Ashghal TTM Guide

Prepared by Public Works Authority Ashghal`
Version 1.0 March 2013

1 INTRODUCTION
1.1 Background 1.1
1.2 Document Structure 1.1
1.3 Objective of the Guide 1.1
1.4 Principles of Temporary Traffc Management - RESPECT 1.2
1.5 Contractual Requirements 1.2
1.6 Defnitions 1.2
1.7 Glossary 1.3
1.8 Roles and Responsibilities 1.5
1.8.1 Roads Authority 1.5
1.8.2 Ministry of nterior (Traffc Police) 1.5
1.8.3 Utility Agencies 1.5
1.8.4 TDP Designer 1.5
1.8.5 TDP Reviewer / Safety Auditor / nspector 1.6
1.8.6 TDP Contractor 1.6
1.8.7 Site Traffc Management Supervisor 1.6
1.8.8 Site Traffc Management Personnel 1.6
2 PRINCIPLES OF TEMPORARY TRAFFIC MANAGEMENT 2.1
2.1 Safe System 2.1
2.2 Objectives of TTM 2.1
2.3 Types of Work 2.1
2.3.1 Static 2.1
2.3.2 nspection/Maintenance 2.2
2.3.3 Mobile 2.2
2.3.4 Emergency 2.2
2.3.5 Area wide 2.2
2.3.6 Duration 2.2
2.4 Work Type Considerations 2.3
2.4.1 Staging of Works 2.4
2.5 Traffc Diversion Plans (TDPs) 2.4
2.5.1 Defnition and objective of TDP 2.4
2.5.2 QPro and Road Opening Permits 2.4
2.5.3 What to include in a TDP 2.4
2.5.4 Generic TDPs 2.5
2.5.5 Amendments 2.5
2.5.6 dentifcation of Stakeholders 2.5
2.5.7 Stakeholder Engagement 2.6
2.6 TDP Design Considerations 2.6
2.6.1 Types of Road 2.6
2.6.2 Consistency 2.7
2.6.3 Departures from standard 2.7
2.6.4 Work Zone Road Safety Audits 2.8
2.6.5 Risk Assessment 2.8
2.6.6 ncident Documenting Process 2.9
2.6.7 Mitigating Measures 2.9
2.7 Training and Accreditation 2.9

3 PROCESSES 3.1
3.1 Overview 3.1
3.2 Planning 3.2
3.2.1 nstigating the Process 3.2
3.2.2 Preparation of Traffc Diversion Plan 3.2
3.2.3 Work Zone Stage 2 Road Safety Audit 3.2
TABLE OF CONTENTS
3.2.4 Review of Traffc Diversion Plan 3.2
3.3 Approval 3.4
3.3.1 Submission for Approval 3.4
3.3.2 Review and Analysis 3.4
3.3.3 Approval 3.4
3.4 mplementation 3.6
3.4.1 TTM mplementation 3.6
3.4.2 Verifcation of Compliance 3.6
3.5 nspection and Enforcement 3.8
3.5.1 Routine On-site nspections 3.8
3.5.2 Work Zone Stage 3 Road Safety Audit 3.8
3.5.3 Monitoring and Non-Conformance Reporting 3.8
3.6 Clearance and Reopening 3.10
3.6.1 Notifcation of Completion 3.10
3.6.2 Clearance 3.10
3.6.3 Re-opening 3.10
3.7 Emergencies and Unplanned Works 3.12
4 PRINCIPLES OF WORKS ZONES 4.1
4.1 General Principles 4.1
4.2 Multiple Work Zones 4.1
4.3 Lateral Components 4.1
4.3.1 Works Area 4.1
4.3.2 Lateral Safety Buffer 4.1
4.4 Longitudinal Components 4.5
4.4.1 Advance Warning Area 4.5
4.4.2 Transition Area (Taper) 4.5
4.4.3 Longitudinal Safety Buffer 4.7
4.4.4 Works Area 4.7
4.4.5 Termination Area 4.7
4.5 Carriageway narrowing on single carriageways 4.8
4.6 Lane reduction on divided carriageways 4.10
4.7 Pedestrian safety 4.10
4.8 Speed Limits through Work Zones 4.12
4.8.1 Speed Enforcement 4.13
4.9 Work Zone mplementation, Maintenance and Clearance 4.13
4.9.1 mplementation 4.13
4.9.2 Maintenance 4.13
4.9.3 Clearance 4.14
5 EQUIPMENT 5.1
5.1 Principles 5.1
5.2 Confict with Permanent TCDs 5.1
5.3 Signing 5.1
5.3.1 Sign Sizes 5.2
5.3.2 Sign Locations 5.3
5.3.3 Warning Signs 5.3
5.3.4 Mandatory and Regulatory Signing 5.7
5.3.5 Diversion Signing 5.10
5.3.6 nformation Signing 5.11
5.3.7 Sign Supports 5.13
5.4 Temporary Safety Barriers 5.14
5.4.1 Delineation of safety barriers and barricades 5.14
5.4.2 End Treatments 5.15
5.5 Traffc Channeling Devices 5.15
5.5.1 Temporary water-flled barricades 5.15
5.5.2 Traffc Cones 5.16
5.5.3 Screens 5.17
5.5.4 Permeable delineation 5.17
5.5.5 Road Markings 5.17
5.6 Work Zones at night time 5.18
5.7 Other Devices and Equipment 5.18
5.7.1 Portable Traffc Signals 5.18
5.7.2 Electronic Arrow Boards 5.19
5.7.3 Dynamic Message Signs (DMS) 5.20
5.7.4 Speed Cameras 5.20
5.7.5 Vehicles 5.21
5.7.6 Truck and Trailer Mounted Attenuators 5.22
5.7.7 High Visibility Clothing 5.22
6 TYPICAL LAYOUTS 6.1
6.1 ntroduction 6.1
6.2 nterpretation and Application 6.1
6.3 General principles 6.1
6.3.1 Lateral and Longitudinal Components 6.1
6.3.2 Pedestrian Provision in Work Zones 6.1
6.3.3 Traffc Control Devices 6.1
6.3.4 Temporary Safety Barriers and Channeling Devices 6.1
6.3.5 Temporary Speed Limits 6.1
6.3.6 Work Zones at Night Time 6.1
6.4 Production of Traffc Management Drawings (TMD) 6.2
6.4.1 Use of TL Selection Tables 6.2
6.4.2 nterpretation of the TLs 6.2
6.4.3 Applying TLs to site-specifc drawings 6.2
6.5 Typical Layout Selection Tables 6.3
Appendix A - Traffic Diversion PIan Registration Form
Appendix B - SampIe Work Zone Contract CIause
Appendix C - Brief Incident Report Form
Appendix D - SampIe Site Assessment Report and Non-Conformance Notice
Appendix E - User Response Form
Appendix F- Screen DetaiIs
TABLE OF TABLES
Table 1.1 General Traffc Management Defnitions 1.3
Table 2.1 Guidance on Selection of Appropriate TTM for various Work Types and Duration 2.3
Table 2.2 Road Types 2.7
Table 2.3 Requirement for Work Zone Road Safety Audits 2.8
Table 4.1 Clear Zone values 4.3
Table 4.2 Barrier/Channeling Device Decision Chart 4.4
Table 4.3 Taper Lengths 4.7
Table 4.4 Longitudinal Safety Buffer length 4.7
Table 4.5 Traffc Control Decision Chart 4.9
Table 5.1 Sign Shape and Color Standards 5.2
Table 5.2 Chromaticity and luminance factors for yellow sign face material 5.2
Table 5.3 Standard sign sizes in Work Zones 5.3
Table 5.4 Warning Signs specifcally for Work Zones 5.3
Table 5.5 Other Warning Signs when used within Work Zones 5.6
Table 5.6 Mandatory and Regulatory Signs associated with Work Zones 5.7
Table 5.7 Other Regulatory Signs when used within Work Zones 5.9
Table 5.8 Diversion Signs 5.10
Table 5.9 nformation Signs 5.11
Table 5.10 Flashing Lamp or Beacon Spacing 5.15
Table 5.11 Traffc Cone Spacing 5.17
Table 5.12 Road markings within Long-Term Work Zones 5.17
Table 6.1 Static TTM Selection Table 6.3
Table 6.2 Mobile/Short-term Works Selection Table 6.4
TABLE OF FIGURES
Figure 2.1 Risk Assessment Matrix 2.9
Figure 3.1 Processes 3.1
Figure 3.2 Stage 1 Workfow Planning 3.3
Figure 3.3 Stage 2 Workfow Approval 3.5
Figure 3.4 Stage 3 Workfow mplementation 3.7
Figure 3.5 Stage 4 Workfow nspection and Enforcement 3.9
Figure 3.6 Stage 5 Workfow Clearance and Reopening 3.11
Figure 4.1 Lateral Work Zone Components (Long Term Works) 4.2
Figure 4.2 Lateral Work Zone Components (Short and Medium Term Works) 4.3
Figure 4.3 Lateral Work Zone Components (Departure for Short Term Works only) 4.4
Figure 4.4 Longitudinal Work Zone Components 4.5
Figure 4.5 Advance Warning Area signing 4.6
Figure 4.6 Minor Works signing 4.8
Figure 4.7 Footway Diversion into the Carriageway 4.10
Figure 4.8 Pedestrian Provision 4.11
Figure 4.9 Pedestrian Provision (increased hazard) 4.11
Figure 4.10 Example of Speed Reduction Signing Requirement 4.12
Figure 6.1 Key to Symbols used on Typical Layouts 6.3
1
INTRODUCTION
Qatar Work Zone Traffc Management Guide
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As part of the operation and maintenance of a highway network, it is necessary at times to implement Temporary
Traffc Management (TTM) measures to facilitate road works, temporary closures or incident management. Work
Zones on or near a road may affect the safety and limit the free movement of road users through and in the vicinity of
the Work Zone. t is therefore particularly important to plan all works activities to optimize road safety, road space
and work effciency whilst minimizing congestion, delay and inconvenience for all road users.
All planned works on roads accessible to the public that will have an effect on the operation of the road require a
Traffc Diversion Plan (TDP) to be prepared in accordance with this Guide. The TDP consists of a set of documents
produced by the agency proposing the works, or their contractor, that details the processes to be followed for a
specifc Work Zone to plan, gain approval, implement, maintain and clear TTM devices associated with that Work
Zone in a safe and effective manner.
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Following this introductory Chapter, this document is divided into fve further Chapters:
Chapter 2 defnes the principles of Temporary Traffc Management, explains how to classify works according to
activity, road type and duration, and provides a framework for developing a Traffc Diversion Plan (TDP);
Chapter 3 describes the detailed processes to be followed in the planning, implementation, monitoring and
decommissioning of temporary traffc management. t describes the interface with the QPro system and how to
submit a Traffc Diversion Plan for approval;
Chapter 4 defnes the principles that must be applied to the implementation of Work Zones to ensure an acceptable
level of safety;
Chapter 5 provides a detailed description of the Traffc Control Devices, delineation devices and other devices and
equipment specifcally associated with Work Zones, and provides instructions for their deployment; and
Chapter 6 gives a number of Typical Layouts, mainly for long-term works, that can be used or adapted to provide a
Traffc Management Drawing for a specifc Work Zone. Specifc layouts are provided for Mobile and Short and
Medium term works. These are only to be used following a site-specifc risk assessment that departure from full
static TTM is acceptable.
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The objective of this Guide is to provide all agencies, authorities, consultants and contractors engaged in work on or
alongside the road with clear and comprehensive guidance on temporary traffc management measures to ensure:
Safe and effcient passage of vehicles and other road users though road works; and
Safe work environments for road workers whilst minimizing disruption in the adjoining road network.
This Guide describes the temporary traffc measures that shall be used at Work Zones on all public roads to warn,
instruct and guide road users in the safe negotiation through or around the Work Zone. t also describes the special
signs to be used at Work Zones, and the processes that must be followed to ensure compliance.
The purpose of TTM is to provide a road environment that is safe
for all road users and workers during construction works, while
maintaining access and traffc fow.
Application of the principles detailed in this Guide will provide a
uniform high standard of traffc control at Work Zones.
1.2
1.2
1.2
1.2
Each Work Zone may have unique elements that will require the application of good engineering judgment. This
Guide provides a set of principles for signing and delineation that will promote the safety of both the road user and
road worker. The uniform and consistent treatment of similar hazards at Work Zones by the application of
standardized layouts will promote safety by assisting road users in identifying potential hazards and negotiating safe
passage through or around the works.
1.4 PrincipIes of Temporary Traffic Management - RESPECT
The purpose of Temporary Traffc Management is to warn and guide vehicles and other road users safely and
effciently through work areas whilst providing protection to road workers. The following principles should be applied
at all Work Zones:
Responsibility to all road users;
Elimination or management of conficts;
Speed limits should be appropriate for the site-specifc condition;
Protection of the workforce by use of appropriate safety buffers, PPE and training;
Early warning of any obstructions ahead;
Clear direction to all road users; and
Traffc Control Devices to be designed and used in accordance with the Qatar Traffc Manual;
To ensure a uniform approach to TTM, it is essential that all agencies and individuals associated with the planning,
approval, implementation, inspection, enforcement and clearance of Work Zones understand and apply these
principles in all stages of the Work Zone process.
1.5 ContractuaI Requirements
This document sets out a code of practice that shall be followed by any agency, designer, contractor or sub-contractor
involved in the planning, approval, implementation, maintenance or removal of works on a public road. Any agency
responsible for commissioning works on roads to which the public have access should make compliance with this
document a condition of contract in the case of works carried out on their behalf, and any bid that does not include an
element of cost for the Work Zone Traffc Management process is rejected. A sample contract clause is contained in
Appendix B.
The guidelines contained in this document are specifcally directed to establishing and maintaining a safe environment
for road users and the workforce within Work Zones. However, they should be considered supplementary to the
Occupational Safety and Health requirements as set out in the QCS.
1.6 Definitions
For the purposes of this document:
"Shall or "must indicates that a particular requirement is mandatory;
"Should indicates a recommendation; and
"May indicates an option.
1.3
1.3
1.7 GIossary
Table 1.1 provides defnitions as applied to various terms used within this document:
TabIe 1.1 - GeneraI Traffic Management Definitions
Carriageway The area of a Road that is specifcally 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 TDP that includes a Method Statement outlining safe
working practices and methodologies for the clearance of TTM.
Clear Zone The roadside area adjacent to the nearest traffc lane available for safe use by errant
vehicles. This area must be relatively fat, kept clear of non-frangible hazards and free
of workers.
Diversionary Route A temporary change in route in order to close a road or because of continuing
unacceptable levels of congestion. Sometimes such a diversion may be necessary
only for traffc proceeding in one direction.
mplementation Plan A document that forms part of a TDP that includes a Method Statement outlining safe
working practices and methodologies for the implementation of a WZTMS. Where
work is staged, the ImpIementation PIan shall also describe the procedures to be
followed for each change-over of TTM arrangements.
Method Statement A summary of proposed procedures, prepared by the TDP Designer to describe the
safe implementation, maintenance and clearance of TTM measures
Network Traffc mpact Assessment Details of traffc analysis and modeling to assess the impact of temporary works and
diversions on the wider traffc network. May require micro-simulation for high-impact
schemes.
Non-Motorized Users (NMU) A term used to refer to road users who are not in motor vehicles or motorcycles (i.e.
cyclists, pedestrians, wheelchair users.)
Program of nspections A structured approach to the inspection and review of WZTMS by defning the
responsibility for specifc reviews and inspections throughout the duration of Works.
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.
QPro Ashghal's internet based system for the management of Road Opening Permits and
co-ordination of works on the road network.
Right of Way The area of public highway, generally between property boundaries, including
carriageways, cycleways, footways, verges and medians
Road (also public road) For the purposes of this document, Road has the same defnition as Right of Way.
Road Opening Permit (ROP) A permit granted by the Approvals Body, allowing the undertaking of works on the road
network.
Road User Any person making use of any part of a road, including pedestrians, cyclists and
drivers of vehicles.
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Safety Barrier Temporary concrete or steel safety barriers that meet minimum containment testing
criteria and are capable of providing redirection of vehicles whilst experiencing minimal
defection.
Safety Buffer The area provided around the $%&'()*+,-./0 to protect site personnel from traffc.
No-one must enter the Safety Buffer in the normal course of work. t 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.
Stakeholder Management Plan Schedule of stakeholders likely to be affected by the works and details of how they will
be notifed and engaged throughout the life of the project.
Temporary Traffc Management (TTM) The physical measures and combination of traffc control devices used to guide all
road users through a $%&'+1%)0 whilst ensuring the safety of road users and the
workforce.
Temporary Water-flled barricade A delineation device that can be flled with sand or water. Although they have a similar
size and appearance to concrete 2.&&(0&3, they do not offer similar levels of defection
and must therefore not be used where 3.4056+2.&&(0&3 are specifed.
Traffc n general use, any road user or group of road users that pass along or across a &%.7.
The term may be qualifed by 'pedestrian', 'vehicular' or 'NMU' (Non-Motorized Users)
to clarify the type of traffc.
Traffc Control Devices (TCD) Any signs (mandatory, warning and informatory, either fxed or electronic), delineation
devices (road markings, Raised Refective Pavement Markers (RRPM), safety barriers,
temporary water-flled barricades and cones) and Traffc Signals (temporary and
permanent), the function of which is to regulate driver behavior to suit the road
environment.
Traffc Diversion Plan (TDP) A set of documents produced by an agency proposing works, or their contractor, that
details the processes to be followed for a specifc Work Zone to plan, gain approval,
implement, maintain and clear 889 devices associated with that Work Zone in a safe
and effective manner. The 8:; will contain various documents, including but not
limited to 8&.44(/+9.).*0<0)5+:&.=()*>3?@ A<-B0<0)5.5(%)+;B.)+and CB0.&.)/0+
;B.), and details of the Program of nspections that will be applied.
Typical Layout (TL) A sample 8&.44(/+9.).*0<0)5+:&.=()* provided to demonstrate the application of
the principles for a specifc scenario. TLs may be used as provided if appropriate, or
adapted to produce a site-specifc 8&.44(/+9.).*0<0)5+:&.=()* for more complex
situations.
Truck or Trailer 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. The term also covers approved trailer-mounted attenuators.
Traffc Management Drawing (TMD) A diagrammatic representation of the location and size of 8&.44(/+C%)5&%B+:0D(/03 for
a specifc $%&'+1%)0 scenario. Sample TMDs are provided in Chapter 6.
Working Space The space around the $%&'3+E&0. where tools, excavated materials, equipment and
plant may be stored. t is also the area needed for the workforce to occupy in order to
carry out the works.
Works A general term relating to the construction or maintenance of the F%.7 or of
equipment or services located on, above, below or in the immediate vicinity of the
road.
Short-term works Operations that have a duration of 15 minutes or less, including the setting up and
removal of any associated TTM,.
Medium-term works Operations taking between 15 minutes and 90 minutes (or up to 6 hours if carried out
during low-demand periods) including setting up and removal of associated TTM. .
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Mobile works Also referred to as 'mobile convoy' operation, this is generally applied to short duration
lane closures, which may include continuous mobile operations as well as works which
involve a series of short duration periodic stops which are not contained within a fxed
work area.
Long-term works Also referred to as 'full static TTM', any works that will take more than 6 hours to
complete, but may include shorter duration works subject to the engineering judgment
of the designer. .
Works Area That area of$%&'( that is occupied by the actual construction or maintenance
operation.
Work Zone (WZ) The area of road occupied by the )&*+,$-*.' itself and any additional areas of road
required for advance warning signs, tapers, safety barriers, delineators, safety buffers
and any other function associated with the works.
Work Zone Road Safety Audit A structured audit carried out at specifed stages in the WZTMS process, which
specifcally examines the elements of TTM to confrm compliance with the practices
defned in this Guide
Work Zone Traffc Management
System (WZTMS)
A system of procedures and guidelines that enable safe and effcient road construction
and maintenance )&*+,$for all road users and the workforce.
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The effectiveness of Temporary Traffc Management measures is dependent upon all parties understanding their
roles and responsibilities.
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Ensuring that all temporary traffc management measures are in accordance with this Guide
ssue formal approval or rejection of TDPs
Monitoring and audit of all temporary traffc management sites
ssuing non-conformance where temporary traffc management sites are deemed defcient
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Assisting Roads Authority and / or Contractor to implement temporary traffc management measures where
necessary, i.e. at high risk locations where Police presence is required to improve safety
Assist the Roads Authority to monitor TTM and to close and/or make safe any site that fails to comply with an
approved TDP
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Seek permission from the Roads Authority to undertake any activities within or adjacent to the right-of-way that may
affect road users (including pedestrians and cyclists).
Permission may be sought by the Contractor on behalf of the Utility Agency
Ensure that an approved TDP is obtained before starting any work
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Preparing accurate TDPs that refect site conditions in accordance with this Guide
Appropriately trained and qualifed to prepare TDPs
Ensuring TDPs make provision for the safe and effcient movement of all road users
1.6
1.6
1.6
1.6
1.8.5 TDP Reviewer / Safety Auditor / Inspector
Appropriately trained and qualifed to assess TDPs in terms of road operations and safety
Ensure that TDPs are designed and implemented in accordance with this Guide so as to ensure safe and effcient
operation
1.8.6 TDP Contractor
Ensure they have authorization to work on the road
Ensuring they have an approved TDP before starting any work
Preparing accurate TDPs that refect site conditions in accordance with this Guide
Appropriately trained and qualifed to prepare TDPs
mplementing approved TDPs
Ensuring the safe and effcient movement of all road users
Arranging for the publication of approved notices and stakeholder consultation
Recording details of regular inspections / audits of temporary traffc management measures
Reporting on crashes at work sites
1.8.7 Site Traffic Management Supervisor
Appropriately trained and qualifed to supervise temporary traffc management onsite
Designated responsibility for implementation and management of traffc management measures in accordance with
approved TDP
Ensure that site personnel are adequately trained on the basic elements of temporary traffc management and are
familiar with the approved TDP
Be present for the establishment, removal and alteration of temporary traffc management measures
Ensure all personnel and visitors onsite are wearing compliant high visibility clothing
Brief all those entering the site on onsite safety hazards and safety procedures to be followed
Record and notify the Roads Authority immediately of any modifcations to traffc management measures not
included in the approved TDP
To monitor traffc queues and delays
Record and notify the Roads Authority of any changes to temporary traffc management measures
Ensure that all corrective actions issued as a Notice of Non-conformance are undertaken within the required
timeframe
1.8.8 Site Traffic Management PersonneI
Appropriately trained on basic traffc management duties and principles
Wear high visibility garments
mplement requirements of the approved TDP
Follow any instructions given by the appointed Site Traffc Management Supervisor
Be aware of the confguration and condition of signs and devices and report any defects to the Site Traffc
Management Supervisor
2
PRINCIPLES OF
TEMPORARY
TRAFFIC
MANAGEMENT
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2.1
2.1
2.1 Safe System
The Safe System has been adopted as the key principle guiding road safety across Qatar.
The Safe System acknowledges that the user, whether motorized or not, is vulnerable and deserves to be protected.
Road designers, managers and road builders all have a responsibility to maximize safety for road users.
Designing, building and maintaining safe Work Zones is to be undertaken using Safe System principles. The Safe
System recognizes that the user will at times make mistakes and that Work Zones need to be managed such that the
potential for harm can be eliminated or reduced. t is also important that all road users understand what to expect and
what they need to do when approaching a Work Zone.
When designing and installing Work Zones those responsible need to identify areas of potential risk, acknowledging
how and where the system user may err, and construct measures that can either eliminate risk or reduce the severity
of injury in a crash. n many cases it is not possible to prevent a crash but it is possible to reduce the level trauma.
This documents has been prepared using the Safe System as the guiding principle.
2.2 Objectives of TTM
The objectives of a systematic approach to Temporary Traffc Management are to ensure that the following objectives
are met:
Safety is maximized. Measures are adopted that ensure safety for all road users, including pedestrians and road
workers.
Access is maintained. Access routes for all road users are to be identifed and measures adopted that minimize
inconvenience.
nstructions and advice are clearly communicated. All communication to road-users, residents and businesses is
clear, timely, unambiguous and accurate.
The function of Work Zone Traffc Management is to provide safe and effective Work Areas and to warn, control,
protect and guide vehicular and pedestrian traffc through the Work Zone. Whilst each Work Zone may have unique
elements, certain fundamental principles must always be observed.
deally construction and maintenance operations should have no adverse effect on the operation of the wider road
network. n practice, this is generally not possible. However, the effects can be managed by coordinating works at
the planning or pre-planning stage such that they are carried out during periods of comparatively low demand,
phased to minimize loss of capacity or coordinated with other works in the vicinity. Wherever possible multiple
construction and/or maintenance activities on a section of road should be combined into a single Work Zone.
However, such rationalization of activities must not adversely impact the safety and operation of the road.
2.3 Types of Work
There are fve different work types, some of which will require different levels of TTM according to the activity type
involved.
2.3.1 Static
Static works will range from medium-term works that are completed within 90 minutes through to major projects
lasting for many months. They will always require a Traffc Diversion Plan and Road Opening Permit, and the TTM
requirements are fully described in later Chapters of this Guide.
02 PRINCIPLES OF TEMPORARY TRAFFIC MANAGEMENT
2.2
2.2
2.2
2.2
2.3.2 Inspection/Maintenance
nspection and maintenance activities will include routine, repetitive operations such as barrier repair and lamp
replacement, as well as visual inspection of elements of the road or its features, and will generally be completed
within 15 minutes. Short-term TTM is generally required to ensure the safety of the workforce undertaking the
inspection, although some operations may be undertaken with mobile traffc management.
2.3.3 MobiIe
Mobile traffc management ('mobile convoy' operation) 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 fxed work area. Mobile works will include activities such as line marking and inspection
operations. Mobile convoy operations utilize vehicles, some with TMAs, to protect the works vehicle and workforce
and provide warning and guidance for the road user; because of the mobile nature, no delineation devices are used.
A specifc set of template TLs for works carried out by a mobile convoy are included in Chapter 6.
2.3.4 Emergency
Emergency works cover frst response operations including removal of debris, temporary repair of the road or
associated infrastructure pending more permanent repair and addressing hazardous situations. Depending on the
circumstances, emergency works may constitute mobile, inspection/maintenance or static activities. By their nature,
it is not possible to submit a Traffc Diversion Plan prior to the incident, but the processes followed shall form part of
a Method Statement that has prior approval from the Approvals Body.
2.3.5 Area wide
n certain circumstances a series of operations may be planned for an area or zone, within which a variety of the
preceding work types may be required. n these cases, an area-wide TMP may be appropriate, detailing the TTM to
be applied for the various operations within the area.
2.3.6 Duration
As described above, the duration of works will infuence the level of TTM required. The following defnitions apply to
the various durations:
Long-term works ('full static TTM') are any works that will take more than 6 hours to complete, but may include
shorter duration works subject to the engineering judgment of the designer.
Medium-term works are operations taking between 15 minutes and 90 minutes (or up to 6 hours if carried out
overnight or during other low-demand periods) including setting up and removal of associated TTM.
Short-term works are operations that have a duration of 15 minutes or less, including the setting up and removal of
any associated TTM
MobiIe works (sometimes referred to as 'mobile convoy' operation)are generally applied to 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 fxed work area.
The classifcation of Work Type for a given activities will depend upon site-specifc elements. Table 2.1 gives
examples of the Work Type and appropriate TTM for some sample activities.
2.3
2.3
2.4 Work Type Considerations
There are fve fundamental elements that should be used to determine the appropriate type of TTM:
Traffc volumes (all users);
Traffc speed;
Method of operation;
Duration of work; and
Time of work (day or night time)
On single-carriageway roads, the traffc volume and speed will dictate the type of control required (see Section 4.5).
On divided carriageways detailed knowledge of traffc 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.
Sign sizes and locations will vary according to the speed of traffc. The type of barrier or channelling device that must
be used is also a function of traffc speed, as are the dimensions of the lateral and longitudinal safety buffer areas
(see Chapters 4 and 5). High speed roads (i.e. those subject to a speed limit of 80km/h or more) can be particularly
hazardous, and temporary safety barriers are stipulated for all long term works on high-speed roads (see Table 4.2 in
Section 4.3.).
Setting out and removal of TTM is itself a mobile activity, and one which can present its own hazards to the
workforce, such as the need to cross live carriageway in order to position signs. An assessment should therefore be
made of the risks associated with providing full static TTM.
TabIe 2.1 - Guidance on SeIection of Appropriate TTM for various Work Types and Duration
Activity Description ExampIes Duration Appropriate TTM
Establishment of
TTM
Setting out and
removal of TTM
Setting out and
removal of signs,
delineation, safety
barriers and other
TCDs
Varies Mobile or short-term
nspection
Visual inspection,
generally of very
short duration (<15
minutes), and not
involving any physical
works
Barrier inspection,
road surface
assessment
<15 mins
Mobile or
short-term.*
Minor routine
Maintenance
Planned maintenance
or repairs
Line marking, barrier
repair, minor routine
repairs, minor
resurfacing.
Minimal disruption
Mobile or
<6 hours overnight,
or <90 mins daytime
Mobile, Short or
Medium-term*
Major maintenance
Major resurfacing,
bridge repairs
Signifcant disruption
>90 mins daytime, or
>6 hours overnight
Long-term
Minor projects
Minor improvement
works
< 1 month
Major projects Major capital works >1 month
Emergency
ncident response
Unplanned
maintenance
Varies - <24 hours
(say)
Varies
* Mobile works may be preferable to use of plastic water-flled barricades associated with short and medium term
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2.4
2.4
2.4
2.4
2.4.1 Staging of Works
t must be stressed that there are particular risks during TTM set up, change-over and removal activities. The TDP will
provide detailed methodologies for each of these operations, providing a basis for a safe system of work.There is a
requirement to manage these as part of the TDP. The TDP shall therefore address:
ImpIementation nitial establishment of a Work Zone is in itself an operation that carries risk. The
mplementation Plan shall stipulate safe working practices and methodologies for the implementation of the Work
Zone. Attention must always be given to ensuring that road users are given clear indication that they are
approaching a Work Zone. This shall be achieved by setting out the signs and other devices in a logical order as
described in Section 4.9.1.
Change-over any changes that are made to the TTM arrangements in the course of the works, whether
programmed or as a result of external factors, shall be implemented with the same degree of care and attention
demanded by initial implementation. Where change-overs are an integral element of the overall TDP, they must
form part of the mplementation Plan.
CIearance and Reopening Once the works are complete, the TTM shall be removed in accordance with the
Clearance Plan and as described in Section 4.9.3.
2.5 Traffic Diversion PIans (TDPs)
2.5.1 Definition and objective of TDP
A Traffc Diversion Plan is a report that contains full details of the entire Work Zone Temporary Traffc Management
operation, covering all processes required to plan, gain approval, implement, maintain and remove TTM in a safe and
effcient manner. t will present the various considerations that have been applied to confrm that the documented
design is appropriate to the type of work and road in question, as well as satisfying any demands specifc to the site.
The Traffc Diversion Plan forms the basis of the working practices for the implementation, inspection, enforcement,
clearance and reopening of the works. An approved TDP is a requirement for the issue of a Road Opening Permit
through QPro.
2.5.2 QPro and Road Opening Permits
QPro is an internet-based system for the management of Road Opening Permits and co-ordination of works on the
public road network. A Road Opening Permit is a permit that is required for the undertaking of any works that involve
physical intervention in a road or its associated infrastructure. Any works within or alongside the right of way that
impact on road users, including pedestrians and cyclists require a TDP.
2.5.3 What to incIude in a TDP
The Traffc Diversion Plan will vary according to the type and scope of works. t shall be comprehensive and
incorporate the following elements:
A completed Traffic Diversion PIan Registration Form as provided the Appendix to this Chapter, containing
information relating to the proposed works, including timescales and contact details for the Client, Consultant and
Contractors, and details of the inspection and enforcement processes (the "Program of nspections) that will be
applied to ensure compliance with this Guide;
Traffic Management Drawings for all phases of the works;
ImpIementation PIan. This will contain a method statement for implementing the TTM, including treatment of
existing TCDs, likely disruption to traffc and contingency planning. For more complex projects the mplementation
Plan will also include details such as diversion routes, descriptions and drawings of operational procedures and
changeovers between concurrent TTM arrangements for various phases of the project;
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responsibility for specifc reviews and inspections throughout the duration of Works.
450(%(-10*$5(-"* This will contain a Method Statement for removing the TTM at the end of the project. As with the
mplementation Plan, this shall be supplemented with additional information according to the complexity of the
project;
4&-23-'0-16*$5(-"*This will detail how incidents and emergencies will be dealt with, including key contacts for the
emergency services and road authority;
7&%8*9&-0*:2('0*!*:(+026*;<=32*where appropriate. (A Stage 3 WZ Safety Audit may also be required at the end
of the implementation process. This shall form part of a revised TDP.);
;*>02?&%8*@%(++31*,)/(12*;..0..)0-2*providing traffc analysis and modeling of the impact of temporary works
and diversions on the wider traffc network. The type of modeling will be proportional to the size and impact of the
works, and may require micro-simulation for large, high-impact works; and
:2(80A&5=0%*B(-('0)0-2*$5(- detailing how stakeholders and the public will be notifed and engaged throughout
the life of the project.
When a site is unattended, the actual size of the works area shall be reduced as much as possible and made safe,
secure and stable. A separate set of proposals that details the revised site layout while unattended should form part
of the Traffc Diversion Plan.
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Where a specifc routine maintenance operation involves a series of short duration, low impact works, a TDP for the
operation may be produced to cover all such occurrences over a prescribed period of time. Generic TDPs must be
prepared and reviewed in accordance with this Guide, and require approval by the Approvals Body.
A generic TDP should be based on the principles given in this Guide, and shall be specifc to a given road type.
Protection of the works shall be provided by use of delineators, barriers, cones or TMAs as described in Sections 5.5
and 5.7.6 respectively. Signing appropriate to the circumstances shall be provided, and the workforce shall be made
fully conversant with the procedure to be followed such that they do not become complacent of the risks associated
with that procedure.
Generic TDPs may be developed to cover all activities for a frequent work type, such as line marking or lamp
changing.
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Minor amendments may be implemented and reviewed by the Site Traffc Management Supervisor, and recorded and
forwarded to the Roads Authority.
Any major amendments or additions to the planned works will be the subject of a new or revised Traffc Diversion
Plan, for which all of the reviews and approvals described in this Chapter shall apply. A hard copy of the Traffc
Diversion Plan, with updates as appropriate, shall be retained on site for inspection at all times.
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Stakeholders need to be involved at all key stages of the process, but it is important that the key stakeholders are
frst identifed and involved in the planning of temporary traffc management. This will help to ensure that the works
strike the correct balance between the primary consideration of safety and the secondary consideration of
minimizing disruption. A schedule of contacts, including named persons and associated contact details, should be
developed and maintained by the Contractor. Stakeholders that should be consulted will include:
Highway authority;
Police and emergency services;
Utility companies;
Adjacent land owners/users;
Public transport operators; and
Signifcant local industries and feet operators.
2.6
2.6
2.6
2.6
2.5.7 StakehoIder Engagement
All stakeholders likely to be affected by the works should be engaged. This is essential to ensure that appropriate
information is communicated and disruption to essential services is minimized. A schedule of contacts shall be
developed as part of the Traffc Diversion Plan. The general public must also be informed of the location and duration
of any temporary works.
Stakeholder communications can be achieved through a variety of means (e.g. Contractor notifcation to residents/
occupiers, variable message signs). A documentary record of all communications must be maintained.

2.6 TDP Design Considerations
Factors for consideration when designing TTM should include:
Segregation of works and confIicting traffic streams. The TDP solution must facilitate the safe passage of
traffc past the works and ensure the safety of the workforce and all road users is not compromised. Requirements
in terms of clearances, etc. are given later in this Chapter.
Traffic voIumes, speeds and patterns. Wherever practicable, works and inspections should be undertaken
outside peak traffc times.
Time of working (e.g. during hours of darkness). Traffc fows and other factors may dictate that some activities
need to be conducted during the hours of darkness. Such operations require additional pre-planning, resources
and procedures to those needed for daytime activities.
Positioning of vehicIes. Vehicles must not be parked in a live traffc lane under any circumstances on a high
speed, high volume road without appropriate static or mobile traffc management. Vehicles parked on the hard
shoulder or the verge on low speed, low volume roads must be positioned in such a way to maximize the lateral
clearance between the vehicle and live traffc lanes. Wherever possible, the verge should be used to maximize this
clearance.
AvaiIabIe parking Iocations. f there is no suitable and safe location to park vehicles then additional traffc
management will generally be required. The number of vehicles at any site should be kept to a minimum.
VisibiIity. t is important to ensure there is adequate visibility for motorists on approach to any works site and that
advance warning signs are clearly visible. Additional advance warning measures may be required where visibility is
limited.
Adjacent Iand use and access. Provision must be made within the works for the provision of access to land
adjacent to the Work Zone. Such access shall be appropriate to the land use.
Temporary arrangements for pedestrians. Routes must be maintained, but consideration must be given to the
detour distance and duration of any diversion. Facilities must be provided that are appropriate to the existing route
(size, form, etc.), provide segregation from work activities, are free from abrupt changes in grade or terrain and
include any necessary provision of facilities and aids for those with special needs. Protection measures, both
laterally and in the form of canopies shall be considered. All routes must be adequately signed such that the user
can safely navigate through the Work Zone environment without undue delay. Further guidance is given in section
3.5 of this Guide.
Contingency pIan. The planning and assessment of risk should also include a contingency plan so that work in
progress can be abandoned immediately when necessary without risk to workers or road users.
2.6.1 Types of Road
The level of TDP shall be commensurate with the type of road to which it relates. Table 2.2 shows the characteristics
for each road type.
The type of road(s) that will be impacted by the works, and the traffc levels likely to be experienced during the works,
need careful consideration. t is important to identify all the roads affected, including any side roads, accesses, or
restrictions on junction movements as a result of the works.
Where a road is to be closed or any traffc movements are prevented as a result of the works, clear direction must be
provided to guide road users through a suitable diversionary route. Considerations for diversion routes should include
traffc fows and the diversion route environment to ensure suitability. Proposed routes should be developed in
consultation with the relevant stakeholders and clearly signed throughout the period of the works. Communication of
2.7
2.7
diversion routes to road users ahead of the commencement of the works will be benefcial, not least for complex
works (refer to requirements for implementation in Chapter 2 of this Guide).
2.6.2 Consistency
t is important that a uniform standard is applied at all Work Zones. Clear and consistent treatment of similar hazards
at Work Zones by the application of standardized layouts will promote safety by assisting road users in identifying
potential hazards and negotiating safe passage through or around the works. All TCDs must conform to the size,
color and design as specifed in the Qatar Traffc Manual (QTM), and be deployed in accordance with Chapter 4 of
this Guide.
Wherever possible all signing and delineation devices should conform to the standard Typical Layouts (TLs) provided
in Chapter 6 of this Guide, and it may be that for certain sites the standard TL can be applied with no modifcation.
However, it is appreciated that there will be occasions where the specifc requirements of a site cannot be satisfed by
a standard TL. n these cases a Traffc Management Drawing (TMD) shall be prepared which details site-specifc
layouts that comply with the principles set out in this Guide.
TabIe 2.2- Road Types
Road Type Carriageway Characteristics Permanent Speed Limit
Expressways and high speed
divided carriageways
Divided Grade-separated junctions
Urban arterial and major
distributor roads
Divided
At-grade junctions, minimal
accesses
Single
Collectors and local roads Single Frequent junctions and accesses
Rural roads Single
nfrequent junctions, may have
hard shoulders
2.6.3 Departures from standard
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 procedures set out in this Guide have been designed
to provide a consistent level of safety, and any departure from these standards shall not be undertaken without
informed risk assessment of the consequences. An approach to carrying out risk assessment is described in Section
2.6.5.
The principles defned in this Chapter should be applied to every Work Zone. However, it is recognized that there will
be occasions when certain short duration low impact works need to be undertaken, and the extent of TTM required
may be disproportionate to the impact of the works. n such cases, appropriate planning and risk assessment must
be undertaken to confrm that any departure from the standards can be tolerated for the specifc site. While
departures from the standards may be appropriate at, say, an urban site with a low speed limit and low traffc
volumes, a similar operation adjacent to the median on a high-speed divided carriageway would require full static
TTM.
Any departure from standards should be subject to a risk assessment (Section 2.6.5) and shall be approved prior to
implementation. Any departures shall also be accompanied by details of recommended mitigating measures (Section
2.6.6).
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Stage 2 and Stage 3 Work Zone Road Safety Audits must be undertaken where the duration of works exceeds that
shown in Table 2.3. Any amendments or additions to the planned works will be the subject of a new or revised Traffc
Diversion Plan. A hard copy of the Traffc Diversion Plan, with updates as appropriate, shall be retained on site for
inspection at all times.
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Signifcant reduction in capacity (>30%), major impact to
permanent road alignment
Always required 1 week 1 week
Some impact during peak periods 1 week 1 month 3 months
Minor impact on capacity (e.g. single lane closure on 3-lane
road, footway diversion on single carriageway)
1 month 3 months 6 months
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Risk 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:
K,/HH-@3/:;-&.78*: The risk cannot be justifed except in extraordinary circumstances, whatever the level of
beneft associated with the activity.
9(;-)/:;-&.78*L 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 risk reduction achieved.
M)(/0;4&5HH-@3/:;-&.78*L&Minor, insignifcant 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.
n assessing risks, consideration must be given to the likelihood of a risk being realized and the severity of any
consequences as a result. The likelihood of a risk being realized 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 realized 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 2.1. This must always be accompanied by factual statements and reasoned justifcation for the assigned risk
level.
Various mitigating and control measures can be employed to reduce the risks identifed. These may include revision
to the road or TTM layout, or introduction of a temporary speed limit. Conversely, if it is considered that requirements
of this Guide are too onerous for a given situation, then certain requirements may be relaxed on the basis of a full and
suffcient risk assessment (e.g. the use of temporary water-flled barricades instead of temporary barriers). Any such
departures shall be confrmed with Ashghal as part of the development of the TDP.
2.9
2.9
Figure 2.1- Risk Assessment Matrix

High Tolerable Unacceptable Unacceptable
Medium Acceptable Tolerable Unacceptable
Low Acceptable Acceptable Tolerable
Non-injury collision Slight injury collision Serious injury collision
Severity
2.6.6 Incident Documenting Process
The effective analysis of incidents is important to aid continuous improvement of safety standards. The Contractor
shall notify the Roads Authority immediately on the occurrence of an incident and provide a brief report (Appendix C)
within 24 hours.
This report will detail:
The nature, location, date and time, severity of the incident and its impact on the road network;
A sketch showing details of the incident;
The incident response action;
Contributing factors to the cause of the incident, particularly those related to road or highway asset inventory failure;
The effectiveness of the works Contingency Plan (contained within the TDP); and
Recommendations for any change in design, response action or works that may help to prevent recurrence of such
incidents.
f the incident results in injury or death an additional full investigation and incident report shall be provided within
seven days. Crash investigation shall be conducted by a competent person.
n the event of an incident, immediate measures must be taken to rectify or repair any affected WZTM.
2.6.7 Mitigating Measures
The 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 traffc periods will reduce the potential for
conficts and hence the risk level;
Coordination of multiple work sites;
Diversions employing full or partial road closures will reduce the potential for conficts and hence the risk level;
ntroduction of reduced temporary speed limits;
Communication advanced notifcation to road users through various forms of media will help to ensure road users
anticipate the works; and
Hazard warning devices appropriate signage and control measures will help to ensure that road users safely
negotiate the works.
2.7 Training and Accreditation
All staff involved in the processes associated with Work Zone Traffc Management shall be trained and accredited to
the approved standards stipulated by the Approvals Body.
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3.1
3.1
03 PROCESSES
3.1 Overview
This Chapter defnes a systematic approach to the planning, approval, implementation, inspection, enforcement, and
clearance of Temporary Traffc Management (TTM) at planned road works. These processes are color coded in
Figure 3.1. The nature of road works and the signifcant risks involved demand such an approach to ensure that they
are properly managed throughout the life of the TTM.
nherent in the processes outlined in this Guide are:
Use of the QPro system, the web-based system for obtaining Road Opening Permits (ROPs).
Production (where required by QPro) of a Traffc Diversion Plan (TDP).
Figure 3.1 - Processes

APPROVAL
MPLEMENTATON
NSPECTON AND ENFORCEMENT
CLEARANCE AND REOPENNG
PLANNNG
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The purpose of the planning process (Figure 3.2) is to ensure that temporary traffc management associated with
roadworks is correctly designed and documented, such that the safety of the road worker and road user is maximized.
n following this process, the user will develop the appropriate documents, such as a Road Opening Permit (ROP)
application and Traffc Diversion Plan (TDP), to a point where they can be submitted to the relevant authorities for
approval.
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A Road Opening Permit will be required for any works undertaken within a Right of Way (see Section 2.5.2). An
approved Contractor shall apply for a Road Opening Permit through the QPro system.
Any works within or alongside the right of way that impact on road users, including pedestrians and cyclists shall
require an approved TDP before a Road Opening Permit is granted.
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Production of the Traffc Diversion Plan including Traffc Management Drawings is the responsibility of the Traffc
Management Designer/Contractor. TDPs shall be produced in accordance with the requirements of Section 2.5 of
this Guide. The Traffc Diversion Plan Registration Form in Appendix A to this Guide provides a basis for ensuring that
the correct information is collated and submitted for approval.
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Where it has been determined that a road safety audit is required (see Table 2.3), a Stage 2 Road Safety Audit shall
be conducted by a Road Safety Auditor who is independent from the Contractor/Designer. This audit shall assess, on
the basis of the Traffc Management Drawings, whether the proposed temporary traffc management within the Work
Zone is safe and ft for use, or if improvements are required. A Work Zone Road Safety Audit will consider a number
of factors unique to a Work Zone on the road, such as the provision of temporary Traffc Control Devices (including
signs, markings and delineation devices), the need for a temporary speed limit through the Work Zone, the clarity and
visibility of both permanent and temporary features within the Work Zone to all road users, and the treatment of
permanent features during the period of works.
The outcome of the Stage 2 Work Zone Road Safety Audit, including any improvements identifed, shall be
communicated to the WZTM Contractor Supervisor and Roads Authority. t is the responsibility of the WZTM
Contractor Supervisor to then ensure that all improvements are incorporated or alternative arrangements proposed.
All Road Safety Audit documentation shall be included as an appendix to the Traffc Diversion Plan.
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The Traffc Diversion Plan including Traffc Management Drawings should be reviewed by the Designer/Contractor
prior to submission for approval.

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Approval to occupy the road and divert traffc must be obtained before any works can proceed. This is achieved by
submitting the Road Opening Permit application and any associated Traffc Diversion Plan for review and approval.
This approval stage (Figure 3.3) forms part of the QPro process.
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The initial Road Opening Permit application is uploaded to the QPro system by the Contractor. Where the works are
likely to impact on road users, including pedestrians and cyclists, an approved TDP will be required. The Traffc
Diversion Plan shall be prepared in accordance with Section 2.5.2.
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All applications and Traffc Diversion Plans will be reviewed and analyzed by the Approvals Body.
f the application is not approved, indication will be given as to why the proposals are not satisfactory. The Traffc
Management Designer/Contractor will then be responsible for revising the application and/or Traffc Diversion Plan, or
providing additional information to address the concerns raised.
Direction should be given to the Designer/Contractor where the proposed works should be combined with other
works, or where there may be program constraints as a result of other works that cannot be combined.
deally construction and maintenance operations should have no adverse effect on the operation of the wider road
network. The effects can be managed by coordinating works at the planning or pre-planning stage such that they are
carried out during periods of comparatively low demand, phased to minimize loss of capacity or coordinated with
other works in the vicinity. Wherever possible multiple construction and/or maintenance activities on a section of road
should be combined into a single Work Zone.
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Approval of the TDP is required prior to an ROP being issued.
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The purpose of the implementation process is to ensure that Temporary Traffc Management (TTM) is installed in a
safe manner and in accordance with the approved Traffc Diversion Plan. The process seeks to ensure that the
Contractor complies with the Traffc Diversion Plan and communicates appropriately with the key stakeholders. The
installation of TTM should be undertaken in accordance with safe working practices, as per the mplementation Plan
contained in the Traffc Diversion Plan (refer to Section 2.5.3).
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Following all necessary approvals, the mplementation Plan may be actioned and the temporary traffc management
implemented. As with all stages of the works, any safety or operational defciencies experienced shall be
documented.
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WZTM shall not be implemented without an approved mplementation Plan in place. The implemented WZTM will
then be inspected and approved by the WZTM Contractor Supervisor prior to the commencement of any Work Zone
activities. Any errors identifed in the implemented WZTM shall be rectifed immediately. All such approvals must be
documented.
The mplementation Plan shall be reviewed prior to implementation of any TTM. Should any signifcant updates be
required (for instance as a result of revised scheduling or changes in adjacent land use) then the updated
mplementation Plan shall be subject to review and sign-off by the WZTM Contractor Supervisor before being
submitted to the Approvals Body. Such review, sign-off and approval is required to any updated mplementation Plan
prior to the implementation of WZTM.
Should minor revisions to the mplementation Plan or Traffc Management Drawings be required these should be
reviewed, authorized and documented by the site traffc management supervisor. All minor revisions should then be
forwarded to the Roads Authority.

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3.8
3.8
3.8
3.8
3.5 Inspection and Enforcement
The purpose of the inspection and enforcement process is to maintain the TTM throughout the life of the works at a
level consistent with that designed and implemented.
3.5.1 Routine On-site Inspections
The Site Traffc Management Supervisor must ensure that all TTM is implemented and maintained to ensure a safe
environment for both workers and the public at all times by carrying out regular inspections. Any safety or operational
defciencies shall be documented, including the time by which any remedial measures must be completed and
verifed.
The TDP shall specify a Program of nspections as specifed in Section 2.5.3. Guidance on the frequency of
inspections is provided in the notes accompanying the Traffc Diversion Plan Registration Form in Appendix A.
3.5.2 Work Zone Stage 3 Road Safety Audit
Where it has been determined that a road safety audit is required (see Table 2.3), a Stage 3 Road Safety Audit shall
be conducted by a Road Safety Auditor who is independent from the Contractor/Designer. The audit shall assess the
implemented temporary traffc management within the Work Zone from both a road user and work force perspective.
The outcome of the Stage 3 Work Zone Road Safety Audit, including any recommendations, shall be communicated
to the Contractor. t is the responsibility of the Contractor to then ensure that all recommendations are incorporated or
alternative arrangements proposed and agreed.
3.5.3 Monitoring and Non-Conformance Reporting
The TTM may be subject to monitoring by the Roads Authority to confrm compliance with the TDP and this Guide,
and to ensure that safety is maximized. The Contractor/Site Supervisor must have a copy of the approved TDP on
site at all times.
A non-conformance notice will be issued if, as a result of the independent monitoring process, it becomes apparent
that the works have not been carried out in a safe and reasonable manner in accordance with the TDP and this
Guide. Contractors are obliged to respond to non-conformance notices and carry out remedial works in the agreed
timescale. n addition, records of Contractors' non-conformance notices will be collected and monitored by the Roads
Authority.
Examples of a site assessment report and a non-conformance notice are provided in Appendix D.
n addition, Qatar Traffc Police are aware of the requirements and will monitor as part of their routine patrols.

3.9
3.9
Figure 3.5 - Stage 4 WorkfIow - Inspection and Enforcement
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The purpose of the clearance and reopening process is to ensure that the TTM is removed and the road returned to
its normal operation in a safe manner.
!"%"#& 405262-*520,&06&'071()520,
Upon completion of the works, the Contractor shall notify the road authority that the works are suitable for reopening.
For major works it may be necessary to obtain approval from the Roads Authority before TTM can be removed and
the road opened to traffc. This may require a formal pre-opening inspection/audit.
All stakeholders identifed during the planning process and any post-planning updates should also be notifed.
!"%"8& '()*+*,-)
Clearance of the TTM shall be undertaken in accordance with safe work practices as defned in the Clearance Plan
contained in the Traffc Diversion Plan (see Section 2.5.3). This includes the order in which TTM is to be removed,
and the measures that will be adopted to ensure the safety of both workers and road users.
!"%"!& /)901),2,3
The Contractor must ensure that all TTM has been removed, and that all permanent signs and markings have been
reinstated before re-opening the road. Once the TTM has been removed, the Contractor shall notify the Roads
Authority that the road is open and operating under normal traffc conditions.
!"##
!"##
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t is recognized that there will be occasions when unplanned works require temporary traffc management to be
implemented on the public road network. These situations will normally be dealt with by the emergency services or
maintenance response teams.TTM used in these situations should comply with the principles of this Guide as far as is
practicable.
The objective of emergency traffc management is 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 traffc approaching the scene;
Protect the scene of a crime until such time as the police take over; or
Help manage incident-related congestion.
As with all traffc management, drivers should be given suffcient 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.
Examples of typical circumstances when emergency traffc management may need to be deployed include:
Road traffc accidents;
Emergency maintenance (such as pavement failure);
Broken-down or abandoned vehicles; and
Debris on the road.
Traffc management for emergency and unplanned works should be continually assessed to decide whether further
measures are required. A dynamic risk assessment should be conducted by those dealing with the incident to include
consideration of such things as weather conditions, road geometry and traffc volumes.
Where it becomes necessary to remain on the road longer than anticipated to complete the works, a Work Zone
should be established in accordance with the TTM principles set out in this Guide.
4
PRINCIPLES OF
WORK ZONES
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to print
4.1
4.1
04 PRINCIPLES OF WORK ZONES
4.1 GeneraI PrincipIes
A Work Zone comprises the area of road occupied by the Works Area itself and any additional areas of road required
for advance warning signs, tapers, safety barriers, delineators, safety buffers and any other function associated with
the works.
All Work Zones must be highly visible and provide clear direction to drivers and other road users. All works
undertaken through junctions must be fully lit at night, including when the work site is unattended.
Whilst each Work Zone may have unique elements, certain fundamental principles must always be observed.
Work Zones should be designed in accordance with relevant design criteria, such as the QHDM, and appropriate for
the expected operating speed. t is important that a uniform standard is applied at all Work Zones. Clear and
consistent treatment of similar hazards at Work Zones by the application of standardized layouts will promote safety
by assisting road users in identifying potential hazards and negotiating safe passage through or around the works. All
TCDs must conform to the size, color and design in accordance with Chapters 4 and 5 of this Guide.
4.2 MuItipIe Work Zones
There may be occasions when two or more Work Zones need to be in place along a section of road at the same time.
Attention must be paid to the interaction between the Termination Area signs for the upstream Work Zone and the
Advance Warning signs for the downstream Work Zone. n circumstances where signs for adjacent Work Zones
would overlap or be closer than 100m, the following actions should be taken:
Omit the termination signs for the upstream Work Zone;
f signs are still too close or overlap, omit the initial Diagram 345 Advance Warning signs for the downstream Work
Zone;
f this still results in any signs being closer together than 100m, consideration should be given to treating the
combined works as a single Work Zone and signing accordingly.
4.3 LateraI Components
The lateral components of a Work Zone provide delineation for traffc, separation between traffc and the works area,
and defne elements of the work area itself. Figure 4.1 illustrates these components in cross-section.
4.3.1 Works Area
The Works Area comprises the total area taken up by the works themselves, including any working space around the
works to accommodate the workforce whilst carrying out their function, and providing storage for plant, equipment
and excavated material. t 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 Safety Buffer.
4.3.2 LateraI Safety Buffer
The Working Space shall be separated from traffc by a lateral Safety Buffer, to provide separation between moving
traffc and the workforce carrying out the construction or maintenance operations. This area shall be kept clear of
plant, equipment and materials, and no work activities should require the workforce to occupy or move within the
Safety Buffer area. The boundary between the Safety Buffer and the Working Space should be designated by
channeling devices such as cones or discontinuous temporary water-flled barricades, to allow the workforce to
traverse the Safety Buffer as necessary to carry out maintenance on the barriers, cones and signs.
4.5
4.5
4.4 LongitudinaI Components
Figure 4.4 - LongitudinaI Work Zone Components

4.4.1 Advance Warning Area
4.4.2 Transition Area (Taper)
taper.
protection device constitutes an impact hazard to vehicles.

4.7
4.7
Sometimes provision of a full taper may not be possible. On congested roads with traffc speed of 50km/h or less, the
lead-in taper may be reduced to 1:1 (45), particularly on urban streets where car parking occurs adjacent to the Work
Zone.
TabIe 4.3 - Taper Lengths
Approach Speed Limit (km/h) Taper Ratio TypicaI Taper Length for
SingIe Lane (3.65m)
CIosure
TypicaI Taper Length for
DoubIe Lane (7.3m) CIosure
1:15 55m 110m
1:25 90m 180m
1:30 110m 220m
1:35 130m 260m

4.4.3 LongitudinaI Safety Buffer
The longitudinal safety buffer is located in advance of the Works Area. As with the Lateral Buffer Area, this area shall
be kept clear of plant, equipment and materials, and no work activities should require the workforce to occupy or
move within the safety buffer area. The length of the longitudinal safety buffer is determined by the speed limit that
applies to traffc approaching the Work Zone. Table 4.4 provides minimum lengths for the longitudinal safety buffer for
specifc speed limits, and is based on the stopping distance under emergency braking.
TabIe 4.4- LongitudinaI Safety Buffer Iength
Approach Speed
Limit (km/h)
Minimum Iength of LongitudinaI
Safety buffer (m)
10
25
40
55

4.4.4 Works Area
The Works Area is the section of road where works are being undertaken. This will include a longitudinal working
space, which shall be of suffcient length to accommodate the workforce whilst carrying out their function, plus any
plant or vehicles (including attenuator vehicles) located in this area.
4.4.5 Termination Area
The Termination Area is the exit from the Work Zone, where traffc is diverted back to its normal path and any
temporary speed limit is lifted. Exit tapers are generally at 45. n many cases the exit taper provides a convenient
site access/exit point, and use of temporary water-flled barricades or cones is permitted to facilitate this.
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!"$% &'(()'*+,'-%.'((/,).*%/.%0).*1+%2'(()'*+,'-0
Where works result in more signifcant carriageway narrowing on a single-carriageway road, the minimum
carriageway width required to retain two-way operation through the Work Zone is 6.75m (for bus or HGV routes) or
5.5m (for other traffc). f these minimums cannot be achieved then alternating one-way operation must be introduced,
incorporating traffc control as appropriate. n these cases, barriers or other channeling devices shall be used to limit
the carriageway width to between 3.25m and 3.7m to emphasize the one-way operation and prevent two vehicles
from attempting to pass.
n low-traffc environments on single carriageways with a speed limit of 50km/h or less, works that have minor impact
on available carriageway width but do not constitute a signifcant obstruction shall be signed in accordance with
(based on TL-SC1 see Chapter 6).
Alternating one-way operation shall be controlled by priority signing, Stop/Go signs or portable traffc signals
depending on traffc fows and prevailing permanent speed limit. Operators of any form of traffc control must be
appropriately trained and accredited.
3)*4(+%!"5%6%7)./(%8/(90%0)*.).*

Stop/Go sign control may be applied to works of up to 100m in length. The operators of the signs must have good
intervisibility, and if necessary be provided with two-way radios to enable coordination. Portable traffc signal control
may be used where the site length is no greater than 300m.
Where traffc fows 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 diversions or restrictions on the hours of
working.
Table 4.5 provides a means of determining the appropriate form of control. Typical layouts for these types of control
are given in Chapter 6 of this Guide.
4.9
4.9
TabIe 4.5 - Traffic ControI Decision Chart
Speed Limit
(km/h)
Two-way traffic fIow
<800 veh/hr<40
in 3 mins
800-1200 veh/hr 40-60
in 3 mins
>1200 veh/hr>60
in 3 mins
Priority Signs Stop / Go Signs PortabIe Signs
Stop / Go and Temporary Speed Limit
PortabIe SignaIs and Temporary Speed Limit
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t is important that vehicle speeds are managed through Work Zones. Whilst the Police would normally be
responsible for enforcing speed limits, it is not practicable to expect a full-time Police presence at Work Zones.
There is a range of automated speed enforcement devices suitable for enforcing speed limits through Work Zones.
combined red light/speed cameras;
average speed cameras; and
point speed cameras
Refer to Section 5.7.4 for details of the use of automated speed enforcement
!"3& 4./5&6.,)&71(8)1),292:.,;&<9:,2),9,0)&9,*&=8)9/9,0)
The following general recommendations for the implementation and removal of temporary traffc measures must be
observed:
Do not cause a hazard or danger to the road user or workforce while installing temporary traffc measures.
Long-term traffc management measures may require temporary traffc measures to allow implementation.
Plan the order of site establishment to ensure a safe method of work and continued use by the road users.
Temporary traffc measures are to be installed according to the agreed Traffc Diversion Plan. Should the works
cause continuing unacceptable levels of congestion, consideration must be given to re-routing traffc, commencing
if need be some distance away from the works. This will require liaison with the Police and Ashghal to confrm the
most appropriate solution, which must then be documented as a revised TDP for the Work Zone.
!"3"#& 71(8)1),292:.,
Setting out of TTM should be performed facing oncoming traffc, beginning with the 'Road Works' advance warning
sign Diagram 345 and progressing in sequence moving back towards the obstruction or site of works. To
encourage this method of deployment, the Typical Layouts in Chapter 6 provide the chainage of each sign
measured from the Diagram 345 sign.
When signs are to be located on both sides of the road, signs on the nearside (right hand side) should be set out
frst, followed by those on the offside (left).
Ensure the correct use, installation and positioning of Traffc Control Devices in accordance with the agreed
proposals and manufacturers' specifcations. All signs and barriers should be secured with consideration given to
expected weather conditions.
Traffc Control Devices should be positioned with due regard to all road users. They should not impede the free
passage of pedestrians or cyclists, and shall be sited in accordance with the QTM regarding lateral set back
distances from the carriageway.
Site entrances and exits should be signed using signs to Diagram T365. The length and ease of access/egress will
be determined by the expected speed of traffc during the construction works. The access points need to be
designed to suit the types of vehicle that will be using them.
Carry out a drive through/visual check prior to the use of the temporary traffc measures by the public, or as soon
as possible thereafter. This check should confrm that the site is safe, compliant and installed in accordance with
the approved TDP ensuring the signs and other devices give a clear message to the road users and works
personnel.
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Regular maintenance of TTM within the Work Zone is required. The following procedures need to be adopted:
Regular inspection of the temporary traffc measures shall be undertaken to ensure that the measures have been
implemented as intended, all Traffc Control Devices are still in place and are in reasonable condition, and that the
measures appear to be working satisfactorily. Any defects must be rectifed without delay.
!"#!
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Keep clean all equipment used in the temporary traffc measures. This should be done whenever necessary, as the
refectivity of signs, cones, refectors and road markings is greatly reduced by just a thin covering of dust or mud.
Queuing shall be monitored while temporary traffc measures are in place, and appropriate action taken to alleviate
queuing to ensure the safety of the road users. As a minimum, the positioning of warning signs on the approach to
the queue should be checked and, if necessary, adjusted. However, it is preferable for the measures to be revised,
if practicable, to reduce delays and queue lengths.
The temporary traffc measures shall not be altered to facilitate the works, as this could have a detrimental effect. f
a change is considered necessary, revised proposals shall be designed and the appropriate consultation or
approval procedures followed.
When a site is unattended, the actual size of the works area shall be reduced as much as possible and made safe,
secure and stable. A separate set of proposals that details the revised site layout while unattended should form
part of the Traffc Diversion Plan.
These measures shall form part of the Program of nspections described in Section 2.5.3 of this Guide.
!"$"%& '()*+*,-)
The removal of the temporary traffc measures should normally be the reverse of the order of establishment, starting
from the work area and moving out towards the approaches. This allows temporary signs, cones, etc. to be removed
and existing signs reinstated against the fow of traffc, thereby avoiding confusion for the road user. The following
issues must be considered:
Barriers and channeling devices must be removed by positioning a work vehicle, preferably ftted with a Truck or
Trailer Mounted Attenuator (TMA), between the workers and the approaching traffc and slowly reversing along the
closed roadway allowing workers to remove the traffc control devices.
At sites where it is diffcult to install and remove traffc control signs and devices due to traffc conditions, traffc
volume, shoulder width or road alignment, special arrangements to complement the general principles of installation
and removal of these signs and devices needs to be considered, to maintain worker safety.
5
EQUIPMENT
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to print
5.1
5.1
05 EQUIPMENT
5.1 PrincipIes
The purpose of signing and delineation is to provide road users with information that enables them to negotiate the
road ahead safely. Within Work Zones, there is an additional need - to heighten road user awareness that they are
passing through an area where construction or maintenance activities are taking place. Any device used should
provide a clear message to all road users.
This Chapter provides an overview of the equipment specifcally associated with Work Zones, and provides
instructions for its deployment. Only those Traffc Control Devices defned in this Guide are authorized to be used in
Work Zones in Qatar. Further guidance on equipment specifcations are provided in the Qatar Construction
Specifcation (QCS). All devices must be approved by Ashghal. A list of approved products is being developed and
will be available on the Ashghal website www.ashghal.gov.qa.
5.2 ConfIict with Permanent TCDs
During maintenance or construction activities care must be taken that the permanent signs and road markings do not
confict with the temporary signing. This can be addressed by amending or removing signs and road markings to
ensure that the information is consistent with the temporary road layout, and with any temporary diversions or other
changes in the surrounding road network.
Road signs must represent the prevailing conditions accurately throughout the duration of the works. All permanent
signs made redundant by the works must be covered or removed. Sign faces must not simply be masked with tape
any alterations to signs must be carried out such that their appearance is not compromised, and that they continue
to provide road users with clear guidance. Any temporary patches applied as part of a Work Zone shall be consistent
with the materials used on the permanent sign. Any sign covers used must be durable, opaque and secure.
Temporary signs must not obscure existing permanent signs which still apply.
Road markings shall be masked or removed if they confict with temporary traffc requirements, and suitable
temporary markings provided to guide drivers through the Work Zone. For inspection, minor maintenance or other
short-duration activities, it will generally not be necessary to remove existing markings. For diversions that will be in
place for up to 1 month water-based paint or pressure-sensitive tape markings may be used. For longer-term projects
temporary markings shall be marked with thermoplastic.
For works that require diversion of traffc onto alternative routes, or that have implications on the wider signing of the
network, direction signing both within the Work Zone and in the surrounding network shall be assessed and amended
as necessary to ensure continuity of signing.
5.3 Signing
All 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 refectorized by the application
microprismatic retrorefective material to Class RA2 or better, as defned in BS EN 12899-1:2007. All temporary signs
associated with a Work Zone should have a unique identifcation number on the reverse to facilitate identifcation and
reference, with both day and night time contact details of the Contractor, for use in case of an emergency.
Table 5.1 provides an overview of the various types of traffc sign. The 'General' column illustrates the shape and
color of each sign type when used in permanent circumstances. However, within Work Zones the background color is
revised in most cases to provide a yellow 'color theme' through the Work Zone. Table 5.2 - specifes the limits of the
chromaticity and luminance factors with which Class RA2 and DG3 yellow sign face material shall comply. Note that
all temporary signs used within Work Zones have a 'T' suffx to distinguish them from similar sign faces with a white
background.
5.3
5.3
TabIe 5.3 - Standard sign sizes in Work Zones
Speed Limit
Minimum Diameter/
Height CircuIar/
trianguIar signs (mm)
Worded signs
AIeph/x-height
(mm)
750
130 /
75
900
170 /
100
1200
255 /
150
5.3.2 Sign Locations
Traffc Control Devices shall be positioned with due regard to all classes of road user. They should not impede the
free passage of pedestrians or cyclists, and shall be sited in accordance with the Qatar Traffc Manual (QTM).
Minimum clear visibility distances are dependent on approach speed, and must be maintained as specifed in the
QTM.
5.3.3 Warning Signs
The following warning signs are specifcally for use within Work Zones (see Section 5.3.1 for sign sizes):
TabIe 5.4 - Warning Signs specificaIIy for Work Zones
Sign
Diagram
Number
Description Use Location
345T Road Works
Advance warning of
road works ahead
Advance Warning
Area
Termination Area
(with plate 346T)
346T
Supplementary plate
Road works end
Beneath 345 to
identify end of Work
Zone
Termination Area
347T
347T
Variant
Reduction in Traffc
Lanes (distance,
number of lanes and
lanes closed may be
varied)
Used through
Advance Warning
Area to indicate lane
closures. Diagram
347 with red bar
indicating closed
lane(s) to be used
throughout, but last
sign before start of
Transition Area to be
variant with merge
arrow for each closed
lane
Advance Warning
Area
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349T
Divert to hard
shoulder
Where hard shoulder
is used as a traffc
lane.
Advance Warning
Area
Works Area
Termination Area
350T
Rejoin main
carriageway
351T
Divert to opposite
carriageway (Rejoin if
reversed)
Where traffc is
required to cross the
median
Works Area
361T
Deviation in lane
alignment (number of
arrows varies, may be
reversed)
Where all lanes are
diverted laterally.
Advance Warning
Area
Works Area
Termination Area
362T
Temporary Speed Limit
enforced by Radar/
cameras ahead
(Speed limit may be
varied to 80km/h)
(Variant shows plate for
Average Speed
Cameras)
n advance of a Work
Zone incorporating a
temporary speed limit
enforced by cameras
or Radar
Advance Warning
Area
363T
Temporary Speed Limit
Ahead (Speed limit may
be varied to 80km/h)
n advance of a Work
Zone incorporating a
temporary speed limit.
Advance Warning
Area
253T
Distance Plate
(Distance may be
varied)
Used beneath
Warning or Regulatory
signs to ndicate
distance to hazard.
Advance Warning
Area
Transition Area
Works Area
!"!
!"!
364T Hard shoulder closed
Where the shoulder is
closed, either due to
works on the shoulder
or in advance of
hard-shoulder running
Advance Warning
Area
Transition Area
Works Area
348T
Chevron board
ndicates lane change
or deviation of route to
right (left if reversed)
Transition Area
Segmented chevron
board
ndicates curved
alignment of road to
right (left if reversed)
Minimum of 3 signs
must be used
Works Area
348
Variant
Electronic Arrow Board
Used to supplement
signs 211 or 348
(direction of chevrons
may be reversed)
Advance Warning
Area
Works Area
n/a
Vehicle-mounted 'Pass
to Right' sign (arrow
may indicate 'pass to
left')
Alternative means of
signing on attenuator
or other works
vehicles
Advance Warning
Area
Transition Area
Works Area
#
t may be necessary to erect temporary Warning signs within a Work Zone that are not generally associated
specifcally with Work Zones. These signs already exist for permanent situations, and are defned in the QTM.
However, when they are erected within a Work Zone and relate specifcally 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 5.5 lists these signs.
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3120 ;1%2.%<)
=6<&(.
;(4>.1?,180
303T Crossroads ahead
304T Side road ahead
310T
Road merges from
right ahead
311T
Merge to major road
from left ahead
312T
Bend to left (right)
ahead
313T Double bend ahead
315T
Road narrows on right
(left if reversed)
(NOT to be used for
lane closure)
316T
Road narrows both
sides ahead
317T
End of divided
carriageway
318T Two-way traffc ahead
320T Traffc Signals ahead
3120 ;1%2.%<)
=6<&(.
;(4>.1?,180
307T T-junction ahead
309T Roundabout ahead
327T
Slippery road
surface ahead
332T Road humps ahead
335T
Uneven road surface
ahead
337T
Height restriction
ahead
338T
Overhead power
cables ahead
340T Extent of hazard
342T Other hazard ahead
343T
Supplementary sign
for use with 342
(optional) (legend
may be varied).
356T
Single fle traffc
(supplementary sign
for use with 315 or
316 at traffc control)
357T Loose chippings
322T
Pedestrian Crossing
ahead
323T
School/ playground
ahead
5.7
5.7
5.3.4 Mandatory and ReguIatory Signing
There are a number of mandatory and regulatory signs that are regularly used within Work Zones. When they relate
specifcally to elements of the Work Zone they shall have a yellow background. However, certain signs (signs that give a
specifc instruction to drivers) do not incorporate any yellow on the sign face, even when used within Work Zones, and
retain their distinctive colors. Table 5.6 shows mandatory and regulatory sign faces commonly used within Work Zones:
TabIe 5.6 - Mandatory and ReguIatory Signs associated with Work Zones
Sign
Diagram
Number
211
Keep Left (Right if
reversed)
ndicates an
obstruction that
requires traffc to
pass on the indicated
side
Advance Warning
Area
Transition Area
Works Area
225 No Entry
Sometimes required
within Work Zones to
regulate temporary
road layouts.
Advance Warning
Area
Works Area
221
Priority over
oncoming traffc
Used in conjunction
with Diagram 220 to
indicate priority.
Transition Area
261T
Temporary Speed
Limit entry sign
(Speed limit may be
varied to 80km/h)
Maximum speed in
km/h. (options 50 or
80)
Reduced size sign
shall also be used at
450m intervals
through the Works
Area as repeaters.
Advance Warning
Area Works Area
262T
Temporary Speed
Limit repeater sign
(Speed limit may be
varied to 80km/h)
(Variant shows plate
for Average Speed
Cameras)
For use at 450m
intervals through a
Work Zone subject to
a temporary speed
limit that is enforced
with Radar/cameras
Works Area
201
202
Stop/Go
Manual control of
traffc through a Work
Zone.
At point of control
Sign
Diagram
Number
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246 No Parking
ndicates that
vehicles are
prohibited from
parking. (May be
supplemented with
plates to Diagram
247 indicating times
of operation and
directional arrows, or
Diagram 346 'End' to
indicate the end of
the prohibition. See
QTM)
Advance Warning
Area
Transition Area
Works Area
Termination Area
248 No Stopping
ndicates that
vehicles are
prohibited from
stopping. (May be
supplemented with
plates to Diagram
249 'No Stopping' at
the start of the
prohibition, or
Diagram 346 'End' to
indicate the end of
the prohibition. See
QTM)
Advance Warning
Area
Transition Area
Works Area
Termination Area
5.9
5.9
t may be necessary as part of the establishment of a Work Zone to erect temporary signs to limit or prohibit specifc
actions or vehicle types. These signs, listed in Table 5.7, already exist for permanent situations and are defned in the
QTM. However, when they are erected within a Work Zone and relate specifcally to circumstances to do with the
temporary works, they shall have a yellow background.
TabIe 5.7 - Other ReguIatory Signs when used within Work Zones
Sign
Diagram
number
Description
220T
Oncoming traffc
has priority
222T No Left Turn
223T No Right Turn
224T No U-Turns
228T No Buses
229T
No Commercial
Vehicles
232T
Axle Weight
Limit
Sign
Diagram
number
Description
233T
Gross Vehicle
Weight Limit
(Weight in
Tonnes may be
varied)
234T
Maximum
Vehicle Height
(Height may be
varied)
236T
Maximum
Vehicle Width
(Width may be
varied)
237T
Lane-specifc
vehicle class
prohibition
242T No Overtaking
244T
No Overtaking
by Commercial
Vehicles
235T
Maximum
Vehicle Length
(Length may be
varied)
5.10
5.10
5.10
5.10
5.3.5 Diversion Signing
t 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 diversion may be necessary only for traffc
proceeding in one direction. The signs listed below are defned in the QTM.
TabIe 5.8 - Diversion Signs
Sign
Diagram
Number
352T
Start of diversion
route (Direction of
arrow varies).
ndicates the start of a
temporary diversion route
Advance Warning
Area Transition
Area
353T
Advance
indication of
direction of
temporary
diversion route
(Direction of arrow
varies).
ndicates the continuation of
a temporary diversion route
at an approaching junction.
n advance of
junctions along the
temporary diversion
route.
354T
Direction of
temporary
diversion route.
(Direction of
arrow/fag varies)
ndicates the direction of the
temporary diversion route at
a junction where all traffc
must continue to follow the
diversion.
At junctions along
the temporary
diversion route
105T
Advance direction
of temporary
diversion route
from junction
ahead to
destination shown
(Direction varies).
ndicates the direction of a
an approaching junction to
the destination shown.
n advance of
junctions along the
temporary diversion
route.
108T
Direction of
temporary
diversion route to
destination
shown. (Direction
of arrow/fag
varies)
ndicates the direction of the
a junction to the destination
shown.
At junctions along
the temporary
diversion route
355T
End of diversion
route.
ndicates the end of the
temporary diversion route.
Alerts drivers that the
special temporary signs
terminate at this point and
that permanent signs should
be followed from this point
onwards
End of temporary
diversion route
where vehicles
rejoin carriageway
from which they
were diverted.
5.11
5.11
5.3.6 Information Signing
Within a Work Zone, information signs may be required to advise road users of specifc conditions. These signs, listed
below, are defned in the QTM.
TabIe 5.9 - Information Signs
Sign
Diagram
Number
358T Pedestrian route
ndicates where the
normal pedestrian route
is diverted and the
alignment of the new
route is not obvious
Transition Area
Works Area
Termination Area
359T On red stop here.
ndicates the point
beyond which vehicular
traffc must not proceed
when required to stop
by portable temporary
light signals or Stop/Go
signs.
Advance Warning
Area
359T
Temporary
Surface
ndicates where
vehicular traffc should
proceed slowly owing to
temporary hazard
resulting from a change
to the road surface.
Works Area
359T Works Access
ndicates temporary
access point to a
construction or road
works site.
Works Area
359T Works Exit
ndicates a temporary
exit point from a
works site
Works Area
359T
Construction
Traffc Only
ndicates access to a
works site for
authorized vehicles
only.
Works Area
Termination Area
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359T
No Construction
Traffc
ndicates temporary
restriction to access to a
construction or road works
site.
Transition Area
Works Area
Termination Area
359T
Road Ahead
Closed
ndicates where vehicular
traffc should proceed with
caution owing to temporary
closure ahead of the road
on which they are travelling.
Advance Warning
Area
Works Area
359T Road Closed
ndicates the point beyond
which a road is closed.
Transition Area
Works Area
365T
Works Access
100m (Distance
may be varied,
and symbol may
be reversed)
Advance warning of a site
access at the distance
stated on the sign.
Works Area
366T
367T
Road Closed
100m (Distance
may be varied,
sign may be
reversed)
Advance warning of a side
road/ slip road closure at the
distance stated on the sign.
Advance Warning
Area
Works Area
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368T
Road Closed,
diverted traffc go
ahead
(Sign may be
reversed)
At point of closure of a side
road/slip road
Works Arae
A scheme information sign or signs shall be provided at all work sites, identifying the organisation(s) responsible for
the works (Client, Contractor) and providing emergency contact details.
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Temporary signs shall be mounted securely, so that they are not displaced by wind, movement of traffc in close
proximity or by minor impact, for example from a vehicle door mirror. They may be mounted on portable frames,
collapsible supports or, on long-term works, in accordance with the mounting requirements for permanent signs.
Where a temporary sign replaces a permanent sign, consideration should be given to utilizing the permanent support
system for the temporary sign.
Temporary sign supports or stands must be designed such that they:
Will not cause signifcant damage to a vehicle, or injury to an occupant if struck. The use of frangible or lattice
poles may be considered but not in the central reserve;
Are stable under reasonably expected weather conditions or air turbulence from passing traffc. The method used
to stabilize the sign should be secure to avoid an additional potential hazard; and
f struck or they fall over will not present a hazard to vehicles. The sign and support should fall relatively fat and
preferably lie with no part more than 150mm above ground level.
Sign stands must be designed so that they:
Cannot roll over;
Have a low profle 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 stabilize signs it shall be:
Designed so that it cannot roll over;
Constructed from hessian or woven plastic bags containing sand; and
No higher that 300mm above ground level.
Under no circumstances must concrete foundations for sign posts be allowed to protrude above the surrounding
surface, as this presents a potential impact point in the event of a crash. Where temporary signs require foundations
these shall comply with the requirements for permanent sign installations.
f a large temporary sign necessitates large diameter steel posts consideration must be given to the provision of
safety barriers. On high-speed roads, posts with a diameter greater than 150mm require a safety barrier. As an
alternative, passively safe signposts to BS EN 12767 or NCHRP 350 may be used for larger signs, as this type of post
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does not require safety barriers. t should be noted that passively safe signposts must not be used in the central
median of a divided carriageway, as in an accident a post or sign face may cause a secondary accident by being
displaced into the adjacent carriageway.
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Temporary safety barriers are designed to physically
separate vehicles travelling through a Work Zone from
workers and from any hazards such as excavations,
construction equipment and construction materials. The
purpose of a temporary safety barrier is to redirect an
impacting vehicle with minimal defection in a way that
minimizes injury to the vehicle occupants.
The most common safety barrier systems used for
temporary traffc management are rigid concrete and steel
barriers. Accepted concrete barrier profles include the
F-Shape Barrier and the California 9.10 Single Slope
Barrier. Any alternative systems or profles must be
approved for use by the Road Authority. Semi-rigid steel
W-section guardrails may also be used for temporary
purposes where appropriate.
The principles that apply to permanent safety barrier
systems also apply to temporary installations. When
selecting barrier system, consideration must be given to
the required containment level and barrier defection
characteristics. The area behind any barrier that falls
within the design defection of the barrier system must be
kept clear of all workers and construction equipment and
materials. Temporary safety barriers should be used to
protect the travelling public from excavations adjacent to a
traffc lane that are more than 300mm deep.
ndividual barrier units must be properly connected along
the whole length for the barrier system to perform in the
appropriate manner. The method of connection may vary
but generally consists of steel pins or steel plates. Only
connections that are approved by the Road Authority shall
be used.
All safety barrier systems used for temporary traffc
management, including individual barrier units,
connections, transitions, end terminals and crash
cushions, must meet minimum performance criteria such
as NCHRP 350, MASH 08 and / or EN1317 and be
approved for use by the Road Authority. All temporary barrier systems must also be installed in accordance with
tested confgurations and manufacturer's instructions.
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All temporary safety barriers must have adequate delineation installed. This will help to guide road users through the
Work Zone, particularly at night, and also alert road users to the presence of a barrier. Delineation devices must be
cleaned regularly to ensure they perform as intended.
All concrete and steel temporary safety barriers must have a band of highly refective tape at least 200mm wide
placed on the side of the barrier facing traffc only. The refective tape must be colored in alternating horizontal 3m
lengths of yellow and red.
5.15
5.15
High intensity solar powered warning lamps must be installed on safety barriers, barricades and cones at locations
that are not lit or have insuffcient overhead lighting. The warning lamps or beacons are to be installed in an
alternating yellow and red pattern and must be regularly checked to confrm that they are operational. The lamps
must be placed at regular intervals as shown in Table 5.10.
TabIe 5.10 - FIashing Lamp or Beacon Spacing
Situation
FIashing beacon spacing
(m)
Taper 9
Longitudinal 18
Localized Minor Work Area 4
5.4.2 End Treatments
The untreated end of a safety barrier is extremely hazardous if hit by an errant vehicle. The ends of temporary safety
barriers must be appropriately treated either with a crashworthy end treatment, such as an energy absorbing end
terminal or crash cushion, or by faring the exposed end of the barrier away from approaching traffc so that it cannot
be hit. The termination of barriers and other channeling devices shall be fared out from the edge of the carriageway
at a minimum fare ration as specifed in Table 4.3 and ftted with an approved end terminal, such that no part of the
protection device constitutes an impact hazard to vehicles.
5.5 Traffic ChanneIing Devices
t is necessary to provide safe indication to road users passing through Work Zones of the path they must follow.
When concrete or steel barriers are provided, these can also fulfll this role for vehicular traffc. However, there are
occasions where barriers may not be appropriate. These will include:
short-term works;
some medium-term works;
mobile works;
where the installation of barriers itself is a signifcant risk; and
where a permanent speed limit of 50km/h or less applies to the road.
Section 2.6.5 of this Guide outlines a qualitative risk assessment procedure that should be carried out to determine
the optimum form of device to use.
n addition, there will frequently be a need to delineate boundaries behind barriers (for example, between the working
space and the safety buffer area), or to segregate oncoming traffc through the Work Zone. n such cases, the use of
alternative delineation devices may be considered.
5.5.1 Temporary water-fiIIed barricades
When using temporary water-flled barricades for
channeling purposes they must be linked together in
an approved manner in accordance with the
manufacturer's guidance to form a continuous
delineation boundary. Table 4.2in Chapter 4 of this
Guide provides guidance tithe circumstances in
which they may be used to defne the outer boundary
of the Safety Buffer Areas.
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Temporary water-flled barricades shall be manufactured from a durable material, able to endure impacts from
passing vehicles without suffering damage or damaging the passing vehicle, or causing injury to pedestrians and
workers in the vicinity;
Alternate units in a system shall be colored orange and white;
Temporary water-flled barricades must be highly visible to drivers. n areas with insuffcient lighting fashing lamps
or beacons must be used in accordance with Section 5.4.1. Refectors or refective tape should also be attached to
the barricades to improve visibility;
Temporary water-flled barricades shall be designed to link together to form a cohesive system. The linking system
shall be applied in accordance with the manufacturer's instructions. Delineators from different manufacturers shall
not be used together unless the linking systems are compatible;
Temporary water-flled barricades shall be flled with adequate levels of water or sand in accordance with the
manufacturers' specifcation, to prevent excessive displacement as vehicles pass by or from interference by
pedestrians or members of the work force.
Temporary water-flled barricades are not be used as a safety barrier, as they do not offer the same level of vehicle
containment, and result in large defection into the works area when impacted. Where it is not practicable to provide
safety barriers, a risk assessment shall be carried out as described in Section 2.6.5.
Temporary water-flled barricades may only be used unlinked to provide permeable delineation as described in
Section 5.5.4.
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The purpose of traffc cones is to provide a visual indication to
drivers that the carriageway ahead is realigned. They may be
used for mobile or short-term works in low speed environments
or in conjunction with a vehicle or vehicles ftted with TMA, as a
device to exclude traffc from one or more lanes of a live
carriageway. They may also be used as a permeable
delineation device (see Section 5.5.4 below). They shall not be
used on roads subject to a speed limit in excess of 50km/h
except for emergency response works and to provide lane
guidance on short-term works where vehicles with TMAs are
deployed.
%&'()*&+&,-./
All traffc cones shall be manufactured from a durable material, able to endure impacts from passing vehicles
without suffering damage or damaging the passing vehicle, or causing injury to pedestrians and workers in the
vicinity;
Traffc cones shall be of a hollow, conical shape to enable them to be stacked one on top of another, when not in
use;
Traffc cones shall be orange/red fuorescent color, with a white high intensity retro refective band that covers the
middle third of the cone so as to be visible during both hours of daylight and darkness;
All traffc cones shall have an adequately weighted base, in order to withstand any minor collision or air buffering as
vehicles pass by. More robust bases should be used when cones are placed on freeways or expressways;
n situations where traffc cones remain set out during hours of darkness, a high intensity fashing lamp must be
provided at intervals indicated in Table 5.11, fxed either to the cone itself or mounted on a demarcation post which
is positioned between each pair of cones.
Cones are available in a range of sizes. However, to standardize their use it is recommended that a single size is
used 1000mm high with a base diameter of 500mm.
5.17
5.17
The position and spacing of traffc cones within a Work Zone is governed by the nature of work being undertaken and
the environment within which they are to be used. Traffc cones can be positioned on both or one side of a
carriageway, at distances detailed in Table 5.11.
TabIe 5.11 - Traffic Cone Spacing
Situation Traffic Cone Spacing (m)
Taper 3
Longitudinal 9
Localized Minor Work Area 1-2
Pedestrian Channelization 2
5.5.3 Screens
Screens are used to reduce the level of distraction to drivers and other road users created by complex work sites.
They can also be used to reduce the amount of dust being blown across the road. Screens can be mounted on safety
barriers or barricades, or be self-standing on concrete footings behind a safety barrier.
Screens should be used on long-term works greater than 1 month in busy urban environments to reduce the level of
distraction to drivers who need to concentrate on the driving task or in urban and rural areas where there is a strong
likelihood of substantial amount of dust being blown across the road.
5.5.4 PermeabIe deIineation
Permeable delineation may be required to defne the boundary between the Working Space and Safety Buffer within
a Work Zone. Cones and unlinked temporary water-flled barricades are recommended as the most suitable form of
delineation device where permeable delineation is required, subject to the limitations on use as defned in Sections
5.5.1 and 5.5.2.
5.5.5 Road Markings
Care must be taken that any existing road markings do not cause road users to misinterpret the temporary alignment
through a Work Zone. This will not generally be appropriate for mobile works; for short and medium term static works
a risk assessment should be undertaken to determine the need to obscure existing permanent markings and provide
temporary markings for the duration of the works. For long term works, permanent road markings that confict with
temporary alignment shall be removed or masked for the duration of the works to eliminate the possibility of confusion
between existing markings and temporary markings associated with the Work Zone. Masking methods have limited
durability, so for projects lasting longer than 1 month conficting markings should be permanently removed.
Table 5.12 provides a guide to the appropriate treatment of permanent markings for long term works, and suggests
appropriate materials for use on works varying duration.
TabIe 5.12 - Road markings within Long-Term Work Zones
Duration
Treatment of permanent
markings
Type of temporary markings
<1 Month
Mask with pressure-sensitive
tape or water-based paint
Pressure sensitive tape, water
based paint or road studs
>1 Month
Remove with water-jetting,
grinding or burning off
Thermoplastic with glass beads as
specifed in QTM
Temporary raised refective road studs may be used to supplement temporary lane markings. Lane delineation must
be provided on all new pavements until permanent line marking is installed. Temporary raised refective road studs
may be used, and shall be colored in accordance with QTM and installed at 500mm intervals. All such studs must be
bonded to the road surface in a manner which resists displacement by vehicle overrunning.
n order to improve the defnition and clarity of lane defnition through a Work Zone, a hazard warning line marking to
Diagram 507 (6m line, 3m gap) may be used in place of the conventional lane marking to Diagram 505 or 506.
5.18
5.18
5.18
5.18
Once all works are complete, all temporary Traffc Control Devices 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.
5.6 Work Zones at night time
Where possible short and medium-term works on high volume roads should be carried out at off-peak times including
night-time working.
For Work Zones in place during the hours of darkness additional factors need to be considered, such as:
Traffc volumes will be less but traffc speeds increase as the congestion eases.
Visibility and awareness is reduced both for road users and site personnel due to tiredness and reduced visibility.
The correct retrorefective materials must be used and kept clean to ensure proper visibility of signs, cones, etc. at
night and during poor visibility.
f tidal fow operations are in place during the day they may be different or the layout may be changed at night,
hence causing confusion to regular road users. Advance notifcation of a changed layout should be provided in
addition to signs positioned for daytime operations. [consider use of electronic signs]
Additional temporary lighting, over and above the existing public lighting, may be required for pedestrian and cycle
detours, the works area, safety zones or manual traffc controllers. The designer of the WZTMS shall 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 shall not be used at road works.
High intensity fashing lamps and refective strips shall be installed on barriers, temporary water-flled barricades
and cones in accordance with Section 5.4.1
All signs shall be retrorefective. Flashing lamps must be maintained in good operating order and refective strips
and signs kept clean.
These principles must be observed for any Work Zone that is in place during hours of darkness, even if works are not
being carried out during those periods.
5.7 Other Devices and Equipment
5.7.1 PortabIe Traffic SignaIs
Portable traffc signals may be used in the following circumstances:
plant crossing points;
site entrances and exits; and
on single carriageway roads where the traffc is reduced to shuttle
operation,
They may be used at any time on low volume roads, and at off-peak times only on
roads with high volumes. They must not be used to control shuttle lengths greater
than 300m without prior approval. When portable traffc signals are not operating
(removed from use) for any signifcant period of time, they shall be covered. The
circumstances appropriate for portable traffc signals are shown in Table 4.5 and
detailed in the sample Typical Layouts (TLs) in Chapter 6.
5.19
5.19
Advance warning of portable traffc signals shall be provided by the provision of warning signs to Diagram 320 on
each approach, at the distance indicated on the appropriate sample TLs in Chapter 6. A sign to Diagram 359 (On
Red Stop Here) shall be placed 5 meters in advance of each traffc signal to indicate to drivers where they must stop.
f the signals are to be present for more than one day, a temporary stop line to Diagram 500 shall also be marked on
the carriageway adjacent to this sign.
Approved safety barriers must be used on high speed approaches to the Work Zone. Barricades or cones may be
used to delineate and segregate opposing lanes within the Work Zone when operating speeds are low. t is
recommended that a minimum of 30m of channeling should be provided. On high-speed rural roads it is also
recommended that signs to Diagram 242 (No Overtaking) should be provided at the commencement of the Advance
Warning Area.
Portable traffc signals should operate in vehicle-actuated mode at all times unless otherwise agreed with Ashghal.
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 traffc. Where the signals are positioned to the near-side of approaching traffc the
effectiveness of the detectors used with vehicle-actuated operation is maximized.
Portable traffc signals must be positioned with adequate forward visibility and, where possible, have inter-visibility.
They must also have a power supply capable of lasting the duration of the works or when unattended at night. Where
the layout requires the power cable to cross the running lane, to prevent damage and minimize the danger to road
users this cable shall be ftted in a cable protector secured against movement. The protector shall be safe and ft for
use, shall not present a hazard to road users passing over it, especially cyclists and motorcyclists, and must be of a
type approved by Ashghal.
Persons experienced in the design and operation of traffc signals must undertake the design and installation of any
portable traffc signal operations. The calculation of timings and phases shall be as for permanent traffc signal
design. The design should consider fxed and variable timings where applicable and the length of restriction to be
installed, as all these factors will infuence queue lengths and possibly affect the surrounding network.
5.7.2 EIectronic Arrow Boards
Electronic Arrow Boards (EABs) displaying 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, EABs provide high visibility warning of route
deviation, but they should not be used in place of the
prescribed static signs. The requirements for positioning of
EABs are similar to those for static signs, and are detailed in
the TLs in Chapter 6. The size of EABs corresponds with
the size of the static signs and is described in Section 5.3.1.
An EAB 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.
Mitigating measures such as a canopy, hood or louver should
be considered subject to site conditions, to avoid mis-communication and confusion to the road user.

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Dynamic Message Signs are generally to be used on high-speed, high volume roadsto provide succinct messages to
road users. They may be static or portable. DMSs may also be used prior to commencement of works, to advise
road users of changes to traffc conditions as a result of imminent works.
Portable Dynamic Message Signs must be of a type, size, luminosity, remote access etc. approved by Ashghal.
Messages and operating protocols intended for use on Work Zones must be highlighted within the TDP and
approvedby Ashghal prior to use.
Portable DMSs must be deployed in such a way as to not present a hazard or obstruction to vehicles or pedestrians.
The positioning of portable DMSs must also not obstruct visibility.
!"%"6' 37008'9+,0:+1
There is a range of automated speed enforcement devices suitable for enforcing speed limits through Work Zones.
Types of camera available are:
Combined red light/speed cameras
Average speed cameras
Point speed cameras
5.21
5.21
Combined red light/speed cameras are to be used at signalized junctions on arterial roads within long-term work sites
greater than 1 month.
Average or point-to-point speed cameras are to be used at long-term work sites on arterial roads longer than 500m
and are in place for more than 1 month. The number of enforcement lengths (generally not more than 5) and
cameras to be used is site and to be determined by the engineer.
Point speed cameras are to be used within long-tern work sites on arterial roads less than 500m that are in place for
more than 1 month.
The use of enforcement cameras is to be approved by the Ministry of Interior (MoI). The cameras are to be tested
and according to the manufacturers and all images delivered to MoI for adjudication and
processing of infringements.
Temporary Speed Limit signs, including advance warning and repeater signs shall be supplemented with the
appropriate Speed Camera plate beneath each sign (Diagrams 262T and 362T).
5.7.5 Vehicles
Vehicle Conspicuity Markings and Lighting
Consideration must be given to the application and provision of active and passive measures to warn approaching
drivers of the presence of works vehicles. These measures include the use of lighting (warning lights) and
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 should carry
appropriate conspicuity markings and lighting to reduce the risk of
collision. For works vehicles stopping on high speed roads, these
requirements are mandatory.
Works vehicles should be of a conspicuous base color; white or
yellow are recommended. 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, rear
markings and a side marking strip running the full
length of the vehicle.
For vehicles, rear markings shall consist of either red
material covering the whole rear of the vehicle as far
as is reasonably practicable or a series of chevron markings
comprising red tape of minimum width 75mm spaced
50mm apart with the apex of each chevron marking pointing
upwards. The outer edges of the rear surface of the vehicle shall
also be by a red strip at least 50mm in width.
When applied to a vehicle of base color white or yellow, there is no
requirement to the spaces between the chevron markings. For
vehicles of other colors, the space shall be with yellow tape.
Side markings on small vehicles (<3.5t) shall consist of a minimum of a single unbroken yellow
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.
Roof mounted warning beacons shall be amber in color and shall be visible from all angles 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.
Whilst the pattern and type of vehicle mounted delineation will vary depending on the type of vehicle and the nature of
works to be carried out, materials shall be microprismatic of minimum standard ASTM D4956-01 Type
IV and shall show yellow to the side and red to the rear of the vehicle.
6
TYPICAL LAYOUTS
6.1
6.1
6.1 Introduction
As part of the Traffc Diversion Plan (TDP), Traffc Management Drawings (TMDs) must be prepared and approved
that are consistent with a high standard of Work Zone safety. This Chapter provides a set of Typical Layouts (TLs)
that comply to the principles set out in this Guide, and may be used with little modifcation for very simple schemes, or
form the basis for project specifc TMDs for more complex works and/or environments.
6.2 Interpretation and AppIication
The production of TMDs is an integral part of the TDP process, which is defned in Section 2.5.3. A TMD in itself
does not constitute a full TDP; the TDP shall also include mplementation and Clearance Plans, details of phasing of
works and of the inspection and enforcement processes to be applied, and any additional information required for the
Approvals Body to be satisfed that the proposal complies fully with the requirements of this Guide.
Specifc TLs are provided for Mobile and Short and Medium term works. These are only to be used following a
site-specifc risk assessment that departure from full static TTM is acceptable.
6.3 GeneraI principIes
The Typical Layouts provided in this Chapter apply a series of principles to the design process. These principles are
more fully explained in Chapters 4 and 5, and an understanding of them will enable the Designer to adapt the most
appropriate TL to satisfy site-specifc elements, or to develop bespoke TMDs for more complex scenarios not
included in the Typical Layouts.
There are some general principles that apply to all TLs as follows:
6.3.1 LateraI and LongitudinaI Components
These are defned in Sections 4.4 and 4.5, which also defne the minimum dimensions that shall apply for the various
components of a Work Zone.
6.3.2 Pedestrian Provision in Work Zones
Where works involve a footway diversion, the principles described in Section 4.6 shall be incorporated into the TMD
as appropriate.
6.3.3 Traffic ControI Devices
Section 5.3 defnes the TCDs to be used within and in the vicinity of Work Zones.
6.3.4 Temporary Safety Barriers and ChanneIing Devices
Sections 5.4 and 5.5 specify the type of safety barrier or channeling device appropriate for various combinations of
road and works types, including the treatment of permanent road markings.
6.3.5 Temporary Speed Limits
The introduction of a temporary speed limit shall not be undertaken without liaison with the Police and Ashghal.
Section 4.7 gives full details of the requirements for temporary speed limits, including locations where camera or
radar enforcement is to be used.
6.3.6 Work Zones at Night Time
Section 5.6 gives guidance on the additional factors that must be considered when a Work Zone is in place during the
hours of darkness, whether or not work is actually taking place during these periods.
06 TYPICAL LAYOUTS
6.2
6.2
6.2
6.2
6.4 Production of Traffic Management Drawings (TMD)
Traffc Management Drawings (TMD) for a Work Zone shall be drawn in accordance with the Notes on Page 4 of the
Traffc Diversion Plan Registration Form, to a scale of 1:1000 or larger and on a base map or aerial photograph of the
site. The sign locations for each approach shall be identifed by measurement from the start of the Advance Warning
Areas towards the Work Zone, and the TL(s) on which the signing has been based shall be quoted on the TMD.
The choice of Typical Layout on which to base the TMD will initially depend upon the work type as defned in Chapter
2. Typical Layouts vary depending on a number of factors, including the type of works, the type of carriageway and
the permanent speed limit along the section of road within which the works are to be carried out. The selection of the
most appropriate Typical Layout can be achieved by using the relevant TL Selection Table.
6.4.1 Use of TL SeIection TabIes
The method of selecting the relevant TL is as follows:
A. Determine whether the works are long/medium-term or mobile/short- term, then refer to the appropriate
table:
Static TTM (Table 6.1). These TLs apply to works that are Long-term (as defned in Section 2.3.6). There are some
departures illustrated that may be used following suitable risk assessment for medium-term works, particularly
when phased to take place during low-demand periods.
Mobile and short term works (Table 6.2) as defned in Section 2.3.6. These TLs use Truck or Trailer Mounted
Attenuators (TMA) as a signifcant element of the TTM.
B. dentify whether the carriageway is single or divided, then whether at a junction or a link:

The Selection Tables contain brief description of each TL, and are sub-divided to group the layouts for single and
divided carriageways and by its location either at a Junction or on a Link (i.e. works not at, or close to, a junction).
The color-coding in the tables is repeated on the page edge of each TL drawing for ease of navigation.
C. Select the description of works that most closely resembles the Work Zone to be designed
6.4.2 Interpretation of the TLs
Each TL comprises two parts the drawing and its associated notes. These are presented in this Guide such that
the notes and drawing are on facing pages. Every drawing MUST be read in conjunction with the relevant Notes.
Each Notes page includes a table showing the locations of signs and other equipment appropriate for permanent
speed limits of 50, 80, 100 and 120 km/h. Note that in some cases the drawing may indicate signs for high speed
roads which are not required for lower speeds. The dimensions given are measured from the frst sign ('A') that a
driver will encounter on the approach to the Work Zone (Diagram 345). This is intended to encourage the safe setting
out of signs on site as discussed in Section 4.9.
The length of the Advance Warning Area is the overall distance from this frst sign to the start of the Transition Area
(generally, the point at which the carriageway starts to narrow). The length of the Transition Area shall be determined
from the taper lengths given in Table 4.3, and the safety buffers from the values in Tables 4.1 and 4.4.
6.4.3 AppIying TLs to site-specific drawings
Once the appropriate TL has been identifed, the Designer shall produce a site-specifc drawing or drawings for the
Work Zone, using the sign confgurations defned in the TL. These constitute the Traffc Management Drawings, and
shall form part of the TDP submission.
6.3
6.3
6.5 TypicaI Layout SeIection TabIes
TabIe 6.1- Static TTM SeIection TabIe
Work Zone
Location
Description of works TL Number Page
SingIe
Link
Minor mpact Works TL-SC1 6.6
Two way traffc TL-SC2 6.8
Priority signing TL-SC3 6.10
Stop / Go TL-SC4 6.12
Temporary signals TL-SC5 6.14
Carriageway diversion TL-SC11 6.16
Cross-roads TL-SC6 6.20
T-Junction TL-SC7 6.22
Cross-Roads Temporary signals TL-SC8 6.24
T-Junction Temporary signals TL-SC9 6.26
Works at a roundabout Temporary signals TL-SC10 6.28
Divided
Link
Hard shoulder closure TL-DC1 6.32
Single lane closure nearside lane TL-DC8 6.34
Single lane closure nearside lane Departure TL-DC8R 6.36
Single lane closure offside lane TL-DC9 6.38
Multi lane closure nearside lane TL-DC10 6.40
Multi lane closure nearside lane Departure TL-DC10R 6.42
Multi lane closure offside lane TL-DC11 6.44
Multi lane closure offside lane Departure TL-DC11R 6.46
Contra fow entry TL-DC13A 6.48
Contra fow exit TL-DC13B 6.50
Hard shoulder running TL-DC15 6.52
Works at roundabout exit offside lane TL-DC3 6.56
Works at roundabout entry offside lane TL-DC4 6.58
Works at roundabout exit nearside lane TL-DC5 6.60
Works at roundabout entry nearside lane TL-DC6 6.62
Works on circulatory lane of roundabout TL-DC7 6.64
Signalized Junction TL-DC12 6.66
Works on nearside - closed sliproads TL-DC14 6.68
6
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*+,--&.(/&0#+1&2$(34,$(5#6&17+,7&2$(
82+9
Project D:
Date of Submission:
Ashghal Representative:
Project Name:
Location:
Zone Num-
ber:
Road(s) affected:
Proposed start date:
Proposed end date:
Description of work:
Client:
!"#$%&'(#)*+,-'(.&$ (or attach business card)
Consultancy:
Consultant's representative:
Telephone:
Mobile:
Email:
!"#'/()'"/+,-'(.&$ (or attach business card)
Contractor:
Contractor's representative:
Telephone:
Mobile:
Email:
Site Traffc Management Supervisor
STMS Name:
Telephone:
Mobile:
Email:
Please provide details of sub-contractors on a separate sheet
Traffc Diversion Plan Registration Form Page 1
Nominated ndependent WZ Road Safety Auditor
Company:
Auditor (including accreditation
details):
Telephone:
Mobile:
Email:
Site Details
Road Type (single, divided, num-
ber of lanes):
Traffc fow (vehicles per hour)
Speed Limit (km/h):
Temporary Speed Limit Proposed
(Y/N)?:
(f Yes, proposed speed limit (km/h):
Hours when works to be carried
out:
(e.g. overnight, working day)
Diversion route(s) required (Y/N)?:
(f Yes, include plan showing routes and
proposed signing)
Provision for pedestrians and local
access (Y/N)?:
(f No, provide justifcation)
List of Stakeholders attached Y/N)?:
(f No, provide justifcation)
Program of nspections
nspection Responsibility Proposed Frequency
WZTM Safety nspection Contract Supervisor
WZTM Safety Review Contract Supervisor
WZTM Process Review Contract Supervisor
WZTM Safety Audit Approvals Body Representative
Traffc Management Drawing(s)
Drawing Number Drawing Title Comments
mplementation Plan
Document Reference Document Title Comments
Clearence Plan
Other Documents Attached
NOTES
This form shall be used to submit details of any project requiring a Road Opening Permit. The form shall be submitted a minimum
of 4 weeks prior to the proposed start date.
All plans shall conform to requirements of the Roads Design Department, and must include a North point, scale, location plan,
and show road names. Traffc Management Drawings shall also indicate major land uses and site work hours.
Cross sections shall also be provided as necessary to illustrate the minimum widths of buffer zones and other lateral features.
All Temporary Traffc Management, including Traffc Control Devices, channeling and safety barriers, must be designed in
accordance with the principles defned in the Qatar Work Zone Traffc Management Manual.
Any permanent signing or pavement markings that confict with the temporary arrangements shall be obscured or removed for the
duration of the works.
Details shall be provided of any phasing of the works.
Alternate road closures and diversion schemes shall be detailed as appropriate.
The Contractor shall notify the residents and businesses affected by the proposals before commencement of the works.
Under the Work Zone Program of nspections, inspections shall be carried out at a minimum frequency as shown below:
Freeways &
Expressways ArteriaIs CoIIectors & LocaIs
WZTM Safety Inspection
WZTM Contractor
Supervisor
Each Shift Daily Daily
WZTM Safety Review
WZTM Contractor
Supervisor
Daily Twice a Week Weekly
WZTM Process Review
WZTM Contractor
Supervisor
Weekly Bi-Weekly Monthly
WZTM Safety Audit
Approvals Body
Representative
As Requested by
Approvals Body
As Requested by
Approvals Body
As Requested by
Approvals Body
Stage 2 and Stage 3 Work Zone Road Safety Audits must be undertaken where the duration of works exceeds that
shown below:
Work Type
Duration of works
Freeways &
Expressways
Arterials
Collectors &
Locals
Signifcant reduction in capacity (>30%), major impact to
permanent road alignment
Always
required
1 week 1 week
Some impact during peak periods 1 week 1 month 3 months
Minor impact on capacity (e.g. single lane closure on 3-lane
road, footway diversion on single carriageway)
1 month 3 months 6 months
Upon completion of works, the Final Completion Certifcate will not be issued until the Approvals Body is satisfed that
the road has been reinstated to its original condition or better.
!""#$%&'()(*(
+,-".#(/012(30$#(40$51,65(4.,78#
PERFORMANCE REQUIREMENT - TRAFFIC MANAGEMENT
Contractor ResponsibiIities and ObIigations
The safety of all road users is paramount to the Employer. The Managing Contractor is responsible
for managing the safe and effcient fow of traffc at all times along all highways within the Contract
Area to meet the Contract Requirements.
Traffic Management
The Managing Contractor is responsible for Traffc Management of all operations which are part of
this Contract in accordance with the Qatar Work Zone Traffc Management Guide (WZTMG), the
Qatar Traffc Manual (QTM) and any associated Laws and Regulations to protect the safety of the
travelling public and the safety of workers.
The Managing Contractor is responsible for ensuring Traffc Management operations are up to date
with the latest versions of these Manuals, Laws and Regulations.
Traffic Diversion PIans
The Managing Contractor shall develop and submit to the Employer, in advance of carrying out any
work on site, a Traffc Diversion Plan for all activities that vary the normal operating conditions of the
highway. A Traffc Diversion Plan (TDP) is a set of documents describing the nature and extent of the
temporary traffc management measures at a work site and how road users will be managed to
ensure their safety.
TDPs shall include a summary document (see WZTMG Appendix A) containing an overview of the
project and contact details of those associated with the works. t shall be accompanied by Traffc
Management Drawing(s) showing the type and location of all traffc control devices needed including,
but not limited to, crash attenuator vehicles, temporary traffc signs, line marking, safety barriers and
electronic arrow boards. t shall also include mplementation and Clearance Plans and details of the
Program of nspections. Where worked is staged, details of the change-over procedures shall also
be provided.
The Managing Contractor shall develop and submit generic TDPs to the O&M Project Manager for
each of the standard work types covered under the Contract within 3 months of Commencement
Date. The generic TDPs shall also outline methodology and sequencing details for the installation
and removal of temporary traffc measures to ensure the safety of works personnel and road users by
using measures such as mobile works and vehicle crash attenuators where appropriate.
t should be noted that a generic TDP may not be appropriate for every situation. For any work that
deviates substantially from an approved generic TDP, a job specifc TDP shall be developed and
approved prior to carrying out any work.
The Managing Contractor shall carry an approved TDP at each work site and be able to produce a
copy on request at all times.
Safety Equipment
The Managing Contractor must ensure that all employees wear high-visibility clothing on the
upper body at all times while on site. This shall include full-length sleeves to ensure full upper-body
conspicuity for the wearer. When working during the hours of darkness, lower body high visibility
clothing shall also be worn. High visibility warning clothing shall comply with EN 471 Table 1, Class 3
as a minimum.
All works vehicles must be ftted with high visibility rear chevron markings and either a roof mounted
fashing amber warning light bar or two independent roof mounted fashing amber warning beacons,
visible through 3600. High visibility rear chevron markings should comprise red retrorefective
material and fuorescent yellow non-retrorefective material of not less than 150mm width each,
inclined at 45-600 to the horizontal and point upwards. These markings should cover as much of the
rear facing portion of the vehicle as possible without obscuring windows, vehicle lighting or
registration plates. The outer edges of the rear surface of the vehicle shall also be defned by a red
retro-refective strip at least 50mm wide.
Any work vehicle located within or alongside a live traffc lane that is not adequately protected by
appropriate Traffc Management measures shall either be equipped with an appropriate impact
attenuator or protected by a vehicle that is equipped with an impact attenuator.
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The Managing Contractor shall advise the TCC Dispatch when traffc management plans are being
implemented including when works are planned, when works commence and when workers are off
the road and traffc fows have returned to normal.
The Managing Contractor shall undertake a forecast of any traffc delays and, where appropriate,
prepare a publicity plan and undertake stakeholder management for the traffc management.
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Traffc Diversion
Plans
Develop and submit generic Traffc Diversion Plans to the Employer within 3
months of the Commencement Date
Copy of Traffc Diversion Plan relevant to work being carried out available onsite
100% of the time
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Traffc Diversion
Plans
QR 5,000 for failure to have developed
and submitted the generic TMPs to the
Employer within 6 months of the
Commencement Date
QR 3,000 for each instance where an
approved Traffc Diversion Plan for the
works being carried out is not available
onsite upon request
QR 1,500 per day or part thereof that the
generic TMPs have not been submitted
to the Employer
QR 1,000 per day or part thereof for
each instance where an approved Traffc
Diversion Plan for the works being
carried out is not available onsite upon
request
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Brief ncident Reporting Form Page 1
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Project Name:
Location:
Client:
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Nature of ncident:
(Sketch to be
provided overleaf)
Location of ncident:
Date of ncident:
(dd/mm/yy)
/ /
Time of ncident:
(24-hour clock)
:
mpact of ncident on
Road Network:
Contributing
Factors:
Effectiveness of
Contingency Plan:
ncident Response
Actions:
Recommendations for any change in design, response action or works that may help to prevent recurrence of such
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Brief ncident Reporting Form Page 2
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Please include North Point, road names, details of temporary and permanent signs, markings, barriers, delineation
and other traffc control devices as appropriate.
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Qatar Work Zone Traffic Management Guide
Edition: First Edition 1.0
User Response Form
The Work Zone Traffc Management Guide represents the product of extensive research, examination of global best
practice and consideration of what is appropriate for Work Zones in Qatar. However, we are all human and fallible,
and it is possible that there are errors or inconsistencies in this edition of the Guide.
f, in the course of using the Guide, you identify any such issues, it would be greatly appreciated if you could let us
know so that amendments can be incorporated in the next edition. Similarly, we would be pleased to receive any
general comments you may wish to make. Please use the form below for noting any items that you wish to raise.
Please complete all felds necessary to identify the relevant item
Chapter Number: Appendix Letter:
Page Number: Table Number:

Paragraph Number: Figure Number:
Description/Comment:
Please continue on separate sheet if required
Your name and contact details (optional):
Name: Telephone:
Organisation: email:
Position: Address:
You can post the completed form to:
MichaeI de Roos Fabian Marsh
ROADS SAFETY SPECIALIST Traffic & Safety SpeciaIist
Design Management (Roads Section)
Public Works Authority
P.O.Box 22188
Doha, Qatar
Roads Operations & Maintenance
Management
P.O.Box 22188
Doha, Qatar
or email it to:
mroos@ashghal.gov.qa fmarsh@ashghal.gov.qa
We cannot acknowledge every response, but be assured that your comments will be read, and that your contributions
will ensure that the Guide continues to meet the needs of its users.
!""#$%&'()*(
+,-##$(%#./&01(

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