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Kingdom of Bahrain Part 16 Traffic Management at Road Works Roads Design Manual

Document Control

Client The Government of the Kingdom of Bahrain, as represented by

the Ministry of Works, P.O. Box 5, Bahrain
Title Bahrain Roads Design Manual
Subtitle Part 16 Traffic Management at Road Works
References Prepared and published by AECOM
Contract Number RPD-11/050 (March 2012)
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Roads Design Manual Part 16 Traffic Management at Road Works Kingdom of Bahrain

Summary

This Part 16 of the Manual covers the requirements for safe Traffic Management at Road
Works. In order to underline the importance of the temporary signing for traffic management
at road works this has been included as a separate Part of the Manual.
The Ministry’s previous publication “Traffic Management at Roadworks” has been reviewed
and incorporated in this Part. Traffic Signs and Road Markings are covered in Part 13 of the
Manual and this Part is based on them.
Apart from the traffic signs required for temporary traffic management at road works this Part
also provides details on the layout of signs, as typical layouts for traffic management.
The contents of this Part have been organised in 8 chapters covering the requirements for:
• Planning the Works,
• Safety of Work Force and Road Users,
• Signing and Marking,
• Works Zone Control,
• Types of Restriction and Traffic Management Methods,
• Illumination and Reflectorisation,
• Typical Sign Layouts, and
• Installation and Maintenance.
This Part also includes three appendices:
• Identifying the procedural documents referenced in the text.
• Describing the processes to be followed to ensure that road works are coordinated
across the network and the procedures to be followed by the various parties
involved in the management of road traffic at road works in the Kingdom of Bahrain.
• A schedule of the signs and markings in this Manual, referenced to the nearest
equivalent UK TSRGD Diagram number.
It draws on established practice in the UK and other countries and the work of many people
in developing and implementing that practice is gratefully acknowledged.

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Contents

The Bahrain Roads Design Manual

The Bahrain Roads Design Manual has been prepared and published in 18 separate parts
grouped together in a thematic structure to make it easier to use and manage.

Part Title
PROCEDURAL REQUIREMENTS FOR ROAD PROJECTS
1 Introduction to the Bahrain Roads Design Manual
2 Planning Procedures
3 Scheme Appraisal
4 Design & Implementation Procedures
5 Road Safety
TECHNICAL REQUIREMENTS FOR ROAD PROJECTS
6 Road Geometry
Chapter 1: Introduction and General Design Criteria
Chapter 2: Link Design
Chapter 3: Cross Section Elements
Chapter 4: Junction Type, Size and Choice
Chapter 5: Design of Priority Junctions
Chapter 6: Grade Separated Junctions and Interchanges
Chapter 7: Roundabouts
Chapter 8: Signal Controlled Junctions (including Signalised Roundabouts)
Chapter 9: Highway Features
7 Geotechnical Investigation
8 Pavement Design and Rehabilitation
9 Road Drainage
10 Minor Road Structures
11 Street Lighting
12 Environmental Assessment & Design
TECHNICAL REQUIREMENTS FOR TRAFFIC MANAGEMENT
13 Traffic Signs and Road Markings
14 Traffic Signals and Control Equipment
15 Road Safety Barriers
16 Traffic Management at Road Works
ROAD MAINTENANCE REQUIREMENTS
17 Road Maintenance
DRAWINGS
18 Standard Details

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Part 16 - Traffic Management at Road Works

The contents of this Part are:

Summary .................................................................................................................................. 1
Contents ................................................................................................................................... 3
The Bahrain Roads Design Manual .................................................................................... 3
Part 16 - Traffic Management at Road Works .................................................................... 4
List of Tables ....................................................................................................................... 6
List of Figures...................................................................................................................... 6
Glossary ................................................................................................................................... 7
Definition of terms (particular to this part) ........................................................................... 7
Abbreviations (particular to this part) ................................................................................ 11
1 Introduction................................................................................................................. 13
1.1 Objectives ............................................................................................................. 13
1.2 Requirements ....................................................................................................... 13
1.3 General principles ................................................................................................. 14
2 Planning the Works .................................................................................................... 15
2.1 Introduction ........................................................................................................... 15
2.2 Traffic Management Plans .................................................................................... 15
2.3 Road Works Permits and Auditing ........................................................................ 17
3 Safety of Workforce and Road Users ........................................................................ 20
3.1 Introduction ........................................................................................................... 20
3.2 Crossing the carriageway on foot ......................................................................... 21
4 Signing and Marking .................................................................................................. 22
4.1 Introduction ........................................................................................................... 22
4.2 Sign Types ............................................................................................................ 22
4.3 Size and Siting of Signs ........................................................................................ 23
4.4 Existing Signs and Markings................................................................................. 23
4.5 Warning signs ....................................................................................................... 23
4.6 Regulatory signs ................................................................................................... 28
4.7 Informatory signs .................................................................................................. 31
4.8 Channelising devices and barriers ....................................................................... 35
4.9 Road markings ...................................................................................................... 39
4.10 Safety devices ...................................................................................................... 41
5 Works Zone Control ................................................................................................... 43
5.1 Introduction ........................................................................................................... 43
5.2 Safety clearances ................................................................................................. 43
5.3 Traffic Management Zone..................................................................................... 45
5.4 Advance Warning Area ......................................................................................... 46
5.5 Transition area ...................................................................................................... 47
5.6 Buffer area (safety zone) ...................................................................................... 47
5.7 Works area............................................................................................................ 48
5.8 Termination area ................................................................................................... 48
5.9 Tapers ................................................................................................................... 48
5.10 Designing a Traffic Management Zone ................................................................ 50
6 Types of Restriction and Traffic Management Methods ............................................ 57
6.1 Introduction ........................................................................................................... 57

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6.2 Speed control ....................................................................................................... 57

6.3 Single carriageway roads ..................................................................................... 58
6.4 Dual carriageway roads ........................................................................................ 65
7 Illumination and Reflectorisation ................................................................................ 72
7.1 Sign reflectorisation .............................................................................................. 72
7.2 Hazard warning lamps .......................................................................................... 72
7.3 Floodlighting ......................................................................................................... 73
8 Typical Sign Layouts .................................................................................................. 74
8.1 Work on the footway (sidewalk)............................................................................ 74
8.2 Single File Traffic Control – Stop–Go Board ........................................................ 75
8.3 Single File Traffic Control – Temporary Traffic Signals ........................................ 76
8.4 Single File Traffic control – Priority Signs ............................................................. 77
8.5 Lane closure (dual carriageway): Advance warning area (approach zone) ......... 78
8.6 Lane closure (dual carriageway): Transition area ................................................ 79
8.7 Works zone (dual carriageway) ............................................................................ 80
8.8 Termination area (dual carriageway) .................................................................... 81
8.9 Crossover: one carriageway closed, traffic diverted to other carriageway in
contra-flow ........................................................................................................................ 82
8.10 Return crossover: end of contra-flow, traffic returned to original carriageway ..... 83
8.11 Buffer zone for contra-flow working ...................................................................... 84
8.12 Buffer lane for contra-flow working ....................................................................... 85
8.13 Guide island for initial merge-to-the-right ............................................................. 86
9 Installation and Maintenance ..................................................................................... 87
9.1 Introduction ........................................................................................................... 87
9.2 Installation of traffic management ........................................................................ 87
9.3 Maintenance of traffic management ..................................................................... 88
9.4 Removal of traffic management ........................................................................... 89
9.5 Record keeping .................................................................................................... 89
9.6 Legal liability ......................................................................................................... 89
9.7 Documentation for protection ............................................................................... 90
10 References ................................................................................................................. 91
Appendix A Procedural documents referenced in the text .................................................... 92
Traffic Signs Inspection Form [RPDD-TES-F-012] ........................................................... 93
Work Permit Form [RPDD-TES-F-013] ............................................................................ 94
Traffic Diversions Routine Audit Form [RPDD-TES-F-014] .............................................. 95
Traffic Management Monitoring Report Form [RDDD-TES-F-015] .................................. 96
List of Non Compliance Form [RPDD-TES-F-034] ........................................................... 97
Traffic Control Meeting Form [RDPP-TES-F-035] ............................................................ 98
Appendix B Processes to coordinate road works across the Bahrain road network ............. 99
Introduction ....................................................................................................................... 99
Quality Management System (procedures) ...................................................................... 99
Other relevant procedures ................................................................................................ 99
Cutting and Restoration Operations for Trenches .......................................................... 105
Monitoring and Inspection ............................................................................................... 106
Appendix C Schedule of signs and markings ...................................................................... 108

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List of Tables

Table 2.1 Work Permits and Auditing Forms ......................................................................... 18

Table 4.1 Light arrow sign dimensions .................................................................................. 34
Table 4.2 Traffic cone requirements ...................................................................................... 35
Table 4.3 Cross sectional dimensions of PWFB .................................................................... 39
Table 5.1 Minimum and desirable longitudinal safety clearances ......................................... 44
Table 5.2 Details of lead-in taper ........................................................................................... 49
Table 5.3 Sizes and location of triangular and circular signs................................................. 51
Table 5.4 Aleph and x-height for supplementary plates ........................................................ 51
Table 5.5 Aleph and x-heights for rectangular worded signs ................................................. 52
Table 6.1 Permissible site lengths for manual STOP/GO control .......................................... 59
Table 6.2 All-red timer settings .............................................................................................. 61
Table 6.3 Maximum green settings ........................................................................................ 62
Table 6.4 Visibility distances for priority control ..................................................................... 62
Table 6.5 Spacing and size of Lane closed signs .................................................................. 65

List of Figures

Figure 2.1 Flow chart for processing application for traffic management .............................. 19
Figure 4.1 Light arrow configurations ..................................................................................... 33
Figure 5.1 Safety zones ......................................................................................................... 44
Figure 5.2 The Traffic Management Zone ............................................................................. 45
Figure 5.3 Aleph height and x-height ..................................................................................... 50
Figure 8.1 Work on the footway (sidewalk) ............................................................................ 74
Figure 8.2 Single File Traffic Control – Stop–Go Board ........................................................ 75
Figure 8.3 Single File Traffic Control – Temporary Traffic Signals ........................................ 76
Figure 8.4 Single File Traffic control – Priority Signs ............................................................. 77
Figure 8.5 Lane closure (dual carriageway): Advance warning area (approach zone) ......... 78
Figure 8.6 Lane closure (dual carriageway): Transition area ................................................ 79
Figure 8.7 Works zone (dual carriageway) ............................................................................ 80
Figure 8.8 Termination area (dual carriageway) .................................................................... 81
Figure 8.9 Crossover: one carriageway closed, traffic diverted to other carriageway in
contra-flow .............................................................................................................................. 82
Figure 8.10 Return crossover: end of contra-flow, traffic diverted back to original
carriageway ............................................................................................................................ 83
Figure 8.11 Buffer zone for contra-flow working .................................................................... 84
Figure 8.12 Buffer lane for contra-flow working ..................................................................... 85
Figure 8.13 Guide island for initial merge-to-the-right .......................................................... 86

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Glossary

Each Part of this Manual includes a Glossary defining the special terms and abbreviations
particularly relevant in that Part of the Manual. In order to assist the reader or user of this
Manual:
(i) Terms (and abbreviations) that appear in many Parts are defined in Part 1, but not
in the individual Parts.

(ii) Terms (and abbreviations) that appear in several Parts are defined in Part 1, as well
as the relevant individual Parts.

(iii) Terms (and abbreviations) that only appear in a few Parts are only defined in those
Parts where they occur.

If the reader encounters a term which is unfamiliar, or wants a precise definition, then the
recommended approach is to:
(i) Look in the glossary for that Part

(ii) Look in the glossary in Part 1

(iii) Search on the internet (or in a dictionary of technical terms).

Definition of terms (particular to this part)

TERM DEFINITION
Advance Warning Area The area between the first sign warning of the presence of
road works and the point at which the carriageway width first
starts to reduce, or if there is no encroachment on the
carriageway, the point where the works start. (Refer to
Section 5.4).
Approach Zone Same as Advance Warning Area
Buffer Area Unoccupied space between the transition and the start of the
works area. Often described as the Safety Zone. Materials
and equipment must not be placed in it, and workers should
enter it only when necessary to maintain traffic cones and
other signs. (Refer to Section 5.6)
Conspicuity The property of being likely to be seen. So large objects are
more conspicuous than small ones, and bright objects more
conspicuous than dim ones. Of great importance for traffic
signs, which depend on drivers seeing them if they are to be
effective.
Consultant A person or organisation employed to provide technical
support and advice, including the preparation of designs.
Contractor The Organisation undertaking the various phases of a
scheme which might include design, construction and/or
maintenance.
Contra-flow The use of a traffic lane or carriageway to carry vehicles in
the opposite direction to its normal operation.

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TERM DEFINITION
Crossover The means by which traffic using one carriageway of a dual
carriageway road is switched across the central reserve in
order to use the opposite carriageway.
Deflection arrow A road marking arrow, curved slightly to the left or to the right,
to guide traffic past an obstruction.
Design Any person who carries on a trade, business or other
Organisation/Designer undertaking in connection with which he prepares a design or
arranges for any person under his control (including, where
he is an employer, any employee of his) to prepare a design.
Diversion The transfer of traffic from one road onto another, usually in
order to allow road works to be carried out. The term is also
used to describe the transfer of traffic from one carriageway
of a dual carriageway road onto the other carriageway which
is then used temporarily as a two-way road. It is not used to
describe the closure of one or more lanes on a road if the
traffic is still able to use a lane that remains open.
Dual carriageway road A road comprising separate carriageways divided by a central
reserve or median strip.
European Standard A standard drafted by a technical committee and adopted as
a national standard by members belonging to CEN.
Flexible bollard A deformable plastic cylinder, usually between 75 and 125
mm in diameter, and typically 750 mm to 1000 mm tall used
to divide traffic flows.
Fluorescence The property of certain materials that absorb radiation from
daylight in the shorter wavelengths of the visible spectrum
and in the invisible ultra violet region, and re-radiate it as
visible light. Fluorescent materials used on traffic signs or
high-visibility clothing increase their brightness significantly,
especially at dusk, but are ineffective at night when there is
little ultra-violet radiation present.
High-speed road For the purposes of this Part, a high-speed road is one with a
permanent speed limit of 80 km/h or more.
Light arrow A type of Variable Message Sign which displays an arrow
indicating to traffic the direction in which it must move. May
use a flashing display or a sequence of several arrows that
flash in a series to emphasise the direction indicated.
Microprismatic material A particular type of retroreflective material that uses internal
reflection within microprisms instead of glass beads to return
a ray of light towards its source.
Motorway A limited-access high-speed dual carriageway road with hard
shoulders and grade-separated junctions.
Retroreflective sheeting A material used in the manufacture of traffic signs. A
retroreflective material has the property of returning a ray of
light from a vehicle’s headlamp back in the direction of the
source of the light, over a wide range of incident angles. The
return rays spread out in a narrow cone of retroreflected light.
Because the driver sits behind the headlamps, his eyes are
within this cone for much of the time as he approaches the
sign, making it much brighter than it would otherwise appear.

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TERM DEFINITION
Routine Maintenance Generally short term or cyclic work that is necessary to keep
the highway in good working order, such as safety barrier
repair due to accident damage. It does not deal with the
replacement or renewal of those parts of the highway which,
over a longer term, become unserviceable because of
general wear and tear which would properly be dealt with by
planned programmes of structural maintenance work.
Running Lane That part of the trafficked carriageway nearest to the verge or
central reserve that is under consideration. Under normal
running conditions, the hard shoulder of a motorway would
not be trafficked and would therefore not be classed as the
running lane. It might however become a temporary running
lane under a temporary traffic management regime, perhaps
with a reduced speed limit.
Safety zone The area provided to protect the workforce from the traffic
and protect the traffic from the works. (Also known as the
Buffer Area) Materials and equipment must not be placed in
it, and workers should enter it only when necessary to
maintain traffic cones and other signs. (Refer to Section 5.6)
Secondary accident An incident that arises as a result of an initial incident. For
example, a lighting column or other item is struck in the initial
incident and falls or is displaced into the path of other
vehicles, thus causing a secondary event.
Shuttle working The use of a short narrow length of road alternately by
streams of traffic first from one direction and then from the
other.
Single carriageway road A road used by two-way traffic.
Slip road A road leading traffic off (an off-slip) or onto (an on-slip) a
limited-access road at a grade-separated junction.
Sometimes called ramps.
Stopping Sight Distance Stopping sight distance is defined as the distance needed for
drivers to see an object on the roadway ahead and bring their
vehicles to safe stop before colliding with the object. The
distances are derived for various design speeds based on
assumptions for driver reaction time, the braking ability of
most vehicles under wet pavement conditions, and the friction
provided by most pavement surfaces, assuming good tyres
(FHWA, USA)
Supplementary plate A traffic sign, usually containing only legend, used in
combination with another sign and placed below it. An
example is a distance plate indicating the distance in metres
to a hazard shown on the sign above it.
Taper A series of channelising devices, usually traffic cones, placed
at an angle to oncoming traffic in order to re-direct it out of its
normal path. (Refer to Section 5.9)
Traffic Control Plan A traffic control plan relates to site safety, site access and
signage designed to accommodate manoeuvres of large
vehicles servicing the site and equipment within the site with
appropriate signs posted
Traffic Management Plan A traffic management plan comprises a drawing of the Traffic
Management site and a schedule or statement of the works
programme and other features, such as working hours

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TERM DEFINITION
Traffic Management Zone The area where traffic management is provided to enable
maintenance or construction works to be carried out on or
beside the road. (Refer to Section 5.3)
Variable Message Sign A sign which can display at least one sign or message, as
(VMS) well as a blank face when no message is necessary. They
can use conventional materials and a mechanical system
such as rotating planks, or may be light-emitting, when a wide
range of messages or symbols can be displayed.
Works area The excavation, chamber opening or part of the carriageway,
verge or footway on which work is being carried out.
Working space The space around the works area needed to store tools,
excavated material, equipment and plant, and is also the
space needed to move around in to do the job.

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Abbreviations (particular to this part)

For a more extensive list of abbreviations, refer to Part 1 of this Manual (Introduction)

ABBREVIATION MEANING
BS British Standard
BS EN UK implementation of a European Standard as a British Standard
CEN European Committee for Standardization or Comité Européen de
Normalisation is the standards organisation responsible for producing
and overseeing the development of standards. It is an association of
the national standards bodies
DMRB Design Manual for Roads and Bridges
EN European norm or technical specification drafted by a technical
committee and adopted as a national standard by members belonging
to CEN
GCC Gulf Cooperation Council
GDT General Directorate of Traffic of Ministry of the Interior
MOWMAUP Ministry of Works, Municipalities Affairs and Urban Planning
prEN A draft European standard that is still in the process of being developed
in preparation for publication as an EN
PWFB Plastic water-filled barrier
RPDD Road Planning and Design Directorate (MOWMAUP)
SEPPD Sanitary Engineering Planning & Projects Directorate (MOWMAUP)
SEOMD Sanitary Engineering Operations and Maintenance Directorate
TA UK Advice Note – Traffic Engineering and Control
TD UK Design Standard – Traffic Engineering and Control
TMRWP Traffic Management Road Works Plan
TMZ Traffic Management Zone
TSM Traffic Signs Manual
TSO The Stationery Office
TSRGD Traffic Signs Regulations and General Directions (this is a UK Statutory
Instrument, and has the force of law)
VMS Variable Message Sign

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1 Introduction

1.1 Objectives

1.1.1 The purpose of this Part of the Manual is to ensure safety for all road users, as
well as everyone working at a road works site and those working at a site adjacent to a road.
1.1.2 Road works on or near a carriageway or footway can cause danger to vehicles
and pedestrians, and obstruct their free movement. It is therefore essential to plan and sign
the works to keep all road users and the workforce safe and minimise congestion, delay and
inconvenience. It is essential for the safety of all concerned that uniform and consistent
procedures are adopted. Clear signing is especially important at night, when it is more
difficult to see changes in the road layout.
1.1.3 This Part of the Manual is, in effect, the fourth version of a Code of Practice
originally published by the MOWMAUP entitled “Traffic Management at Road Works”. One
of the aims was to standardise the signing of road works sites to make them safer for the
work force and simplify the driving task in potentially confusing situations. The Code set out
standards for the correct type and placement of traffic signs, warning lights, cones and
barriers to be used at road works. Illustrations of standard signing layouts were included.
This revision, as Part of the Manual, supersedes all previous Codes in all matters relating to
traffic management at road works.
1.1.4 The traffic management devices and procedures described in this document must
be used for all applicable construction work and temporary works on and adjacent to all
roads. These devices and procedures are the minimum standards to be used at all times.
Additional authorised controls may sometimes be necessary in addition to these minimum
requirements, for example where the on-site risk assessment has shown that the level of
risk is greater than normal.
1.1.5 A Traffic Management Road Works Plan (TMRWP) should be developed early in
the project planning stage. The plans, specifications and estimate for each project should
include but not be limited to such items as signing, lighting, application and removal of road
markings, construction, time periods, number and type of traffic management equipment,
placement and maintenance of equipment, roadway lighting, traffic regulations, surveillance
and inspection.

1.2 Requirements

1.2.1 Careful forward planning of traffic management is essential. Rigorous application

of the requirements set out in this document should result in safe road works sites. Where
possible, the person responsible for the traffic management should be involved from the
beginning of the planning stage in discussions with the General Directorate of Traffic (GDT)
and with the Roads Planning and Design Directorate (RPDD).
1.2.2 Consistent signing and practice throughout will help avoid any surprises when a
driver encounters road works one day where there were none the day before. Signs must
be clearly visible at a distance, both by day and by night, if they are to be effective.
Economies made by omitting necessary signs or using signs and equipment of inferior
quality might result, at worst, in a fatal accident.
1.2.3 Wherever possible “advance notice” signs should be placed to advise drivers of
planned road works. The period of notification should be related to the scale of the road
works and the likely traffic disruption. For small scale works, causing little disruption, one
week’s advance notice should be sufficient. For major road works, likely to cause disruption
over several months, “advance notice” signs should be set out at least four weeks before the
commencement of the traffic management for the road works.
1.2.4 The requirements set out in this Manual must always be followed irrespective of the
size or duration of the road works.

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1.3 General principles

1.3.1 Irrespective of the size of the operations, and no matter how long the works are
likely to last (even for a short time, because accidents can happen in seconds), the highest
standards of traffic management must always be applied. This means that signs must be of
the correct size and design, clean and have approved reflective qualities. All road works
signs must be manufactured to the same standards as permanent signs, using
retroreflective sheetings applied to an aluminium substrate. Flashing warning lights must
also be clean and batteries and bulbs must be changed at the manufacturer's recommended
intervals to ensure adequate performance. Traffic cones must be clean, with clean white
retroreflective sleeves.
1.3.2 The colours used on retroreflective traffic signs shall be in accordance with
Table 8.2 in Part 13 of this Manual.
1.3.3 Legends used on traffic signs must appear in both Arabic and English. The
exception is the supplementary plate used in combination with warning signs to indicate
distance to a hazard; this may be in the form “200 m” or “1 km” as appropriate.
1.3.4 Placing signs, cones or hazard warning lights on the road is a potentially
dangerous occupation. The workforce and site supervisory staff should wear high-visibility
jackets at all times when on site. Fluorescence increases visibility in daylight, and
retroreflection increases it at night, so garments should incorporate both. This is ensured by
requiring clothing to conform to BS EN 471:2003+A1:2007 Table 1, Class 2 (Class 3 on
high-speed roads). It should also comply with the requirements of clause 4.2.3(b) of the
Standard. Clothing should normally be either fluorescent yellow or fluorescent orange-red
complying with Table 2 of the Standard. Retroreflective material should be to Level 2 as
defined in Table 4 of the Standard. On high-speed roads, jackets should have full-length
sleeves meeting the requirements of clause 4.2.4 of BS EN 471:2003+A1:2007.
Contractors should also observe normal safety practices in regard to the provision of safety
wear for the workforce, including footwear and safety helmets.
1.3.5 Ambient temperatures in Bahrain can vary from 10° to 40° C or more. At times
there will also be periods of high humidity. These conditions might make the wearing of
bulky or impermeable garments inappropriate, and it may be impracticable to wear jackets
with full-length sleeves. Waistcoats or tabards in accordance with Figures A.3, A.4 or A.5 in
Annex A to the Standard (BS EN 471:2003+A1:2007) may be worn instead, although these
will be less conspicuous. Protective garments need to be permeable and allow air
circulation, for the health, safety and comfort of the wearer.
1.3.6 High-visibility clothing must be clean and in serviceable condition. Damaged or
degraded equipment must be replaced immediately.

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2 Planning the Works

2.1 Introduction

2.1.1 The complexity of traffic management arrangements will vary from scheme to
scheme, but the first objective is always to maximise the safety of the workforce and the
travelling public, and the second objective is to keep traffic flowing as freely as possible.
2.1.2 Risk assessments should be carried out at all stages of the development of the
project, bearing in mind the potential hazards to the workforce and road users. The final
traffic management design will translate the risk assessment into a safe working system for
both workforce and the public.
2.1.3 During the planning stage, the following points should be noted:
(i) Safety is always the first consideration.
(ii) Attention should be paid to the needs of pedestrians and other non-motorised
users (NMUs), especially the disabled.
(iii) When a length of road is closed, the opportunity should be taken to carry out any
other maintenance needed on that same length.
2.1.4 Any work within a road corridor which affects the normal movement of road users
(including NMUs) must have a traffic management plan in accordance with this Manual.
This includes construction work on private properties where the work site occupies part of
the road space.
2.1.5 This Part of the Manual has been written so that contractors may plan, design and
install traffic management for most works within most road corridors without further recourse
to RPDD, although RPDD staff are available to advise contractors if necessary. However,
there are special circumstances where the typical sign layouts given in Chapter 8 are not
appropriate and additional traffic management planning is necessary. These include cases
where traffic speeds or traffic or pedestrian volumes are high. In these circumstances,
RPDD will attach a condition to the works approval, requiring an Approved Traffic
Management at Road Works Plan (TMRWP).

2.2 Traffic Management Plans

2.2.1 A Traffic Management Plan is a drawing of the Traffic Management site and a
schedule or statement of the works programme and other features, such as working hours.
The plan must be submitted by the Public Utility Authority or Developer to RPDD (see
paragraph 2.2.5) seeking permission for the work. It is to be prepared in accordance with
the requirements of this document. On any contract for the MOWMAUP (for example,
RPMD, SEPPD or SEOMD) the plan must also be approved by the MOWMAUP Project
Manager before permission can be given for works to start.
(i) The drawing must show details of the proposed traffic management layout,
including dimensions and sign locations,
(ii) All traffic signs and equipment required for all stages of the road works must be
identified, together with the specification of all sign sizes,
(iii) The drawing must be at a scale of either 1:500 or 1:1000, and must show only
road and above-ground features and the traffic control measures, and
(iv) Underground services must not be shown.

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2.2.2 Works by both Public Utility Authorities and Private Developers are required to
follow the same approvals procedures:
(i) Planning permission,
(ii) Building permit,
(iii) Wayleave permission,
(iv) Ministerial/VIP routes,
(v) Permission to cut new asphalt, and
(vi) Permission to work in the footway or verge.
2.2.3 An approval in accordance with any of these procedures may be tagged as
requiring an approved Traffic Management Plan.
2.2.4 In preparing the Traffic Management Plan the designer must:
(i) Aim to minimize road user delays and inconvenience caused by the work or by
traffic diversions by developing traffic management proposals that minimise
disruption to local and through traffic and maintain access to all affected
properties, establishments and sites.
(ii) Consider the need to plan for special events. This should include plans for public
and school holiday periods, emergencies and incident response plans, unplanned
closures or restrictions, and working at night. The timings of any road closures
should be specified, which may be changed if necessary on a case by case basis
during the Road Occupancy Period.
(iii) Consider the need for site access and signage including a Construction Vehicle
Movement Plan designed to accommodate large vehicles servicing and equipment
manoeuvring within the site with appropriate signs.
(iv) Ensure that traffic channelization items needed for traffic management are
specified in the contract to prevent contractors from misinterpreting conditions /
requirements.
2.2.5 If a Traffic Management Plan is required, the responsible Authority or Developer or
Contractor shall prepare a plan and forward three copies of the plan to The Director, RPDD
(MOWMAUP). RPDD will review the plan in close liaison with GDT and either reject or
approve it, normally within 10 days. If traffic management is expected to be a complex
issue, for example requiring traffic diversions, the review process may be longer. The
applicant will be notified of this expectation in the first instance as part of the appropriate
approval procedure when notification to provide a Traffic Management Plan is made. Traffic
surveys and junction modelling tools shall be used where diversions or lane closures are
required on major roads or junctions, to ensure that these can cope with the traffic flows and
provide an adequate level of service.
2.2.6 RPDD will try to help other Authorities and Developers as early as possible with
questions concerning traffic management and will offer assistance as needed in the
development of a Traffic Management Plan. However, Contractors and Authorities are
advised to determine early in the planning or building application process the time it will take
to finalise a Traffic Management Plan if one is needed. This is particularly so when media
announcements of road closures or traffic diversions are likely to be necessary. These
announcements are prepared by the MOWMAUP.
2.2.7 Before any work is commenced on or near the road by any Contractor or Authority,
a person must be appointed by the Contractor or Authority to be responsible for controlling
the traffic management at the site. This person is the Contractor’s Representative and is
responsible for making an application to RPDD to review traffic diversion proposals for any
works which affect road users.

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2.2.8 Upon receipt of the application, RPDD shall call a meeting with the traffic police
and the Contractor to discuss the traffic management options. The traffic management
scheme and programme shall be discussed in the meeting. If there is no objection by any
party, RPDD shall issue a Road Work Permit.
2.2.9 Before implementation of the traffic management scheme, RPDD staff will carry
out a site inspection to ensure the requirements have been complied with.
2.2.10 If necessary, RPDD or the relevant Authority will prepare a public announcement
of the traffic diversions in the media, for example newspapers, radio and television.
2.2.11 For big schemes, RPDD staff will monitor the implementation of traffic
management. RPDD will carry out routine inspections for all works during working periods
to ensure the traffic management is safe for all road users.
2.2.12 RPDD staff will fill in a Traffic Management Routine Audit Form during the site
visits. There are three copies of the form: white copy for the Contractor, yellow for the
Concerned Authority and blue copy for the Traffic Engineering Section. Any failure to
comply with the traffic management requirements, or any other comments, shall be recorded
on the form by RPDD staff.
2.2.13 The form shall be signed by RPDD staff and be forwarded to and signed by the
Contractor’s Representative and the Site Engineer (Concerned Authority) as receiver to
acknowledge receipt of the comments.
2.2.14 The Contractor must take immediate action to rectify the traffic management as
specified in the comments made by RPDD staff.
2.2.15 RPDD will issue a Stop Work order to the Contractor in the event of failure to
follow the traffic management requirements. No work permit shall be issued to any
Contractor who repeatedly ignores inspection comments. RPDD will issue a monthly
summary report to each authority on their Contractor’s performance for review and their
support.

2.3 Road Works Permits and Auditing

2.3.1 The Traffic Control Group of the Traffic Engineering Section of RPDD is
responsible for the “Issuance of Road Work Permit and Auditing Works Process” [RPDD-
TSE-PR-005]. This has three main purposes, to:
(i) Ensure that the Public Utilities, Consultants and Contractors comply with the
required standard specifications and any particular conditions.
(ii) Issue work permits for Traffic Management Control at Road Works zones for all
Public Utilities and ensure that they comply with safety requirements.
(iii) Ensure traffic “diversions” (lane closures) are safe for all road users and comply
with the required standard specifications and any particular conditions.
2.3.2 The process is a requirement of the MOWMAUP Quality Management and Project
Management Systems, and is operated by the Traffic Control Group.
2.3.3 It sets out the roles of the process members within the Group, under the
leadership of the Chief of Traffic Engineering and the direction of the Director, Roads
Planning and Design Directorate.
2.3.4 It is linked to two other documents:
(i) The RPDD process (RPDD-TES-M-001 Traffic Control Manual), and
(ii) The UK Traffic Signs Manual Chapter 8.

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2.3.5 The process steps are illustrated in Figure 2.1 and are as follows:
(i) The technician or engineer from RPDD Traffic Engineering Section (TES) receives
the application for a work permit from the public utility, consultant or contractor;
(ii) The RPDD TES technician or engineer meets with the GDT, the public utility, the
consultant or contractor as necessary;
(iii) If there is no objection, a work permit is issued and a joint inspection for
implementation is carried out with the GDT, consultant and contractor;
(iv) The contractor commences the works;
(v) Routine inspections are carried out and reported using the Traffic Diversions
Routine Audit Form and the Traffic Management Monitoring Report Form; and
(vi) The Head of Traffic Control monitors, reviews and checks the forms.
2.3.6 The documents currently associated with this process include:
Table 2.1 Work Permits and Auditing Forms

Document Reference
Traffic Signs Inspection Form RPDD-TES-F-012
Work Permit Form RPDD-TES-F-013
Traffic Diversions Routine Audit Form RPDD-TES-F-014
Traffic Management Monitoring Report Form RDDD-TES-F-015
List of Non Compliance Form RPDD-TES-F-034
Traffic Control Meeting Form RDPP-TES-F-035

2.3.7 Copies of these forms are attached at Appendix A.

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*7 days before the meeting Submit* application to RPDD Resubmit

with GDT for small Endorsed by Contractor as Applicant
projects. and the Design Engineer
*2 weeks for medium
projects.
*2 months for big strategic No
projects. OK?

Yes

RPDD calls a meeting:

Traffic Police, Contractor & Engineer

No
OK?

Yes

*At least 3 days before Work Permit issued to Contractor:

Re-inspect
the commencement of Joint Inspection* for implementation of
the work work with RPDD, Contractor & Engineer

No
OK?

Yes

*The form must be Contractor commences the work

signed by RPDD,
Client and Contractor.
RPDD staff will
immediately issue the
completed form to Routine Inspection carried out by
Client and Contractor RPDD staff

Traffic Management
Routine Audit form* to be OK?
completed by RPDD staff
Comment /
All in order – no comment
Complaint

Figure 2.1 Flow chart for processing application for traffic management

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3 Safety of Workforce and Road Users

3.1 Introduction

3.1.1 Road works on or near a carriageway or footway can be a serious hazard to

pedestrians including the disabled, cyclists, those travelling in motor vehicles and to the
workforce itself. In order to keep both the public and the workforce safe, it is essential that
uniform and consistent procedures should be adopted.
3.1.2 Footway or pavement obstructions can be particularly dangerous for elderly, blind
or disabled pedestrians, and for mothers with inquisitive children or push chairs (baby
buggies), unless strict precautions are taken during all stages of the work to ensure their
safety.
3.1.3 General requirements for pedestrians:
(i) All obstructions and excavations on or near the footway must be fenced off at all
times for the protection of the public on foot. Road works must never be allowed
to become an adventure playground for children.
(ii) Where the footway or verge is substantially obstructed, pedestrians must be
provided with a safe passage in the carriageway (see Figure 8.1 in Chapter 8) fully
protected from passing vehicles and adequately lit in poor visibility and at night. A
sign to Diagram 527 (see paragraph 4.5.17) must be provided to indicate to
pedestrians the route they should take. Pedestrians should never be forced into
dangerous situations. They should be protected from the works and motor traffic
by means of continuous barriers that clearly delineate and warn pedestrians of the
presence of the works (see paragraphs 4.8.14 to 4.8.19).
(iii) All temporary barriers or devices separating pedestrians from vehicles must clearly
indicate to approaching drivers the full width of the obstruction in the carriageway
and the route vehicles must follow to allow a reasonable margin of safety.
(iv) All temporary pedestrian footways should be of sufficient width (at least 1.5 m).
Footways must be kept clear of sand, stones and mud or other loose materials at
all times and, when the normal route is severely interrupted, pedestrian direction
signs should be provided.
3.1.4 The safety of the worker performing the many varied tasks within the work site is
equally as important as the safety of the public travelling through the traffic management
zone. Work areas present temporary and constantly changing conditions that may not be
expected by the traveller and are potentially confusing for the driver. This creates a greater
degree of danger for people on or near the road.
3.1.5 Following the principles noted in paragraph 3.1.3 above will help provide the
degree of control that will also provide safe conditions for the workforce. Works areas
should be set out using traffic management equipment to provide as little disruption to traffic
flow as possible. Clear traffic signing must be provided to attract the driver’s attention and
give clear and positive direction. But it is also essential to provide safe working space and
adequate safety zones around this (see requirements for safety clearances in Section 5.2).

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3.1.6 The following are key elements of traffic management that should be considered
as part of any procedure for ensuring worker safety:
(i) Training. All workers should be trained in how to work next to traffic in a way that
minimises their vulnerability. In addition, workers with specific traffic management
responsibilities should be trained in traffic management techniques, equipment use
and placement.
(ii) Worker clothing. Workers exposed to traffic should wear bright, highly visible
clothing (see paragraphs 1.3.4 to 1.3.6).
(iii) Barriers. Barriers should be placed around the works area depending on such
factors as lateral clearance from adjacent traffic, speed of traffic, duration of
operations, time of day and volume of traffic (see paragraph 4.8.12 and Section
5.2).
(iv) Speed reduction. In highly vulnerable situations, consideration should be given
to reducing the speed of traffic by use of temporary speed limits (see Section 6.2)
or reducing the number of lanes. Where the works are of relatively short duration,
the presence of police will heighten the awareness of passing traffic and is likely to
result in some reduction in speed.
(v) Lighting. For night-time work, lighting the works area and approaches will
improve driver comprehension of the road layout and the restrictions being
imposed. Care should be taken that the lighting does not dazzle drivers (see also
Section 7.3).
(vi) Special devices. Careful use of special warning and control devices may be
helpful for certain difficult works area situations. These include variable message
signs, hazard warning beacons and warning lights. Misuse or over-use of special
devices or techniques can greatly lessen their effectiveness.
(vii) Public information. A well-prepared and comprehensive public relations
programme may improve outcomes. It should explain the nature of the work, the
time and duration of its execution and possible alternative routes and modes of
travel. Such programmes have been found to result in a significant drop in traffic
which reduces conflicts and might allow a temporary lane closure for an additional
buffer area.
(viii) Road closures. If alternative routes are available to carry diverted traffic, the road
may be temporarily closed during times of greatest worker hazard. In addition to
offering maximum worker safety, this may also speed project completion and
thereby further reduce worker vulnerability.
3.1.7 In order to minimise exposure of the workforce to avoidable hazards, flaggers
should not generally be used to control traffic at or approaching road works (see paragraph
4.10.3).

3.2 Crossing the carriageway on foot

3.2.1 Crossing the carriageway on foot is a hazardous activity, and should be minimised
as far as possible. It should be carefully planned to ensure that the location chosen has
adequate sight lines and a safe place to wait on both sides of the carriageway.
3.2.2 If it is essential to cross the carriageway, a gap in the traffic should be allowed long
enough to walk across briskly keeping a look-out for oncoming vehicles. To reduce the risk
of tripping, the person crossing should not run but be prepared to wait until there is a safe
gap. At least three seconds per lane should be allowed when estimating crossing times. On
very heavily-trafficked roads, crossing might only be possible during off-peak periods.
3.2.3 The safety of drivers travelling through the works depends upon proper control of
the Work Zone. This requires the provision of correctly signed and delineated advance
warning and transition areas, buffer and works areas and a termination area. These are
explained in detail in Chapter 5.

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4 Signing and Marking

4.1 Introduction

4.1.1 A safe temporary traffic management scheme requires effective signing. Signs
and other control devices are used to inform and warn drivers that they are approaching
road works, and to delineate the various elements of the road works site (see Chapter 5).
The basic kinds of equipment used for this purpose are traffic signs, cones, road markings,
barriers, warning lights and light arrows. These are described in the following sections.
4.1.2 When a sign no longer applies, whether at the end of a job or as work progresses,
it must be removed immediately to avoid misleading road users and reducing public
confidence in the relevance and accuracy of road work signs.
4.1.3 When placing signs, the following points should be noted:
(i) The colours of signs must conform to Table 1 in the European Standard BS EN
12899-1:2007.
(ii) Sign faces should use retroreflective sheeting conforming to class RA2 in the
European Standard BS EN 12899-1:2007 (see Section 7.1 for more detailed
guidance).
(iii) All signs within a road works site must be of the appropriate size (see paragraphs
4.3.2, 5.10.3, 5.10.4 and 6.4.4) and kept clean at all times. Signs which have been
damaged or are worn out must be replaced immediately.
(iv) Signs must be positioned so that they can be readily seen and are not obscured by
landscaping, parked vehicles, street furniture, other signs or other traffic. They
must never be placed where they will obscure any part of a permanent traffic sign
which is still in use.
(v) Signs mounted on posts shall be mounted with their lower edge 1.0 – 1.5 m above
the nearest edge of the carriageway, or 2.2 m above the carriageway where
parked vehicles, other traffic or pedestrians might obstruct visibility. Signs larger
2
than 1 m in area should generally be mounted on two posts. They may be
mounted on portable supports.
(vi) Signs must be mounted or fixed in such a way that they will remain firmly in
position, unaffected by wind or moving traffic. They should be designed to yield
upon impact to minimise hazards to drivers.

4.2 Sign Types

4.2.1 The function of signs is to warn drivers and regulate and direct their movement
safely around temporary works areas. Legends (in Arabic and English) must be clear and
concise. The signs used include:
(i) Warning signs (see Section 4.5),
(ii) Regulatory signs (see Section 4.6),
(iii) Temporary diversion signs (see paragraph 4.2.3),
(iv) Driver information signs (see Section 4.7),
(v) Variable message signs (VMS) (see paragraph 4.7.20), and
(vi) Traffic management signs (most other types of road works sign, such as those
indicating road closures, works access points, contra-flow operations etc.).

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4.2.2 Lane closures or (in the case of a dual carriageway road) the use of contra-flow
techniques will usually provide adequate capacity for the expected traffic flows, and
sufficient space for the works to be carried out in safety. Traffic management signs, item (vi)
in the above paragraph, warn drivers of changes in layout and guide them through the
works.
4.2.3 However, it will sometimes be necessary to close a road completely in order to
carry out the works. In such cases, special signs need to be provided to warn drivers of the
closure and guide them onto and around an alternative route to re-join their original route at
a point beyond the closed section. These signs are called “Temporary diversion signs” (item
(iii) in paragraph 4.2.1). The use of temporary diversion signs is described in paragraphs
4.5.9 to 4.5.12, and of signs warning of a complete road closure in paragraphs 4.5.13 to
4.5.15.

4.3 Size and Siting of Signs

4.3.1 Signs should be placed where they will be clearly seen and where there is
minimum risk of their being hit or knocked over by traffic. Where there is a verge, signs will
normally be placed there. If necessary, they may be placed on the footway, but the
remaining footway width must not be less than 1.0 m, and preferably not less than 1.5 m.
4.3.2 The recommended location and size of warning and other signs are specified in
Table 5.3, Table 5.4 and Table 5.5, the size and spacing of traffic cones in Table 5.2 and the
size of Lane closed signs in Table 6.5. These are minimum requirements for straight and
level roads. The presence of gradients, bends or side road junctions on the approaches to a
road works site might require adjustment of the siting distances.
4.3.3 If there is no verge, signs will probably need to be erected on posts in a similar
manner to permanent signs. On higher-speed roads, such posts might need to be passively
safe and meet the requirements of European Standard BS EN 12767:2007.
4.3.4 If warning signs on the right-hand side of a single carriageway road are likely to be
obscured then signs should be duplicated on the left-hand side. On dual carriageway roads
and motorways, signs should be duplicated on the central reservation.

4.4 Existing Signs and Markings

4.4.1 Drivers will be confused if information on existing signs no longer applies because
of road works. Such signs should be covered or removed. Sign covers should be durable
and opaque (including at night when illuminated by vehicle headlamps). Temporary signs
must not obscure existing permanent signs which still apply.
4.4.2 Road markings which conflict with the temporary layout must be masked or
removed (see paragraphs 4.9.2 to 4.9.4).

4.5 Warning signs

4.5.1 These warn drivers of general or specific conditions on or near the road. They are
generally white with a red border and black symbol, although some are rectangular, for
example those indicating a sharp deviation in the route.

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Road works ahead (501)

4.5.2 This must be displayed on the approach to all road works sites, and is the first sign
seen by drivers approaching the traffic management area. On high-speed roads (80 km/h or
more) the sign should be supplemented by a distance plate to Diagram 144 indicating the
distance to the start of the works. A further sign supplemented by a plate to Diagram 146
indicating the distance over which the hazard or the works extend may also be used at the
start of the works (see paragraph 4.7.4).

501 Road works ahead

144 Distance to hazard

Lane closed signs (502, 503 & 504)

4.5.3 These are used on two, three and four lane dual carriageway roads to indicate
which lanes ahead are open and which are closed. On three and four lane carriageways,
two lanes should always remain open except at times of very low traffic flow.
4.5.4 The symbols indicating which lanes are open and which closed are varied
according to the actual traffic management layout. These signs must not be used if there is
only a narrowing of the carriageway and no reduction in the number of lanes available.
They are never used on single carriageway roads, where the Road narrows sign (see
paragraph 4.5.7) is used instead.
4.5.5 Use of the triangular version of the Lane closed sign should be discontinued. The
vertical shafts indicating which lanes are open and which closed become progressively
shorter as the number of lanes increases, and the sign more difficult to read at a distance.
The rectangular “wicket” design illustrated below is more effective.

502 Lane closed 503 Lane closed 504 Lane closed

on two-lane on three-lane on four-lane
dual carriageway dual carriageway dual carriageway

The symbols indicating which lanes are open and which are closed
may be varied as appropriate

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Two-way traffic signs (122 & 123)

4.5.6 These warn drivers of two-way opposing or crossing traffic where its presence
might be unexpected. Diagram 122 would be used, for example, where a length of dual
carriageway road under construction narrows to a single carriageway road. Diagram 123 is
used on a one-way road to indicate that the road it joins or crosses carries two-way traffic.

122 Two-way traffic 123 Two-way traffic on route crossing

ahead

Road narrows signs (118, 119 &120)

4.5.7 These indicate narrowing of the carriageway either on the left or right side, or both,
according to the symbol on the sign. They are used to warn that the existing carriageway
width becomes reduced; the actual manner in which this occurs will determine which version
of the sign is used. These signs are not used on dual carriageways except as described in
paragraph 6.4.16. If a complete lane is lost, refer to paragraphs 4.5.3 and 4.5.4.

118 Road narrows 119 Road narrows 120 Road narrows

on both sides on right on left

Diversion to other carriageway sign (505 & 506)

4.5.8 The sign to Diagram 505 is used on dual carriageway roads where it is necessary
to close one carriageway completely. The median crossover is used to divert traffic from
one carriageway to the other and back again (see paragraphs 6.4.30 to 6.4.34. The sign to
Diagram 506 is used to indicate that traffic is about to revert to the original carriageway. The
sign is used in conjunction with Two-way traffic signs (see paragraph 4.5.6). Detailed
arrangements for the layout of crossovers are shown in Chapter 8.

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505 Diversion to other 506 Return to normal

carriageway ahead carriageway ahead

Road diversion signs (507, 508, 509, 510 & 511)

4.5.9 These are used to indicate where traffic must follow an alternative route because a
street or highway is closed to through traffic. They are never used to indicate lane closures
(see paragraphs 4.5.3 and 4.5.4).

507 Diversion ahead 508 Start of diversion route

Distance and direction of arrow may be varied as appropriate

509 Direction of diversion at junction 510 Direction of diversion at junction

ahead
Direction of arrow may be varied as appropriate; if pointing to the right, should be placed on
the right of the sign. Chevron may point to the right if appropriate.

511 End of diversion

4.5.10 The sign to Diagram 507 gives advance warning of the diversion, Diagram 508
indicates at the diversion point the direction to be followed. The arrow will usually point
horizontally to the left or to the right, but will sometimes need to point vertically upwards to
indicate that traffic should continue ahead when this might not otherwise be obvious.

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4.5.11 Unless the diversion route is short, further signs (Diagrams 509 and 510) should
be provided to confirm to drivers that they are still following the correct route. These are
essential at any subsequent junction where drivers might be uncertain of the direction to
follow. The diversion must be signed over its full length so that traffic will be able to traverse
the entire detour and return onto its original route.
4.5.12 When the original route is regained, the “Diversion ENDS” sign (Diagram 511)
should be used.

Road closed sign (512)

4.5.13 The sign to Diagram 512 ROAD CLOSED should be placed at the point of closure.
Diagram 522 ROAD CLOSED AHEAD is used at the entrance to a road which is not open to
through traffic because of road works some distance along it.

512 Road closed 522 Road closed ahead

4.5.14 If local road users are permitted to use the road for access beyond the diversion
point up to the point of closure, Diagram 523 “LOCAL TRAFFIC ONLY” or Diagram 524
“ACCESS ONLY” should be used with Diagram 512 or 522. The section open to local traffic
should have adequate signing, marking and delineation.
4.5.15 Signs must be in both Arabic and English, with Arabic at the top. If the message is
long and can only be fitted in by reducing the legend size, drivers will not be able to read the
sign until they are closer to it, and will therefore have less time to read it. This can affect
safety. The use of two separate signs, one in each language with Arabic first, avoids this
problem. Care should be taken that one sign does not obstruct drivers’ view of the other.

523 Local traffic only 524 Access only

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Sharp deviation of route sign (513)

4.5.16 Sharp deviation of route signs (513) may be used at road works where the
temporary alignment of the road deviates sharply, for example at a crossover, at the start of
the buffer area (see paragraph 5.10.9) or at a junction where the road ahead is closed and
traffic must turn left or right. The sign should be used in combination with a Turn left or Turn
right sign to Diagram 203 or 205 (see paragraph 4.6.3). The standard size is 1200 mm by
th
400 mm, but where the 85 percentile speed exceeds 80 km/h, this should be increased to
1800 mm by 600 mm.

513 Sharp deviation of route at road works

Pedestrian diversion sign (527)

4.5.17 Pedestrian diversion signs (527) are used where a footway is closed and
pedestrians need to be diverted into the carriageway. They must be protected from passing
traffic and from the works (see paragraph 3.1.3).

527 Route for pedestrians

4.6 Regulatory signs

4.6.1 Regulatory signs inform road users of traffic laws or regulations, and indicate legal
requirements that might not otherwise be apparent. Because regulatory signs impose legal
obligations on drivers, they must be authorised by the public body or official having
jurisdiction. Regulatory signs are generally circular in shape, with a black symbol on a white
background and a red border. Some are circular blue signs with a white border and arrow,
and a few other colours such as the STOP/GO boards used for traffic control.

Turn left ahead or turn right ahead signs (206 & 207)
4.6.2 The sign to Diagram 206 indicates that traffic must turn left ahead (or turn right if the
symbol is reversed, as in Diagram 207), and is used to give advance warning of an
unexpected manoeuvre.

206 Turn left ahead 207 Turn right ahead

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Turn left or turn right signs (203 & 205)

4.6.3 The signs to Diagrams 203 and 205 are used to indicate that vehicles must turn in
the direction shown.

203 Turn left 205 Turn right

Keep right or keep left signs (208 & 209)

4.6.4 The sign to Diagram 208 indicates that drivers must pass to the right. The arrow is
reversed if traffic must pass to the left (Diagram 209).
Note that a sign manufactured to indicate one direction should not be rotated to indicate the
other unless the manufacturer has confirmed that the retroreflective sheeting is bi- or omni-
directional. Microprismatic sheetings are not generally designed to give the same
retroreflective performance when rotated through 90 degrees.
4.6.5 The sign is used at the start of the taper where provided, or at the obstruction (see
typical layouts in Chapter 8).

208 Keep right 209 Keep left

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Priority signs (219, 220, 221 & 222)

4.6.6 Where the carriageway width is restricted and drivers from one direction are
required to give priority to vehicles from the other, the sign to Diagram 219 is used. The
sign must never be displayed to traffic approaching from both directions, or used upside
down in an attempt to indicate reversed priority. The sign should be used only where the
permanent speed limit is no higher than 50 km/h and vehicles at each end of the priority
section are clearly visible to each other. Sign 219 should be accompanied by the
supplementary plate to Diagram 220.

219 Priority must be given 221 Priority over vehicles

to oncoming vehicles from opposite direction

220 Give way to oncoming vehicles 222 Priority over oncoming vehicles

STOP/GO signs (514 & 515)

4.6.7 These signs are double sided, with STOP displayed to traffic approaching from
one direction and GO to traffic approaching from the other, are used for the manual control
of traffic at places where shuttle working is in operation (see paragraphs 6.3.5 to 6.3.12 ).
Systems are available for operating the signs remotely by radio control, avoiding the need
for operators to stand in vulnerable positions.
4.6.8 These must not be used in conjunction with the priority signs described in
paragraph 4.6.6).

514 Manually-operated temporary STOP 515 Manually-operated temporary GO

sign sign

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4.7 Informatory signs

4.7.1 These are used to advise road users of works in progress or about to commence
and other general information. They are usually yellow with black legend and border, or
sometimes red with white legend and border. Orange background material should not be
used, as it is less bright than yellow. Fluorescent yellow micro-prismatic material is ideal,
especially in dull or dusty conditions, as the signs are easier to detect at a distance.
4.7.2 Worded signs should be designed to be easily readable, to help drivers make
correct and timely responses. This requires high visibility, large lettering and short legends
for quick comprehension.
4.7.3 Where existing directional signs are not visible to traffic at road works, temporary
replacements may be necessary. It is the responsibility of the scheme designer to check
whether this is necessary.

Length of works sign (146)

4.7.4 Where the traffic management zone extends more than 3km in length, a Road
works ahead sign (Diagram 501) should be provided near the start of the works, with a
supplementary plate “For xx km” (Diagram 146).
4.7.5 The legend must appear in both Arabic and English.

501 with 146 indicating distance over which road works extend

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End of road works sign (533)

4.7.6 The sign Road works ahead with a supplementary plate End (Diagram 533)
indicates the end of all temporary traffic restrictions related to the road works, and that
normal regulations and road conditions now apply.

501 with 533 indicating end of road works and associated restrictions
Note: The translation “End of road works” in Arabic script is comparatively lengthy and
results in an extremely wide sign. A much shorter version, “End”, is used with other signs to
indicate the end of restrictions (see Figure 8.4 for an example) and is shown below. It may
be used in place of the plate to Diagram 533 where space does not permit the use of the
large sign, or when it is obvious that the end of the works has been reached.

245 End of restriction

4.7.7 This combination of signs should be placed about 150 m beyond the end of the
works area. The signs are not necessary if the length of the works, measured between the
end of the entry taper and the start of the exit taper is less than 50 m. Nor are they likely to
be needed on minor roads restricted to 50 km/h or less where traffic flows are less than 400
vehicles per hour.
4.7.8 The legend must appear in both Arabic and English.

Light arrow panel signs

4.7.9 A light arrow panel is a matrix capable of displaying a flashing arrow to indicate
that traffic must move into the adjacent traffic lane to the right or to the left as required.
They may be used for tapered lane closures, traffic diversions and mobile operations.
Where used to warn of a lane closure, the sign must not be placed in the lead-in taper,
which is part of the safety zone. On roads with a speed limit of 80 km/h or more, it should
be sited about 50 m in advance of the taper, otherwise about 25 m in advance.
4.7.10 There are two types of light arrow panel, flashing and sequencing.

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4.7.11 Flashing arrow panels have four operating modes:

(i) Right arrow,
(ii) Left arrow,
(iii) Right and Left Arrow, and
(iv) Caution (four lamps arranged in a rectangular pattern which does not indicate a
direction).
4.7.12 Sequencing arrow panels have several arrowheads that flash in a series, directing
traffic to the right or to the left.
4.7.13 Flashing or sequencing arrow modes should not be used when no lanes are
closed and there is no traffic diversion, or when the work is on or outside the hard shoulder
and the adjacent traffic lane is not closed.
4.7.14 Nor should they be used where traffic is controlled with STOP/GO signs or
temporary traffic signals. Use of the arrow modes under these circumstances will lead to a
loss of credibility and undermine its effectiveness when used for lane closures or mobile
operations.
4.7.15 The caution mode may be used for stationary or mobile operations on or outside
the hard shoulder, and when the signs for road works are being set out, and may be used in
addition to other devices such as signs and flashing lights on works vehicles.

Operating Mode Panel Display

Right shown as example, Left similar requirement.
1. At least one of the three following modes shall be provided:

(a) Flashing Arrow

Move/Merge Right

(b) Sequential Arrow

Move/Merge Right

(c) Sequential Chevron

Move/Merge Right

2. The following mode shall be provided:

Flashing Double Arrow

Pass either side

3. The following mode shall be provided:

Flashing Caution
Slow down or STOP

Figure 4.1 Light arrow configurations

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Table 4.1 Light arrow sign dimensions

Panel type Minimum Minimum Minimum Suitable for

size legibility number of traffic speeds
distance elements up to
(mm)
(m) (km/h)
A 1200 x 600 800 12 70
B 1500 x 750 1000 13 90
C 2400 x 1200 1600 15 120

4.7.16 As large light arrow panels can be seen from up to a kilometre away, they are
especially effective on high-speed roads and for mobile operations on the work or shadow
vehicle.
4.7.17 The panels should be equipped with both automatic and manual dimming devices
capable of dimming the lamps by 50% for use at night.
4.7.18 The flash rate should be not less than 25 flashes per minute.
4.7.19 Means shall be provided to prevent side distraction from the light-emitting
elements at night. The background of the panel should be finished in non-reflective black.
The panels may be mounted on a vehicle or trailer, or other suitable support. Vehicle-
mounted panels should be provided with remote controls and a means of monitoring from
within the cab that the intended indication has been correctly set.

Variable message signs (VMS)

4.7.20 Variable message signs VMS) are versatile and flexible; a VMS may be on or off,
serve various functions (warn, regulate or inform), display different elements (symbols,
legend or both) and show different message formats. They can also be used to display light
arrows of the type described in paragraphs 4.7.9 to 4.7.19. With the ability to update
information quickly in response to changing road conditions and incidents, VMS can
contribute to higher efficiency and safety on the roads.
4.7.21 VMS are normally used on high-speed roads. It is important not to attempt to
display more information than a driver can absorb in the few seconds available to read the
sign. Too much information can have unintended effects – drivers might not be able to read
all of the message, and may slow down abruptly or spend too long looking at the sign so that
they’re distracted from the road in front of them.
4.7.22 VMS may be used for various purposes. They can be used to advise drivers which
route to follow to avoid road works. They can indicate restrictions on overtaking or lane use
or temporary speed limits, and warn drivers of congestion, adverse weather or road
conditions, or the need to slow down.
4.7.23 VMS should never display sequencing or scrolling messages, as these are a
serious distraction to drivers, who are likely to try to watch the sign for longer than is safe in
order to read a part of the message that they may have missed.

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4.8 Channelising devices and barriers

4.8.1 These are used to close off lanes or guide traffic safely past the works. They
include traffic cones, road markings and various types of barrier intended for different
purposes.

Traffic cones (516)

4.8.2 Cones should conform to the European Standard BS EN 13422:2004. This will
ensure that they will not cause significant damage if struck by a vehicle. The appropriate
classes are shown in Table 4.2.
Table 4.2 Traffic cone requirements

Characteristic Class (in BS EN 13422:2004)

Daylight chromaticity co-ordinates Retroreflective material: Class LB in Table 2
and luminance factors
Non-retroreflective exterior surfaces: Table 3.A
Coefficient of retroreflection Class R1B or R2B in Table 4.B
Height and minimum weight Class W3 in Table 1

4.8.3 A cone to Class W3 will be heavy enough in normal circumstances to resist being
displaced by wind or passing traffic. If exceptionally high winds are expected, cones may be
doubled up to increase their weight. Sandbag rings that can be dropped over the cones and
onto the base to provide extra stability are also available.
4.8.4 Cones should be red or fluorescent red-orange in colour, and always be fitted with
a white retroreflective sleeve conforming to the dimensions shown in the diagram below.
The red parts of the cone may also be retroreflective.
4.8.5 Details of cone sizes and spacing are specified in Table 5.2.

516 Traffic cone

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Flexible bollards (534)

4.8.6 Flexible bollards should conform to the European Standard BS EN 13422:2004,
where they are described as traffic cylinders. They should conform to the same classes as
traffic cones for daylight chromaticity and coefficient of retroreflection (see Table 4.2).

534 Flexible bollard

Plastic traffic drums

4.8.7 Drums used for traffic warning or channelling shall be constructed of lightweight,
flexible and deformable materials and be a minimum of 800 mm in height. They shall have a
minimum width at least 450 mm, regardless of orientation. Steel drums must not be used.
4.8.8 The markings on drums shall be horizontal, circumferential, alternating orange and
red retroreflective stripes 100 to 200 mm wide. Each drum shall have a minimum of two
orange and two red stripes. Drums shall have closed tops that will not allow collection of
roadwork or other debris.
4.8.9 Drums may be used to channel traffic where cones are thought to be inadequate,
but are more likely to cause damage or secondary accidents if displaced when struck. They
also take up considerably more space. They may also be used singly or in groups to mark
specific locations.
4.8.10 Drums are highly visible and have good target value, giving the appearance of
being formidable obstacles and therefore commanding the respect of drivers. They are
portable enough to be moved from place to place within a temporary traffic management
project to accommodate changing conditions but are generally used in situations where they
will remain in place for a prolonged period.
4.8.11 Drums should not be weighted with sand, water, or any material to an extent that
would make them hazardous to motorists, pedestrians, or workers. They should have
drainage holes in the bottom so water will not accumulate causing a hazard if struck by a
vehicle. Ballast must not be placed on top of a drum.

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Barriers
4.8.12 There are four basic types of barrier:
(i) Pedestrian barriers,
(ii) Traffic barriers for guiding traffic and indicating that a traffic lane or part of a traffic
lane is closed,
(iii) Lightweight barriers for marking the inner edge of safety zones, and
(iv) Vehicle safety restraint barriers.
4.8.13 Barriers, other than vehicle restraint barriers, adjacent to live traffic lanes should
be protected by a line of traffic cones. They should be stable under adverse weather
conditions and, although they should be reasonably substantial in appearance, they should
not cause excessive damage to a vehicle if struck. Timber or metal tubular poles should not
be used, as they constitute a serious hazard should a vehicle collide with them.

Pedestrian barriers
4.8.14 The public should be kept safely away from the working area (see paragraph
3.1.3). A pedestrian barrier should always be provided on those sides of an obstruction that
restrict pedestrian movement or are accessible to pedestrians. Supports should not project
more than 300 mm into the path of a pedestrian, and no vertical edge should be more than
25 mm high. Temporary pedestrian routes should be at least 1.5 m wide (see paragraph
3.1.3).
4.8.15 Pedestrian barriers should be sufficiently solid to guide the blind and partially
sighted. They should have a robust tapping rail fixed at a height of approximately 150 mm
above ground level measured to the underside of the rail and a robust hand rail at a height
between 1.0 and 1.2 m measured to the top of the rail.
4.8.16 Where a site is continuously manned and covers are to be temporarily removed
from underground access chambers, manholes or similar openings, pedestrians may be
protected by barriers large enough to fully enclose both the chamber opening and its cover.
In this case the hand rail should be fixed at a minimum height of 0.95 m. The barrier should
be continuous and fixed so that it cannot be accidentally dislodged.
4.8.17 Where a high degree of security is required, to keep pedestrians or intruders out of
the works area at times when they are not manned, full-height steel panels may be used.
These may be of mesh or solid infill construction, and are available in heights up to 2.4 m.
4.8.18 Pedestrian barriers alongside excavations should be the subject of a risk-based
assessment. Where an excavation is deeper than 300 mm, the barrier should be able to
withstand the loads defined in BS 7818:1995 “Specification for pedestrian systems in metal”.
4.8.19 Where pedestrians have to be diverted from a footway into the carriageway it will
be necessary to provide a safety zone between the outer pedestrian barrier and the traffic
(see Figure 8.1). The outer edge of the safety zone will be delineated by traffic cones; the
inner boundary of the safety zone may be delineated by a lightweight barrier (see
paragraphs 4.8.20 and 4.8.21).

Lightweight barriers
4.8.20 Lightweight barriers may be used where there is no risk of pedestrians
encountering the works or where the inner boundary of a safety zone needs to be delineated
(see paragraph 4.8.12). All elements must be sufficiently stable to withstand wind buffeting
from passing traffic and to prevent any component being blown into the carriageway or
causing a hazard to traffic. Lightweight barriers may be of the expanding type, or
incorporate steel or plastic mesh provided they are continuous. Traffic tape systems may
also be suitable; these need to be suitably supported, and of an appropriate strength so that
they break before causing serious injury. The tape should break cleanly without excessive
stretching.

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4.8.21 Lightweight barriers should be installed at a constant height above the carriageway
and be conspicuous in colour. They should not be used in long interconnected lengths;
short adjacent lengths no more than 50 m should be used to minimise the risks caused to
workers if a section is struck by an errant vehicle and dragged into the works.

Traffic barriers
4.8.22 Traffic barriers for guiding traffic past obstructions should be coloured alternately
red and white. Where a driver is required to make a sharp change of direction, a “Sharp
deviation of route” sign should be provided (see paragraph 4.5.16).

Vehicle safety restraint barriers

4.8.23 It may be appropriate to provide a temporary vehicle safety barrier. This may take
the form of a permanent-type barrier erected temporarily, or a purpose-made temporary
safety barrier of concrete, steel or other materials. Temporary steel safety barriers have an
advantage over traditional concrete barriers in that they are much lighter and easier to
deploy and remove. Whatever materials are used, the barrier shall conform to the European
Standard BS EN 1317-2:2010. Further details can be found in Chapter 10 of Part 15 of this
Manual.
4.8.24 It is essential that where individual barrier sections are used, these are connected
together correctly to ensure that the barrier acts effectively as a single unit. If they are not,
the barrier will not function as intended and safety is likely to be seriously compromised.
4.8.25 Where it is known at the design stage that a temporary vehicle restraint barrier will
be needed to protect road users or the workforce, its use should be specified as part of the
design. The type and general requirements should be based on the guidance given in
Chapter 8.
4.8.26 The designer should take into account implications for works accesses and exits,
speed limits and the degree of deflection of the temporary barrier which might occur in the
event of an impact.
4.8.27 Situations where temporary vehicle safety restraint barriers should be considered
include cases where there is:
(i) A high risk of injury to the travelling public if they run into the work zone (such as a
traffic lane adjacent to excavations).
(ii) A sub-standard highway feature such as a sharp bend which increases the risk of
an errant vehicle running into the work zone.
(iii) A high risk of injury to the workforce.
(iv) A temporary bridge or other supports where the consequences of an impact would
be severe.
4.8.28 A temporary speed limit must not be imposed in order to protect short sections of
work that can be carried out without closure or restriction of any of the running lanes solely
to allow the use of temporary safety barriers with a Containment Level of N1.
4.8.29 Temporary safety barrier systems may be used to form a 1.2 m wide contra-flow
buffer zone between lanes of traffic travelling in opposite directions (see also Section 5.6),
provided that a risk assessment ) shows a positive benefit and the road geometry is suitable.
Further guidance may be found in Part 15 of this Manual. However, the installation and
operation of the barriers can themselves cause difficulties, and their use should only be
considered where contra-flow working is expected to be in place unchanged for periods in
excess of 28 days. Where hazards such as sharp bends or adverse cambers are
encountered which may increase the likelihood of cross-over accidents, their use should be
considered for shorter periods.

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Plastic water-filled barriers (PWFB)

4.8.30 These devices may be extremely hazardous if struck by an errant vehicle. There
are several risks which have been demonstrated in trials carried out in the UK. A vehicle
striking the barrier may start to climb up the face, with a risk of overturning. The barriers
tend to have poor resistance to sliding, and are easily displaced into the path of vehicles
travelling in the opposite direction, leaving them no possibility of taking avoiding action.
They are also liable to crack under heavy impact, resulting in an explosive release of water
which can distract drivers travelling in the opposite direction.
4.8.31 They should therefore never be used to separate opposing traffic streams. Nor
should they be used to protect excavations, or in circumstances where a vehicle safety
restraint barrier is required, unless they have been demonstrated to meet the requirements
of BS EN 1317-2:2010. Detailed guidance on the different types of temporary vehicle safety
restraint barrier suitable for this type of use can be found in paragraphs 4.8.23 to 4.8.29.
PWFBs may nevertheless be suitable for temporary road closures and also on roads with a
speed limit not greater than 60 km/h where they cannot be displaced into other traffic or
harm the workforce. When not filled with water, they may be suitable as lightweight barriers
(see paragraphs 4.8.20 and 4.8.21) or traffic barriers (paragraph 4.8.22) in situations where
they will not become a hazard themselves if displaced by vehicle impact.
4.8.32 Where they can be used safely, PWFBs shall be made of polyethylene (UV-
stabilized linear low-density polyethylene is recommended) or similar non-brittle plastic
material that is resistant to cracking and deterioration of its physical properties during
prolonged use. PWFBs shall be either red or white in colour. The shade of red shall be in
accordance with European Standard BS EN 13422:2004 (see Table 4.2), which is similar to
the colour used on the Bahrain National Flag. The plastic material and the colouring
pigments used shall be suitable for continuous exposure to bright sunlight and the colour
should not fade or change significantly after prolonged use.
4.8.33 PWFBs are available in a range of lengths, heights and widths. Provided the
height is not less than 800 mm, all sizes are likely to be equally effective in the limited
circumstances where they are suitable. The dimensions generally used in Bahrain are as
shown in Table 4.3.
Table 4.3 Cross sectional dimensions of PWFB

Height Length Top width Base width Weight

(mm) (mm) (mm) (mm) (kg)
800 2000 175 635 38

4.9 Road markings

4.9.1 Road markings are used at road works mainly to delineate the carriageway edge
or to divide the carriageway into lanes. Lane lines are always white; yellow is used only for
the continuous line indicating the edge of the carriageway. Where a road remains in use
during road works operations and hazards are likely to occur through the absence of road
markings, temporary markings shall be provided. Markings should always be reflectorised
so that they can be clearly seen at night. Materials used for road markings include paint,
cold plastics, thermoplastic, preformed plastic, epoxies and road studs.
4.9.2 Except where traffic is confined to a single lane delineated by cones on each side,
it is essential that existing road markings and reflecting road studs are removed or masked if
they might be hazardous or mislead drivers. It is particularly important to remove any
lengths of markings which are in conflict with temporary traffic management. Where traffic is
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4.9.3 Where temporary markings will be required to be removed upon completion of the
works, only removable markings should be used. Pre-formed reflectorised tape with an
adhesive backing and conforming to BS EN 1790:1998, and designed for easy removal,
may be convenient, especially when the marking may be in use only for a relatively short
time. For relatively long-term use, or where the surface is to be covered later with another
layer, permanent materials can be considered.
4.9.4 If road markings are masked, as opposed to being removed entirely, the masking
material should conform to BS 7962:2000 in order to ensure that it does not have a glossy
finish that gives the impression of a normal marking at night, and has adequate skid
resistance. Black paint shall not be used unless it has been certified as complying with
BS 7962:2000. It is essential that wear of the masking material does not expose the original
white material below it. Removal methods include sandblasting, hydro-blasting, excess
oxygen burning or chemical removal. Covering with asphaltic material with a surface
dressing of sand or aggregate is sometimes used, but care must be taken that this does not
result in a ridge that could be hazardous to traffic, especially two-wheeled vehicles.
4.9.5 Markings should be renewed as soon as possible after resurfacing or on
completion of road works which have interfered with them. Where it is not possible to
restore them immediately in permanent materials, temporary markings should be used. This
is particularly important at road junctions, where the absence of correct markings is likely to
cause danger to road users.
4.9.6 Temporary markings may also be simulated using temporary reflectorised road
studs complying with European Standard BS EN 1463-1:2009 and 1463-2:2000. Temporary
studs may alternatively be used to supplement conventional markings, placing a road stud in
alternate gaps in markings consisting of broken lines. High speed and volumes of traffic
might justify the use of reflecting road studs even for comparatively short periods, especially
at bends and transitions.
4.9.7 Given the extremely high temperatures encountered in Bahrain, care needs to be
taken that any temporary studs used are suitable for the conditions.
4.9.8 If revised lane patterns are planned for the work zone, temporary markings should
be placed before traffic is switched to the new layout. Where this is not feasible, such as
during the process of a traffic shift or moving traffic through surfacing operations, temporary
delineation may be provided using traffic cones or other channelising devices.
4.9.9 Where new pavement placed during the day is to be opened to traffic at night and
the new road markings cannot be provided before the end of work, temporary markings
should be applied to indicate the centre line and lane lines. Standard marking patterns must
always be used. If this is not feasible, temporary delineation using traffic cones should be
provided as above. Give Way or Stop line markings should always be reinstated before re-
opening to traffic.
4.9.10 Road marking arrows are helpful in guiding traffic when the temporary alignment of
the road does not coincide with the general configuration of the paved area, or when the
colour of the transition pavement is different from the existing pavement. They should also
be used on temporary two-way, undivided carriageway to remind drivers that there will be
opposing traffic. Two-way traffic signs (122) should be used in conjunction with the road
marking arrows. The arrows and the signs must be completely removed when two-way use
is no longer needed. Removable pre-formed markings may be helpful for this application.
4.9.11 Permanent markings should conform to the relevant European Standards, BS EN
1436:2007 and, for pre-formed markings, BS EN 1790:1998.
4.9.12 Part 13 (Traffic Signs and Road Markings) of this Manual sets out the
requirements for Road Markings. The requirements must be followed for both temporary
and permanent road markings.

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4.10 Safety devices

4.10.1 Traffic control devices which are specifically safety-related include the following:
(i) Priority signs (see paragraph 4.6.6),
(ii) STOP/GO boards (see paragraphs 4.6.7 and 4.6.8),
(iii) Temporary traffic signals (see paragraphs 6.3.13 to 6.3.25),
(iv) Channelising devices and barriers (see Section 4.8),
(v) Warning lamps (see Section 7.2),
(vi) Flags and warning lamps (see paragraph 4.10.2),
(vii) Flaggers (see paragraphs 4.10.3 to 4.10.5), and
(viii) Screens (see paragraphs 4.10.6 and 4.10.7).

Flags and warning lamps

4.10.2 Red flags attached to a sign attract attention during daytime operation and may be
considered for use with the first warning sign for the road works. However, flags are not
very effective unless there is a breeze or sufficient draught from passing traffic to keep them
moving. Flashing warning lamps (see Section 7.2) may be at least as effective in daytime
and much more so at night. Flashing lamps should also be considered for use when
visibility is poor because of dust or other adverse weather conditions.

Flaggers
4.10.3 The use of flaggers to control traffic at or approaching road works should be kept
to an absolute minimum. They generally need to stand in vulnerable positions, close to
traffic which is often moving at speed. If the works are correctly signed, the control methods
outlined in Chapter 6 should be at least equally effective. Control by STOP/GO boards,
temporary traffic signals or priority signing will normally be safer if it is practicable to use one
of these.
4.10.4 The only situation therefore in which flaggers may be used is to man access points
for works vehicles entering the works area.
4.10.5 Where flaggers are used, it is important that they receive proper training in their
duties.
(i) Flaggers need good sight and hearing, mental alertness and a sense of
responsibility for the safety of their fellow workers and the public;
(ii) They must wear high-visibility clothing (see paragraphs 1.3.4 to 1.3.6);
(iii) The flag should be a minimum of 600 mm square, made from good-quality red
material and securely fastened to a staff about 1 m in length; and
(iv) To alert traffic, the flagger shall face oncoming traffic and slowly wave the flag in a
sweeping motion of the extended arm from shoulder level to straight down, without
raising the arm above the horizontal position.

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Screens
4.10.6 Screens are used to block the driver’s view of activities that can distract from the
driving task. Screens also contain the works area and help to keep dust and debris off the
running carriageway and footways. Screens are most likely to be practicable on long-term
temporary traffic management projects. They might improve safety and traffic flow when
traffic volumes approach capacity by removing the temptation to stare. They can also
reduce headlamp glare from oncoming traffic.
4.10.7 Screens may be mounted on the top of concrete barriers separating two-way
traffic. They should not be mounted where they could restrict driver visibility and sight
distance.

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5 Works Zone Control

5.1 Introduction

5.1.1 Whenever work is carried out on or near a road, drivers are faced with changing
and potentially unexpected traffic conditions. These changes may be hazardous for drivers,
pedestrians and the workforce unless protective measures are taken. Drivers make no
distinction between construction, maintenance or utility operations. Proper traffic
management measures are needed to ensure safety for all types of work.
5.1.2 This chapter explains how to deal with various work operations. It advises anyone
planning, designing, installing, maintaining or inspecting traffic management for road works.
The illustrations are a guide to various types of layout. It describes the parts making up a
traffic management zone, and provides guidance on how to design a traffic management
zone correctly.

5.2 Safety clearances

5.2.1 Lateral and longitudinal safety clearances must be maintained between the works
and moving traffic. Safety during road works operations depends upon clearly delineated
minimum width safety zones, into which workers and plant should not enter during the
normal course of work, and in which materials must not be deposited. For fixed, as opposed
to mobile works, the outer boundary of the safety zone should be marked with traffic cones,
except where marked by a temporary vehicle restraint barrier (see paragraphs 4.8.23 to
4.8.29). Where the permanent speed limit is greater than 60 km/h, the inner boundary of the
safety zone must always be marked as well as the outer boundary. The purpose of the
inner marking is to indicate the limits of the safety zone and attract workers’ attention if they
are in danger of moving into it. Suitably supported traffic tape could suffice for this.
5.2.2 Adequate working space should be provided around the works to allow for
temporary works, stores, movement of workers and transport, and the moving parts of plant
and machinery such as jibs and booms. The working space may vary during the course of
the works, and need not be of a constant width. However, the boundaries must be clearly
visible so that workers do not stray into the safety zone or live traffic lanes.
(i) The works area is the excavation, chamber opening or part of the carriageway,
verge or footway on which work is being carried out.
(ii) The working space is the space around the works area needed to store tools,
excavated material, equipment and plant, and is also the space needed to move
around in to do the job.
(iii) The safety zone is the area provided to protect the workforce from the traffic and
protect the traffic from the works. Materials and equipment must not be placed in
it, and workers should enter it only when necessary to maintain traffic cones and
other signs.
5.2.3 The safety zone includes the lead-in taper of the Transition Area (see Section 5.5),
the longitudinal clearance between the end of the lead-in taper and the working space, the
lateral clearance between the working space and the moving traffic, and the longitudinal exit
clearance and exit taper.
5.2.4 These are shown in Figure 5.1, and the longitudinal dimensions are set out in
Table 5.1. Paragraph 5.6.2 explains the requirements for lateral clearance.

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Table 5.1 Minimum and desirable longitudinal safety clearances

Permanent Minimum Desirable Minimum Desirable

speed limit longitudinal longitudinal longitudinal longitudinal
(km/h) clearance (m) clearance (m) exit clearance exit clearance
(m) (m)
50 or less 0.5 10 0.5 9
60 15.0 30 3.0 9
80 30.0 50 3.0 9
100 60.0 100 9.0 9
> 100 100.0 200 9.0 9

Figure 5.1 Safety zones

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5.3 Traffic Management Zone

5.3.1 The area where traffic management is provided to enable maintenance or

construction works to be carried out on or beside the road is called the Traffic Management
Zone. It is the area between the first advance warning sign and the End sign that indicates
the end of all restrictions and works activities.
5.3.2 The Traffic Management Zone can be divided into five specific parts:
(i) Advance warning area or approach zone,
(ii) Transition or lead-in taper area,
(iii) Buffer area or safety zone,
(iv) Works area, and
(v) Termination area.
5.3.3 These are illustrated in Figure 5.2.

Figure 5.2 The Traffic Management Zone

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5.4 Advance Warning Area

5.4.1 The advance warning area or approach zone is the zone between the first sign
warning of the presence of road works and the point at which the carriageway width first
starts to reduce, or if there is no encroachment on the carriageway, the point where the
works start.
5.4.2 It must be of sufficient length to give adequate warning of the works and prepare
drivers to alter course if necessary.
5.4.3 The distance of the Road works ahead sign from the start of the works should be
in accordance with Table 5.3.
5.4.4 Guidance on the use of supplementary plates indicating distance can be found in
paragraphs 4.5.2 and 4.7.4.
5.4.5 Other warning signs will be needed in the advance warning area depending upon
the specific traffic control being used. These might include Road narrows (Diagrams 118,
119 and 120), Lane closed (Diagrams 502, 503 and 504), Traffic signals ahead (Diagram
124) or “TRAFFIC CONTROL AHEAD” (Diagram 525). These are shown on the layout
plans in Chapter 8, and described in more detail in Chapter 6. Additional signs should be
equally spaced along the Advance Warning Area.
5.4.6 Advance warning signs are not required where the works area and access to it do
not encroach onto the carriageway or hard shoulder, and the following conditions are also
met:
(i) Works are wholly within a verge not used by pedestrians and there is a clearance
of at least 0.5 m between the working space and the carriageway edge; or
(ii) Works are on a footway or verge used by pedestrians and an unobstructed width
of at least 1.0 m can be provided for pedestrians on the side of the works not
adjacent to the carriageway and a safety zone of at least 0.5 m can be maintained
between the works and the carriageway; or
(iii) On roads restricted to 50 km/h or less, works are on a footway or verge used by
pedestrians where an unobstructed width of at least 1.0 m can be maintained for
pedestrians on the carriageway side of the works.

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5.5 Transition area

5.5.1 Where a lane or part of a lane has to be closed to traffic, traffic needs to be guided
safely away from the obstruction. The transition area (see Figure 8.6) contains the taper
which puts this into effect, normally using traffic cones to channel traffic into the required
path. Any conflicting road markings should be removed or masked (see paragraphs 4.9.2 to
4.9.4). Deflection arrows (see Diagram 625) can be helpful, especially on high-speed roads
but, if the works are likely to be of short duration, the extra traffic management needed to
install them might not be worthwhile. The deflection arrow should be installed as a mirror
image where traffic is deflected to the right, as in Figure 8.6.

625 Obstruction on carriageway ahead (Left deflection arrow shown)

5.6 Buffer area (safety zone)

5.6.1 The buffer area (usually described as the safety zone) is the open or unoccupied
space between the transition and the start of the works area. It provides a margin of safety,
with minimum clearances as described in Section 5.2 above. It is essential that the buffer
area be free of equipment, materials, workers and parked vehicles. All areas within the
coned boundaries, including tapers (see Section 5.9) should be treated as part of the buffer
area for this purpose.
5.6.2 The lateral clearance between the edge of the working space and the part of the
carriageway being used by traffic should not be less than 1.2 m, unless the permanent
speed limit is 60 km/h or less, when it may if necessary be reduced to an absolute minimum
of 0.5 m. Note that this clearance extends to the outside edge of the cones. Additional
clearance should be provided where this can be done without reducing road space so much
that it causes extra delay to traffic.
5.6.3 The longitudinal clearance between the end of the lead-in taper and the works
area provides a margin of safety for both traffic and workers. Roads with a higher
permanent speed limit need increased longitudinal clearances. An exit clearance should
also be provided for the siting of any temporary signs or signals and access for workers to
maintain the traffic management arrangement. These clearances are set out in Table 5.1
above.
5.6.4 Where the edge of the safety zone is delineated by traffic cones, these will
normally be at a spacing of 3 m.

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5.7 Works area

5.7.1 The works area is where the maintenance or construction operations take place.
Working space is provided around the works area (see Figure 5.1). Lateral and longitudinal
safety clearances must be maintained between the working space and moving traffic (see
sections 5.2 and 5.6).
5.7.2 At sites where work progresses along a road, the works area may also move
longitudinally, along with the other parts comprising the Traffic Management Zone.
5.7.3 In some circumstances, a vehicle safety restraint barrier (see paragraphs 4.8.23 to
4.8.29) may be required. General criteria and guidance for the provision of temporary safety
barriers at road works can be found in Chapter 10 of Part 15 of this Manual. On dual
carriageway roads where a contra-flow system is in place, a barrier may be used in the 1.2
m wide contra-flow buffer zone separating lanes of traffic travelling in opposite directions
(see Part 15, paragraph 10.2.13). Safety barriers may also be necessary alongside
excavations (see Part 15, Table 10.1).
5.7.4 Where a vehicle safety restraint barrier is used, it does not need to be
supplemented with traffic cones or other channelising devices, although a reflectorised edge
of carriageway marking should be provided.

5.8 Termination area

5.8.1 The termination area provides a short distance for traffic to clear the works area
and return to the normal traffic lanes. It extends from the downstream end of the works area
to the Road works end signs. An end taper may be placed in the termination area, but a
longitudinal exit clearance (see Table 5.1) must be allowed for the siting of any signs or
signals and to provide access for workers maintaining the traffic management arrangement.
The angle of the taper is usually 45°. The general layout is illustrated in Figure 8.8.
5.8.2 The designer should avoid creating gaps in the traffic management that might
suggest to drivers that they have passed the works area. If, over a length of road, there are
several separate work sites that cannot be combined within a single traffic management
scheme, each must be signed individually with particular care to place Road works ahead
signs before each separate works area.

5.9 Tapers
5.9.1 A taper is a series of channelising devices, usually traffic cones, which may be
supplemented by signs and road markings, placed at an angle to re-direct traffic out of its
normal path. The four general types of taper used in traffic management zones are:
(i) Lead-in taper, used to close off a traffic lane or reduce the carriageway width;
(ii) Two-way tapers, used to control two-way traffic where a single lane is used
alternately by traffic from first one direction then the other (see paragraphs 6.3.2 to
6.3.30);
(iii) Shoulder tapers, used to close hard shoulders; and
(iv) Downstream tapers, used to direct traffic back into its normal path.

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Lead-in or lane closure taper

5.9.2 The length of lead-in taper required to close a lane or reduce the available
carriageway width is determined by the speed of traffic and the width to be closed (the
lateral or sideways distance through which traffic is moved). Recommended taper lengths
and cone height and spacing details are set out in Table 5.2.
5.9.3 Tapers should always be situated where sight lines are good, in both the horizontal
and vertical plane. An extended length of closure may be required in order to ensure this.
Where downhill gradients exceed 3%, the taper lengths in the table should be increased to
1:50 at 80 km/h, 1:55 at 90 km/h and 1:65 at 100 km/h. If it is impracticable to provide the
full taper length on congested roads where the speed limit is no higher than 50 km/h,
especially where there are parked vehicles, it is acceptable to reduce the taper length by
half.
Table 5.2 Details of lead-in taper

Speed Minimum Maximum Taper Width closed and corresponding taper

(km/h) cone cone rate length (m)
height spacing
1 2 3 4 5 6 7 8
(mm) (m)
40 750 3 1:10 10 20 30 40 50 60 70 80
50 750 3 1:16 16 32 48 64 80 96 112 128
60 750 3 1:24 24 48 72 96 120 144 168 192
70 750 3 1:32 32 64 96 128 160 192 224 256
80 900 3 1:40 40 80 120 160 200 240 280 320
90 900 3 1:50 50 100 150 200 250 300 350 400
100 900 3 1:60 60 120 180 240 300 360 420 480

Two-way traffic taper

5.9.4 Where works on a road carrying two-way traffic would leave inadequate width for
continued two-way operation, shuttle working is required (see paragraphs 6.3.2 to 6.3.30).
Where this is implemented using positive traffic control (STOP/GO signs, temporary traffic
signals or priority signs), a short taper is used to emphasise the restricted alignment. The
taper should be 15 m to 30 m in length, with cones spaced at 3 m intervals. Where parked
vehicles reduce the available space on urban single carriageway roads with a speed limit no
higher than 50 km/h, the taper can be set at 45° to the kerb line, with cones spaced 1.5 m
apart.

Hard shoulder tapers

5.9.5 See paragraphs 6.4.10 to 6.4.14.

Downstream tapers
5.9.6 Where a taper is used on the right-hand side of the road at the end of the works
area, this can be at 45° to the kerb line, with cones spaced 1.5 m apart. However, if a buffer
zone is required in the centre of the road to direct traffic back to its own side, the taper
length should be in accordance with Table 5.2.

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5.10 Designing a Traffic Management Zone

5.10.1 When a traffic management zone is designed, three objectives must be met:
(i) It must warn drivers of the hazard and reduce their speed to an appropriate level
before they reach the works area;
(ii) It must regulate the flow and speed of vehicles through the zone; and
(iii) It must indicate to drivers the limits of the zone.
5.10.2 Uniformity of traffic management practice is required for all sites. Reference to the
typical layouts illustrated in Chapter 8 will help to achieve this. These layouts represent the
situations most often encountered for works on or near the road. As far as possible, they
should be adopted without modification, particularly in the order in which signs are placed.
Where this is not possible, the traffic management measures should follow the principles set
out in sections 5.3 to 5.8 so that the approaching driver, pedestrian or other road user is
always presented with a clear, logical and safe route past the road works site. Traffic
management zone designers, and site managers, should always ask themselves:
“Will someone coming along the road or footway, from any direction,
understand exactly what is happening and what is expected of them?”

Selecting the right size of sign

5.10.3 Triangular and circular signs are available in four standard sizes. The size to be
used in a traffic management zone depends upon the speed of traffic approaching the zone
and passing through it, and the character of the road. Table 5.3 shows appropriate sizes for
different road types, together with the siting distance from the start of the works. The
corresponding aleph height and x-height for supplementary plates used with these signs are
shown in Table 5.4. The relationship between aleph height and x-height is illustrated in
Figure 5.3.

Figure 5.3 Aleph height and x-height

Note: The x-height is the height of the lower-case letter “x”.
The upper-case character height is 1.4 times the x-height, so for an x-height of 100
mm the upper-case character is 140 mm high.

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Table 5.3 Sizes and location of triangular and circular signs

Road type Speed limit Minimum siting Minimum size of

(km/h) distance of first triangular or
sign in advance of circular sign (mm)
works (m)
Single carriageway Up to 50 50 600
Single carriageway 60 75 - 110 750
Single carriageway 70 150 - 250 900
Single carriageway 80 or more 275 - 450 900
Dual carriageway 60 or less 110 - 175 750
Dual carriageway 70 225 - 375 900
Dual carriageway 80 or more 800* 1200
Motorways and dual 80 or more 2 km*, repeated at 1200
carriageways with 1 km*
hard shoulders
*NOTE to Table 5.3: Signs to be placed on both sides of the carriageway.

Table 5.4 Aleph and x-height for supplementary plates

Size of triangular or Aleph/x-height

circular sign (mm)
600 100/60
750 125/75
900 150/90
1200 200/120

5.10.4 The required size of rectangular worded signs generally depends upon the
prevailing traffic speed and the width of the road. The higher the speed, the further away
the driver needs to be able to read the message. Aleph and x-heights for different traffic
speeds are indicated in Table 5.5. Some signs used only in low-speed situations are
normally used only in one size.

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Table 5.5 Aleph and x-heights for rectangular worded signs

Speed 523
Single or 512
limit 529 524 2 526
dual 522 521 3 527
530 531 526v
carriageway (km/h) 525
532
100 170 170 170 100 60
Single Up to 50 2 3
(60) (100) (100) (100) (60) (35)
125 170 170 170 100 60
Single 60 or 70 2 3
(75) (100) (100) (100) (60) (35)
170 210 170 210 100 60
Single 80 or more 2 3
(100) (125) (100) (125) (60) (35)
125 170 170 170 100 60
Dual Up to 70 2 3
(75) (100) (100) (100) (60) (35)
250 210 170 210 100 60
Dual 80 or more 2 3
(150) (125) (100) (125) (60) (35)
Notes to Table 5.5
1) Aleph heights are shown unbracketed, x-heights in brackets
2) Diagram 521 uses the x-height shown in brackets for English legend, except for the
word “SLOW” which uses an x-height 1.4 times larger (140 mm with 100 and 175
mm with 125).
3) Diagrams 526 and 526v use an x-height of 60 mm for English legend, except for the
word “HERE” which uses an x-height of 75 mm.
4) Diagrams 522, 523 and 524 are illustrated in paragraphs 4.5.13 and 4.5.14.
Diagrams 525, 526 and 526v are illustrated in Section 6.3.
Diagrams 529, 530, 531 and 532 are illustrated in paragraphs 6.4.10 to 6.4.13.

Six steps in designing a Traffic Management Zone

5.10.5 The following is a guide to the design of a Traffic Management Zone for the typical
layouts illustrated in Chapter 8. For strategic projects or congested junctions, traffic
modelling such as micro simulation is required prior to approval.

Step 1: Site layout

5.10.6 To determine the correct location for the placement of traffic management
equipment, it is first necessary to establish the required width of the works area, the working
space and the safety zone (see Section 5.2) and the speed limit. The length of the lead-in
taper (see Step 3) is then determined from Table 5.2. The size and spacing of the traffic
cones forming the taper are also specified in Table 5.2. Longitudinal clearance distances
can be obtained from Table 5.1. Lateral clearance is specified in paragraph 5.6.2.

Step 2: The first signs

5.10.7 The first sign, which marks the start of the Advance Warning Area (see Section
5.4), is always Road works ahead. In some circumstances (see paragraphs 4.5.2 and 4.7.4)
the Road works ahead sign should be supplemented with a distance plate. Other warning
signs will be needed in the advance warning area, such as Road narrows, Lane closed and
Traffic signals ahead. These are shown on the layout plans in Chapter 8.

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Step 3: The lead-in taper

5.10.8 The beginning of the Transition Area (see Section 5.5) is marked by the start of the
lead-in taper. A Keep left (or Keep right) sign as appropriate is placed at this point to guide
traffic in the required direction. Cone size and spacing is shown in Table 5.2. No other
signs or equipment (other than hazard warning lamps at night, see Step 6) should be placed
in the lead-in taper, which is part of the safety zone. Where a light arrow panel is used to
emphasise the need to change lanes, it should be sited in advance of the lead-in taper (see
paragraph 4.7.9).

Step 4: Demarcate the site

5.10.9 A red and white chevron board to Diagram 513 (see paragraph 4.5.16) is placed at
the end of the taper, at the start of the Buffer Area (Safety Zone). This is the unoccupied
space between the end of the Transition Area and the beginning of the working space
around the Works Area, and forms part of the safety zone illustrated in Figure 5.1. Traffic
cones should be placed along the edge of the Buffer Area and the Works Area, spaced not
more than 3 m apart. Further details of the demarcation needed in this area, including
barriers, traffic cones and traffic tape are set out in sections 5.2, 5.6 and 5.7. Detailed
guidance on the various types of barrier can be found in paragraphs 4.8.12 to 4.8.33.

Step 5: End of works

5.10.10 The end of all road works operations and restrictions is indicated by a Road works
sign (Diagram 501) with a supplementary End plate (Diagram 533) at the end of the
Termination Area (see paragraphs 4.7.6, 4.7.7 and 4.7.8 and Section 5.8). A closing taper
may also be used, comprising traffic cones set at an angle of 45° to the carriageway edge.
Adequate longitudinal exit clearance must be allowed to provide access for the workforce
(see Table 5.1).

Step 6: At night
5.10.11 If the traffic management will remain in place overnight, low-intensity yellow hazard
warning lamps are placed at the corners of the obstruction and at intervals of 15 to 20 m
along its length. Low-intensity hazard warning lamps should also be provided, at a spacing
of 9 m, along the lead-in taper.
5.10.12 Flashing lamps will normally be used, but if works are carried out on unlit roads
with a speed limit greater than 60 km/h, steady lamps should be used.
5.10.13 In areas where there are high levels of street lighting or high levels of ambient
lighting from adjacent properties, high intensity warning lights should be used. Further
guidance on the use of hazard warning lights can be found in Section 7.2.

Check and re-check

5.10.14 When the signing and other equipment has been erected, a drive-through
inspection should be carried out both during daylight and at night. This is to check that all
equipment and signs are present and correct, and that signs are fully visible and not
obscured, that the legends are readable and that the traffic management is effective.
5.10.15 The inspection should also check that traffic can negotiate the traffic management
zone without difficulty. Heavy braking or swerving would indicate a need to adjust the
signing or the physical layout. Chapter 8 indicates minimum standards, but the layouts
might need adjustment for individual sites.
5.10.16 All inspections should be recorded, as in the event of an incident evidence might
be required to show that the traffic management was correctly installed.
5.10.17 The signs, cones, lamps and temporary road markings shall be maintained for the
duration of the works. Inspections should be repeated during the course of construction as
plant operation and the storage of materials might affect the traffic management or require
changes to it.

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5.10.18 Further inspections should be carried out whenever the traffic management is
changed. Inspections should in any case be carried out at regular intervals. Detailed
guidance on an inspection programme can be found below.

Inspection and maintenance

5.10.19 Once the traffic management zone has been established, it is important to ensure
that it continues to function as it was intended and installed, including any adjustments
required as a result of changes to the works.
5.10.20 Maintenance is needed to keep equipment and signs clean and in full working
order. On highway construction projects, this is normally the responsibility of the contractor.
5.10.21 Damage or defects may result from any of the following causes:
(i) Traffic accidents,
(ii) Sign or equipment displacement caused by vehicular contact, slip stream from
passing vehicles, wind or actions of the workforce itself,
(iii) Construction activities,
(iv) Weather,
(v) Malfunction or lamp failure of electrical equipment,
(vi) Lack of fuel for generators,
(vii) Battery failure,
(viii) Physical deterioration from general wear and tear,
(ix) Dust on sign faces,
(x) Dirt or debris on roads and footways, or
(xi) Vandalism.

Elements of an inspection programme

5.10.22 A comprehensive inspection and maintenance programme should include the
following elements:
(i) A formalised plan,
(ii) Defined inspection procedures,
(iii) A form on which the findings of the field inspection are recorded,
(iv) Provision of an adequate inventory of signs and equipment for emergency
replacements or repairs,
(v) Checking procedures to ensure that specified repairs are made,
(vi) Identification of possible causes of accidents or skid marks,
(vii) A review to ensure that the travel path is clearly marked through the entire work
zone, both in daylight and at night, and
(viii) Formal documentation of inspections and repairs made.
5.10.23 The inspector will be faced with the need to make decisions during the inspection,
and must exercise judgement in establishing appropriate practices. Appropriate experience
and training will be required.
5.10.24 All damaged and displaced signs, road markings, studs, traffic cones and other
equipment must be replaced as soon as it is safe and practicable to do so.
5.10.25 A key element of the programme is the procedure which ensures that the required
maintenance is actually performed. When corrective action is taken, it should be noted to
provide a clear record that it has been done, and when (see paragraphs 5.10.32 to 5.10.37).

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Responsibility
5.10.26 A named individual from Roads Planning Design Directorate should be assigned
the responsibility for the traffic management scheme for each project. In addition, on large
projects a named employee of the MOWMAUP should be assigned responsibility for
overseeing the traffic management on site.
5.10.27 Routine inspections of the traffic management installation should be carried out by
the Contractor at pre-determined intervals which should be defined and included in the
Traffic Management Road Works Plan. The MOWMAUP Project Manager is responsible for
checking that the Contractor is carrying out these inspections.
5.10.28 Someone with greater authority should carry out supervisory inspections at less
frequent intervals, to ensure that those responsible for the day to day management are
carrying out their duties and fulfilling their responsibilities effectively.
(i) For each project, an individual should be assigned the responsibility for the traffic
management scheme.
(ii) On construction projects, the contractor should designate a specific person by
name and telephone number. This person must have the authority to order any
necessary corrective action without recourse to others and, when required, must
jointly carry out routine inspections of the traffic management installation with
RPDD.
(iii) In addition, on large projects a representative of the MOWMAUP Traffic
Management Group should be assigned responsibility for ensuring that the
contractor is maintaining the traffic management correctly.
(iv) Less frequent but periodic inspections of the traffic management installation should
be carried out by this individual.
5.10.29 Standard forms to be used during audit and monitoring inspections are illustrated
in Appendix A.
(i) The Audit Form is used by an inspector carrying out daily routine inspections.
(ii) The Traffic Management Monitoring form is used to report monthly inspections or
special inspections requested by the GDT.

Frequency
5.10.30 To determine the frequency with which inspections should be performed, the
following factors should be considered:
(i) Project size and duration,
(ii) Nature of work activity,
(iii) Complexity of traffic control,
(iv) Speed and quantity of traffic,
(v) Frequency at which damage or displacement is occurring, and
(vi) Number of deficiencies observed during previous inspections.
5.10.31 The appropriate intervals will be determined by these factors, but will usually be at
least twice a day, and more frequently on high-speed, heavily-trafficked roads such as
motorways. The condition of bulbs and batteries in hazard warning lamps must be checked
daily (see paragraph 7.2.5).
5.10.32 Traffic management at sites which are unoccupied overnight or at weekends or
during holiday periods still needs to be checked and maintained. The frequency of
inspections should be consistent with the level of risk in the event of the traffic management
not functioning as intended and should be defined in the Traffic Management Plan for each
site.

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Record keeping
5.10.33 Proper records should be kept of temporary traffic management schemes as
evidence in case of incidents. The contractor’s representative responsible for controlling the
traffic management (see paragraph 2.2.7) shall also be responsible for preparing the records
and supplying copies to the Project Manager and to RPDD, who will maintain them on file. It
is important to record the time and location of installation and removal. Although this can be
time-consuming for moving maintenance operations, significant traffic management actions
taken by the field crew must be recorded.
5.10.34 Records should include:
(i) Time of starting and ending work,
(ii) Location of works,
(iii) Names of personnel,
(iv) Types of equipment used, and
(v) Any changes made to temporary or permanent regulatory signs.
5.10.35 Several methods of recording traffic management controls are available. These
include:
(i) Photo-logging.
(ii) Photographs, either keyed to a diary or marked with brief details of:
a. Time,
b. Location,
c. Direction of view, and
d. Photographer’s name.
(iii) Annotation on construction plans and on the Traffic Management at Road Works
Plan.
(iv) Daily diary entries of times, location, and names of individuals (when known)
involved in the installation, alteration or removal of traffic management signs and
equipment.
5.10.36 Variation orders or work orders also serve as a reference and should be keyed to
the diary when used.
5.10.37 When an inspection reveals a defect that requires correction (see paragraphs
5.10.22 to 5.10.25), the documentation should include:
(i) A description of the correction needed, when it was noted and by whom,
(ii) When the correction was made,
(iii) When a replacement was made, and
(iv) Any other necessary actions and when these were executed.
5.10.38 Any accident, whether or not it involved personal injury to a member of the public
or the workforce, must be recorded and the accident report must be submitted to RPDD.

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6 Types of Restriction and Traffic Management

Methods

6.1 Introduction

6.1.1 Depending upon the nature of the road on which works are taking place, various
kinds of restriction might be necessary and appropriate. Single carriageway roads might
need to be restricted in width, and in some cases reduced to shuttle (alternate one-way)
working over restricted lengths. Sometimes it will be preferable to close a road completely
and divert traffic onto an alternative route. Dual carriageway roads and motorways might
need to have one carriageway completely closed and the traffic diverted onto the other using
temporary two-way working. Sometimes, especially on dual carriageway roads, it may be
acceptable to close one or more lanes of a carriageway, leaving the remaining lane or lanes
to handle the displaced traffic. The various options are discussed below.

6.2 Speed control

6.2.1 Works should always be designed to minimise risks to road users and to the
workforce. Nevertheless, it will sometimes be necessary to consider imposing a temporary
speed limit, especially if the workforce will have to operate on the carriageway or other
vulnerable area. The GDT should always be consulted at an early stage, to obtain their
approval and police co-operation.
6.2.2 Direct risks to workforce safety should be dealt with by the use of vehicle safety
restraint barriers (see paragraphs 4.8.23 to 4.8.29) or changes in working methods.
Temporary speed limits should not be imposed solely for the purpose of protecting the
workforce. The use of operations on foot in vulnerable situations should be minimised, and
use of a temporary speed limit considered only when direct measures to reduce risks are
impracticable.
6.2.3 On high-speed roads, that is those with a speed limit of 80 km/h or more,
temporary speed limits should always be considered. A speed reduction of 30 km/h from
the permanent speed limit is likely to be appropriate if:
(i) The road works will cause a restriction in drivers’ forward visibility,
(ii) A hard shoulder is used as a running lane,
(iii) A vehicle restraint safety barrier has to be removed and no alternative protection is
provided,
(iv) There is a lane closure, unless traffic flows are light,
(v) Narrow lanes are imposed, or
(vi) Contra-flow running is used.
6.2.4 Where traffic is switched from one carriageway to the other at a crossover (see
paragraphs 6.4.30 to 6.4.34), any temporary speed limit will be determined by the design
speed.
6.2.5 If a temporary speed limit is imposed, the initial speed limit signs should be placed
on each side of the road where the limit starts. On high-speed roads, this should be 50 m in
advance of the first sign indicating a lane closure so that the speed restriction applies to the
sector where lane changing is likely to occur. Signs indicating the resumption of the
permanent limit should be placed after the end of the works. Repeater signs should be
placed at intervals of not more than 350 m on alternate sides of the carriageway to remind
drivers of the limit in force. This ensures that a driver will not travel more than 350 m before
passing another sign on either the left or the right.

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6.2.6 Where side roads enter the road works, and have a speed limit different from the
temporary limit, temporary signs should be provided for traffic entering the site, and any
existing signs covered. Similarly, where traffic leaves the road works site by turning into a
side road where the permanent limit is different from the temporary limit through the works,
signs should be provided to indicate the speed limit that applies, unless permanent speed
limit signs are already in place on the side road.

6.3 Single carriageway roads

6.3.1 On single carriageway roads, normal two-way operation of traffic should be

maintained if possible, even if the carriageway width needs to be reduced. Where the
reduction in width required is too great to permit simultaneous two-way operation, alternate
one-way (shuttle) working (see below) or diversion of traffic onto an alternative route (see
paragraphs 4.5.9 to 4.5.12 and 6.3.31) will have to be considered.

Single-lane two-way traffic (shuttle working)

6.3.2 If the carriageway width (including a suitable hard shoulder where available) is
reduced to less than 6.75 m for major roads or 5.5 m for minor roads, it will be necessary to
adopt single-lane working, where traffic from opposing directions takes turns to use the
narrow section of road.
6.3.3 There are several methods by which this can be achieved:

Police supervision
6.3.4 Police assistance will normally be given only in cases of emergency, where
necessary to avoid serious traffic congestion. Where works are planned in advance, police
control is likely to be provided only if the works can be completed very quickly, or to assist in
setting up an alternative form of control.

STOP/GO signs
6.3.5 The use of STOP/GO signs is described in paragraphs 4.6.7 and 4.6.8 and
illustrated in Figure 8.2. They may be manually or remotely controlled. Manually-operated
signs should be used only if a risk assessment has established that the use of remotely
controlled STOP/GO signs is not appropriate. Those operating the STOP/GO signs must
stand in a place where they can be seen clearly by drivers from both directions and where
they are safe from the risk of being struck by vehicles. They must never be positioned in the
safety zone which is provided as a buffer between the traffic zone and the working space. If
this is not possible, then temporary traffic signals should be used, or the road closed
temporarily. Operators should be trained to control traffic by means of these signs.
6.3.6 Before selecting manual STOP/GO signs as a method of control, a risk
assessment should be carried out to consider the use of safer techniques that do not require
operators to stand in close proximity to traffic. Manual STOP/GO control may be acceptable
at works of short duration or where works progress along a road quickly. The two-way traffic
flow should not exceed the figures shown in Table 6.1 for the stated site length, measured
from the first cone to the last cone of the entry tapers.

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Table 6.1 Permissible site lengths for manual STOP/GO control

Site length Maximum two-way flow

(m) Vehicles per hour Vehicles per 3 minutes
100 1400 70
200 1260 63
300 1060 53
400 940 47
500 840 42

6.3.7 Where STOP/GO signs are to be used, the sign “TRAFFIC CONTROL AHEAD”
must be used at both ends of the controlled section as described in paragraph 6.3.12. This
type of control must never be operated over distances greater than 500 m.

525 Traffic control ahead

6.3.8 For very short lengths of alternating traffic flow, manual control at one end or in the
middle may be adequate, but for distances greater than 20 m control should be operated at
both ends. Manual control must not be used where the obstruction continues round a bend
so that operators positioned at the ends cannot see each other. If remote control is used,
the operator must be positioned to have a clear view of both sets of signs.
6.3.9 If the STOP/GO signs are used at night, each sign must be adequately illuminated
by its own source of lighting; the use of reflective materials alone is not sufficient.
6.3.10 A variant of Diagram 526, “WHEN STOP SIGN SHOWS WAIT HERE”, must be
placed at the point where vehicles are required to stop.

526v Place where traffic must wait when stop sign is displayed
6.3.11 Advance warning should be given by use of the Road works ahead (Diagram 501)
sign on the right-hand side of the road in both directions (see Figure 8.2). Where the
permanent speed limit is 80 km/h or more, a distance plate should be used with it. A Road
narrows sign (Diagram 119 or 120 as appropriate) should also be placed on the right-hand
side of the road in both directions, together with the supplementary plate Single file traffic
(Diagram 152). The sign “TRAFFIC CONTROL AHEAD” (Diagram 525) must be used after
the Road works ahead sign, but not so close that the first sign obscures drivers’ view of the
second.

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120 Road narrows with 152 Single file traffic

Temporary traffic signals

6.3.12 Portable traffic signals are used where positive traffic control is required and the
works will be in place long enough to justify the time taken to install and remove the
equipment. They should not be used if the controlled length between signals is greater than
250 m.
6.3.13 Temporary signals should be capable of running on generator, battery and mains
power supply. In order to avoid disturbance to residents, it is preferable to use a direct
mains supply wherever possible. Where a generator has to be used, it should have a
silencer (muffler) to reduce noise.
6.3.14 Advance warning of control by temporary signals should be given by the triangular
warning sign Traffic signals ahead (Diagram 124) and not by the rectangular sign “TRAFFIC
CONTROL AHEAD”. This is only used to warn of control by STOP/GO boards. If signals
that operate during the day are removed at night or over a weekend, the Traffic signals
ahead signs must also be removed. Road works ahead, Road narrows and Single file traffic
signs are also used, as shown in Figure 8.3.
6.3.15 Signals must be of the three-aspect type, and must be either vehicle-actuated or
manually controlled during the working day.
(i) Vehicle actuation reduces delays to vehicles by automatically adjusting the green
time to take account of traffic flows.
(ii) Where vehicle actuation is not used, the maximum green time set on the controller
will need to be adjusted manually to manage varying traffic flows. If substantial
queues start to form during the day, the settings should be re-adjusted to deal with
these.
6.3.16 Manual control will normally be used only in exceptional circumstances, for
example, when plant or materials have to be moved into the controlled area. Temporary
signals can also be set to fixed-time operation, but this is inefficient and would normally be
used only when vehicle actuation is not working and arrival of a maintenance engineer is
awaited.
6.3.17 Signal heads must conform to the European Standard BS EN 12368, and be of the
same quality as used for permanent signals. Portable signal controllers are linked to the
signal heads and controllers either by cables or by radio control.
6.3.18 Figure 8.3 shows alternative positions for the signals: on the right-hand side of
approaching traffic at each end of the works, or in the centre of the road at each end of the
works.

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6.3.19 If the works are likely to take some weeks to finish and the signals are unlikely to
be moved, a temporary stop line should be provided about 2 m in advance of the signals.
Otherwise a worded sign “WHEN RED LIGHT SHOWS WAIT HERE” must be placed in the
same position. The sign indicates where the first vehicle should wait when the signals are
red. It is essential to ensure that both signals and sign are positioned to allow sufficient
room for vehicles from the opposite direction to clear the waiting vehicles and return to their
own side of the road, if necessary.

526 Place where traffic must wait when red light is displayed
6.3.20 When setting up temporary signals on site, the operator must first adjust the red
timers according to the distance between the “WAIT HERE” signs on the opposing
approaches. On some controllers this distance is specified as the distance between the
“WAIT HERE” sign and the “datum point”. The datum point is usually half way along the
working length of the shuttle. The appropriate times are indicated in Table 6.2. These allow
the last vehicle passing at the end of a green phase to safely transit the works area before a
green is shown to traffic from the opposite direction, assuming an average speed of not less
than 10 m/s (36 km/h). If slow-moving vehicles have difficulty in clearing the works before
the lights change, the all-red time should be increased incrementally until satisfactory
operation is achieved.
Table 6.2 All-red timer settings

Distance (m) All-red time (seconds)

Up to 50 5
51 - 100 10
101 - 150 15
151 – 200 20
201 - 250 25
251 - 300 30

6.3.21 The maximum green times should then be set, in accordance with Table 6.3.
These will be the maximum times the green stage can run. Under vehicle actuation, the
stage will automatically be terminated if no further vehicles are detected on that approach,
with the signals reverting to all-red for the period set, and then give a green to the opposing
direction. If queues form, so that vehicles take more than one green period to pass through,
the maximum green settings should be adjusted incrementally to test whether the queues
reduce. The setting should be allowed to run for several cycles before further adjustments
are made. Start by increasing the setting, but if this results in an even longer queue, reduce
the setting and allow a few green periods before assessing the result.

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Table 6.3 Maximum green settings

Distance (m) Maximum green settings

(seconds)
Up to 75 35
76 - 135 40
136 - 195 45
196 – 300 50

6.3.22 Vehicle flow should be watched at intervals so that as flows change through the
day the controller settings can be adjusted if necessary.
6.3.23 “STOP/GO boards should be kept on all sites controlled by signals, stored under
or adjacent to the signal controller so that they may be quickly located for use in the event of
signal failure. However, they should be used only if sufficient trained operators are
available. Otherwise the police should be asked to assist.
6.3.24 If portable signals are not operating, they should be removed, or at least covered
with a temporary cover and turned away so that it is clear that they are not in operation.

Priority signs
6.3.25 Traffic control by means of priority signs (Give way to oncoming vehicles and
Priority over oncoming vehicles, see paragraph 4.6.6 and Figure 8.4) may be appropriate
where the following conditions are met:
(i) Traffic speed is limited to 60 km/h,
(ii) There is clear visibility from a point before the start of the coned area to a point
beyond the end of the coned area over the distances specified in Table 6.4 below,
(iii) Two-way traffic flow is less than 100 vehicles per day, and
(iv) The site length measured from the first cone to the last cone of the entry and exit
tapers does not exceed 80 m.
Table 6.4 Visibility distances for priority control

Maximum permanent speed limit Clear visibility distance

(km/h) (m)
50 60
60 70

6.3.26 Priority control should not be used at night unless there is street lighting which
remains lit throughout the night, and the signs are directly illuminated.
6.3.27 Priority is usually given to vehicles which have an unobstructed lane through the
works or to those vehicles climbing a steep gradient. The Priority over oncoming vehicles
sign is to face traffic at the beginning of the restricted length. For traffic travelling in the
opposite direction, the Give way to oncoming vehicles sign is placed at the beginning of the
restricted section, and repeated at the end in combination with an End supplementary plate
to Diagram 245. End plates are not necessary where the controlled length is less than 50
m.
6.3.28 The Give way to oncoming vehicles and Priority over oncoming vehicles signs
must always be used in conjunction with each other, and neither must ever be turned upside
down in an attempt to indicate a reversal of priority.

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6.3.29 Advance signs are required in each direction, on the right-hand side of the road:
(i) Road works ahead,
(ii) Road narrows, with the supplementary plate to Diagram 152, Single file traffic, and
(iii) Priority signs as appropriate to the direction of travel.
Each should be used in combination with its explanatory plate.

Diversion signing
6.3.30 Where a road has to be closed to through traffic, diversion signs are used to direct
road users onto an alternative route, as described in paragraphs 4.5.9 to 4.5.10.

Works in urban areas

6.3.31 When traffic management is required for works in urban areas, typically on
distributor and access roads or those of a lower category, special considerations apply.
Decisions are needed on whether turns need to be prohibited at junctions, and how to
maintain access to business, industrial and residential premises.
6.3.32 Pedestrian traffic needs particular attention. If the traffic management zone affects
the movement of pedestrians using footways, footpaths or any other apparent (detectable)
route, adequate pedestrian access and walkways must be provided, and the works
protected against inadvertent pedestrian incursion (see paragraph 3.1.3). Where bus stops
are affected by the works, alternative temporary stops must be provided.
6.3.33 If a designated bicycle route has to be closed because of the works, a signed
alternative should be provided.
6.3.34 Utility work, to construct or maintain electricity, gas, water supply, drainage or
telecommunications services takes place both within the footway and carriageway as well as
outside them. Operations often involve junctions, as that is where utility network junctions
often occur. In some instances the work may cause very little disruption to pedestrians and
vehicles, and only minimal traffic management will be necessary. However, in other
instances, the work may affect pedestrians and vehicles at complex junctions where
complex traffic management may be necessary.

Works at junctions (intersections)

6.3.35 These are classified according to the location of the works area relative to the
intersection area as defined by the extension of the kerb or edge lines. The classifications
are near-side works, far-side works and in-the-intersection-works. Works areas often extend
into more than one part of the intersection. For example, work in one quadrant often creates
a near-side works area on one street and a far-side works area on the cross-street. In these
cases, an appropriate traffic management plan is designed by combining two or more
applications.
6.3.36 Works at junctions are likely to reduce capacity and interfere with normal traffic
flow. Pedestrian movements are concentrated at junctions, and particular care needs to be
taken to cater for these. Pedestrian crossings should be separated from the works area by
appropriate barriers (see paragraphs 4.8.14 to 4.8.19) that maintain a safe crossing place.
6.3.37 Banned turns or diversion of some traffic onto alternative routes will help to reduce
conflicts and the volume of traffic to be dealt with.

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6.3.38 Advance warning signs should be used in the advance warning area on all cross
streets in accordance with Section 5.4. If the works are not on the same road, but will be
encountered only by traffic turning right or left, the Road works ahead sign should be used
with a supplementary plate (Diagram 145) indicating with an arrow pointing horizontally to
the right or to the left where the works are.
(i) Near-side works areas are signed and guarded in the same way as mid-block
closures (see Sections 5.1 to 5.9). A reduction in width at a junction will reduce
capacity and might result in congestion and long queues.
(ii) Far-side works areas involve additional treatment because traffic enters the
affected area by straight-ahead and by right or left turning movements. When a
lane through a junction must be reduced in width or closed on the far side, the
same reduction should be implemented on the near-side approach to avoid
merging movements taking place within the junction.
(iii) If work is being carried out within the intersection itself, banned turns, road
closures or upstream diversion of traffic onto alternative routes can help to reduce
traffic volumes and conflicting movements at the junction. If police assistance is
available, traffic police officers might help by directing traffic around the works
area, especially if the space occupied can be minimised, perhaps by working in
stages. Otherwise traffic control may be needed, using STOP/GO boards (see
paragraphs 6.3.5 to 6.3.12) or temporary traffic signals (see paragraphs 6.3.13 to
6.3.25).

Works off the carriageway

6.3.39 There is generally no need for signing to warn traffic on a single carriageway road
where works are carried out:
(i) Entirely within a verge not used by pedestrians, where there is a clearance of at
least 0.5 m between the working space and the carriageway edge;
(ii) On a verge or footway used by pedestrians where an unobstructed width of at
least 1.0 m can be maintained on the side of the works remote from the
carriageway and a safety zone of 0.5 m can be maintained between the works and
the carriageway; or
(iii) On roads restricted to 50 km/h or less, on a footway or verge used by pedestrians
where an unobstructed width of at least 1.0 m can be maintained for pedestrians
on the carriageway side of the works.
6.3.40 Where works vehicles cannot fully pull off the carriageway, the working space
should be extended into the carriageway to provide adequate space for works vehicles and
signing and coning provided in the usual way.

Works on multi-lane single carriageway roads

6.3.41 For lane closures on single carriageway roads with two or more traffic lanes in
either direction, a transition area containing a lead-in taper shall be used (see Section 5.5
and paragraphs 5.9.1 to 5.9.4). Consideration should be given to the use of temporary
vehicle safety restraint barriers to prevent the incursion of errant vehicles into the works
area, see paragraphs 4.8.23 to 4.8.29.
6.3.42 When it is the right-hand lane that is closed, and traffic flows are heaviest in
different directions in the morning and evening peak, a temporary centre line using closely-
spaced traffic cones may be moved to allow a central lane to be used in the appropriate
direction at different times of day, with Keep right signs at each end to guide traffic to the
correct side. This technique is not appropriate where the speed limit is greater than 50
km/h.

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6.3.43 When the left-hand lane needs to be closed, channelising devices shall be placed
along both sides of the closure. Consideration should be given to also closing the adjacent
lane for traffic from the opposite direction. This is likely to be necessary to provide a safety
zone for the workforce, as well as additional space for plant and materials, and to facilitate
the safe movement of equipment within the works area.

6.4 Dual carriageway roads

High-speed access-controlled dual carriageway roads

6.4.1 The traffic volumes, vehicle mix (buses, trucks, cars and bicycles if permitted) and
high speeds on this type of road requires special care to be taken when road works have to
be undertaken. Lane-change and traffic-merging manoeuvres should be carried out well in
advance of works areas. Traffic management must aim to avoid disruption and delay in the
traffic stream, and ensure that manoeuvres can be carried out smoothly and in good time.
6.4.2 Works on such roads usually require more extensive traffic management and more
conspicuous signing than is necessary for ordinary rural roads or urban streets. However,
the same basic principles of uniformity and standardisation apply. The following guidance
applies specifically to high-speed dual carriageway roads, but indicates where reduced
signing can be used for roads with lower permanent speed limits.
6.4.3 A risk assessment should be carried out, and consideration given to imposing a
temporary speed limit of 80 km/h or less. Temporary limits are more likely to be obeyed if
rigorously enforced, by speed cameras or direct police presence.

Lane closures
6.4.4 Where a lane is to be closed, Road works ahead signs should be placed at the
start of the advance warning zone in accordance with Section 5.4. Lane closed signs (see
paragraphs 4.5.3 to 4.5.5) should be provided on each side of the carriageway at the
distances shown in Table 6.5. A supplementary plate indicating the distance should be used
with each sign. The detailed layout is shown in Figure 8.5.
Table 6.5 Spacing and size of Lane closed signs

Road type Permanent speed Siting distance (m) Height of sign (mm)
limit from start of (excluding distance
transition zone panel)
Dual carriageway, 60 km/h or less 200 and 100 900
no hard shoulder
Dual carriageway, 80 km/h or more 600 and 200 900
no hard shoulder
Dual carriageway, 80 km/h or 100 km/h 600 and 200 1125*
with hard shoulder
Dual carriageway, More than 100 km/h 800, 400 and 200 1125*
with hard shoulder
*NOTE: On dual two-lane roads, the 900 mm size may be used.

6.4.5 On three-lane carriageways, two lanes should normally remain open, except at
times of very low traffic flow.

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6.4.6 If it is proposed to close more than one lane in one direction, a check should first
be made that the remaining lanes will be able to accommodate vehicle flows without
unacceptable congestion. Traffic should normally be moved across in one continuous taper,
rather than a series of stepped tapers, which involve potentially accident prone merge
manoeuvres in quick succession as well as considerable additional signing. Where it is
necessary to moved traffic over one lane at a time, each taper should be separated by a
distance equal to at least four times the taper length specified in Table 5.2. The taper length
is determined in accordance with paragraphs 5.9.2 to 5.9.4.
6.4.7 Where the left-hand lane, adjacent to the central reserve is to be closed, the taper
will impose a single merge-to-the-right manoeuvre.
6.4.8 Where a right-hand lane is closed, the initial upstream taper will normally first
move traffic across to the right, and then subsequently switch it back to the left. However, a
single merge-to-the-left manoeuvre will be acceptable, provided that the works will not be in
place for more than 24 hours, and the remaining traffic lanes will each be carrying not more
than 1200 vehicles per hour throughout the time for which the works will be in place, if any of
the following circumstances also apply:
(i) Lane 1 (the right-hand lane) is to be closed on a dual carriageway road with three
or more lanes, or
(ii) Lanes 1 and 2 are to be closed on a dual carriageway road with three or more
lanes, or
(iii) Lane 1 is to be closed on a two-lane dual carriageway road.
6.4.9 A guide island is used where traffic is initially moved to the right before being
returned to the left (see Figure 8.13). The length of the guide island (excluding tapers) is:
(i) 100 m where the permanent speed limit is 80 km/h or less, or
(ii) 200 m where the permanent speed limit is more than 80 km/h.

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Works on the hard shoulder

6.4.10 Where works take place on the hard shoulder of high-speed roads (speed limit
greater than 80 km/h), but do not encroach on the carriageway, a Road works ahead sign
(Diagram 501) with a supplementary plate On hard shoulder (Diagram 528) should be
provided 800 m in advance of the closure, with a further sign “NO HARD SHOULDER FOR
__ m (or km)” (Diagram 529) 400 m in advance of the closure.

501 with 528 indicating that hard shoulder is interrupted by works ahead

529 Length over which no hard shoulder is available

Distance shown may be varied as appropriate
6.4.11 Cones should be used 100 m in advance of the buffer area to close off the hard
shoulder, set at 45° to the carriageway edge and supplemented by a Keep left sign for a
conventional right-shoulder closure. The arrangement should be repeated 50m in advance
of the buffer area (see Section 5.6). Other signing should be provided as described in
Chapter 5.
6.4.12 The length coned off should be limited to that necessary to provide safe access for
works vehicles, works area and working space, and site exit. Excessive lengths of closure
between discontinuous sites as a works link access route should be avoided, as this denies
access to the hard shoulder for disabled vehicles.

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6.4.13 Access for works traffic to the work zone should be signed with a “WORKS
ACCESS ONLY” sign 100 m (Diagram 530) in advance of the buffer area and “WORKS
TRAFFIC ONLY” (Diagram 531) 50 m in advance. Diagram 532 should be used to mark the
access point itself.

530 Works access 100 m ahead 531 Works traffic only

532 Works access

6.4.14 A light arrow panel sign set to the “Caution” mode (see paragraphs 4.7.9, 4.7.11
and 4.7.15) should be used on high-speed roads 100 – 200 m in advance of the “WORKS
ACCESS ONLY” sign.
6.4.15 If works on the hard shoulder have damaged it to the extent that it might be
hazardous, it should be repaired before being re-opened for use.

Works on the hard shoulder with minor encroachment on carriageway

6.4.16 If the remaining width can be re-marked to maintain the same number of lanes
with a minimum lane width of 3.0 m, this is acceptable, with the same signing as described
in paragraphs 6.4.10 to 6.4.14. It is essential that the existing lane markings be completely
removed in the change-over length, to avoid confusion. A transition area with a lead-in taper
must be provided in the usual way (see paragraphs 5.9.2 to 5.9.4) and a Road narrows sign
(Diagram 119). Otherwise the lane should be closed and the traffic management
arrangement signed in accordance with paragraphs 6.4.4 to 6.4.6.
6.4.17 If the works area in the median strip of a dual carriageway road is within 4.6 m of
the edge of the carriageway for either direction of travel, traffic management signing should
be provided. If a risk assessment indicates a need to do so, the adjacent lane should be
closed in accordance with paragraphs 6.4.4 to 6.4.6.

Contra-flow operation
6.4.18 Closure of one carriageway of a dual carriageway road, and use of the other
carriageway for two-way traffic requires special care in the planning, design and operational
phases. Traffic needs to be moved across the central reserve (median strip) using a
crossover (see paragraphs 6.4.30 to 6.4.34), and special precautions are needed to prevent
head-on collisions. The presence of the median strip in itself makes this technique less
viable for short-term works.

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6.4.19 Contra-flow sections of road should be subject to a temporary speed limit not
greater than 80 km/h.
6.4.20 It is essential that suitable provision is made for access through the site for use in
an emergency. This route must be well defined, continuous and available for use at all
times by emergency vehicles.
6.4.21 Opposing traffic streams should be physically separated by means of:
(i) A buffer zone (see paragraphs 6.4.23 to 6.4.26), or
(ii) A buffer lane (see paragraph 6.4.27), or
(iii) A temporary vehicle safety restraint barrier (see paragraph 6.4.28, see also
paragraphs 4.8.23 to 4.8.29).
6.4.22 Opposing traffic streams must never be separated by signs and markings alone
on roads that are normally dual carriageways.
6.4.23 Buffer zones (see Figure 8.11) may be delineated with a line of flexible bollards
(see paragraph 4.8.6) 750 mm high and 3m apart, fixed to carriageway sockets. A row of
fluorescent yellow road studs at 1.5 m spacing should be placed on each side, so that the
overall width of the zone is at least 0.9 m, but preferably 1.2 m. Alternatively, “knock-down”
markers mounted on continuous plinths may be used in place of individual flexible bollards.
Plastic barriers (see paragraphs 4.8.30 and 4.8.31) must never be used. Traffic cones may
be displaced into the path of oncoming vehicles, and are not recommended for use in buffer
zones.
6.4.24 If the buffer zone will remain in place overnight, low-intensity yellow hazard
warning lamps (see Section 7.2) must be placed at intervals of 15 to 20 m along its length.
6.4.25 Signs should be provided at 1 km intervals to indicate the existence of the adjacent
opposing lane. These signs have black vertical arrows to indicate the number of lanes open
to traffic, and (regardless of the number of opposing lanes) a single white arrow with a heavy
black outline to indicate opposing traffic (Diagram 517).
6.4.26 If one lane uses the hard shoulder, a black vertical line should indicate this
(Diagram 518). The purpose of these signs is to make traffic aware, even at times of light
traffic flow, that there could be oncoming vehicles on the other side of the flexible bollards,
and that they must not cross them.

517 Two lanes open to traffic with off side 518 Two lanes open to traffic, one of
contra-flow working which uses the hard shoulder, with off
side contra-flow working

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6.4.27 A buffer lane (see Figure 8.12) separates opposing traffic flows using traffic cones
set at 3 m spacing just inside the existing road markings so as to prevent vehicles entering
the lane. The above signs are not then used, as there is no immediately adjacent traffic,
and the signs to Diagram 519 or 520 are used instead. As with a buffer zone (see 6.4.23 to
6.4.26) if the works will remain in place overnight, low-intensity yellow hazard warning lamps
(see Section 7.2) must be placed at intervals of 15 to 20 m along its length.

519 Two lanes open to traffic, one of 520 Two lanes open to traffic
which uses the hard shoulder
6.4.28 Where opposing flows are separated by a temporary vehicle safety restraint
barrier, signs to Diagram 519 or 520 are used, as traffic on one side of the barrier has no
need to be warned of vehicles on the other.
6.4.29 Signs to Diagrams 517, 518, 519 and 520 are used in combination with Diagram
146, varied to have a yellow background as illustrated in Figure 8.11 and Figure 8.12.

Crossovers
6.4.30 In order to switch traffic from one carriageway to use the opposing carriageway in
a contra-flow arrangement, a crossover is required. Unless site conditions require the use of
a lower design speed, this must be designed for speeds which are not more 15 km/h below:
(i) The speed limit, or
(ii) The off-peak 85th percentile speed before the start of work, or
(iii) The expected operating speed of the road.
6.4.31 Consideration should be given to the imposition of a temporary speed limit (see
Section 6.2).
6.4.32 The design should accommodate all vehicular traffic, including trucks and buses.
Temporary traffic barriers and excessive use of traffic management equipment cannot
compensate for poor geometric design.
6.4.33 If required, detailed design criteria can be found in TA 92/03 [DMRB 8.4.6]
published by the Highway Agency in the UK. This also includes guidance on planning and
geometric and other design issues, which is not directly relevant in Bahrain. The layout
drawing must be reversed for use in Bahrain.
6.4.34 Sign layouts are illustrated in Figure 8.9 and Figure 8.10, and the appropriate
signing described in paragraph 4.5.8.

Works close to grade-separated junctions

6.4.35 Access to entry and exit slip roads should be maintained even if the works area
occupies the lane adjacent to the ramps. Access to exit slip roads should be clearly signed
and delineated with traffic cones. Conflicting road markings should be masked or removed,
and new markings placed. Multi-lane entry slip roads should be reduced to a single lane
before traffic enters the area affected by the works.
6.4.36 If it will not be possible to keep exit and entry slip roads open at all times during
the works, it is essential to consult with officials having jurisdiction over the affected local
streets and with the police and those responsible for the emergency services.

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6.4.37 Works on an entry or exit slip road will require setting up a traffic management
zone, which might need to extend onto the main carriageway.
6.4.38 When an exit slip has to be closed, this may be done using traffic cones and traffic
barriers. Diversion signing must be provided to indicate an alternative route, upstream of
the works if possible as this will reduce traffic flow through the works area.
6.4.39 If an entry slip is closed, this must be done at the top of the ramp, and diversion
signing provided.

Works using mobile traffic management

6.4.40 Mobile traffic management may be used for activities on or off the carriageway
which require very short-duration road closures and where most of the signs needed can be
mounted on vehicles and move along the road as work proceeds. They may involve only a
single vehicle, or several, depending upon the type of work and the type of road.
6.4.41 Mobile traffic management should only be used when visibility is good and traffic
flows are low enough for there to be no risk of causing congestion.
6.4.42 Examples of the sort of work which might be carried out using these techniques
include road marking, work on the hard shoulder or central reservation, road lighting
maintenance and some public utilities works.
6.4.43 Signs to Diagram 501 (see paragraph 4.5.2) should be used, with an appropriate
supplementary plate describing the work being undertaken, for example. “Sign
maintenance”, “Lighting maintenance”, “On hard shoulder” and so on, as appropriate.
6.4.44 Signs on the carriageway and hard shoulder must always be mounted on a vehicle
or a mobile trailer, although signs placed on the verge may be static signs, or mounted on a
vehicle or trailer.
6.4.45 More detailed guidance can be found in technical publications such as the UK
Traffic Signs Manual Chapter 8.

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7 Illumination and Reflectorisation

7.1 Sign reflectorisation

7.1.1 To ensure that they can be seen and read at night, traffic signs must be
constructed using retroreflective sheeting. This returns light from a vehicle’s headlamps
back towards the driver, and makes the sign appear much brighter than it would with a non-
retroreflective surface.
7.1.2 There are various types of retroreflective sheeting available. Earlier types used
tiny glass beads within the structure of the material. These refracted the incoming light,
reflected it from the back of the beads and returned it back along its original path. Modern
materials do the same thing, but use tiny prisms instead of beads, and these sheetings are
called “microprismatic”. Microprismatic sheetings are capable of producing much brighter
signs than beaded materials, and are generally more effective than the older technology on
lit roads, where high levels of ambient lighting tend to reduce the conspicuity of unlit signs.
Brighter signs also make legends easier to read at a distance. However, it should be noted
that not all microprismatic sheetings produce brighter signs than beaded materials, as
specifications vary widely, and care needs to be taken to ensure that a suitable product is
used.
7.1.3 Microprismatic sheetings are also available in fluorescent yellow. Signs using this
material are brighter and easier to read at dusk or in dull light (although there is no
advantage at night).
7.1.4 Microprismatic materials are not specified in the current European Standard for
traffic signs, BS EN 12899-1:2007, although a new edition is in preparation (prEN 12899-6)
which does include microprismatics. In the meantime, conventional beaded sheetings may
continue to be specified against BS EN 12899-1:2007. The appropriate class is RA2.

7.2 Hazard warning lamps

7.2.1 At night, low-intensity yellow hazard warning lamps are used to delineate the
works area and to highlight the presence of traffic cones or barriers (see 5.10.11 to 5.10.13).
The lamps must be mounted so that they are all set at a uniform height above the road, with
the lenses a minimum of 750 mm above the carriageway surface, and a maximum of 1500
mm (1200 mm where the speed limit is greater than 60 km/h). They should conform to BS
EN 12352:2006 incorporating corrigenda July 2008, July 2009 and October 2010.
7.2.2 Luminous intensity of warning lamps should conform to class L1 (omni-directional
lamps with a horizontal viewing angle of at least 300°) or L3 (horizontal viewing angle = +10°
to -10°) in Table 1 in BS EN 12352:2006. Omni-directional lamps should be used only on
single-carriageway roads with a speed limit of 50 km/h or less. On other single-carriageway
roads, bi-directional lamps should be used. On dual-carriageway roads, only uni-directional
lamps should be used, to avoid distracting the drivers of vehicles on the opposing
carriageway.
7.2.3 On roads where there is a high level of street lighting, or bright ambient lighting
from adjacent properties, high-intensity lights to Class L4 should be used. The peak
intensity of light emitted shall be not less than 100 candelas on the principal axis.
7.2.4 Lights must flash at a rate between 120 and 150 flashes per minute.
7.2.5 To ensure that lamps function correctly, the condition of bulbs and batteries must
be checked daily. Prior to the onset of darkness or before leaving the site each day, all
lights must be checked to ensure that they are working correctly. Damaged lights must be
replaced immediately.

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7.3 Floodlighting

7.3.1 Where floodlighting of works areas is used for night-time works, it is essential to
ensure that lights are positioned and directed to prevent dazzle to drivers on the adjacent
road. It is the responsibility of the contractor to make sure that the lighting is correctly set
up.

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8 Typical Sign Layouts

8.1 Work on the footway (sidewalk)

Figure 8.1 Work on the footway (sidewalk)

Note 1: A ramp to assist wheelchair users etc. must be provided at the transition between
the footway and the carriageway.
Note 2: A distance plate to Diagram 144 is required for roads with a permanent speed limit
of 80 km/h or more (see paragraph 4.5.2).
Note 3: S denotes the width of the safety zone between pedestrian route and traffic (see
paragraph 4.8.19).
Note 4: Size and siting distances for advance warning signs are specified in Table 5.3.
Note 5: The distance D is the minimum siting distance of the first sign from the start of the
cone taper. E is the distance from the end of the exit taper to the sign indicating the end of
the works (see paragraphs 4.7.6 to 4.7.8).
Note 6: Traffic cone taper length T is specified in Table 5.2.
Note 7: Where a temporary speed limit is imposed, this should be signed in accordance with
Section 6.2.

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8.2 Single File Traffic Control – Stop–Go Board

Figure 8.2 Single File Traffic Control – Stop–Go Board

Note 1: A distance plate to Diagram 144 is required for roads with a permanent speed limit
of 80 km/h or more (see paragraph 4.5.2).
Note 2: Size and siting distances for advance warning signs are specified in Table 5.3.
Note 3: The distance D is the minimum siting distance of the first sign from the start of the
cone taper. E is the distance from the end of the exit taper to the sign indicating the end of
the works (see paragraphs 4.7.6 to 4.7.8).
Note 4: Where a temporary speed limit is imposed, this should be signed in accordance with
Section 6.2.

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8.3 Single File Traffic Control – Temporary Traffic Signals

Figure 8.3 Single File Traffic Control – Temporary Traffic Signals

Note 1: Size and siting distances for advance warning signs are specified in Table 5.3.
Note 2: The distance D is the minimum siting distance of the first sign from the start of the
cone taper. E is the distance from the end of the exit taper to the sign indicating the end of
the works (see paragraphs 4.7.6 to 4.7.8).
Note 3: Where a temporary speed limit is imposed, this should be signed in accordance with
Section 6.2.

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8.4 Single File Traffic control – Priority Signs

Figure 8.4 Single File Traffic control – Priority Signs

Note 1: This layout should be used only where the permanent speed limit is no higher than
50 km/h (see paragraph 4.6.6).
Note 2: The distance D indicating the distance from the first warning sign to the start of the
cone taper should be a minimum of 50 m (see Table 5.3). The spacing of intermediate signs
is shown in the diagram above. The appropriate sizes of the signs are indicated in Table
5.3.
Note 3: The distance E is the distance between the signs (Diagrams 219 and 245) indicating
the end of the requirement to give priority to oncoming traffic, and the sign indicating the end
of the works (see paragraphs 4.7.6 to 4.7.8).

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8.5 Lane closure (dual carriageway): Advance warning area

(approach zone)

Figure 8.5 Lane closure (dual carriageway): Advance warning area (approach zone)

Note 1: Siting distances of Lane closed wicket signs shown are for permanent speed limits
of 80 km/h or more. For other speed limits, and for details of the sizes of wicket signs, see
Table 6.5.
Note 2: Sizes for advance warning signs to Diagram 501 are specified in Table 5.3. Siting
distances for these signs should be in accordance with paragraph 5.4.3.
Note 3: Traffic cone taper lengths are specified in Table 5.2.
Note 4: Where a temporary speed limit is imposed, this should be signed in accordance with
Section 6.2. Speed limit repeater signs should be placed at 350 m intervals on alternate
sides of the road (see paragraph 6.2.5).

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8.6 Lane closure (dual carriageway): Transition area

Figure 8.6 Lane closure (dual carriageway): Transition area

Note 1: L = taper length (see Table 5.2).

Note 2: Where the works will be in place for less than 24 hours, visibility extends for the full
Stopping Sight Distance and traffic flows are low, the intermediate chevron signs to Diagram
513 may be omitted.
Note 3: These signs may be supplemented with a light arrow panel (see paragraphs 4.7.9 to
4.7.19):
(i) 50 m in advance of the taper where the speed limit is 80 km/h or more, or
(ii) 25 m in advance where the speed limit is less than 80 km/h.

Note 4: Where the traffic management will remain in place overnight, low-intensity yellow
hazard warning lamps should be provided along the lead-in taper at a spacing of 9 m (see
paragraph 5.10.11).

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8.7 Works zone (dual carriageway)

Figure 8.7 Works zone (dual carriageway)

Note 1: Where a temporary speed limit is imposed, this should be signed in accordance with
Section 6.2. Speed limit repeater signs should be placed at 350 m intervals on alternate
sides of the road (see paragraph 6.2.5).
Note 2: Where the traffic management will remain in place overnight, low-intensity yellow
hazard warning lamps should be placed at intervals of 15 to 20 m along (see paragraph
5.10.11).

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8.8 Termination area (dual carriageway)

Figure 8.8 Termination area (dual carriageway)

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8.9 Crossover: one carriageway closed, traffic diverted to other

carriageway in contra-flow

Figure 8.9 Crossover: one carriageway closed, traffic diverted to other carriageway in
contra-flow

Note 1: At night, low-intensity yellow hazard warning lamps (see Section 7.2) must be
placed at intervals of 15 to 20 m along the length of the crossover.
Note 2: A light arrow panel (see paragraphs 4.7.9 to 4.7.19) may be used in advance of the
crossover to indicate the change of course.

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8.10 Return crossover: end of contra-flow, traffic returned to original

carriageway

Figure 8.10 Return crossover: end of contra-flow, traffic diverted back to original
carriageway

Note 1: At night, low-intensity yellow hazard warning lamps (see Section 7.2) must be
placed at intervals of 15 to 20 m along the length of the crossover.
Note 2: A light arrow panel (see paragraphs 4.7.9 to 4.7.19) may be used in advance of the
crossover to indicate the change of course.

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8.11 Buffer zone for contra-flow working

Figure 8.11 Buffer zone for contra-flow working

Note 1: Flexible bollards (see paragraph 4.8.6) 750 mm high and 3 m spacing, or knock-
down markers on a continuous plinth, or a temporary vehicle safety barrier (see paragraphs
4.8.23 to 4.8.29) are used to delineate the buffer zone between opposing lanes.
Fluorescent yellow road studs are used on each side. See paragraph 6.4.23 for further
details.
Note 2: At night, low-intensity yellow hazard warning lamps (see Section 7.2) must be
placed at intervals of 15 to 20 m along the length of the buffer zone.
Note 3: Signs to Diagrams 517 and 520, and the supplementary plate to Diagram 146,
should be repeated in the positions shown at intervals of 1 km.
Note 4: Where a temporary speed limit is imposed, this should be signed in accordance with
Section 6.2. Speed limit repeater signs should be placed at 350 m intervals on alternate
sides of the road (see paragraph 6.2.5).

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8.12 Buffer lane for contra-flow working

Figure 8.12 Buffer lane for contra-flow working

Note 1: Signs to Diagrams 519 and 520, and the supplementary plate to Diagram 146,
should be repeated in the positions shown at intervals of 1 km.
Note 2: Where a temporary speed limit is imposed, this should be signed in accordance with
Section 6.2. Speed limit repeater signs should be placed at 350 m intervals on alternate
sides of the road (see paragraph 6.2.5).
Note 3: There will very rarely be sufficient space to allow the use of buffer lanes, so
temporary vehicle safety restraint barriers are more likely to be used to separate opposing
traffic flows (see paragraphs 4.8.23 to 4.8.29 and Figure 8.11).

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8.13 Guide island for initial merge-to-the-right

Figure 8.13 Guide island for initial merge-to-the-right

Note 1: The length of the guide island is 200 m where the permanent speed limit is more
than 80 km/h. In all other cases it may be reduced to 100 m.
Note 2: Sizes for advance warning signs to Diagram 501 are specified in Table 5.3. Siting
distances for these signs should be in accordance with paragraph 5.4.3.
Note 3: Traffic cone taper lengths are specified in Table 5.2.
Note 4: Where a temporary speed limit is imposed, this should be signed in accordance with
Section 6.2. Speed limit repeater signs should be placed at 350 m intervals on alternate
sides of the road (see paragraph 6.2.5).

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9 Installation and Maintenance

9.1 Introduction

9.1.1 Before work begins, the Inspector (see paragraphs 5.10.19 to 5.10.32) should
check that all signs, road marking materials and other equipment are ready for use. All
signs and traffic cones shall be:
(i) Of the correct size, shape and colour, and display the correct message (see
paragraphs 5.10.3, 5.10.4 and 6.4.4 for signs, and paragraphs 5.9.2 to 5.9.4 for
traffic cones),
(ii) Reflectorised (see Section 7.1),
(iii) In good condition and not in need of repair, with surface not dented or badly
scratched, and colours not faded, and
(iv) The retroreflective sleeves of traffic cones shall not be torn or damaged, or dirty.
9.1.2 If any sign does not meet all the above requirements, it must be replaced with one
that does. Spare signs should be available to replace any that are damaged during the
progress of the works.
9.1.3 Reflectorised devices need extra care when handling and transporting, as the
retroreflective surfaces are easily damaged.
9.1.4 Existing signs that do not apply during construction, maintenance or utility works
should be removed or completely covered. The cover must be durable and opaque.
Hessian (burlap) and other materials that are not opaque are unacceptable, because under
headlamp illumination at night the covered sign face shows through such materials.
9.1.5 Signs that are set out in advance in preparation for a later change in the traffic
management arrangements should be covered, turned away from oncoming vehicles or (if
hinged) folded in half so that drivers cannot see the message.

9.2 Installation of traffic management

9.2.1 Drivers do not expect to encounter workers in the road, setting out signs and other
equipment. It is of critical importance to provide advance warning of the presence of the
workforce when a traffic management zone is being set up.
9.2.2 On high-speed roads in particular, when the advance warning signs are being set
out and the cone taper established, a sign displaying the legend “WORKFORCE IN ROAD
SLOW” should be placed on the right-hand side of the carriageway in advance of the first
point where the workforce will be crossing the road.
9.2.3 As bilingual versions of these signs will be very large, if the legend is to be large
enough to be read at a reasonable distance, it may be advisable to use two signs, 50 m
apart, with the first in Arabic and the second in English.

521 Traffic should proceed with special care

owing to workforce in road ahead

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9.2.4 If variable message signs (VMS) are available, these should be used to display the
same message. Either sign can be emphasised by the use of a high-intensity flashing
beacon.
9.2.5 All operatives involved in setting out signs must wear high-visibility clothing (see
paragraphs 1.3.4 to 1.3.6).
9.2.6 The temporary sign or VMS message should be removed immediately when the
initial setting out has been completed. Failure to do so will bring the sign into disrepute and
cause drivers to ignore it.
9.2.7 Every operative involved in the installation, removal and maintenance of traffic
management equipment shall be competent in the activity in which they are involved, and
fully understand the signing requirements for it and the correct operation of the equipment
they are using. Operatives and supervisors must be adequately trained and competent in
temporary traffic management operations.
9.2.8 Setting out should begin with the Road works ahead sign (Diagram 501) at the
recommended distance from the start of the taper. Signs should then be set out in
sequence, moving downstream towards the works area. Operatives should always face the
traffic. On high-speed roads it may be necessary to obtain police assistance when setting
up the initial signing, especially when this involves crossing the carriageway.
9.2.9 On two-way roads, the procedure must be repeated, placing signs for traffic going
in the opposite direction. If STOP/GO boards or temporary traffic signals are going to be
needed, they should be used now. When the advance signing is in place for both directions,
the works area can be coned off.
9.2.10 When traffic from one direction will be directed into an opposing traffic lane, start
with the signs for the opposing traffic. When the works area is reached, set up the signs for
the opposite direction, then the channelising equipment. It is essential to channel opposing
traffic out of the lane before moving traffic from the other direction into it.
9.2.11 If signs and cones are going to be installed and removed several times during the
works, a mark should be painted at each location, so that the installation can be replaced
quickly and correct positioning is assured. Signs and equipment should be stored off the
road out of sight, or transported to another secure location.
9.2.12 The vehicle carrying the signs must be parked in a safe place. If it cannot be
parked off the road, a Keep right sign should be placed at the outside corner of the vehicle,
and roof-mounted amber beacons, if available, should be switched on.
9.2.13 Care should be taken to ensure that signs are secure, upright and placed where
they are not partly or wholly obscured by other temporary signs, street furniture or
vegetation, and that they do not themselves obscure drivers’ view of permanent signs or
obstruct sightlines at junctions. In urban areas, including on distributor and access roads,
care must be taken not to obstruct vehicles, cyclists or pedestrians.

9.3 Maintenance of traffic management

9.3.1 Signs, traffic cones, temporary and any existing markings that form part of the
traffic management layout shall be maintained for the duration of the scheme. Detailed
guidance can be found in paragraphs 5.10.14 to 5.10.18.

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9.4 Removal of traffic management

9.4.1 As soon as the work is completed and the traffic management is no longer
needed, it should be removed. The removal of traffic management should be approached
with the same care as its installation. On high-speed roads in particular, the use of a
“WORKFORCE IN ROAD SLOW” sign or its VMS equivalent should be considered (see
paragraph 9.2.2).
9.4.2 Temporary traffic management should not be removed until a check has confirmed
that construction works are complete and that the carriageway and any footway are
unobstructed and safe for traffic and pedestrians.
9.4.3 Removal should generally be carried out in a linear procedure, working backwards
from the Road works end sign towards the first warning signs in the Advance Warning Area.
The Road works ahead sign should be the last to be removed. Operatives should work
facing oncoming traffic and as far as possible within the safety zone (see Section 5.2).
9.4.4 When removal has been completed, the area shall be inspected. The inspection
should include a drive through or visual inspection to ensure that all temporary traffic
management has been removed and that any permanent signs or road markings that were
temporarily covered or removed have been reinstated.

9.5 Record keeping

9.5.1 Regular inspections of the traffic management arrangements must be carried out
(see paragraphs 5.10.19 to 5.10.32) and proper records maintained (see paragraphs
5.10.33 to 5.10.38).

9.6 Legal liability

9.6.1 Highway personnel should anticipate the likelihood of lawsuits in the event of an
accident or other grievance suffered by an injured citizen. To prevent or minimise such
litigation and help defend any legal actions, the following steps are recommended:
(i) Know and comply with the requirements for traffic management requirements for
highway construction and maintenance, and utility operations, set out in this
document and any others that might be relevant.
(ii) Ensure that all equipment used is in good condition, properly set out and in full
working order, including at night or weekends or other times when the site may
be unattended.
(iii) Inspect the site at frequent intervals in order to detect and immediately rectify any
deficiencies in the traffic management arrangements.
(iv) Document all actions taken in relation to traffic control at the work site.
(v) Remove as soon as possible all material and equipment (including traffic
management equipment) no longer needed at the site.
(vi) Protect drivers, pedestrians and the workforce from potential hazards that might
result from operations at the work site or from a vehicle colliding with the works,
as required by this document.

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9.7 Documentation for protection

9.7.1 As it is not known when an accident will occur, the key to defending a case in a
court of law is advance preparation. Highway personnel and contractors should maintain
careful records of work-related activities as evidence of their efforts to provide a high
standard of traffic management at the work site. The record system should reflect priorities
and a planned safety programme.
9.7.2 The following steps are recommended in order to ensure effective project
documentation:
(i) Maintain up-to-date engineering drawings,
(ii) File all relevant memoranda and correspondence,
(iii) Reference standards and specifications,
(iv) Keep a daily project diary,
(v) Perform and document regular inspections,
(vi) Follow all safety regulations,
(vii) Ensure personnel have safety training in all activities they are expected to
undertake,
(viii) Document all instructions to contractors and sub-contractors, and
(ix) Photograph key project stages and unusual situations.

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10 References

EUROPEAN STANDARDS (references to the English language version BS EN)

BS EN 471:2003 High-visibility warning clothing for professional use. Test methods
+A1:2007 and requirements.
BS EN 1790:1998 Road marking materials. Preformed road markings.
BS EN 1317-2:2010 Road restraint systems. Performance classes, impact test
acceptance criteria and test methods for safety barriers including
vehicle parapets.
BS EN 1463-1:2009 Road marking materials. Retroreflecting road studs. Initial
performance requirements.
BS EN 1463-2:2000 Road marking materials. Retroreflecting road studs. Road test
performance specifications.
BS EN 1436:2007 Road marking materials. Road marking performance for road
users.
BS EN 12352:2006 Traffic control equipment. Warning and safety light devices.
BS EN 12368:2006 Traffic control equipment. Signal heads.
BS EN 12767:2007 Passive safety of support structures for road equipment.
BS EN 12899-1:2007 Fixed, vertical road traffic signs. Fixed signs.
BS EN 13422:2004 Vertical road signs. Portable deformable warning devices and
delineators. Portable road traffic signs. Cones and cylinders.
BRITISH STANDARDS
BS 7818:1995 Specification for pedestrian restraint systems in metal.
BS 7962:2000 Black materials for masking existing road markings. Specification.
DESIGN MANUAL FOR ROADS AND BRIDGES (UK)
TA 92/03 Crossover and changeover design [DMRB 8.4.6]
GCC Manual on Uniform Traffic Control Devices
Traffic Signs Manual Chapter 8 Traffic safety measures and signs for road works and
temporary situations Part 1: Design: 2009, Part 2: Operations TSO London

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Appendix A Procedural documents referenced in the

text

Document Reference
Traffic Signs Inspection Form RPDD-TES-F-012
Work Permit Form RPDD-TES-F-013
Traffic Diversions Routine Audit Form RPDD-TES-F-014
Traffic Management Monitoring Report Form RDDD-TES-F-015
List of Non Compliance Form RPDD-TES-F-034
Traffic Control Meeting Form RDPP-TES-F-035

NOTE: Please check with MOWMAUP (TE) to obtain the latest version of these forms.

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Traffic Signs Inspection Form [RPDD-TES-F-012]

Traffic Signs Inspection

• Inspector Name Tel:
• Tel:
• Tel:
• Tel:

: ‫ﺗم اﻹﺷراف ﻋﻠﻰ اﻟﻌﻼﻣﺎت اﻟﻼزﻣﺔ ﻟﻠﺗﺣوﯾل‬/Signs Availability Inspection

________________________________________________________ : ‫ اﻟﻣﻘﺎول‬/Contractor

___________________________________________________________ : ‫اﻟﻣوﻗﻊ‬/Location

_______________________________________________________ ‫ﻧوع اﻟﻌﻣل‬/Type of works

: ‫ ﻣﻼﺣظﺎت اﻟﻣﻔﺗش‬/Inspector Note

_____________________________________________________-1

_____________________________________________________-2

____________________________________________________ -3

_____________________________________________________-4

‫ ﺗﻣت اﻟﻣواﻓﻘﺔ ﻋﻠﻰ اﻟﻌﻼﻣﺎت‬/Sufficient Signs 

‫ ﻟم ﺗﺗم اﻟﻣواﻓﻘﺔ ﻋﻠﻰ اﻟﻌﻼﻣﺎت‬/Insufficient Signs 

‫م‬ / / : ‫اﻟﺗﺎرﯾﺦ‬/Date

___________________

‫ﺗوﻗﯾﻊ اﻟﻣﻔﺗش اﻟﻣﺳﺋول‬/ Inspector Signature

‫ ﺻﺑﺎﺣﺎ إﻟﻰ‬7:30 ‫ﯾوم اﻟﺧﻣﯾس ﻣن اﻟﺳﺎﻋﺔ‬ ‫ ﻣﺳﺎء‬1:30 ‫ ﻣﺳﺎء إﻟﻰ اﻟﺳﺎﻋﺔ‬12:30 ‫ ﺻﺑﺎﺣﺎ وﻣن اﻟﺳﺎﻋﺔ‬9:00 ‫ ﺻﺑﺎﺣﺎ إﻟﻰ اﻟﺳﺎﻋﺔ‬7:30 ‫ اﻷﺣد و اﻟﺛﻼﺛﺎء ﻣن اﻟﺳﺎﻋﺔ‬: ‫ﻣواﻋﯾد ﻣراﺟﻌﺔ اﻟﺗﺣوﯾﻼت اﻟﻣرورﯾﺔ أﯾﺎم‬
‫ ﺻﺑﺎﺣﺎ‬9:00 ‫اﻟﺳﺎﻋﺔ‬

DIVERSION TIMING : SUN. & TUE. FROM : 7:30AM TO 9:00 AM FROM : 12:30PM TO 1:30 PM THU FROM: 7:30AM TO 9:00AM

NOTE: Please check with MOWMAUP (TE) to obtain the latest version of this form.

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Work Permit Form [RPDD-TES-F-013]

NOTE: Please check with MOWMAUP (TE) to obtain the latest version of this form.

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Traffic Diversions Routine Audit Form [RPDD-TES-F-014]

NOTE: Please check with MOWMAUP (TE) to obtain the latest version of this form.

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Traffic Management Monitoring Report Form [RDDD-TES-F-015]

NOTE: Please check with MOWMAUP (TE) to obtain the latest version of this form.

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List of Non Compliance Form [RPDD-TES-F-034]

NOTE: Please check with MOWMAUP (TE) to obtain the latest version of this form.

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Traffic Control Meeting Form [RDPP-TES-F-035]

NOTE: Please check with MOWMAUP (TE) to obtain the latest version of this form.

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Appendix B Processes to coordinate road works

across the Bahrain road network

Introduction

This Appendix summarises the procedures and processes used to coordinate road works on
the Bahrain road network.
The Wayleave and Road Damage Prevention and Control Unit (Roads DPCU) of RPMD is
responsible for co-ordinating road works on behalf of Roads Affairs within the MOWMAUP.
The Roads DCPU has two main roles:
(i) One is to act as the focal point within the RPMD for the Wayleave application
procedure (and for a number of other related procedures).
(ii) The other is to control the process of excavation and reinstatement of the roads by
the utility services and their various contractors.
Wayleave and planning permissions should be cleared by the Wayleave Co-ordinator before
the project is handed over to RPMD for implementation. On expiry of a Wayleave it will be
renewed by the relevant section through DPCU. IUWRs are to be raised by RPDD before
handing over a project to RPMD for implementation. Any IUWR to be raised because of
unforeseen circumstances during implementation will be raised by the relevant sections of
RPMD through DPCU.
These roles and the related procedures and specifications are described in more detail in
Part 17 of this Manual (Road Maintenance).

Quality Management System (procedures)

A number of the procedures produced under the MOWMAUP Quality Management System,
which is described in greater detail in Chapter 5, are relevant. They include:

Wayleave RPMD-RMS-PR-006 Rev 00 [01Mar2010]

Damage Prevention Control RPMD-RMS-PR-004 Rev 00 [01Mar2010]

Other relevant procedures

A Procedures Manual has been produced by the Central Planning Unit for:
(i) Service Notification,
(ii) Wayleave Approval,
(iii) Planning Permission, and
(iv) Approval for Cutting Prescribed Roads.
Those using this Manual should check with the Central Planning Office that they have the
most up to date version.

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At the time of writing the latest published version is the March 1984 version produced by the
Central Planning Unit. This states:
“Because of the growing congestion of the existing underground services network
and the pace at which that network is growing, it has become necessary over the
past five years to introduce a number of procedures to control the location and
timing of services installation. The Wayleave Committee was established in 1978
and subsequently in 1982/83 a circulatory Wayleave approval system, a planning
permission procedure, a service notification system and a restriction on cutting
prescribed roads have been introduced.
The basic objective of these procedures is to ensure that any utility proposing work
notifies / obtains approval from all other utilities before commencing. This allows
affected utilities to
(a) Take action to safeguard their own existing plant
(b) Reconsider their own proposals for installation of new plant in terms of
location and / or time.
The manual puts together in one document, details of all four procedures,
expanding and clarifying the original instructions where appropriate and also
incorporating all amendments which have been introduced subsequently.”
This 1984 Procedures Manual is currently only available as a paper copy.
At the time of writing there is also an incomplete draft document which is a revision of the
Procedures Manual. The most recent version is marked as the “draft revision 2008”.
The draft revision 2008 lists 30 (or 31) sections (depending which version is viewed). This
includes the following procedures which are important for Wayleave and road damage
prevention and control:
(i) General Service Notification,
(ii) Wayleave Approval System,
(iii) Planning Permissions,
(iv) Emergency Excavations,
(v) Asphalt Re-instatement,
(vi) Inter Utility Procedure,
(vii) Ministerial Permission for Cutting Asphalt,
(viii) Policy Clarification No. 1/2006,
(ix) Undersecretary Approval for work on Footpaths and Verges, and
(x) Road Crossing Consultation.
The requirements for consultation and approval depend on the size and complexity of the
project. The most minor projects, such as a house connection, do not require Wayleave
approval. Instead they are notified through the General Service Notification Procedure.
Other small jobs, such as short lengths of power distribution cable and extensions to water
distribution systems do require Wayleave approval.
All medium or large scale projects, such as new road construction, sewerage extension,
power transmission cable installation, and any smaller project that may have serious
implications for other services must go through the planning process before being submitted
for Wayleave approval.
A further requirement for a small number of projects is permission of His Excellency (H.E.)
the Minister of Works to cut the carriageway of certain prescribed roads or the permission of
the Undersecretary, Works to cut the footpath / verge of certain prescribed roads in Bahrain.

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General Service Notification (GSN)

The following cases will normally follow the GSN procedure
(i) Individual house connections where the total length of excavation will be less than
50m and the excavation will be in the verge and the works are not likely to affect
traffic and all excavation is done by hand.
Three cases are excluded from the GSN procedure:
(i) Excavation on specific Ministerial and VIP routes.
(ii) Full crossing of any road.
(iii) Any works by private / guest services.
The current procedure has been automated as an electronic service.
The full requirements of the GSN are specified by the Central Planning Office.

Wayleave Approval System

The Wayleave Approval System is a procedure for co-ordinating work in, on and under the
road reserve and public space, except for works specifically excluded under the GSN
procedure.
An officer is appointed by the CPO as the Wayleave Coordinator who is responsible for
circulating Wayleave applications. At the time of writing the Central Information
Organisation is trialling an electronic Wayleave Approval System, with a parallel paper
based system as a back-up. Subject to a successful trial it is likely that Bahrain will move to
using only the electronic system.
The Wayleave and Damage Prevention and Control Unit manages the Wayleave
procedures for Roads Planning and Maintenance Directorate:
(i) It receives applications from other services on behalf of the Roads Directorate and
(where appropriate) gives the necessary approvals.
(ii) It prepares and submits applications on behalf of the Roads Directorate and
receives the approvals from other services.
The full requirements of the Wayleave Approval System are specified by the Central
Planning Office.

Planning Permission
The Planning Permission is a procedure to resolve difficulties that might be created by
medium and large projects, or by small projects which are likely to create problems for other
services. Each authority completes a standard application for planning permission during
the planning stage of the project, once the internal proposal for the project has been
finalised.
The Planning Permission is also coordinated by the Wayleave Coordinator.
The full requirements for obtaining Planning Permission are specified by the Central
Planning Office.

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Emergency Excavations Approval System

Only two categories of work are permitted as emergency works, for which no Wayleave or
GSN is required:
(i) Work required for the immediate restoration of essential services when an actual
disruption occurs. This may include, for example, cable faults, leaking / breakage /
blocking of pipes and so on.
(ii) To remedy any hazardous situation causing an immediate safety threat, such as
collapse of the roadway.
The Emergency Excavation procedure must not be used for routine maintenance or
reinforcement work.
Before commencing any emergency excavation the relevant service authority must send a
facsimile message to all the other service authorities with certain information in a standard
format:
(i) Work details mapped out with a location plan.
(ii) Name and contact number of the supervising officer.
(iii) Name and contact number of the contractor carrying out the work.
Contractors and the Direct Labour Organisations of the services carrying out the emergency
work must also notify Roads DCU and RPDD Traffic Control by telephone before starting
any emergency work on major roads and avenues.
Any emergency excavation must be reinstated immediately upon completion of the
emergency work.
The reinstatement of any emergency excavation on a major road or on a minor road where
the surface is less than 5 years old must be replaced by a permanent (full) reinstatement
within 7 days. Permanent reinstatement includes backfilling the trench with a minimum of
600 mm depth of lean mix concrete and resurfacing the full width of all affected carriageway
lanes.
All reinstatement work carried out under the Emergency Excavations Approval Procedure
must follow the standard inspection and adoption procedure described below.
The full requirements of the Emergency Excavations Approval System are specified by the
Central Planning Office.

Asphalt Reinstatement
All promoters of trenching work on Bahrain roads must reinstate the trench expeditiously
upon completion of the service installation or maintenance work. The detailed requirements
are set out in the revised draft CPO procedures manual:
(i) All reinstatement must be carried out in conformance with the current revised
edition of the “Code of Practice for Service Installation” (COPSI) described under
Cutting and Restoration Operations for Trenches below.
(ii) One day before completion of surface preparation to receive the final surface
(asphalt or block paving) the contractor must notify Roads DPCU. Compaction
test results from an approved testing authority must be available on site for
inspection.
(iii) Any road furniture such as road studs, road markings, cats’ eyes or traffic control
speed humps removed during excavation must be replaced before the road is
opened to traffic.
(iv) Immediately after completion of the reinstatement work the promoter of the
excavation sends an asphalt inspection form in the standard format to the Roads
DPCU.

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(v) On receiving the form the Roads DPCU carries out an initial inspection for
compliance with the requirements of COPSI.
(vi) If the reinstatement is deemed unacceptable at any time during the first year
following reinstatement (the defects liability period) Roads DPCU will describe the
problem and specify the rectification required on part B of the form.
(vii) Remediation work must be carried out immediately and the repaired trench section
is treated as a new reinstatement with a further 12 month defects liability period.
(viii) One month before the end of the defects liability period the utility engineer will
request a final joint inspection with Road DPCU.
(ix) Any defect found during the final joint inspection will be repaired by the utility
before Roads DPCU confirms the adoption of the trench by signing the inspection
form.
(x) No final payment should be made to contractors before Roads DPCU issues the
adoption form.
The full requirements for Asphalt Reinstatement are specified by the Central Planning
Office.

Inter Utility Works Request Procedure

The Inter Utility Works Request (IUWR) procedure was introduced in 1986 to streamline
coordination, contract administration and fund transfer for works that are inter-related within
the then MOWMAUP, Power and Water. Currently this is between the MOWMAUP (Roads
Affairs and Sanitary Affairs) and the Electricity and Water Authority (EWA).
The IUWR procedure generally applies to inter-related projects where the start of one
project depends on the completion of another project.
(i) All applications must be made using a standard form (CPU 01.87. All applications
must contain a copy of the relevant Wayleave / planning permission in response to
which the IUWR is being made with a copy of a plan showing the work requested.
(ii) All IUWR originating from EWA must be channelled through the Damage
Prevention Section (DPS) of the Office of vice CEO, Distribution and Customer
Services, EWA. Likewise, all IUWR originating from the MOWMAUP must be
channelled through the Roads DPCU of RPMD.
(iii) On receiving an IUWR from the other organisation, Roads DPCU or EWA DPS will
pass the request to the relevant section(s) within their respective organisations to
review the request, add the cost of the works or services requested, and return the
IUWR form to the other organisation.
(iv) The response to an IUWR must be provided within 3 weeks.
(v) If the work requested needs to be amended for any reason, the requesting
authority will attach a revised plan with the application and resubmit the
application. A resubmitted application is processed in the same way as an original
request.
(vi) On receiving the response with costs from EWA DPS, the applicant Directorate
within the MOWMAUP issues a cost acceptance letter to EWA and asks EWA to
nominate a contractor. On receiving the nominated contractor’s details, the
MOWMAUP normally issues one contractor execution order (CEO) to the
contractor for the labour costs and another (CEO) to Central Stores Directorate for
the materials.
(vii) On receiving the response with costs from Roads DPCU, the applicant Directorate
within EWA would issue a CEO in favour of the MOWMAUP to effect cost transfer
for the required service.
The full requirements of the Inter Utility Works Request Procedure are specified by the
Central Planning Office.

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Ministerial Permission for Cutting Asphalt

This procedure was introduced by Ministerial Order in 1982. (Reference Ministerial Order H-
1/186/82) with three objectives:
(i) To protect the historic investment in Bahrain’s road network.
(ii) To control work on important strategic roads and VIP routes.
(iii) To encourage better planning of infrastructure by ensuring all service installations
are in place or suitable ducting is provided before the asphalt is laid.
Certain roads and footpaths may not be cut unless approved by H.E. the Minister:
(i) Carriageway of certain major roads (a list is maintained).
(ii) Carriageway of any roads that have been surfaced or resurfaced within the two
years before the date of the proposed cutting of asphalt.
All requests for permission must be made to H.E. the Minister of Works on a standard form.
Wayleave approval must be obtained from ALL other utilities (except Roads Section, which
will normally withhold Wayleave approval, pending Ministerial Permission).
The detailed requirements and the procedure for obtaining Ministerial permission to cut
asphalt are specified by the CPO.

Policy Clarification No. 1/2006

Ministerial Permission for Cutting Asphalt in Village areas
Three factors were recognised, based on recent practical experience:
(i) The village areas were being developed continuously and buildings were being
upgraded or replaced giving rise to unanticipated utility service upgrades which
required excavation in village roads.
(ii) The priority for upgrading village roads was creating a need for faster completion
of roads, road surfacing and associated infrastructure. This was not matched by
associated utility service upgrading work.
(iii) Utility services were concerned that they would be prevented from upgrading their
networks once the new village roads were completed. Consequently they were
delaying signing planning applications and Wayleaves for the road projects.
It was therefore clarified that no Ministerial Permissions would be required for cutting asphalt
under two years old in the next phase of village roads because:
(i) Major roads would be constructed with only one layer of asphalt base course.
(ii) Minor roads would be constructed with block paving surfaces.
This would help to minimise the costs associated with excavating and reinstating road
surfaces.

Undersecretary Permission for work on Footpaths and Verges

This procedure was introduced by Ministerial Order in 1982. (Reference Ministerial Order H-
1/186/82) with the same three objectives as for Ministerial Permission to Cut Asphalt,
namely:
(i) To protect the historic investment in Bahrain’s road network.
(ii) To control work on important strategic roads and VIP routes.
(iii) To encourage better planning of infrastructure by ensuring all service installations
are in place or suitable ducting is provided before the asphalt is laid.

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Certain footways, hard shoulders and verges may not be cut unless approved by the Under
Secretary, MOWMAUP:
(i) Footway / hard shoulder / surfaced verge of certain major roads (a list is
maintained).
(ii) Un-surfaced verges of all VIP routes (a list is maintained).
(iii) Footway / hard shoulder / surfaced verge of any roads that have been surfaced or
resurfaced with the two years before the date of the proposed cutting for laying
services.
All requests for permission must be made to the Undersecretary, MOWMAUP on a standard
form (available on the MOWMAUP EDMS).
Wayleave approval must be obtained from ALL other utilities (except Roads Section, which
will normally withhold Wayleave approval, pending Undersecretary’s Permission).
The detailed requirements and the procedure for obtaining Undersecretary’s Permission to
cut asphalt are specified by the CPO.

Road Crossing Consultation

The purpose of the Road Crossing Consultation (RCC) procedure is to give an opportunity
to all utility services to cross a road when one is given permission to cut and cross a
Ministerial route or a newly asphalted road.
The applicant for a Wayleave permission must advise all others involved in the Wayleave
procedure that they intend to seek Ministerial permission (for asphalt cutting) to cross the
road.
The RCC application form is submitted to the Wayleave Coordinator with a location map and
is circulated with the Wayleave application form. Any utility service wished to cross at the
same time must declare it on the RCC form. If a utility service does not declare a need to
cross the road and makes a subsequent application to cross, that (subsequent) application
will be refused.
Where a multiple service crossing is requested:
(i) The utility services coordinate their plans and agree timing and traffic management
requirements.
(ii) Share costs of traffic management and reinstatement.
Any disagreements about technical requirements, traffic management or cost sharing are
referred to CPO for arbitration before Ministerial permission is sought.

Cutting and Restoration Operations for Trenches

A Code of Practice for Service Installation (COPSI) was published by the MOWMAUP,
Power and Water in May 1986. This Code of Practice was prepared to set down firm
guidelines for all public authorities, consultants and contractors involved in the installation of
underground services. The guidelines were aimed at assisting the most efficient and
economical installation of services while providing adequate safeguards for the protection of
the plant of others and for general public safety.
The then Minister of Works Power and Water instructed that every effort should be made to
ensure compliance with the Code. However, the Code does not supersede or remove any
requirements contractual, legal or otherwise which may be imposed on contractors.

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The published Code contains nine chapters and an appendix:

1) Utilities Corridors.
2) Trenching Practice.
3) Discharge of Groundwater and Wastewater to Sewers and Drains.
4) Protection of Existing Plant.
5) Traffic Control at Roadworks.
6) Fencing of Excavations, Site Tidiness.
7) Standardised Marker Tapes, Monuments and Inspection Covers.
8) Reporting of Damage.
9) Reinstatement of Pits and Trenches in Roads.
Appendix 1: Relevant Clauses from General Specifications for Road Works.
Chapter 9 was replaced in March 2008 by a revised Chapter 9.
Code of Practice Chapter 9 is dated March 2008 and refers to an old General Specification
for Roadworks published by Roads Department of MOWMAUP, Power and Water. This has
been replaced by the Standard Specification for Construction Works which was published in
July 2009.
Chapter 5 of COPSI 1986 (Traffic Control at Roadworks) will be replaced by Part 16 of this
Bahrain Roads Design Manual, Traffic Management at Road Works.

Monitoring and Inspection

The Roads Damage Prevention Control Unit (Roads DPCU) is responsible for limiting the
damage caused by utility service excavations. One of its main roles is to ensure that the
excavations are properly reinstated. The work is based on COPSI; the Roads DPCU
endeavours to ensure that all utility service contractors comply with the specifications in
terms of materials and workmanship.
RPMD is organised into 5 service areas covering the various Governorates and
Municipalities. There is a single ‘street works’ inspector in each area. The internal
procedures of the Roads DPCU are linked to the Wayleave procedure. Through the
Wayleave applications (and the Emergency Excavations Approval Procedure) the Roads
DPCU knows where excavation and reinstatement is planned.
However, in practice not all Wayleave applications actually result in work being carried out in
the road. In practice something like 60% to 70% of Wayleave approvals result in work. The
remainder lapse after 12 months in accordance with the Wayleave procedure without the
work being carried out.
The inspectors have a monitoring role, not a supervisory role. In practice it is very difficult
for them to achieve 100% coverage, given the size of the road network and the number of
contractors working across Bahrain. The normal procedure is to make a site visit at least
three times during each project (excavation and reinstatement).
The first visit is when the work is starting, to check that appropriate traffic management is in
place, that the excavation is being planned and carried out in a satisfactory manner, and that
there are safe working practices. The inspector uses a standard checklist to record the
information observed which is available (within the MOWMAUP, through the intranet) from
the EDMS, reference (RPMD-RMS-F007 Rev 00). This checklist is used to record ALL
inspection activities.
A. Signing.
B. Excavation, Backfilling and Reinstatement.
C. Reinstated Surface.
D. Overall quality.

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During the progress of the excavation and the utility service work there is relatively little for
the ‘road works’ inspector to observe:
(i) Safe traffic management is the contractor’s responsibility and is monitored by the
Traffic Control Section of RPMD as described in Section 2.1.
(ii) Safe working practices are the contractor’s responsibility and are monitored by the
Project Manager and the Traffic Control Section of RPDD and the GDT as
described in Section 2.1.
(iii) Satisfactory installation, replacement or repair of the utility service infrastructure is
the contractor’s responsibility and is monitored by the relevant utility service
provider.

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Appendix C Schedule of signs and markings

Note: The suffix “v”, as in “146v”, indicates a variant of another diagram with the same
numerical reference.

Bahrain Nearest Description Paragraph number

Diagram equivalent
number UK
TSRGD
Diagram
number
118 516 Road narrows on both sides 4.5.7, 5.4.5
119 517 Road narrows on right 4.5.7, 5.4.5, 6.3.12, 6.4.16
120 517 Road narrows on left 4.5.7, 5.4.5, 6.3.12
122 521 Two-way traffic 4.5.6, 4.9.10
123 522 Two-way traffic on route 4.5.6
crossing ahead
144 572 Distance to hazard 4.5.2
146 570 Indicating distance over which 4.5.2, 4.7.4
White road works extend (with 501)
background
146v 7209 Indicating distance over which 6.4.29
Yellow conditions indicated by signs
background shown in Diagrams 517, 518,
519 or 520 apply
152 518 Single file traffic 6.3.11, 6.3.28
203 606 Turn left 4.5.15, 4.6.3
205 606 Turn right 4.5.15, 4.6.3
206 609 Turn left ahead 4.6.2
207 609 Turn right ahead 4.6.2
208 610 Keep right 4.6.4
209 610 Keep left 4.6.4
219 615 Priority must be given to 4.6.6
oncoming vehicles
220 615.1 Give way to oncoming vehicles 4.6.6
221 811 Priority over vehicles from 4.6.6
opposite direction
222 811.1 Priority over oncoming vehicles 4.6.6
245 645 End of restriction 4.7.6, 6.3.25
501 7001 Road works ahead 4.5.2, 4.7.4, 4.6.6, 5.10.10,
6.3.12, 6.4.10, 6.4.43, 9.2.8
502 7202 Lane closed on two-lane dual 4.5.3, 4.5.4, 5.4.5
carriageway
503 7202 Lane closed on three-lane dual 4.5.3, 4.5.4, 5.4.5
carriageway

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Bahrain Nearest Description Paragraph number

Diagram equivalent
number UK
TSRGD
Diagram
number
504 7202 Lane closed on four-lane dual 4.5.3, 4.5.4, 5.4.5
carriageway
505 - Diversion to other carriageway 4.5.8
ahead
506 - Return to normal carriageway 4.5.8
ahead
507 2702 Diversion ahead 4.5.9, 4.5.10
508 2702 Start of diversion route 4.5.9, 4.5.10
509 2703 Direction of diversion at junction 4.5.9, 4.5.11
ahead
510 2704 Direction of diversion at junction 4.5.9, 4.5.11
511 2702 End of diversion 4.5.9, 4.5.12
512 7010.1 Road closed 4.5.13 – 4.5.15, Table 5.5
513 7104 Sharp deviation of route at road 4.5.16, 5.10.9
works
514 7023 Manually-operated temporary 4.6.7
STOP sign
515 7024 Manually-operated temporary 4.6.7
GO sign
516 7101.1 Traffic cone 4.8.2 – 4.8.5, Table 5.2
517 7203 Two lanes open to traffic with off 6.4.25, 6.4.29
side contra-flow working
518 7203.1 Two lanes open to traffic, one of 6.4.26, 6.4.29
which uses the hard shoulder,
with off side contra-flow working
519 7204 Two lanes open to traffic, one of 6.4.27 – 6.4.29
which uses the hard shoulder
520 7205 Two lanes open to traffic 6.4.27 – 6.4.29
521 7001.3 Traffic should proceed with 9.2.1 – 9.2.3, Table 5.5
special care owing to workforce
in road ahead
522 7010.1 ROAD AHEAD CLOSED 4.5.13– 4.5.15, Table 5.5
523 - LOCAL TRAFFIC ONLY 4.5.14, 4.5.15, Table 5.5
524 - ACCESS ONLY 4.5.14, 4.5.15, Table 5.5
525 7010.1 TRAFFIC CONTROL AHEAD 5.4.5, 6.3.8, 6.3.12, Table
5.5
526 7011 WHEN RED LIGHT SHOWS 6.3.20
WAIT HERE
526v 7011 WHEN STOP SIGN SHOWS 6.3.11
WAIT HERE

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Bahrain Nearest Description Paragraph number

Diagram equivalent
number UK
TSRGD
Diagram
number
527 7018 PEDESTRIANS 3.1.3, 4.5.17, Table 5.5
528 7001.1 On hard shoulder 6.4.10
529 7015 NO HARD SHOULDER FOR 2 6.4.10, Table 5.5
km
530 7301 WORKS ACCESS ONLY 100 m 6.4.13, Table 5.5
531 7301 WORKS TRAFFIC ONLY 6.4.13, Table 5.5
532 7301 WORKS ACCESS 6.4.13, Table 5.5
533 645 End of road works and 4.7.6, 5.10.10
associated restrictions (with
501)
534 7103 Flexible bollard 4.8.6
625 1014 Deflection arrow (Obstruction on 5.5.1
carriageway ahead)

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