Temporary Traffic

Management handbook
Keeping people safe at roadworks
About Transport for London (TfL)

Part of the Greater London Authority We are moving ahead with many of
family led by Mayor of London Sadiq London’s most significant infrastructure
Khan, we are the integrated transport projects, using transport to unlock growth.
authority responsible for delivering the We are working with partners on major
Mayor’s aims for transport. projects like Crossrail 2 and the Bakerloo
line extension that will deliver the new
We have a key role in shaping what homes and jobs London and the UK need.
life is like in London, helping to realise We are in the final phases of completing the
the Mayor’s vision for a ‘City for All Elizabeth line which, when it opens, will add
Londoners’. We are committed to 10 per cent to central London’s rail capacity.
creating a fairer, greener, healthier and
more prosperous city. The Mayor’s Supporting the delivery of high-density,
Transport Strategy sets a target for 80 mixed-use developments that are
per cent of all journeys to be made on planned around active and sustainable
foot, by cycle or using public transport travel will ensure that London’s growth is
by 2041. To make this a reality, we good growth. We also use our own land
prioritise health and the quality of to provide thousands of new affordable
people’s experience in everything we do. homes and our own supply chain
creates tens of thousands of jobs and
We manage the city’s red route apprenticeships across the country.
strategic roads and, through
collaboration with the London boroughs, We are committed to being an employer
can help shape the character of all that is fully representative of the
London’s streets. These are the places community we serve, where everyone
where Londoners travel, work, shop and can realise their potential. Our aim is to
socialise. Making them places for people be a fully inclusive employer, valuing and
to walk, cycle and spend time will reduce celebrating the diversity of our workforce
car dependency and improve air quality, to improve services for all Londoners.
revitalise town centres, boost businesses
and connect communities. We are constantly working to improve
the city for everyone. This means
We run most of London’s public freezing TfL fares so everyone can afford
transport services, including the to use public transport, using data and
London Underground, London Buses, technology to make services intuitive and
the Docklands Light Railway, London easy to use, and doing all we can to make
Overground, TfL Rail, London Trams, streets and transport services accessible
London River Services, London Dial-a- to all. We reinvest every penny of our
Ride, Victoria Coach Station, Santander income to continually improve transport
Cycles and the Emirates Air Line. The networks for the people who use them
quality and accessibility of these services every day.
is fundamental to Londoners’ quality
of life. By improving and expanding None of this would be possible without
public transport, we can make people’s the support of boroughs, communities
lives easier and increase the appeal of and other partners who we work with to
sustainable travel over private car use. improve our services. We all need to pull
together to deliver the Mayor’s Transport
Strategy; by doing so we can create a
better city as London grows.
 Contents
London's road network 4 Foreword

The London road network is shared

between TfL, Highways England, 8 Chapter 1 – About this guidance
32 London boroughs and the City of
London. TfL manages the Transport
16 
Chapter 2 – Pedestrians at
for London Road Network (TLRN),
roadworks
more widely recognised as the red
routes and is responsible for the
maintenance, management and 40 Chapter 3 – Cyclists at roadworks
operation of London’s 6,000+ sets
of traffic signals. The TLRN consists
of 580km of road network, which 84 
Chapter 4 – Other road users
represents just five per cent of at roadworks
London’s roads, but it carries around
a third of all London's traffic.
90 
Chapter 5 – Guarding and
The Strategic Road Network (SRN) segregation
is made up of roads of significant
importance, for which the London
boroughs have highway responsibility, 108 Chapter 6 – Temporary traffic signs
but TfL has oversight responsibility in
terms of planned schemes and works
118 Chapter 7 – Traffic signals
that are likely to have a detrimental
impact on highway performance.
136 
Chapter 8 – Working on dual
TfL works 24 hours a day, 365 days a carriageways
year managing the TLRN to make sure
journeys are safe and reliable for all
our customers. We have access to 146 
Chapter 9 – Look and feel
over 5,000 CCTV cameras that help of roadworks
monitor road network conditions for
all road users.
158 
Chapter 10 – Assessment, approval
and monitoring

174 References

180 Contacts
4 Foreword

Foreword
Roadworks are inevitable in a growing
and prospering city like London. Utilities
and highways infrastructure require
maintaining and modernising; new
housing and commercial developments
need connections to services; and
the Mayor is investing record levels to
transform London’s streets to make
them easier and safer to walk and cycle.

Poorly planned and designed roadworks

can be a barrier to people travelling,
resulting in delays, inconvenient
diversions and, in some cases, unsafe
conditions. People cycling are too
often asked to dismount or join narrow,
congested traffic lanes, and people
walking may be sent on extensive
diversions, which are often unsuitable
for those using a wheelchair or pushing
Will Norman a buggy.
Walking and Cycling Commissioner
Between 2005 and 2017, 99 people were
killed or seriously injured in the vicinity
of roadworks on the Transport for
London Road Network (TLRN). While
the works may not have been the direct
cause of these tragedies, we know that
unfamiliar road layouts, poorly signed
diversions or a complete lack of cycling
or footway provision heighten road risk.
 Temporary Traffic Management handbook 5

No death or serious injury on London’s These guidelines apply directly to

roads is acceptable or inevitable, the TLRN and TfL will expect anyone
which is why the Mayor’s Vision Zero planning works on these roads to follow
action plan aims to eradicate all deaths this good practice. I also encourage
and serious injuries from our streets by these standards to be applied on
2041. While there is existing regulation roads managed by boroughs and other
and legislation setting standards for authorities across London.
temporary traffic management,
we know more can be done to deliver Well-designed, temporary traffic
safer provision. management plays a key part in making
London’s streets healthier, safer, and
This Temporary Traffic Management more attractive places to spend time,
Handbook provides guidance for traffic and contributes to putting London on
management designers and work the right path to becoming the world’s
promoters on how to make roadworks most walkable city.
safer. It will not only make our roads
safer for vulnerable road users – people
who walk, cycle and ride motorcycles
– but will also help to unlock the Walking Action Plan: Action 4
barriers to active travel faced by people Launch the new Temporary Traffic
who are visually impaired, or who use Management Handbook in December
wheelchairs and other mobility aids. 2018 to ensure that roadworks are
no longer a barrier to people walking
The handbook has been produced by a and accessing London’s streets.
working group of industry specialists
and the TfL roadworks professionals
who have been planning high-quality
temporary traffic management
arrangements and finding solutions to
address the increased road risk caused
by roadworks. I am delighted that it has
been welcomed by the industry.
6 Foreword

Road network conditions

27m 16.8m (62%)

journeys are made across trips are made by
London every day, from local sustainable modes
walks to deliveries, cycle trips (walking, cycling and
and the daily commute (2016) public transport) (2016)

6.6m 80%
walking trips (2016) Sustainable mode
share by 2041

600,000
cycling trips (2016)

Killed and seriously injured in the vicinity of roadworks (2005-2017)

336 99 167 (50%) 41 (41%)

Total Londonwide Total on the Number of Killed and
for all road users TLRN for all killed and seriously injured
road users seriously injured on the TLRN
vulnerable road were vulnerable
users in London road users

28 (8%) 8 (8%) 78% 59 / 41%

Total fatalities Total of people killed Split between
Londonwide for fatalities on and seriously pedestrians and
all road users the TLRN for injured on the TLRN cyclists killed and
all road users were vulnerable seriously injured
road users in 2017 on the TLRN in 2017
 Temporary Traffic Management handbook 7

Roadworks activity

355,000
70,000
roadworks in London – 2017/18

34,000 applications for permits

to undertake roadworks
roadworks on the TLRN – 2017/18 on the TLRN – 2017/18

20,000 7,700
roadworks reports reports on the
on the TLRN from TLRN received
other TfL on-street from members
staff – 2017/18 of public – 2017/18

13,500 130
fixed penalty notices roadworks-related offences
issued for contravening prosecuted through the
roadworks regulations magistrates’ courts on the
on the TLRN since 2010 TLRN since 2010

40,000 19%
roadworks the average work
inspections on promoter’s non-compliance
the TLRN – 2017/18 rate for works in progress on
the TLRN*

* measured as an average over six preceding periods in Q2 2018

8 Chapter 1 – About this guidance
 Temporary Traffic Management handbook 9

Chapter 1 – About
this guidance
10 
1.1 – Introduction

12 
1.2 – The general principle

15 
1.3 – Designer’s responsibilities
10 Chapter 1 – About this guidance

1.1 Introduction • The Traffic Signs Regulations and

General Directions (TSRGD)3
This handbook is provided for all
For works on the TLRN, TfL expects this
those involved with every aspect
guidance to be followed. Designers and
of the planning, implementation
works promoters should check with
and inspection of temporary traffic
other highway authorities elsewhere in
management associated with roadworks
London to see if they approve the use of
and construction activities taking place
this handbook as good practice.
on the Transport for London Road
Network (TLRN). The purpose of this
guidance is to ensure that temporary
traffic management does not create Our aim is to provide those using
inconvenient or unsafe conditions for our streets with a safe, comfortable,
people travelling in London. There is intuitive, and consistent passage
a specific focus on people walking or around roadworks and other
cycling around works sites, in order construction sites.
to ensure those who wish to walk
and cycle are not deterred by poor This means ensuring that temporary
temporary traffic management. traffic management is of the
highest standard. By doing so, it will
Safety is at the forefront of this ensure streets and public spaces
guidance; even where temporary attract people from all walks of life
traffic management is designed and and remain places where people
set up to be safe, if it causes extensive choose to walk, cycle or use public
diversions or significant inconvenience, transport, even where less space
it may drive unsafe decision-making is available than before. Where
by people travelling around the works. it is necessary for road users to
This handbook supplements existing temporarily deviate away from a
legislative requirements and guidance more familiar daily landscape, it is
that industry professionals will be important they clearly understand
familiar with: what is expected of them.

• The Safety at Street Works and Our vision is for organisations

Roadworks: A Code of Practice working on the road network to
(the Safety Code)1 accomplish a zero-risk standard for
roadworks operations by 2025.
• Chapter 8 of the Traffic Signs Manual
(Chapter 8)2
 Temporary Traffic Management handbook 11

Roadworks should not deter people from walking or cycling

1 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/321056/safety-at-streetworks.pdf
2 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/203669/traffic-signs-manual-chapter-08-part-01.pdf
3 http://www.legislation.gov.uk/uksi/2016/362/pdfs/uksi_20160362_en.pdf
12 Chapter 1 – About this guidance

1.2 The general principle • Safe - minimising collision risk with a

sensible balance between practicality
and risk mitigation, and feeling
Anyone involved with roadworks must
comfortable to use at all times of day
always ask themselves these two
fundamental questions:
• Inclusive - allowing comfortable
passage for people of all abilities
and prioritising those for whom a
‘Will someone using the road barrier or diversion could compel
or footway from any direction them to take uncomfortable, risky
understand exactly what is happening or significantly more physically
and what is expected of them?’ demanding alternatives
‘Have I made the site safe to work • Practical - providing realistic ways of
in and for the general public?’ enabling movement that minimise
disruption for people
When works are necessary on the road
• Legible - being easily understood and
network, we expect the commitment
unambiguous for all users
to Healthy Streets to be maintained.
Walking and cycling should still
Designers and contractors should seek
be positive, attractive choices for
to re-provide facilities such as walkways
people. It is our policy to prioritise
or dedicated cycling facilities during
walking, cycling and public transport.
roadworks to maintain routes with
This handbook will help ensure this
minimal disruption. They should also
approach is incorporated into the traffic
ensure those routes offer maximum
management design process, and provide
comfort and comply with the Safety
a level of service that is as close as
Code and Chapter 8.
reasonably practicable to the permanent
arrangement. This forms part of our
It is essential that each proposal to
commitment to Healthy Streets and
undertake roadworks is given a specific
our encouragement of active travel
assessment of risk by taking into account
under all conditions.
the existing road layout, and dedicated
road user facilities and demand. Simply
To help meet Healthy Streets objectives,
implementing a design that complies
TfL expects traffic management on the
with the Safety Code is not always
TLRN to be:
acceptable if the prevailing road network
conditions are inappropriate for the
selected solution.
 Temporary Traffic Management handbook 13

For example, implementing a footway a works site by riding through cones, or

closure and a lengthy pedestrian deviating from a segregated cycle lane
diversion where there is a high footfall onto a busy footway.
would not be desirable. This may
result in pedestrians choosing to walk The impact of works should primarily
unrestricted in a live carriageway be mitigated through minimising the
to navigate around the works, rather area of works while maintaining safety
than follow an inconvenient and time- zones, and then seeking to provide the
consuming diversion to cross the road. most convenient routes past or
through the works areas. If a direct
Works promoters must be mindful route cannot reasonably be maintained
they do not encourage unsafe road user then robust measures should be put in
behaviour such as pedestrians stepping place to segregate and guide road users
into the carriageway, or cyclists accessing as appropriate.

Routes past works sites must be suitable for all road users
14 Chapter 1 – About this guidance

Designers should be mindful that people Signing should deliver information about
may attempt to walk or cycle along the temporary conditions and should
routes with which they are familiar, not solely be relied upon to direct
even if their intended passage is made behaviour. Consideration should be given
more difficult. This often applies when to road users who are unable to read
footways and crossing facilities are signs or comprehend English.
closed, but there remains a high demand
from pedestrians; or when requiring In addition to this handbook,
cyclists to dismount when they could stakeholders should also consider the
continue in the carriageway. following legislation:

4 https://www.legislation.gov.uk/ukpga/1974/37
5 http://www.hse.gov.uk/construction/cdm/2015/index.htm
6 http://www.legislation.gov.uk/uksi/1999/3242/contents/made
7 http://www.legislation.gov.uk/ukpga/1991/22/contents
 Temporary Traffic Management handbook 15

1.3 Designer’s
responsibilities
The recently released Chapter 8 (Part 3
U2.6) clarifies the roles, responsibilities
and resulting risk-sharing of designers
and authorities in planning works. It
is for the designer to assess the site
and produce designs to meet the
requirements of Chapter 8 and the Safety
Code, this guide and other nationally
recognised industry publications.

TfL, under the New Roads and Street

Works Act,7 has a duty to co-ordinate
and manage the impact of works on
the TLRN and may request conditions
relating to the works without taking
on a designer’s role before a permit
is granted.

Each roadworks site will have variable

characteristics to take into account,
• The Health and Safety at Work Act such as the geometry of the road
1974, which ensures the safety of network, hazards, and street furniture.
the public and employees at It is essential that works promoters
roadworks sites4 meticulously examine the nature of
each site and do not just apply standard
• Construction (Design and layouts that are not fit for purpose. Each
Management) Regulations 2015, option should be carefully considered
which places legal duties on clients, and risk assessed.
principal designers and contractors to
plan, co-ordinate and manage health Safe working methodologies and the
and safety throughout all stages of a design of the traffic management
project5 should, wherever possible, meet the
needs of all road users, particularly
• Management of Health and Safety the most vulnerable. If it is determined
at Work Regulations 1999, which this is not viable, please contact
establishes the need for work to the relevant TfL Assessor to look at
be managed in a way that prevents alternative solutions.
accidents and ill health6
16 Chapter 2 – Pedestrians at roadworks
 Temporary Traffic Management handbook 17

Chapter 2 – Pedestrians
at roadworks
18 
2.1 – Walking in London

18 
2.2 – Design principles

20 
2.3 – Inclusive access

24 
2.4 – Footway ramps and boards

28 
2.5 – Safe routing

30 
2.6 – Footway closures

32 
2.7 – Personal safety and security

34 
2.8 – Pedestrian barrier selection

36 
2.9 – Temporary pedestrian
signing and information

38 
2.10 – Working adjacent to or
at permanent crossings

38 
2.11 – Portable crossing facilities
18 Chapter 2 – Pedestrians at roadworks

2.1 Walking in London 2.2 Design principles

A new Walking action plan8 will TfL applies seven key principles when
encourage more Londoners to designing for pedestrians, which jointly
explore the city by foot. The plan, promote improved road safety and
launched by London’s Walking and support a more attractive and better
Cycling Commissioner in July 2018, sets quality walking experience. These
out how London will become a city principles can be equally applied to
where walking, for those that can, is the temporary situations, and traffic
most obvious, enjoyable and attractive management designers should give
means of travel for all short trips. This each principle due consideration when
forms parts of the Mayor’s Transport formulating a pedestrian strategy at
Strategy, which applies a Heathy Streets works sites.
Approach to the whole of London for
the first time.

Research shows many people are put

off walking due to concerns about road
danger. The purpose of this guidance
is to ensure that roadworks are not
considered as one of the deterrents to
walking. Roadworks, and the temporary
access arrangements around them,
must therefore be carefully managed
and designed to ensure alternative
routes are clear, safe, and convenient.

London has higher flows of pedestrians

than would typically be found in many
UK urban centres. Many pedestrians are
visitors and tourists from overseas who
are unfamiliar with UK highways, traffic
behaviour and signing. Works promoters
need to be mindful of the risks this can
generate and develop a safe system of
work through a robust risk assessment.

8 http://content.tfl.gov.uk/mts-walking-action-plan.pdf
 Temporary Traffic Management handbook 19

Seven key principles when designing for pedestrians

Principle Indicator How it applies to traffic management

Ensuring routes are clearly communicated by

Walking environments should
design or signing; appropriate for wheelchair
Safety be safe to use and feel safe to
users and people who are visually impaired;
spend time in
safe from works and traffic hazards

Walking environments should Ensuring routes have good surfaces; are well-lit
Comfort allow unhindered movement for and ‘open’ to avoid ambush points and a fear of
all pedestrians and meet demand personal security

Ensuring barriers meet chapter 8 requirements:

Walking environments
correctly erected; free from trip hazards;
should support all types
ramps should be stable and with shallow
Inclusivity of pedestrians to improve
gradients; where crossings are closed alternative
accessibility by creating
controlled crossings are supplied to enable
inclusive streets and places
pedestrians to cross safely with adequate time
Walking environments should
Diversion routes should be convenient and
not be obstructive, allowing easy
as close to desire lines as possible. Designers
Directness and convenient routes to create
should design to expected behaviours, not
accessible and connected places
intended behaviours
for all pedestrians
Pedestrians using the road should be able to
understand exactly what is happening and
Walking environments should be
what is expected of them. Signs should be
legible for all pedestrians to know
Legibility carefully selected to avoid clutter but benefit
intuitively what places are for and
the road user. Navigation should be initiated
who has priority at any given time
by the design layout as far as possible and
supplemented by signs where needed
Segregation of traffic from pedestrian routes,
reducing vehicle speeds, keeping the site and its
surrounds clean and tidy. Plant and materials
Walking environments should
should be stored safely and in an organised
Attractiveness be inviting for pedestrians to go
fashion. Barriers, signs and cones should be well
through or spend time in
maintained and kept orderly. Barriers should be
continuous and consistent and all equipment
washed and repaired or replaced if damaged
Walking environments should
support key walking routes to
Ensuring routes and signing cater for expected
meet pedestrian desire lines.
pedestrian traffic including commuters,
Connectivity Street quality should be consistent
tourists and surges in demand from nearby
to ensure attractiveness is not
special events
in isolated areas to support the
permeability of places
20 Chapter 2 – Pedestrians at roadworks

2.3 Inclusive access It is also important to ensure that signs

are not obscured by the volume of
pedestrians using the highway, and that
The Safety Code states: traffic management proposals clearly
‘You must take into account the demonstrate how this will be achieved.
needs of children, older people and
disabled people, having particular In practice, this means that an inclusive
regard for visually impaired people’ design approach must be used for
temporary arrangements and that
and you must provide: reasonable adjustments must be made
‘a safe route suitable for to help disabled pedestrians travel easily.
people using wheelchairs, mobility
scooters, prams or pushchairs’ Every pedestrian should be able to use
the street independently and with
confidence at any time of day. Reference
Temporary situations without proper is made again to the two fundamental
planning and robust risk assessments statements from the Safety Code that
can result in reduced comfort to the must always be kept in mind:
public and place people at risk. Disabled
pedestrians and blind or partially sighted
people are particularly vulnerable.
‘Will someone using the road
or footway from any direction
Unlike drivers of motorised vehicles who
understand exactly what is happening
are trained and tested to use a vehicle on
and what is expected of them?’
the highway, in many cases pedestrians
will not have the same knowledge of
‘Have I made the site safe to work in
traffic signs. They are also permitted
and for the general public?’
to use all areas of a highway. Their
unawareness must be considered to
Chapter 8 (Part 3 U1.4.2) also states:
ensure design proposals are as naturally
‘Underlying the design of temporary
intuitive as possible.
traffic management arrangements
should be the aim to achieve
In circumstances where pedestrian
a level of safety and road user
flows are high or space is constrained,
comprehension no worse than the
sign placement needs very careful
rate for non-works conditions…’
consideration to avoid creating
footway pinch-points or obstacles.
 Temporary Traffic Management handbook 21

Site-specific risk assessments must also consider the needs of visually impaired and disabled people

High pedestrian flows need careful consideration when planning signing strategies
22 Chapter 2 – Pedestrians at roadworks

Pedestrian comfort should be

maintained in relation to predicted flows.
TfL’s Pedestrian Comfort Guidance9
highlights the need to devise suitable
space and recommends a two-metre-
wide footway to allow two wheelchairs
to pass each other if space permits.
The Pedestrian Comfort Guidance ideal
minimum width in low-use areas is 1.5
metres. However, this will depend on the
length of the works. With longer work
areas, provision for a waiting space may
be required.

To assist designers in allocating space

for walking, the Pedestrian Comfort
Guidance defines a scale ranging from
A-E (comfortable to uncomfortable)
for footway comfort levels. Where it is
achievable the benchmark for comfort
is ideally class B+, but no less than B-.

As the Safety Code clarifies, traffic

management must take into account
the needs of children, older people and
people with disabilities, particularly
those with sight impairments. It
must provide a safe route that is also
suitable for people with small children,
pushchairs, wheelchairs and mobility
scooters. These issues must also be
considered in the context of the Equality
Act 2010,10 which places a legal obligation
on public bodies to have due regard
to the need to advance equality of
opportunity between persons who share
a relevant protected characteristic and
persons who do not share it.

9 http://content.tfl.gov.uk/pedestrian-comfort-guidance-technical-guide.pdf
10 https://www.gov.uk/guidance/equality-act-2010-guidance
 Temporary Traffic Management handbook 23

Pedestrian comfort levels (PCL) for different localities

Scale

Office and Tourist Transport

High street Residential
retail attraction interchange

Ave of Ave of Ave of Ave of Ave of

Peak Peak Peak Peak Peak
max max max max max

A
Comfortable Comfortable Comfortable Comfortable Comfortable
B+
B Acceptable Acceptable
Acceptable
B- At risk At risk
Acceptable Acceptable
C+ At risk
Unacceptable / Unacceptable /
C- Uncomfortable At risk Uncomfortable At risk
D
Unacceptable /
E Uncomfortable

The ‘at risk’

The ‘at risk’
The ‘at risk’ level is set at a
level is set at
level is set at a lower PCL than
Peak and Average Peak and Average a lower PCL
lower PCL during peak flows in
of maximum of maximum during the
the Average Residential Areas
activity levels activity levels Average of
of maximum to reflect the
have similar have similar maximum
activity than short time this
guidance as guidance as activity than
peak flows. is likely to occur.
people visiting people visiting peak flows.
This is because A site visit to
retail areas tourist areas This because
of the greater Residential sites
stated they are likely to of the greater
number of single is particularly
were particularly be particularly number of single
travellers and the important to
sensitive to sensitive to travellers and the
short duration check if there is
crowding crowding short duration
of maximum school activity
of maximum
activity or a bus stand in
activity
the area
24 Chapter 2 – Pedestrians at roadworks

2.4 Footway ramps Under the Equality Act 2010, works

promoters are required to provide
and boards auxiliary aids or services to enable
disabled people to continue to use
The Safety Code gives advice on footway a service or route, and to overcome
ramps and boards, however, in February physical features. It is not only
2018 the Highway Authority and Utilities people who are disabled who can find
Committee produced Advice Note temporary situations more difficult
(No. 2018/01), Specification and to navigate - children, older people or
Operational Requirements for Footway those with injuries or luggage will
Boards, Driveway Boards, Footway also benefit.
Ramps and Road Plates.11
When installing footway ramps to make
This is a standard that facilitates kerbs accessible, special attention
wheelchairs and mobility scooters to should be paid to ensuring the gradient
transition over a kerb from footway to is not too steep for wheelchair users
carriageway in temporary situations. to safely use. The gradient will be
The advice note gives supplementary greatly influenced by the kerb height
guidance to the Safety Code, although and it cannot be assumed that standard
it is acknowledged there are some off-the-shelf products will meet the
variations when compared to the advice specification in all circumstances.
contained within the Safety Code. Standard kerb heights range from 100mm
For clarity, TfL recognises and to 140mm and specialised bus stop kerbs
accepts the Highway Authority and can be 220mm high.
Utilities Committee advice note
(2018/01). Contractors are expected to The Department for Transport’s (DfT)
demonstrate they are operating to advice note on Inclusive Mobility12
this latest advice and the changes in advises that ramps should ideally be
standards to support site-based risk 1:20 with a maximum length of 10
assessments by being less prescriptive to metres. Steeper ramps with a 1:12
enable better design. They should not be gradient are acceptable at lengths less
seen as a lowering of standards. than two metres, and at 1:10 if no longer
than 600mm.

11 http://hauc-uk.org.uk/publication/69/
12 https://www.gov.uk/government/publications/inclusive-mobility
 Temporary Traffic Management handbook 25

Temporary tarmac footway

26 Chapter 2 – Pedestrians at roadworks

Temporary plastic footway ramp

 Temporary Traffic Management handbook 27

Designers will need to assess the height Typical footway ramp

of the obstacle and therefore length
of ramp to ascend/descend and the
3
resulting carriageway intrusion/impact
with turning space when required. Where
a ramp protrudes into a live traffic lane,
it is paramount the hazard to cyclists and
motorists is clearly signed and guarded.

Duration of works and site attendance

will also be fundamental to the design
solution. For off-peak working and fully
attended sites, a steeper ramp may be
tolerable. However, for unattended Kerb ramps help maintain
works sites of extended duration, accessibility for people who are
disabled, or pushchair users
designers should ensure ramps are
feasibly shallow.
28 Chapter 2 – Pedestrians at roadworks

2.5 Safe routing It is a requirement of the Safety Code

that someone on a footway approaching
from any direction will understand
The Safety Code has a hierarchy for
exactly what is happening and what is
providing safe routes for pedestrians
expected of them. A pedestrian route
when works obstruct a footway, either
should be intuitive through design and
in part or wholly, and makes it clear that
layout and not be confusing. Signing,
a temporary walkway should only be
which could include non-traffic signs,
provided in the carriageway if it is not
may assist with destination routing and
possible to provide a safe pedestrian
reduce confusion.
access on the footway.
A robust traffic management design
However, when this process is applied
should cater for expected public
to footways with high or very high
behaviour and not expect road users
pedestrian flows, which is typical of
to behave as desired in a theoretical
many central urban areas, designers
circumstance. Therefore it will
will need to risk assess the impact of a
frequently be the case in these situations
total closure (or substantially restrictive
that the safest solution to manage
partial closure) and the suitability of
pedestrians is to provide a walkway of
rerouting the pedestrian demand.
sufficient width in the carriageway. This
will often retain pedestrians closest to
If crossings become overly congested,
their original desire line.
or the detour is significantly different
to the pedestrian desire line, it is
At temporary works, where there is a
probable that a number of pedestrians
risk of pedestrians not understanding
may opt to ignore the signed instructions
or disregarding signing to cross the
and walk outside barriers into the live
road at the designated crossing points,
carriageway adjacent to the closed
pedestrian barriers should be considered
footway. Mitigation will be required,
to prevent crossing at less safe locations.
by advanced planning (checking
schedules of music/sporting events),
Some locations are subject to crowding,
modifying the traffic management
such as outside stadiums, concert
at peak flows or supplying marshals.
venues and major transport hubs.
The type of barrier used in these
situations should be suitable for
crowd management and safe for
emergency evacuations of adjacent
premises and facilities.
 Temporary Traffic Management handbook 29

Supplementary non-traffic destination signs

Poor sign usage and clutter

30 Chapter 2 – Pedestrians at roadworks

2.6 Footway closures If a footway closure is necessary

despite the likelihood of causing
significant impact, marshals should be
In the majority of cases, a legal notice
available in key locations to guide and
under the Highways Act is not required
assist pedestrians. Significant impact
to formally close a footway if an
could be determined by a number of
adjacent pedestrian route is maintained,
factors, including:
or an alternative pedestrian route
is provided for the same section of
• High pedestrian flows
highway. However, a legal notice will be
required for that section of footway if:
• Lengthy diversions likely to cause
hardship to pedestrians with
• A pedestrian route cannot
restricted mobility
be maintained
• More complex diversions likely
• A subway is to be closed
to cause confusion to visually
impaired people
• A footbridge is to be closed
Further mitigation measures should
This Highways Act notice is separate
be considered to lessen the impact of
to any permit approvals that may be
footway closures. Temporary pedestrian
required for the works. In all situations,
crossing systems such as portable traffic
an alternative diversion route needs to
signals can avoid lengthy diversions
be identified. The route must be as close
and provide a significant local benefit,
to the original desire line as possible,
particularly in areas frequented by
accessible and considered reasonable for
shoppers, commuters, tourists
pedestrians with mobility impairments. By
and schoolchildren.
reasonable, it means the route has been
successfully scrutinised with due regard
When pedestrians are diverted in
to the footway surface condition and
close proximity to cycle tracks and
that it is free from slip and trip hazards.
lanes, extra steps may need to be
taken to avoid conflict between
Where the route is over a verge then it
cyclists and pedestrians. Examples
should be surfaced with a temporary
include longitudinal barriers which can
covering or compacted granular material
prevent pedestrians walking in to the
so that it is suitable for all pedestrians
carriageway, signs warning pedestrians
with special consideration for wheelchair
to look in the correct direction, and
users, visually impaired people and those
monitoring pedestrian activity once the
with restricted mobility. Access to all
site has been installed to see if expected
affected properties must be maintained
behaviour matches actual behaviour.
and assistance provided, where necessary,
for pedestrians who may require it.
 Temporary Traffic Management handbook 31

Closed footway with temporary walkway in carriageway

Marshals can help maintain a safe system of work and assist pedestrians
32 Chapter 2 – Pedestrians at roadworks

2.7 Personal safety Regular site inspections for general

traffic management maintenance should
and security also include inspecting areas where
suspect packages could be concealed.
Section 17 of the Crime and Disorder All contractors and members of the
Act 199813 places an obligation on local public are reminded to remain alert
authorities and the Mayor to do all to the danger of terrorism and report
they reasonably can to prevent crime, any suspicious activity to the police
disorder and behaviour affecting the immediately on 999 or the anti-terrorist
local environment. hotline: 0800 789 321.

Pedestrian provision should feel safe and Standard maintenance of works

avoid creating environments that could sites should also include regular
lead to crime or antisocial behaviour. inspections to ensure tidiness, with any
TfL has a duty to give due regard to accumulating litter properly disposed
crime and disorder and be satisfied of within the confines. Public-facing
that traffic management proposals boundaries of the site barriers in situ for
have been assessed for security and prolonged periods can often trap litter,
personal safety, as well as the basic which is both unsightly and potentially
amenity required by the Safety Code. an obstacle to pedestrians.
Consequently, designers should consider
potential ambush points caused by
hoarding, fencing, hidden corners or
where a diversion route is implemented
away from the public highway.

When rerouting pedestrians with high

barriers or hoarding, street lighting
needs to be sufficient to illuminate
the footway surface to prevent slips
and trips and, critically, to avoid casting
shadows and dark ambush points
which may facilitate crime. Barriers
and hoarding should be chamfered,
splayed and/or angled where necessary
to prevent hiding places, which may
encourage antisocial conduct.

13 https://www.legislation.gov.uk/ukpga/1998/37/contents
 Temporary Traffic Management handbook 33

Good example of site hoarding

Poor hoarding creating dark and foreboding footway

34 Chapter 2 – Pedestrians at roadworks

2.8 Pedestrian barrier Alternatively, more suitably robust

and heavy duty barriers should be
selection provided to ensure stability under
extraordinary conditions.
All pedestrian barrier systems should
comply with the following standards: In exceptional or special circumstances a
viable pedestrian route may be necessary
• BS 8442:2015 on a dual carriageway or high-speed road.
Miscellaneous road traffic signs In these circumstances, consideration
and devices should be given to providing protection
with a tested and approved vehicle
• BSEN12899-1:2007 restraint system. For all times of the day
Fixed, vertical road traffic signs the design of the walkway must consider
disabled pedestrians, particularly those
• The Safety Code with visual impairments.

• Chapter 8 It is not acceptable to use tape such

as barrier or hazard warning tape, at
• TSRGD the perimeter of a works site, or a rope/
chain in place of an approved barrier
Deviations from the above standards system as it does not comply with the
should only be in exceptional national standard.
circumstances following a site-specific
risk assessment that identifies there is a Low-trip hazard barrier feet are
safer and appropriate alternative. Works recommended to better facilitate
promoters, designers and contractors pedestrians with disabilities as they
must be aware that metal crowd control remove trip hazards and give greater
barriers or similar products are unlikely visual awareness of potential trip
to be suitable as they do not comply hazards and add more space for comfort.
with the national standards above.
A designer must consider the site from
Works promoters should be mindful a child’s perspective. Children do not
of the differences between traffic and perceive danger in the same way as
pedestrian barriers as the products adults and they can often see works sites
often appear very similar. as fun places to enter out of curiosity.
Where children can be reasonably
Where footways are subject to high expected to use the footway, it is
pedestrian flows/crowding, or where unlikely that modular post- and plank-
high winds could be prevalent, style barriers, as shown in the image on
barrier systems should be reinforced the right, will offer a sufficient barrier to
with ballast in accordance with children who could easily climb through
manufacturers’ guidelines. the large gaps.
 Temporary Traffic Management handbook 35

This is especially important for works Traffic and pedestrian barriers

near schools, parks, residential estates
and similar environments where children 4
may be unsupervised by adults.

Unless a site-specific risk assessment

shows otherwise, typical mesh site
fencing, which is not compliant with the
standards, should not ordinarily be used
to secure site boundaries on the footway
in place of pedestrian barrier systems
compliant with Chapter 8 and the Safety
Code. There are proprietary barriers Pedestrian barrier has a tapping rail
systems on the market that afford the at its base for visually impaired
people to follow with a walking cane
security of these fencing systems and
that also comply with the requirements
defined above. 5

Traffic barrier without a tapping

rail can be deployed in areas away
from pedestrian routes

Pedestrian barrier with low-profile

feet can reduce obstructive widths
Barrier systems with large gaps can easily and tripping hazards
be breached by children
36 Chapter 2 – Pedestrians at roadworks

Example of supplementary 2.9 Temporary pedestrian

information signs for pedestrians signing and information
Temporary pedestrian traffic signs that
Pedestrian crossings are not already prescribed should be
Stepped footbridge 50 yds white on red in accordance with the
Signalised crossing 100 yds specifications detailed in Schedule 13 Part
9 of the TSRGD.

Where pedestrians are required to be

redirected and diverted around the
works area, the alternative route should
be sensibly apparent to all pedestrians,
especially those who are visually
impaired – this means providing a
continuous tapping rail. Therefore,
signs alone must not be relied upon.

However, if a pedestrian route is visually

less obvious, temporary pedestrian
traffic signs can help provide an
improved understanding of where to go.
These traffic signs can be complemented
by others such as Legible London
wayfinding and map-based signs, which
help pedestrians orientate themselves
to their intended route or destination.
Throughout, pedestrian behaviour
should be regularly monitored by those
undertaking the works, with assistance
offered to people who need it.

If the shortest and most direct route

is not always accessible to visually
impaired pedestrians, an alternative
route should also be provided. The
constraints of the shorter route
should be made clear to pedestrians:
for example, if it is not suitable for
wheelchair users.
 Temporary Traffic Management handbook 37

Bad practice: confusing and non-compliant signs, with non-standard wording and sign clutter

Good practice: pedestrian sign communicating access to businesses is maintained

38 Chapter 2 – Pedestrians at roadworks

2.10 Working adjacent to Partially obscured crossing

or at permanent crossings
Where works encroach onto a crossing
area or restrict a crossing point on the
footway, but the crossing has space to
remain open, barriers must be used to
guide pedestrians and prevent the overall
route length from being increased to
more than the permanent arrangement.
This will ensure traffic signal timings
remain unaffected. If the overall crossing
distance at a signalised crossing changes,
Unobstru
TfL must be informed in order to alter crossing
signal timings to ensure they are safe.

2.11 Portable crossing

facilities
To minimise congestion and pollution from
traffic, the setting for pedestrian crossing
phases should be carefully considered
and subsequently monitored. Manual
control by operatives may be required
for an ‘all red’ phase for vehicles when
there are high numbers of pedestrians at End

peak times or on event days if the site is

near an entertainment or sporting venue.

Where permanent signalised crossing

facilities are required to be switched out
to facilitate works, the designer should A
provide a safe temporary crossing for
U
pedestrians. TfL expects temporary
crossing facilities to meet pedestrian T
desire lines. If this is not practical, S
a risk assessment needs to identify Pe
alternative provision.
 Temporary Traffic Management handbook 39

Key

Area of works
Segregated carriageway
Unobstructed crossing
Traffic cones
Signal head
Pedestrian barrier

ucted
point

Coned area Coned taper

Area of works
Unobstructed crossing
Traffic cones
Signal head
edestrian Barrier
40 Chapter 3 – Cyclists at roadworks
 Temporary Traffic Management handbook 41

Chapter 3 – Cyclists at
roadworks
42 
3.1 – Designing for cyclists 74 
3.10 – Cycle track ramps and boards
at roadworks

77 
3.11 – Temporary traffic signals
43 
3.2 – General principles

78 
3.12 – Works on the carriageway
46 
3.3 – Maintaining access for cycling without cycle lanes

54 
3.4 – Temporary signing for cyclists 80 
3.13 – Works on the carriageway
with cycle lanes

58 
3.5 – Shared-use footways
80 
3.14 – Cycle lane closure

62 
3.6 – Road closures and the
impact on cycling 82 
3.15 – Works on cycle tracks

68 
3.7 – Lane widths and temporary
speed limit reduction

73 
3.8 – Barriers and cyclists

73 
3.9 – Surface quality
42 Chapter 3 – Cyclists at roadworks

3.1 Designing for cyclists In addition to national standards,

this chapter should also be read
at roadworks in conjunction with the following
documents to provide a framework
London’s road network landscape is for considering temporary traffic
changing, with the introduction of management for cyclists during street
more dedicated facilities to serve the works and roadworks.
increased number of cyclists. This has
resulted in different types of cycles • Traffic Advisory Leaflet 15/99 Cyclists
using the network, including those at Roadworks14
used as mobility aids and those for
transporting goods or people. Current • The London Cycle Design Standards15
national guidance does not sufficiently
cover recent developments in road user The London Cycle Design
provisions such as segregated cycle Standards provides useful
lanes. This chapter expands on the information such as defining flow
currently published national guidance categories for cyclists.
by setting out other considerations
that should also be given to the needs
of cyclists. Peak hour flow categories for cyclists

The Safety Code highlights the

requirement for traffic management Peak hour One-way Two-way
flow category lane/track track
to take into account the needs of
disabled and older people in the
Very low <100 <100
planning and execution of works.
Not all cyclists can easily dismount,
Low 100-200 100-300
particularly when the cycle is used as
a mobility aid. Some types of cycle are
wider and longer than others (such as Medium 200-800 300-1,000
cargo/child-carrying cycles and tricycles),
and some users are particularly sensitive High 800-1,200 1,000-1,500
to poor surface conditions.
Very high 1,200+ 1,500+

14 http://www.ukroads.org/webfiles/tal 15-99 cyclists at roadworks.pdf

15 https://tfl.gov.uk/corporate/publications-and-reports/streets-toolkit#on-this-page-2
 Temporary Traffic Management handbook 43

3.2 General principles Where shared cycle facilities are

temporarily closed, re-providing a
similar standard facility may be
The Safety Code states ‘You should
challenging, but temporary facilities
consider whether access on the
should be designed to work for all road
carriageway can be preserved for
users. Alternative cyclist provisions may
cyclists, even if it needs to be closed to
be re-established by sharing general
motor vehicles’.
traffic lanes as part of temporary
traffic management, but only where
Traffic management designs should
suitable lane widths exist, and only
retain or re-provide cycle facilities unless
where speeds are appropriate for the
there are insurmountable barriers to
purposes of sharing.
doing so. This includes:
Footways may only reasonably be
• Looking to preserve cycle access,
shared between pedestrians and
even when the carriageway is closed
cyclists if sufficient width is available
to motor vehicles
and if traffic management has been
designed to encourage courteous and
• Preserving or introducing
responsible behaviour towards more
exemptions, contraflows and cycle
vulnerable pedestrians.
gaps to maintain cycle accessibility
during works
Road closures impacting cyclists
need careful consideration. Diverting
• Creating temporary dedicated cycle
cyclists onto other roads should only
facilities where necessary
be necessary where it is not
reasonably practicable to preserve
For designated cycle routes or streets
cycle access. Diversions, if required,
with high cycle flows, a level of service
must not be unnecessarily long and
reasonably equivalent to the permanent
should avoid mixing cyclists with heavy
arrangement should be maintained.
goods vehicles.
Where all or part of the highway is
closed on such streets, alternative
suitable quality provision should be
found for cyclists.
44 Chapter 3 – Cyclists at roadworks

7
Rerouting segregated cycle lane to maintain a dedicated cycle facility

Key

Temporarily rerouted cycle lane

Works area
Traffic cones Hoarding line

Traffic cones
SLOW
SLOW
Temporary Traffic Management handbook 45
46 Chapter 3 – Cyclists at roadworks

3.3 Maintaining access Where it may be necessary to close

the road for motor vehicles, wherever
for cycling possible diversions should be avoided
and access maintained for cyclists in
Construction activities and temporary both directions throughout the period
works impact all road users, but it is vital of roadworks. Cyclists are unlikely to
the needs of cyclists should be given accept lengthy detours or long delays.
appropriate consideration, particularly In such conditions, some cyclists may
when considering lane widths and attempt to access a road lane used by
diversion routes. traffic travelling in the opposite direction
or mount footways.

Asking cyclists to dismount should be avoided if access can be maintained

 Temporary Traffic Management handbook 47

Maintaining cycle provisions through a road closed to motor vehicles

ROAD
AHEAD
CLOSED
EXCEPT ENDS
CYCLES

ROAD
CLOSED
EXCEPT
CYCLES

ROAD
AHEAD
CLOSED
EXCEPT
CYCLES

ROAD
CLOSED
EXCEPT
CYCLES

ks
ained for cycles

d diversion route Except

cycles
d diversion route

ROAD
CLOSED
EXCEPT
CYCLES

Except
cycles

ROAD
AHEAD
CLOSED
EXCEPT ENDS
CYCLES

Key

Area of works
Cycle route
Car route
48 Chapter 3 – Cyclists at roadworks

Options for maintaining Alternatively, closures can be avoided

cycling provision by providing a temporary segregated
contraflow cycle lane, shared path or
route away from the carriageway. This
kind of provision will be particularly
desirable to avoid sending cycles
Cyclists onto a diversion that includes dual
carriageways. Please see page 62 (3.6
give way to Road closures and the impact on cycling)
pedestrians for further guidance.

Cyclists are generally more at risk

through roadworks because of risks
associated with obscured sight lines,
merging with mainstream traffic,
ROAD and pinch-points. In such scenarios,
limiting the length of the site should be
CLOSED considered. For example, if a scheme is
to be constructed over a length of 100
EXCEPT CYCLES metres and a dedicated cycle facility
or traffic lanes wider than 4 metres
cannot be provided, then the traffic
management should be restricted to
shorter sections to reduce the exposure
of cyclists travelling through more
vulnerable road conditions over a greater
distance. Where there is significant cycle
demand and the length of the works
site cannot be adapted, alternative
measures should be considered, such as
provision of an off-road cycling facility,
or a general vehicular traffic diversion
while retaining dedicated cycle facilities
through the works site.
 Temporary Traffic Management handbook 49

Possible cycle routing options to avoid dual carriageway diversions

Option 1

Option 2

PARK
Option 3

Cycle diversion to avoid

dual carriageway

Optional routes for cycles

Main diversion route
Main diversion Dual carriageway Area of works

Barrier

Possible cycle routing options to avoid dual carriageway diversions

Option 1: Via segregated lane/ except cycles road closure

Option 2: Via route away from carriageway
Key
Option 3: Via local road diversion

Optional routes for cycles

Main diversion route
Area of works
Barrier

Option 1:
Via segregated lane / except
cycles road closure
Option 2
Via route away from carriageway
Option 3
Via local road diversion
50 Chapter 3 – Cyclists at roadworks

Where site conditions allow, the cone Minimising the width of a full lane closure to
line or outer edge of a full lane closure
can often be narrowed/pulled back from
the carriageway lane markings to create
the preferred width to accommodate
cycling. This approach is especially
important for sites immediately on the
approach to signalised junctions, where
cyclists often filter through queuing
vehicles in order to reach the stop/give
way line.

End
 Temporary Traffic Management handbook 51

o allow spaceArea of works

for cyclists

Key
Traffic cones
Area of works
Segregated carriageway
Traffic cones

3.5m
0.5m

End
52 Chapter 3 – Cyclists at roadworks

There are a number of potential hazards

or impacts that must be considered
when designing ‘cycle friendly’
temporary traffic management on the
carriageway, including:

Impact

Can cycles enter the

Can a cycle contraflow
How will the traffic works site through
be maintained where
be managed where widely spaced cones or
a directional closure
a cycle lane is removed other permeable traffic
without cyclist
or rerouted? management segregation
exemption is proposed?
measures?

Is the traffic management

Has consideration been
for a full road closure
given to cycle-specific Will a cycling dismount
without cyclist
diversion routes separate area be safe and clear of
exemption robust enough
to the motor vehicle flowing traffic?
to prevent cyclists
diversion routes?
breaching the blockade?

How will cyclists who

are less able to walk
manage on foot if
required to dismount?
 Temporary Traffic Management handbook 53

Signing and guarding

What measures
Is it necessary to have been considered Are existing and
use ‘cyclists dismount’ to avoid conflicts between temporary cycle
signs if an alternative cyclists and pedestrians lanes free from
route is available, (including short, temporary obstructions, including
eg in the carriageway? route alterations or roadworks signing?
sharing space)?

Geometry
Where there is a
single lane, will a
Will the traffic
Have pinch-points been challenging steep
management
identified that may incline of the road cause
proposals obstruct
‘squeeze’ cyclists? cyclists to unreasonably
cyclist sight lines?
compromise vehicle
movement?

Surface condition

Has the condition of

the road surface been Are all proposed
assessed to address any temporary measures safe
imperfections such as for cyclists, including
raised ironwork, potholes raised cable protectors,
and surface debris that hoses or road plates?
might cause skidding?
54 Chapter 3 – Cyclists at roadworks

3.4 Temporary signing Part of a carriageway marked with

for cyclists a formal lane marking and allocated
for use by cyclists. Cycle lanes can
either be advisory (‘dashed’) or
mandatory (‘solid’)
All temporary signs at roadworks must
meet the requirements of the TSRGD.
Further guidance is supplied in the DfT Cycle
Traffic Advisory Leaflet 01/1416 (Temporary lane
white on red signs at roadworks).

Designers must use prescribed signs

where they exist before they design
other temporary signs that are covered
in Schedule 13 Part 9 of the TSRGD
2016. Where designers need to create
temporary signs for cyclists under this A right of way for pedal cycles
provision they must be white text on with or without right of way on foot.
It can either be:
a red background. If the sign contains
a more general message then it will be • P
 art of a public highway adjacent
Cycle to a carriageway, or
black text on a yellow background. track
• A
 separate highway in its own right
As Schedule 13 Part 9 provision of the Pedestrians and cyclists may be
TSRGD allows designers a more flexible separated by physical barriers, by
level, or by markings only
approach to producing signs, there is
scope to use different terminology to
A continuous, linear series of links
describe a cycle facility, ie, cycle lane, and junctions, signed and/or branded
cycle track, cycle route and cycle path. as a coherent facility from A to
These terms do not mean the same B; usually planned and delivered
thing, and are frequently misused. This as a single facility or in identified
Cycle phases. For roadworks that are
inconsistent messaging creates road route local in nature, signing should make
user confusion, especially when passing reference to cycle lanes or tracks as
through multiple works areas. appropriate. Only when a substantial
section of a defined route is diverted
on to an alternative road would
In order to promote consistency in reference be made to a route
terminology when designing signing the
following table should be used to define
Cycle A non-specific term and should
cycle provisions: path not be used on road traffic signs

16 https://www.gov.uk/government/publications/temporary-white-on-red-signs-at-road-works
 Temporary Traffic Management handbook 55

Bad practice: designers must ensure they use the right signs and choose the right colours
to ensure traffic management is compliant and consistent

Good practice: when signs are correct and appropriately used road users are more
likely to comply with the instructions
56 Chapter 3 – Cyclists at roadworks

Temporary routes and other wilfully ignore the signed instruction

facilities for the exclusive use of and potentially compromise pedestrian
cyclists should be clearly signed well safety. They should equally be mindful
in advance of the roadworks. that not all cyclists can easily dismount
and proceed on foot, especially those
Only when all other reasonable using cycles as mobility aids.
possibilities have been exhausted is
it acceptable for a works promoter Forcing people with disabilities to
to utilise ‘Cyclists dismount and use proceed on foot or assisting them to
footway’ signs. In the vast majority of dismount could cause accidental injury
cases, the network can be reconfigured to either party. In these scenarios,
to retain space for cycling and the the provision of marshals on site can
use of this sign is very much a last assist disabled cyclists to find the best
resort option. possible solution to navigate around
the works without having to dismount.
Where the ‘dismount’ signs are It is recommended marshals receive
unavoidable, works promoters should disability equality training to assist in
consider the impact of cyclists who these situations.

Alternative sign mounting reduces trip hazard and sign maintenance

 Temporary Traffic Management handbook 57

Where a cycle lane is closed within the Cycle lane closure signs
carriageway and cycles are directed to
join the traffic by blue and white arrows
and cone tapers, there is no requirement
for additional ‘cycle lane closed’ or
‘cycle lane closed ahead’ signs. However, CYCLE LANE
if the works necessitate the closure
of a cycle lane and motor vehicles are AHEAD
necessarily directed to use the lane,
then the signs would be expected to
CLOSED
notify all road users that motor vehicles
will need to enter the cycle lane. When
signing is required to give instructions
or information to cyclists (eg ‘Cycle lane
closed’), designers must consider the CYCLE LANE
need for advance signing (eg ‘Cycle land
ahead closed’), so that cyclists may alter CLOSED
their road position in good time. This
is especially important on declines and
sections of road with high cycle demand.

Where cyclists are required to merge

back in with motor vehicle traffic
because a cycle lane or cycle track is
closed ahead, it would not be necessary
to sign a cyclist diversion route. It should
be clear to cyclists approaching from
either direction where the facility is
closed, where they can safely join the
carriageway and where the facility is
re-opened. Excessive signing contributes
to clutter and creates potential
obstructions and maintenance issues.

For longer duration works, semi-

permanent sign installation may be
preferable to conventional temporary
A frame signs. These reduce trip hazards
and maintenance and ensure the signs
remain visible and effective at all times.
58 Chapter 3 – Cyclists at roadworks

3.5 Shared-use footways • The length of works

• The nature of the adjacent carriageway

Providing a temporary shared footway
and available space
between cycles and pedestrians is not
generally desirable when determining
On partially separated (ie where the
traffic management solutions for
separation is not continuous along
roadworks. Efforts should be made
the route) and shared routes, cycle
to accommodate cycles safely on the
flow must be considered relative to
track or carriageway. Where it is deemed
pedestrian flow – the categories in the
necessary, an assessment of the cycle
table at the bottom are specified in
and pedestrian flows will need to be
the London Cycle Design Standards.
made to ensure the design is robust and
viable for the anticipated demand. Local
A width of 3 metres is the desirable
Transport Note LTN 1/1217 ‘Shared use
minimum for a shared path with two-
routes for pedestrians and cyclists’ is a
way cycling, but this is dependent on
useful reference guide, as is the London
user flows. On low-usage footways with
Cycling Design Standards,18 which gives
a short works length and duration this
indicative pedestrian and cycle flow
may be reduced to an absolute minimum
ranges for shared facilities.
of 2.2 metres. On shared-use routes
with single-direction cycle routes, the
The characteristics of shared-use
desirable minimum width is 2.5 metres.
footways can vary significantly and
However, with low-usage footways, this
will influence the optimum traffic
may be reduced to an absolute minimum
management design solution. A local
of 1.5 metres if the works are of a short
risk assessment must therefore be
length and duration.
undertaken to understand:
Designers proposing shared-use
• The locality of street furniture
facilities will need to also factor in
the requirement for a Temporary
• Access to properties
Suspension Request to authorise
the shared use and a detailed traffic
• Flows of cycles and pedestrians
management assessment.
when the works are taking place

• Whether the route has any form

of segregation

17 https://www.gov.uk/government/publications/shared-use
18 https://tfl.gov.uk/corporate/publications-and-reports/streets-toolkit#on-this-page-2
 Temporary Traffic Management handbook 59

Flow categories for partially separated and shared routes

Peak hour flow category Pedestrians per hour Cyclists per hour

Very low 0-120 0-60

Low 120-200 60-150

Medium 200-450 150-300

High 450-900 300-450

Very high 900+ 450+

60 Chapter 3 – Cyclists at roadworks

18
Example road layout of a temporary shared-use footway to enable cycles to safely transition pas

Temporary shared-use footway

3.0m

3.25m

End
 Temporary Traffic Management handbook 61

st a works site segregated from traffic

Key

Area of works
Segregated carriageway
Temporary shared-use footway
Traffic cones

End

Area of works
Temporary shared use footway
62 Chapter 3 – Cyclists at roadworks

3.6 Road closures and the • If it is a heavily used cycle commuter

route and the intention is to close the
impact on cycling road during peak hours

Full road closures can present unique • Put cyclists at greater risk due to the
issues for cyclists, which may be road layout and traffic conditions on
particularly important on routes with the diversion route
high cycle flows.
• The temporary works will be required
This will be especially necessary where for a prolonged period
a diversion route fulfils one or more of
these conditions: Diversion routes must be assessed for
their suitability for cycling as well as
• Involves significantly greater effort motor vehicles because, from a cyclist’s
to the diverted cyclists owing to new, perspective, they may appear to be
unreasonably extensive distances and overly long or arduous. If some cyclists
gradients find an apparently shorter route more

Bad practice: designers should avoid the need to request cyclists to dismount if they can
safely continue in the carriageway
 Temporary Traffic Management handbook 63

attractive, this may result in unsafe Cycle signs used at road closures
movements through junctions and
prohibited or illegal footway riding.

In the first instance, the site should be

assessed with the aim of maintaining a
safe route for cyclists past the works.
While a closure to motor traffic may
be necessary, exceptions can often be
made for cycles, which can use relatively Except
narrow widths (but ideally no less than Cycles
1.5 metres). The London Cycle Design
Standards gives useful guidance on
defining effective widths. No entry sign except cycles

Where a road is fully closed to motor

vehicles in both directions, yet a route is
retained for cycles, signing stating ‘Road
closed except cycles’ or ‘Road closed Diverted
except for access and cycles’ should be
used. Where a road is partially closed
cyclists
ie closed in a given direction to motor
vehicles only, with cycles permitted
through a closure point, then it may be Diverted cyclists sign
preferable to use a ‘No entry’ sign with
an ‘Except cycles’ sub-plate.

Care must be taken to ensure the design

makes it clear to all road users, especially
pedestrians, that cycles are permitted
through a closure point. Where cycles
pass through a closure point that
prohibits motor traffic or in contraflow
situations, it should be clear to
pedestrians to expect cycles, particularly
at crossings. Barriers and other methods
of separation may well be required to
mitigate any risk and designers should
consider sight lines.
64 Chapter 3 – Cyclists at roadworks

Contraflow cycle lanes or tracks should If it is not possible to retain space

be a recommended minimum of 1.5 for cycling on a road closed to motor
metres, or an absolute minimum of vehicles and the primary diversion route
1.2 metres wide where providing the is likely to be too arduous or hazardous
desirable width would compromise for cyclists to use, a cycle-specific
facilities for other road users. A site- alternative route should be considered,
based risk assessment may identify that which could be shorter, on quieter roads
physical segregation from opposing and signed accordingly.
traffic may be required. Opposing traffic
must have sufficient lane width not to Where cycle diversion routes are
encroach in this facility. necessary they must be as short as
practicable to desire lines and clearly
Contraflows of any vehicles can be signed, preferably using routes with
confusing to pedestrians who may light traffic flows. Often cycles can
instinctively not notice approaching legally pass through routes prohibited
traffic if they are not expecting it. to motor vehicles such as roads with
Pedestrian barriers should be considered filtered permeability, eg bollard-
along the length of the contraflow protected cul-de-sacs.
to prevent pedestrian encroachment
other than at crossing points. Further
mitigation measures should be
considered to warn people crossing the
contraflow cycle lane to look out for
cycles in both directions and also cycles
approaching in the temporary contraflow
lane. Designers should acknowledge
that some cyclists may decide to
remain on the carriageway if the
diversion is too long.
 Temporary Traffic Management handbook 65

Cycle diversion routes should make use of roads with filtered permeability
66 Chapter 3 – Cyclists at roadworks

Cycle contraflow system

ROAD
AHEAD
CLOSE

Diversion

Except
cycles

ROAD
AHEAD
CLOSED
 Temporary Traffic Management handbook 67

Key

Area of works
Works area
D Traffic cones
D
ED Pedestrian barrier

Area of works

Segregated carriageway
Traffic cones
Pedestrian Barrier

ROAD
AHEAD
CLOSED
EXCEPT
CYCLES

TEMPORARY
FOOTWAY
CLOSURE
PEDESTRIANS
CROSS HERE
 68 Chapter 3 – Cyclists at roadworks

Cycle safety at roadworks 3.7 Lane widths and

11 temporary speed limit
reduction
NARROW LANE
The TLRN comprises London’s major
DO NOT roads and carries around a third of all
the city’s traffic. Therefore, it is used
OVERTAKE by large goods vehicles, buses and cars,
CYCLISTS along with large numbers of pedestrians
3 and cyclists.

The first
NOTES: 1. priority
The legend of any
is from the Transport Medium traffic
Sign warning of narrow lanes alphabet at the x-heights shown.

affecting cyclist safety management designer is to design

2. The tile outlines do not form part of the sign.

out 3.risk and

COLOURS remove
: Background the hazard and
----------- RED
Legend & Border ----- WHITE
consequential need for additional
4. All dimensions are in millimetres.
1050
signing. Retaining or re-providing
60 x-ht
facilities for cycles that are equivalent
62.5 to the pre-existing level of service are
30

31
x-ht
75
the preferred options. However, it is
Sign Ref. Temporary - Narrow Lane
x-ht 750 acknowledged
Scheme Ref. that maintaining x-height the
62.5
62.5
25 sameLetterlevelcolour
Background of WHITE
RED service may SIGN FACE
not
Width always
1050mm be
30
feasibleBorder
Material
due to the physical
WHITE
Class RA2 (12899-1:2007)
constraints
Height
Area
750mm
0.79m²
40
R20
of the highway. This is especially the
20 45
case where cycles are accommodated
Sign face dimensions on-carriageway. Where cycles are
required to share space with motor
vehicles as they pass the works site,
it is essential to ensure adequate lane Transport for London Road Space Management
widths can be provided. Surface Transport Outcomes Design Engineering

Palestra
197 Blackfriars Road
London
SE1 8NJ
rev date details drn chk app
borough date scale drn chk app sheet no
MAY 17 NTS @ A4 AS SB SB 0001 OF 0001
scheme suitability revision

NARROW LANE S1 COORDINATION (FOR USE) P00.1

DO NOT OVERTAKE drawing No

CYCLISTS NARROW LANE-0001

project owner asset location type role option number
© Crown copyright and database rights 2017 Ordnance Survey 100035971

USE THIS TECHNICAL DRAWING AS IS, SUPPLIED

FILE REF: \\PDC2CIF004.onelondon.tfl.local\vdm3_data2$\AmilShah\desktop\NARROW LANE.dwg ¦ USER: Shah Amil ¦ DATE: 2017 May 25 10:52
 Temporary Traffic Management handbook 69

Warning sign should not be black and yellow

Correct warning sign

70 Chapter 3 – Cyclists at roadworks

Running lane widths must be suitable • Where the carriageway is either

to cater for all vehicle types likely to be a single carriageway of any speed
using the lane, which could mean that limit or a dual carriageway where
certain widths are hazardous to cycles the permanent road speed limit is
sharing space with motor vehicles. In 30mph or less
these circumstances, TfL expects the risk
to be mitigated with signing if the hazard • Where there is only a single
cannot reasonably be designed out. lane available for traffic in the
given direction
To minimise the risk arising from
cyclists being overtaken too closely in a • Where the available lane width is
narrow lane and to promote increased 3 metres to 3.5 metres
comfort levels for cyclists, the ‘Narrow
lane do not overtake cyclists’ sign should The sign should not be deployed in other
be used. situations as inappropriate use dilutes
the message and its effectiveness in
The sign must be manufactured in scenarios where it would be appropriate
accordance with the specification above. and required.

Straightforward narrow lanes may not Lane widths of four metres or more
be the only reason why a sign to instruct enable cars and wider vehicles to
drivers not to overtake cyclists might overtake cyclists safely. Therefore,
be required. Greater risk at bends, where possible, designers should look
pinch-points and corners may also to maintain or create lane widths of at
justify a ‘do not overtake’ sign. least 4 metres on carriageways where
high cycle flows exist.
The sign should be placed on all
approaches to the narrow lane, normally If a 4-metre-wide lane is not achievable,
after the road narrows sign or lane then the straight narrow lanes design
closure (wicket board) signs and prior to objective must be to deter overtaking
the first cone, and only be used where all cyclists because it cannot be achieved
of the conditions apply: with safe clearance. Therefore, the lane
width should be reduced to a maximum
• Where cycles are required to of 3.5 metres because lane widths
share a lane with motor vehicles greater than 3.5 metres and less than
as no suitable alternative facility 4 metres must be avoided to discourage
is achievable wider vehicles attempting to overtake
cyclists when there is insufficient space
to do so.
 Temporary Traffic Management handbook 71

12
Lane width guidance for cycles in carriageway
CYCLES IN CARRIAGEWAY LANE WIDTH GUIDANCE

LANE WIDTH (m)

2.75 3.00 3.25 3.50 3.75 4.00 4.25

KERB

UNSUITABLE Below Recommended

FOR HGVs desirable minimum UNSAFE Preferred
minimum

NARROW LANE
DO NOT
OVERTAKE
CYCLISTS
72 Chapter 3 – Cyclists at roadworks

Widths between 3.25 metres and 3.5 Reducing speed limits must be
metres will allow buses and HGVs to use considered in situations where lane
the lane but it will not be possible for widths are less than 3.5 metres and
them to overtake cycles. motor vehicles are unable to pass
cyclists safely. These reductions can be
The desirable minimum lane width in either in an advisory form or regulatory
temporary situations for buses and depending on the circumstances, such as
HGVs is 3.25 metres, but in exceptional the duration of the traffic management
circumstances the lane width may phase. Speed camera enforcement
be reduced to an absolute minimum should also be considered where
of 3 metres as per the Safety Code. deemed appropriate, which should be
If this narrow lane is on a bus route discussed with the traffic management
you will need to liaise with the TfL assessment team.
Bus Operations team to discuss the
restrictions and possible impact on Where possible, the available lane
the bus services. width will encompass the normal
running lane but it may also include
The lane widths specified above are hatched areas where traffic is permitted
based on straight or near-straight to enter for short duration works.
traffic management layouts. For traffic For longer duration works or where
management layouts incorporating the road layout may lead to road user
bends or geometry that are not linear confusion, it may be necessary to
in nature, the designer should consider modify the existing markings.
undertaking swept path analysis to
establish if vehicle tracking is viable to Two-way working on single carriageways
pass the works and alter the lane widths with available remaining carriageway
as necessary. width of 6.75 metres or above will not
necessarily require physical segregation
Where HGVs and buses are on diversion, between opposing lanes.
lane widths can be reduced to an
absolute minimum of 2.5 metres. Site-specific risk assessments will
determine the need for segregation
However, research shows that traffic and will be based on factors such as
lane widths between 3.2 and 3.9 the duration of works, traffic flows –
metres where there is no dedicated particularly the number of cycles and
cycle lane are an inherent risk to cyclists HGVs – and road geometry and features.
as they can lead to uncomfortably
close passes of cyclists because drivers
are left uncertain about whether it is
safe to overtake.
 Temporary Traffic Management handbook 73

3.8 Barriers and cyclists 3.9 Surface quality

When selecting barrier products for Designers should be mindful of the
longitudinal runs along which cyclists particular vulnerabilities that cyclists
may pass, designers must ensure the feet encounter such as uneven, slippery
or bases of the barrier do not introduce a or excessively rough surfaces. Risk
hazard to pedals of the bicycles. assessments should be undertaken
to ensure that cyclists are not being
guided into hazardous surfaces and
raised ironwork.

If cyclists are to be signed via a diversion

route, then the surfacing on this
alternative alignment should be assessed
and made safe if necessary before the
diversion is deemed adequate.

Barriers are often the best product to guide cyclists

74 Chapter 3 – Cyclists at roadworks

3.10 Cycle track ramps road plate may be required. Emergency

vehicles sometimes access segregated
and boards tracks so works promoters should
ensure any temporary covers are
London has a variety of cycle tracks with adequately signed and visibly stand out.
different characteristics that require
assessing before deciding on the correct Boards, humps or ramp approaches
type of temporary ramps or boards to that are greater than 50mm high should
install. In most circumstances where be sinusoidal in profile to minimise
cycle tracks are on footways, either rider vibration and avoid deterring
shared-use or segregated, conventional cyclists from using the route (see Road
footway boards will be sufficient. hump profiles diagram on page 75). If
a sinusoidal ramp is not achievable,
Segregated cycle tracks, however, do leading edges of ramps should be clearly
have vehicular crossings and transitions. highlighted or clearly marked so they can
In these locations, a higher-specification more easily be anticipated by cyclists.

Cycle track road plating system

 Temporary Traffic Management handbook 75

The London Cycling Design Standards Road hump profiles

advise that maximum linear ramp
gradients should normally be between 14
1:10 and 1:20. It is recommended that the
new surface of the hump is continued SINUSOIDAL

500mm beyond the ramp into the

CIRCULAR
existing carriageway surface to produce
a smoother profile. PARABOLIC

In instances where extended or FLAT-TOPPED

multiple ramps are needed, they

should preferably avoid ‘L’ and ‘T’ shape
configurations, or run parallel with the
general direction of cycle travel.
Turning circles of larger cycles and of
mobility scooters should also be taken
into account when considering the use
of ramps and landing areas.

Leading or tail edges of ramps should be

installed avoiding acute angles so that
the edges are as far as practicable to be
perpendicular to the approach/exit route
of cycles.

Temporary ramps should have high

friction surfaces and should avoid
adverse cambers as certain cycles
are more prone to tipping over,
such as disability cycles, tricycles and
cargo cycles.

All temporary ramps should be signed

with ‘Ramp’ signs to highlight the hazard.
Where advanced visibility is fully or
partially obscured or it could reasonably
be expected to be obscured during high
cycle flows, a supplementary ‘Ramp
ahead’ sign is advisable.
 76 Chapter 3 – Cyclists at roadworks

Cycle ramps must take into account turning circles of various types of cycles

15

WORKS
WORKS
WORKS
WORKS
WORKS
WORKS

RAMP
RAMP RAMP
RAMP

Ramp
Ramp
with
with
90º90º
bend
bend Ramp
Ramp
without
without
90º90º
bend
bend
 Temporary Traffic Management handbook 77

3.11 Temporary
traffic signals
Temporary traffic signals should give
cyclists sufficient opportunity to pass
safely through roadworks with the
appropriate intergreen times used to
prevent collisions or unsafe passing
with oncoming motor vehicles in a
shuttle lane. When specifying the most
appropriate arrangements, consideration
should be given to clearance times for
cyclists, particularly on steep hills.

When a traffic management drawing is

submitted with portable traffic signals,
the drawing and location will be assessed
and signal timings may be supplied by
TfL to the designer for implementation.
Otherwise, the contractor will be
expected to operate them as agreed or
in line with the recommendations of
the DfT ‘An Introduction to the use of
Portable Vehicular Signals’19 booklet,
which is also known as the ‘Pink Book’.

19 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/509198/introduction-use-portable-vehicular-signals.pdf
78 Chapter 3 – Cyclists at roadworks

3.12 Works on the This scenario is more likely to be

identified in outer London boroughs,
carriageway without where the mix of cycles in relation to
cycle lanes motor traffic is lower when compared to
inner London. However, sections of the
road network exist in many locations
Where works occupy an area in
where no extra provision is required
the carriageway where there is no
provided lane widths are generous and
permanent provision for cycles (this
hazards are low.
may include bus lanes), either at the
location or in close proximity to the
In these circumstances the traffic
approaches to the site, it is not normally
management may look typically
expected that a temporary cycle lane
generic with no extra measures for
would be required for the works. This is
cyclists, except for signing to warn
unless the road layout and/or workspace
of narrow lanes when the width is
requirements place cyclists into a
3.5 metres or less.
significantly more vulnerable position
as identified in a risk assessment.
The works site length should be kept
to a minimum to reduce the impact
Where there is an identifiable increased
on general traffic and discomfort
risk to cyclists, consideration should
for cyclists. Long stretches of traffic
be given to providing a facility through
management can become intimidating
temporary carriageway markings or
for cyclists and frustrating for motorists.
physical segregation. Risks may include
When considering the length of traffic
heavy traffic flows, poor surface quality,
management arrangements, designers
construction traffic movements, or
will also need to be mindful of the likely
just the high volume of cyclists. A key
speeds of cyclists passing through the
consideration in addition to the risk will
works as their speed may be adversely
be the available space on the carriageway
affected by gradients. Consideration
and the resulting lane widths available.
should be given to phasing the works
For further information please see 3.7
for reduced lengths of road space
regarding lane widths.
occupation, and storing materials and
plant away from cycle routes with a
high demand.
 Temporary Traffic Management handbook 79

Cycling in works without cycle lanes

80 Chapter 3 – Cyclists at roadworks

3.13 Works on the 3.14 Cycle lane closure

carriageway with
Cycle lanes are classed as being in the
cycle lanes carriageway and therefore subject to
Lane Rental charges in accordance with
Where there is a cycle lane within the the charges for the adjacent running
carriageway that will become obstructed lanes. Cycle tracks are specifically
by the safety zones or working area, covered by Lane Rental charges but
then it will be expected that the facility shared-use paths may not be chargeable
will be re-provided past the temporary if an alternative route is provided. TfL’s
works, unless the risk to cyclists has Assessment team should be contacted if
been deemed acceptably low. clarification is required.

Where the temporary segregation

terminates, care needs to be taken to
ensure cyclists re-join the carriageway
in a safe manner and location. Both
drivers and cyclists need good visibility
of each other and the alignment of their
respective approaches so as to ensure a
smooth transition.

If it is not viable to provide delineation

or segregation, it would be expected
designers consider risk mitigation using
other measures, such as using hazard
warning signing, separation of road users
by diverting motor vehicles, or cyclists
via different routes, or speed reduction.

Designers need to be mindful of cyclist

behaviours and the possibility of cyclists
entering and exiting the facility between
cylinders. Where it is desirable to retain
cyclists in a lane or prevent access/egress
along the lane, then continuous barriers
are advised.
 Temporary Traffic Management handbook 81

Alternative examples for works in or adjacent to cycle lanes

Key

Segregated carriageway
Traffic cones
Barrier

16
1.5m

>3.5m
6.75m

6.75m

NARROW LANE
DO NOT
OVERTAKE
CYCLISTS

3.5m
>6.75m

>6.75m
82 Chapter 3 – Cyclists at roadworks

3.15 Works on cycle tracks • Bi-directional tracks: 2 metres

desirable minimum total track width
Segregated cycle facilities feature on
• Single direction tracks: 1.5 metres
many sections of the TLRN and provide
desirable minimum total track width
a vital network for cyclists on key routes.
It is paramount that cones or barriers
Segregated cycle tracks, particularly bi-
marking the segregation boundary are
directional tracks, present challenging
in good order and well maintained.
issues for traffic management designers
Barriers with protruding feet should be
as considerations need to be given to
avoided as there is an increased risk to
managing the passage of pedestrians,
cycilists, who may snag pedals.
cycles and motor vehicles, all with
separate facilities that will frequently
Where works require the total
intersect. Signalised junctions will need
obstruction of the cycle facility, it
detailed consideration, and consultation
will be incumbent upon the designer
with TfL will be required to ensure traffic
to seek, in the first instance, to re-
management designs can be operable
provide a segregated facility of similar
and safe in conjunction with the phasing
level of service past the works. This
of the lights.
will most likely require routing the
cycle track into the carriageway, but
Where partial obstruction of the
if this is not possible, cycles could
segregated cycle tracks is required for
potentially be directed onto the
works, the same sign sequence and
footway by the creation of a shared-use
signing principles apply to cycle traffic in
footway to enable cycles to continue
the track as to general vehicular traffic in
without dismounting. If neither of these
the carriageway.
options is possible, cyclists should be
redirected to join the carriageway at a
The necessary space remaining open
safe location.
to cycling will be dependent on several
factors, including the predicted cycle
flows, the day and time of works, and
the duration of works. TfL expect track
widths to adhere to the following:
 Temporary Traffic Management handbook 83

17
Desirable minimum cycle track and cycle lane widths

1 2

2m 1.5m

Bi-directional cycle track

1.5m

Single direction cycle track

84 Chapter 4 – Other road users at roadworks
 Temporary Traffic Management handbook 85

Chapter 4 – Other road

users at roadworks
86 
4.1 – Introduction

87 
4.2 – Powered two-wheelers
and mobility scooters

87 
4.3 – Bus passengers

88 
4.4 – Timescales for bus
service changes

88 
4.5 – Freight

89 
4.6 – Working near TfL
tram infrastructure
86 Chapter 4 – Other road users at roadworks

4.1 Introduction In 2018, lorries and vans account for

around one fifth of road traffic in
London. As London grows the volume
Although safety at roadworks is a top
of freight and servicing trips is forecast
priority, it is also important that we
to grow – delivering economic and
continue to deliver a good transport
commercial benefits to London.
experience for all of our customers.
Therefore, it is important that disruption
London buses transport more people
caused by roadworks to motorised
than any other public transport mode.
vehicles is minimised, and that these
They can move 70 people in the same
road users have confidence in the
amount of road space occupied by three
reliability of their journey choice.
cars. People using public transport
typically do between eight and 15
minutes of active travel per day,
which supports the Mayor’s Healthy
Streets Approach.

Advising powered two-wheelers of uneven road surface

 Temporary Traffic Management handbook 87

4.2 Powered two-wheelers • Keeping diversion routes to an

absolute minimum
and mobility scooters
• Supplying an alternative shuttle
The safety of motorcycle and mobility bus service. This may be using a
scooter users also needs to be smaller-sized mini-bus that is able
considered when designing traffic to navigate around the roadworks
management. Maintaining clear sight- site, or a smaller bus on a short local
lines and smooth road and footway diversion away from the works
surfaces to minimise incidents is
paramount. On-site wheel cleaning and Developers and contractors will need to
road sweepers should be available to understand the impacts to both journey
restrict muck transferring to the road times and the cost implications to the
space outside the site area. operators when designing proposals.
TfL assessors are able to provide
information on the predicted number of
bus passengers who may be impacted
4.3 Bus passengers by restricting bus journeys. Access to
the site during construction may also
Sustaining bus services while roadworks be a cause of delay to London’s bus
are being undertaken is a key priority passengers, whether along the route or
for TfL, given the high number of by suspending bus stops and bus lanes.
passengers that can be transported
by this service. Therefore, every effort Separate approvals are required for
must be made to ensure services suspending bus stops and bus lanes.
remain unaffected. Where that is not Bus lanes can be suspended by a
possible, temporary measures should temporary suspension request – see
be considered, including: Chapter 2 (page 16). Requests for bus stop
suspensions are made through the Bus
• Planning traffic management phases Operations (see 4.4 Timescales for bus
to avoid bus stop closures. Temporary service changes).
bus stop facilities should be provided
where this is not possible All vehicle types should be able to
negotiate a site layout. TfL may require
• Continuation of a dedicated bus lane. swept paths to prove this is possible,
Where there are a high number of especially where long wheel-based rigid
bus services, consideration should be and articulated vehicles are involved. As
given to retaining a dedicated facility with cycles, there are minimum widths
for buses only and placing other set in place so buses can negotiate traffic
motorised vehicles on diversion. management layouts. A minimum width
of 3.5 metres is required.
88 Chapter 4 – Other road users at roadworks

4.4 Timescales for bus 4.5 Freight

service changes
TfL is committed to improving road
safety. London’s continued growth and
The table below sets out typical notice
associated construction activity means
periods where changes to bus services
that vulnerable road users, such as
are required:
pedestrians and cyclists, together with
construction traffic, are sharing roads
Service Notice period more than ever, and therefore increasing
the risk of collisions.
Bus stop suspensions 2-3 weeks
Between 2008 and 2013, HGVs were
Bus diversions 6-8 weeks involved in 55 per cent of all cycling
fatalities in London. Analysis of these
Temporary stops 7-10 days figures found that construction-
related HGVs, such as tippers, were
Publicity / communications 4-6 weeks
overrepresented within these figures.
In 2011, seven of the nine HGVs involved
in cyclist fatalities were construction-
Countdown / iBus
(changes to routes)
2 weeks related vehicles.

Developers and construction clients

Bus shelter relocation 16-18 weeks
have a responsibility to manage the
impact of their activities on road
users and the wider community. The
Contact details for Buses can be found
construction industry can take positive
at the end of this document.
steps to take ownership of road safety
and reduce the risk of collisions in their
supply chain.

The Construction Logistics and

Cyclist Safety (CLOCS) programme is
a construction industry-led initiative
which aims to achieve a visionary change
in the way the construction industry
manages work-related road safety.
 Temporary Traffic Management handbook 89

As part of CLOCS, a document has 4.6 Working near TfL

been developed called CLOCS Standard
for construction logistics: managing
tram infrastructure
work related road risk.20 This is a
common national standard for use by When works are in the vicinity of trams
the construction logistics industry. or other guided transit systems, the
Implemented by construction clients designer will need to consult with
through contracts and adhered to operators in the planning phase. This
by vehicle operators, it contains 16 is to ensure their requirements are
requirements around the safety of fleet fully met and ensure risks are as low as
operations, vehicles, drivers and the reasonably practicable to the operation
management of construction sites. of trams or road users. Any agreed
requirements must be effectively
Each requirement has been developed communicated to the designers, the
with the aim of reducing the risk commercial team and the contractors
of a collision between HGVs and or principal contractors who will be
vulnerable road users such as cyclists delivering these works.
and pedestrians. Responsibility for
application of the standard lies with Further information on TfL trams can
both clients and vehicle operators. be found here.21

TfL encourages developers and

construction companies who have
not already done so to implement
and ensure compliance with the
CLOCS standard.

20 https://www.clocs.org.uk/page/clocs-standard
21 https://tfl.gov.uk/modes/trams/
90 Chapter 5 – Guarding and segregation
 Temporary Traffic Management handbook 91

Chapter 5 – Guarding
and segregation
92 
5.1 – Introduction

95 
5.2 – Choosing the correct type
of works site guarding

100 
5.3 – Barrier stability

103 
5.4 – Security and protection

104 
5.5 – Pedestrian barriers

106 
5.6 – Carriageway barriers
92 Chapter 5 – Guarding and segregation

5.1 Introduction The minimum standards required for

segregation of vehicles and pedestrians
from work areas are described in the
This chapter of the handbook is intended
Safety Code, although it does not cover
to provide assistance to those who
dual carriageways with a speed limit
are designing, planning or preparing a
of 50mph or more. Further guidance
works site on the TLRN where there is
on segregation for these higher-speed
a potential risk to the safety of those
carriageways should be sought from
undertaking the works activity, road
Chapter 8 and Highway England’s Interim
users navigating past it, or adjacent
Advice Note 142/11 (Temporary Barrier
properties or infrastructure. It should
Decision Tool).22
also help those either assessing traffic
management proposals or those
The need, type and nature of works
responsible for checking compliance
site segregation and guarding will be
on site.
determined from the designer’s risk
assessment. This will establish the
To support the Mayor's objectives
nature and magnitude of the risks
and the Healthy Streets Approach to
associated with the location and work
encourage active travel, there is renewed
activities being carried out, before
focus on ensuring pedestrian routes
they can be mitigated and controlled.
are well signed and guarded, and that
The designer will need to make an
works sites in London are safe, look tidy,
assessment on how and where to
and are consistent across London. This
segregate and guard road users from
will help road user familiarity where
hazards and, if necessary, consider
roadworks are taking place.
barriers to a crash-tested specification
to restrain errant vehicles in the event
Appropriate, well-maintained, correctly
of an accident.
installed barriers will not only ensure
increased safety of the workforce and
A significant determining factor in barrier
public, but as barrier equipment will
product selection will be whether a
invariably form a boundary to which
barrier is required to provide lightweight,
the public have access, the appearance
physical and visual segregation; or
of barriers plays a significant part in
whether, due to an increased risk from
how the works site and contractor are
crowds or vehicles, a crowd or vehicle
portrayed to the public.
restraint barrier is necessary.

22 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian142.pdf
 Temporary Traffic Management handbook 93

Good practice: tidy, correctly assembled and well-maintained barrier

Bad practice: multitude of mixed barrier types, which are not assembled into a continuous barrier
94 Chapter 5 – Guarding and segregation

Works promoters are expected to Innovation is welcomed where it

deliver a high level of service to road improves road user experience and
users, particularly the most vulnerable, enhances the temporary works
ensuring works sites are set out in environment so that road users are
accordance with the Safety Code. A not deterred from making their usual
robust risk assessment providing full journeys. Any new approaches should be
justification must be provided where discussed with the relevant TfL traffic
compliance with the Safety Code is not management assessment team before
achievable and an alternative product works begin.
or design is being considered.

Well-maintained and appropriate barrier

 Temporary Traffic Management handbook 95

5.2 Choosing the correct Typical barrier products

type of works site guarding 19

Traffic barriers segregate the works site

from traffic by providing an advance
warning though their retroreflective
design, whereas pedestrian barriers
provide a separation from the works
site solely for pedestrians. Each barrier
system serves a very specific purpose,
but can sometimes be confused as
they are similar in appearance. Traffic Plastic traffic barrier
barriers do not have a 150mm deep
tapping rail across the base of the 20
product, which is used by visually
impaired and blind people who rely on
the use of a stick to navigate around
works site obstructions. Traffic barriers
must not be used where pedestrians
are likely to interact with them.

Pedestrian barriers in their most

simplistic form consist of a post and
Metal traffic barrier
board-style product that is usually
assembled on-site (see image).
21

Basic pedestrian barrier system

96 Chapter 5 – Guarding and segregation

While the basic post and barrier Barrier systems offering increased protection
system (see previous graphic) meets
the minimum requirements, it may
not always be suitable for all locations
because of the large opening between 23
barrier boards and posts. Barriers with
smaller gaps and greater protection
to mitigate the risk of unauthorised
access (see figure to the right) should
be considered, especially where high
numbers of small children are expected.

More robust pedestrian barrier systems

should be used where increased
Metal pedestrian barrier
footfalls are predicted or known (such
as busy high streets, near event venues,
stadiums, etc). They should be able to 66
withstand more physical pressure and
are less likely to be dislodged.

Water-filled barrier system

25

Ballasted pedestrian barrier

 Temporary Traffic Management handbook 97

n from works

26 30

Crash-tested pedestrian barrier High barrier system

27 36

Self-weighted barrier systems Retractable barrier

28 29 42

Weighted high barrier systems Weighted high barrier system with

vertical support
98 Chapter 5 – Guarding and segregation

Where there is further risk of individuals

climbing over the barrier and to improve
the security of the site, it may be
necessary to increase the height of the
barrier (see examples in previous graphic
on page 97), particularly where deep
excavations (more than 1.5 metres deep)
are required.

The non-compliant barrier systems

shown on page 99 are not favoured for
protecting or guarding works sites as
they do not fully meet the requirements
of the Safety Code or Chapter 8.

The use of retractable barriers (see page

97) is only acceptable where the barrier
is fully marshalled and only used for
short durations for temporary footway
closures to allow works vehicles access/
egress to construction sites or similar
situations. When marshals are not
present, the barrier system must be
locked in its closed position.

All barriers should be in a conspicuous

colour and signed if required so that road
users are clear about what is expected of
them as they approach the barrier.
 Temporary Traffic Management handbook 99

Non compliant barrier systems

33
31

32 35

34
100 Chapter 5 – Guarding and segregation

5.3 Barrier stability Contractors must be aware of the

limitations of some barrier systems.
Barriers can vary in specification and
Barriers must be installed correctly to
the degree of wind loading they can
suit the prevailing conditions otherwise
tolerate. Where higher winds are
they are likely to become defective and
forecast or when barriers are in place
present a hazard or obstruction to road
for longer-duration works when higher
users, with the potential to cause injury.
winds could reasonably be expected,
the barrier system should be upgraded
The first duty of the contractor is to
to a weighted variety with a vertical
ensure the location is safe to install the
supporting mechanism accordingly.
barriers and that their placement does
not become an intrinsic hazard when
Traffic/pedestrian barrier products
installed. The ground must be clear
must meet standard BS 8442:2015
of debris, stable and suitably level so
(Miscellaneous road traffic signs and
that the barrier is secure to the ground.
devices. Requirements and test methods)
Certain barrier systems do not readily
which, among other requirements,
adapt to sudden changes in gradient. This
defines categories of wind speed for
can be a particular issue when running
barriers to withstand.
along the edge of a footway where there
are dropped kerbs.

Class of wind speed / barrier Effective wind speed

Class A: Tested to withstand wind speed Designed to meet a wind speed likely to be experienced
to a maximum 26.3m/s (58mph) – excludes on any one day across the whole year. Best suited for
highly exposed sites longer-term works

Designed to meet a wind speed likely to be

Class B: Tested to withstand wind speed experienced on any one day in the months of May,
to a maximum 17.6 m/s (39mph) June and July. Best suited for unattended sites at less
windy times of the year

Best suited for short-term works where operatives are

Class C: Tested to withstand wind speed
present, or for emergency situations that would not
to a maximum 8.7 m/s (19mph)
require Class A or B.
 Temporary Traffic Management handbook 101

Approved methods of ballasting pedestrian and traffic barriers

37 38

Sandbags placed on barrier feet Weighted barrier base

39
41

Clip-on ballast trays Weighted barrier base

40

Barrier with vertical support system

102 Chapter 5 – Guarding and segregation

A secure and well maintained site

 Temporary Traffic Management handbook 103

5.4 Security and protection Separate to the requirements relating to

protection is the need to guard against
the threat of intentional intrusion with
The minimum standard of guarding for
menace. The site-specific risk assessment
works undertaken on or adjacent to
may indicate that a higher level of
a footway is a continuous pedestrian
security is required supplementary to
barrier system. This may be required
the protection requirements.
to be supplemented with pedestrian
signs. Beyond the basic need for
Example situations that would
minimum guarding requirements, it
necessitate a higher level of security
may be necessary to provide enhanced
include:
protection for members of the public
from hazards, or to increase protection
• Sites situated in areas known
for the workforce from vehicles.
for antisocial behaviour. These
may include areas frequented by
Example situations that would necessitate
protesters, near venues selling
enhanced barrier systems include:
alcohol, stadiums and public events
• Deep excavations
• Works located near high-risk or
high-security locations such as
• Unattended excavations within
government buildings, military
2 metres of a pedestrian route,
facilities, or railway lines
depending on risk assessment
• Works with exceptionally high risks to
• Sites situated in high pedestrian
members of the public if they were
footfall areas
to access the works area, such as
exposed utility services
• High volumes of traffic flow adjacent
to the works site
• Sites where plant and materials are
left on site and are vulnerable to theft
• Width restriction across the highway
at the works site that increases the
There should be suitable access points
risk profile to a level where additional
through the barrier system and into
protection is required
the workplace to allow personnel and
vehicles to enter the works site safely
• Longer-duration static work
and without affecting the security of the
site, or the passage of road users.
• Plant operational activities adjacent to
the highway or walkway
All site access points should be closed
and secured as soon as possible after the
• Protection of sites involving
need for their use has ended.
vulnerable excavations or structures
104 Chapter 5 – Guarding and segregation

When barriers are left open for 5.5 Pedestrian barriers

contractors to enter and exit without
further controls, the integrity of the
Further guidance on pedestrian barriers
barrier system and the safety and
and the management of pedestrians is
security of the site is compromised.
covered in Chapter 3 of the handbook.
It is unacceptable to have barriers
that are not secured into a continuous
interlocking system. Correctly installed
barriers not only increase site security,
but also stabilise each panel.

Where an excavation is to be left open

for a long period of time, consideration
shall be made to cover the excavation
with a ‘road plate’ or other proprietary
plating system. Plates must be secured
from inadvertent movement.

When deploying barriers to protect trees

and other sensitive structures, ensure
the placement of the barrier does not
itself become a hazard to the tree or
root system.
 Temporary Traffic Management handbook 105

Retractable barrier system marshalled to allow site access

106 Chapter 5 – Guarding and segregation

Care must be taken when installing

5.6 Carriageway barriers higher barrier systems with top panels
to ensure safety-critical sight lines
When deciding on the need for barriers for road users are not obstructed,
at a works site, designers must assess particularly in the proximity of traffic
their intended purpose. Barriers should signals, pedestrian crossings, junctions
comply with BS EN1317 (Road Restraint or on bends.
Systems) if they are required for
containment or restraint to protect the Prior to any barrier installation, the
workforce, vulnerable structures, or to designer should consider the impact on
ensure the public are not placed in grave lighting and avoid inadvertently creating
danger. A list of compliant road restraint locations that could become ambush
systems approved for use on the TLRN points or introduce antisocial behaviour.
can be found here.23
Barrier systems are intended to make
Subject to a site-specific risk assessment, works areas inaccessible, but where
it may be acceptable to use non- barriers are placed to segregate vehicles
approved proprietary barrier systems in areas where there are high numbers
where they are required to segregate of pedestrians (who could previously
traffic or provide delineation on single freely cross the road) they may now
carriageway streets that are well lit and be prevented from doing so, which
have speeds of 40mph or below, or on could lead to footway congestion.
dual carriageways of 30mph or below. Supplementary measures or barriers
may consequently be needed to ensure
Barrier units should be installed in pedestrians are kept safe. Examples of
an alternate red and white sequence where this may occur are near stadiums
and installed in accordance with the and parks where a large number of
manufacturer’s instructions, making pedestrians may pass in a short space
sure end sections and connectors are of time.
not left exposed in a hazardous way
to road users. If the barriers are
water filled, care must be taken when
considering discharging the water onto
the highway to ensure road users are
not placed at risk.

23 http://www.standardsforhighways.co.uk/ha/standards/tech_info/en_1317_compliance.htm
 Temporary Traffic Management handbook 107

Barriers providing good delineation

108 Chapter 6 – Temporary traffic signs
 Temporary Traffic Management handbook 109

Chapter 6 – Temporary
traffic signs
110 
6.1 – Introduction

110 
6.2 – Temporary traffic sign
face colours

112 6.3 – Duplication of prescribed signs

113 
6.4 – Traffic signs with the TfL logo

114 
6.5 – Business names on
traffic signs

115 
6.6 – Other general temporary
signing principles

116 
6.7 – Portable Variable
Message Signs
110 Chapter 6 – Temporary traffic signs

6.1 Introduction 6.2 Temporary traffic sign

face colours
Traffic signs must be clear, concise,
legible and consistent. With so many
Where a designer requires a temporary
works on the road network delivered
sign for a situation that is not an already
by hundreds of different contractors,
prescribed sign in the TSRGD, Schedule 13
a significant amount of inconsistency
Part 9 of the regulations allows designers
has evolved over the years when
to create temporary signs within
implementing traffic signs for temporary
certain parameters. Traffic management
works and events.
designers should familiarise themselves
with these regulations, especially to
Where a journey passes through multiple
avoid using unlawful signs.
works locations undertaken by different
contractors, it is important that signing
Incorrect use of colour on signs is a
is consistent and to a high standard. This
common issue. Chapter 8 gives
will reduce confusion by enabling road
guidance on the use of colour coding
users to understand messages more
temporary signs.
readily, and make decisions in good time.
White characters or symbols on a red
It is essential that signs are not used
background must be used for any signs
excessively and only where required
that are:
to ensure unnecessary risk is not
introduced for road users. Their
• Hazard warning signs
placement must be considered carefully
to prevent a site becoming non-
• Information signs for pedestrians,
compliant by reducing road user widths
cyclists (or horse riders)
below the minimum required standards.
• Works access/exit signs
 Temporary Traffic Management handbook 111

Traffic Advisory Leaflet 01/1424 (Quick Sign face colours

guide to temporary white on red
signs at road and street works), serves 43
as a very useful guide to designers
creating temporary signs, although
some of the references to the TSRGD ROAD
are now outdated.
CLOSED
Black characters or symbols on yellow EXCEPT
signs should be used for any signs
conveying temporary information
CYCLES
relating to roadworks, or information
about checkpoints.
Hazard warning signs
44
Temporary traffic signing for special
events should also comply with the
TSRGD, and the Traffic Advisory Leaflet
04/1125 (Temporary Traffic Signs for Special Advance Warning
Events) serves as a useful guide. It allows
for four variations of traffic sign face
Work starts here
colour, but references to the TSRGD are 3 Sep
now outdated. for 12 weeks

Roadwork information signs

45

Model
Railway
Exhibiton
29–30 Nov

Example event signs

24 https://assets.publishing.service.gov.uk/
government/uploads/system/uploads/
attachment_data/file/305857/tal-temporary-
white-on-red-signs.pdf
25 https://assets.publishing.service.gov.uk/
government/uploads/system/uploads/
attachment_data/file/4393/4-11.pdf
112 Chapter 6 – Temporary traffic signs

6.3 Duplication of
prescribed signs
Sign designers are not permitted to
create a temporary sign that is already
provided for by the TSRGD. The examples
shown below illustrate commonly seen
signs on the road network and are shown
alongside images of the correct signs
prescribed by the TSRGD.

Duplication of prescribed signs

Duplication of
prescribed signs Incorrect signs Correct signs

46
47 49
48

Slippery MUD ON
road signs Mud on
ROAD Danger
road Mud on road

52

50 51

Signing
for works Caution CAUTION
53

access Site SITE ACCESS

points traffic AHEAD WORKS
ACCESS

55
54 56 57

Signing CYCLISTS
for cyclist
Cyclists CYCLISTS
CYCLISTS DISMOUNT
dismount please dismount DISMOUNT AND DISMOUNT AND USE
situations at this point USE FOOTWAY FOOTWAY
 Temporary Traffic Management handbook 113

6.4 Traffic signs with the Examples for using the TfL
TfL logo logo on traffic signs
59
The TSRGD permits the use of traffic
authority logos on certain traffic signs,
but no sign may contain the logo without
Sorry
the permission of the highway authority. for any
If a traffic management designer intends delay
to place the TfL logo on traffic signs for
a scheme or works, they should ensure End
they have the approval to do so from
the relevant TfL Assessment team (see
Contacts chapter on page 180). There are
End of works sign
a range of design standards available for
use by staff, suppliers and design agencies 58
involved in graphic design and layout.

Although some guidelines apply across

different modes and business areas,
key differences between them mean
it is essential that the correct set of
standards is applied.

The correct logo to use for TfL for traffic

signs is the ‘mark’, which consists of
the TfL roundel with the TfL logo type.
To ensure clarity and impact when
producing the mark, no other graphic
60 Logo used in a top panel
elements should be placed within the
minimum margins around the logo.
0.25
(x)
No other TfL roundels should be used
that represent different modes of
0.25 0.25
transport, or marks containing the ‘Every (x) (x)

Journey Matters’ strapline on traffic signs. 0.25

(x)

Further information on TfL design Bar width (x)

standards can be found here.26

TfL logo design standard
26 https://tfl.gov.uk/info-for/suppliers-and-
contractors/design-standards-and-licensing
114 Chapter 6 – Temporary traffic signs

Signing for local businesses 6.5 Business names

61 on traffic signs
TfL does not permit the inclusion
of business names on temporary
Businesses traffic signs.

open as Where works have the potential to

usual disrupt normal traffic flows and it may
not be clear to the public that access to
local businesses is maintained, signs may
be placed with the legend ‘Businesses
open as usual’. This ensures TfL is not
Typical sign that can be used seen to promote a particular business.
to highlight access is maintained
for businesses.
 Temporary Traffic Management handbook 115

6.6 Other general Different types of diverted

temporary signing principles 62 traffic sign

The following guidance is provided to

tackle the most common errors TfL has
encountered with the use of traffic signs. Diverted
• Static signs should have no more
traffic
than 12 units of information with a
unit defined as a word, name, date
or symbol Sign used in advance of a junction to
indicate the direction diverted traffic
• Messages should be concise and clear 63 should take at the junction ahead
and be appropriate to the speed of (Ref: 2703)
traffic to enable drivers to understand
the message and minimise distraction

• Days of the week may be abbreviated

as appropriate and times of the day
Diverted
must always be in the 12-hour format traffic
– the 24-hour clock must not be used

• Web addresses must not be used on

traffic signs Sign used to indicate the
direction diverted traffic should
take at a junction (Ref: 2704)
• Diversion route signing may use sign
Ref: 2703 in advance of junctions and/
or sign Ref: 2704 at junctions, but
there is no expectation that designs
must always use both in the vicinity of
all junctions. Surplus signs contribute
to sign clutter and have the potential
to restrict footways

• Map-based diversion signs are not

required for works where the directed
route can be clearly signed using
sign Ref: 2703. If the road network or
roundabout is more complex, then
their use can be justified
116 Chapter 6 – Temporary traffic signs

6.7 Portable Variable VMS units should be clearly referenced

to the connected works site to enable
Message Signs the highway authority or the police to
identify the organisation responsible for
Variable Message Signs (VMS) are used its placement.
widely across the TLRN, particularly
where major or long-duration works are Messages for planned works should
taking place. They are an effective advance conform to the following format:
warning mechanism to road users about
potential disruption upstream. • Time/Date

They are usually trailer-mounted and • Where

towed or craned into position.
• What
Where there is adequate width to place
VMS units on the footway, they should • Advice
be sufficiently guarded with pedestrian
barriers to Chapter 8 standards to Where signs are utilised for emergency
protect pedestrians from colliding with situations, the following format should
them, particularly blind or partially be applied:
sighted pedestrians.
• Location
Care should be taken to ensure VMS
do not present a hazard at head height, • Direction
and where necessary barriers should
be extended to prevent people walking • Cause
underneath the signs if they cannot be
raised to a safe head room height for Messages should not normally
pedestrians and/or cyclists. contain more than eight words or six
units of information.
VMS should be positioned where tow
hitches point downstream where possible VMS units must be compliant with
or are secured in the upright position TOPAS 2516C27 (Performance Specification
where allowed, which will minimise the for Discontinuous Variable Message
hazard in the event of a vehicle collision. Signs). Chapter 8 Part 3 Section U5.16
gives further information on the use of
Wherever possible, VMS units should be temporary VMS.
located behind any existing or temporary
crash barriers.

27 http://www.topasgroup.org.uk/MyFiles/Files/specifications/2516C v3 draft uploaded.pdf

 Temporary Traffic Management handbook 117

Variable message sign

118 Chapter 7 – Traffic signals
 Temporary Traffic Management handbook 119

Chapter 7 – Traffic signals

120 
7.1 – Introduction 132 
7.10 – PTS Cable Protection

121 
7.2 – Equipment standards 132 
7.11 – Maintenance of PTS
and specification

133 
7.12 – Changes to permanent
123 
7.3 – Standard and UTC PTS systems traffic signals

124 
7.4 – When to use UTC PTC systems 134 
7.13 – Modelling and traffic
infrastructure timescales

125 
7.5 – UTC PTS systems assessment
and commissioning 135 
7.14 – Existing traffic signal
switchouts

125 
7.6 – PTS signal timings

125 
7.7 – Portable crossing systems at
zebra crossings

128 
7.8 – Portable pedestrian
crossing facilities

129 
7.9 – PTS and cycle facilities
120 Chapter 7 – Traffic signals

7.1 Introduction Portable signals typically have their

own power source, usually battery
powered, and are manoeuvrable in
TfL is responsible for the maintenance,
nature. The decision on what type of
management and operation of London’s
facility to provide rests with TfL as the
6,000+ permanent sets of traffic lights
traffic authority.
and processes more than 2,000 sets
of portable and temporary signal
Works promoters should consult with
applications a year.
TfL’s traffic management assessment
teams (see Contacts chapter on page 180)
Keeping London moving is a key TfL
when planning works that propose the
responsibility. Due to the large volume
use of portable signals before seeking
of road users in central London and
formal permission to install them on
the sensitivity of the TLRN to delays,
the TLRN.
managing the large volumes of
temporary works in London is complex.
The use of portable traffic signals helps
to control road user movement at works
and they are a vital tool in making sure
the network remains safe.

Portable traffic signals (PTS, or

sometimes referred to as Portable Light
Signals (PLS)) are distinct from temporary
traffic signals, which are permanent
signals mounted in a temporary fashion.
They are connected to power and a
central traffic signal control system,
and were conventionally mounted into
barrels, although lately have a more
sophisticated base.
 Temporary Traffic Management handbook 121

7.2 Equipment standards Traffic management contractors

should check with their traffic signal
and specification suppliers that the equipment meets the
required standard.
Portable traffic signal control equipment
must comply with the Traffic Open Contractors should ensure their staff
Products and Specifications (TOPAS), are suitably trained and readily available
most notably: to adjust timings or introduce manual
control (stop and go board in case of
• TOPAS 2502B28 (Performance failure) where necessary. Operators and
Specification for Portable Traffic designers require specialist training,
Signal Control Equipment for use at particularly with pedestrian-controlled
Roadworks) facilities. Contractors working on behalf
of TfL are required to operate to the
• TOPAS 2504A29 (Performance National Highway Sector Scheme 12D.32
Specification for Vehicle Detection It is strongly recommended this standard
Equipment for Vehicle Actuated be adopted by all works promoters
Portable Traffic Signals) using multiphase signals and pedestrian
crossing systems.
• TOPAS 2537A30 (Performance
Specification for Portable Traffic Signal Manual control of traffic signals refers
Control Equipment with Pedestrian to the continual presence of a suitably
Facilities for use at Roadworks) qualified operative actively controlling
the phasing of the signals in real time.
• TOPAS 2538A31 (Performance This method enables the controller
Specification for Portable Traffic Signal to manage demand and respond to
Control Equipment for a Standalone traffic flows to help mitigate delays
Pedestrian Facility) and disruption on the road network.
TfL will need to consent or may impose
Traffic signal equipment not meeting conditions for the use of manual control.
the required TOPAS specifications is
not authorised for use on the TLRN.

28 http://www.topasgroup.org.uk/MyFiles/Files/specifications/2502B v4 170415.pdf
29 http://www.topasgroup.org.uk/MyFiles/Files/Specifications 2016/TOPAS 2504A 11316.pdf
30 http://www.topasgroup.org.uk/shop/topas-2537a-performance-specification-for-portable-traffic-
signal-control-equipment-with-pedestrian-facilities-for-use-at-roadworks/
31 http://www.topasgroup.org.uk/MyFiles/Files/Specifications 2016/TOPAS 2538A 11316.pdf
32 https://www.ukas.com/download/publications/publications_relating_to_certification_bodies/NHSS 12D
9001 2008 - Issue 10 November 2016.pdf
122 Chapter 7 – Traffic signals

Manual control should be a method of

last resort in controlling traffic signals.
In some locations and situations, pre-
set or pre-agreed timings may not be
deemed responsive enough to sensitive
locations or in instances when a sudden
surge of traffic can be predicted, such
as when people are leaving large events.
Manual control can have the capability
to flush traffic through an area to
prevent sections of the road network
becoming gridlocked. Furthermore, it
is likely to be required in locations near
emergency service stations and Accident
and Emergency departments, or security
sensitive parts of the road network.

Traffic management proposals with

portable traffic signals will be required
to show:

• Proposed method of control –

manual, fixed, vehicle actuation,
Urban Traffic Control (UTC)

• Stage diagram including pedestrian

phases with green, vehicular and
pedestrian red and blackout duration

• Distance between ‘Wait Here’ signs

or ‘Wait Here’ and the datum point

• Traffic signal manufacturer and

model with confirmation traffic
signal equipment is TOPAS approved
 Temporary Traffic Management handbook 123

7.3 Standard and UTC • Indirect control: Downloadable plans,

signal timing plans and timetables
PTS systems are sent to and operated by the
PTS controller. This is in isolation
Temporary works with traffic signals, of UTC so the timings will not be
if not carefully managed, can disrupt coordinated to the surrounding
London-wide operations. Therefore, signalled sites, but will be operating
standard portable signals, which are the required green times as per the
widely used throughout the country, are signal timing plans. This can either
not suited to all locations within London. be delivered by TfL or by the traffic
management contractor. It must be
TfL has developed the technology to possible for these systems to respond
control PTS through London’s UTC to updated signal timings within 15
system, which centrally controls the minutes of a request from TfL
traffic signals in London. PTS can now be
operated using the following methods: • Standalone: PTS can be operated
independently by the traffic
• Full UTC: This is achieved by management contractor. TfL will
commissioning the PTS onto a UTC provide suggested green timings but
system and operating the site with the operation/timings are the sole
plans and a timetable, allowing the responsibility of the works promoter.
PTS to be coordinated with the In London, these systems are
surrounding network. TfL is able more suited for use in non traffic-
to control these signals remotely sensitive and non-complex locations
and override deployed plans without UTC
when required. A communication
line is required for the Full UTC
and downloadable software plan
to connect with the on-street
equipment. It should be noted that
not all available systems in the UK
are able to interface with TfL systems
so the contractor will need to ensure
they source compatible products
124 Chapter 7 – Traffic signals

7.4 When to use UTC • Road layout type: Certain types of

road layout such as a roundabout or
PTC systems a gyratory will require rigorous and
careful planning and implementation
During the design phase, the works
promoter will assess the site and the • Location: If the works are in a
traffic management/traffic control sensitive/strategic location or if
arrangements and submit a design they could contribute to secondary
proposal to TfL. This will include details congestion into sensitive/strategic
of the chosen system and method of areas
communicating with the signals.
• Traffic flows: If traffic flows are
The proposed traffic management considered moderate/high, or where
will be assessed and will look at the abnormal queues are predicted that
following considerations in determining cause congestion above acceptable
whether the implementation of a UTC levels either in the local area, or
system is appropriate: cause secondary congestion at other
adjacent sensitive/strategic locations
• Planning and notification: Unless
special circumstances dictate, TfL • Modal usage: Minimising disruption
requires the decision to use UTC to sustainable modes such as buses
(with all the necessary documentation is an influential factor, particularly if
complete and in place) 10 working days there are more than 30 buses per hour
in advance of the works start date over all arms of an intersection in the
vicinity of a works area
• Works duration: Due to cost and
complexity of operations in the
mobilisation and demobilisation of
the systems, it is recognised they are
generally not suited to works that are
less than two days in operation except
in extraordinary circumstances

• Peak time operations: UTC systems

are well suited to heavy demand
situations. Off-peak setups and low
flow periods during school holidays
and Christmas Day/New Year’s Day are
less likely to warrant UTC systems
 Temporary Traffic Management handbook 125

7.5 UTC PTS systems 7.6 PTS signal timings

assessment and
TfL may provide signal timings to
commissioning contractors, but when they are not
supplied, the contractors will need
When assessing traffic signal to propose their own timings. It is
applications, the traffic management important that the designer ensures
proposals are assessed to determine the cycle times are reasonable and
the requirement for UTC systems in the not excessive. Long cycle times lead
following steps: to significant frustration from all road
users due to the long wait times for
1. Works promoter (or their traffic each movement. Research shows that
management designer) submits a pedestrians are less likely to wait for the
traffic management proposal to green man after 30 seconds, so shorter
TfL for assessment cycle times are preferable.

2. TfL will respond to the works

promoter with their traffic
management assessment decision
7.7 Portable crossing
including if UTC is required, which systems at zebra crossings
must be included in their permit
application
Where traffic management with a
shuttle lane is required to span a zebra
3. Works promoter completes a UTC
crossing, it will be necessary to provide
portable request form
a controlled crossing facility to replace
the zebra crossing so that it may operate
4. The method of control and
in sync with the signals. However, it
communication to the signals is
should not be placed in exactly the same
agreed, bearing in mind resilience in
location as the zebra crossing as this may
problematic locations
lead to road user confusion in terms of
who has right of way. The zebra crossing
5. UTC portable request form is updated
should be closed with pedestrian
to enable UTC commissioning
barriers and the signalised crossing
located in a nearby convenient location
6. Several tasks by TfL and the works
between the main signal heads.
promoter are required before the UTC
PTS is ready for use, which is generally
within 10 working days of an order
being placed
126 Chapter 7 – Traffic signals

Closed zebra crossing at roadworks

Single file
traffic

Area of works

Unobstructed crossing
Traffic cones
Signal head
Pedestrian Barrier
Temporary Traffic Management handbook 127

Key

Area of works
Segregated carriageway
Unobstructed crossing
Traffic cones
Signal head
Barrier
Pedestrian signal 

Single file
traffic
128 Chapter 7 – Traffic signals

7.8 Portable pedestrian TAL 3/11 also gives advice on how to

manage uncontrolled side road and
crossing facilities driveways in shuttle lanes when a
pedestrian crossing facility is present. It
If it is necessary to close a pedestrian indicates a supplementary signal and a
crossing facility, it will be expected that ‘Wait here’ sign should be placed within
an alternative route using an existing the shuttle lane in order to capture
crossing point be available via a short traffic approaching the crossing when
diversion route or a replacement facility the green man is showing. Not all
provided. Reasonable facilities to provide proprietary PTS systems may conform
accessible routes to all pedestrians to this design functionality as standard.
must be maintained, including those Designers must therefore design out this
in wheelchairs, mobility scooters, situation wherever possible.
pushchair users, or those less able
to walk. The aim should be to ensure
no one is disadvantaged by achieving
a similar standard of safety as at a
permanent site.

The Traffic Advisory Leaflet (TAL) 3/1133

(Signal-controlled Pedestrian Facilities
at Portable Traffic Signals) gives advice
to designers for temporary pedestrian
crossing facilities. It states ‘audible and/
or tactile signals can be used. Ramps
from the footway to the carriageway
should be provided, which are also
expected to be provided if existing drop
kerbs or a carriageway level location are
not available – this requirement shall
be established as part of the permit
conditions on NCT06a’. Chapter 3 (on
page 40) of the handbook has further
information on the requirements for
footway ramps.

33 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/482503/3-11.pdf
 Temporary Traffic Management handbook 129

7.9 PTS and cycle facilities

When placing signal heads at junctions
with advanced stop lines, care must be
taken not to obstruct dedicated facilities
for cyclists. Traffic signal heads should
be placed after the advanced stop lines
line with the ‘When red light shows, wait
here’ or 3/4 control variant located at the
advanced stop lines.

Ensure signal heads and ‘Wait here’ signs do not prevent cyclists using advanced stop lines
130 Chapter 7 – Traffic signals

64
When using portable signals at Example of a road layout with a two-stage rig
traffic light-controlled junctions
with segregated cycle tracks, designers
will need to plan very carefully how
all approaches are managed, including
the cyclists. Many junctions will
have two stage right turns (as shown
below). Phasing can be complex and
the stages must be managed to ensure
traffic is not enabled to pass through
pedestrian crossings that have a
green man. Uncontrolled approaches
are unacceptable.

Two-stage right turn

from Roehampton Lane
to Roehampton High Stre
 Temporary Traffic Management handbook 131

ght turn for cycles

Street
n High
Roeh ampto
20

eet

Ro
20

e ha
m
pt
on
La
ne

RIGHT TURN
IN TWO
STAGES
132 Chapter 7 – Traffic signals

7.10 PTS Cable Protection 7.11 Maintenance of PTS

Most PTS systems are self-contained In accordance with TAL 3/11, daily
units, however for systems that have inspections of traffic signals are required
external cables at ground level, the as a minimum. TfL’s network carries large
signals should be set up in a way so the volumes of traffic and is sensitive to
cables are free from interference and do network impacts, so TfL would expect
not present a trip hazard. Cable shrouds more frequent inspection regimes and in
offer a tidy and safe method to hide the most sensitive locations a constant
and protect cables. If shrouds cannot presence on site during sensitive times.
be used, the temporary signals should When traffic signals stop working
be behind barriers to avoid trip hazards. or have inappropriate timings set,
Push buttons to call the pedestrian green unnecessary congestion and delay
phase must be accessible at all times. can occur.

PTS units should be secured and locked

to prevent controls being tampered with,
and to deter battery theft.

PTS cables should not be easily accessible

 Temporary Traffic Management handbook 133

7.12 Changes to permanent To alter existing traffic signals, a new

programmable read-only memory chip,
traffic signals known as a PROM (which goes into the
controller box located near to the traffic
Where the developer requires changes signals) may be required. This is arranged
to be made to the existing highway with TfL’s Engineering Services via the
layout, including the traffic signals, or TfL assessor.
where new traffic signals are proposed,
modelling will be required to understand It is important that the developer makes
the combined effects of both the traffic contact with TfL as soon as possible to
management and construction traffic on enable the above tasks to fit in with their
the road network. desired delivery programme, as these
processes can take up to three months.
If proposals significantly impact the
network, it may be possible to mitigate
any disruption caused through revised
traffic signal timings, revisions to the
road layout or a new signal installation.
In these instances, the developer should
seek to optimise proposals through the
use of traffic modelling. Traffic models
enable proposals to be designed to
achieve the right balance for all road
users at a particular location.

Where modelling is required,

developers or contractors will need
to liaise through TfL Assessors (see
Contacts chapter) to have the modelling
checked and validated by specialists.
The timescale for validating traffic
signal modelling depends on the size,
complexity and ultimately the quality of
the model. Guidance on modelling can
be found here.34

34 http://content.tfl.gov.uk/traffic-modelling-guidelines.pdf
134 Chapter 7 – Traffic signals

7.13 Modelling and traffic

infrastructure timescales
Before a traffic management proposal is
submitted for assessment, the developer
should make contact with the TfL
Assessment team to share the proposals.
This enables collective agreement to
be made on what work will need to be
undertaken to understand the impact of
the proposal, which will subsequently
inform the timescales for design.

Below is an indication of typical

timescales for each of the processes
that may be required.

Requirement Time

Base model assessment and audit of proposed layout 4 weeks for each iteration

Proposed model (including inter-greens) 4 weeks for each iteration

Scheme impact report 4 weeks

Manufacturing a new PROM Up to 3 months

Provision of a new controller (if required) 6 weeks advance notice

 Temporary Traffic Management handbook 135

7.14 Existing traffic

signal switchouts
Where permanent traffic signals need to
be switched out, contractors will initially
need to get agreement from TfL’s traffic
management assessment teams before
submitting a request to the TfL Fault
Control Centre:

Call: 0845 606 1005

Email: [email protected]

The standard notice period is three days,

although more urgent requests can be
completed for a higher charge.

Any developer-promoted scheme that

includes new, or changes to existing,
traffic signals on the TLRN will require
the developer to progress the scheme as
part of a Section 278 agreement under
the Highways Act.

Email: S278SufaceDP@tfl,gov.uk
136 Chapter 8 – Working on dual carriageways
 Temporary Traffic Management handbook 137

Chapter 8 – Working on
dual carriageways
138 
8.1 – Introduction

140 
8.2 – Highways England Interim
Advice Notes

142 
8.3 – Dual-vehicle working

142 
8.4 – Short-duration works and
inspection stops

143 
8.5 – Works site encroachment

145 
8.6 – Gantry and fixed signing for
temporary works
138 Chapter 8 – Working on dual carriageways

8.1 Introduction TLRN dual carriageways

A total of 295km (51 per cent) of the

TLRN comprises dual carriageways, Key
of which 122km are classified as high-

65
TLRN
speed roads (50mph +), and 16km have Low-speed dual carriageway (40mph and below)
the national speed limit. Much of the High-speed dual carriageway (50-60mph)
network is considerably complex with
National speed limit dual carriageway
many constraints and hazards imposed
on the traffic management design. Large
sections of the network have a high
density of flyovers, underpasses, traffic
signals, guardrail and barriers, off and on
slip roads, cycle tracks, footways, access
roads and driveways. As a result,
signing strategies and taper positions
for lane closures need to be very
carefully considered to ensure minimal
risk for the workforce and public during
works. This means that site-specific risk
assessments are needed for operating
the traffic management.

This section of the guidance aims to

bring clarity around some of the issues
in designing and operating on the dual
carriageway and high-speed sections of
the network.

TLRN

Low speed dual carriageway (40mph and below)

High speed dual carriageway (50-60mph)

National speed limit dual carriageway

Temporary Traffic Management handbook 139
140 Chapter 8 – Working on dual carriageways

8.2 Highways England

Interim Advice Notes
Guidance is issued by Highways
England (HE) on a range of topics
relating to its motorway and trunk
road network in the form of Interim
Advice Notes (IANs), although other
highway authorities may also adopt
their use. Several of these cover traffic
management design and operational
techniques permitting innovative ways
of operating to improve road safety and
network performance. Detailed here
are selected IANs that predominantly
apply to the high-speed dual carriageway
network, and have been reviewed by
TfL and authorised for contractors
to use on the TLRN subject to a
site-specific risk assessment.
 Temporary Traffic Management handbook 141

Interim advice notes (IANs) authorised by TfL for use on the TLRN

IAN publication title TfL comments

115/08:35 Guidance for works on the hard shoulder and roadside

verges on high-speed dual carriageways

137-10:36 The use of stepped speed limits at roadworks

Application of the method and

150/16:37 Guidance on alternative temporary traffic management
techniques are authorised and
techniques for relaxation works on dual carriageways
approved for use on the TLRN

163/12:38 Alternative entry taper at relaxation scheme temporary

traffic management on high speed roads

179/14:39 Guidance on the use of vehicle-mounted, high-level

VMS to provide advance warning of lane closures for relaxation
works on dual carriageways with a hard shoulder

181/14:40 Guidance on the use of impact protection vehicles

for temporary traffic management Application of the method
and techniques contained with
the IAN and the HTMA guidance
Read in conjunction with: Highways Term Maintenance are authorised and approved for
Association (HTMA)41 guidance on temporary traffic use on the TLRN
management vehicle selection and operation

187/15:42 Use of a convoy vehicle for controlling traffic through

guide islands at relaxation works on dual carriageways
Application of the method and
techniques are authorised and
approved for use on the TLRN
188/16:43 Guidance on omission or warning lights (road
danger lamps) for relaxation works on dual carriageways
142 Chapter 8 – Working on dual carriageways

8.3 Dual-vehicle working 8.4 Short-duration works

and inspection stops
In recent years, there have been
significant advances in the
Contractors wishing to undertake short-
methodology of works operations to
duration works or inspection stops on
prevent harm occurring to the public and
the TLRN should ensure the method of
road workers. In 2014, the Health and
operation is in accordance with Chapter
Safety Executive (HSE) gave clear support
8. If an operator wishes to use alternative
to the IAN 181/14 and the HTMA guidance
techniques, the method should be
temporary traffic management vehicle
discussed with TfL prior to work starting.
selection and operation.
TfL will require notification of the works
‘HSE will expect vehicles carrying through the appropriate channels for
operatives in an unsecured position network management purposes in the
should be “protected” by a second usual way.
vehicle, a dedicated impact protection
vehicle, positioned 75 (+ or – 25) metres
upstream of the works vehicle. In
effect, combined traffic management
vehicles, with operatives working on
the rear, could not be used on their
own whilst in a live lane.’

It is recognised that installing traffic

management in some restricted
locations with dual vehicles may not
provide the safest method of working.
This should be identified in the robust
risk assessment. Routine operations
should allow for a dedicated impact
protection vehicle, separate to the
vehicle from which operatives are
working, during the installation and
removal phases of works.

TfL strongly recommends that the above

techniques are considered for dual
carriageways below 50mph where
the 85th percentile speed exceeds the
signed speed limit.
 Temporary Traffic Management handbook 143

8.5 Works site The placement of personnel needs to

be carefully considered as the sight of a
encroachment workforce near a road closure point
or in close proximity to moving traffic
There is a persistent risk of members can act as a magnet for vehicles to
of the public entering the safety and stop in dangerous locations to engage
works zones at works sites, which in conversations.
creates an inherent risk to the workforce
as well as to themselves. There are three Intentional encroachment: is the wilful
circumstances where this occurs and decision of a road user to ignore signs
each requires a different approach to and barriers to enter a prohibited section
risk mitigation: of carriageway or works site. This could
be the result of intoxication, frustration
Unintentional encroachment: will or criminal intent. Contractors should
occur where either the information consider the security of their works
given to motorists is unclear or where sites and the danger they pose to the
the boundary of the vehicular route is public and have procedures in place
not clearly defined. The resulting road to manage incidents as and when they
user confusion can lead to pedestrians, occur. Barriers and physical obstructions
cyclists or motor vehicles unwittingly should be considered appropriate to the
entering the perimeter of the traffic assessed risk on a site-specific basis.
management and potentially into Lone working risk assessments should
working areas. At the design stage, be reviewed, particularly in areas where
designers should ask themselves the first disruption can be expected in town
of the key questions in the Safety Code – centres, close to events and night clubs.
‘Will someone using the road or footway
from any direction understand exactly Incident encroachment: occurs as
what is happening and what is expected the result of road accidents, or during
of them?’ Advance and information emergency or major incidents. Working
signs should be clear, the correct size to the required safety zone margins
and well positioned to be effective. The and risk should be assessed on a site-
edge of the vehicular route must also be specific basis. Designers will need to
clear from all approaches and the whole assess emergency access arrangements
site should be regularly maintained and for emergency vehicles and ensure
inspected. Physical and visual barriers escape routes to adjacent properties are
can be used to help communicate what maintained and managed. The following
is expected of the road user. stages in the table on page 144 should be
observed to safeguard the risks posed by
Designers should not rely on marshals works sites.
or gatemen as an effective method of
communicating with moving traffic.
144 Chapter 8 – Working on dual carriageways

Five key stages to ensuring works sites and closures are effective and risks minimised

Stage Actions

Giving advance notice to road users

For road closure and other disruptive or major works, consider installing advance warning
signs deployed several days in advance of the works along with communications via press
1 releases or media outlets. This will allow motorists to plan ahead and alter journey plans.
Encountering unexpected delays or having a journey hindered is a frequent source of
frustration to road users. The installation of these signs can reduce motorist frustration
and consequently the desire to breach a closure point.

Approach zone signing

On the approach to the lane closure or road closure, ensure signing informs the motorist
of what is happening and what is expected of them, so that they can process the
2 information in good time and make better decisions on how to reroute past the works.
Notification of the works upstream of the site at key junctions allows people to take
alternative routes. Without this time to digest, some motorists are likely to panic or get
frustrated more easily and again try to breach a closure point.

Maintenance of signs
3 Most inadvertent breaches of closures occur when the signs, barriers or traffic cones
have been displaced or knocked over. Regular inspections and maintenance will ensure
the integrity of the works site is retained and prevent road user confusion.

Barriers and visual deterrents

Despite clearly signed approach zones and well maintained traffic management, the risk
remains that some people will still attempt to encroach into safety and working zones,
particularly when the works area is not visible from the closure point. Reliance on traffic
4 cones may not be sufficient and in problematic locations it is recommended supplementary
traffic barriers be deployed across the full width of the potential access route.
Gatemen or traffic marshals may also be considered to allow controlled access, although
designers must be aware of the risk of vehicles stopping to verbally engage with marshals
which could cause an obstruction to the flow of traffic.

Restraint systems
5 For works with higher risk, such as excavations, works near railway lines, major works or
where security must be tighter, then more robust barriers should be considered or traffic
management vehicles parked broadside to physically block routes.
 Temporary Traffic Management handbook 145

8.6 Gantry and fixed signing

for temporary works
Certain sections of the TLRN have
gantry and permanently fixed signs for
use in temporary situations and closures,
particularly on approaches to tunnels
and underpasses. Works promoters
should seek to use these where
possible and ensure the gantry signing
does not conflict with the temporary
traffic management arrangements.

If there is the potential for a conflict, the

traffic management should be discussed
with TfL for resolution.
146 Chapter 9 – Look and feel of roadworks
 Temporary Traffic Management handbook 147

Chapter 9 – Look and feel

of roadworks
148 
9.1 – Public perception

149 
9.2 – Maintenance

150 
9.3 – Tidiness: safety,
security, aesthetics

152 
9.4 – Workforce

154 
9.5 – Targeting information

156 
9.6 – Branding
148 Chapter 9 – Look and feel of roadworks

9.1 Public perception Creating clear and consistent

information for people living and
working near roadworks sites will keep
While roadworks are an inevitable
road users better informed, with traffic
part of everyday life, well-designed
signs integral to this – see Chapter 6.
and maintained temporary traffic
Good information helps to reduce
management and work sites will help
public confusion and complaints.
retain healthy and pleasant street
environments where Londoners feel
Well-planned works outside peak usage
safe and relaxed. The site boundary is
hours or returning the road to
invariably the perimeter of the traffic
its users at peak hours all help keep
management and plays a critical
London moving.
role in communicating the
professionalism and integrity of
the company and its contractors.

Well-maintained traffic cones keep a site Straight and tidy barriers maximise safety
safe and routes clearly defined and give a good impression on site
 Temporary Traffic Management handbook 149

9.2 Maintenance One of the most critical parts of

improving the appearance of roadworks
is to ensure the guarding and barrier
National guidance for site maintenance is
systems are correctly installed and
provided in Chapter 8. Site maintenance
straight and the cones are tidy, correctly
regimes should be planned in advance of
aligned and clean.
works and proportionate to the risk of
disruption expected. Any maintenance
Barriers and other traffic
regime should be monitored and
management equipment should not
reviewed on a regular basis to ensure
be utilised to support tools, plant or
roadworks do not deteriorate to unsafe
building materials.
levels for extended periods of time.
It is incumbent upon works promoters
Maintenance frequency will be
to keep works sites compact and
determined on a site-by-site basis
as minimally disruptive as possible
following a risk assessment. As much
although this should not compromise
of the TLRN has high traffic volumes,
compliance with the Safety Code.
including pedestrians and cyclists, two-
As works progress, surplus traffic
hourly inspections would be appropriate
management should be removed and
in most locations.
the site reduced if reasonably practicable
without detriment to safety zones.
It is recommended that diversion routes
are inspected frequently, particularly
when signs are located on footways
and other areas where signs are prone
to being disturbed. Where a Roadworks
Inspector identifies that a site has
become non-compliant with the Safety
Code, the site is classified as follows:

• High risk: The site needs rectification

without delay and within two hours of
notification of the failing

• Low risk: The site requires making

good within four hours of notification
of the failing
150 Chapter 9 – Look and feel of roadworks

9.3 Tidiness: safety, Cluttered, untidy sites have the

potential to be vulnerable to the hiding
security, aesthetics and disguising of suspect packages.
A tidy site, with well maintained
Sites should be kept orderly, with barriers, can help reduce this risk.
materials safely stored in an organised
manner and contractors should make Developers and TfL aspire to make
provision to promptly remove waste and local areas more attractive to walking
litter from sites. Construction debris is and cycling to help meet the Mayor’s
a potential trip hazard to the workforce, transport strategy and promote
or could be used as a missile or weapon active travel. A temporary streetscape
during public disorder, and it has a environment should minimally impact
detrimental impact on the appearance of the area and not lower the visual
the local street scene. amenity and attractiveness of an area.
Traffic management equipment should
Where there are high numbers of be kept clean of grime, dirt and dust
road users and the storage of materials, often emitted through undertaking
tools, plant or welfare facilities is roadwork operations.
occupying too much road space,
consideration should be given to
creating storage facilities within less
busy nearby side streets, with the
agreement of the relevant highway
authority.

The corporate image and professionalism

of a works promoter, contractor and
TfL as the highway authority can be
severely called into question when sites
are untidy.

Street litter collecting within a site and

along its boundaries, particularly within
walkways and cycle lanes, should be
removed. Not only is it unsightly but
litter can present a hazard to more
vulnerable road users. This is particularly
pertinent in the case of longer-duration
works, where traffic barrier and hoarding
has a solid edge at floor level, as it can
trap wind-blown litter alongside it.
 Temporary Traffic Management handbook 151

Untidy sites are potentially unsafe and several reduce the attractiveness of an area

Barriers can create litter traps that can make sites appear unsightly
152 Chapter 9 – Look and feel of roadworks

9.4 Workforce
Contractors and visitors to sites
should be qualified for the roles they
are undertaking and suitably dressed
in Personal Protective Equipment as
required by the demands of their role.
However, the cleanliness and appearance
of the Personal Protective Equipment
not only affects the safety performance
of the product but it can demonstrate
publicly the company policy towards
maintaining high safety standards
throughout all its operations.

All site personnel should also carry

a form of identification.

Historically, one of the biggest

frustrations of road users has been
the appearance of inactivity within
roadworks. Works promoters are
encouraged to ensure works are
planned to keep periods of inactivity
to the absolute minimum where
possible. Where inactivity is unavoidable,
explain why with signing - for example,
concrete drying.
 Temporary Traffic Management handbook 153

Site personnel should be suitably dressed

Clean and consistent Personal Protective Equipment for all site staff helps to demonstrate
high safety standards
154 Chapter 9 – Look and feel of roadworks

9.5 Targeting information advance of works or before a new phase

of works is about to commence. These
are especially effective at passenger
The perception and experience of
transport interchanges such as train
roadworks can be significantly improved
stations and bus stops.
with a well-considered communications
strategy, which can significantly reduce
In accordance with the Safety Code, it
disruption on the road network, and road
is a statutory requirement to ensure
user confusion and frustration.
all approaches to a works site must
sufficiently inform a road user what is
Designers must also be mindful to avoid
happening and what is expected of them.
information overload or message clutter,
Therefore, it is important to consider all
which can inadvertently contribute to
pedestrian and cycle approaches such as
confusion. The key types are:
footpaths from housing estates and the
cycle tracks from parks, and not only the
Advance remote communication:
main carriageway.
Consultations or letter drops for major
or disruptive works are the first tool to
When providing targeted information
engage with the public and communicate
on larger schemes, consider completion
why, what and when work is taking
dates and benefits of the works as well
place. When the local community
as the nature of the works and who will
feels engaged with the planning and
be most affected by and/or interested in
advance notice of the works, complaints
the works, including:
are reduced and it affords them the
opportunity to consider alternative
• People living and working near
means of reaching their destination.
works sites
Advance roadside communication:
• People travelling through the area
Designers assessing the impact of
works should propose the necessary
• Community groups and centres –
mitigation measures with their traffic
including schools and colleges, places
management submissions. TfL can
of worship, leisure centres, and
then assess the proposals and make
hospitals and other health service
further recommendations. Messaging
providers
strategies will be heavily influenced by
other works in the area. Reflective and
• Political representatives
variable message traffic signs are not the
only tool in roadside communication.
• London boroughs
Hoardings and some barrier systems
can often be utilised to display
pedestrian-facing local information in
 Temporary Traffic Management handbook 155

Communicating with road users

156 Chapter 9 – Look and feel of roadworks

9.6 Branding
With major works, sites may be
branded to help members of the
public identify who is carrying out the
works alongside explaining the nature
of the works and when they will be
delivered. The branding should not
interfere with the performance of the
traffic management installation,
mask or obscure any traffic signs
or be detrimental to personal security,
eg by inadvertently creating ambush
points or blocking lights and visibility.

Branding should not feature on any

traffic sign or equipment.
 Temporary Traffic Management handbook 157

Branding site hoarding is aesthetically pleasing to passing road users

158 Chapter 10 – Assessment, approval and monitoring
 Temporary Traffic Management handbook 159

Chapter 10 – Assessment,
approval and monitoring
160 
10.1 – Purpose of this section 172 
10.10 – Works monitoring

161 
10.2 – Background 173 
10.11 – Works enforcement

163 
10.3 – Proposals to undertake works 173 
10.12 – Roadworks patrols

165 
10.4 – Road safety audits

166 
10.5 – Street and roadworks permits

167 
10.6 – Highway licence approval

168 
10.7 – Temporary traffic regulation
orders and suspensions

170 
10.8 – Lane rental

170 
10.9 – Stakeholder communications
160 Chapter 10 – Assessment, approval and monitoring

10.1 Purpose of this section

Both roadworks and building
construction activities can cause
traffic disruption in London, but timely
and effective planning can keep that
disruption to a minimum. The purpose of
this chapter is to provide organisations,
especially those that are not familiar
with working on the TLRN or SRN, with
the information required to execute
works. This includes outlining the
relevant processes and procedures
required to assess work proposals and
obtain the necessary approvals.

This chapter will help those proposing

to undertake works to understand:

• The relevant TfL processes required

to undertake works that impact
the TLRN

• Some of the challenges that

could arise

• The value to all parties of

early engagement

• How TfL monitors works

for compliance
 Temporary Traffic Management handbook 161

10.2 Background
Roadworks are primarily governed
under two Acts of Parliament – the New
Roads and Street Works Act 1991, and the
Traffic Management Act 2004 (TMA).44
TfL, as a street authority, and those that
operate on our network, are bound by
this legislation.

The TMA tackles congestion and

disruption on the road network. It places
a duty on local traffic authorities to
ensure the that traffic moves freely
on their road network and those
networks of surrounding authorities.
The TMA gives authorities additional
tools to better manage parking policies,
moving traffic enforcement and the
management of street works.

Those undertaking roadwork play a key

role in this regard and must consider the
effects on all road users, the community
and businesses when undertaking
construction works. Each proposal
must be subject to careful planning,
assessment, and coordination before
consent is given to proceed.

44 https://www.legislation.gov.uk/ukpga/2004/18/contents
162 Chapter 10 – Assessment, approval and monitoring

Works assessment process

Works Work Work Assessment Assessment

Work type examples
type promoter promoter team system

• Major scheme
Highway • Cycle Superhighways
Authority Network
Major Londonworks
TLRN / SRN Impact • S278 schemes
schemes TMAN
Specialist
Developer • Structures & tunnels
investment programme

• Drainage
• Resurfacing
• Traffic signal
modernisation
• Highways England
Londonworks
Highway • Lighting
TMAN
Standalone Authority TLRN / SRN Coordination • Scoot
Slip number
works TLRN & Permitting
• Structural maintenance
Utility Management
system • Block closures
• Crane operations
• Utility renewals,
upgrades, connections
• New Roads and Street
Works Act s50
 Temporary Traffic Management handbook 163

10.3 Proposals to A major scheme generally involves a

permanent change to the road network
undertake works layout or long-term temporary traffic
management arrangements more than
Any organisation undertaking particularly six months in duration that will have a
disruptive works will be required to significant impact on highway capacity.
submit its traffic management proposals Any other standalone works that are
to TfL for assessment. This process proposed within the immediate vicinity
ensures that all mitigation measures will also be determined as part of the
have been considered to deliver the major scheme assessment.
works in the least disruptive way, the
relevant stakeholders are engaged, and Standalone works do not realign
the works are adequately communicated the permanent nature of the road
to the relevant parties that may be network, are independent from
impacted by the works. a scheme, and have a duration of less
than six months.
The TfL Assessment team will vary
depending on the type of work being Each traffic management assessment
proposed, as will the assessment system process is slightly different, depending
used to process proposals. on the type of works being undertaken
and the team processing the proposal.
The table to the left sets out areas of TMAN applications are generally
responsibility for each assessment team. determined within one calendar month
of receipt, and SNMS applications require
10 days' advance notice. Both assume
the application is complete, with all the
correct documentation provided.

The table on 164 provides an overview

of the information required and the
areas a traffic management application
should address (where relevant).
164 Chapter 10 – Assessment, approval and monitoring

Works assessment information

Application Impact of
Information required
type proposal on:

• Existing and proposed layout drawings

• Road safety
• Accident data
• Accessibility
• Traffic surveys/data
• Pedestrians/cyclists/ buses
• Traffic/transport modeling
• Motorised traffic/taxis/
• Scheme impact report where traffic signals are
interchanges
impacted
• Road network capacity
Major • Multi-modal traffic impact assessment or
scheme summary • Parking
• Road safety audit • Adjoining roads/wider area
impacts
• Construction Logistics Plan (CLP)
• Environmental and
• Lorry loading, holding and consolidation areas
streetscape
• Long Goods Vehicle flow data
• Surrounding network and
• Supporting information, including adjacent activities
stakeholder comments

• Existing and proposed layout drawings with

dimensions • Road safety
• Traffic management plan with dimensions • Accessibility
• Timing/programme of work; • Pedestrians/cyclists/ buses
• Accident/survey data • Motorised traffic, including
• Traffic/transport modelling motorcyclists and taxis
• Traffic impact assessment or summary • Interchanges
Standalone • Capacity/traffic impact
• Highway asset impact
works
• Road Safety Audit • Parking
• Construction Logistics Plan (CLP); • Adjoining roads/wider area
impacts
• Lorry loading, holding and consolidation areas
• Environmental and
• Long Goods Vehicle flow data streetscape
• Mitigation strategy covering all affected modes • Surrounding network and
• Supporting information including stakeholder adjacent activities
comments
 Temporary Traffic Management handbook 165

Further information on the traffic 10.4 Road safety audits

management assessment process can
be found by contacting the relevant TfL
In many situations, the guidance
Assessment team, whose contact details
contained within the national codes of
can be found in the Contacts chapter.
practice is insufficient to guide designers
to cover the complex scenarios likely
The TMAN Assessment component
to be encountered in London. A Road
forms part of an overarching system
Safety Audit (RSA) may be required for
known as Londonworks, which also
temporary traffic management schemes,
houses other modules that help
even if the arrangements remain in
to minimise congestion caused by
operation for less than six months.
roadworks and construction activity.
This is particularly the case where
significant impact on the highway
There is a Forward Planning portal
network is anticipated.
to enable works promoters to share
long-term plans, and a Central Register
TfL’s project sponsors will initiate
providing visibility of all works across
the RSA for TfL-promoted works, and
London that are either proposed or in
external works promoters should liaise
progress. Both modules are useful as
with TfL’s traffic management assessors
they can help to establish collaborative
to determine if an RSA is required.
working opportunities, while the Central
Register is a helpful reference to identify
Further information on TfL’s RSA
potential timeframes when there are no
procedure (SQA-0170) can be found
other works being carried out.
here.45 TfL’s RSA team can be contacted
at: [email protected].
TfL’s City Planning team is responsible
for submitting TMANs on behalf of a
developer wishing to work on the TLRN.
Contact: [email protected].

45 http://content.tfl.gov.uk/tfl-road-safety-audit-procedure-may-2014-sqa-0170.pdf
166 Chapter 10 – Assessment, approval and monitoring

Under the scheme, works promoters are

10.5 Street and roadworks required to obtain permission from TfL
permits to work on the TLRN. This allows TfL to
determine the best time for the works
to be carried out when there is the least
In addition to the traffic management
disruption to traffic and also identify any
assessment process, consent to
collaborative working opportunities.
undertake street and roadworks activity
on the TLRN from TfL’s Coordination
Permit conditions regarding the way
and Permitting team is a
the works are to be carried out are also
mandatory requirement.
agreed as part of the approval process.
The London Permit Scheme came
Below are the minimum advance notice
into effect in January 2010 to assist in
periods for applying for a permit to work.
the coordination of street works and
roadworks on the TLRN. All planned,
Further information on TfL’s permit
non-planned and emergency works will
scheme can be found here.46
require a permit.

Application period Response period

Works
type
Provisional advance Provisional advance
Permit Variation Permit Variation
authorisation authorisation

Major 3 months 10 days 1 month 5 days

Standard 10 days 2 days or 5 days

20 per
cent of 2 days
original
Minor 3 days duration 2 days

2 hours
Immediate 2 days
after

46 https://tfl.gov.uk/info-for/urban-planning-and-construction/roadworks-and-street-faults#on-this-page-4
 Temporary Traffic Management handbook 167

10.6 Highway licence • Hoardings

approval • Scaffolding

A separate approval process is required • Building materials

for activities that require licensing
under the Highways Act. These activities • Skips
include:
Application forms for highway licensed
• Crane operations activities can be found here.47

• Mobile elevated platforms

Licensed activity

47 https://tfl.gov.uk/info-for/urban-planning-and-construction/highway-licences
168 Chapter 10 – Assessment, approval and monitoring

10.7 Temporary traffic

regulation orders
and suspensions
A regulatory order or notice is
required when it becomes necessary
to prohibit, regulate or restrict traffic
on a road on part of the road network
as a consequence of the work. This
includes scenarios such as temporary
road closures, banned turns, changes in
kerb line controls and loading/parking
suspensions. Under the Road Traffic
Regulation Act 1984,48 such changes to
the way the permanent road network
normally operates requires either a
Temporary Traffic Regulation Order/
Notice (TTRO/N) or a Temporary
Suspension Request (TSR). Advance
notice periods for legally making the
relevant TTRO/N or TSR are as follows:

Temporary order type RTRA reference Description Advance notice

Planned traffic prohibitions or

Regulation Order Section 14(1) 12 Weeks
restrictions

Traffic prohibitions or restrictions

Regulation Notice Section 14(2) Not required
required without delay

Suspension of bus lanes, parking

Temporary suspension
Section 6 controls, such as parking, loading, 3 weeks
request
disabled or motorcycle bays

48 https://www.legislation.gov.uk/ukpga/1984/27/contents
 Temporary Traffic Management handbook 169

Any new permanent arrangements

introduced on the highway, such as
new loading/parking facilities, banned
turns and kerb line control changes,
will require amendments to existing
traffic orders.

For scheme-related work, these will

commonly be as follows:

Order type RTRA reference Description Advance notice

Temporary road layout for

Experimental Order Section 9 8 Weeks
experimental purposes

Changes to permanent traffic

Permanent Order Section 6 12 weeks
prohibitions or restrictions

Further information can be found by

contacting TfL’s traffic order team:
[email protected]
170 Chapter 10 – Assessment, approval and monitoring

10.8 Lane rental 10.9 Stakeholder

communications
The Transport for London Lane Rental
Scheme was introduced on 11 June 2012
Engaging stakeholders is fundamental to
and updated on 1 July 2014. The Lane
the success of well-executed roadworks.
Rental Scheme applies to 56 per cent of
All relevant stakeholders affected by
the TLRN and is designed to minimise
work proposals must be consulted for
disruption due to roadworks and street
awareness and to ensure any adverse
works in specified traffic-sensitive
effects are mitigated. This should
locations by applying a daily charge for
include, where applicable:
each day that the street is occupied by
the works.
• Vulnerable road users (cyclists,
powered two-wheelers, those with
Lane Rental Scheme charges can be
mobility impairments and pedestrians)
either low (£800) or high (£2,500) and
are applied for each day of impact.
• Other members of the public
Works promoters must establish if
charges apply to their proposals
• Freight industry
before commencing works. Further
details on TfL’s Lane Rental Scheme
• Local boroughs
can be found here.49
• Local businesses

• Residents groups

• Public transport sectors (buses,

Tube and overground rail)

• Emergency services

• Taxis

• Established development related

working groups

49 https://tfl.gov.uk/info-for/urban-planning-and-construction/lane-rental-scheme
 Temporary Traffic Management handbook 171

There are a variety of ways to provide • Targeted emails to registered

awareness of roadworks to help road users
customers avoid delays by making
pre-planned changes to their journeys.
• Targeted emails to registered
Communication conventionally involves
regular bus users
notifying residents and businesses by
sending letters in the near vicinity of
works, as well as the installation of • Tailored letters across immediate
variable message signs. residential area, any wider area(s)
anticipated to be impacted by
Depending upon the scale of the works, and other key stakeholders
activity and the anticipated operational
impacts for road users, the following
• Other tailored printed information
enhanced communication tools should
including advice for businesses in
also be considered:
the locality, cyclists and pedestrians
• Transport planning and analysis –
to understand the specific locations’ • Industry standard road closure data
users; their make-up, frequency of for satnav and other road network
journeys, origins and destinations, and information providers
to predict how individual journeys will
be affected and the disruption that
• Communication of timings to
will be experienced by time of day and
ensure optimal customer and
day of week
road user response based on
frequency of travel through the
• Analysis-based travel advice content
specific location
– captured in a single factsheet which
is then used as a single source of truth
to inform all communications and TfL Assessment teams are able to
engagement including: provide contact details for stakeholders
that should be contacted, which will be
• Dedicated travel advice webpage dependent on the type and locality of
including interactive mapping of the works.
works and associated diversions /
other travel advice
172 Chapter 10 – Assessment, approval and monitoring

10.10 Works monitoring a back-office system for validation. This

ensures finite roadspace is being actively
occupied when expected.
Legislation empowers TfL, as a street
authority for the TLRN, to undertake
Partnerships are also in place with other
inspections of roadworks to ascertain
TfL business areas that have an on-street
if a statutory undertaker has complied
contingent, who supply observations
with its duties.
on roadworks they encounter. In
total, more than 20,000 reports on
These inspections include checking if
roadworks per year are received from in
roadworks in progress are compliant
excess of 380 officers who frequently
with the technical standards prescribed
patrol the network. The reports are
within the Safety Code. Works are also
submitted through mobile software
inspected to assess if they are being
and transmitted to a back-office system
undertaken in accordance with the
where they are validated by specialist
approved permit conditions, if they are
roadworks inspectors.
incurring Lane Rental charges or are
overrunning their estimated end date.
Alongside this, a further 7,700 reports
per year are received from members of
Inspections are also carried out once
the public reporting roadworks problems
the works are complete to assess
through TfL’s website, which are also
whether the reinstated highway is
validated for compliance.
compliant with the performance
standards specified within the DfT’s
With access to more than 5,000 CCTV
Specification for the Reinstatement of
cameras, our Network Management
Openings in Highways.50
Control Centre also monitors the
road network 24 hours a day, regularly
More than 40,000 inspections a year
identifying concerns it has observed
are carried out on roadworks. Video
with roadworks.
analytic technology is sometimes
deployed to monitor activity on longer-
It is essential that construction
duration works, such as schemes, s278
organisations provide TfL with a 24/7
development works and utility mains
contact point empowered to rectify any
replacement works. These mobile CCTV
non-compliant defects within two hours
cameras auto-detect whether activity
of being notified of a high-risk failure, or
is taking place on-site when expected –
within four hours for lower-risk issues.
providing alerts containing still images to

50 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/11042/sroh.pdf
 Temporary Traffic Management handbook 173

10.11 Works enforcement 10.12 Roadworks patrols

Any breaches of safety standards are TfL undertakes regular roadworks
taken seriously, with the appropriate patrols with the delivery team, road
remedial interventions implemented users, campaign groups, and developers
against the parties concerned, with to cycle and walk through traffic
prosecution considered if this is management on the TLRN both before
deemed the most appropriate course and during roadworks. This active traffic
of action. The interventions at our management experience provides
disposal include: first-hand intelligence to road users
encountering temporary road
• Operation of a Fixed Penalty network conditions, and realising
Notice system - this provides TfL the constraints arising.
with the option of dealing with
specified streetworks offences Issues are discussed along the route
through the payment of a fine in with observations collated into a report
lieu of prosecution for dissemination to the group, site
managers and other stakeholders. The
• Prosecution in the magistrates’ emphasis is on ensuring high-quality
courts where the use of Fixed provision for vulnerable road users at
Penalty Notices are not considered works sites.
appropriate or available, for example
safety offences or where they have The patrol methodology has been a
failed to discharge liability through the catalyst for change, especially in the
Fixed Penalty Notice scheme, and way TfL approaches roadworks design
and conflict mitigation as part of the
• Action plans to address specific traffic management assessment process.
areas of under performance, which This includes interventions such as
are then closely monitored with the mandatory and advisory cycling facilities
works promoter through enhanced around roadworks and the provision of
reporting, regular progress review loading areas.
meetings and toolbox talks
Further information relating to cycle
Charges are also imposed where works patrols can be requested from:
are found to be overrunning, or are [email protected].
being undertaken during Lane Rental
operational hours.
174 References

References
Service Notice period

Mayor’s Transport Strategy51 Greater London Authority

Healthy Streets for London52 Transport for London

Vision Zero action plan53 Transport for London

Safety at Street Works and Roadworks: A Code of Practice54

Department for Transport
(the Safety Code)

Chapter 8 of the Traffic Signs Manual55 (Chapter 8) Department for Transport

Traffic Signs Regulations and General Directions56 (TSRGD) Her Majesty’s Stationery Office

Health and Safety at Work Act 197457 Her Majesty’s Stationery Office

Construction (Design and Management) Regulations 201558 Health and Safety Executive

Management of Health and Safety at Work Regulations 199959 Her Majesty’s Stationery Office

New Roads and Street Works Act60 Department for Transport

Walking action plan61 Transport for London

Pedestrian Comfort Guidance62 Transport for London

Equality Act 201063 Government Equalities Office

Inclusive Mobility64 Department for Transport

Crime and Disorder Act 199865 Her Majesty’s Stationery Office

BS 8442:2015: Miscellaneous road traffic signs and devices British Standards

 Temporary Traffic Management handbook 175

Service Notice period

BS EN12899-1: 2007 Fixed, vertical road traffic signs British Standards

Traffic Advisory Leaflet 01/1466 (Temporary white on red

Department for Transport
signs at roadworks)

Traffic Advisory Leaflet 15/99 Cyclists at Roadworks67 Department for Transport

Local Transport Note LTN 01/1268 (Shared use routes for

Department for Transport
pedestrians and cyclists)

Local Transport Note LTN 02/0869 (Cycle infrastructure design) Department for Transport

An Introduction to the use of Portable Vehicular Signals70 Department for Transport

CLOCS Standard for construction logistics: managing work Construction Logistics

related road risk71 and Community Safety

Interim Advice Note 142/11 (Temporary Barrier Decision Tool)72 Highways England

BS 8442:2015 Miscellaneous road traffic signs and

British Standards
devices. (Requirements and test methods)

BS EN1317 (Road Restraint Systems) British Standards

List of compliant road restraint systems73 Highways England

TOPAS 2516C74 (Performance Specification for Discontinuous

Highways England
Variable Message Signs)

TOPAS 2502B75 (Performance Specification for Portable Traffic

Highways England
Signal Control Equipment for use at Roadworks)
176 References

Service Notice period

TOPAS 2504A76 (Performance Specification for Vehicle Detection

Highways England
Equipment for Vehicle Actuated Portable Traffic Signals)

TOPAS 2537A77 (Performance Specification for Portable Traffic

Signal Control Equipment with Pedestrian Facilities for use at Highways England
Roadworks)

TOPAS 2538A78 (Performance Specification for Portable Traffic

Highways England
Signal Control Equipment for a Standalone Pedestrian Facility)

National Highway Sector Scheme 12D79 Highways England

Traffic Advisory Leaflet (TAL) 03/1180 (Signal-controlled Pedestrian

Highways England
Facilities at Portable Traffic Signals)

IAN 115/08:81 Guidance for works on the hard shoulder and

Highways England
roadside verges on high speed dual carriageways

IAN 137-10:82 The use of stepped speed limits at roadworks Highways England

IAN 150/16:83 Guidance on alternative temporary traffic

Highways England
management techniques for relax works on dual carriageways

IAN 163/12:84 Alternative entry taper at relaxation scheme

Highways England
temporary traffic management on high speed roads

IAN 179/14:85 Guidance on the use of vehicle mounted high level

VMS to provide advance warning of lane closures for relaxation Highways England
works on dual carriageways with a hard shoulder

IAN 181/14:86 Guidance on the use of impact protection vehicles

for temporary traffic management. Read in conjunction with:
Highways England
Highways Term Maintenance Association (HTMA)87 Guidance on
temporary traffic management vehicle selection and operation

IAN 187/15:88 Use of a convoy vehicle for controlling traffic

Highways England
through guide islands at relaxation works on dual carriageways

IAN 188/16:89 Guidance on omission or warning lights (road

Highways England
danger lamps) for relaxation works on dual carriageways
 Temporary Traffic Management handbook 177

Service Notice period

Traffic Management Act 2004 (TMA)90 Her Majesty’s Stationery Office

Highways Act 198091 Her Majesty’s Stationery Office

Road Safety Audit procedure92 Transport for London

Highway Licence Application Forms93 Transport for London

Road Traffic Regulation Act 198494 Her Majesty’s Stationery Office

Lane Rental Scheme95 Transport for London

Specification for the Reinstatement of Openings

Department for Transport
in Highways96

Transport for London website97 Transport for London

178 References

51 https://www.london.gov.uk/sites/default/files/mayors-transport-strategy-2018.pdf
52 http://content.tfl.gov.uk/healthy-streets-for-london.pdf
53 http://content.tfl.gov.uk/vision-zero-action-plan.pdf
54 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/321056/safety-at-streetworks.pdf
55 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/203669/traffic-signs-manual-chapter-08-part-01.pdf
56 http://www.legislation.gov.uk/uksi/2016/362/pdfs/uksi_20160362_en.pdf
57 https://www.legislation.gov.uk/ukpga/1974/37
58 http://www.hse.gov.uk/construction/cdm/2015/index.htm
59 http://www.legislation.gov.uk/uksi/1999/3242/contents/made
60 http://www.legislation.gov.uk/ukpga/1991/22/contents
61 http://content.tfl.gov.uk/mts-walking-action-plan.pdf
62 http://content.tfl.gov.uk/pedestrian-comfort-guidance-technical-guide.pdf
63 https://www.gov.uk/guidance/equality-act-2010-guidance
64 https://www.gov.uk/government/publications/inclusive-mobility
65 https://www.legislation.gov.uk/ukpga/1998/37/contents
66 https://www.gov.uk/government/publications/temporary-white-on-red-signs-at-road-works
67 http://www.ukroads.org/webfiles/tal 15-99 cyclists at roadworks.pdf
68 https://www.gov.uk/government/publications/shared-use
69 https://www.gov.uk/government/publications/cycle-infrastructure-design-ltn-208
70 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/509198/introduction-use-portable-vehicular-signals.pdf
71 https://www.clocs.org.uk/page/clocs-standard
72 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian142.pdf
73 http://www.standardsforhighways.co.uk/ha/standards/tech_info/files/List_of_EN1317_Compliant_RRS_
March_2016.pdf
74 http://www.topasgroup.org.uk/MyFiles/Files/specifications/2516C v3 draft uploaded.pdf
75 http://www.topasgroup.org.uk/MyFiles/Files/specifications/2502B v4 170415.pdf
76 http://www.topasgroup.org.uk/MyFiles/Files/Specifications 2016/TOPAS 2504A 11316.pdf
77 http://www.topasgroup.org.uk/shop/topas-2537a-performance-specification-for-portable-traffic-
signal-control-equipment-with-pedestrian-facilities-for-use-at-roadworks/
78 http://www.topasgroup.org.uk/MyFiles/Files/Specifications 2016/TOPAS 2538A 11316.pdf
79 https://www.ukas.com/download/publications/publications_relating_to_certification_bodies/NHSS 12D
9001 2008 - Issue 10 November 2016.pdf
80 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/482503/3-11.pdf
81 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian115r2.pdf
82 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian137.pdf
83 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian150_16.pdf
 Temporary Traffic Management handbook 179

84 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian163.pdf
85 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian179.pdf
86 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian181.pdf
87 https://www.tmca.org.uk/sites/default/files/downloads/htma_guidance_ttm_vehicle_selection_and_
operation.pdf
88 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian187.pdf
89 http://www.standardsforhighways.co.uk/ha/standards/ians/pdfs/ian188.pdf
90 https://www.legislation.gov.uk/ukpga/2004/18/contents
91 https://www.legislation.gov.uk/ukpga/1980/66
92 http://content.tfl.gov.uk/tfl-road-safety-audit-procedure-may-2014-sqa-0170.pdf
93 https://tfl.gov.uk/info-for/urban-planning-and-construction/highway-licences
94 https://www.legislation.gov.uk/ukpga/1984/27/contents
95 https://tfl.gov.uk/info-for/urban-planning-and-construction/lane-rental-scheme
96 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/
file/11042/sroh.pdf
97 http://www.tfl.gov.uk/
180 Contacts

Contacts
TfL Assessment Teams

Contact Type Area Boroughs Email

Barking & Dagenham, Barnet, Brent,

Enfield, Hackney, Hammersmith &
North Fulham, Haringey, Harrow, Havering,
Hillingdon, Hounslow, Redbridge
Waltham Forest
Network
Impact Camden, City of London, Islington, NPDNetworkImpactSpecialist
Specialist Central Kensington & Chelsea, Tower Hamlets, @tfl.gov.uk
Team Westminster

Bexley, Bromley, Croydon, Ealing,

Greenwich, Lambeth, Lewisham,
South
Kingston, Merton, Newham, Richmond,
Southwark, Sutton, Wandsworth

Barking & Dagenham, Bexley,

Enfield, Greenwich, Hackney,
East [email protected]
Haringey, Havering, Newham, Redbridge,
Tower Hamlets, Waltham Forest

Barnet; Brent, Ealing, Harrow, Hillingdon,

West Hounslow, Kingston-upon-Thames, [email protected]
Coordination & Richmond-upon-Thames, Wandsworth
Permitting
Camden, City of London,
Central Hammersmith & Fulham, Islington, [email protected]
Kensington & Chelsea, Westminster

Bromley, Croydon, Lambeth,

South [email protected]
Lewisham, Southwark, Sutton

Londonworks
[email protected]
System Access

Slip Number
Management [email protected]
System Access
 Temporary Traffic Management handbook 181

Service Contact

TfL Bus Operations Team 020 3054 0195

North London: [email protected]

TfL bus suspensions Central London: [email protected]

South London: [email protected]

0845 606 1005

TfL traffic signal switchouts
[email protected]

TfL’s City Planning Team [email protected]

TfL’s Traffic Order Team [email protected]

Police anti-terrorist hotline 0800 789 321

Any queries relating to this document should

be emailed to [email protected]
© Transport for London
December 2018