable of operating in both flash and steady light mode.

The construction of the road warning lamps should include a universal mounting system with a mounting bracket that allows 180°swivel. The whole unit should be fully watertight, not require any maintenance and weigh no more than 9 kg.

Consideration should be given to the use of backlit sequentially flashing road danger lamps on the tapers to highlight the taper coning and distinguish it from the long straight stretches of coning.

6.7.2 Traffic Controllers/Flagger ControlThe use of traffic controllers is considered in the Abu Dhabi MUTCD and may be used to control traffic in Work Zones through the use of Stop/Slow sign 7308, for example to control construction vehicle access, one-way movement within a site or alongside maintenance operations. Advance warning STOP-SLOW CONTROL AHEAD sign 7443 must be in position before the use of the Stop/Slow signs begins and it should be located at the advance warning distance indicated in Table 2. At night traffic controller stations must be adequately illuminated.

Traffic controllers work in a high-risk environment and their use should be minimised through the use of other techniques wherever possible. Where their use is unavoidable, traffic controllers must wear high visibility clothing conforming with Section 6.7.6 and be sited sufficiently far in front of a STOP position that drivers have enough time in which to stop when required.




Traffic controllers should:

• Stand on the shoulder adjacent to the lane being controlled or in the closed lane, well clear of the travelled way;

• Be aware of other workers in their vicinity who may be in danger if a driver fails to obey his signal and should be able to issue an audible warning to them (the use of a verbal warning is insufficient and some form of device such as a whistle or air horn shall be used).

Traffic controllers should:

• Not stand in a running traffic lane;

• Not allow other workers to congregate around their station or engage them in conversation unless absolutely necessary for the control of traffic.

When multiple traffic controllers are required, the controllers shall be equipped with hand-held two-way radios for communication and they shall always ensure that vehicles for other directions are clear of the Work Zone prior to other vehicles being released.

6.7.3 Portable Temporary Traffic SignalsNote: this section only refers to the set up and operation of small scale portable traffic signal equipment. There are instances where large schemes require the installation of more ‘permanent’ arrangements with full overhead gantry installations. Such arrangements must be considered in the same way as a permanent fixed signal installation. These installations may still require specific TTM arrangements to be provided.

Portable temporary traffic signals may be used at plant crossing points or site entrances and exits. They may also be used on single carriageway roads where the traffic is reduced to shuttle operation, at all times on low volume roads, and at off-peak times only on roads with high volumes. They should not be used to control shuttle lengths greater than 300m although, in exceptional circumstances and following an appropriate risk assessment, longer lengths may be practicable with the use of convoy working and a suitable escort vehicle.When traffic signals are not operating (removed from use) for any significant period of time, they should be covered over by the use of bags over the signal heads.

Advance warning of this form of control shall be provided by the provision of a Traffic Signal Ahead warning sign 7430. This sign should be placed on each approach, it should be located at the advance warning distance indicated in Table 12 and it should have an associated supplementary plate sign 7589 indicating the distance to the signals as necessary. Where located immediately in advance of the signal head, this warning sign shall be accompanied by a temporary transverse solid white line to indicate the position at which drivers should stop when a red signal is displayed.

If the signals are to be present for more than one day, a temporary stop line shall also be marked on the carriageway adjacent to the signals.




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It can also be appropriate to use cones or other suitable temporary devices on the approach to portable temporary traffic signal layouts to delineate routes and segregate opposing lanes of traffic. It is recommended that a minimum of 30m of delineation should be provided. On some roads it may also be appropriate to provide sign 7349 (No Overtaking) at the commencement of the Advance Warning Area.

Portable temporary traffic signals should be positioned with adequate forward visibility and, where possible, have inter-visibility. They should also have a power supply capable of lasting the duration of the works or when unattended at night. Where the layout requires a power cable to cross the running lane, to prevent damage and minimise the danger to road users this cable should be fitted in a cable protector secured against movement. The protector should not present a hazard to road users passing over it, especially cyclists and motorcyclists. The Road Authority should be satisfied that the cable crossing protector is safe and fit for use. Signs warning of the ramp formed by the cable protector should be provided as part of the WZTM. Power cables can often be avoided by use of portable signal sets which utilise battery packs and this type of temporary traffic signals should be used where practicable.

Persons experienced in the design and operation of traffic signals should undertake the design and installation of any portable temporary traffic signal operations. The calculation of timings and phases shall be as for permanent traffic signal design. The design should consider fixed and variable timings where applicable and the length of restriction to be installed, as all these factors will influence queue lengths and possibly affect the surrounding network.

Nevertheless, it is generally expected that portable temporary signals should operate in vehicle-actuated mode at all times unless otherwise agreed with the Road Authority. The controller should be capable of providing a minimum of a two-phase operation or, where required, additional phases to cater for more complicated layouts. Loops, microwave, infrared or radar detectors may be used to detect and control the movement of traffic. Where the signals are positioned to the near-side of approaching traffic the effectiveness of the detectors used with vehicle-actuated operation is maximised.

6.7.4 Variable Message Signs (VMS)VMS provide a higher visual impact to passing motorists than static sign plates and are less likely to be missed. The use of temporary VMS (typically trailer-mounted) may be considered as an addition to fixed signs.

On wider carriageways there is greater chance of nearside signs being obscured to offside traffic by vehicles in the nearside lanes. Certain types of temporary VMS are high mounted and this type of sign is particularly useful when a sign is required on the verge and there is no suitable location for an offside sign.

Portable Variable Message Signs (PVMS) displaying arrow or chevron ‘Route Deviation’ symbols may be located within the Transition Area to supplement ‘Keep Left’ or ‘Keep Right’ signs, or Route Deviation chevron boards. Particularly on high-speed roads, PVMSs provide




high visibility warning of route deviation, but they should not be used in place of the prescribed static signs. The requirements in relation to the positioning of PVMS are similar to those for static signs.

A PVMS can be affected by sunlight, giving rise to two problems:

• Wash-out – the contrast between the light source and the sign face can be lost, rendering the message faint or even invisible to drivers;

• Phantom Messages – characters or messages appear to be visible to the driver even if the sign is switched off.

If these problems occur then mitigating measures such as a canopy, hood or louvre may be required to avoid miss-communication and confusion to the road user.

Figure 18: Variable message signs

6.7.5 Vehicle Devices and Truck Mounted Attenuators

6.7.5.1 Vehicle Conspicuity Markings and Lighting

Active and/or passive devices can be fitted to works vehicles to warn approaching drivers of their presence. These include the use of fixed lighting (warning lights) and retro-reflective sheeting and/or tape in order to enhance their conspicuity, especially during hours of darkness and on high-speed roads.

All works vehicles required to stop on the carriageway shall carry appropriate conspicuity markings and lighting to reduce the risk of collision. For works vehicles stopping on high-speed roads, these requirements are mandatory.

Figure 19: High conspicuity vehicle markings and lighting




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Works vehicles should be of a conspicuous base colour; that contrasts with the yellow of workers reflective clothing (See Section 6.7.6.1). Whilst the pattern and type of vehicle markings will vary depending on the type of vehicle and the nature of works to be carried out, any retroreflective materials fitted to improve the conspicuity of the vehicle shall be microprismatic Class RA2 retroreflective material, as defined in EN 12899-1 or to the minimum standard ASTM D4956-01 Type IV. The general principle shall be that retroreflective vehicle markings shall show yellow to the side and red to the rear of the vehicle.

The minimum level of markings for a vehicle that will stop on the carriageway shall be a full-width roof mounted warning beacon or lighting bar visible from all around the vehicle, rear retroreflective markings and a side retroreflective marking strip running the full length of the vehicle.

Rear retroreflective markings shall consist of either red retroreflective material covering the whole rear of the vehicle as far as is reasonably practicable or a series of chevron markings comprising red retroreflective tape of minimum width 75mm spaced 50mm apart with the apex of each chevron marking pointing upwards. When applied to a vehicle of base colour yellow, there is no requirement to fill the spaces between the chevron markings. For vehicles of other colours, the space shall be filled with yellow fluorescent non-retroreflective tape. This tape shall be replaced when faded to maintain the required conspicuity.

Retroreflective markings on the sides of small vehicles (<3.5t) shall consist of a minimum of a single unbroken yellow retroreflective stripe of minimum width 50mm applied, so far as is practicable, along the entire length of the vehicle. For larger vehicles, the principles of outline markings as detailed in UN ECE104 should be applied to the sides.

Roof mounted warning beacons shall be amber in colour and shall be visible from all around the vehicle. Where moving parts of the vehicle may obscure the warning beacons, consideration should be given to mounting repeater lamps on the moving parts to ensure the warning to approaching drivers is maintained.

6.7.5.2 Truck Mounted Attenuators

Truck Mounted Attenuators (TMAs), or lorry mounted crash cushions, are used to reduce the severity of a rear-end collision with a stationary or slow-moving works vehicle. These devices are designed to manage collisions from vehicles up to 2000kg but are, inevitably, less effective at reducing the severity of collisions involving larger vehicles or vehicles travelling at excessively high speeds.

Any TMA deployed shall comply with the current NCHRP Report 350 testing criteria to minimum test level TL3 (2000kg test vehicle at 100km/h impact speed). Tests on TMAs are typically conducted with a support vehicle having a test internal mass of 9000+450kg. Lower support vehicle weights must not be used without prior approval.




Figure 20: Truck mounted attenuator

TMAs are typically used in situations where a works vehicle must be positioned or operated in a location where it is likely to be struck from the rear by a moving vehicle. Examples of these types of operations include line-marking operations, temporary repairs to the carriageway or placement of TCDs required to close a lane on a high-speed carriageway.

When a works vehicle fitted with a TMA is struck from the rear by a moving vehicle, the works vehicle will move forwards. In order to minimise this effect, the works vehicle should be parked with its brakes on. For vehicles that will undertake stop-start working or will move along the carriageway slowly (e.g. to protect line-marking operations) consideration should be given to fitting an automatic braking system which will activate the works vehicle’s brakes in the event that the TMA is struck.

Drivers of works vehicles fitted with a TMA can be injured in an impact due to the sudden forward acceleration of the works vehicle causing neck injury. Drivers and other occupants of TMA vehicles must therefore always wear an appropriate restraint (seatbelt/harness) and position the headrest of their seat correctly to support the head in the event of an impact.

When planning works, designers shall take account of the post-impact forward travel of a works vehicle fitted with a TMA by requiring a safety zone of 75 metres (±25 metres) in front of the works vehicle. No personnel or vehicles shall be allowed in this safety zone.

All works vehicles fitted with TMAs shall comply with the requirements for vehicle conspicuitymarkings and shall have a reflectorised sign 327 or 328 (keep left/right) mounted on the rear of the vehicle so as to indicate which side traffic should pass. For such vehicles, the requirement for rear red retroreflective markings specified in the previous section shall apply although it is recognised that, whilst in use, the signage mounted on the rear of the vehicle will conceal some of these markings. When not in use sign 327 or 328 shall be covered or rotated such that the arrow points downwards.

6.7.6 High Visibility Clothing

6.7.6.1 Upper Body

Road workers shall wear high visibility clothing as the outer layer of clothing at all times when working on a road or within a Work Zone. The high visibility clothing shall remain visible at all times and must not be covered.




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When working on high-speed roads, the high visibility clothing shall consist of a knitted acrylic lightweight fabric garment or jacket complying with EN471 Class 3. The colour of high visibility clothing shall be fluorescent yellow and shall provide a solid block of colour of high contrast to works vehicles (see Section 6.7.5.1).

The material used to make the garment shall comply with the requirements in EN471 Class 3 with regard to chromaticity (colour), luminance (brightness), colourfastness (after laundering and Ultra Violet (UV) light exposure) and washing (in accordance with the care instructions given on the label for a minimum of 20 wash cycles).

For night-time working, the garment shall incorporate full-length sleeves to ensure full upper body conspicuity for the wearer. For day-time wear, a sleeveless over-vest is permissible.

Strips of retroreflective material shall be applied to the garment in accordance with the specification in EN471 Class 3. Where retroreflective material is not applied to the sleeves ofthe garment, it shall be applied to the shoulder region to ensure 360° visibility.

Garments shall be provided with a suitable fastener that will enable the garment to remain fastened at all times. Garments must be fastened when worn so as to ensure that workers are as conspicuous as possible when viewed head-on. Similarly, backpacks or other objects should not be worn such that they obscure the garment. All garments shall be certified as compliant with EN471 Class 3.

A logo or emblem may be applied to the upper body high visibility clothing to act as a form of identification. The logo or emblem may be applied to the front and/or the back of the garment. Any logo or emblem shall be non-reflective to prevent disrupting the recognition performance of the garment at night.

For specific work roles such as safety officers, enforcement personnel or managers, additional text can be included on the rear of the jacket. This may be retroreflective to assist with identifying specific individuals in a Work Zone at night but should not compromise the overall conspicuity of the garment.

6.7.6.2 Head

When protective headgear (a hard hat) is provided as personal protective equipment it should be of a conspicuous colour (defined as yellow or fluorescent orange-red). White or blue is in common use and is permissible. Other headgear such as baseball-type caps with neck flaps (snoods) may be worn although these are clearly not appropriate where there is a need to provide impact protection. These should also be of a conspicuous colour, preferably fluorescent orange-red material.

Retroreflective tape of the same colour as that applied to the work wear may be applied to the headgear. However the use of helmet- or hat-mounted active light sources to enhance personal conspicuity should be avoided as these can be confusing to approaching drivers.




6.7.6.3 Lower Body

The use of upper and lower body high visibility clothing is strongly recommended to achieve the maximum possible conspicuity of road workers, particularly during hours of darkness. Lower body garments (trousers/over-trousers) shall be compliant with EN471 Class 3 and colour of background and combined performance materials shall be fluorescent orange-red to match upper body conspicuity.

The material used to make the garment shall comply with the requirements in EN471 with regard to chromaticity (colour) luminance (brightness), colourfastness (after laundering and UV light exposure) and washing (in accordance with the care instructions given on the label for a minimum of 20 wash cycles).

Strips of retroreflective material shall be applied to the garment in accordance with the specification in EN471 Class 3.

6.7.6.4 Provision and Replacement of High Visibility Clothing

Provision of appropriate and effective high visibility clothing is a key safety control for road workers and road users and shall be the responsibility of the contractor undertaking the works. The contractor undertaking the works shall ensure that sufficient and appropriate high visibility clothing is provided to road workers. In particular, the contractor shall ensure that:

• Clothing provided is an appropriate size;

• Clothing is certified to EN471 Class 3;

• Clothing is maintained in a clean and serviceable condition.

If any article of high visibility clothing is damaged or the combined performance material on the clothing is damaged, the organization shall ensure it is replaced. An inspection program shall be put in place by the contractor undertaking the works to ensure all road workers are wearing safe and effective high visibility clothing.




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7 TYPICAL LAYOUTSThis section provides typical detail drawings for use in WZTMPs. They have been arrangeddepending on road class and by type (link or intersection) to illustrate the main types of conditions experienced across the Abu Dhabi highway network. These layouts represent typical arrangements that would be expected, however they do not provide an exhaustive list of possible scenarios. They can be supplemented by reference to other manuals currently in operation (particularly ADM for use on urban roads rather than highways – See Appendix A for extract of ADM Manual Section 7 Typical Layouts).

Any variation form the requirements of key elements identified in these illustrative layouts needs to be agreed with the relevant road authority before implementation.

Each typical detail comprises an illustrative layout and accompanying notes and tables. These are to be read in conjunction with each other, at all times. Table 25 provides an overview of the layout images provided.

Table 25: Overview of layout images

Title Figure No.

Safety zones typical layout 21

Multilane highway, hard shoulder closure 22

Multilane highway, single lane closure on nearside 23

Multilane highway, single closure on offside (fast lane closure) 24

Multilane highway, two lane stepped closure from nearside 25

Multilane highway, contraflow working 26

Mobile working on a multilane highway 27

Mobile working on a single carriageway road 28

Single carriageway, two way working 29

Single carriageway, work on footway requiring pedestrian detour 30

Single carriageway, shuttle working using temporary traffic signals 31

Single carriageway, shuttle working using stop/slow signs 32

Single carriageway roadway T junction, 60km/h and below – work at nearside with conspicuous work vehicle in attendance 33

Multilane four way signal junction with Work Area on exit from junction 34

Multilane roundabout with Work Area around central island 35

Multilane roundabout with Work Area on exit from roundabout 36




How to use the typical layouts

Part 1 – The layout illustration

• Please note the layout is not drawn to scale and is illustrative only

• It shows the type of signs, their positions and number required dependent upon the posted speed limit of the road.

• It details the requirements for each of the work zone components.

If in doubt, ask.

Part 2 – Additional notes

The other part of the typical layout contains additional guidance or notes that are to be read in conjunction with the illustrative layout.

For each standard detail, you are referred back to Sections 2 (Principles of Work Zones) and 6 (Equipment and Traffic Control Devices (TCDs)). These detail the design requirements for a safe and effective WZTMP for any given speed limit. Relevant tables of sign distances for the appropriate speed limits are also provided with each layout.

Speed Limit

(km/h)

Advance Warning Area Transition Area

(m) (m) (m)(opposing direction)

(m)

(m)

or

(m)

or

(m)

or

(m)

40 200 - 100 100 50 15 0 40 80

60 300 150 100 100 50 15 0 60 120




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7.1 Safety Zones Typical Layout

Note: Layout is NOT TO SCALE – illustrative only

Figure 21: Safety zones typical layout

Notes:

These notes are to be read in conjunction with the relevant sections of Sections 2 and 4of this Manual and standard details given in:

• Table 5: Taper ratios and lengths

• Table 6: Stabilisation distance to Work Area

• Table 8: Minimum lateral safety buffer widths

(These are reproduced in the table that follows for convenience).




Speed Limit

(km/h)

Transition Taper

Length (m)

Table 5

Stabilisation Area Length

(m)

Table 6

Lateral Clearance (m) Table 8

Exit Taper

(Section 4.1.5)VRS Plastic Cones

40 80 10 0.8 2.8 3.0 450

60 120 25 1.0 3.0 3.5 450

80 160 40 1.5 4.5 6.0* 450

100 200 60 2.5 6.0* 10.0* 450

120 240 80 3.5 7.5* 12.0* 450

*These items shall only be used in specific instances detailed in Section 4.2.1.

A complete Work Zone arrangement is preceded by an Advance Warning Area and concluded with Termination signing. Requirements for these are detailed in Sections 4.1.1 and 4.1.5 respectively.

Work Zone delineation does NOT denote barrier types- it is merely illustrative. Barrier and delineation for appropriate speed limits is detailed in Section 4.3.4.

For types of traffic delineation and barrier types refer to Section 4.2.2 of this manual.

Detailed information can be found in the referenced tables and text of Sections 2 and 4.




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7.2 Multilane Highway, Hard Shoulder Closure


Figure 22: Multilane highway, hard shoulder closure

Notes:

For works located on the near side of the carriageway of a dual carriageway road with a hard shoulder, entry to the Work Area is from the hard shoulder.

If a risk assessment indicates that locating the site access just prior to the taper is likely to cause confusion then the delineation in advance of the taper should be lengthened to 50m. Datum for signing will move accordingly.




Speed Limit(km/h)


(m) (m) (m) (m) (m) (m) (m) (m) (m)

40 200 100 50 0 40 80 Not used

Not used

Not used

60 500 200 100 0 60 120 Not used

Not used

Not used

80 800 400 100 0 50 100 150 Not used

Not used

100 1000 500 150 0 50 100 150 200 Not used

120 1000 500 150 0 50 100 150 200 240

Speed Limit

(km/h)

ApproachStabilisation Area

Work Area

Exit Stabilisation Area Termination Area

PreferredLength

(m)

Minimum Length

(m) (m)

Preferred Length

(m)

Minimum Length

(m)Exit

Taper (m) (m)

40 10 5Minimum of 1 sign repeated

every 800m

10 5 N/A -45 45

60 25 10 25 10 N/A -45 45

80 40 30 40 30 N/A -45 45

100 60 45 60 45 N/A -90 90

120 80 60 80 60 N/A -90 90




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7.3 Multilane Highway, Single Lane Closure on Nearside


Figure 23: Multilane highway, single lane closure on nearside




Notes:



Where a temporary mandatory speed limit is in place, one pair of temporary speed limit signs is required, followed by repeater signs.

The final speed limit through the Work Area shall be repeated at 200m intervals for Work Areas 200m or longer and every 100m for Work Areas shorter than 200m.Where temporary speed limits have been used the permanent speed limit must be signed beyond the WZTTM layout.

Appropriate delineation devices are covered in Section 6.5.2.

Speed Limit(km/h)

Advance Warning Area

(m)

(Permanent Speed Limit

Less20km/h)

(m) (m)

and

(m)

and

(m) (m)

60 300 150 Not used Not used 100 50

80 500 300 Not used Not used 200 100

100 800 500 400 Not used 200 100

120 1000 900 800 400 200 100




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Speed Limit(km/h)

Transition Area

(m) (m) (m) (m) (m) (m)



100 0 50 100 150 200 Not used

120 0 50 100 150 200 240

Speed Limit(km/h)

Approach Stabilisation Area

Work Area


PreferredLength

(m)

Minimum Length

(m) (m)

Preferred Length

(m)

Minimum Length

(m)

Exit TaperAngle (m) (m) (m)

60 25 10 Minimum of 1 sign repeated

every 800m

25 10 450 -45 45 95

80 40 30 40 30 450 -45 45 95

100 60 45 60 45 450 -90 90 190

120 80 60 80 60 450 -90 90 190




7.4 Multilane Highway, Single Lane Closure on Offside(Fast Lane Closure)


Figure 24: Multilane highway, single lane closure on offside (fast lane closure)




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Notes:

For works on the offside (fast lane) entry to the Work Area shall be achieved prior to the transition taper.



The final speed limit through the Work Area shall be repeated at 200m intervals for Work Areas 200m or longer and every 100m for Work Areas shorter than 200m.

Where temporary speed limits have been used the permanent speed limit must be signed beyond the WZTTM layout.


Sign sizes and reflectorisation requirements are covered in Section 6.3.

Speed Limit(km/h)


(m)


Less20km/h)

(m) (m)

and

(m)

and

(m) (m)

60 300 150 Not used Not used 100 50

80 500 300 Not used Not used 200 100

100 800 500 400 Not used 200 100

120 1000 900 800 400 200 100




Speed Limit(km/h)

Transition Area (1)

(m) (m) (m) (m) (m) (m)

60 0 60 120 Not used

Not used

Not used

80 0 50 100 150 Not used

Not used

100 0 50 100 150 200 Not used

120 0 50 100 150 200 240

Speed Limit(km/h)

Transition Tapers (2) Stabilisation Area

(m) (m) (m) (m) (m) (m) (m) (m)

60 0 60 120 Not used

Not used

Not used 100- 200-

80 0 50 100 150 Not used

Not used 100 300

100 0 50 100 150 200 Not used 200 400

120 0 50 100 150 200 240 200 400




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Speed Limit(km/h)

Work Area


(m)

Preferred Length

(m)

Minimum Length

(m)Exit

Taper (m) (m) (m)

60 Minimum of 1 sign repeated

every 800m

25 10 N/A -45 45 95

80 40 30 N/A -45 45 95

100 60 45 N/A -90 90 190

120 80 60 N/A -90 90 190




7.5 Multilane Highway, Two Lane Stepped Closure from Nearside


Figure 25: Multilane highway, two lane stepped closure from nearside




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Notes:


For works on the offside entry to the Work Area shall be achieved prior to the Transition taper.

If a risk assessment indicates that locating the site access just prior to the taper is likely to cause confusion then the delineation in advance of the taper should belengthened to 50m. Datum for signing will move accordingly.






Speed Limit(km/h)

Advance Warning Area (to first datum)

(m)


less 20km/h)

(m) (m)


less 40km/h)

(m)

and

(m)

and

(m) (m)

60 300 150 100 Not used Not used Not used 50

80 500 300 200 150 Not used 100 50

100 800 500 400 300 Not used 200 100

120 1000 900 800 500 400 200 100




Speed Limit(km/h)

Transition Tapers Stabilisation Area

(m) (m) (m) (m) (m) (m) (m)

and

(m)

and

(m)

60 0 60 120 Not used

Not used

Not used 100 200 Not

used

80 0 50 100 150 Not used

Not used 100 300 Not

used

100 0 50 100 150 200 Not used 200 400 Not

used

120 0 50 100 150 200 240 200 400 480

Speed Limit(km/h)

Work Area


(m)

Preferred Length

(m)

Minimum Length

(m)Exit

Taper (m) (m) (m)

60 Minimumof 1 sign repeated

every 800m

25 10 450 -45 45 95

80 40 30 450 -45 45 95

100 60 45 450 -90 90 190

120 80 60 450 -90 90 190




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7.6 Multilane Highway, Contraflow Working


Figure 26: Multilane highway, contraflow working




Notes:

For works located across the full carriageway necessitating use of contraflow working on a dual carriageway road, entry to the Work Area is from the hard shoulder.


To maintain two lanes in each direction on a normal three lane highway, it is necessary to strengthen the verge/hard shoulder on the carriageway opposite the Work Area to accommodate the additional traffic lane.

Details of appropriate curve radii to change carriageways at different speeds aregiven in Section 4.3.1.


The final speed limit through the Work Area shall be repeated at 200m intervals for Work Areas 200m or longer and every 100m for Work Areas shorter than 200m.Where temporary speed limits have been used the permanent speed limit must be signed beyond the WZTTM layout.

Appropriate delineation devices are covered in Section 6.5.2. Whenever possible a minimum buffer zone should be provided between opposing lanes as defined in Section 4.2.1 Table 8.

Speed Limit(km/h)


(m)


less 20km/h)

(m) (m)

and

(m)

and

(m) (m)

60 300 150 100 Not used Not used 50

80 500 300 200 Not used 100 50

100 800 500 400 Not used 200 100

120 1000 900 800 400 200 100




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Speed Limit(km/h)

Transition Area

(m) (m) (m) (m) (m) (m)



100 0 50 100 150 200 Not used

120 0 50 100 150 200 240

Speed Limit(km/h)

Stabilisation Area

Transition Area (through chicanes either side of Work Area)

or

(m)

or

(m) (m) (m) (m) (m) (m) (m)

60 100 200 0 60 120 Not used Not used Not used

80 100 300 0 50 100 150 Not used Not used

100 200 400 0 50 100 150 200 Not used

120 200 400 0 50 100 150 200 240




Speed Limit(km/h)

Stabilisation AreaWork Area


or

(m)

or

(m) (m)

Preferred Length

(m)

Minimum Length

(m)Exit

Taper (m) (m) (m)

60 100 200 Minimum of 1 sign repeated

every 800m

25 10 N/A -45 45 95

80 100 300 40 30 N/A -45 45 95

100 200 400 60 45 N/A -90 90 190

120 200 400 80 60 N/A -90 90 190




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7.7 Mobile Working on a Multilane Highway


Figure 27: Mobile working on a multilane highway




Notes:

Mobile and sort term works are limited in their impact on the road network and use limited signing.

Distances between safety vehicles and static signing are minimal. They define the extent of works to be undertaken and should be as compact as practicable.

Delineation may also be appropriate in certain circumstances as described in Section 2.5.

Risk assessments should be undertaken to ensure the work is undertaken at times of low flow.


Sign distances are minima for the start of the work.

Speed Limit(km/h)


Works Vehicle (Datum)

(m)

Termination

(m)

or

(m)

or

(m)

or

(m)

or

(m) (m)

40 200 Not used 100 Not

used 50 0 45

60 250 Not used 200 150 100 0 45

80 500 300 Not used 200 100 0 45

100 700 400 Not used 300 200 0 90

120 750 500 Not used 300 200 0 90




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7.8 Mobile Working on a Single Carriageway Road


Figure 28: Mobile working on a single carriageway road




Notes:

Mobile and sort term works are limited in their impact on the road network and use limited signing.

Distances between safety vehicles and static signing are minimal. They define the extent of works to be undertaken and should be as compact as practicable.

Delineation may also be appropriate in certain circumstances as described in Section 2.5.

Risk assessments should be undertaken to ensure the work is undertaken at times of low flow.

Minimum width for two way operation is 7.0m.

Where shuttle or convoy working is necessary then additional signing as shown inFigure 29 is required.


Speed Limit(km/h)

Advance Warning AreaTransition

Area

Works Vehicle (Datum)

(m)

Termination

(m)

(opposing direction)

(m)

or

(m)

or

(m)

or

(m) (m)

(opposing direction)

(m)

40 200 100 100 Not used 50 0 45 95

60 250 200 200 150 100 0 45 95

80 500 300 300 200 100 0 45 95




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7.9 Single Carriageway, Two Way Working


Figure 29: Single carriageway, two way working




Notes:

This layout is only appropriate with the application of a temporary speed limit on roads subject to a maximum 80 km/h posted speed limit under normal operation.

A minimum distance ’y’ of 7.0m for two way traffic must be maintained past the Work Area. Single lane working is covered in Figure 31 to Figure 33.

Appropriate delineation as described in Section 6.5.2 must be provided to achieve a minimum lane width of 3.3m in each direction (for HGV traffic).

If a risk assessment indicates that locating the site access just prior to the taper is likely to cause confusion then the coning in advance of the taper should be lengthened to 50m. Datum for signing will move accordingly.





Speed Limit(km/h)

Advance Warning AreaTransition Area

(m) (m)

or

(m)

(opposing

direction)

(m)

or

(m)

or

(m)

or

(m)

or

(m)

or

(m)

40 200 Not used

Not used 100 50 0 40 80 Not

used

60 300 150 100 100 50 0 60 120 Not used

80 500 300 150 150 50 0 50 100 150




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Speed Limit(km/h)



Preferred Length

(m)

Minimum Length

(m)

Preferred Length

(m)

Minimum Length

(m)

ExitTaperAngle (m) (m) (m)

40 10 5 10 5 450 -45 45 Not used

60 25 10 25 10 450 -45 45 95

80 40 30 40 30 450 -45 45 95




7.10 Single Carriageway, Work on Footway Requiring Pedestrian Detour


Figure 30: Single carriageway, work on footway requiring pedestrian detour




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Notes:

Additional pedestrian barriers may be provided either parallel to the kerbline or at right angles to it in order to guide pedestrians past the works as site conditions dictate.

The temporary footway width and surface needs to be comparable with the existing footway width and surface.

Any change in level needs to be achieved through a ramped area capable of accommodating wheelchairs and children’s pushchairs/prams.

If diversion away from the carriageway is not possible then additional provision between the safety buffer and traffic lane needs to be provided in accordance with Section 4.3.3.

The minimum width for two-way working is as described in Figure 29.


Speed Limit(km/h)

Advance Warning Area Transition AreaWork Area

(m) (m)

or

(m)

or

(m)

or

(m)

or

(m)

or

(m)

or

(m)

or

(m)

40 200 Not Used 100 50 0 40 80 Not

used 95

60 300 150 100 50 0 60 120 Not used 150

80 500 300 200 100 0 50 100 150 190




Speed Limit(km/h)



Preferred Length

(m)

Minimum Length

(m)

Preferred Length

(m)

Minimum Length

(m)


40 10 5 10 5 450 -45 45 Not used

60 25 10 25 10 450 -45 45 95

80 40 30 40 30 450 -45 45 95




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7.11 Shuttle Working using Temporary Traffic Signals


Figure 31: Shuttle working using temporary traffic signals




Notes:

This layout is only appropriate on roads subject to a maximum 80 km/h posted speed limit with the application of a speed limit reduction.

A minimum distance past the safety buffer of 3.7m on roads with HGV traffic or 3.25m with only light vehicles must be maintained.

Appropriate traffic flows for safe operation are detailed on Table 13.


Temporary stop lines must be applied adjacent to the last sign before the datum in accordance with the requirements of Section 6.5.1.





Speed Limit(km/h)

Advance Warning AreaTransition Area

(m) (m) (m) (m) (m)

or

(m)

or

(m)

or

(m)

or

(m)

40 200 Not used 100 50 15 0 40 80 Not

used

60 300 150 100 50 15 0 60 120 Not used

80 600 300 200 100 15 0 50 100 150




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Speed Limit(km/h)

Approach Stabilisation Area Buffer


Preferred Length

(m)

Minimum Length

(m)

or

(m)TaperAngle

Preferred Length

(m)

Minimum Length

(m)

ExitTaperAngle (m) (m)

40 10 5 10 450 10 5 450 45 Not used

60 25 10 25 450 25 10 450 45 95

80 40 30 40 450 40 30 450 90 190




7.12 Single Carriageway, Shuttle Working using Stop/Slow Signs


Figure 32: Single carriageway, shuttle working using stop/slow signs




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Notes:

This layout is only appropriate with the application of a 40km/h speed limit on roads subject to a maximum 60 km/h posted speed limit.

A minimum distance past the safety buffer of 3.7m on roads with HGV traffic or 3.25m with only light vehicles must be maintained.

Appropriate traffic flows for safe operation are detailed on Table 13.


Maximum length of shuttle working is defined in Section 4.3.5 and clear line of sight between either end of the Work Area is mandatory.





Speed Limit(km/h)


(m) (m) (m) (m) (m)

or

(m)

or

(m)

or

(m)

40 200 Not used 100 50 15 0 40 80

60 300 150 100 50 15 0 60 120




Speed Limit(km/h)

Approach Stabilisation Area Buffer Exit Stabilisation Area Termination Area

Preferred Length

(m)

Minimum Length

(m)

or

(m)TaperAngle

Preferred Length

(m)

Minimum Length

(m)


40 10 5 10 450 10 5 450 -45 45 Not used

60 25 10 25 450 25 10 450 -45 45 95




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7.13 Single Carriageway Roadway T Junction, 60km/h and Below – Work at Nearside with Conspicuous Work Vehicle in Attendance


Figure 33: Single carriageway roadway T junction, 60km/h and below – work at nearside with conspicuous work vehicle in attendance

Notes

Appropriate advance warning signs should be placed on the cross arms of the junction.

Use of existing signal operation needs to maintain two-way traffic on all arms.




Minimum lane width past Work Area is 3.3m, dependent on speed limit and traffic flow as described in Section 4.3.2 and Table 11.

If two-way traffic flow cannot be maintained then temporary traffic control needs to be applied and the existing control covered over.

Each lane is separated by a delineation system appropriate to the speed limit as described in 6.5.2.

Stop line past the work needs to be extended across temporary lane width and existing lane lines removed or covered over as required by Section 6.5.1.



Speed Limit(km/h)


(m)

or

(m)

or

(m)

or

(m)

or

(m)

or

(m)

40 200 Not used 50 0 40 80

60 300 100 50 0 60 120

Speed Limit(km/h)


Exit Stabilisation Area

Termination Area

PreferredLength

(m)

Minimum Length

(m)

Preferred Length

(m)

Minimum Length

(m)

Exit TaperAngle (m)

40 10 5 10 5 450 45

60 25 10 25 10 450 45




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CE

Spee

d Li

mit

(km

/h)

Stab

ilisa

tion

Area

Term

inat

ion

Area

Pref

erre

d St

abili

satio

n D

ista

nce

(m)

Abs

olut

e M

inim

um

Stab

ilisa

tion

Dis

tanc

e

(m)

Exit

Tape

rA

ngle

(m)

(m)

(m)

6025

1045

0-4

545

95

8040

3045

0-4

545

95

100

6045

450

-45

9019

0

120

8060

450

-45

9019

0

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IRAT

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ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

7.15

Mul

tilan

e R

ound

abou

t with

Wor

k A

rea

arou

nd C

entr

al Is

land

Not

e: L

ayou

t is

NO

T TO

SC

ALE

–illu

stra

tive

only

Figu

re 3

5:M

ultil

ane

roun

dabo

ut w

ith W

ork

Area

arou

nd c

entr

al is

land

Issu

e 1

Page

141

Febr

uary

201

4

EM

IRAT

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ZON

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AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es: Th

is la

yout

is o

nly

poss

ible

with

the

appl

icat

ion

of a

spe

ed li

mit

of 8

0 km

/h o

r les

s.

The

pres

ence

of t

he W

ork

Area

need

s to

be

iden

tifie

d on

all

appr

oach

es in

dica

ting

the

impa

ct o

n di

ffere

nt tr

affic

stre

ams.

Onl

y fu

ll si

gnin

g is

nee

ded

on th

e m

ain

appr

oach

to th

e w

ork

zone

. O

ther

s on

ly n

eed

indi

catio

n of

its

pres

ence

.

Whe

re te

mpo

rary

spe

ed li

mits

are

app

lied,

the

perm

anen

t lim

it m

ust b

e id

entif

ied

at th

e te

rmin

atio

n of

a W

ork

Area

.

Appr

opria

te d

elin

eatio

n de

vice

s ar

e co

vere

d in

Sec

tion

6.5.

2.

Sign

siz

es a

nd re

flect

oris

atio

n re

quire

men

ts a

re c

over

ed in

Sec

tion

6.3.

Issu

e 1

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IPLE

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PR

AC

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2014

Pag

e 14

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IRA

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OR

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ON

ET

RA

FF

IC M

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EM

EN

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AN

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L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 14

4

EM

IRAT

EO

FAB

UD

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IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Spee

d Li

mit

(km

/h)

Adv

ance

War

ning

Are

a

(m)

(m)

(m)

and

(m)

and

(m)

(m)

6030

015

0N

ot

used

Not

use

d10

00

8060

030

0N

ot

used

Not

use

d20

00

100

800

500

400

Not

use

d20

00

120

1000

900

800

400

200

0

Issu

e 1

Page

143

Febr

uary

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4

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ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Spee

d Li

mit

(km

/h)

Tran

sitio

n Ar

ea 1

(m)

(m)

(m)

(m)

(m)

(m)

600

6012

0N

ot u

sed

Not

use

dN

ot u

sed

800

5010

015

0N

ot u

sed

Not

use

d

100

050

100

150

200

Not

use

d

120

050

100

150

200

240

Issu

e 1

Page

144

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uary

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IRA

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OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 14

5

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 14

6

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Spee

d Li

mit

(km

/h)

Stab

ilisa

tion

Area

Term

inat

ion

Area

on

Rou

ndab

out

Term

inat

ion

Area

on

Each

Ex

it

Pref

erre

d St

abili

satio

n D

ista

nce

(m)

Abs

olut

e M

inim

um

Stab

ilisa

tion

Dis

tanc

e

(m)

Exit

Tape

rA

ngle

(m)

(m)

(m)

6025

10n/

aSi

te a

djac

ent

to

acce

ss/e

xit

poin

t

4595

8040

30n/

a45

95

100

6045

n/a

9019

0

120

8060

n/a

9019

0

Issu

e 1

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145

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EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

7.16

Mul

tilan

e R

ound

abou

t with

Wor

k A

rea

on E

xit f

rom

Rou

ndab

out

Not

e: L

ayou

t is

NO

T TO

SC

ALE

–illu

stra

tive

only

Figu

re 3

6:M

ultil

ane

roun

dabo

ut w

ith W

ork

Area

on e

xit f

rom

roun

dabo

ut

Issu

e 1

Page

146

Febr

uary

201

4

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L

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INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 14

7

EM

IRA

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OF

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U D

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OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 14

8

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es: Th

is la

yout

is o

nly

poss

ible

with

the

appl

icat

ion

of a

spe

ed li

mit

of 8

0 km

/h o

r les

s.

The

pres

ence

of t

he W

ork

Area

need

s to

be

iden

tifie

d on

all

appr

oach

es in

dica

ting

the

impa

ct o

n di

ffere

nt tr

affic

stre

ams.

Onl

y fu

ll si

gnin

g is

nee

ded

on th

e m

ain

appr

oach

to th

e w

ork

zone

. O

ther

s on

ly n

eed

indi

catio

n of

its

pres

ence

.

Whe

re te

mpo

rary

spe

ed li

mits

are

app

lied,

the

perm

anen

t lim

it m

ust b

e id

entif

ied

at th

e te

rmin

atio

nof

a W

ork

Area

.

Sign

siz

es a

nd re

flect

oris

atio

n re

quire

men

ts a

re c

over

ed in

Sec

tion

6.3.

Spee

d Li

mit

(km

/h)

Adv

ance

War

ning

Are

a 1

Adv

ance

War

ning

Are

a 2

(m)

(m)

(m)

and

(m)

and

(m)

(m)

(m)

(m)

(m)

6030

015

0N

ot u

sed

Not

use

d10

00

300

150

50

8060

030

0N

ot u

sed

Not

use

d20

00

600

300

150

100

800

500

400

Not

use

d20

00

800

500

300

120

1000

900

800

400

200

010

0090

050

0

Issu

e 1

Page

147

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Spee

d Li

mit

(km

/h)

Tran

sitio

n Ar

ea 1

(m)

(m)

(m)

(m)

(m)

(m)

600

6012

0N

ot u

sed

Not

use

dN

ot u

sed

800

5010

015

0N

ot u

sed

Not

use

d

100

050

100

150

200

Not

use

d

120

050

100

150

200

240

Spee

d Li

mit

(km

/h)

Stab

ilisa

tion

Area

Term

inat

ion

Area

Pref

erre

d St

abili

satio

n D

ista

nce

(m)

Abs

olut

e M

inim

um

Stab

ilisa

tion

Dis

tanc

e

(m)

Exit

Tape

rA

ngle

(m)

(m)

(m)

6025

1045

0-4

545

95

8040

3045

0-4

545

95

100

6045

450

-45

9019

0

120

8060

450

-45

9019

0

Issu

e 1

Page

148

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

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OF

AB

U D

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FF

IC M

AN

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IPLE

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PR

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Pag

e 15

0



APPENDIX A: EXTRACTS OF TYPICAL LAYOUTS FROM ADMWORK ZONE MANUAL FOR URBAN ROADS

[Extracted from ADM Urban Work Zone Traffic Management Manual - Standard Detail Drawings]

A.1. ContentsThis section provides standard detail drawings for use in Temporary Traffic Management Plans, they have been subdivided depending on road class and by type (link or intersection), and additionally pedestrian provision has been provided for both road classes.

Each standard detail consists of two parts:

1. Illustrative layout

2. Text description / accompanying notes.

These are to be read in conjunction with each other, at all times.

The Standard Details included are:

Colour Key Standard Detail for:

SDM Multilane – Link

SDMI Multilane – Intersection

SDPI Pedestrians – Multi Lane

SDP Pedestrians – Single Lane

SDI Single Lane – Link

SDLI Single Lane - Junction

SDTD All Municipal Roads Traffic Diversions

Reference in these tables is made to Typical Signing and Layout Arrangements. These are reproduced below for convenience.


EM

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D P

RA

CTI

CE

Typi

cal S

igni

ng a

nd L

ayou

t Arr

ange

men

t of t

he A

dvan

ced

War

ning

Are

afo

r use

on

Mul

tilan

e R

oads

(a) a

nd S

ingl

e La

ne R

oads

(b)

TSA

-1

REV

: 1D

ATE:

30/0

9/12

Mul

tilan

e R

oads

(a)

Sing

le L

ane

Roa

ds (b

)

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2014



2014Page 1



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PR

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2

EM

IRAT

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ZON

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AFFI

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ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Typi

cal S

igni

ng a

nd L

ayou

t Arr

ange

men

t of t

he T

rans

ition

Are

afo

r use

on

Mul

tilan

e R

oads

(a) a

nd S

ingl

e La

ne R

oads

(b)

TSA

-2

REV

: 1D

ATE:

30/0

9/12

Mul

tilan

e R

oads

(a)

Sing

le L

ane

Roa

ds (b

)

Ope

ratin

g Sp

eed

KPH

or 8

5%ile

(w

hich

ever

is

high

er)

Tape

r Len

gth

(m) &

Sta

bilis

atio

n Di

stan

ce B

etw

een

Su

cces

sive

Tap

ers (

m) –

for l

ane

drop

s Ta

per D

ista

nce

(T) f

or E

ach

Lane

or

the

Equi

vale

nt L

ater

al D

ista

nce

(m)

Dist

ance

(DT)

bet

wee

n Su

cces

sive

Ta

pers

Min

imum

1.

5 S

Pref

erre

d 2S

M

axim

um

2.5S

M

inim

um

3S

Pr

efer

red

4S

M

axim

um

5S

60

80

100

120

160

200

90

120

150

180

240

300

120

160

200

240

320

400

15

0 20

0 25

0 30

0 40

0 50

0

Issu

e 1

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151

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uary

201

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ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Typi

cal S

igni

ng a

nd L

ayou

t Arr

ange

men

t of t

he S

tabi

lisat

ion

Are

afo

r use

on

Mul

tilan

e R

oads

(a) a

nd S

ingl

e La

ne R

oads

(b)

TSA

-3

REV

: 1D

ATE:

30/

09/1

2

Spee

d lim

it

Min

imum

st

abilis

atio

n di

stan

ce –

to W

orks

Zo

ne

Min

imum

st

abilis

atio

n di

stan

ce –

to n

ext

tape

r

10m

120m

25m

180m

40m

240m

60m

300m

Thes

e va

lues

are

ABS

OLU

TE m

inim

ums.

No

rela

xatio

ns w

ill be

per

mitt

ed. I

f site

con

stra

ints

requ

ire a

sm

alle

r sta

bilis

atio

n ar

ea, t

he s

peed

lim

it m

ust b

e re

duce

d an

d en

forc

ed.

Issu

e 1

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IPLE

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2014

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FF

IC M

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EM

EN

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UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 15

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Typi

cal S

igni

ng a

nd L

ayou

t Arr

ange

men

t of t

he T

erm

inat

ion

Are

afo

r use

on

Mul

tilan

e R

oads

(a) a

nd S

ingl

e La

ne R

oads

(b)

TSA

-4

REV

: 1D

ATE:

30/0

9/12

A–

Sing

le la

ne c

losu

re te

rmin

atio

n si

gn s

houl

d be

pla

ced

at a

ppro

x. 2

5m fr

om th

e en

d of

wor

ks

B–

Mul

tiple

Lan

e cl

osur

e te

rmin

atio

n si

gn s

houl

d be

pla

ced

at a

ppro

x. 5

0m fr

om

the

end

of w

orks

Issu

e 1

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153

Febr

uary

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4

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ANAG

EM

ENT

MA

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AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Typi

cal S

igni

ng a

nd L

ayou

t Arr

ange

men

t of W

orks

Acc

ess

/ Exi

tsfo

r use

on

Mul

tilan

e R

oads

TSA

-5

REV

: 1D

ATE:

30/

09/1

2

Issu

e 1

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154

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PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

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e 15

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EM

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OF

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OR

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ON

ET

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FF

IC M

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EM

EN

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INC

IPLE

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ND

PR

AC

TIC

E

2014

Pag

e 15

6

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

A.2

.In

dex

of S

tand

ard

Det

ails

(SD

’s) –

Mul

tilan

e Li

nks

Col

our

KEY

Roa

d ty

peW

orks

Lo

catio

nD

escr

iptio

n of

sta

ndar

d de

tail

SD

Ref

eren

cePa

ge n

o (D

iagr

am)

Page

no

(not

es)

Rev

isio

n

SDM

Mul

tilan

eLi

nk

Sing

le la

ne c

losu

re (n

ears

ide

lane

)SD

M-1

1

Sing

le la

ne c

losu

re (o

ffsid

e la

ne)

SDM

-21

Two

or m

ore

lane

clo

sure

s (fr

om th

e ne

arsi

de)

SDM

-31

Two

or m

ore

lane

clo

sure

s (fr

om th

e of

fsid

e)SD

M-4

1

Com

plet

e ro

ad c

losu

re (o

ne d

irect

ion

only

)SD

M-5

1

Com

plet

e ro

ad c

losu

re (b

oth

dire

ctio

ns

of tr

avel

)SD

M-6

1

Har

d sh

ould

er a

rea

clos

ure

SD

M-7

1

Nar

row

lane

sSD

M-8

1

Spee

d re

duct

ion

on a

ppro

ach

to w

orks

zo

ne

SDM

-91

Shou

lder

Run

ning

SDM

101

Con

traf

low

(Mul

tiple

Lan

e)SD

M-1

11

Issu

e 1

Page

155

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

A.3

.In

dex

of S

tand

ard

Det

ails

(SD

’s) –

Mul

tilan

e In

ters

ectio

nsC

olou

rK

EYR

oad

type

Wor

ks

Loca

tion

Des

crip

tion

of s

tand

ard

deta

ilSD

R

efer

ence

Page

no

(Dia

gram

)Pa

ge n

o(n

otes

)R

evis

ion

SDMI

Mul

tilan

eIn

ters

ectio

ns

Lane

clo

sure

in th

e vi

cini

ty o

f an

exit

ram

pSD

MI-1

1

Lane

clo

sure

in th

e vi

cini

ty o

f an

entr

y ra

mp

SDM

I-21

Lane

clo

sure

in v

icin

ity o

f a s

igna

lised

in

ters

ectio

nSD

MI-3

1

Roa

d cl

osur

e in

vic

inity

of a

sig

nalis

ed

inte

rsec

tion

SDM

I-41

Unc

ontr

olle

d rig

ht tu

rn c

losu

re a

t in

ters

ectio

nSD

MI-5

1

Rou

ndab

out –

Lane

clo

sure

on

appr

oach

SDM

I-61

Rou

ndab

out –

Lane

clo

sure

on

exit

SDM

I-71

Rou

ndab

out –

Cen

tral

Isla

nd w

orki

ng

area

SDM

I-81

Issu

e 1

Page

156

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 15

7

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 15

8

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

A.4

.In

dex

of S

tand

ard

Det

ails

(SD

’s) –

Pede

stria

n A

reas

adj

acen

t to

Mul

tilan

e R

oads

Col

our

KEY

Roa

d ty

peW

orks

Lo

catio

nD

escr

iptio

n of

sta

ndar

d de

tail

SD

Ref

eren

cePa

ge n

o (D

iagr

am)

Page

no

(not

es)

Rev

isio

n

SDPM

Mul

tilan

e &

Se

ctor

Inte

rnal

R

oads

Pede

stria

n A

reas

Pede

stria

n re

quire

men

ts –

Cro

ss

Sect

ion

SDP

M-1

1

A.5

.In

dex

of S

tand

ard

Det

ails

(SD

’s) –

Sing

le L

ane

Pede

stria

n A

reas

Col

our

KEY

Roa

d ty

peW

orks

Lo

catio

nD

escr

iptio

n of

sta

ndar

d de

tail

SD

Ref

eren

cePa

ge n

o (D

iagr

am)

Page

no

(not

es)

Rev

isio

n

SDPS

Sing

le L

ane

/ Se

ctor

Inte

rnal

R

oads

Pede

stria

n A

reas

Pede

stria

n re

quire

men

ts –

Cro

ss S

ectio

n LO

W D

eman

dSD

PS-

11

Pede

stria

n di

vers

ion

(foot

way

clo

sure

)SD

PS-

21

Pede

stria

n di

vers

ion

(cro

ssin

g cl

osur

e)SD

PS-

31

Pede

stria

n ro

utin

g th

roug

h a

wor

k zo

neSD

PS-

41

Issu

e 1

Page

157

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

A.6

.In

dex

of S

tand

ard

Det

ails

(SD

’s) –

Sing

le L

ane

Link

sC

olou

r K

eyR

oad

type

Wor

ks

Loca

tion

Des

crip

tion

of s

tand

ard

deta

ilSD

R

efer

ence

Page

no

(Dia

gram

)Pa

ge n

o(te

xt)

Rev

isio

n

SDL

Sing

le L

ane

Link

Sing

le L

ane

Roa

d –

Min

or /

tem

pora

ry

Wor

ks o

nly

SDL

–1

1

Sing

le L

ane

Clo

sure

with

out t

raffi

c co

ntro

lSD

L –

21

Sing

le L

ane

Clo

sure

with

traf

fic c

ontr

ol

(STO

P / G

O)

SDL

-31

Sing

le L

ane

Clo

sure

with

traf

fic c

ontr

ol

(SIG

NA

LS)

SDL

–4

1

Sing

le L

ane

Roa

d C

losu

re (b

oth

lane

s /

dire

ctio

ns o

f tra

vel)

SDL

–5

1

A.7

.In

dex

of S

tand

ard

Det

ails

(SD

’s) –

Sing

le L

ane

Junc

tions

Col

our

Key

Roa

d ty

peW

orks

Lo

catio

nD

escr

iptio

n of

sta

ndar

d de

tail

SDR

efer

ence

Page

no

(Dia

gram

)Pa

ge n

o(te

xt)

Rev

isio

n

SDLI

Sing

le L

ane

Junc

tion

Prio

rity

Junc

tion

(T-J

unct

ion,

Giv

e w

ay /

Stop

)SD

LI-1

1

Cro

ssro

ads

SDLI

-21

Issu

e 1

Page

158

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 15

9

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

0

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

A.8

.In

dex

of S

tand

ard

Det

ails

(SD

’s) –

Traf

fic D

iver

sion

sC

olou

r K

eyR

oad

type

Wor

ks

Loca

tion

Des

crip

tion

of s

tand

ard

deta

ilSD

R

efer

ence

Page

no

(Dia

gram

)Pa

ge n

o(te

xt)

Rev

isio

n

SDTD

ALL

Mun

icip

al

Roa

ds-

Traf

fic D

iver

sion

Sig

n Fa

ce D

etai

lsSD

TD-1

1

Traf

fic D

iver

sion

Driv

er In

form

atio

n D

etai

lsSD

TD-2

1

Star

t of T

raffi

c D

iver

sion

SDTD

-31

Traf

fic D

iver

sion

Req

uire

men

tsSD

TD-4

1

End

of T

raffi

c D

iver

sion

Req

uire

men

tsSD

TD-5

1

Star

t of T

raffi

c D

iver

sion

Req

uire

men

tsSD

TD-6

1

Issu

e 1

Page

159

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

How

to u

se/re

ad th

e Ex

ampl

e Tr

affic

Man

agem

ent L

ayou

ts

Part

1 –

The

Layo

ut Il

lust

ratio

n•

Plea

se n

ote

the

layo

ut is

not

dra

wn

to s

cale

and

is il

lust

rativ

e on

ly.

•It

show

s th

e ty

pe o

f sig

ns, t

heir

posi

tions

and

num

ber r

equi

red

depe

nden

t upo

n th

e po

sted

spe

ed li

mit

of th

e ro

ad.

•It

deta

ils th

e re

quire

men

ts fo

r eac

h of

the

wor

k zo

ne c

ompo

nent

s:

For e

ach

stan

dard

det

ail,

you

are

refe

rred

bac

k to

Cha

pter

3 o

f thi

s m

anua

l –W

ork

Zone

Spe

cific

atio

ns; t

his

deta

ils th

e de

sign

requ

irem

ents

for a

saf

e an

d ef

fect

ive

wor

k zo

ne tr

affic

man

agem

ent p

lan.

If

in d

oubt

, ask

.Pa

rt 2

–A

dditi

onal

Not

es•

The

low

er h

alf c

onta

ins

addi

tiona

l gui

danc

e or

not

es a

re to

be

read

in

conj

unct

ion

with

the

illust

rativ

e la

yout

.

Issu

e 1

Page

160

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

1

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

2

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Stan

dard

Det

ails

(SD

’s) –

Mul

tilan

e Li

nks

Issu

e 1

Page

161

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Sing

le la

ne c

losu

re (o

ffsid

e la

ne)

for u

se o

n M

ultil

ane

Roa

ds -

LIN

KS

SDM

-1R

EV: 1

DAT

E:30

/09/

12

Exam

ple

show

n is

for a

60k

ph 3

lane

car

riage

way

.

Adv

ance

d W

arni

ng A

rea

= TS

A-1

Tran

sitio

n A

rea=

TSA

-2St

abili

satio

n A

rea=

TSA

-3W

ork

Zone

Are

aTe

rmin

atio

n A

rea=

TSA

-4

Spee

d lim

it

Min

imum

st

abili

satio

n di

stan

ce –

to

Wor

ks

Zone

Min

imum

st

abili

satio

n di

stan

ce –

to

nex

t ta

per

10

m

120m

25m

18

0m

40

m

240m

60

m

300m

Issu

e 1

Page

162

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

3

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es:

Nea

rsid

e =

left

side

so

Offs

ide

= rig

ht s

ide.

Adva

nced

War

ning

Are

aTr

ansi

tion

Area

Stab

ilisa

tion

Area

Wor

k Zo

neEn

d of

Wor

k Zo

ne

Spee

d lim

itO

r an

d A

nd

or And

or And

or And

And

And

0mN

ot

used

Not

us

edN

ot

used

Not

us

ed

Used if temporary speed limit in effect

40m

60m

100

mN

ot

used

Not

us

ed

For

Stab

ilisat

ion

Area

SE

E

TSA

-3


Not

us

ed


0m10

m

600

mN

ot

used

Not

us

ed40

0m

200

m0m

60m

120

mN

ot

used

Not

us

ed0m

20m

800

mN

ot

Use

d60

0m

400

m20

0m

0m50

m50

m50

mN

ot

used

0m50

m

1000 m

800

m60

0m

400

m20

0m

0m50

m50

m50

m50

m0m

50m

Not

esFi

rst

sign

Last

si

gn

1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

) 3.

For h

igh

spee

d ro

ads

(ave

rage

spe

eds

grea

ter t

han

60kp

h) e

ither

con

cret

e or

ste

el b

arrie

r / ro

ad re

stra

int s

yste

ms

shou

ld b

e us

ed –

plas

tic (w

ater

or s

and

fille

d) b

arrie

r is

not a

ccep

tabl

e be

caus

e of

the

low

leve

l of c

onta

inm

ent i

t pro

vide

s AN

D in

the

even

t of a

veh

icle

stri

ke th

e di

stan

ce it

will

mov

e in

to th

e w

orks

ar

ea.

4.Al

l dim

ensi

ons

give

nar

e in

m.

5.Th

e st

anda

rd la

yout

dra

win

g is

not

to s

cale

–it

is il

lust

rativ

e of

layo

ut o

nly.

6.If

the

wor

k zo

ne re

quire

s a

redu

ced

tem

pora

ry s

peed

lim

it to

saf

ely

enab

le a

ny w

orks

to b

e un

derta

ken,

Abu

Dha

bi P

olic

e an

d th

e re

leva

nt ro

ads

auth

ority

are

to

be

cons

ulte

d in

adv

ance

of t

he W

ZTM

P su

bmis

sion

.

Issu

e 1

Page

163

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Sing

le la

ne c

losu

re (n

ears

ide

lane

)fo

r use

on

Mul

tilan

e R

oads

-LI

NK

SSD

M-2

REV

: 1D

ATE:

30/0

9/12

Exam

ple

show

n is

for a

60k

ph 3

lane

car

riage

way

.

Issu

e 1

Page

164

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

5

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

6

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es

Adva

nced

War

ning

Are

aTr

ansi

tion

Area

Stab

ilisa

tion

Area

Wor

k Zo

neEn

d of

Wor

k Zo

ne

Spee

d lim

itO

r an

d A

nd

or And

or And

or And

And

And

0mN

ot

used

Not

us

edN

ot

used

Not

us

ed


40m

60m

100

mN

ot

used

Not

us

ed

For

Stab

ilisat

ion

Area

SE

E

TSA

-3


Not

us

ed


0m10

m

600

mN

ot

used

Not

us

ed40

0m

200

m0m

60m

120

mN

ot

used

Not

us

ed0m

20m

800

mN

ot

Use

d60

0m

400

m20

0m

0m50

m50

m50

mN

ot

used

0m50

m

1000 m

800

m60

0m

400

m20

0m

0m50

m50

m50

m50

m0m

50m

Not

esFi

rst

sign

Last

si

gn

1.N

ears

ide

= le

ft si

de s

o O

ffsid

e =

right

sid

e.2.

Thes

e no

tes

are

to b

e re

ad in

con

junc

tion

with

the

Stan

dard

Det

ails

giv

en fo

r the

Adv

ance

d W

arni

ng A

rea

= TS

A-1

, Tra

nsiti

on A

rea=

TSA

-2, S

tabi

lisat

ion

Area

= TS

A-3,

Wor

k Zo

ne A

rea

and

Term

inat

ion

Area

= TS

A-4

con

tain

ed in

Cha

pter

3 –

Wor

k Zo

ne S

peci

ficat

ions

.3.

For d

etai

ls o

f the

type

s of

traf

fic d

elin

eatio

n de

vice

s to

be

used

ple

ase

see

Cha

pter

3.1

9 –

Wor

k Zo

ne S

peci

ficat

ions

/ Sa

fe U

se o

f Bar

riers

(con

es a

nd b

arrie

rs)

4.Fo

r hig

h sp

eed

road

s (a

vera

ge s

peed

s gr

eate

r tha

n 60

kph)

eith

er c

oncr

ete

or s

teel

bar

rier /

road

rest

rain

t sys

tem

s sh

ould

be

used

–pl

astic

(wat

er o

r san

d fil

led)

bar

rier i

s no

t acc

epta

ble

beca

use

of th

e lo

w le

vel o

f con

tain

men

t it p

rovi

des

AND

in th

e ev

ent o

f a v

ehic

le s

trike

the

dist

ance

it w

ill m

ove

into

the

wor

ks

area

. 5.

All d

imen

sion

s gi

ven

are

in m

. 6.

The

stan

dard

layo

ut d

raw

ing

is n

ot to

sca

le –

it is

illu

stra

tive

of la

yout

onl

y.7.

If th

e w

ork

zone

requ

ires

a re

duce

d te

mpo

rary

spe

ed li

mit

to s

afel

y en

able

any

wor

ks to

be

unde

rtake

n, A

bu D

habi

Pol

ice

and

the

rele

vant

road

s au

thor

ity a

re

to b

e co

nsul

ted

in a

dvan

ce o

f the

WZT

MP

subm

issi

on.

Issu

e 1

Page

165

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Two

or m

ore

lane

clo

sure

s (fr

om th

e of

fsid

e)fo

r use

on

Mul

tilan

e R

oads

-LI

NK

SSD

M-3

REV

: 1D

ATE:

30/0

9/12

Spee

d lim

it

Min

imum

st

abili

satio

n di

stan

ce –

to

Wor

ks

Zone

Min

imum

st

abili

satio

n di

stan

ce –

to

nex

t ta

per

10

m

120m

25m

18

0m

40

m

240m

60

m

300m

Issu

e 1

Page

166

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

7

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

8

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es

Adva

nced

War

ning

Are

aTr

ansi

tion

Area

(Lan

e 1

Clo

sure

)St

abili

satio

n Ar

eaTr

ansi

tion

Area

(L

ane

2 C

losu

re)

Spee

d lim

itO

r an

d A

nd

or And

or And

or And

And

And

AS p

er th

e de

sign

re

quire

men

ts fo

r th

e fir

st T

rans

ition

ar

ea.

0mN

ot

used

Not

us

edN

ot

used

Not

us

ed


40m

60m

100m

Not

us

edN

ot

used

For

Stab

ilisat

ion

Area

SE

E

TSA

-3

-

600m

Not

us

edN

ot

used

400m

200m

0m60

m12

0mN

ot

used

Not

us

ed-

800m

Not

U

sed

600m

400m

200m

0m50

m50

m50

mN

ot

used

-

1000

m80

0m60

0m40

0m20

0m0m

50m

50m

50m

50m

-

Not

esFi

rst

sign

-

1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Th

e se

cond

tran

sitio

n ar

ea is

to b

e of

the

sam

e sp

ecifi

catio

n of

the

first

–D

IREC

T la

ne re

duct

ions

i.e.

3 to

1 a

re n

ot p

erm

itted

und

er a

ny c

ircum

stan

ces.

The

ta

bles

giv

en fo

r SD

M-3

pro

vide

the

desi

gn s

peci

ficat

ion

for t

he w

ork

zone

. 3.

For d

etai

ls o

f the

type

s of

traf

fic d

elin

eatio

n de

vice

s to

be

used

ple

ase

see

Cha

pter

3.1

9 –

Wor

k Zo

ne S

peci

ficat

ions

/ Sa

fe U

se o

f Bar

riers

(con

es a

nd b

arrie

rs)

4.Al

l dim

ensi

ons

give

n ar

e in

m.

5.Th

e st

anda

rd la

yout

dra

win

g is

not

to s

cale

–it

is il

lust

rativ

e of

layo

ut o

nly.

6.If

the

wor

k zo

ne re

quire

s a

redu

ced

tem

pora

ry s

peed

lim

it to

saf

ely

enab

le a

ny w

orks

to b

e un

derta

ken,

Abu

Dha

bi P

olic

e an

d th

e re

leva

nt ro

ads

auth

ority

are

to

be

cons

ulte

d in

adv

ance

of t

he W

ZTM

P su

bmis

sion

.

Issu

e 1

Page

167

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Two

or m

ore

lane

clo

sure

s (fr

om th

e ne

arsi

de)

for u

se o

n M

ultil

ane

Roa

ds -

LIN

KS

SDM

-4R

EV: 1

DAT

E:30

/09/

12

Spee

d lim

it

Min

imum

st

abili

satio

n di

stan

ce –

to

Wor

ks

Zone

Min

imum

st

abili

satio

n di

stan

ce –

to

nex

t ta

per

10

m

120m

25m

18

0m

40

m

240m

60

m

300m

Issu

e 1

Page

168

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 16

9

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

0

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es

Adva

nced

War

ning

Are

aTr

ansi

tion

Area

(Lan

e 1

Clo

sure

)St

abili

satio

n Ar

eaTr

ansi

tion

Area

(L

ane

2 C

losu

re)

Spee

d lim

itO

r an

d A

nd

or And

or And

or And

And

And

AS p

er th

e de

sign

re

quire

men

ts fo

r th

e fir

st T

rans

ition

ar

ea.

0mN

ot

used

Not

us

edN

ot

used

Not

us

ed


40m

60m

100m

Not

us

edN

ot

used

For

Stab

ilisat

ion

Area

SE

E

TSA

-3

-

600m

Not

us

edN

ot

used

400m

200m

0m60

m12

0mN

ot

used

Not

us

ed-

800m

Not

U

sed

600m

400m

200m

0m50

m50

m50

mN

ot

used

-

1000

m80

0m60

0m40

0m20

0m0m

50m

50m

50m

50m

-

Not

esFi

rst

sign

-

1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Th

e se

cond

tran

sitio

n ar

ea is

to b

e of

the

sam

e sp

ecifi

catio

n of

the

first

–D

IREC

T la

ne re

duct

ions

i.e.

3 to

1 a

re n

ot p

erm

itted

und

er a

ny c

ircum

stan

ces.

The

ta

bles

giv

en fo

r SD

M-3

pro

vide

the

desi

gn s

peci

ficat

ion

for t

he w

ork

zone

. 3.

The

layo

ut s

how

n do

es n

ot in

clud

e th

e Ad

vanc

ed w

arni

ng a

reas

, sta

bilis

atio

n, w

ork

zone

or t

erm

inat

ion

area

.4.

For d

etai

ls o

f the

type

s of

traf

fic d

elin

eatio

n de

vice

s to

be

used

ple

ase

see

Cha

pter

3.1

9 –

Wor

k Zo

ne S

peci

ficat

ions

/ Sa

fe U

se o

f Bar

riers

(con

es a

nd b

arrie

rs)

5.Al

l dim

ensi

ons

give

n ar

e in

m.

The

stan

dard

layo

ut d

raw

ing

is n

ot to

sca

le –

it is

illu

stra

tive

of la

yout

onl

y.6.

If th

e w

ork

zone

requ

ires

a re

duce

d te

mpo

rary

spe

ed li

mit

to s

afel

y en

able

any

wor

ks to

be

unde

rtake

n, A

bu D

habi

Pol

ice

and

the

rele

vant

road

s au

thor

ity a

re

to b

e co

nsul

ted

in a

dvan

ce o

f the

WZT

MP

subm

issi

on.

Issu

e 1

Page

169

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Com

plet

e ro

ad c

losu

re (o

ne d

irect

ion

only

)fo

r use

on

Mul

tilan

e R

oads

-LI

NK

SSD

M-5

REV

: 1D

ATE:

30/0

9/12

Issu

e 1

Page

170

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

1

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

2

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es

Adva

nced

War

ning

Are

aTr

ansi

tion

Area

Stab

ilisa

tion

Area

Wor

k Zo

neEn

d of

Wor

k Zo

ne

Spee

d lim

itO

r an

d A

nd

or And

or And

or And

And

And

0mN

ot

used

Not

us

edN

ot

used

Not

us

ed


40m

60m

100m

Not

us

edN

ot

used

For

Stab

ilisat

ion

Area

SE

E

TSA

-3


Not

us

ed


0m10

m

600m

Not

us

edN

ot

used

400m

200m

0m60

m12

0mN

ot

used

Not

us

ed0m

20m

800m

Not

U

sed

600m

400m

200m

0m50

m50

m50

mN

ot

used

0m50

m

1000

m80

0m60

0m40

0m20

0m0m

50m

50m

50m

50m

0m50

m

1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Ad

ditio

nally

–w

here

a ro

ad o

r lin

k is

clo

sed,

a d

iver

sion

rout

e m

ust b

e pr

ovid

ed, p

leas

e se

e th

e st

anda

rd d

raw

ings

for S

DTD

for a

ll cl

asse

sof

road

s.3.

The

clos

ed li

nk o

r roa

d sh

ould

be

clos

ed fr

om a

t the

last

poi

nt w

here

it is

pos

sibl

e fo

r driv

ers

to fo

llow

a s

igne

d di

vers

ion

rout

e. A

rteria

l roa

ds s

houl

d be

div

erte

d on

to ro

ads

of a

t lea

st e

qual

cla

ss, a

nd n

ot o

nto

inte

rnal

road

s.

4.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)5.

All d

imen

sion

s gi

ven

are

in m

. 6.

The

stan

dard

layo

ut d

raw

ing

is n

ot to

sca

le –

it is

illu

stra

tive

of la

yout

onl

y.

Issu

e 1

Page

171

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Com

plet

e ro

ad c

losu

re (b

oth

dire

ctio

ns o

f tra

vel)

for u

se o

n M

ultil

ane

Roa

ds -

LIN

KS

SDM

-6R

EV: 1

DAT

E:30

/09/

12To

be

adde

d in

the

next

ver

sion

Issu

e 1

Page

172

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

3

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Har

d Sh

ould

er C

losu

re

for u

se o

n M

ultil

ane

Roa

ds w

ith s

houl

der a

rea

-LIN

KS

SDM

-7R

EV: 1

DAT

E:30

/09/

12

Issu

e 1

Page

173

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es

Adva

nced

War

ning

Are

aSt

abili

satio

n Ar

eaW

ork

Zone

End

of W

ork

Zone

Spee

d lim

itor And

or And

or And

or And

0mN

ot

used

Not

us

edN

ot

used

Not

us

ed


For S

tabi

lisat

ion

Area

SE

E

TSA

-3


Not

us

ed


0m10

m

500m

300m

250m

200m

150m

100m

Ever

y 30

0m

0m20

m

800m

Not

U

sed

600m

400m

200m

100m

0m50

m

1000

m80

0m60

0m40

0m20

0m10

0m0m

50m

1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)

3.Fo

r hig

h sp

eed

road

s (a

vera

ge s

peed

s gr

eate

r tha

n 60

kph)

eith

er c

oncr

ete

or s

teel

bar

rier /

road

rest

rain

t sys

tem

s sh

ould

be

used

–pl

astic

(wat

er o

r san

d fil

led)

bar

rier i

s no

t acc

epta

ble

beca

use

of th

e lo

w le

vel o

f con

tain

men

t it p

rovi

des

AND

in th

e ev

ent o

f a v

ehic

le s

trike

the

dist

ance

it w

ill m

ove

into

the

wor

ks

area

.

4.Al

l dim

ensi

ons

give

n ar

e in

m.

5.Th

e st

anda

rd la

yout

dra

win

g is

not

to s

cale

–it

is il

lust

rativ

e of

layo

ut o

nly.

6.If

the

wor

k zo

ne re

quire

s a

redu

ced

tem

pora

ry s

peed

lim

it to

saf

ely

enab

le a

ny w

orks

to b

e un

derta

ken,

Abu

Dha

bi P

olic

e an

d th

e re

leva

nt ro

ads

auth

ority

are

to

be

cons

ulte

d in

adv

ance

of t

he W

ZTM

P su

bmis

sion

.

Issu

e 1

Page

174

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

5

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

6

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Nar

row

lane

sfo

r use

on

Mul

tilan

e R

oads

-LI

NK

SSD

M-8

REV

: 1D

ATE:

30/0

9/12

Spee

d lim

it O

ne S

tep

Lane

Wid

th R

educ

tion

Dist

ance

s

Min

imum

1.

5 S

Pref

erre

d 2S

M

axim

um

2.5S

60

80

100

90

120

150

120

160

200

15

0 20

0 25

0

Is

sue

1 Pa

ge 1

75Fe

brua

ry 2

014

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Spee

d re

duct

ion

on a

ppro

ach

to w

orks

zon

e fo

r use

on

Mul

tilan

e R

oads

-LI

NK

SSD

M-9

REV

: 1D

ATE:

30/0

9/12

To b

e us

ed in

con

junc

tion

with

Spe

ed E

nfor

cem

ent

Spee

d hu

mp

–sp

eed

redu

ctio

n m

easu

re. O

NLY

to b

e us

ed o

n ro

ads

up to

60k

ph w

ith

stre

et li

ghtin

g an

d ad

equa

te a

dvan

ced

war

ning

sig

ns.

Te

mpo

rary

Spe

ed L

imit

Sign

Siz

es

(to

be lo

cate

d on

bot

h si

des o

f car

riage

way

)

Type

of r

oute

St

art o

f Sp

eed

limit

Repe

ater

Sig

ns

Resu

me

Prev

ious

Lim

it

Sing

le C

arria

gew

ay R

oad

900m

m Ø

60

0mm

Ø

900m

m Ø

Du

al C

arria

gew

ay u

p to

60

kph

1200

mm

Ø

750m

m Ø

12

00m

m Ø

Dual

Car

riage

way

60k

ph +

15

00m

m Ø

90

0mm

Ø

1500

mm

Ø

Issu

e 1

Page

176

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

7

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

8

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es 1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

fo

r the

Adv

ance

d W

arni

ng A

rea

= TS

A-1,

Tra

nsiti

on A

rea=

TSA

-2,

Stab

ilisat

ion

Area

= TS

A-3,

Wor

k Zo

ne A

rea

and

Term

inat

ion

Area

= TS

A-

4 co

ntai

ned

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

fo

r the

Adv

ance

d W

arni

ng A

rea

= TS

A-1,

Tra

nsiti

on A

rea=

TSA

-2,

Stab

ilisat

ion

Area

= TS

A-3,

Wor

k Zo

ne A

rea

and

Term

inat

ion

Area

= TS

A-

4 co

ntai

ned

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

3.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Saf

e U

se o

f Bar

riers

(con

es

and

barr

iers

)4.

For h

igh

spee

d ro

ads

(ave

rage

spe

eds

grea

ter t

han

60kp

h) e

ither

co

ncre

te o

r ste

el b

arrie

r / ro

ad re

stra

int s

yste

ms

shou

ld b

e us

ed –

plas

tic

(wat

er o

r san

d fil

led)

bar

rier i

s no

t acc

epta

ble

beca

use

of th

e lo

w le

vel o

f co

ntai

nmen

t it p

rovi

des

AND

in th

e ev

ent o

f a v

ehic

le s

trike

the

dist

ance

it

will

mov

e in

to th

e w

orks

are

a.

5.Al

l dim

ensi

ons

give

n ar

e in

m.

6.Th

e st

anda

rd la

yout

dra

win

g is

not

to s

cale

–it

is il

lust

rativ

e of

layo

ut o

nly.

If th

e w

ork

zone

requ

ires

a re

duce

d te

mpo

rary

spe

ed li

mit

to s

afel

y en

able

an

y w

orks

to b

e un

derta

ken,

Abu

Dha

bi P

olic

e an

d th

e re

leva

nt ro

ads

auth

ority

are

to b

e co

nsul

ted

in a

dvan

ce o

f the

WZT

MP

subm

issi

on.

7.Th

e tw

o de

tails

pro

vide

d –

one

with

spe

ed e

nfor

cem

ent (

cam

era)

, the

ot

her w

ith e

ngin

eerin

g in

terv

entio

ns –

this

det

ail l

ayou

t arr

ange

men

t for

sp

eed

redu

ctio

n –

and

are

only

to b

e us

ed in

con

junc

tion

with

Adv

ance

d W

arni

ng A

rea

= TS

A-1,

Tra

nsiti

on A

rea=

TSA

-2.

Sign

Face

0m 0m 0m –

doub

led

up 0m –

doub

led

up

Sign

det

ails

and

spa

cing

for s

peed

redu

ctio

n on

app

roac

h O

NLY

–to

be

used

in

conj

unct

ion

with

Adv

ance

d W

arni

ng A

rea

= TS

A-1,

Tra

nsiti

on A

rea=

TSA

-2.

Tem

pora

ry tr

affic

man

agem

ent s

houl

d be

des

igne

d to

min

imis

e th

e ris

ks to

road

us

ers

and

the

cons

truct

ion

wor

kfor

ce. C

onsi

dera

tion

shou

ld b

e gi

ven

to th

e us

e of

tem

pora

ry m

anda

tory

spe

ed li

mits

, par

ticul

arly

whe

n th

e co

nstru

ctio

n w

ork

forc

e w

ill be

wor

king

clo

se to

live

car

riage

way

, or t

here

are

spe

cial

haz

ards

pr

esen

t. In

ord

er to

ens

ure

the

succ

essf

ul im

plem

enta

tion

of a

spe

ed m

anag

emen

t st

rate

gy th

roug

h te

mpo

rary

traf

fic m

anag

emen

t, th

e P

olic

e an

d ot

her

stak

ehol

ders

are

to b

e co

nsul

ted

durin

g th

e ea

rly T

TM d

esig

n pr

oces

s to

di

scus

s th

e pr

actic

aliti

es o

f any

tem

pora

ry m

anda

tory

spe

ed li

mit

and

any

enfo

rcem

ent m

easu

res

whi

ch m

ay b

e ne

cess

ary

as p

art o

f the

wor

ks,

parti

cula

rly to

ens

ure

com

plia

nce.

Issu

e 1

Page

177

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Shou

lder

Run

ning

for u

se o

n M

ultil

ane

Roa

ds -

LIN

KS

SDM

-10

REV

: 1D

ATE:

30/0

9/12

Issu

e 1

Page

178

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 17

9

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

0

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es 1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Th

e us

e of

the

shou

lder

for t

raffi

c flo

w is

onl

y pe

rmis

sibl

e w

here

the

dept

h an

d ty

pe o

f con

stru

ctio

n is

acc

epte

d fo

r tra

ffic

load

ing

AND

any

edg

e of

car

riage

way

ha

zard

s ar

e ei

ther

out

side

of t

he c

lear

zon

e ar

ea O

R a

re p

rote

cted

.

3.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)

4.Fo

r hig

h sp

eed

road

s (a

vera

ge s

peed

s gr

eate

r tha

n 60

kph)

eith

er c

oncr

ete

or s

teel

bar

rier /

road

rest

rain

t sys

tem

s sh

ould

be

used

–pl

astic

(wat

er o

r san

d fil

led)

bar

rier i

s no

t acc

epta

ble

beca

use

of th

e lo

w le

vel o

f con

tain

men

t it p

rovi

des

AND

in th

e ev

ent o

f a v

ehic

le s

trike

the

dist

ance

it w

ill m

ove

into

the

wor

ks

area

.

5.Al

l dim

ensi

ons

give

n ar

e in

m.

6.Th

e st

anda

rd la

yout

dra

win

g is

not

to s

cale

–it

is il

lust

rativ

e of

layo

ut o

nly.

7.If

the

wor

k zo

ne re

quire

s a

redu

ced

tem

pora

ry s

peed

lim

it to

saf

ely

enab

le a

ny w

orks

to b

e un

derta

ken,

Abu

Dha

bi P

olic

e an

d th

e re

leva

nt ro

ads

auth

ority

are

to

be

cons

ulte

d in

adv

ance

of t

he W

ZTM

P su

bmis

sion

.

Issu

e 1

Page

179

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Stan

dard

Det

ails

(SD

’s) –

Mul

tilan

e &

In

terc

hang

es

Issu

e 1

Page

180

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

1

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

2

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Lane

clo

sure

in th

e vi

cini

ty o

f an

exit

ram

p fo

r Int

erch

ange

for u

se o

n M

ultil

ane

Roa

ds –

Inte

rsec

tions

SDM

I -1

REV

: 1D

ATE:

30/0

9/12

Issu

e 1

Page

181

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es

Adva

nced

War

ning

Area

Tran

sitio

n Ar

ea (L

ane

1 C

losu

re)

Stab

ilisa

tion

Area

Spee

d lim

itO

r A

nd

or And

or And

or And

And

And

0mN

ot

used

Not

us

edN

ot

used

Not

us

ed


40m

60m

100m

Not

us

edN

ot

used

For

Stab

ilisat

ion

Area

SE

E

TSA

-3

600m

Not

us

edN

ot

used

400m

200m

0m60

m12

0mN

ot

used

Not

us

ed

800m

Not

U

sed

600m

400m

200m

0m50

m50

m50

mN

ot

used

1000

m80

0m60

0m40

0m20

0m0m

50m

50m

50m

50m

Not

esFi

rst

sign

1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Th

e la

yout

sho

wn

does

not

incl

ude

the

wor

k zo

ne o

r ter

min

atio

n ar

ea.

3.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)4.

For h

igh

spee

d ro

ads

(ave

rage

spe

eds

grea

ter t

han

60kp

h) e

ither

con

cret

e or

ste

el b

arrie

r / ro

ad re

stra

int s

yste

ms

shou

ld b

e us

ed –

plas

tic (w

ater

or s

and

fille

d) b

arrie

r is

not a

ccep

tabl

e be

caus

e of

the

low

leve

l of c

onta

inm

ent i

t pro

vide

s AN

D in

the

even

t of a

veh

icle

stri

ke th

e di

stan

ce it

will

mov

e in

to th

e w

orks

ar

ea.

5.Al

l dim

ensi

ons

give

n ar

e in

m.

The

stan

dard

layo

ut d

raw

ing

is n

ot to

sca

le –

it is

illu

stra

tive

of la

yout

onl

y.6.

If th

e w

ork

zone

requ

ires

a re

duce

d te

mpo

rary

spe

ed li

mit

to s

afel

y en

able

any

wor

ks to

be

unde

rtake

n, A

bu D

habi

Pol

ice

and

the

rele

vant

road

s au

thor

ity a

re

to b

e co

nsul

ted

in a

dvan

ce o

f the

WZT

MP

subm

issi

on.

Issu

e 1

Page

182

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

3

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Lane

clo

sure

in th

e vi

cini

ty o

f an

entr

y ra

mp

for u

se o

n M

ultil

ane

Roa

ds –

Inte

rsec

tions

SDM

I -2

REV

: 1D

ATE:

30/0

9/12

Issu

e 1

Page

183

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es 1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)3.

For h

igh

spee

d ro

ads

(ave

rage

spe

eds

grea

ter t

han

60kp

h) e

ither

con

cret

e or

ste

el b

arrie

r / ro

ad re

stra

int s

yste

ms

shou

ld b

e us

ed –

plas

tic (w

ater

or s

and

fille

d) b

arrie

r is

not a

ccep

tabl

e be

caus

e of

the

low

leve

l of c

onta

inm

ent i

t pro

vide

s AN

D in

the

even

t of a

veh

icle

stri

ke th

e di

stan

ce it

will

mov

e in

to th

e w

orks

ar

ea.

4.Th

e ad

vanc

ed w

arni

ng a

rea

shou

ld b

e as

per

TSA

-1–

Typi

cal S

igni

ng a

nd L

ayou

t Arr

ange

men

ts o

f the

Adv

ance

d W

arni

ng A

rea

(con

tain

ed in

Cha

pter

3 –

Wor

k zo

ne s

peci

ficat

ion)

5.Al

l dim

ensi

ons

give

n ar

e in

m.

6.Th

e st

anda

rd la

yout

dra

win

g is

not

to s

cale

–it

is il

lust

rativ

e of

layo

ut o

nly.

7.If

the

wor

k zo

ne re

quire

s a

redu

ced

tem

pora

ry s

peed

lim

it to

saf

ely

enab

le a

ny w

orks

to b

e un

derta

ken,

Abu

Dha

bi P

olic

e an

d th

e re

leva

nt ro

ads

auth

ority

are

to

be

cons

ulte

d in

adv

ance

of t

he W

ZTM

P su

bmis

sion

.

Issu

e 1

Page

184

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

5

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

6

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Lane

clo

sure

in v

icin

ity o

f a s

igna

lised

inte

rsec

tion

for u

se o

n M

ultil

ane

Roa

ds –

Inte

rsec

tions

SDM

I -3

REV

: 1D

ATE:

30/0

9/12

Issu

e 1

Page

185

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Mul

tilan

e R

oads

(a)

Spee

d lim

itO

r

Not

us

edN

ot

used

Not

us

ed20

0m

600m

Not

us

edN

ot

used

400m

200m

800m

Not

U

sed

600m

400m

200m

1000

m80

0m60

0m40

0m20

0m

1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

) 3.

For h

igh

spee

d ro

ads

(ave

rage

spe

eds

grea

ter t

han

60kp

h) e

ither

con

cret

e or

ste

el b

arrie

r / ro

ad re

stra

int s

yste

ms

shou

ld b

e us

ed –

plas

tic (w

ater

or s

and

fille

d) b

arrie

r is

not a

ccep

tabl

e be

caus

e of

the

low

leve

l of c

onta

inm

ent i

t pro

vide

s AN

D in

the

even

t of a

veh

icle

stri

ke th

e di

stan

ce it

will

mov

e in

to th

e w

orks

ar

ea.

4.Al

l dim

ensi

ons

give

nar

e in

m.

5.Th

e st

anda

rd la

yout

dra

win

g is

not

to s

cale

–it

is il

lust

rativ

e of

layo

ut o

nly.

Issu

e 1

Page

186

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

7

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

8

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Roa

d cl

osur

e in

vic

inity

of a

sig

nalis

ed in

ters

ectio

nfo

r use

on

Mul

tilan

e R

oads

–In

ters

ectio

nsSD

MI -

4R

EV: 1

DAT

E:30

/09/

12

Issu

e 1

Page

187

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Unc

ontr

olle

d rig

ht tu

rn c

losu

re a

t int

erse

ctio

nfo

r use

on

Mul

tilan

e R

oads

–In

ters

ectio

nsSD

MI -

5R

EV: 1

DAT

E:30

/09/

12

Issu

e 1

Page

188

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 18

9

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

0

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Rou

ndab

out –

Lane

clo

sure

on

appr

oach

for u

se o

n M

ultil

ane

Roa

ds –

Inte

rsec

tions

SDM

I -6

REV

: 1D

ATE:

30/0

9/12

Spee

d lim

it

Min

imum

st

abili

satio

n di

stan

ce –

to

Wor

ks

Zone

Min

imum

st

abili

satio

n di

stan

ce –

to

nex

t ta

per

10

m

120m

25m

18

0m

40

m

240m

60

m

300m

Issu

e 1

Page

189

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es 1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)3.

All d

imen

sion

s gi

ven

are

in m

. 4.

The

stan

dard

layo

ut d

raw

ing

is n

ot to

sca

le –

it is

illu

stra

tive

of la

yout

onl

y.

Adva

nced

War

ning

Are

aTr

ansi

tion

Area

Stab

ilisa

tion

Area

Wor

k Zo

neEn

d of

Wor

k Zo

ne

Spee

d lim

itO

r an

d A

nd

or And

or And

or And

And

And

0mN

ot

used

Not

us

edN

ot

used

Not

us

ed


40m

60m

100m

Not

us

edN

ot

used

For

Stab

ilisat

ion

Area

SE

E

TSA

-3


Not

us

ed


0m10

m

600m

Not

us

edN

ot

used

400m

200m

0m60

m12

0mN

ot

used

Not

us

ed0m

20m

800m

Not

U

sed

600m

400m

200m

0m50

m50

m50

mN

ot

used

0m50

m

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

esFi

rst

sign

Last

si

gn

Issu

e 1

Page

190

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

1

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

2

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Rou

ndab

out –

Lane

clo

sure

on

exit

for u

se o

n M

ultil

ane

Roa

ds –

Inte

rsec

tions

SDM

I -7

REV

: 1D

ATE:

30/0

9/12

Issu

e 1

Page

191

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es

Adva

nced

War

ning

Are

aTr

ansi

tion

Area

Stab

ilisa

tion

Area

Wor

k Zo

neEn

d of

Wor

k Zo

ne

Spee

d lim

itO

r an

d A

nd

or And

or And

or And

And

And

0mN

ot

used

Not

us

edN

ot

used

Not

us

ed


40m

60m

100m

Not

us

edN

ot

used

For

Stab

ilisat

ion

Area

SE

E

TSA

-3


Not

us

ed


0m10

m

600m

Not

us

edN

ot

used

400m

200m

0m60

m12

0mN

ot

used

Not

us

ed0m

20m

800m

Not

U

sed

600m

400m

200m

0m50

m50

m50

mN

ot

used

0m50

m

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

Not

U

sed

1.Th

e nu

mbe

r of r

ecei

ving

lane

s (i.

e. th

e ex

it) s

houl

d no

t be

less

than

num

ber e

nter

ing

the

roun

dabo

ut, t

here

fore

this

det

ail (

SDM

I-7 is

to b

e us

ed in

con

junc

tion

with

SD

MI-6

2.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

3.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)4.

All d

imen

sion

s gi

ven

are

in m

. 5.

The

stan

dard

layo

ut d

raw

ing

is n

ot to

sca

le –

it is

illu

stra

tive

of la

yout

onl

y.

Issu

e 1

Page

192

Febr

uary

201

4

QCC-V1

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IRA

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OF

AB

U D

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BI W

OR

K Z

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ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

3

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Rou

ndab

out –

Cen

tral

Isla

nd w

orki

ng a

rea

for u

se o

n M

ultil

ane

Roa

ds –

Inte

rsec

tions

SDM

I -8

REV

: 1D

ATE:

30/0

9/12

Issu

e 1

Page

193

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es 1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.La

ne re

stric

tions

are

to b

e pl

aced

on

each

app

roac

h to

the

roun

dabo

ut w

here

wor

ks a

re o

ccur

ring

on th

e ce

ntra

l isl

and

/ inn

er c

ircul

ator

y ca

rria

gew

ay a

rea.

3.W

here

a la

ne s

witc

h is

use

d, th

e re

quire

men

ts o

f eith

er a

Dua

l Car

riage

way

-S

ingl

e La

ne C

hang

e O

ver o

r a D

ual C

arria

gew

ay -

Sin

gle

Lane

Cha

nge

Ove

r are

to

be

met

. 4.

The

oute

r bou

ndar

y of

the

safe

ty z

one

mus

t alw

ays

be m

arke

dw

ith th

e us

e of

traf

fic c

ones

.5.

Dur

ing

the

hour

s of

dar

knes

s, th

e co

nes

are

to b

e en

hanc

ed w

ith th

e us

e of

war

ning

ligh

ts.

6.At

the

Wor

k Zo

ne A

rea,

the

min

imum

late

ral c

lear

ance

s ar

e to

be

met

. 7.

The

term

inat

ion

area

layo

ut is

to b

e in

line

with

the

End

of R

oad

Wor

ks re

quire

men

ts o

n th

e ro

unda

bout

exi

ts.

8.C

are

is to

be

take

n to

ens

ure

that

the

roun

dabo

ut C

hevr

on s

igns

rem

ain

un-o

bscu

red

durin

g an

y w

orks

in th

e ce

ntra

l isl

and

area

; add

ition

ally

tem

pora

ry s

igns

ca

n be

pro

vide

d if

requ

ired.

9.

Prov

isio

n is

to b

e m

ade

in o

rder

to m

aint

ain

pede

stria

n ro

utes

or w

here

not

pos

sibl

e, p

edes

trian

rout

es a

re to

be

sign

ed /

guar

ded

and

or d

iver

ted.

The

nece

ssar

y gu

ardi

ng is

to b

e pu

t in

plac

e to

pre

vent

ped

estri

ans

from

uni

nten

tiona

lly o

r oth

erw

ise

ente

ring

wor

k zo

ne a

reas

. 10

.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)11

.Al

l dim

ensi

ons

give

n ar

e in

m.

12.

The

stan

dard

layo

ut d

raw

ing

is n

ot to

sca

le –

it is

illu

stra

tive

of la

yout

onl

y.

Issu

e 1

Page

194

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

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OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

5

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

6

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Stan

dard

Det

ails

–M

ultil

ane

Pede

stria

n A

reas

Issu

e 1

Page

195

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Pede

stria

n re

quire

men

ts –

Cro

ss S

ectio

n H

IGH

Dem

and

for u

se o

n M

ulti

Lane

Roa

ds –

LIN

KS

/ IN

TER

SEC

TIO

NS

SDPM

-1R

EV: 1

DAT

E:30

/09/

12

The

desi

gn o

f pe

dest

rian

and

cycl

ist

faci

litie

s w

ithin

con

stru

ctio

n w

ork

zone

s m

ust

be r

evie

wed

usi

ng t

he f

ollo

win

g ch

eckl

ists

and

the

des

ign

revi

sed

as

nece

ssar

y:

1.Pe

dest

rians

/ C

yclis

ts a

nd m

otor

ists

sho

uld

be p

hysi

cally

sep

arat

ed a

t all

times

.2.

Pede

stria

ns w

alk

way

s an

d or

cyc

le la

nes

shou

ld b

e m

aint

aine

d fre

e of

any

obs

truct

ion

of h

azar

ds a

nd s

ubje

ct to

per

iodi

c in

spec

tion

and

defe

ct

repa

ir.

3.Te

mpo

rary

ligh

ting

shou

ld a

lway

s be

pro

vide

d fo

r tem

pora

ry w

alkw

ays

that

are

to b

e us

ed d

urin

g th

e ho

urs

of d

arkn

ess.

4.

Wal

kway

s sh

ould

be

an a

bsol

ute

min

imum

of 1

m w

ide,

with

1.5

pre

fera

ble;

this

sho

uld

be in

crea

sed

for h

igh

flow

ped

estri

an ro

utes

. 5.

Cyc

lew

ays

shou

ld b

e an

abs

olut

e m

inim

um o

f 2m

wid

e 6.

All h

azar

ds s

uch

as d

itche

s, e

xcav

atio

ns, a

nd th

e lik

e sh

ould

be

adeq

uate

ly p

rote

cted

and

del

inea

ted

whe

re in

clo

se p

roxi

mity

to a

ped

estri

an ro

ute.

7.

Safe

acc

ess

to a

djac

ent p

rope

rties

sho

uld

alw

ays

be m

aint

aine

d at

all

times

. 8.

Whe

re it

is n

ot p

ossi

ble

to a

ccom

mod

ate

pede

stria

n / c

yclis

t mov

emen

ts th

ey s

houl

d be

div

erte

d to

the

othe

r sid

e of

the

stre

et u

sing

a d

etou

r. 9.

Sign

s an

d ot

her t

raffi

c co

ntro

l dev

ices

sho

uld

be p

ositi

oned

in s

uch

a w

ay th

at th

ey d

o no

t pos

e a

haza

rd to

ped

estri

ans

and

cycl

ists

. 10

.W

here

con

stru

ctio

n w

orks

invo

lve

both

foot

way

s ei

ther

sid

e of

the

carr

iage

way

, wor

ks s

houl

d be

pro

gram

med

in s

uch

a w

ay th

at b

oth

are

not c

lose

d at

the

sam

e tim

e.

Issu

e 1

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196

Febr

uary

201

4

QCC-V1

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EM

IRA

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OF

AB

U D

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OR

K Z

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ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

7

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

8

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es 1.Pe

dest

rians

and

oth

er n

on-m

otor

ised

use

rs a

re th

e m

ost v

ulne

rabl

e ro

ad u

ser w

hich

will

be a

ffect

ed b

y w

ork

zone

s.Th

eir s

afet

y fro

m tr

affic

m

ovem

ent a

nd fr

om c

onst

ruct

ion

activ

ities

is a

maj

or c

onsi

dera

tion

in d

evel

opin

g th

e W

ork

Zone

Tra

ffic

Man

agem

ent P

lan.

2.

Beca

use

of th

e hi

gh d

ensi

ty a

nd m

ixed

reta

il / r

esid

entia

l nat

ure

of p

arts

of t

he c

ity –

in p

repa

ring

the

WZT

MP

–SA

FE p

edes

trian

rout

ing,

cla

rity,

co

nnec

tivity

, acc

essi

bilit

y an

d su

itabi

lity

mus

t be

cons

ider

ed.

3.W

here

the

wor

ks n

eces

sita

te th

at p

edes

trian

s / c

yclis

ts a

re d

iver

ted

from

thei

r nor

mal

rout

e co

nsid

erat

ion

mus

t be

give

n to

the

dist

ance

of t

he d

etou

r /di

vers

ion,

whe

re th

is is

exc

essi

ve th

ere

may

be

tem

ptat

ion

for v

ulne

rabl

e ro

ad u

sers

to c

ross

the

cons

truct

ion

wor

k zo

ne, o

r ent

er th

e liv

e ca

rria

gew

ay.

4.Sh

ort d

urat

ion

wor

ks in

hig

hly

traffi

cked

ped

estri

an /

cycl

ist a

reas

sho

uld

be c

ompl

eted

dur

ing

the

off p

eak

hour

s, p

refe

rabl

y at

nig

ht to

min

imis

e ris

kof

ped

estri

ans

and

cycl

ists

. 5.

Adva

nced

sig

ning

and

sig

ning

with

in o

r aro

und

the

wor

ks z

one

area

to s

afel

y gu

ide

and

dire

ct p

edes

trian

s sh

ould

be

prov

ided

. 6.

Wid

ths

and

cons

truct

ion

of p

athw

ays

desi

gned

tobe

sui

tabl

e fo

r the

ant

icip

ated

vol

umes

of p

edes

trian

s, to

incl

ude

the

prov

isio

n of

cle

ar ro

utes

in a

su

itabl

e m

ater

ial w

hich

gui

de p

edes

trian

s al

ong

a de

sign

ed ro

ute

whi

ch p

reve

nts

pede

stria

ns o

r oth

er v

ulne

rabl

e ro

ad u

sers

from

stra

ying

into

live

tra

ffic

or in

to c

onst

ruct

ion

wor

k zo

nes.

Oth

er e

lem

ents

incl

ude

perio

dic

insp

ectio

n to

ens

ure

the

rout

e re

mai

ns v

iabl

e an

d sa

fe.

7.In

gen

eral

:o

The

abso

lute

min

imum

acc

epta

ble

wid

th o

f a p

edes

trian

rout

e is

2m

; thi

s is

to b

e in

crea

sed

with

incr

ease

d pe

dest

rian

mov

emen

t/ d

eman

d.

oD

rop

kerb

s, s

afe

and

dire

ct c

ross

ing

area

s an

d ro

utes

are

to b

e pr

ovid

ed.

oAc

cess

ibilit

y to

resi

dent

ial p

rope

rty a

nd s

hops

, offi

ces

and

the

like

is to

be

mai

ntai

ned

at a

ll tim

es.

oIt

is c

onsi

dere

d un

suita

ble

to d

iver

t a p

edes

trian

rout

e in

to th

e ca

rria

gew

ay.

oPe

dest

rians

are

to a

lway

s be

pro

tect

ed /

phys

ical

ly s

epar

ated

from

live

traf

fic.

oAs

per

the

note

s on

the

use

of p

last

ic b

arrie

rs –

thes

e ar

e no

t to

be u

sed

in s

epar

atin

g pe

dest

rians

from

traf

fic m

ovem

ents

bec

ause

of t

he lo

w

leve

l of c

onta

inm

ent t

hey

prov

ide,

add

ition

ally

, lat

eral

cle

aran

ce d

ista

nces

are

to b

e ob

serv

ed o

n ro

ads

with

a s

peed

lim

it gr

eate

r tha

n 40

kph.

Issu

e 1

Page

197

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Stan

dard

Det

ails

–Si

ngle

lane

Pe

dest

rian

Are

as

Issu

e 1

Page

198

Febr

uary

201

4

QCC-V1

Copy

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IRA

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OF

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U D

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OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 19

9

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 20

0

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Pede

stria

n re

quire

men

ts –

Cro

ss S

ectio

n (L

OW

Dem

and)

for u

se o

n Si

ngle

Lan

e R

oads

–LI

NK

S / J

UN

CTI

ON

SSD

PS-1

REV

: 1D

ATE:

30/0

9/12

The

desi

gn o

f ped

estri

an a

nd c

yclis

tfac

ilitie

s w

ithin

con

stru

ctio

n w

ork

zone

s m

ust b

e re

view

ed u

sing

the

follo

win

g ch

eckl

ists

and

the

desi

gn re

vise

d as

nec

essa

ry:

1.Pe

dest

rians

/ C

yclis

ts a

nd m

otor

ists

sho

uld

be p

hysi

cally

sep

arat

ed a

t all

times

.2.

Pede

stria

ns w

alk

way

s an

d or

cyc

le la

nes

shou

ld b

e m

aint

aine

d fre

e of

any

obs

truct

ion

of h

azar

ds a

nd s

ubje

ct to

per

iodi

c in

spec

tion

and

defe

ct re

pair.

3.

Tem

pora

ry li

ghtin

g sh

ould

alw

ays

be p

rovi

ded

for t

empo

rary

wal

kway

s th

at a

re to

be

used

dur

ing

the

hour

sof

dar

knes

s.

4.W

alkw

ays

shou

ld b

e an

abs

olut

e m

inim

um o

f 1m

wid

e, w

ith 1

.5 p

refe

rabl

e; th

is s

houl

d be

incr

ease

d fo

r hig

h flo

w p

edes

trian

rout

es.

5.C

ycle

way

s sh

ould

be

an a

bsol

ute

min

imum

of 2

m w

ide.

6.Al

l haz

ards

suc

h as

ditc

hes,

exc

avat

ions

, and

the

like

shou

ld b

e ad

equa

tely

pro

tect

ed a

nd d

elin

eate

d w

here

in c

lose

pro

xim

ityto

a p

edes

trian

rout

e.

7.Sa

fe a

cces

s to

adj

acen

t pro

perti

es s

houl

d al

way

s be

mai

ntai

ned

at a

ll tim

es.

8.W

here

it is

not

pos

sibl

e to

acc

omm

odat

e pe

dest

rian

/ cyc

list m

ovem

ents

they

sho

uld

be d

iver

ted

to th

e ot

her s

ide

of th

e st

reet

usi

ng a

det

our.

9.Si

gns

and

othe

r tra

ffic

cont

rol d

evic

es s

houl

d be

pos

ition

ed in

suc

h a

way

that

they

do

not p

ose

a ha

zard

to p

edes

trian

s an

d cy

clis

ts.

10.

Whe

re c

onst

ruct

ion

wor

ks in

volv

e bo

th fo

otw

ays

eith

er s

ide

of th

e ca

rria

gew

ay, w

orks

sho

uld

be p

rogr

amm

ed in

suc

h a

way

that

bot

har

e no

t clo

sed

at

the

sam

e tim

e.

Issu

e 1

Page

199

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es 1.Pe

dest

rians

and

oth

er n

on-m

otor

ised

use

rs a

re th

e m

ost v

ulne

rabl

e ro

ad u

ser w

hich

will

beaf

fect

ed b

y w

ork

zone

s.Th

eir s

afet

y fro

m tr

affic

mov

emen

t an

d fro

m c

onst

ruct

ion

activ

ities

is a

maj

or c

onsi

dera

tion

in d

evel

opin

g th

e W

ork

Zone

Tra

ffic

Man

agem

ent P

lan.

2.

Beca

use

of th

e hi

gh d

ensi

ty a

nd m

ixed

reta

il / r

esid

entia

l nat

ure

of p

arts

of t

he c

ity –

in p

repa

ring

the

WZT

MP

–SA

FE p

edes

trian

rout

ing,

cla

rity,

co

nnec

tivity

, acc

essi

bilit

y an

d su

itabi

lity

mus

t be

cons

ider

ed.

3.In

gen

eral

:o

The

abso

lute

min

imum

acc

epta

ble

wid

th o

f a p

edes

trian

rout

e is

2m

; thi

s is

to b

e in

crea

sed

with

incr

ease

d pe

dest

rian

mov

emen

t/ d

eman

d.

oD

rop

kerb

s, s

afe

and

dire

ct c

ross

ing

area

s an

d ro

utes

are

to b

e pr

ovid

ed.

oAc

cess

ibilit

y to

resi

dent

ial p

rope

rty a

nd s

hops

, offi

ces

and

the

like

is to

be

mai

ntai

ned

at a

ll tim

es.

oIt

is c

onsi

dere

d un

suita

ble

to d

iver

t a p

edes

trian

rout

e in

to th

e ca

rria

gew

ay.

oPe

dest

rians

are

to a

lway

s be

pro

tect

ed /

phys

ical

ly s

epar

ated

from

live

traf

fic.

oAs

per

the

note

s on

the

use

of p

last

ic b

arrie

rs –

thes

e ar

e no

t to

be u

sed

in s

epar

atin

g pe

dest

rians

from

traf

fic m

ovem

ents

bec

ause

of t

he lo

w

leve

l of c

onta

inm

ent t

hey

prov

ide,

add

ition

ally

, lat

eral

cle

aran

ce d

ista

nces

are

to b

e ob

serv

ed o

n ro

ads

with

a s

peed

lim

it gr

eate

r tha

n 40

kph.

4.As

per

the

note

s on

the

use

of p

last

ic b

arrie

rs –

thes

e ar

e no

t to

be u

sed

in s

epar

atin

g pe

dest

rians

from

traf

fic m

ovem

ents

bec

ause

of t

he lo

w le

vel o

f co

ntai

nmen

t the

y pr

ovid

e, a

dditi

onal

ly, l

ater

al c

lear

ance

dis

tanc

es a

re to

be

obse

rved

on

road

s w

ith a

spee

d lim

it gr

eate

r tha

n 40

kph.

Issu

e 1

Page

200

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 20

1

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 20

2

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Pede

stria

n di

vers

ion

(foot

way

clo

sure

)fo

r use

on

Sing

le L

ane

Roa

ds –

LIN

KS

/ JU

NC

TIO

NS

SDPS

-2R

EV: 1

DAT

E:30

/09/

12

Issu

e 1

Page

201

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Pede

stria

n di

vers

ion

(cro

ssin

g cl

osur

e)fo

r use

on

Sing

le L

ane

Roa

ds –

LIN

KS

/ JU

NC

TIO

NS

SDPS

-3R

EV: 1

DAT

E:30

/09/

12

Issu

e 1

Page

202

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 20

3

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 20

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Pede

stria

n ro

utin

g th

roug

h a

wor

k zo

nefo

r use

on

Sing

le L

ane

Roa

ds –

LIN

KS

/ JU

NC

TIO

NS

SDPS

-4R

EV: 1

DAT

E:30

/09/

12N

otes

1.Pe

dest

rians

and

oth

er n

on-m

otor

ised

use

rs a

re th

e m

ost v

ulne

rabl

e ro

ad u

ser w

hich

will

be a

ffect

ed b

y w

ork

zone

s.Th

eir s

afet

y fro

m tr

affic

mov

emen

t and

from

con

stru

ctio

n ac

tiviti

es is

a m

ajor

con

side

ratio

n in

dev

elop

ing

the

Wor

k Zo

ne T

raffi

c M

anag

emen

t Pla

n.2.

Beca

use

of th

e hi

gh d

ensi

ty a

nd m

ixed

reta

il / r

esid

entia

l nat

ure

of p

arts

of t

he c

ity–

in p

repa

ring

the

WZT

MP

–SA

FE p

edes

trian

rout

ing,

cla

rity,

conn

ectiv

ity, a

cces

sibi

lity

and

suita

bilit

y m

ust b

e co

nsid

ered

.3.

In g

ener

al:

a.Th

e ab

solu

te m

inim

um a

ccep

tabl

e w

idth

of a

ped

estri

an ro

ute

is 2

m; t

his

is to

be

incr

ease

d w

ith in

crea

sed

pede

stria

n m

ovem

ent/

dem

and.

b.D

rop

kerb

s, s

afe

and

dire

ct c

ross

ing

area

s an

d ro

utes

are

to b

e pr

ovid

ed.

c.Ac

cess

ibilit

y to

resi

dent

ial p

rope

rty a

nd s

hops

, offi

ces

and

the

like

is to

be

mai

ntai

ned

at a

ll tim

es.

d.It

is c

onsi

dere

d un

suita

ble

to d

iver

t a p

edes

trian

rout

e in

to th

e ca

rria

gew

ay.

e.Pe

dest

rians

are

to a

lway

s be

pro

tect

ed /

phys

ical

ly s

epar

ated

from

live

traf

fic.

4.As

per

the

note

s on

the

use

of p

last

ic b

arrie

rs –

thes

e ar

e no

t to

be u

sed

in s

epar

atin

g pe

dest

rians

from

traf

fic m

ovem

ents

bec

ause

of t

he lo

w le

vel

of c

onta

inm

ent t

hey

prov

ide,

add

ition

ally

, lat

eral

cle

aran

ce d

ista

nces

are

to b

e ob

serv

ed o

n ro

ads

with

a s

peed

lim

it gr

eate

rtha

n 40

kph.

Issu

e 1

Page

203

Febr

uary

2014

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Stan

dard

Det

ails

–Si

ngle

Lan

e Li

nks

Issu

e 1

Page

204

Febr

uary

2014

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 20

5

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 20

6

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Sing

le L

ane

Roa

d –

Min

or /

tem

pora

ry W

orks

onl

yfo

r use

on

Sing

le L

ane

Roa

ds -

LIN

KS

SDLI

-1R

EV: 1

DAT

E:30

/09/

12

Issu

e 1

Page

205

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es 1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)3.

All d

imen

sion

s gi

ven

are

in m

. 4.

The

stan

dard

layo

ut d

raw

ing

is n

ot to

sca

le –

it is

illu

stra

tive

of la

yout

onl

y.5.

Whe

re c

onst

ruct

ion

wor

ks re

sult

in th

e w

idth

of t

he c

arria

gew

ay b

eing

redu

ced

belo

w:

a.7m

for s

ingl

e la

ne, t

wo

way

rout

es in

clud

ing

publ

ic s

ervi

ce v

ehic

les,

larg

e de

liver

y ve

hicl

es a

nd b

uses

–fo

r exa

mpl

e, a

Mal

l del

iver

y ga

te O

Rb.

6m fo

roth

er tr

affic

, the

n:Tr

affic

con

trol m

ust b

e in

trodu

ced,

as

per S

DLI

2 o

r SD

LI 3

6.Lo

w-tr

affic

flow

on

sing

le la

ne, t

wo

way

rout

es w

ith a

spe

ed li

mit

of 4

0km

h or

less

on

inte

rnal

sec

tor r

oads

whe

re w

orks

will

or a

ntic

ipat

ed to

hav

e a

min

or

impa

ct o

n av

aila

ble

carr

iage

way

wid

th b

ut d

o no

t pos

e a

sign

ifica

nt ri

sk a

re a

ccep

tabl

e.

For m

obile

or s

hort

dur

atio

n op

erat

ions

(lin

e m

arki

ng, s

ign

was

hing

etc

.)•

Tail

Vehi

cles

-Th

e ta

il ve

hicl

e pr

ovid

es a

dvan

ced

war

ning

to d

river

s fo

llow

ing

the

conv

oy a

nd to

gui

de th

em a

roun

d th

e lin

e m

arki

ng o

pera

tion.

•Sh

adow

Veh

icle

-Th

e sh

adow

veh

icle

pro

vide

sim

med

iate

pro

tect

ion

of th

e w

orks

veh

icle

and

trav

els

a di

stan

ce o

f app

roxi

mat

ely

20-5

0m b

ehin

d th

e w

orks

ve

hicl

e.•

Wor

ks V

ehic

le -

The

vehi

cle

/ pla

nt o

r wor

kers

und

erta

king

the

line

mar

king

wor

k.Ad

ditio

nally

, for

road

s w

ith h

ighe

r flo

ws,

or d

urin

g pe

ak h

our o

pera

tions

:•

Lead

Veh

icle

-A

lead

veh

icle

is re

quire

d on

two

way

road

way

s w

hen

wor

king

on

the

cent

ral r

oad

mar

king

to g

ive

adva

nced

war

ning

to d

river

s ap

proa

chin

g in

th

e op

posi

te d

irect

ion.

Issu

e 1

Page

206

Febr

uary

201

4

QCC-V1

Copy

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 20

7

EM

IRA

TE

OF

AB

U D

HA

BI W

OR

K Z

ON

ET

RA

FF

IC M

AN

AG

EM

EN

T M

AN

UA

L

PR

INC

IPLE

S A

ND

PR

AC

TIC

E

2014

Pag

e 20

8

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Sing

le L

ane

Clo

sure

with

out p

ositi

ve tr

affic

con

trol

for u

se o

n Si

ngle

Lan

e R

oads

-LI

NK

SSD

LI-2

REV

: 1D

ATE:

30/0

9/12

Issu

e 1

Page

207

Febr

uary

201

4

EM

IRAT

EO

FAB

UD

HAB

IWO

RK

ZON

ETR

AFFI

CM

ANAG

EM

ENT

MA

NU

AL

PRIN

CIP

LES

AN

D P

RA

CTI

CE

Not

es 1.Th

ese

note

s ar

e to

be

read

in c

onju

nctio

n w

ith th

e St

anda

rd D

etai

ls g

iven

for t

he A

dvan

ced

War

ning

Are

a =

TSA

-1, T

rans

ition

Are

a= T

SA-2

, Sta

bilis

atio

n Ar

ea=

TSA-

3, W

ork

Zone

Are

a an

d Te

rmin

atio

n Ar

ea=

TSA

-4 c

onta

ined

in C

hapt

er 3

–W

ork

Zone

Spe

cific

atio

ns.

2.Fo

r det

ails

of t

he ty

pes

of tr

affic

del

inea

tion

devi

ces

to b

e us

ed p

leas

e se

e C

hapt

er 3

.19

–W

ork

Zone

Spe

cific

atio

ns /

Safe

Use

of B

arrie

rs (c

ones

and

bar

riers

)3.

All d

imen

sion

s gi

ven

are

in m

. 4.

The

stan

dard

layo

ut d

raw

ing

is n

ot to

sca

le –

it is

illu

stra

tive

of la

yout

onl

y.5.

Whe

re c

onst

ruct

ion

wor

ks re

sult

in th

e w

idth

of t

he c

arria

gew

ay b

eing

redu

ced

belo

w:

a.7m

for s

ingl

e la

ne, t

wo

way

rout

es in

clud

ing

publ

ic s

ervi

ce v

ehic

les,

larg

e de

liver

y ve

hicl

es a

nd b

uses

–fo

r exa

mpl

e, a

Mal

l del

iver

y ga

te O

Rb.

6m fo

roth

er tr

affic

, the

n:Tr

affic

con

trol m

ust b

e in

trodu

ced,

as

per S

DLI

2 o

r SD

LI 3

6.Lo

w-tr

affic

flow

on

sing

le la

ne, t

wo

way

rout

es w

ith a

spe

ed li

mit

of 4

0km

h or

less

on

inte

rnal

sec

tor r

oads

whe

re w

orks

will

or a

ntic

ipat

ed to

hav

e a

min

or

impa

ct o

n av

aila

ble

carr

iage

way

wid

th b

ut d

o no

t pos

e a

sign

ifica

nt ri

sk a

re a

ccep

tabl

e.

For m

obile

or s

hort

dur

atio

n op

erat

ions

(lin

e m

arki

ng, s

ign

was

hing

etc

.)•

Tail

Vehi

cles

-Th

e ta

il ve

hicl

e pr

ovid

es a

dvan

ced

war

ning

to d

river

s fo

llow

ing

the

conv

oy a

nd to

gui

de th

em a

roun

d th

e lin

e m

arki

ng o

pera

tion.

•Sh

adow

Veh

icle

-Th

e sh

adow

veh

icle

pro

vide

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APPENDIX B: ONLINE SYSTEM FOR TRAFFIC DETOURS PERMIT

Traffic Detours Permit Online system launched in year 2019 by Integrated Transport Centre

(ITC) to facilitate the Contractor/ applicant and improve the overall efficiency of the service. The

applicant needs to e-Register in the ITC system and obtain the username and password to utilize

the online services provided by ITC. The existing users can register for Traffic Detours Permit

services using the same login credentials to get access to Traffic Detours Permit System.

Presently there are around sixteen work type permits listed below are available through the

online system and it subject to revision based on requirement:

Construction of New Roads Initial Approval – Temporary Fence

Opening New Roads, Bridges, Tunnels Temporary fence for Building

Maintenance/Improvement/Modification of existing road

Installation of Tent

Speed Humps Installation Installation of Traffic/ Advertisement signs

Road Closure Traffic Data Collection/Surveying works

Partial Road Closure Park and Agricultural Work

Initial Approval - Utility Works Cleaning and Waste Management

Utility Works (Open cut -NDRC) Special Events

The applicant can make request for new traffic detour permit or extend an existing permit through

the online system. The type of work shall be selected from the list and need to fill in all the

required details in both Arabic and English. The details primarily includes nature of work, Client,

Consultant, Contractor, Sub-Contractor, work location and planned date of work. Based on type

of work chosen, the applicant needs to upload all the documents in the required format listed in

the system.

After fulfilling all the requirements, the applicant shall submit the application and the

administration team will scrutinize it and successful application will be forwarded to technical

team. If any deficiency identified in the application will be returned to applicant to comply with

the requirements. The technical team will review the application and process it further and if any

additional requirement, clarification, or revision sought will be communicated to applicant by

email or a meeting will be requested with the applicant.

The successful application will be processed and permit with required conditions and stamped

drawing will be sent through the applicant registered email. The applicant shall comply with all

the conditions and carryout the work in safe condition. Any existing permit requires an extension

the applicant can submit for extension through the same application within last five days of

approved permit duration and it will follow the same above process. The user manual for

submitting Traffic Detour Permit application is available in the following link:

https://www.itc.gov.ae/ar-AE/services/Services-Categories/Traffic-and-Roads-Services

APPENDIX C: LIST OF VIOLATIONS WITH PENALTIES

The following are the list of violations as stipulated in the Executive Policy Decision number

164 /2019 by the Executive Council:

No: Violation DHS

1 Carrying out any kind of work within the Road Right of Way (RoW) without obtaining a traffic detour permit from the center 100,000

2 Carrying out deep excavations within Road RoW or adjacent to it without protection of concrete safety barrier / plastic safety barrier filled with water or sand 50,000

3 Failure to maintain the machinery or equipment used in the traffic diversion that might cause traffic accidents 10,000

4 Stopping of project’s vehicles on the Road Right of Way (RoW) in a way that poses a threat to traffic safety 5,000

5 Failure to provide safe alternate footpaths for pedestrians and bicycle tracks at work site locations 5,000

6 Utilising temporary entrance/exit of vehicles to the work site without obtaining a permit or using temporary entrance/exit not approved in the permit 5,000

7 Working with an expired traffic detour permit 5,000

8 Failure to remove all temporary signs and markings, equipment, and debris from the Road RoW during / after completion of work. 5,000

9 Failure to comply with one or more permit’s conditions 5,000

10Failure to fix antiglare fence between the two directions of traffic to prevent the glare effect from opposing car headlights or lack of screen fence to the work site (if requested in permit)

5,000

11 Vehicles operating at work site without warning flashers/LED arrows 5,000

12 Safety officer not available at site as requested under permit or permit conditions 1,000

https://www.itc.gov.ae/ar-AE/services/Services-Categories/Traffic-and-Roads-Services







Page 217 2014 2014 Page 218

CITED REFERENCES

Abu Dhabi EHS Centre. Abu Dhabi EHSMS Regulatory Framework – Abu Dhabi EHSMS

Decree. Abu Dhabi: Abu Dhabi EHS Centre, 2009. Available at www.adehsms.ae.

Abu Dhabi EHS Centre. Abu Dhabi EHSMS Regulatory Framework – Abu Dhabi EHS

Policy and Manual. Abu Dhabi: Abu Dhabi EHS Centre, 2012. Available at www.adehsms.ae.

ASTM. D4956-01a - Standard Specification for Retroreflective Sheeting for Traffic Control.

USA: ASTM International, 2001.

BSI. EN471 Specification for High Visibility Clothing. UK: BSI, 2003.

BSI. EN12899-1:2007 Fixed, Vertical Road Traffic Signs. Fixed Signs (incorporating

corrigenda May 2008, June 2009, and October 2011). EU: BSI 2011.

Road Safety Audit Manual. Abu Dhabi: Abu Dhabi Municipality, 2018.

Department of Municipalities & Transport. Manual of Unified Traffic Control Devices.

Abu Dhabi. 2016

EU. EN12352:2000 Traffic Control Equipment. Warning and Safety Light Devices. EU: EU,

2000.

EU. EN12767:2007 Passive Safety of Support Structures for Road Equipment.

Requirements, Classification and Test Methods. EU: EU, 2007.

National Cooperative Highway Research Program. Report 350 Recommended Procedures

for the Safety Performance Evaluation of Highway Features. USA: NCHRP, 1998.

United Nations Economic Commission for Europe. Regulation 104 Uniform Provisions

Concerning the Approval of Retro-reflective Markings for Vehicles of Category M, N and

O. EU: UNECE, Rev 2 1995.

OTHER REFERENCES

Department of Municipal Affairs. Urban Work Zone Traffic Management Manual. Abu Dhabi,

Al Ain, Western Region: Department of Municipal Affairs, 2013 (Final version unapproved

for use).

Health and Safety Executive (HSE). Five Steps to Risk Assessment (INDG163 rev3).

United Kingdom: HSE, 2011.

Public Works Authority ‘Ashghal’. Work Zone Traffic Management Guide. Qatar: Public

Works Authority ‘Ashghal’, 2013.

Road Transport Authority. Work Zone Traffic Management Manual. Dubai: Road Transport

Authority, 2007.

The Stationary Office (TSO). Traffic Signs Manual Chapter 8 – Traffic Safety Measures and

Signs for Road Works and Temporary Situations. UK: TSO, 2009.

http://www.adehsms.ae/

http://www.adehsms.ae/



GLOSSARY

Specialised terms, abbreviations and acronyms frequently used in this Manual are listed and defined below. Where a term, abbreviation or acronym is defined in another Department of Transport Manual, that definition is applied to this Manual by reference.

G1 OrganisationsAAM: Al Ain Municipality

ADM: Abu Dhabi Municipality

ADP: Abu Dhabi Police

Consultant: A professional service firm (or individual) performing engineering design or other professional services under contract to a named client.

Contractor: A person or organisation responsible for the execution of the works under contract to a named client.

DMT: Department of Municipalities & Transport

MoF: Ministry of Finance

DRM: Al Dhafrah RegionMunicipality




G2 General TerminologyCarriageway: The area of a Road that is specifically for vehicular use, generally separated from adjacent verges, medians and footways by a curb. Carriageways may include cycle lanes where they are at the same level.

Clearance Plan: A document that forms part of a WZTMP and details safe working practices and methodologies for the clearance of WZTM.

Competency standard: A standard setting out the competencies and assessment criteria to determine whether a person can be considered a competent person

Competent person: A person who has, through a combination of training, qualification and experience acquired knowledge and skills enabling that person to correctly perform a specified task or range of tasks.

Emergency Traffic Management (ETM): The control and/or alteration of physical measures and combination of TCDs by ADP to control and guide all road users through a Work Zonefor short periods whilst managing an incident within the road corridor.

High speed road: A road on which the posted speed limit or operating speed is 80 km/h or greater.

Implementation Plan: A document that forms part of a WZTMP and details safe working practices and methodologies for the implementation of a WZTMS.

Incident: An unplanned occurrence in the road corridor resulting in an unsafe situation for road users negotiating the Work Zone requiring ADP to implement ETM in consultation with the Lead Client, Road Authority and Scheme Contractor.

Line-marking: Work which entails vehicles involved with pavement marking moving continuously along the roadway at speeds significantly lower than other traffic. All devices are either vehicle mounted or are regularly moved along the road.

Low speed road: A road on which the posted speed limit and operating speed is less than 80 km/h.

Main Roads: Those roads that fall under the jurisdiction of DoT as Road Authority.

May: Indicates an option.

Mobile Works: That can be undertaken by equipment or plant that continually moves along the road, with associated mobile traffic management processes (for example line marking).

Municipal Roads: Those roads that fall under the jurisdiction of any of the Municipalities as Road Authority (AAM, ADM or WRM)

Must: Indicates that a statement is compulsory.




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Non-Motorised Users (NMU): A term used to refer to road users who are not in motor vehicles or on motorcycles (i.e. cyclists, pedestrians, wheelchair users.)

Notice of Closure (NOC): The formal notification from the relevant organisation (depending on location) for carrying out any activity within the highway.

Operating Speed: The speed of the majority of traffic approaching the work site which may be in excess of the speed limit applying to the road (if speed measurements are available the operating speed should equal the 85th percentile of measured speed, otherwise it should be established by the observation of an experienced traffic engineer).

Personal Protective Equipment (PPE): All equipment (including clothing affording protection against the weather) which is intended to be worn or held by a person at work and which protects them against one or more risks to their health or safety, including safety helmets, gloves, eye protection, high-visibility clothing, safety footwear and safety harnesses.

Public Information Plan (PIP): This details the methods employed to inform the travelling public, businesses and surrounding community concerning the construction project and the impact that the Work Zones will have on them and how these are being managed.

Road Corridor: The area of public road or highway including carriageways, cycle-ways, footways, verges and medians within the control of the relevant Road Authority.

Road Safety Audit: As defined in the Emirate of Abu Dhabi Road Safety Audit Manual

Road User: Any driver, rider, passenger, or pedestrian using the road

Safety Buffer: The area provided around the Working Space to protect site personnel from traffic. No-one must enter the Safety Buffer in the normal course of work. It should only be necessary to enter this area to maintain cones, barriers and road signs. Materials and equipment must not be placed in this area.

Shall: Indicates that a statement is compulsory.

Should: indicates a recommendation.

Standard Work: Work within the road corridor other than line-marking and defects rectification work. For standard work the time and effort to implement and remove the Work Zone traffic management is typically a small proportion of the effort and time required to undertake the actual work.

Temporary Traffic Control Plan (TTCP): Describes the methods and approach to traffic control to be used in facilitating the safe and informed passage of vehicle and pedestrian traffic through Work Zone traffic management. It is an integral part of any WZTMP.

Traffic: In general use, any road user or group of road users that pass along or across a road. The term may be qualified by ‘pedestrian’, ‘vehicular’ or ‘NMU’ to clarify the type of traffic.




Traffic Control Devices (TCDs): Any signs (mandatory, warning and informatory), delineation devices (road markings, plastic barriers and cones) and Traffic Signals (temporary and permanent) the function of which is to regulate driver behaviour to suit the road environment.

Traffic Detour: The planning, design and implementation of the system that takes trafficfrom its original route within the road corridor to allow a safe Work Zone to be created, taking into account road capacity, traffic volumes and movements and Work Area requirements. Itmay only involve change within the existing road corridor, or include transfer onto a different road corridor.

Traffic Detour Route: A temporary change in route in order to close a road or because of continuing unacceptable levels of congestion. Sometimes such a detour may be necessary only for traffic proceeding in one direction. Such a route will involve use of a different road corridor to that which is affected by a WZ.

Traffic Flow:

Low: On a single-carriageway, where two-way vehicular traffic flow past the Work Zone is less than 20 vehicles counted in three minutes (400 vehicles per hour).

On a divided carriageway, where one-way vehicular traffic flow past the Work Zoneis less than 20 vehicles counted in three minutes (400 vehicles per hour).

Medium: On a single-carriageway, where two-way vehicular traffic flow past the Work Zoneis between 20 and 40 vehicles counted in three minutes (400-800 vehicles per hour).

On a divided carriageway, where one-way vehicular traffic flow past the Work Zoneis between 20 and 50 vehicles counted in three minutes (400-1000 vehicles per hour).

High: On a single-carriageway, where two-way vehicular traffic flow past the Work Zone is greater than 40 vehicles counted in three minutes (800 vehicles per hour).

On a divided carriageway, where one-way vehicular traffic flow past the Work Zoneis greater than 50 vehicles counted in three minutes (1000 vehicles per hour).

Transport Operations Plan (TOP): Details the measures to mitigate the impact of construction Work Zones through the use of improved transportation operations and management of the roadway network. It is a key requirement of any major or intermediate WZTMP.

Truck Mounted Attenuator (TMA): A shock-absorbing device mounted on the rear of a works vehicle intended to reduce the level of damage to vehicles, road users and the workforce resulting from an impact by an errant vehicle.

Work Area: That area of Road that is occupied by the actual construction or maintenance operation.




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Work Zone (WZ): The area which includes the Work Area(s) and any additional length or area of road required for advance signing, tapers, barriers, safety zones or other areas associated with Work Zone traffic management

Work Zone Traffic Management (WZTM): The physical measures and combination of TCDs used to guide all road users through a Work Zone whilst ensuring the safety of road users and the workforce.

Work Zone Traffic Management Layout (WZTML): A plan that shows all of the Work Zonetraffic management components and all of the TCDs in sufficient detail to allow the accurateand safe implementation of the Work Zone traffic management treatment. The TypicalArrangements in this Manual are examples of Work Zone traffic management layouts.

Work Zone Traffic Management Plan (WZTMP): Documentary part of an overall scheme design process whereby a coordinated strategy in managing the disruption to normal traffic flow is set out to operate in a safe a manner as possible for both members of the travelling public and construction workers whilst accommodating the works being undertaken.

Work Zone Traffic Management System (WZTMS): A system of procedures and guidelines that enable safe and efficient road construction and maintenance Works for all road users and the workforce.

Working Space: The space around the Work Area where tools, excavated materials, equipment and plant may be stored. It is also the area needed for the workforce to occupy in order to carry out the works.

Works: A general term relating to the construction or maintenance of the Road or of equipment or services located on, above, below or in the immediate vicinity of the road.

Short Term: Works that can be undertaken in full, in less than 72 hours, including the implementation and clearance of any required temporary traffic management.

Medium Term: Works that can be undertaken in full, in a period between 72 hours and 14 days, including the implementation and clearance of any required temporary traffic management.

Long Term: Works that take more than 14 days to carry out in full, including the implementation and clearance of any required temporary traffic management.




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EMIRATE OF ABU DHABI WORK ZONE TRAFFIC MANAGEMENT MANUAL-


Draft Document rev5 Page i February 2014

EMIRATE OF ABU DHABI WORK

ZONE MANUAL

DRAFT DOCUMENT

2014

EMIRATE OF ABU DH

ABI WORK ZONE - TRAFFIC M

ANAGEMENT M

ANUAL, 2014


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