Highways Agency - Safe roads, Reliable journeys, Informed travellers

5. Planning and Implementation of Traffic Management Operations

5.1 Roles and Tasks

There are a number of tasks which need to be undertaken in the course of the planning, design and implementation of temporary traffic management arrangements. Traditionally these tasks have often been associated with certain roles carrying particular job titles. It is recognised that there is increasing variation in the arrangements and forms of contracts relating to highway works and that reference to traditional roles may not always be appropriate. When tasks are allocated, it is essential that the person or organisation responsible for each task is identified, and that satisfactory completion of each task is recorded. This is particularly important for tasks highlighted in Health and Safety responsibilities (see Section 3).

Although health and safety legislation allows either individuals or organisations to fill certain designated roles, where an organisation is named, eg as planning supervisor, in accordance with the Construction (Design and Management) Regulations the management system should identify individuals who will fulfil the role.

Figure 1 and Tables 1 to 3 at the end of Section 5 identify the key tasks and the links and interactions between them. The links are common to all temporary traffic management design. For some schemes, temporary traffic management will only apply to tie-in details or discrete phases of the work. In others, traffic management considerations will affect the entire concept underlying the implementation of the project. Responsibility for the detailed traffic management design may be incorporated in a traditional contract requiring the Contractor to accept or propose a suitable solution, or be passed on, as in a design and build project. In either case, the responsibility resting upon the person or organisation undertaking the detailed traffic management design remains the same, and the designers will need the appropriate skills and expertise.

For some applications, the detailed traffic management design will be seen as complementary to the project design, whilst for others, the two will be linked as a composite design approach. In either case, these notes should be seen as providing the essential guidelines to a successful outcome of the project.

5.2 Introduction

Within this section, four distinct aspects of temporary traffic management are considered; design brief, project design, detailed traffic management design, and operation. The complexity of traffic management required varies from scheme to scheme, but the primary objective is always:

To maximise the safety of the workforce and the travelling public.

The main secondary objective is to keep traffic flowing as freely as possible.

Project Designers need to be conscious of these objectives in general and with the temporary traffic management requirements of the design brief in particular.

It is vital that risk assessments are carried out at all stages of the development of the project bearing in mind the potential hazards to the workforce and the public. The risk assessments will need to consider the hierarchy of risk prevention in design as set out in Section 3.3.

The associated project risk assessments will determine the complexity of the traffic management required. The final traffic management design will see the implementation of the project risk assessment process translated into working drawings incorporating the fundamental principles embodied within Chapter 8 of the Traffic Signs Manual (see Section A.1.4). There will be occasions when 'non-standard' solutions are required and in these circumstances, the principles of Chapter 8 are used as a basis of design. Consultation with the local police will be necessary where departures are extensive and approval will need to be given by the Highway Authority.

It should not be assumed that this guidance document applies only to major temporary traffic management operations, and is inappropriate for minor works. All temporary traffic management operations should be rigorously designed, planned and implemented, irrespective of scale. However for minor works, it may be more practical to apply the principles contained within this document to produce generic designs and method statements which are appropriate for specific sections of highway and operations.

It is not intended to reproduce or re-write guidance that is more than adequately given in other documents, in particular the requirements of Chapter 8. The text of this section provides guidance relating to key temporary traffic management tasks starting with the design brief and finishing with the removal of the temporary traffic management. Where further guidance or mandatory requirements are available, the appropriate references are given.

5.3 Preparation of Design Brief

It is in the preparation of the design brief that the first decisions about the safe management of the site are made. At this stage the form of contract should be determined and consequently the responsibilities that each participant in the project will fulfill. If the use of the lane rental form of contract is being considered the periods required to complete the work should reflect the need to operate safe systems of work which may require additional time.

The design brief should allow sufficient time for the subsequent design and implementation phases of the project.

A risk assessment will need to be carried out at this stage. The relevant Health and Safety issues including roles and responsibilities are described in Sections 3 and 4.

There will need to be consultations with the interested parties. These are given in the following subsections.

5.3.1 Highway Authority (and/or their agents)

In many cases, the Client will also be the Highway Authority, however, this will not always be the case. The Highway Authority may impose specific requirements and be aware of constraints that will have a bearing on the management of the site. These may include the following:

• Specific safety requirements.
• Minimise traffic flows (lane availability) past the works site.
• Establish acceptable working hours and constraints (e.g. local events).
• Agree the time scale for production of temporary or permanent Traffic Regulation Orders (Section 5.4.20). Establish fundamental traffic flow/delay requirements.
• Consider the acceptability of diversion routes where necessary (Section 5.4.13).
• Consider the need for road closures and the necessary Orders.
• Co-ordination with other planned road and street works.
• Determine emergency service requirements.
• Agree appointment of Planning Supervisor.
• Ensure that any appropriate legal agreements are in place, including any land acquisition.
• Discuss the Highway Authority inspection/monitoring role.
• Discuss the establishment of an incident management system for the duration of the works (see Section 5.4.21).
• Consider the provisions for recovery of vehicles.
• Ensure that salting/winter maintenance arrangements can be accommodated.
• Consider programming issues including the time of year and the availability of resources.
• Agree outline publicity requirements (advance signing etc.).
• Take account of the principles embodied in the Chartered Institute of Building (CIB) Considerate Constructors Scheme.

5.3.2 Adjoining Highway Authorities

In many cases, the work may have an impact on an adjoining Highway Authority's network. In these instances agreement will need to be reached on signing, diversion routes etc with the adjoining Highway Authority and/ or their agents.

• Agree the acceptability of diversion routes and signing.
• Consider working agreements (i.e. can Client's Contractor work on another Highway Authorities' network).
• Co-ordination with other planned road and street works.
• Ensure that relevant legal agreements are in place.
• Establish and agree acceptable routing of works vehicles to site.
• Diversion of abnormal loads.
• Communication arrangements.
• Adequacy and responsibility for winter maintenance on diversion routes.

5.3.3 Emergency Services

In many cases, the police/fire/ambulance will need to be aware of the planned works, site welfare arrangements and access to the site. In certain circumstances, there may be other organisations that will need to be involved in the planning of the works. These may include the coastguard, lifeboat crews and mountain rescue teams etc. Discussions should take place with the principal breakdown organisations to determine the extent of their involvement.

The police will need to be involved in the planning of the works. This will include:

• Incident management procedures (Section 5.4.21).
• Discuss timing of works.
• Discuss use and enforcement of Traffic Regulation Orders (Section 5.4.20).
• Use of speed cameras.
• Extent of co-operation in setting up/altering/removing works.
• Agree communication arrangements and special requirements.
• Passage, or diversion, of abnormal loads.
• Arrangements for routing emergency vehicles.
• Arrangements following an incident to ensure the site is clear before it is opened to traffic.
• Liaise with the British Transport Police over land or structures under their control.

Other emergency services:

• Arrangements for routing emergency vehicles (Section 5.4.10).
• Agree contact details and special requirements.

5.3.4 Adjacent premises and works

The extent and level of consultation (eg letter drops, meetings, etc) will depend on local land use patterns. The following may need to be considered.

• Provision of information to frontagers.
• Access arrangements for all phases of works.
• Timing of operations with respect to land use.
• Specific hazards (e.g. chemical works).
• Maintaining emergency access (Section 5.3.3).
• Likely noise levels.
• Consider strategy on claims for loss of earnings/other effects of work.
• Review signing requirements for businesses severed by the works.
• Where Railtrack or the British Waterways Board are involved consider lead in time for work adjacent to their facilities, and the possible need for specialist engineering input.
• Liaise with Motorway Service Area managers.
• Restrictions placed on working hours.

5.3.5 Statutory Undertakers

On some schemes there will be a need to co-ordinate the work of statutory undertakers related to the scheme. This will include programming of temporary traffic management and arrangements for the statutory undertaker's contractors.

Requirements to protect or divert apparatus should be considered as well as access to the site for supply/ emergency work.

5.3.6 Customers/Road users

For prolonged works in urban areas, consider (a) establishment of forum of road users, frontagers and businesses, also (b) existing information to determine the needs and additional requirements of vulnerable road users and special needs groups.

5.4 Project Design - led by 'Project Designer'

The project design will be built upon the design brief and develop the design to the implementation stage, including further consideration of risk assessment. On smaller schemes this may happen concurrently with the development of the design brief. The design should embody the hierarchy of risk prevention set out in Section 3.3. In all schemes the designer should consider the method of traffic management to be employed as an integral part of the design.

Because each site is unique, project designers should visit the site to identify special features that may bear on the operational safety of the work.

Amongst issues to be considered are the following:

5.4.1 Site information

There is a considerable stock of existing information about the site that may help in planning the works. This should be gathered, and where appropriate, passed to those responsible for the detailed traffic management design and the traffic management operation. This could include:

• Information on traffic flows and patterns, peak periods etc.
• The suitability of speed limits and safety zones.
• Arrangements relating to the preparation of Traffic Regulation Orders (Funding and Programme).I
• nformation about existing safety barriers which may be affected by the works.
• Accident records.
• The presence of underground and/or overhead services.
• The presence of rail crossings and other rail signalling equipment which, for example, may affect the location of temporary signals.
• Local weather conditions, eg susceptibility to local flooding.
• Safe refuge for vehicles used in association with the temporary traffic management.

5.4.2 Programming

The detailed programme is usually developed during the planning of the construction works. However, the Designer should consider the need for a realistic programme when establishing contract length and consider constraints and closedowns and ensure adequate allowance is made for:

• Specifying the need for phasing of works , e.g. early opening of parts of the scheme (this may be influenced by, for example, the lasting effect of temporary markings on newly paved carriageways).
• Frequency of changeovers/switching traffic.
• Identify off-peak periods.
• Identify restraints related to special dates/events, eg Christmas.
• Availability of resources.

5.4.3 Minimise traffic disruption

In planning works the impact on the road user should be assessed. The desire to reduce disruption can often be in conflict with the need to provide a safe site which is the paramount consideration. An assessment of the likely delay and disruptions should be considered in relation to working times, route and area wide signing strategies. Consideration should also be given to other planned works including planned works notified to them by statutory undertakers.

5.4.4 Use of space

Space on road works sites is often at a premium, particularly where there is a need to maintain traffic movements. In designing a scheme consideration should be given to ensuring that the construction process can be carried out in a safe manner. In particular, the following should be considered:

• The adequacy of work-space for the proposed work operations considering typical plant use.
• Specific site constraints including facilities for frontagers.
• Space for traffic lanes.
• Space for safety zones (see Section 5.4.5).
• Location of site huts/stores etc.
• Welfare facilities.
• Provision of and arrangements for access/egress from site.
• Provision of temporary speed limits.
• Space for vehicle recovery operations.
• Space for temporary road works signs.
• If required, space for an emergency route through the site.
• Where appropriate, space for temporary safety barriers (including installation and removal).

5.4.5 Safety Zones

The design of the scheme should allow sufficient space for a safety zone which provides both a longitudinal and lateral safety clearance between the working space and moving traffic.

Where the road width is so restricted as to prohibit the provision of the appropriate sideways clearance and diversion of traffic would be impractical, traffic speeds must be reduced to less than 10mph and an agreed safe method of working imposed on the site (see Departmental Advice Note TA 63, Convoy Working).

5.4.6 Use of edge protection/temporary widening

This may be needed as a temporary measure where lane widths are narrow, or where turning vehicles may cause over-run problems. If required, the Designer should;

• Locate services and discuss the need to protect them with utilities.
• Design construction to withstand loading.
• Review environmental concerns and reinstatement requirements.

5.4.7 Use of narrow lanes

Temporary narrow lanes may be required due to constraints on space. Before deciding on lane widths, the Designer will need to take account of the practicality of installing narrow lanes and the impact of their use, for example, on wide loads, winter maintenance, cyclists and equestrians (see Section 5.4.14). The goods vehicles trade associations and the local police will need to be consulted regarding the implications/arrangements for narrow lanes arising from abnormal loads. In some cases provision may need to be made for abnormal loads to park and wait to pass through the works during off-peak hours. Edge of carriageway factors (eg the location of emergency telephones) should also be considered (Section 5.4.6).

Guidance on temporary road markings and the treatment of existing permanent road markings is given in Section 5.5.6.

5.4.8 Use of temporary safety barriers

Where it is evident at the design stage that temporary safety barriers will be necessary to protect the workforce or road users, their use should be specified as part of the design. The Designer should take account of the need to flare approach lengths of barriers away from the oncoming traffic. The implications arising from the use of temporary safety barriers on the emergency services/wide loads and the duration of the works are other factors that should be considered. Designers also need to take into account speed limits and the degree of deflection which may occur in the event of an impact. In determining whether to include these barriers, the Project Designer needs to undertake a risk assessment of the situation.

5.4.9 Sight Lines

Sight lines need to be considered from both the traditional highway design perspective where the road users' needs are considered, and also from the operatives' point of view (eg the design of works access/egress.) The Project Designer should ensure that layouts consider the sight line requirements from both points of view and endeavour to ensure that provision of forward visibility and signing does not compromise the operatives' safety.

5.4.10 Routes for emergency vehicles

Detailed consultation arrangements have been outlined inSection 5.3.3 which should be undertaken prior to the design stage. During design it is important to continue this consultation and ensure satisfactory arrangements are incorporated into the design for, in particular, availability of route(s) through or around the works, and communication arrangements.

Consideration should be given to emergency access to all parts of the works area and highway which are subject to temporary traffic management should a carriageway be blocked and queueing occurs.

5.4.11 Works area access/egress

Where possible, access/egress to the works area should be considered at the design stage and the following should be considered:

• Conflict with other movements.
• Location.
• Width.
• Sight lines.
• Signing.
• Swept path.
• Slowing down/acceleration space.
• Separation of slowing down/acceleration space from works area.
• Cleanliness/mud on road.

5.4.12 Routes for site vehicles

Routes for 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's vehicles. The consideration of how these vehicles will access the site can have a significant impact on the adjoining network, and on high speed roads it is a fundamental element of the design process. In particular, the following should be considered:

• Considerations 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 works from adjoining network.
• Conflict with local land use patterns and timing of works.
• The need to minimise mud and debris left on road surfaces.
• Consultation with adjoining Highway Authorities.
• Establish whether heavy/ light vehicles need different routes/arrangements from those for heavy/wide/high loads.
• Impact on local businesses.

5.4.13 Routes for diverted vehicles

Where diversions are necessary, the routing of diverted traffic should be planned to ensure that significant problems do not occur. This should include:

• Review of suitability of route (low bridges/weight limits/speed limits).
• Consider the need for Traffic Regulation Orders on diversion routes (Section 5.4.20).
• Ensure that location of access for works vehicles does not adversely affect the diversion route(s), e.g. by introducing right turn movements.
• Suitability and maintenance of proposed diversion routes (compatibility with increased use).
• Consider environmental and safety impacts on diversion routes.
• Consider the implications and information strategy for premises on diversion routes.
• Ensure timing avoids other works on the diversion route.
• Consider winter maintenance needs of diversion route.
• Establish contractual responsibility relating to the signing of diversion routes.
• Advance signing of diversion routes.
• Liaise with goods vehicles trade associations and the police over any abnormal loads which may be affected.

5.4.14 Pedestrians, cyclists and other vulnerable users

Where pedestrians, cyclists, equestrians and other vulnerable road users are affected by road works, detailed consideration, including, where appropriate, consultations with those affected, should be given to minimising the impact on them and ensuring suitable alternatives exist. This will include:

• Review length and advance signing of diversion routes.
• Consider safety implications of temporary surfaces, obstructions, ramps, diversions, etc.
• Impact on frontagers.
• Is standard of surface/gradients/lighting acceptable?
• Adequate lane widths for cyclists past the works and/or on the diversion route (see Traffic Advisory Leaflet 15/99).
• Adequate crossing facilities for pedestrians.
• Close off unsafe access across works.
• Arrangements for those with restricted mobility and other special needs.

5.4.15 Material storage and deliveries

On most construction sites the delivery, storage and access to materials can cause concern. On road works sites with the inherent constraints on space, detailed consideration needs to be given during design to ensure that materials are safely delivered, stored without encroaching into safety zones and can be accessed without undue difficulty. Access and egress to the site has been considered in Section 5.4.11. Constraints on the timing of deliveries may need to be considered at the design stage to ensure that materials can be safely delivered. Particular attention will also need to be given to the storage of materials that are hazardous to health through Control of Substances Hazardous to Health Regulations 1999 (COSHH) assessments.

5.4.16 Safe working hours

When determining the site working hours consideration needs to be given to factors which can affect the work force, road users and local residents. Hours worked are governed by the Working Time Regulations 1998 (see Section 6.5). Traffic volumes may dictate 'off peak' or night working, although it should be borne in mind that construction work can cause noise nuisance. If night working is to be used, the welfare requirements for all involved in the project should be considered. Section 7 deals with issues relating to working in hours of darkness.

The design documentation should clearly indicate any constraint upon working hours and state the tasks to which the constraints apply. Traffic management activities may be possible at times when construction tasks are prohibited. Consideration should be given to the impact of constrained working hours on lane rental options.

5.4.17 Vehicle recovery operations

The Designer should determine the extent of the vehicle recovery operation. Advice on the provision of vehicle recovery is given in Volume 1 of the Trunk Road Maintenance Manual, and in Section NG120 of the Notes for Guidance on the Specification for Highway Works. Issues which need to be considered include the number and siting of the recovery vehicles, communication systems, the siting of drop off points, facilities provided (toilets, lighting, etc), in particular for vulnerable vehicle occupants, and also the system for identifying vehicles in need of recovery (CCTV/ patrols). In addition, a regime to ensure compliance with contractual requirements should be specified. Agree police role and communication details, particularly with regard to procedures for dealing with abandoned vehicles.

5.4.18 Intelligent traffic systems (ITS)

Where permanent CCTV, Variable Message Signs (VMS) and traffic information systems are available, consideration should be given to their use subject to consent by the local police.

5.4.19 Speed Control

Temporary traffic management arrangements may lead to lower geometric standards or the loss of safety features such as the hard shoulder or central reserve safety barrier. In such circumstances, it will be necessary to ensure that the speed of traffic is appropriate.

A speed control strategy should be developed in liaison with the police who are responsible for enforcement of traffic regulations. Consideration of the strategy should include,

• Temporary mandatory speed limits
• Advisory speed restrictions
• 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 Working
• Publicity

5.4.20 Temporary Traffic Regulation Orders

The use of Temporary Traffic Regulation Orders can contribute to the safety of operations. They should be used to assist motorists in anticipating lower geometric standards in the temporary traffic management arrangement and to increase safety for the workforce. Discussions with the Highway Authority should establish how long they take to arrange, consultation processes, signing standards and payment of Highway Authority costs.

Consideration should be given to:

• Speed related issues (See Section 5.4.19)
• No overtaking orders.
• Signing and enforcement.
• Use of the hard shoulder as a running lane.
• Contra-flow running
• Road closures
• Clearways/parking restrictions.
• Width/height restrictions.
• Weight restrictions and arrangements to deal with overweight vehicles.
• Wording of Orders to ensure they reflect pattern and phasing of works.
• Arrangements for escorted vehicles

5.4.21 Incident Management

The statutory requirement to record and report incidents under RIDDOR 1995 and Section 25 of the Road Traffic Act 1972 needs to be augmented by the creation of a management tool for the project which records all site incidents, including particularly those which are traffic management related. This incident management system needs to incorporate a feature which will identify unexpected levels or categories of incidents, and this will facilitate early action to ameliorate any unsafe features in the project. The appointment of a dedicated Traffic Safety Officer under the terms of the contract provides a first line of reporting to assist in this procedure.

The incident management system should include:

• A formal reporting system.
• Provide review meetings.
• Establishing the person who has responsibility for record keeping.
• An operational structure.
• Outline contingency plans.

Further issues concerning incident management are considered in Appendix C.

5.5 Detailed Traffic Management Design - led by 'Traffic Management Designer'

5.5.1 Detailed layout of the traffic management scheme

The objective of the detailed traffic management layout is to demonstrate a practical solution to facilitate safe passage of traffic past the works and ensure that the safety of operatives is not compromised. This requires an objective overview of all the factors previously considered in detail (eg design brief, consultation, and site constraints) to ensure production of a composite solution. In addition to familiarity with the appropriate standards and advice notes, knowledge of the site and the ability to visualise the traffic flow through the works are most important. Chapter 8 of the Traffic Signs Manual and any subsequent amendments/additions in the Design Manual for Roads and Bridges provide the prime source of guidance for detailed traffic management layouts.

Under traditional forms of contract, the Project Designer has the discretion to undertake the detailed traffic management design, or by reference within the contract, to pass responsibility to the implementation organisation. In either situation the Project Designer has an obligation, particularly identified by the CDM Regulations, to carry out a risk assessment to ensure that the project design does not give rise to unacceptable risk, the risk being either eliminated or, if this is not possible, controlled. The traffic management Designer, irrespective of other duties, carries responsibility for the health and safety implications of the detailed traffic management design and also must always consider the implications of erection and removal of the primary traffic management system. As part of the design, the traffic management Designer should consider the minimum maintenance resources required to maintain the safety and integrity of the design.

Chapter 8 of the Traffic Signs Manual provides guidance about minimum signing requirements for temporary traffic management. The signing must always convey accurately to road users exactly what is happening and what is expected of them. The demarcation of safety zones needs to be clear. Particular circumstances may require variations from the Chapter 8 minimum requirements, but these should not reduce the overall level of safety.

At times, it may be necessary to level verges to facilitate safe mounting for the sign bases. At some sites, control of vegetation needs to be considered to ensure that signs are not obscured.

5.5.2 Safe taper positions

Tapers are a fundamental element of traffic management layouts. Their position will be influenced by the location of the works in relation to road features for example slip roads, and the need to provide a longitudinal safety zone. However, the prime consideration should be that they are situated where sight lines are good (in both the vertical and horizontal planes). Additional lengths of lane closure may be required for this to be achieved.

It is essential, before detailing tapers as part of the traffic management design, that a full appreciation of the site is obtained; a site visit is the certain way to be sure that the theoretical layout can be achieved in practice. Consideration of safety issues involved in placing, erecting and removing advance warning signs and cones in the taper may also be factors in deciding the taper position.

5.5.3 Cross-overs

The design of cross-overs must take account of the following:

• Curvature of swept paths and vertical alignment considerations. It is essential that radii and crossfalls are consistent with anticipated speeds and speed limits.
• Position in relation to existing road layout, street furniture, gantries and light columns.
• Surface condition and skid resistance.
• Removal or covering of existing road markings.
• Required construction depth in relation to existing central reserve construction.
• Blanking off bases from removed lighting columns, safety fence post sockets and illuminated signs.
• Severance of existing safety fencing and space required for temporary anchorages.
• Communication and/or electricity cables in the central reserve.
• Temporary drainage of the cross-over surfacing.
• Reuse for future maintenance.
• Illumination requirements. (See Section 7.4)
• Arrangements for access to roads and properties within closed section.

5.5.4 Short-term traffic management to facilitate implementation of the main scheme

There are particular hazards associated with short-term temporary traffic management needed as part of the implementation of the main temporary traffic management. The design and implementation of such schemes therefore requires particular care. Consideration must be given to the state of the traffic management at all times during the implementation of the temporary traffic management arrangements. For example, when installation of the arrangement needs to take place over several nights, the detailed traffic management design should take account of and remove or control the risk associated with the intermediate arrangements.

5.5.5 Advance road user and frontager notification

The Designer must anticipate the effect of the works on the flow of traffic and endeavour to minimise delays whilst being careful not to compromise safety. Advance road user and frontager notification is the first step in addressing this problem by seeking to remove a proportion of the flow from the route. Early publicity will allow some road users to plan their journeys to avoid the congestion caused by the works and frontagers to take appropriate action. The goods vehicle trade associations will disseminate notification to its members. Where such diversions are appropriate, advance signing can assist in diverting traffic onto alternative routes. In such circumstances, the Highway Authority will give direction about permissible alternative routes. Local public transport operators and the emergency services will require written confirmation of the works. In the case of works on busy roads where major delays are anticipated appropriate publicity should be agreed with the highway authority (or their representative/agent) and the media should be notified.

At some sites, during the first few days of operation, low traffic capacity may be experienced until drivers become accustomed to the situation. It is important not to make inappropriate changes during this period.

5.5.6 Treatment of existing permanent traffic signs and road markings

Consideration should be given to the removal or covering of existing permanent traffic signs and road markings. Where they give guidance in conflict with the temporary traffic management system they should be removed or covered with durable opaque materials. Particular care must be taken that retroreflective signs are sufficiently covered at night.

The following factors in particular should be considered by the Designer when designing a temporary traffic management system which incorporates temporary road markings:

• Time of year the work will be executed and thus the prevailing weather and climatic conditions throughout the duration of the works.
• The nature of the existing and proposed road surface. Locations of road surfaces which may require special treatment both for the application of temporary markings and the removal of existing ones should be identified.
• Suitable methods for removal or covering of existing road markings. Some methods can be time consuming and the possibility of an advance works phase prior to contract commencement may need to be considered.

At sites with temporary layouts consideration should be given to the use of temporary road studs in place of road markings to facilitate the installation of the layout in poor weather.

5.5.7 Signing

The traffic management Designer must consider all aspects of signing. These include:

• Temporary diversion signs.
• Driver information signs (including those placed in advance of the works).
• Traffic management signs.
• Direction signs.
• Regulatory signs.
• Warning signs.
• Where appropriate, variable message signs

It should be a requirement included in the contract that traffic signing equipment must comply with the relevant British or European Standard.

The use of any traffic sign not prescribed within the Traffic Signs Regulations and General Directions is illegal unless it has received Special Signs Authorisation. This needs to be procured through the Highway Authority.

The number of temporary diversion signs may be extensive and the location of each sign will need to be specified. It is important to ensure that temporary signs are consistent with permanent signs. As in all signing design, the choice of location should take account of existing services, sight lines, and should accord with actual site conditions.

Consideration should be given as to whether site conditions require a particular method of securing temporary traffic signs to prevent them falling or being blown into live traffic lanes.

Driver information signs may be required by the Highway Authority to provide road users with the reason for the works, and to explain delays. See the Specification for Highway Works, Clause 117.21. Variable message signs may be of particular use in informing drivers about exceptional delays, eg due to an accident.

Access and egress to the works area requires signing both for the purpose of directing works traffic, and to alert other road users of the likelihood of works vehicles making unexpected manoeuvres. Care needs to be taken to ensure that these signs do not obstruct sight lines and neither obstruct the view of, nor are obstructed by other signs.

5.5.8 Running surfaces

As part of a temporary traffic management layout, there will be occasions when areas of carriageway not normally used are brought into operation. The adequacy of these temporary surfaces should be considered. In particular, the effect on traffic of the following should be borne in mind:

• Cross falls on chevron areas.
• Gullies and channels.
• Drain covers in hard shoulders and in central reserves at crossovers.
• Clearances if traffic runs on edge strengthening (eg safety fence, emergency telephones.
• Surface condition, the need to sweep the surface and skidding resistance.
• Headroom at overbridges, overhead cables, etc

Similarly the effect on carriageways of carrying unexpected traffic loads needs to be considered (eg drain covers on the hard shoulder may need to be strengthened).

5.5.9 Documentation

The temporary traffic management design should be set out in clear documentation including drawings and specifications which are scheme specific. The documentation should not include any standard drawings or details which are not applicable to the scheme.

5.5.10 Consultation with the police

The traffic management Designer should consult with the police and seek their comments in relation to:

• The enforcement implications arising from the temporary traffic management proposals.
• The implications arising from the temporary traffic management proposals in emergency circumstances.
• The availability of police assistance for deployment, changes and removal of the temporary traffic management proposed.
• The use of matrix signals during setting up and removal of the temporary traffic management.
• The recovery arrangements for dealing with breakdowns and accidents.

However, the traffic management Designer should be mindful that the police bear no authority or responsibility for the design. In general temporary traffic management arrangements should be designed such that they can be safely implemented and removed without police assistance.

5.6 Post-Design Review - led by the 'Project Designer'

Upon completion of the detailed design, the proposals, as a whole, should be reviewed by the Project Designer and a formal risk assessment undertaken. At this stage the programme for the works should be finalised and the traffic management requirements at each stage confirmed. Some points to consider when drafting the programme are traffic volumes; weather conditions; effects of public holidays; and any other restraints incorporated in the contract.

At this stage a Road Safety Audit should be undertaken in accordance with the requirements of the Design Manual for Roads and Bridges.

The post design review is often an appropriate point at which to finalise publicity arrangements and to notify affected parties, and consultees from earlier stages of the design process, of the proposals. The police, other emergency services, and where appropriate, statutory undertakers and adjacent Highway Authorities, should be included in the notification process.

The post design review also provides the opportunity to check that the legal implications of the detailed temporary traffic management design are appropriately covered by Traffic Regulation Orders, Special Sign Authorisations, and Type Approvals.

At this time, the police or Local Authority should be advised of the intention to collate incident reports for incident management purposes and establish a formal contact for this purpose. These reports could be discloseable as evidence in court and therefore a policy should be identified for their retention and eventual destruction.

5.7 Temporary Traffic Management Operations

5.7.1 Risk Assessment

A risk assessment should be carried out to provide input to the method statement as it is being drafted. Consideration should be given to ways of minimising the risk to operatives and the public. The review should address the hierarchy of risks (see Section 3.3).

• Avoid or reduce foreseeable risks by changing operation/method.
• Combat the risk with control measures that protect everyone.
• Minimise residual risk by reducing the number of persons potentially affected.
• Ensure all staff are appropriately trained and competent (see Sections 6.4 & 6.3).
• Familiarise all staff with the incident reporting and management system.
• Allocate personal protective equipment (PPE) to affected workforce (see Section 6.6).

Further information on formulating a risk assessment is given in the HSE publication 'Five steps to risk assessment' which is reproduced in Appendix B.

5.7.2 Formulation of method statement

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

Generic method statements 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 therein (see Section 4). 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 Highway 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 document, in particular 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 should be carried out and consideration should be given to equipping the vehicle with a crash cushion and high intensity flashing keep left/right arrow in addition to the normal arrow to Diagram 610.
• 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. See the free HSE publication entitled "Crossing high-speed roads on foot during temporary traffic-management works" (Construction Information Sheet 53).
• 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: This should allow easy access and availability.
• 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.
• It is crucial to ensure that at all stages of temporary traffic management implementation and removal, the signs displayed do not conflict with the prevailing situation in such a manner as to create a hazard.
• When Mobile Lane Closure operations are used to deploy static signs on the central reservation, consideration should be given to avoiding any possible conflict between the static and mobile signs. Such conflict may sometimes be avoided by locating the Mobile Lane Closure operation on the other carriageway.
• Construction of tapers: The detailed sequence in which this work should be carried out should be clearly indicated. Placement of longitudinal cones: Method of placement should be clearly indicated, either pre-placement or directly placed from a vehicle.
• Maintenance regime: Consideration should be given to access, and to the availability of a place of safety whilst carrying out maintenance tasks.
• Incidents: The method statement should cover contingency plans, for example, the effect of the onset of inclement weather on the use of temporary markings and the time window available for completing the works, including the possibility of extending the works over more nights than planned or removing them prematurely.
• The use of electronic light emitting roadside variable message signs, if present, to warn of mobile lane closure operations, and the establishment and removal operations associated with static temporary traffic management arrangements.

5.7.3 Deployment of temporary traffic management arrangements

The organisation responsible for the temporary traffic management operation should address the following points prior to commencing operations:

• The operatives should be broadly aware of the proposals in general, and fully conversant with their role in the operation in particular. Special site specific risks such as overhead cables should be brought to the attention of operatives. This may be achieved by holding a site safety induction meeting.
• Risks are influenced by the timing and speed of deployment. In ideal circumstances, traffic management arrangements should be implemented during periods of low traffic flow to minimise direct risk and duration of exposure to risk.
• Before commencement, weather forecasts should be consulted to confirm the likelihood of satisfactory visibility throughout the operation and to check on the viability of putting down temporary markings and adhesive studs.
• Checks should be made to ensure that the resources available match the method statement.
• Assumptions made in drafting the method statement should be confirmed and any changes to the road works environment noted. A traffic flow count may be necessary to ensure that traffic conditions are safe for operations to proceed.
• Operatives should work facing on-coming traffic as far as practicable and inside the safety of the traffic management delineators.
• Care must be taken when erecting signs etc. to ensure that they are secure, upright and positioned where they are not hidden from view by either other temporary signs or any existing features or vegetation. When the installation is complete this should be checked by a drive through by a nominated responsible person, who should make a written record as confirmation.
• Carrying of signs on foot across the live carriageway must only be done when there is a suitable gap in the traffic.
• When coning from a moving vehicle, operatives must avoid exposing any part of their bodies to risk by intrusion into a trafficked lane e.g. by leaning out.
• The method of placing signs on dual carriageways with no hard shoulder or driveable verge should be the subject of a risk assessment and a method statement to avoid directing traffic into lanes temporarily occupied by the traffic management vehicles.

5.7.4 Maintenance of temporary traffic management arrangements

It is advisable to stipulate within the detailed traffic management design and method statements, the required maintenance intervals. Review of traffic management is to be seen as a shared responsibility under the general obligations of the Health and Safety at Work etc. Act 1974 (HSWA) (see Section 3). The work load associated with maintenance is dependent on several variables, including volume of traffic, complexity of layout, weather etc, but resources must always be sufficient to maintain the layout in a good condition. Two hourly intervals, twenty four hours a day, would, for example, be appropriate for a heavily trafficked motorway site including cones, signs, barriers, temporary studs and markings. For other roads, appropriate intervals of inspection should be determined reflecting the vulnerability of the site. Twice or three times a day would not be unreasonable for most circumstances.

In the event of remedial work being needed, it should be undertaken in accordance with the method statement where applicable, and otherwise in accordance with the principles underlying the method statement.

It is recommended that the checks and remedial actions should be formally recorded. This will provide evidence as to the adequacy of the traffic management in the event of an incident, but also allows recurrent problems to be identified.

Any existing road markings forming part of the traffic management layout must be maintained to a standard comparable with temporary road markings.

If there is a recurrent problem on a long-term layout, then consideration should be given to ways of improving the layout with the involvement of other parties e.g. the police where appropriate.

5.7.5 Removal of temporary traffic management arrangements

The removal of temporary traffic management arrangements should be approached with the same level of planning as that adopted for its deployment.

The temporary traffic management arrangement should not be removed until a check has confirmed that construction works on the carriageway are complete, and that the carriageway is unobstructed and safe for traffic. The removal also needs to be co-ordinated with other activities on the site, so for example a safety inspection and audit can be completed under the protection offered by traffic management.

In general the temporary traffic management should be removed in a linear operation, working from the "end of works" sign towards the advance road works signs. Operatives should work facing oncoming traffic and within the works area as far as practicable. The advance warning signs should be removed or covered over as soon as practicable so as not to mislead drivers.

Figure 1: Interactions between key tasks

• Figure 1: Interactions between key tasks (343KB PDF).

Table 1: Preparation of Design Brief - Consultation Topics

• Table 1: Preparation of Design Brief - Consultation Topics (336KB PDF).

Table 2: Topic Section References

• Table 2: Topic Section References (339KB PDF).

Table 3: Design References

• Table 3: Design References (341KB PDF).