Work Zone Traffic Management Guide Version 1.2 - November 2015 PDF

Work Zone Traffic
Management Guide
Revision 1.2 November 2015

WORK ZONE TRAFFIC
MANAGEMENT GUIDE
Work Zone Traffic Management Guide Revision 1.2
Work Zone Traffic Management Guide
Revision History
Reviewed Authorized
Rev Date By Details
Name Signature Name Signature
0.1 28/07/2012 Peter Harman Interim Michael de Roos Patrick Brogan

release
1.0 04/10/2012 Peter Harman First Michael de Roos Patrick Brogan

edition
1.1 19/06/2014 Matthew Turner First Fabian Marsh Yousef

Revision A.Rahman H H
Al-Emadi
1.2 25/11/2015 Ian Jarrett Second Fabian Marsh Yousef
Revision A.Rahman H H
Al-Emadi
Prepared by:
AECOM Middle East

4th Floor, Jaidah Square,
Umm Ghuwalina, Al Matar Street
PO Box 6650
Doha, State of Qatar
Telephone +974 4 407 9000
Ref: IJ/IJ/60217275/15/L2856
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1 Table of Contents
1 Table of Contents .............................................................................................................................................................. 2
1 INTRODUCTION ................................................................................................................................................................. 7
1.1 Background ........................................................................................................................................................... 7
1.2 Document Structure ............................................................................................................................................... 7
1.3 Objective of the Guide ........................................................................................................................................... 8
1.4 Principles of Temporary Traffic Management - RESPECT .................................................................................... 8
1.5 Contractual Requirements ..................................................................................................................................... 8
1.6 Definitions .............................................................................................................................................................. 9
1.7 Glossary ................................................................................................................................................................ 9
1.8 Roles and Responsibilities ................................................................................................................................... 13
1.8.1 Ashghal PWA/Client Organization ....................................................................................................................... 13
1.8.2 Ashghal PWA - TDP Approvals Office ................................................................................................................. 13
1.8.3 Ashghal PWA - Compliance Monitoring Team ..................................................................................................... 13
1.8.4 Ministry of Interior (Traffic Police Department) .................................................................................................... 13
1.8.5 Project Management Consultants (PMCs) ........................................................................................................... 13
1.8.6 Supervision Consultants ...................................................................................................................................... 14
1.8.7 Contractor ............................................................................................................................................................ 14
1.8.8 Auditors/Inspectors Ashghal PWA or External Bodies ...................................................................................... 14
1.8.9 Site Traffic Management Supervisor (STMS) ...................................................................................................... 15
1.8.10 Site Traffic Management Personnel..................................................................................................................... 15
2 PRINCIPLES OF TEMPORARY TRAFFIC MANAGEMENT ............................................................................................ 17

2.1 Safe System ........................................................................................................................................................ 17
2.2 Objectives of TTM................................................................................................................................................ 18
2.3 Function of TTM................................................................................................................................................... 18
2.4 Types of Work...................................................................................................................................................... 18
2.4.1 Static.................................................................................................................................................................... 19
2.4.2 Inspection/Maintenance ....................................................................................................................................... 19
2.4.3 Mobile .................................................................................................................................................................. 19
2.4.4 Area wide ............................................................................................................................................................. 19
2.4.5 Duration ............................................................................................................................................................... 19
2.4.6 Emergency Works ............................................................................................................................................... 20
2.5 Work Type Considerations .................................................................................................................................. 20
2.5.1 Staging of Works ................................................................................................................................................. 22
2.6 Traffic Diversion Plans (TDPs) ............................................................................................................................ 23
2.6.1 Definition and objective of a TDP......................................................................................................................... 23
2.6.2 QPro and Road Opening Permits ........................................................................................................................ 23
2.6.3 What to include in a TDP ..................................................................................................................................... 23
2.6.4 Generic TDP Elements ........................................................................................................................................ 26
2.6.5 Amendments ....................................................................................................................................................... 26
2.6.6 Identification of Stakeholders ............................................................................................................................... 26
2.6.7 Stakeholder and Public Communication .............................................................................................................. 27
2.7 TDP Design Considerations ................................................................................................................................ 30
2.7.1 Types of Road ..................................................................................................................................................... 31
2.7.2 Consistency ......................................................................................................................................................... 32
2.7.3 Departures from Standard ................................................................................................................................... 33
2.7.4 Work Zone Road Safety Audits ........................................................................................................................... 33
2.7.5 Risk Assessment ................................................................................................................................................. 34
2.7.6 Incident Documenting Process ............................................................................................................................ 35
2.7.7 Mitigating Measures............................................................................................................................................. 36
2.8 Training and accreditation ................................................................................................................................... 36
3 PROCESSES .................................................................................................................................................................... 38
3.1 Overview.............................................................................................................................................................. 38
3.2 Planning and Approval......................................................................................................................................... 38
3.2.1 Initial Development and Concept Planning .......................................................................................................... 38
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3.2.2 Consultation ......................................................................................................................................................... 38

3.2.3 Final Development ............................................................................................................................................... 39
3.2.4 Approval .............................................................................................................................................................. 39
3.3 Implementation .................................................................................................................................................... 41
3.3.1 TTM Implementation ............................................................................................................................................ 41
3.3.2 Verification of Compliance ................................................................................................................................... 41
3.4 Inspection and Enforcement ................................................................................................................................ 41
3.4.1 Routine On-site Inspections ................................................................................................................................. 41
3.4.2 Work Zone Stage 4 Road Safety Audit ................................................................................................................ 42
3.4.3 Monitoring and Non-Conformance Reporting ...................................................................................................... 42
3.5 Clearance and Re-opening .................................................................................................................................. 42
3.5.1 Notification of Completion .................................................................................................................................... 42
3.5.2 Clearance ............................................................................................................................................................ 42
3.5.3 Re-opening .......................................................................................................................................................... 43
3.6 Emergencies and Unplanned Events................................................................................................................... 43
4 PRINCIPLES OF WORKS ZONES ................................................................................................................................... 45

4.1 General Principles ............................................................................................................................................... 45
4.2 Work Zone Safety and Hazard Protection ........................................................................................................... 45
4.2.1 Clear Zone ........................................................................................................................................................... 45
4.2.2 Road Safety Barrier Warrants .............................................................................................................................. 46
4.3 Lateral Work Zone Components .......................................................................................................................... 49
4.3.1 Lateral Safety Buffer ............................................................................................................................................ 49
4.3.2 Lateral Barrier Offset (Shy Line) .......................................................................................................................... 53
4.4 Longitudinal Work Zone Components.................................................................................................................. 55
4.4.1 Advance Warning Area ........................................................................................................................................ 56
4.4.2 Transition Area (Taper)........................................................................................................................................ 56
4.4.3 Longitudinal Safety Buffer.................................................................................................................................... 56
4.4.4 Works Area .......................................................................................................................................................... 57
4.4.5 Termination Area ................................................................................................................................................. 57
4.5 Multiple Work Zones ............................................................................................................................................ 57
4.6 Carriageway narrowing on single carriageways .................................................................................................. 57
4.7 Lane reduction on divided carriageways .............................................................................................................. 58
4.8 Pedestrian safety ................................................................................................................................................. 59
4.9 Temporary Speed Limits ...................................................................................................................................... 61
4.9.1 Speed Enforcement ............................................................................................................................................. 63
4.10 Building Development Sites adjacent to the Carriageway ................................................................................... 63
4.11 Work Zone Implementation, Maintenance and Clearance ................................................................................... 64
4.11.1 Implementation .................................................................................................................................................... 64
4.11.2 Maintenance ........................................................................................................................................................ 65
4.11.3 Clearance ............................................................................................................................................................ 65
4.12 Preliminary Guidance on Setting up Work Zones ................................................................................................ 66
4.12.1 Taper Start Point (TS Point) ................................................................................................................................ 66
4.12.2 Signing of the Works............................................................................................................................................ 66
4.12.3 Removal of the Works ......................................................................................................................................... 68
4.13 Temporary Road Surface (Detours)..................................................................................................................... 68
4.13.1 Construction ........................................................................................................................................................ 68
5 EQUIPMENT ..................................................................................................................................................................... 72
5.1 Principles ............................................................................................................................................................. 72
5.2 Conflict with Permanent TCDs ............................................................................................................................. 72
5.2.1 Treatment of Conflicting Traffic Signs .................................................................................................................. 72
5.2.2 Treatment of Conflicting Road Markings .............................................................................................................. 72
5.3 Signing................................................................................................................................................................. 74
5.3.1 Sign Sizes ............................................................................................................................................................ 75
5.3.2 Sign Locations ..................................................................................................................................................... 76
5.3.3 Traffic Signs for Work Zones ............................................................................................................................... 76
5.3.4 Work Zone Information Boards ............................................................................................................................ 90
5.3.5 Sign Supports ...................................................................................................................................................... 91
5.4 Temporary Safety Barriers ................................................................................................................................... 92
5.4.1 Delineation of safety barriers and barricades ...................................................................................................... 94
5.4.2 End Treatments ................................................................................................................................................... 94
5.5 Traffic Channeling Devices .................................................................................................................................. 95
5.5.1 Plastic Water-filled Barricades ............................................................................................................................. 96
5.5.2 Traffic Cones ....................................................................................................................................................... 97
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5.5.3 Screens and Hoardings ....................................................................................................................................... 98

5.6 Work Zones at night time ................................................................................................................................... 100
5.7 Other Devices and Equipment ........................................................................................................................... 101
5.7.1 Portable Traffic Signals ...................................................................................................................................... 101
5.7.2 Electronic Arrow Boards (EABs) ........................................................................................................................ 102
5.7.3 Dynamic Message Signs (DMS) ........................................................................................................................ 102
5.7.4 Speed and Red Light Cameras ......................................................................................................................... 104
5.7.5 Vehicles ............................................................................................................................................................. 105
5.7.6 Truck and Trailer Mounted Attenuators (TMAs) ................................................................................................. 106
5.7.7 High Visibility Clothing ....................................................................................................................................... 107
6 TYPICAL LAYOUTS (TLs) ............................................................................................................................................. 110

6.1 Introduction ........................................................................................................................................................ 110
6.2 General principles .............................................................................................................................................. 110
6.2.1 Lateral and Longitudinal Components ............................................................................................................... 110
6.2.2 Pedestrian Provision in work zones ................................................................................................................... 110
6.2.3 Traffic Control Devices ...................................................................................................................................... 110
6.2.4 Temporary Safety Barriers and Channeling Devices ......................................................................................... 110
6.2.5 Temporary Speed Limits .................................................................................................................................... 111
6.2.6 Work Zones at Night Time ................................................................................................................................. 111
6.3 Production of Traffic Management Drawings (TMD) .......................................................................................... 111
6.3.1 Use of TL Selection Tables ................................................................................................................................ 111
6.3.2 Interpretation of the TLs ..................................................................................................................................... 112
6.3.3 Applying TLs to site-specific drawings (TMDs) .................................................................................................. 112
6.4 Typical Layout Selection Tables ........................................................................................................................ 113
APPENDIX A Traffic Diversion Plan Registration Form

APPENDIX B Brief Incident Report Form
APPENDIX C Example Work Zone Compliance Assessments
APPENDIX D User Response Form
APPENDIX E Specifications and Standard Details
APPENDIX F TMA Vehicles and Moving Work Zone Technique
APPENDIX G Vehicle Conspicuity Guidance Note
APPENDIX H Example Traffic Diversion Plan
APPENDIX I Network Traffic Impact Assessment Guidance
APPENDIX J Strategic Road Network Plans
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1 - INTRODUCTION
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1 INTRODUCTION
1.1 Background
As part of the operation, maintenance and development of a road network, it is necessary at times to implement
work zones to facilitate road works, temporary closures, management of incidents and other planned/unplanned
events. Work zones within the right of way may affect road safety and limit the free movement of road users. It is
therefore important to plan all work activities to optimize road safety, road space and work efficiency whilst
minimizing congestion, delay and inconvenience for all road users.
The purpose of work zones are to provide a road environment that is safe for all road users and road workers during
planned and unplanned works and events while maintaining access and traffic flow. The application of the
principles detailed in this Guide will ensure a high standard of safety is achieved at all work zones.
All planned works and events within the right of way that will have an impact on the operation of the road require a
Traffic Diversion Plan (TDP) to be prepared in accordance with this Guide. This includes all road works as well as
any private building sites that have an impact on, or pose a risk to, any road user including pedestrians. The TDP
consists of a set of documents that details the processes to be followed to plan, implement, maintain and
decommission work zones in a safe and efficient manner. All TDPs must be approved by Ashghal Public Works
Authority (PWA) TDP Approvals Office and Ministry of Interior (MoI) Traffic Department, prior to any works taking
place.
1.2 Document Structure

Following this introductory Chapter, this document is divided into five further Chapters:
Chapter 2 defines the principles of Work Zone Traffic Management and explains how to classify works according
to the activity, road type and work or event duration. This Chapter also outlines the framework for developing a
TDP.
Chapter 3 describes the detailed processes to be followed in the planning, implementation, monitoring and
decommissioning of Work Zone Traffic Management. It describes the interface with the TDP Approvals Office
and how to submit a TDP for approval.
Chapter 4 defines the principles that must be applied to the implementation of work zones to ensure an
acceptable minimum level of safety is achieved.
Chapter 5 provides a detailed description of the Traffic Control Devices (TCD) and other equipment associated
with work zones, in addition to instructions for their deployment.
Chapter 6 contains a number of Typical Layouts (TL) that can used to form the basis of Traffic Management
Drawings (TMD), which constitute a fundamental element of each TDP submission.
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1.3 Objective of the Guide

The objective of this Guide is to provide all parties engaged in works/events taking place within the right of way with
clear and comprehensive guidance on Temporary Traffic Management (TTM) measures to ensure:
Safe and efficient passage of all road users through or around road works and events
Safe work environments for road workers
Minimal disruption to the adjoining road network
This Guide describes the TTM measures that must be used at all work zones on the road network to warn, instruct
and guide road users through or around the work zone. The Guide also outlines a set of principles that will promote
the safety of all road users and road workers, through the consistent treatment of hazards at all work zones on the
road network.
1.4 Principles of Temporary Traffic Management - RESPECT

The purpose of TTM is to warn and guide all road users safely and efficiently through or around work zones whilst
providing protection to road workers. The following principles must be applied at all work zones:
Responsibility to all road users
Elimination of conflicts
Speed limits should be appropriate
Protection of the workforce
Early warning of any hazards
Clear direction to all road users
Traffic Control Devices must be deployed appropriately
To ensure a uniform approach to TTM, it is essential that all parties associated with the planning, approval,
implementation, inspection, maintenance, enforcement and decommissioning of work zones understand and apply
these principles through all stages of the work zone process and throughout the duration of the road project.
1.5 Contractual Requirements

This Guide sets out a code of practice that shall be followed by all parties involved in the planning, approval,
implementation, maintenance or decommissioning of work zones within the right of way. Any agency responsible
for commissioning works within the right of way must make compliance with this document a mandatory contractual
condition for all organizations involved in undertaking or supervising the work. Any bids for work made to the
PWA/Client Agency that do not include an element of cost for TTM will be rejected.
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1.6 Definitions
For the purposes of this document:
Shall or must indicates that a particular requirement is mandatory
Should indicates a recommendation
May indicates an option
1.7 Glossary
Table 1.1 provides definitions as applied to various terms used within this document:
Table 1.1 - General Traffic Management Definitions
An area adjacent to, or near, the Carriageway where a structure is being

Building Development
constructed, altered or maintained.
The area of a road that is specifically for vehicular use, generally separated from
Carriageway adjacent verges, medians and footways by a kerb. Carriageways may include
cycle lanes where they are at the same level.
The roadside area adjacent to the nearest traffic lane available for safe use by
Clear Zone errant vehicles. This area must be flat, kept clear of non-frangible hazards and
free of road workers.
A document that forms part of a Traffic Diversion Plan that includes a Method
Clearance Plan Statement outlining safe working practices and methodologies for the clearance
of Temporary Traffic Management.
The organization with overall ownership and management responsibilities for the
Road Project, including design and implementation, road safety, exemptions and
Client Organization Departures from Standard. This role can be delegated to an appointed Project
Management Consultant but requires written authorization from the Client
Organization.
A person from the Client Organization who has delegated responsibility for
Client Safety Engineer ensuring road safety engineering is applied within Road Projects that Ashghal
PWA is responsible for.
Dedicated team of Road Safety Professionals employed by Ashghal PWA and
tasked with undertaking sporadic compliance assessments at all Work Zones on
Compliance Monitoring
the Road Network. The purpose of these assessments is to monitor compliance
Team
with this Guide and report back to Ashghal PWA and the Ministry of Interior
where severe risk for Road Users and road workers has been introduced.
Organization responsible for constructing the Road Project and providing a safe
Contractor
and compliant work zone.
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A non-compliance with a mandatory requirement of a declared standard. All

Departure from Standard
Departures must be authorized by the Client Organization.
Diversion Route A temporary route change in order to close a road.
A serious and unexpected situation with potentially dangerous consequences
that requires immediate attention and the implementation of works which will
typically last no longer than 45 minutes. Emergency works do not include
Emergency Works
situations where a project is running behind schedule and needs to be
accelerated. Due to the reactive nature of Emergency Works it may not be
possible to submit a Traffic Diversion Plan in advance.
Enabling Works See Short Term Works
A document that forms part of a Traffic Diversion Plan that includes a Method
Statement outlining safe working practices and methodologies for the
Implementation Plan implementation of Temporary Traffic Management. Where work is staged, the
Implementation Plan shall also describe the procedures to be followed for each
change-over of Temporary Traffic Management arrangements.
All works or events that will take more than 8 hours to complete, which may
include shorter duration works subject to Traffic Diversion Plan review and
approval. Where a carriageway is diverted at a work zone and will be in
Long-term works
operation continuously for 12 months or more it should be treated as a
permanent road and therefore be constructed in accordance with the Qatar
Highway Design Manual.
Works/events taking between 15 minutes and no more than 8 hours including
Medium-term works implementation and decommissioning of associated Temporary Traffic
Management.
A summary of proposed procedures, prepared by the Traffic Diversion Plan
Method Statement Designer to describe the safe implementation, maintenance and
decommissioning of Temporary Traffic Management measures.
Works/events that are continuously moving or may involve a series of short
Mobile works
duration periodic stops which are not contained within a fixed Works Area.
Traffic Network Impact Details of traffic analysis and modeling to assess the impact of Temporary
Assessment Traffic Management works and Diversion Routes on the wider traffic network.
A structured approach to the inspection and review of Temporary Traffic
Program of Inspections Management by defining the responsibility for specific reviews and inspections
throughout the duration of Works.
A person either from within or appointed by the Client Organization responsible
for ensuring the progression of a Road Project in accordance with the policy and
Project Manager
procedures of the Client Organization, including compliance with the
requirements of this Guide.
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Project Management A Consultant with delegated authority from the Client Organization to assist with
Consultant (PMC) the management and delivery of Road Projects.
An internet based programme used for the management of Road Opening
QPro
Permits and co-ordination of works within the Right of Way.
The area of public highway, generally between property boundaries, including
Right of Way
Carriageways, cycle ways, footways, verges and medians.
The authority ultimately responsible for the operation and maintenance of the
Ashghal PWA
road network. May be the Client Organization in many cases.
A permit granted by the Ministry of Interior (MOI) following Traffic Diversion
Road Opening Permit (ROP) Plan Approval from the Traffic Diversion Plan Approvals Office, allowing the
undertaking of works within the Right of Way.
All works that involve construction of a new road, maintenance of, or permanent
change to the existing road layout or features. This includes changes to road
Road Project
layout, kerbs, signs and markings, lighting, signaling, drainage, landscaping and
installation of roadside equipment.
Any person making use of any part of a road, including pedestrians, cyclists and
Road Users
drivers of vehicles.
Safe System refers to a road safety model that will compensate for human error
Safe System by ensuring that Road Users are not subject to crash forces that result in fatal or
serious injuries.
Temporary concrete or steel safety barriers that meet minimum containment
Safety Barrier testing criteria and are capable of providing redirection of vehicles whilst
experiencing minimal deflection.
The area provided around the Working Space to protect site personnel from
Traffic. No-one must enter the Safety Buffer during the normal course of work.
Safety Buffer It should only be necessary for trained personnel to enter this area to maintain
cones, Safety Barriers and road signs. Materials and equipment must not be
placed in this area.
Works or events that have a duration of no more than 15 minutes , including the
Short-term works / Enabling implementation or decommissioning of any associated Temporary Traffic
works Management. Generally this will include (but not be limited to) activities such as
site visits, pavement inspections, sign cleaning and gully/drainage cleaning.
Site Supervisor tasked with managing all Temporary Traffic Management
Site Traffic Management functions through the life span of a Road Project. The STMS is responsible for a
Supervisor (STMS) team of operatives who will work under their instruction to ensure Temporary
Traffic Management is safe and effective at all times.
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Document contained within the Traffic Diversion Plan outlining the level and
Stakeholder Management
frequency of communication and consultation that must be held with all
and Communication Plan
Stakeholders.
Strategic Road Network Qatars key radial and orbital roads providing links between key destinations.
The physical measures and combination of Traffic Control Devices used to
Temporary Traffic
guide all Road Users through a Work Zone whilst ensuring road safety and
Management (TTM)
movement of traffic is managed.
A delineation device that must be filled with water. Although they have a similar
Temporary Water-filled size and appearance to concrete Safety Barriers, they do not offer similar levels
Barricade of containment and must therefore not be used where Safety Barriers are
specified.
Road Users or a group of Road Users that pass along or across the Right of
Traffic Way. The term may be qualified by pedestrian, vehicular or NMU (Non-
Motorized Users) to clarify the type of traffic.
Any signs, delineation devices, Safety Barriers, Temporary Water-filled
Traffic Control Devices
Barricades, cones and traffic signals where the function of the equipment is to
(TCD)
regulate driver behavior to suit the road environment.
A set of documents produced by an Agency, or their Contractor, that details the
processes to be followed to plan, gain approval, implement, maintain and
Traffic Diversion Plan (TDP)
decommission Temporary Traffic Management associated with a Work Zone in
a safe and effective manner.
The office within Ashghal PWA in which the Traffic Diversion Plan Approvals
Traffic Diversion Plan (TDP)
Team are based. All Traffic Diversion Plans should be submitted to this office
Approvals Office
prior to any Works being undertaken within the Right of Way.
Traffic Management A diagrammatic representation of the location and dimensions of Traffic Control
Drawing (TMD) Devices for a specific Work Zone scenario.
A shock-absorbing device mounted on the rear of a Works vehicle intended to
Truck or Trailer Mounted
protect Road Users and the workforce during impact by an errant
Attenuator (TMA)
vehicle. The term also covers approved trailer-mounted attenuators.
Typical Layouts may be used as a base/guide to produce a site-specific Traffic
Typical Layout (TL)
Management Drawing.
A structured audit carried out at specified stages in the process defined in this
Work Zone Road Safety
Guide, which specifically examines the elements of Temporary Traffic
Audit
Management to confirm compliance with the practices defined in the Guide.
The area of road occupied by the Works Area and any additional areas of road
Work Zones required for advance warning signs, tapers, safety barriers, delineators, Safety
Buffers and any other function associated with the Works.
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The space around the Works Area where tools, excavated materials, equipment
Working Space and plant may be stored. It is also the area needed for the workforce to occupy
in order to carry out the works.
A general term relating to the construction or maintenance of the Right of Way
Works or of equipment or services located on, above, below or in the immediate vicinity
of the road.
The area of Right of Way that is occupied by the actual construction or
Works Area
maintenance operation.
1.8 Roles and Responsibilities

The effectiveness of TTM is dependent upon all parties understanding their roles and responsibilities, as outlined
within this section.
1.8.1 Ashghal PWA/Client Organization

Ensuring that compliance with this Guide is a condition of all contracts
Support the improvement of work zone safety through training and accreditation initiatives
Enforce non-compliance and poor work zone safety by taking appropriate action against concerned parties
1.8.2 Ashghal PWA - TDP Approvals Office

Ensuring that all TTM measures deployed within road projects are in accordance with this Guide
Review and approve/reject TDP applications
1.8.3 Ashghal PWA - Compliance Monitoring Team

Monitoring compliance with this Guide at all work zones
Mentor contractors to improve work zone safety where non-compliance is reported
1.8.4 Ministry of Interior (Traffic Police Department)

Assist Ashghal PWA by providing expertise and knowledge of the road network during the development, review
and approval of TDPs
Assist Ashghal PWA to monitor compliance at all work zones and take appropriate action against concerned
parties where non-compliance creates safety risks for road users and road workers
1.8.5 Project Management Consultants (PMCs)

Ensure all TDPs produced by contractors and consultants working on road projects under their management are
fully checked and compliant prior to submission to the TDP Approvals Office
Ensure all relevant Stakeholders are consulted and informed of the intention to undertake works within the right of
way and implement TTM
Work with the TDP Approvals Office and Compliance Monitoring Team to ensure that any non-compliance with
the Guide is rectified quickly and efficiently at all road projects under their management
13
Adopt a proactive approach towards promoting work zone road safety within their organization and amongst their
consultants and contractors
1.8.6 Supervision Consultants

Supervise contractors during all TTM functions, such as implementation, maintenance and decommissioning
Ensure that the contractor is adhering to the approved TDP at all times
Facilitate and assist with any inspections or audits undertaken by Ashghal PWA, Ministry of Interior or external
bodies that have been commissioned by the PMC, or are otherwise sporadic
Undertake regular inspections of TTM to ensure a proactive approach towards safety and compliance is adopted
Adopt a proactive approach towards promoting work zone road safety within their organization and amongst their
contractors
1.8.7 Contractor
Prepare accurate and compliant TDPs (where an external TDP Designer is not appointed)
Be appropriately trained and qualified to prepare TDPs
Work collaboratively with Supervision Consultants, PMCs, Ashghal PWA and Ministry of Interior to ensure that
work zone safety is maintained at all times and improvement measures are introduced when instructed
Appoint a Site Traffic Management Supervisor (STMS) to manage and co-ordinate all TTM throughout the life
span of the road project
Appoint Site Traffic Management Personnel to operate under the instruction of the STMS to ensure that TTM is
monitored and maintained where required
Ensure the TDP submission has been reviewed internally within the contractors organization, reviewed by the
Supervision Consultant and reviewed by the PMC prior to submission to the TDP Approvals Office
Ensure authorization to work on the road, by having a fully reviewed and approved TDP, is obtained
Ensure TTM is implemented, maintained and decommissioned in accordance with the approved TDP
Ensure all stakeholders and members of the public are consulted and informed of the road project and potential
disruption prior to any works being undertaken
Undertake regular inspections of TTM to ensure a proactive approach towards safety and compliance is adopted
Work collaboratively with the Ministry of Interior and Ashghal PWA to accurately report any crashes/incidents
occurring within the work zone and follow all incident management protocols
Maintain a continuous line of communication with the TDP Approvals Office to notify of any changes that may be
required
1.8.8 Auditors/Inspectors Ashghal PWA or External Bodies

Be appropriately trained and qualified to assess TDPs in terms of road operations and safety
14
Hold the relevant accreditation with Ashghal PWA to undertake road safety audits/inspections on the road
network
Follow the Qatar Road Safety Audit Guide in the case of work zone traffic management safety audits
Ensure all relevant parties are informed prior to an audit/inspection taking place as far as practicably possible
1.8.9 Site Traffic Management Supervisor (STMS)

Be appropriately trained and qualified to supervise TTM functions within work zones, including implementation,
maintenance, inspection and decommissioning
Ensure that Site Traffic Management Personnel are adequately trained in TTM functions in order to undertake
their job safely without causing a risk to road users or other road workers
Ensure all Site Traffic Management Personnel have been briefed on the requirements of the TDP and are familiar
with the planned stage changes (if any) within the TDP
Be present and responsible for all TTM functions, including implementation, maintenance and decommissioning
Be present to assist in the auditing/inspection of all work zones and react appropriately to any random/sporadic
inspections undertaken by Ashghal PWA
Wear the required PPE including high visibility clothing
Brief all those entering the work zone on site safety hazards and safety procedures to be followed
Record and notify Ashghal PWA immediately of any modifications to TTM measures not included in the approved
TDP
Monitor traffic movements around and through the work zone and record any inconsistencies or changes in traffic
patterns/profiles
Ensure traffic is moving freely where possible and no risks are created for any road users
Ensure that all corrective actions issued as a non-conformance notice are undertaken within the required
timeframe
1.8.10 Site Traffic Management Personnel

Be appropriately trained on TTM duties and safe working in order to work under instruction from the STMS
Wear the required PPE including high visibility clothing
Implement the requirements of the approved TDP
Follow any instructions given by the appointed STMS
Adopt a proactive approach towards maintaining work zone safety and develop initiatives towards maintaining
safety
15
2 - PRINCIPLES OF
TEMPORARY
TRAFFIC
MANAGEMENT
16
2 PRINCIPLES OF TEMPORARY TRAFFIC MANAGEMENT
2.1 Safe System

The National Road Safety Strategy (NRSS) 2013-2022 builds on the foundations of the Qatar National Vision and
National Development Strategy and provides a long term vision for the improvement of road safety in Qatar. Within
the NRSS, TTM at Work Zones has been highlighted as one of the key areas that require addressing.
The NRSS embraces the Safe System concept. A Safe System is a road transport system that is designed to
compensate for human error by ensuring that road users are not subject to crash forces that result in fatal or serious
injuries. In a Safe System, the road transport system is designed to anticipate and accommodate human error and
is based on the vulnerability of the human body.
The challenge under a Safe System is to manage the interaction between road users, travel speeds and roads to
not only reduce crashes, but most importantly to ensure that any crashes that do occur, do not result in death or
serious injury. This means working holistically and collaboratively across each of the four core Safe System
elements:
Safe road users that are competent and compliant with traffic laws
Safe vehicles that have technology in order to help prevent crashes, and safety features that protect road users
in the event of a crash
Safe roads that are self-explaining and forgiving of mistakes to reduce the risk of crashes occurring, and to
protect road users from fatal or serious injury should a crash occur
Safe vehicle speeds that suit the function and the level of safety of the road to ensure that crash forces are kept
below the limits that cause death or serious injury
17
Designing, building and maintaining safe work zones falls into the Safe Roads category and it is therefore essential
the processes associated with this are undertaken using Safe System principles. The Safe System recognizes that
the road user will at times make mistakes, and that work zones need to be implemented and managed such that the
potential for harm can be eliminated or reduced. It is also important that all road users understand what to expect
and the action they need to take when approaching a work zone.
Those who are responsible for designing and installing work zones need to identify areas of potential risk and
implement measures that can either eliminate risk or reduce the severity of injury in a crash.
2.2 Objectives of TTM

There are three clear objectives to achieve when implementing Temporary Traffic Management (TTM). All parties
involved at each stage of TTM should ask the following questions during planning, design, implementation
maintenance and decommissioning of TTM to ensure the objectives are always being achieved:
Has safety been maximized? Measures must be adopted to ensure safety for road users and road workers is
maximized at all times
Has access been maintained? All road users must be provided the same unobstructed access to destinations
and frontages that were present prior to works commencing. If this is not possible, suitable alternative
arrangements such as diversion routes and temporary access must be introduced
Have instructions and advice been clearly communicated? All road users and members of the public must
be informed of works prior to commencement in order for them to make alternative arrangements and prepare for
any inconvenience. In addition to this, all road users and members of the public must be informed and advised
how to travel through or around the work zone safely throughout the duration of any works or events
2.3 Function of TTM

The function of TTM is to warn, control, protect and guide road users through or around a work zone. Whilst each
work zone may have unique elements, certain fundamental principles must always be observed.
Ideally, the introduction of work zones into the right of way should have no adverse effect on the operation of the
wider road network. However, in practice this is generally not the case, as the impact the introduction of a work zone
has can be managed by planning and co-ordinating works to ensure that they are carried out during periods of
comparatively low demand or in co-ordination with other works in the vicinity. The planning and co-ordination of
work zones is outlined within Chapter 3 of this Guide.
2.4 Types of Work

There are five different work types, all of which will require different levels of TTM according to the level of activity
involved.
18
2.4.1 Static
Static works will range from short/medium-term works that are completed within 8 hours, through to long-term works
lasting in excess of 8 hours. Static works will always require a Traffic Diversion Plan (TDP) and the TTM
requirements are fully described within this Chapter. The TTM deployed within static work zones can vary greatly,
with temporary Traffic Control Devices (TCDs) being used for short duration works and more permanent TCDs
being used for longer term works. The level of TTM required for static works is described in Chapter 5 and 6 of this
Guide.
2.4.2 Inspection/Maintenance
Inspection and maintenance activities will include routine/repetitive operations, as well as visual inspection of
elements of the road or its features, and will generally be completed in less than 8 hours. Many
Inspection/Maintenance Operations are mobile in nature and as such can adopt a Moving Traffic Management
Technique as described in Chapter 6 and Appendix F of this Guide, however, specialized equipment such as
Truck/Trailer Mounted Attenuators (TMAs) are generally required for this type of work.
2.4.3 Mobile
Mobile traffic management is generally used for short duration lane closures, which may include continuously
moving operations as well as works that are not contained within a fixed work area and involve a series of short
duration periodic stops. For these types of works the Moving Traffic Management Technique as described in
Chapter 6 and Appendix F of this Guide is applicable, however, specialized equipment such as Truck/Trailer
Mounted Attenuators (TMAs) are generally required for this type of work.
2.4.4 Area wide

In certain circumstances a series of operations may be planned for an area or zone, within which a variety of the
preceding work types may be required. In these cases an area-wide TDP may be appropriate, detailing the TTM to
be applied for the various operations within the area. It should be noted however that an area wide TDP will still be
likely to require a number of Traffic Management Drawings (TMDs) for specific work activities within that area. For
further information refer to Section 2.6.3.
2.4.5 Duration
The duration of works will influence the level of TTM required:
Long-term works are any works that will take more than 8 hours to complete, but may include shorter duration
works subject to the TDP review and approval process. Long term works may also constitute infrastructure which
is likely to be in place for a temporary period greater than 12 months. In these instances advice should be sought
from the TDP Approvals Office to determine the most appropriate traffic management measures
Medium-term works are operations taking between 15 minutes and no more than 8 hours, including setting up
and decommissioning of associated TTM. An example of such work is the repair of a manhole cover.
Short-term works are operations that include activities such as patching, site visits, pavement inspections and
sign face cleaning where the works have a duration of 15 minutes or less. An example of such work is an
inspection of a manhole cover.
19
Mobile works may include continuous mobile operations as well as works which involve a series of short duration
periodic stops which are not contained within a fixed work area
The classification of work type for given activities will depend upon site-specific elements. Table 2.1 gives
examples of the work type and appropriate TTM for some sample activities.
2.4.6 Emergency Works

Emergency works is defined as a reactive first response to a road traffic crash or a response to an incident which
may require the removal of debris and temporary repair of the road or associated infrastructure. An emergency is
an unexpected situation that is often dangerous and requires immediate action and would typically be very short
term in duration, typically less than 45 minutes. Depending on the circumstances, emergency works may constitute
mobile, inspection/maintenance or static activities. Due to the reactive nature of emergency works, it may not be
possible to submit a TDP prior to the response. To prepare for situations where a TDP cannot be submitted, the
processes within this guide should be followed to develop method statements for use by the emergency services.
Contractor should also define their own generic plans for dealing with an emergency. Emergency works do not
include situations where a project is running behind schedule and needs to be accelerated. Projects must be
planned appropriately and should follow the TDP processes as set out in Chapter 3.
2.5 Work Type Considerations

There are six fundamental elements that should be used to determine the appropriate type of TTM:
Traffic volumes
Road Classification
Permanent speed limit of road
Method of operation/controlling traffic
Duration of work
Time of working
On single carriageway roads, the traffic volume and speed will dictate the type of traffic control required. On divided
carriageways, detailed knowledge of traffic patterns can enable the TDP designer to schedule the work to be carried
out during low demand periods, thus minimizing their effect on the road network. It is mandatory that the TDP
Approvals Office and Ministry of Interior are involved in this decision making process.
Sign sizes and locations will vary according to the speed of traffic. The type of barrier or channeling device that
must be used is also a function of traffic speed, as are the dimensions of the longitudinal safety buffer area (see
Chapters 4 and 5). High speed roads (i.e. those subject to a speed limit of 80km/h or more) can be particularly
hazardous, and temporary safety barriers are stipulated for all long-term works on high-speed roads (see Section
4.2)
20
Setting out and decommissioning of TTM is itself a mobile activity, and one which can present its own hazards to the
workforce, such as the need to cross the live carriageway in order to position signs. An assessment should
therefore be made to determine the level of short-term TTM required when introducing long-term static TTM.
Table 2.1 Guidance on Selection of Appropriate TTM for various Work Types and Duration
Work Type Description Activity Duration Appropriate TTM

Setting out and removal of
Establishment Setting out and traffic signs, delineation Mobile, Short or
Varies
of TTM decommissioning of TTM devices, safety barriers and Medium-Term
other TCDs
Barrier inspection
Visual inspection, generally of Road surface assessment

Inspections Mobile or Short -
short duration and not Inspect manhole cover <15 mins
and Audits Term
involving any physical works
Inspect traffic signs and line
markings
Cleaning traffic signs
Cleaning gully pots
Lighting column lamp

Planned maintenance or
replacement
Minor repair work causing minimal 15 mins Mobile or
Repairing manhole cover
Maintenance disruption on the road 8 hours Medium-Term
network. Landscaping/ gardening
works
Painting kerbs and flush

median islands
Initial Initial maintenance response Making a damaged barrier

Mobile or Short -
Maintenance to make the road safe safe prior to major <15 mins
Term
Response following an incident. maintenance works
Planned maintenance or
Major repair work causing Resurfacing of Road
>8 hours Long-Term
Maintenance minimal/moderate disruption Drainage pipe replacement
on the road network.
21
Work Type Description Activity Duration Appropriate TTM

Minor changes to existing Carriageway widening
Minor Road
infrastructure and small road Construction of new right turn >8 hours Long-Term
Project
projects slip road
Long-
Construction of an
Significant changes to existing Term/Permanent
Major Road expressway
infrastructure and new large >8 hours Construction in
Project Conversion of roundabout into
scale road projects some cases for
signal controlled intersection
large projects
Response to incidents/events
Heavy goods vehicle crashes
Emergency which may subsequently
into safety barrier resulting in Varies Varies
Works result in repairs being required
repair work being required
to road infrastructure
2.5.1 Staging of Works

There are many risks associated with the implementation, maintenance and decommissioning of TTM. The TDP
must provide detailed methodologies for each of these operations, providing a basis for a safe system of work. The
TDP shall therefore address:
Implementation Initial establishment of a work zone is in itself an operation that carries risk. The
Implementation Plan shall stipulate safe working practices and methodologies for the implementation of the work
zone. In many cases, short-term TTM will be required in order to implement long-term TTM. For example, the
deployment of TMA vehicles may be required on high speed roads whilst safety barriers and traffic signs are
being deployed. Where this is the case it shall be clearly documented within the TDP.
Change-over Any changes that are made to the TTM arrangements during the course of the works, whether
programmed or as a result of external factors, shall be implemented with the same degree of care and attention
demanded by initial implementation. Any planned change-over during the course of the works must have their
own individual Traffic Management Drawing (TMD) and methodology, each clearly documented within the TDP.
Where unexpected premature or delayed change-overs are required, this should be discussed with the TDP
Approvals Office at the earliest possible convenience to ensure that they check whether the approved TDP is still
applicable or whether further documentation is required.
Documenting and Re-opening Once the works are complete, the TTM shall be decommissioned in
accordance with the Clearance Plan and as described in Section 4.11.3. Similarly to implementation, the
clearance of TTM may require short-term TTM to facilitate this operation, which shall be documented within the
TDP.
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2.6 Traffic Diversion Plans (TDPs)
2.6.1 Definition and objective of a TDP

A TDP is a pack of documentation containing full details of the work zone TTM operation, covering all processes
required to plan, implement, maintain and decommission TTM in a safe and efficient manner. It will present the
various considerations that have been applied to confirm that the documented design is appropriate to the type of
work and road in question, as well as satisfying any demands specific to the site. It will also consider and outline all
risks associated with each stage of the TTM operation and will present where risks have been mitigated in the event
of any proposed departures from standard.
An approved TDP is a requirement for the issue of a Road Opening Permit (ROP) and is required to be present at
the work zone at all times. Ashghal PWA and Ministry of Interior have the right to request the contractor to present
the TDP at any time in order to assess compliance and monitor safety. Where the TDP is not available or has not
been reviewed/approved by the required parties, non-compliance will be reported and appropriate actions taken.
Note: In some instances where the Works Area is not located within the Clear Zone, there may be no impact on
road safety, access or the capacity of the surrounding road network, in which case, a TDP would not be required for
the works to take place. However, this should be discussed in the first instance with the TDP Approvals Team, as a
ROP would still be required where the works are located within the right of way. In these cases, the TDP Applicant
must have endorsement from the TDP Approvals Team that their works are exempt from requiring a TDP prior to
issuance of a ROP. For further information regarding Clear Zone requirements refer to Section 4.2.1.
2.6.2 QPro and Road Opening Permits

QPro is an internet-based programme used for the management of ROPs and co-ordination of works on the public
road network. A ROP is a document that is required for the undertaking of any works within the right of way and
must only be issued once the associated TDP has been reviewed and approved by all the required parties if
required. If an approved TDP and/or ROP cannot be produced by the contractor upon request at any time during
the life of the road project, then a non-compliance will be reported and appropriate actions taken.
2.6.3 What to include in a TDP

The information contained in a TDP will vary according to the type, duration and scale of works. However,
regardless of this, the TDP shall always be comprehensive and incorporate the following elements:
A completed TDP Registration Form as provided in Appendix A. This will contain information relating to the
proposed works, including timescales and contact details for the client, consultant and contractors. This shall
also contain the inspection and enforcement program that will be applied to ensure compliance with this Guide.
23
A comprehensive set of Drawings and Details for all phases of the works including TMDs, sign manufacturing
layouts, diversion route drawings and any other related details. All drawings within the TDP should be scaled as
follows:
- Strategic Diversion Route Drawings 1:5000
- Schematic and Concept Drawings 1:2500
- Overview Drawings 1:1000
- Diversion Route Drawings 1:1000
- Traffic Management Drawings 1:500
- Cross Sections 1:100
- Traffic Sign Manufacturing Details 1:10
- All other details and specifications of TCDs 1:10
All drawings submitted as a part of the TDP must include the following information:
- North Point Arrow
- Overview Location map with major roads clearly marked
- Start date/end date
- Scope of works
- Cross section(s) showing existing corridor width, existing lane widths, proposed lane widths, lateral
safety buffer zone(s), work area and pedestrian route width, distance to work site hazard e.g.
excavation with maximum depth, indicating intended delineators, approved type of barrier, including
selected barrier system offset and working width.
- Typical layout number used to develop drawing
- Clear indication of traffic diversion routes including start and finish locations.
- Stakeholders information
- Drawing number
- Project/identification number
- Designers name
- Date of design
- Checked by
- Scale
24
- Signatory boxes (Main Contractor, Supervising Consultant, Program Management Consultant,

Ashghal TDP Reviewer, Ashghal TDP Approver, MOI Traffic & Patrol Department).
An Implementation Plan containing a method statement for implementing the TTM, including treatment of
existing TCDs and the likely disruption to traffic. The Implementation Plan will also include details such as
diversion routes, descriptions and drawings of operational procedures, and changeovers between concurrent
TTM arrangements for various phases of the project. The Implementation plan should clearly state where any
short-term TTM is required to facilitate the deployment of long-term TTM, for example, the use of Truck Mounted
Attenuator vehicles.
A Program of Inspections that shall set out the contractors own program of inspection and review of the TTM
and define the responsibility for specific reviews and inspections throughout the duration of the works. This will
allow the contractor to proactively maintain their TTM to the standard outlined within the TDP and display to any
Ashghal PWA Inspectors/Engineers that appropriate steps are being taken to improve safety on a regular basis.
The frequency of the contractors own inspections will vary depending on the scale and duration of works. This
should be discussed with the TDP Approvals Office during the preparation of the TDP documentation.
A Clearance Plan that shall contain a method statement for decommissioning the TTM at the end of the project.
As with the Implementation Plan, this shall be supplemented with additional information according to the
complexity of the project. The Implementation plan should clearly state where any short-term TTM is required to
facilitate the removal of long-term TTM, for example, the use of Truck Mounted Attenuator vehicles.
A Contingency Plan that shall detail how incidents and emergencies will be dealt with, including details of key
contacts for the emergency services and Ashghal PWA. The Contingency Plan should specifically state how
unplanned and emergency events will be dealt with and what type of unplanned event or emergency would result
in activation of the Contingency Plan. The Contingency Plan should be developed closely with the TDP
Approvals Office and Ministry of Interior Traffic Department, particularly for large scale long-term road projects.
Work Zone Stage 3 and Stage 4 Safety Audits must be undertaken by an independent organization and will
only be required depending on the duration of the works and the impact the works will have on the surrounding
road network. Further information can be found in Section 2.7.4 and in the Qatar Road Safety Audit Guide.
A Network Traffic Impact Assessment is required to assess the traffic impact of work zones and TTM
schemes. The assessment should include traffic analysis and modeling for each of the TTM stages both along
the road corridor where the works are taking place and also along parallel roads, surrounding junctions and the
wider road network. It is the duty of the TDP Applicant to clearly assess the impact of the work zone and TTM
stages on the transportation network, including public transport, pedestrians and emergency services and gain
approval from the necessary stakeholders. The assessment will consider any surrounding work zones or planned
events that will be in place during the proposed works. Works proposed on Strategic Routes must be developed
in consultation with a range of stakeholders including Ashghal Traffic Design Department, Ministry of Interior
(Traffic Police) and the Central Planning Office (CPO). The Strategic Routes are listed and illustrated in
Appendix J together with the Network Traffic Impact Assessment requirements. Works proposed on non-
strategic routes must demonstrate that vehicular and pedestrian access and connectivity is maintained. The level
25
of consultation and traffic analysis is to be proportionate to the size, duration and impact of the works on all
modes of transport. Low impact/short term works must document how the network is impacted even if deemed
negligible.
Stakeholder Management and Communication Plan detailing how stakeholders and the public will be notified
and engaged throughout the life of the works. Depending on the scale, duration and type of works, the level of
stakeholder management and consultation will vary, as detailed in Section 2.6.7.
Note: In order to allow detailed TDP applications to be processed by the TDP Office in a timely manner, all detailed
TDP applications shall be submitted a minimum of 4 weeks prior to the proposed start date of the works. All TDP
submissions must be submitted in accordance with the process charts shown in Chapter 3. An example TDP is
provided within Appendix H.
2.6.4 Generic TDP Elements

Certain work types that are similar in nature and often repetitive, such as maintenance operations, may result in
various elements of a TDP being duplicated each time a submission is made. For example, gully cleaning
operations will have a similar Implementation Plan and Clearance Plan for all 3 lane divided carriageways. Other
examples of routine maintenance items include (but are not limited to) traffic signal maintenance, street lighting
maintenance, manhole maintenance, pavement patching, sign installation, safety barrier repairs and line marking
works. Therefore, generic implementation and clearance plans can be produced for these work types. Refer to
Table 2.1 for further guidance on TDP requirements for different work types.
All generic TDP elements must be prepared and reviewed in accordance with this Guide and require approval by the
TDP Approvals Office. Once generic TDP elements are approved, it will be held within the TDP Approvals Office for
an agreed period of time, where those parties wishing to undertake certain works activity can access the generic
TDP elements to include in their overall TDP submission. It should be noted that certain elements of a TDP, such
as TMDs, could never be generic as these will change with every work location, therefore, the applicant will still
have a duty to supplement the generic TDP elements with the remaining required documentation.
2.6.5 Amendments
It is appreciated that throughout the life of the Road Project, various unforeseen circumstances may result in non-
adherence to the TDP. Whenever the contractor believes non-adherence with the TDP will occur, they should
contact the TDP Approvals Office immediately. The TDP Approvals Office will determine whether any amendments
or additions to the planned works will be the subject of a new or revised TDP, for which all of the reviews and
approvals processes described in this Chapter shall apply.
2.6.6 Identification of Stakeholders

Stakeholders need to be involved at all key stages of the TTM process as this will help to ensure that the work zone
provides a safe environment for all road users and road workers, as well as minimizing disruption on the
surrounding road network. Stakeholders have a key role in the development of TDPs and their local, network and
operational knowledge should be used to the advantage of the TDP Applicant to produce the most suitable TDP
26
possible. A schedule of contacts, including named persons and associated contact details should be developed and
maintained by the TDP Applicant. Stakeholders that should be consulted will include:
Ashghal PWA
Ministry of Interior
Emergency Services
Utility companies
Adjacent land owners/users
Public transport operators
Significant local industries and fleet operators
2.6.7 Stakeholder and Public Communication

Communication with stakeholders and the level of engagement is dependent upon the impact that the proposed
works will have on the road network. The impact of TTM is a combination of geographical location and the duration
of the works. Works on Strategic Routes (see Appendix J) will require a greater level of engagement than non-
strategic or minor roads. Minimum levels of pre-construction, multi-modal communication requirements need to be
guaranteed for all road works.
All works on Strategic Routes are considered to be high impact and require a Communications Plan to be developed
and implemented. The purpose of the Communications Plan is to determine who is to be informed of what and
when, and must be developed with the TDP Approvals Team. Responsibilities for the implementation of the parts of
the Communication Plan will be confirmed as the TDP is developed.
Key messages targeting the different stakeholders identified need to include:
What the works comprise

Who is undertaking them
Where they are going to impact
Why the works are being undertaken
When they are going to start and finish
Potential Route changes/ road closures/ diversions/ event disruptions or traffic congestion
Alternative routes / options
Contact details and feedback mechanism
Programme and Deadline changes
Progress
The effect on businesses in the area
The Contractor is always responsible for the site based communications before and during the works, informing the
public of imminent road works and potential disruption, allowing them to make choice in their travel route. The
Contractor is responsible for communication to the Emergency Services, MOI, Ashghal, Mowasalat and local homes
and businesses when there are to be changes made to the TTM layout which will impact the road network.
27
How and when communication is to be made will depend on the potential impact and duration of the works.
Guidance for the development of the Communication Plan is given in Table 2.2. All Communication Plans are to be
developed by the Contractor and approved by the TDP Office as part of the TDP Approvals process.
The level of required Stakeholder Communication will be highlighted to the TDP Applicant during the TDP
Application process outlined within Chapter 3.
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Table 2.2 Development of the Communication Plan
High Impact Construction Medium Impact Construction Low Impact Construction

Communication Medium/
Tool Communication Communication Communication
Start Date Frequency Reach Start Date Frequency Reach Start Date Frequency Reach
At least 1 At least 1 time At least 1

time at the at the start time at the
Issue Official Letter* start then then start then
At least 3 At least 2 At least 1
followed by followed by followed by
Consultation* months prior months prior month prior to
Stakeholders updates if N/A updates if N/A updates if N/A
to the start of to the start of the start of
Presentations, Meeting or there are there are there are
the work the work the work
briefing session* Programme Programme Programme
or Deadline or Deadline or Deadline
changes changes changes
Issue Official Letter to the
CEO* At least 1 At least 1 time At least 1
Issue Email alert* time at the at the start time at the
At least 2 At least 1 At least 2
start then Country wide then Country wide start then
months prior month prior to weeks prior to
Businesses Direct mail outs to affected followed by services & followed by services & followed by Area based
to start of the start of the start of the
& Services businesses updates if Area based updates if Area based updates if businesses
work work work
there are businesses there are businesses there are
Consultation Deadline Deadline Deadline
Presentations, Meeting or changes changes changes
briefing session
On Site, Road side & Outdoor
Communication*
Project signs, Road work

identification signs
(Signposting, Barrier Control
and Illumination)
Daily On site Daily On site Daily
Changeable/ Variable At least 6 In At least 4 In At least 2
Public weeks prior to surrounding weeks prior to surrounding weeks prior to On site only
Message Signs (VMS)/Digital
the work areas leading the work areas leading the work
Billboards to the site to the site
Roadside signs, LED displays
and screens
Printed communication
Direct mail to affected As required As required As required
homeowners
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2.7 TDP Design Considerations

A number of factors will determine the level of information/documentation required to form the TDP, therefore the
following should all be considered when developing the TDP:
Segregation of works from traffic - The TDP must ensure traffic can safely pass all works activity without
creating a risk to road users or road workers
Traffic volumes, speeds and patterns - Wherever practicable, works and inspections should be undertaken
outside peak traffic times, when traffic flows are generally lower and disruption can be minimized
Type of Road The TDP will differ greatly depending on the type of road the works activity will occur on. Larger
divided carriageways with a higher traffic speed will generally require a higher level of TTM, and will potentially
require short-term TTM to facilitate implementation and clearance (see Section 2.7.1)
Time of working - Traffic flows and other factors may dictate that some activities need to be conducted during
the hours of darkness. Whilst traffic flows may be lower during the hours of darkness, a robust approach towards
the preparation of the TDP must still be taken, as other elements such as temporary lighting provision may need
to be considered
Positioning of vehicles - Vehicles must not be parked in a live traffic lane under any circumstances on a high
speed, high volume road without appropriate static or mobile TTM (See Section 5.7.6 and Appendix F).
Vehicles parked on the hard shoulder or the verge on low speed/low volume roads must be positioned in such a
way to maximize the lateral clearance between the vehicle and live traffic lanes. Vehicles that are required to be
active in and around live traffic must also be marked using the appropriate vehicle conspicuity markings (see
Section 5.7.5)
Visibility - It is important to ensure that there is adequate visibility for motorists on approach to any work zone
and that advance warning signs are clearly visible. Additional advance warning measures may be required where
visibility is limited
Adjacent land use and access - Any vehicular, pedestrian or parking facilitates adjacent to the work zone
should be retained where possible. Where this is not possible, access and parking provision should be replaced
like for like with safe and useable facilities
Available parking locations - If there is no suitable and safe location to park works/site vehicles, then additional
TTM will generally be required. The number of vehicles required for the operation of any work zone should be
kept to a minimum
Temporary arrangements for pedestrians Where possible, pedestrian routes must be maintained, although if
this is not possible, suitable and safe alternatives must be provided. Alternative or temporary pedestrian routes
must satisfy the demand and quality of the existing route (size, form, etc.), provide segregation from work
activities, be free from abrupt changes in grade or terrain and include any necessary provision of facilities and
aids for those with special needs. Where existing or temporary pedestrian routes are sited close to a works
activity, additional provision such as screening/fencing may be required to prevent pedestrians entering the works
30
area or being affected by, or injured by, airborne debris. All existing/temporary routes must be adequately signed
such that the road user can safely navigate through the work zone environment without undue delay (see Section
4.8).
Contingency plan - The planning and assessment of risk should also include a contingency plan so that works
activity can be stopped or delayed in the case of an unplanned event or emergency. The Contingency Plan
should be developed closely with the TDP Approvals Office and Ministry of Interior Traffic Department, particularly
for large scale/long-term Road Projects.
Diversion Routes Where works activity requires a partial or full road closure to be implemented, diversion
routes must be considered during the development of the TDP, as clear direction must be provided to guide road
users through a suitable alternative route. Considerations for diversion routes should include traffic flows and the
diversion route environment to ensure suitability. Proposed routes should be developed in consultation with
stakeholders and clearly signed throughout the duration of the works.
2.7.1 Types of Road

The type of road(s) that will be impacted by works activity and the traffic levels likely to be experienced during the
works need careful consideration. It is important to identify all the roads affected, including any side roads,
accesses, or restrictions on junction movements as a result of the works. The level of TTM required at each work
zone will vary depending on the road type and road speed. These factors are a fundamental design consideration
during the development of the TDP. Table 2.3 outlines Qatars Road Hierarchy and outlines the different
characteristics between each road type. These characteristics should be taken into consideration when developing
TDPs.
31
Table 2.3 Road Types
Road type Characteristics Posted speed

Low speed
Pedestrian area (e.g.
Generally single carriageway
schools, mosques or 30 km/h
High level of frontage
shopping)
High level of pedestrian movement/activity
Low-moderate speed
Generally single carriageway
Urban Undivided Road
Moderate-high level of frontage 50 km/h
Rural Residential Road
Moderate-high level of pedestrian activity
High demand for vehicular access
High speed
Urban Divided Road
Moderate level of frontage and vehicular access demand 80 km/h
Rural Undivided Road
Typically lower levels of pedestrian movement/activity
High speed road
Generally 3 or more running lanes per direction
Rural Divided Road
Can be grade separated (bridges and underpasses) 100 km/h
Urban Expressway
Very low pedestrian movement/activity
Minimal frontage
High speed road
Generally 3 or more running lanes per direction
Can be grade separated (bridges and underpasses)
Rural Expressway 120 km/h
No pedestrian movement/activity
Low access demand
Very minimal frontage
2.7.2 Consistency
It is important that a uniform standard of TTM is apparent within all TDP submissions and the physical TTM layouts
deployed at work zones. This can be achieved with clear and consistent treatment of similar hazards through the
application of standardized layouts, which will promote road safety by allowing road users to identify potential
hazards and negotiate safe passage through or around the works. By using consistent, approved and tested Traffic
Control Devices (TCDs) road users will become familiar with the messages which they convey and their function,
and will subsequently adjust their driving style appropriately to suit work zones. To achieve this, it is important that
all TCDs conform to the requirements specified in the Qatar Traffic Control Manual (QTCM) and any
documentation relating to approved products produced by Ashghal PWA.
32
The Typical Layouts (TLs) provided within Chapter 6, are a useful tool to achieve consistency in TDP submissions
and TTM layouts at all work zones. The TLs provide a base for the development of TMDs, which are a fundamental
element of the TDP submission (see Section 2.6.3).
2.7.3 Departures from Standard

A Departure from Standard is a non-compliance with a requirement of this Guide, which must be authorized by the
TDP Approvals Office prior to implementation. The standards and procedures set out in this Guide have been
designed to provide a consistent level of safety for road users and road workers at all work zones. Therefore, any
departure from these standards shall not be considered without an informed risk assessment being undertaken (see
Section 2.7.5).
Any proposed departures from standard must be clearly documented within the TDP and the applicant must state
the reasons for the proposed departure and present how any risks associated with the proposed departure will be
mitigated. The TDP Approvals Team retains the right to reject the TDP Application if they believe the departure is
not required and that the requirements of the Guide can be achieved.
It is recognized that all work zones differ depending on work types, speed of road and work duration, therefore, any
approved departures from standard will be subject to that particular TDP only. Departures from standard are not
transferable between work zones and are subject to approval in every TDP. TDP Applicants may wish to keep a
commentary detailing the thought processes throughout the development of the TDP. This commentary may assist
the TDP Approvals Team in reviewing the application and understanding why certain decisions were made.
2.7.4 Work Zone Road Safety Audits

Stage 3 and Stage 4 Work Zone Road Safety Audits (RSAs) must be undertaken where the duration of works
exceeds that shown in Table 2.4. Any amendments or additions to the planned works arising from the RSA process
will be the subject of a new or revised TDP.
Table 2.4 Requirement for Work Zone Road Safety Audits

Duration of works
Work type Freeways & Collectors
Arterials
Expressways & Local
Significant reduction in level of service (>30%),
Always
long term works, major impact to permanent road 1 week 1 week
required
alignment
Some impact during peak periods 1 week 1 month 3 months
Minor impact on level of service (e.g. single lane
closure on 3-lane road, footway diversion on 1 month 3 months 6 months
single carriageway)
The RSA and the Decision Tracking Form must be responded to within 3 working days of the Audit Teams debrief
meeting by the Contractor, the Road Safety Audit Team Leader, the Contractors Project Manager and the
33
Contractors Site Traffic Management Supervisor (STMS), prior to being forwarded to the Client Safety Engineer.
For further details please refer to the Qatar Road Safety Audit Guide.
Any work zone meeting the requirements set out in Table 2.4 must have a Stage 3 and Stage 4 RSA undertaken,
although exemptions can be sought. Where exemptions are sought, the processes outlined within the Qatar Road
Safety Audit Guide should be followed and all subsequent correspondence should be included within the TDP.
Any work zone falling below the requirements set out in Table 2.4 does not require a RSA to be undertaken or an
exemption to be submitted.
All Work Zone RSAs must be undertaken by a RSA Team who is independent from the design organization.
Stage 3 Road Safety Audits will form a fundamental part of the TDP application (see Section 2.6.3). Where the
TDP applicant wishes to seek an exemption, this must be clearly documented within the TDP and accompanied with
evidence/documentation supporting the exemption.
2.7.5 Risk Assessment

A Risk Assessment is the process of evaluating the potential risks that may be involved in a projected activity or
undertaking. When undertaking a Risk Assessment it is important to differentiate between hazards and risks:
A Hazard is a potential source of harm or adverse health effect on a person or persons
A Risk is the likelihood that a person may be harmed or suffers adverse health effects if exposed to a hazard
Risk is measured upon the potential harm to health that a hazard may impose, the number of times persons are
exposed and the number of persons exposed. Risk can be broadly categorized into the following:
Unacceptable: risk cannot be justified whatever the level of benefit associated with the activity
Highly Undesirable Risk: The risk can be controlled by mitigation measures requiring significant effort, driving
any residual risk towards being broadly acceptable. The residual risk shall move towards becoming an
undesirable risk, if risk reduction is impracticable or requires action that is grossly disproportionate to the risk
reduction achieved
Undesirable Risk: The risk can be controlled by mitigation measures requiring little effort, driving any residual
risk towards being broadly acceptable
Broadly Acceptable Risk: Minor, insignificant and adequately controlled risks regarded as acceptable and any
further effort to reduce risk is not likely to be required as resources to reduce risk would be grossly
disproportionate to the risk reduction achieved
In assessing risks, consideration must be given to the likelihood of a risk being realized and the severity of any
consequences as a result. The likelihood of a risk being realized will include such considerations as the probability
of a vehicle leaving its running lane, the distance of the hazard from the running lane, the nature of the ground the
errant vehicle would have to cross and any preventative measures employed (e.g. safety barriers & restraint
systems).
34
The severity of any consequences, as a result of a risk being realized, will include such considerations as the
vehicle speed and aggressiveness of the hazard (i.e. the potential for the hazard to cause harm e.g. a pole or tree).
One method of assessing and recording these potential occurrences is by way of a risk matrix, an example of which
is shown in Table 2.5. This must always be accompanied by factual statements and reasoned justification for the
assigned risk level.
Various mitigating and control measures can be employed to reduce the risks identified, although if it is considered
that the content of this Guide is too onerous for a given situation, then certain requirements may be departed from
on the basis of a full and sufficient risk assessment. However, any such departures are subject to a full review by
the TDP Approvals Office (see Section 2.7.3).
Table 2.5- Risk Assessment Matrix
Severity
Non-Injury
Crash Minor Injury Serious Injury Fatality
/Violation
Unacceptable
High
Risk
Highly
Likelihood
Medium Undesirable
Risk
Undesirable
Low
Risk
Broadly
Very
Acceptable
Low
Risk
2.7.6 Incident Documenting Process

The effective analysis of incidents is important to aid continuous improvement of safety standards. The contractor
shall notify Ashghal PWA immediately on the occurrence of an incident and provide a brief report (see Appendix B)
within 24 hours.
This report will detail:
The nature, location, date and time, severity of the incident and its impact on the road network
A sketch showing details of the incident
The incident response action
Contributing factors to the cause of the incident, particularly those related to road or highway asset inventory
failure such as defective street lighting and poor road surface
The effectiveness of the works Contingency Plan (contained within the TDP)
Recommendations for any change in design, response action or works that may help to prevent recurrence of
such incidents (Subject to TDP Approvals Process)
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In the case of a serious or fatal injury within the work zone, the contractor shall arrange an Independent Safety
Engineer to undertake an additional full investigation and compile an incident report. This exercise will investigate
the incident to identify what improvements could be applied to mitigate any safety concerns and reduce the risk of
recurrence. This process must be undertaken by a competent person and completed within seven days of the
incident occurring. Ashghal PWA must be informed of who is undertaking any independent incident investigation.
In the event of an incident occurring within a work zone, the Contractor must follow instruction from the MoI and only
undertake their investigation if given permission to do so. It may be that for minor or damage only incidents such as
TCDs being struck by passing vehicles, the MoI do not wish to be involved. In these cases the incident investigation
process can be agreed during the preparation of the TDP involving the MoI.
2.7.7 Mitigating Measures

The impact of works and any associated risks can potentially be mitigated by a variety of measures, including:
Programming initiatives such as night-time working and avoiding peak traffic periods will reduce the potential
for conflicts and hence the risk level
Co-ordination of multiple work zones Ensuring work zones are co-ordinated will prevent road users
becoming confused as to the correct driving style to adopt
Diversions employing full or partial road closures will reduce the potential for conflicts and hence the risk level
Introduction of reduced temporary speed limits reducing vehicle speeds throughout new and unfamiliar
work zone environments will reduce the potential for speed related crashes
Communication advanced notification to road users through various forms of media will help to ensure
anticipation of works
Hazard warning devices appropriate signage and control measures will help to ensure that road users safely
negotiate the works
2.8 Training and accreditation

All staff involved in the processes associated with work zone TTM shall be trained and accredited to the approved
standards stipulated by Ashghal PWA. Evidence of training and accreditation should be kept by all professionals
working within the work zone. For example, the Site Traffic Management Personnel, the STMS and any
Independent Auditors active within the work zone should all have their training and accreditation qualifications or
permits available for inspection at all times.
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3 - PROCESSES
37
3 PROCESSES
3.1 Overview
This Chapter defines the approach to planning, approval, implementation, inspection, enforcement, and clearance of
Temporary Traffic Management (TTM) at work zones.
3.2 Planning and Approval

The planning and approval of TTM at work zones involves many parties, all of whom have their own responsibilities
(see Section 1.8) In order to ensure only the safest, most compliant and coordinated Traffic Diversion Plans (TDPs)
are approved, it is imperative that Figure 3.1 is followed whenever TTM is being planned for Work Zones.
3.2.1 Initial Development and Concept Planning
The concept design for the proposed road layout should be agreed with the relevant design authority e.g. ASHGHAL
Roads Design Department and the PMC prior to submitting the final detailed TDP.
The purpose of the TDP is to agree the appropriate traffic management layout to be applied either on or to achieve
the proposed road layout. The proposed road layout is separate to the TDP and should be agreed and approved in
advance of the TDP development.
For example the design of a proposed road alignment or cross section shall be assessed and approved by the
relevant design department separate and in advance to the detailed TDP submission.
Stage 1 and Stage 2 Road Safety Audit might be necessary at this point (refer to Road Safety Audit Guidelines and
Procedures).
3.2.2 Consultation
Contractor must consult with the key stakeholders: Ashghal Roads Design Department, Central Planning Office (if
only strategic and/ or sensitive routes), then the TDP approvals office, MOI Traffic Department, Lekhwiya,
Emergency Services and Mowasalat.
After consultation the key stakeholders have to agree on the concept design before the development of the final
TDP.
38
3.2.3 Final Development
The TDP designer develops the full TDP application (refer Section 2.6) after the TDP concept has been approved.
Stage 3 Road Safety Audit might be necessary at this point (refer to Road Safety Audit Guidelines and Procedures).
3.2.4 Approval
The TDP Applicant submits the detailed TDP to the TDP Approvals Office to obtain final approval. A TDP Reviewer
will then review the TDP to make sure it is compliant with the WZTMG. Once the TDP is approved by the TDP
Approver the TDP applicant will be informed to collect the documents from the TDP office. The applicant must notify
the TDP Approvals Office of the proposed starting date so that the Compliance Team can carry out their inspection.
39
Figure 3.1 TDP Planning and Approval Process
40
3.3 Implementation
The purpose of the implementation process is to ensure that TTM is installed in a safe manner and in accordance
with the approved TDP. The process seeks to ensure that the contractor complies with the TDP and communicates
appropriately with the stakeholders throughout. The deployment of TTM should be undertaken in accordance with
safe working practices, as per the Implementation Plan contained within the TDP.
3.3.1 TTM Implementation

Once the contractor is ready to mobilize their work zone, the Implementation Plan shall be reviewed prior to the
deployment of any TTM. Should any significant updates be required (for instance as a result of revised scheduling
or changes in adjacent land use) then the updated Implementation Plan shall be subject to review and endorsement
by the Contractor, Supervision Consultant and PMC, prior to being submitted to the TDP Approvals Office. Such
review, endorsement and approval are required to any updated Implementation Plan prior to the deployment of
TTM.
Once the final review of the Implementation Plan has been undertaken, it must be used to deploy TTM following all
necessary consultations with stakeholders. It is important that the Implementation Plan is followed, as
implementation of TTM can be extremely hazardous, particularly in high speed environments.
3.3.2 Verification of Compliance

Once TTM has been implemented, it must be inspected by the STMS to ensure that it is fully compliant with the
Guide and the approved TDP. The STMS shall continue to undertake regular inspections of the TTM layout in
accordance with the Program of Inspections contained within the TDP. The Supervision Consultant also has a duty
to inspect TTM layouts prior to opening of the work zone and throughout the duration of the works. The TTM layout
may also be subject to random compliance inspections undertaken by Ashghal PWA.
3.4 Inspection and Enforcement

The purpose of the inspection and enforcement process is to maintain the TTM throughout the life of the works at a
level consistent with that designed and implemented.
3.4.1 Routine On-site Inspections

The STMS must maintain all TTM by carrying out regular inspections, to ensure a safe environment for road users
and road workers at all times. Any safety or operational deficiencies shall be documented, including the time by
which any remedial measures must be completed and verified. This documentation should be available at all times,
as Ashghal PWA representatives undertaking random compliance inspections may wish to review the records.
The Supervision Consultant must also undertake their own inspections to ensure their contractor is complying with
the Guide and the approved TDP. The Supervision Consultant has a duty to document, discuss and rectify any non-
compliance with their contractor.
The TDP shall specify a Program of Inspections as specified in Section 2.6.3. The frequency of the contractors own
inspections will vary depending on the scale and duration of works. This should be discussed with the TDP
Approvals Office during the preparation of the TDP documentation.
41
3.4.2 Work Zone Stage 4 Road Safety Audit

Where it has been determined that a Stage 4 RSA is required (see Table 2.4), this shall be conducted by a RSA
Team who is independent from all parties involved in the TTM process. This audit shall assess whether the TTM
deployed within the work zone is safe and fit for use, or if improvements are required. A Stage 4 Work Zone RSA
will consider how the TTM layout performs from both a road workers and road users perspective and will highlight
any hazards or safety concerns relating to both users.
The outcome of the Stage 4 Work Zone RSA, including any recommendations, shall be communicated to the STMS.
It is the responsibility of the STMS to then ensure that all recommendations are incorporated or alternative
arrangements are proposed and agreed. The outcomes of the Stage 4 Work Zone RSA should be kept with the
approved TDP, as this documentation may be requested during random compliance inspections undertaken by
Ashghal PWA. Where significant changes are required as a result of the Stage 4 RSA they should be discussed
with the TDP Approvals Office.
3.4.3 Monitoring and Non-Conformance Reporting

Work zones may be subject to random monitoring by Ashghal PWA to confirm compliance with the TDP and the
Guide and to ensure that safety for road users and road workers is maximized at all times. Ashghal PWA will utilize
a team of Road Safety Inspectors to undertake objective assessments of TTM and determine where non-
compliance with the Guide and TDP are apparent. These non-conformances will be reported to the PMC and/or the
Client Organization to ensure appropriate actions are taken to rectify any safety concerns in an efficient manner.
Depending on the level of non-conformance and the safety concerns noted, the Road Safety Inspector may call
upon the MoI Traffic Police to assist in making immediate safety improvements to the work zone, or to assist in
suspending works whilst safety improvements are made.
The STMS must have a copy of the approved TDP on site at all times and allow any representative of Ashghal PWA
to review the documentation when requested.
An example of a Work Zone Compliance Assessment Report is included in Appendix C.
3.5 Clearance and Re-opening

The purpose of the clearance and re-opening process is to ensure that TTM is removed and the road returned to its
normal operation without causing any undue safety risks to road users or road workers.
3.5.1 Notification of Completion

Upon completion of the works, the contractor shall notify Ashghal PWA that the works are suitable for re-opening.
For major works it may be necessary to obtain approval from Ashghal PWA before TTM can be removed and the
road opened to traffic, which may require a pre-opening inspection/audit.
All stakeholders identified during the planning process and any post-planning updates should also be notified.
3.5.2 Clearance
Clearance of the TTM shall be undertaken in accordance with safe work practices as defined in the Clearance Plan
within the TDP (see Section 2.6.3). This includes the order in which TTM is to be removed, and the measures that
42
will be adopted to ensure the safety of both road users and road workers. The clearance of long-term TTM may
require short-term TTM to be implemented in order to maintain a safe environment for road users and road workers.
3.5.3 Re-opening
The contractor must ensure that all TTM has been removed and that all permanent traffic signs and road markings
have been reinstated before re-opening the road. Once the TTM has been removed, the Supervision Consultant
should ensure the contractor has removed the TTM in accordance with the Clearance Plan. Once this is complete,
the contractor shall notify Ashghal PWA that the road is open and operating under normal traffic conditions.
Ashghal PWA may wish to inspect the works prior to the road being fully opened to road users.
3.6 Emergencies and Unplanned Events

It is recognized that there will be occasions when emergencies and unplanned events require TTM to be
implemented on the road network, which will normally be dealt with by the emergency services or maintenance
response teams. TTM used in these situations should comply with the principles of this Guide as far as is
practicable.
The objective of emergency TTM is to:
Provide short-term protection to those dealing with or involved in the incident
Prevent escalation of the incident
Protect and give direction to other traffic approaching the scene of the incident
Help manage incident-related congestion
As with all TTM, drivers should be given sufficient advance warning of an obstruction, so that they can adjust the
speed and position of their vehicles on the road, in order to pass the obstruction safely.
Examples of typical circumstances when emergency TTM may need to be deployed include:
Road traffic accidents
Emergency maintenance
Broken-down or abandoned vehicles
Debris on the road
TTM for emergency and unplanned events should be continually assessed to decide whether further measures are
required. A dynamic risk assessment should be conducted by those dealing with the incident to include
consideration of such things as weather conditions, road geometry and traffic volumes.
Where it becomes necessary to remain on the road longer than anticipated to complete the unplanned
events/incident related works, a work zone should be established in accordance with the TTM principles set out in
this Guide.
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4 - PRINCIPLES OF
WORK ZONES
44
4 PRINCIPLES OF WORKS ZONES
4.1 General Principles

A work zone comprises the area of road occupied by a Works Area and additional areas of road required for
advance warning signs, tapers, safety buffers and any other Traffic Control Devices (TCDs). All work zones must be
highly visible and provide clear direction to all road users, as well as protecting the road workers within.
Work zones should be designed in accordance with this Guide and any other relevant design criteria, such as the
Qatar Highway Design Manual (QHDM) and Qatar Traffic Control Manual (QTCM). Work zones should always
be appropriate for the operating speed of the environment in which they are located, as well as taking into account
access requirements and negative impact on the surrounding road network.
It is important that a uniform standard of Temporary Traffic Management (TTM) is applied at all work zones, as the
clear and consistent treatment of hazards will promote road safety by assisting road users in negotiating safe
passage through or around the works. Work zones can be broken down into multiple components, which should all
meet the criteria outlined within the following sections in order to achieve consistency and maintain a high level of
safety for all road users and road workers.
4.2 Work Zone Safety and Hazard Protection

In spite of careful attention to the geometric design of roads and the application of safety devices, such as pavement
markings and traffic signs, vehicles do occasionally run off the road. The Safe System approach requires all
personnel involved in the design and construction of Work Zone Traffic Management to accommodate these errors
and eliminate the potential for serious injury collisions with roadside hazards. This is achieved by removal of all
roadside hazards, such as bridge piers, non-frangible sign supports, ditches, concrete blocks, non-frangible poles
and lighting columns, to provide an appropriate clear zone or by ensuring that all roadside hazards are adequately
protected by a suitable road safety barrier system.
4.2.1 Clear Zone

A clear zone is the unobstructed, traversable area provided beyond the edge of the through traveled way for the
recovery of errant vehicles. The clear zone width, measured from the outside edge of the nearest through traffic
lane, must be flat, kept clear of non-frangible hazards and be free of road workers, in the event that an errant vehicle
leaves the carriageway and requires an area to come to a stop (Figure 4.1). If works are to be carried out within the
clear zone then suitable protection must be provided such as road safety barriers or TMAs.
45
Figure 4.1 Clear Zones
The required width of the clear zone varies depending on the permanent speed limit of the road (see Table 4.1)
Table 4.1- Clear Zone Width Required
Permanent Speed Clear Zone

Limit (km/h) (m)
50 5
51-80 8
81-100 10
101-120 12
The values provided in Table 4.1 are based on empirical data and represent a reasonable measure of the degree of
safety suggested for a particular roadside. However, in some cases, an object beyond the clear zone may still
require removal or shielding.
4.2.2 Road Safety Barrier Warrants

The location of the Works Area and any associated hazards, such as TCDs, materials, equipment or infrastructure,
in relation to the Clear Zone will ultimately determine whether a road safety barrier is required.
The warrant for road safety barrier protection will generally fall into two categories:
Works Area (and any related hazards) located within the Clear Zone: a road safety barrier must be provided
for protection [a relaxation may be considered acceptable for short or medium term works (see Table 4.2)]
Work Area (and any related hazards) located outside the Clear Zone: a road safety barrier system is
generally not required. The use of delineation devices only may be acceptable. However, any significant
hazards, such as concrete blocks or deep excavations that could be struck by an errant vehicle should still be
protected.
Note: Any non-frangible objects, such as traffic signs or construction equipment that are associated with the Works
Area and located within the Clear Zone are considered a hazard. An object is considered frangible if it breaks,
distorts or yields on impact, so as not to present a hazard to the vehicle and its occupants. To be considered
46
frangible, traffic control devices such as sign posts must be successfully tested to relevant crash testing
specifications such as EN12767 or NCHRP350.
In certain circumstances, safety barriers may be warranted where a significant hazard lies beyond the Clear Zone.
The TDP Approvals Team has the authority to request that Safety Barriers are implemented even where the
requirements for not introducing this provision are achieved. The following cross sections show various Clear Zone
scenarios.
Figure 4.2. Clear Zone Scenarios
47
Where a road safety barrier is required, these will generally comprise concrete or steel barriers, which are designed
to redirect errant vehicles with minimum displacement, keeping them within the carriageway and preventing them
from entering works areas, building development sites or any other high-risk locations such as deep excavations or
hazardous materials sites. For further information on road safety barrier systems and associated requirements,
refer to Section 5.4.
Only in low speed environments, where excavations are no greater than 300mm in depth, or for short and medium
term works, can plastic water-filled barricades or traffic cones be used (see Table 4.2).
Table 4.2 Road Safety Barrier Warrant Decision Chart
Work type Delineation of Work Area and Working Space

Permanent
Speed Limit Long-Term Medium-Term Short-Term
(km/h) Mobile
> 8 Hours 15min 8 hours < 15min
Excavations
<300mm Depth
50
Excavations or
>300mm Depth
51-80
81-120
Table Key
Concrete/Steel Safety Barrier

Retro-reflective Traffic Cone
System
Plastic water-filled barricade Temporary Speed Limit
Truck/Trailer Mounted Attenuation Vehicle (TMA)
The TDP Applicant shall use Table 4.2 to determine whether a road safety barrier is required and detail the type of
barrier or delineation system within their TDP. The TDP Applicant has a duty to assess the following:
Time and means of installation, maintenance and removal of the devices
Implications arising from their use
The duration of works
Special arrangements, which may be necessary to facilitate safe installation and removal
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Should the TDP Applicant believe that a road safety barrier, that meets the above criteria, is not warranted, they will
be required to submit a Departure from Standard to the TDP Approvals Team, clearly stating why they believe it is
not needed and what their proposed alternative is. For further information refer to Section 2.7.3.
4.3 Lateral Work Zone Components

The lateral components of a work zone serve to fulfill the following:
Define the work area and working space in which road workers should not leave [unless they are a fully trained
Site Traffic Management Supervisor (STMS) or Site Traffic Management Operative and are implementing,
maintaining or decommissioning the TTM]
Define safety buffers, which are required to provide protection to both road users and road workers, as well as
allowing safety barriers to function correctly
Define the area in which road users are permitted to travel through or around the work zone and should not leave
under any circumstances
4.3.1 Lateral Safety Buffer

The Works Area, including any Working Space required shall be separated from road users by a Lateral Safety
Buffer. The Lateral Safety Buffer provides clear separation between works activity and road users, as well as
allowing safety barriers to function correctly in the instance that they are struck by an errant vehicle.
If workers associated with the Works Area are required to pass through, or be active within the Clear Zone at any
time during the works, then a Lateral Safety Buffer and its associated Safety Barriers/Delineation Devices must be
introduced between workers and the carriageway. The Lateral Safety Buffer must be kept clear of plant, equipment
and materials at all times, and no work activities should require the workforce to occupy or move within the Lateral
Safety Buffer.
The boundary between the Lateral Safety Buffer and the Working Space should be delineated by channeling
devices, such as cones or temporary water-filled barricades. The workforce shall not cross this delineation or enter
the Lateral Safety Buffer at any time, including placement of any machinery or equipment overhanging into the
Lateral Safety Buffer from the Works Area.
Only fully trained Site Traffic Management Operatives, under instruction from the STMS may enter the Lateral
Safety Buffer in order to undertake any implementation, maintenance and clearance processes.
The minimum width of the Lateral Safety Buffer is 1.5m measured from the rear of the barrier as shown in the
figures below. This buffer may be reduced for lower speed 50kph local residential type roads. However, this
reduction does not apply to permanent speed limits above 50kph that are reduced temporarily for works. Where a
footway diversion requires pedestrians to be re-routed into the carriageway, a lateral safety buffer must be provided
between the outer pedestrian provision and the traffic (see Section 4.8).
Note: Lateral Safety Buffers must not be used as pedestrian provision. All pedestrian provision must incorporate its
own Lateral Safety Buffer, following the principles outlined above.
49
The Lateral safety buffer can be delineated using various safety barriers and channeling devices, although this is
dependent on the type of works being undertaken, the duration of the works and the operating speed limit of the
road. If in doubt as to which delineation is the most appropriate, the TDP Approvals Team should be consulted. The
various options for delineation devices are shown in the cross sections below.
Figure 4.3 Long-Term Work Zone Lateral Safety Buffers for High Speed Roads (>50km/h)
50
Figure 4.4 Long-Term Work Zone Lateral Safety Buffers for Low Speed Roads (50km/h)
51
Figure 4.5 Short/Medium-Term Work Zone Lateral Safety Buffers for High Speed Roads (>50km/h)
52
Figure 4.6 Short/Medium-Term Work Zone Reduced Lateral Safety Buffers for Low Speed Roads (50km/h)
4.3.2 Lateral Barrier Offset (Shy Line)

A Lateral Barrier Offset is the distance from the edge of the travelled way to a road safety barrier so as to minimize
the potential for motorists to shy away from the barrier or to change their vehicle position within the carriageway.
A Lateral Barrier Offset should be delineated using a continuous white road marking, which can be supplemented
with reflective road studs where the TDP Applicant and/or TDP Approvals Team believe it is necessary, based on
the type of works, duration of works and characteristics of the adjacent carriageway.
A Shy Line of at least 0.5-1.0m offset should be provided adjacent to the front face of the safety barrier. Where the
road cross section is limited, a Shy Line of no less than 300mm should be provided wherever possible. Shy Lines
are strongly recommended where traffic lanes are restricted to minimum widths.
The impact of Shy Lines on the overall cross section of the temporary carriageway should be considered by the TDP
Applicant at the planning stage and clearly outlined within the subsequent TDP submission.
Figure 4.5 Example Shy Lines adjacent to Concrete Safety Barriers
53
Figure 4.6 Lateral Barrier Offset (Shy Line)
54
4.4 Longitudinal Work Zone Components

A work zone comprises five specific longitudinal areas, as illustrated in Figure 4.7.
Figure 4.7 - Longitudinal work zone Components
55
4.4.1 Advance Warning Area

Within the Advance Warning Area, approaching drivers are informed that they are entering a work zone and given
an initial indication of any action to be taken ahead. If a temporary reduced speed limit applies within the work zone,
warning of this is located in the Advance Warning Area.
The length of the Advance Warning Area varies according to the approach speed of traffic, the type of road and
whether speed reduction is being introduced as part of the Works. The Typical Layouts (TLs) within Chapter 6 detail
how this length varies according to different permanent approach speed limits.
4.4.2 Transition Area (Taper)

Within the Transition Area, which includes the taper, traffic is diverted from its normal path to align with the route to
follow through the Works Area. Tapers should comply with the lengths given in Table 4.3.
Table 4.3 - Taper Lengths
Typical Taper Typical Taper Typical Taper

Approach Speed Length for Single Length for Double Length for Triple
Limit (km/h) Lane (3.65m) Lane (7.3m) Lane (10.95m)
Closure Closure Closure
50 55m 110m 165m
51-80 90m 180m 270m
81-100 110m 220m 330m
101-120 130m 260m 390m
Note: The taper is based on the permanent approach speed limit, not on any temporary speed limit that may
commence immediately before the taper. In addition to this, at times provision of a full taper may be impracticable.
On congested roads with traffic speeds of 50km/h or less, the lead-in taper may be reduced to 1:1 (45), particularly
on urban streets where car parking occurs adjacent to the work zone. Lead in tapers may be reduced where positive
traffic control is also adopted, although this should be discussed with the TDP Approvals Team, as it will vary
depending on the location and nature of the work zone.
4.4.3 Longitudinal Safety Buffer

The Longitudinal Safety Buffer is located in advance of the Works Area and after the Transition Area and acts as a
runoff area for errant vehicles that breach the taper within the transition area. As with the Lateral Safety Buffer, this
area shall be kept clear of plant, equipment and materials, and no work activities should require the workforce to
occupy or move within the safety buffer area. The length of the longitudinal safety buffer is determined by the
permanent speed limit that applies to traffic approaching the work zone. Table 4.4 provides the minimum lengths for
the Longitudinal Safety Buffer for specific permanent speed limits.
56
Table 4.4- Longitudinal Safety Buffer length
Minimum length of
Approach Speed
Longitudinal Safety
Limit (km/h)
buffer (m)
50 10
51-80 25
81-100 40
101-120 55
4.4.4 Works Area

The Works Area comprises the total area taken up by the works themselves, including any working space around
the works to accommodate the workforce whilst carrying out their function, and together with providing storage for
plant, equipment and materials. It should also allow all necessary movement and operation of plant (e.g. swinging
of jibs and excavator arms) to be conducted without encroaching into any safety buffers.
4.4.5 Termination Area

The Termination Area is the exit from the work zone, where traffic is diverted back to its normal path and any
temporary speed limit is removed. Exit tapers are generally introduced at 45. In many cases, the exit taper
provides a convenient site exit point and the use of temporary water-filled barricades, or cones, is permitted to
facilitate this.
4.5 Multiple Work Zones

The TDP applicant should liaise with the TDP Approvals Team to determine whether their planned work zone will be
in place along a section of road at the same time as another work zone. Where this conflict cannot be avoided
through works scheduling, attention must be paid towards how the conflicting work zones will interact. The TDP
Applicant has a duty to ensure that their work zone is planned to operate consistently with surrounding work zones,
in order to reduce impact on road safety, access and network capacity.
Where conflicts cannot be avoided between two work zones, attention must be paid to the interaction between the
termination area and advance warning area signing within each work zone. It is important to ensure that the
behavior of road users travelling through or around each work zone is consistent, which can be achieved
predominantly by merging the work zone equipment through discrete changes to traffic signing, and in some cases,
safety barrier provision.
4.6 Carriageway narrowing on single carriageways

Where works require the carriageway to be significantly narrowed, the minimum carriageway width required to retain
two-way operation through the work zone is 6.6m. If this minimum cannot be achieved, then either a full road
closure or an alternating one-way operation must be introduced, incorporating traffic control as appropriate (see
57
Table 4.5). In these cases, safety barriers or other channeling devices shall be used to reduce the carriageway
width to between 3.25m and 3.7m to emphasize the one-way operation and prevent two vehicles from attempting to
pass.
Alternating one-way operation shall be controlled by priority signing, Stop/Go signs or portable traffic signals
depending on the traffic flows and prevailing permanent speed limit (see Table 4.5).
Stop/Go sign control may be applied to works of up to 100m in length. The operators of the signs must have good
intervisibility, and if necessary be provided with two-way radios to enable co-ordination. Portable traffic signal
control may be used where the site length is no greater than 300m.
Where traffic flows are so significant that the restricted length of road would be over capacity, then the TDP
Applicant will have to consider the implications and possible alternative options, for example diversion routes or
alternative working hours.
Note: Operators of any form of traffic control must be appropriately trained and accredited.
Table 4.5 - Traffic Control Decision Chart
Speed Two-way traffic flow

Limit <800 veh/hr 800-1200 veh/hr >1200 veh/hr
(km/h) <40 in 3 mins 40-60 in 3 mins >60 in 3 mins
Priority Signs Stop/Go signs Portable

50
Signals
Stop/Go signs and Temporary

51-80 Speed Limit
Portable Signals and Temporary Speed Limit

81-120
4.7 Lane reduction on divided carriageways

Where a static work zone requires a temporary reduction in the number of lanes on a divided carriageway, this shall
generally be implemented so that the initial lane drop occurs in the offside lane (closest to the central median).
Vehicles travelling at slower speeds should not be required to accelerate to match that of faster moving traffic on the
approach to a work zone.
58
Where the works area is located in the nearside lane (closest to verge/hard shoulder) of a divided carriageway, it will
be necessary to divert the remaining lanes to the required alignment in advance of the Works Area. However,
where a physical feature (e.g. a roundabout) causes general slowing of all traffic, then a nearside lane closure may
be implemented without first closing the offside lane. However, this should be discussed with the TDP Approvals
Team in the first instance.
Any lane closure on a divided carriageway will result in a reduction of capacity along the road. Therefore, the TDP
Applicant shall develop a strategy for minimizing the effect of this loss of capacity, by use of hard shoulder running,
contra-flow operation or scheduling of works for low demand periods. This strategy shall be detailed within the
Network Traffic Impact Assessment within the TDP (see Section 2.6.3 and Appendix I).
4.8 Pedestrian safety

Pedestrian safety is a high priority at all stages of the work zone process. Pedestrians must be protected from both
works activity and from passing traffic. If the works involve closure of all or part of a footway, a safe alternative route
shall be provided, which must include access to adjacent buildings, properties and public areas. Safe routes should
provide a minimum unobstructed width of 1m, increased where possible to 1.5m or more. However, a balanced risk
assessment must be undertaken to ensure pedestrians are provided with the safest option. For example, a route of
1m width which uses the existing footway may be safer than a wider temporary pedestrian route located in the
carriageway.
Temporary pedestrian routes must be constructed of a firm, level pavement surface free from trip hazards, steps or
discontinuities. Kerbs must be ramped and any steep ramps must be safe for wheelchairs or pushchairs to use
without over turning. In addition to this, suitable delineation devices such as barricades, combined with screens /
hoardings where appropriate, must be provided to safely separate pedestrians from hazards within the works area
or building development site. For further information on screen and hoarding systems refer to Sections 4.10 and
5.5.3. Additionally, road safety barrier systems may be required to protect pedestrians from errant vehicles. Refer to
refer to Sections 4.2 and 5.4 for further guidance on road safety barriers and their requirements.
Wherever possible, diverted pedestrian routes should be located away from the live carriageway. However, when
pedestrian routes have to be located in the carriageway, traffic signing and safety barriers must be put in place
before the footway is blocked. An example of a footway diversion into the carriageway is shown in Figure 4.8.
59
Figure 4.8 - Footway Diversion into the Carriageway
Delineators, screens and/or hoardings shall be provided to separate pedestrians from the works area or building
development site and to prevent them from entering the safety buffer areas, as shown in Figures 4.9 and 4.10.
Figure 4.9 - Pedestrian Provision
If the works include hazardous situations, for example deep excavations, then additional provision may be required
to prevent pedestrian access, as shown in Figure 4.10.
60
Figure 4.10 - Pedestrian Provision (increased hazard)
4.9 Temporary Speed Limits

It is sometimes necessary to implement temporary speed limits through work zones, as work zones often result in
the road environment being geometrically changed to a point where the operating speed limit of the road is no
longer appropriate. Temporary speed limits increase safety for road users and road workers and also help to
promote a suitable driving behavior throughout work zones. Table 4.6 outlines the temporary speed limit options
depending on work types, durations and existing operating speed limits.
Table 4.6 Required Temporary Speed Limits
Duration/Type of Operating Speed

Temporary Speed Limit (km/h)
Works Limit (km/h)
Mobile Works (any Not normally appropriate/Subject to Risk
Any
duration) assessment
Not normally Appropriate/Subject to Risk
Short-Term (<15mins) Any
Assessment
Medium-Term (15 > 80 80
mins 8 hours) 80 50
> 80 80
Long-Term (>8 hours)
80 50
Use of Portable Traffic
Signals, Stop/Go, or Any 50
Priority Give Way
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Note: Where geometric standards outlined within this Chapter cannot be achieved within the work zone, it may be
necessary to implement a further reduction in temporary speed limit to account for this (i.e. 50km/h where 80km/h
would normally suffice). This should be discussed with the TDP Approvals Team, as it will constitute a Departure
from Standard. Conversely, there may be examples where the recommended speed limits are unlikely to be
adhered to without additional speed reduction measures, for example reducing a 120km/h limit to an 80km/h limit on
a straight road. The appropriate selection of speed limit and associated speed management strategy, including
speed enforcement (Section 4.8.1), can be determined during the TDP Application Process through discussions
with the TDP Approvals Team.
Where a temporary speed limit is introduced through a work zone, the reduction in speed shall be achieved within
the Advance Warning Area as shown in Figure 4.11, such that the temporary speed limit commences before the
start of the Transition Area.
Figure 4.11 - Example of Speed Reduction Signing Requirement
The temporary speed limit shall be indicated throughout the works with repeater signs located at intervals
determined by the speed limit of the road (see Table 4.7). The permanent speed limit is reinstated within the
Termination Area.
Table 4.7 Speed Limit Repeater Sign Spacing
Repeater Speed Limit

Temporary Speed Limit
Sign Spacing (m)
50 200
+ 50 300
Note: When a temporary speed limit is specified, speed-dependent features such as sign sizes and locations, taper
lengths and geometric design features shall be based upon the permanent speed limit in the Advance Warning and
Transition Areas.
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4.9.1 Speed Enforcement

It is important that vehicle speeds are managed through all work zones. Whilst the MoI would normally be
responsible for enforcing speed limits, it is not practicable to expect a full-time Police presence at work zones.
Therefore, consideration should be given towards automated speed enforcement devices suitable for enforcing
speed limits through work zones:
Combined red light/speed cameras Typically used at intersections
Average speed cameras Typically used within work zones over 500m in length
Point speed cameras Typically used within work zones less than 500m in length
Refer to Section Error! Reference source not found. for details of the use of automated speed enforcement.
Note: The deployment of any speed enforcement devices must be discussed with the MoI and the TDP Approvals
Team prior to submission of the TDP Application.
4.10 Building Development Sites adjacent to the Carriageway

Whilst many building development sites are self-contained, or located away from the carriageway, it is important to
ensure that the building site itself, or any construction related traffic activities, do not have a negative impact on the
safety of road users. It is important, for example, to ensure that any deep excavations within the building site are
adequately protected with safety barriers, unlike that shown in Figure 4.12. In addition to this, building sites must
accommodate safe pedestrian movements (See Figure 4.14) and should not obstruct pedestrians, unlike that
shown in Figure 4.13. Site accesses and any traffic movements generated by the building site must also operate
safely. If a building site is likely to have an impact on the operation of the road network, including any impacts on
pedestrians or cyclists, then a TDP must be submitted and assessed as part of the Building Permit process.
Figure 4.12 (Above Left) Deep excavation within building site requires safety barrier protection
Figure 4.13 (Above Right) Hoardings block footway without any alternative provision
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Figure 4.14 Pedestrian provision around building site incorporating safety barriers, screens and hoarding
4.11 Work Zone Implementation, Maintenance and Clearance

The following general recommendations for the implementation and removal of TTM must be observed:
Work in a safe manner to minimize risk while installing TTM
Long-term TTM will require short-term TTM to facilitate implementation/decommissioning
Plan the order of site establishment to ensure a safe method of work and continued use by road users
TTM must be installed and decommissioned in accordance with the Implementation and Clearance Plans within
the approved TDP
TDPs should be based around work staging, allowing the TTM within the work zone to evolve as the works do
4.11.1 Implementation
Setting out of TTM should be performed in accordance with the Implementation Plan contained within the
approved TDP. Refer also to section 4.12 for preliminary guidance on setting out Work Zones.
Long-term TTM layouts will require short-term TTM layouts, including the use of TMA vehicles, to facilitate
implementation
Ensure the correct use, installation and positioning of TCDs in accordance with the approved TDP and
manufacturers specifications. All traffic signs and safety barriers should be secured with consideration given to
expected weather conditions
TCDs should be positioned with due regard to all road users. They should not impede the free passage of
pedestrians or cyclists, and shall be sited in accordance with the Qatar Traffic Control Manual (QTCM)
regarding lateral set back distances from the carriageway
Site entrances and exits should be signed in accordance with Chapters 5 and 6. The length and ease of
access/egress will be determined by the expected speed of traffic during the works. The access points need to
64
be designed to suit the types of vehicle that will be using them and the safe movement of site traffic from the
access to the egress.
Carry out a drive through/visual check prior to the use of the TTM by road users. This check should confirm that
the site is safe, compliant and installed in accordance with the approved TDP, ensuring the traffic signs and other
TCDs give a clear message to road users and road workers
4.11.2 Maintenance
Regular maintenance of TTM within the work zone is required. The following procedures must be adopted:
Inspection of TTM shall be undertaken to ensure that the measures have been implemented as intended, all
TCDs are still in place and are in reasonable condition, and that the measures appear to be working satisfactorily.
This should be taking place every 2 hours, however, will vary depending upon work type and duration.
Agreement should be made with the TDP Approvals Team on the most appropriate plan of action. Any defects
must be rectified without delay
All equipment used in the TTM layout shall be kept clean at all times. This should be done whenever necessary,
as the reflectivity of traffic signs, cones, reflectors and road markings is greatly impacted when not kept clean
Queuing shall be monitored while TTM is in place, and appropriate action, within reason, taken to alleviate
queuing. This should be discussed with the TDP Approvals Team
The TTM shall not be altered to facilitate the works, as this could have a detrimental impact on its function and
effectiveness. If a change is considered necessary, a revised TDP shall be submitted to the TDP Approvals
Office
These measures shall form part of the Program of Inspections described in Section 2.6.3 of this Guide.
4.11.3 Clearance
The clearance or decommissioning of TTM requires as much care and attention as the implementation of TTM, as
the level of risk to the road user and road workers does not change as a result of works being complete. Therefore,
it is important to note the following:
Clearance of TTM should be performed in accordance with the Clearance Plan contained within the approved
TDP
Long-term TTM layouts may required short term TTM layouts, including the use of TMA vehicles, to facilitate
clearance
65
4.12 Preliminary Guidance on Setting up Work Zones

Setting out the Work Zone should be done by marking out the key areas prior to the traffic management crew
attending the site to set out temporary signs, cones, barricades, barriers, etc.
It is recommended that marking out is undertaken using a measuring wheel with the operative walking in a safe
location well away from the road carriageway, i.e. not on the roadway. Full PPE is required and this activity must be
carried out with additional operatives acting as a lookout for approaching vehicles. For high risk locations a formal
risk assessment must be undertaken before carrying out this activity. This also forms part of the TDP
implementation plan.
All marking out must be carried out on the nearside of the carriageway.
For all TDP implementation plans that require TMA protection or mobile works refer to the Mobile Works Standard
Layouts (Chapter 6).
4.12.1 Taper Start Point (TS Point)

How to identify TS Point for a lane closure
Step 1: Identify and define the start of the works area
Step 2: Step out the Longitudinal Buffer based on the posted speed limit (refer to Section 4.4.3). This point
also represents the end of the taper.
Step 3: Step out the length of the taper based on the posted speed limit (refer to Section 4.4.2) to identify the
start of the taper. The start of the taper is defined as the point where the taper crosses the carriageway edge line.
This is the TS Point.
4.12.2 Signing of the Works

Step 4: Step out the location of each sign in the Advance Warning Area based on the distances shown in the
TDP. Each sign location may be marked or identified using road spray during the marking out process so the signs
crew knows where to install the signs as they come through.
Step 5: Signs should be located on the nearside of the road under TMA protection where appropriate
Step 6: Once the nearside is completed any signs required on the median should be implemented using a TMA
by driving in the offside lane or shoulder. Traffic management operatives must not cross the roads. All signs should
be installed in order from the start of the advance warning area (Point Zero).
66
Figure 4.15 Setting out the Work Zone
67
4.12.3 Removal of the Works
Step 1: Place a TMA in advance of the TSP allowing for roll forward in the event of an impact
Step 2: Working in reverse, against traffic flow, and starting from the end of the work zone remove all traffic
management up to the TSP. All traffic management in the carriageway must be removed before removing the TMA
Step 3: Drive the TMA around a second time and start at the first sign and remove all signs in a forwards
direction.
Step 4: A third pass is required to remove all signs on the median, again starting from the first advance warning
sign.
4.13 Temporary Road Surface (Detours)

In some situations a temporary road may be required to enable works to be completed. Firstly a survey of the area
must be undertaken to identify land ownership and all possible issues that may cause problems with the
construction of the temporary road.
If the area is outside the Right of Way then written permission (NOC) must be obtained from the landowner prior to
construction of a temporary road on their land. This letter must be included as part of the TDP application.
All temporary roads that are more than 300m in length must include a road profile and super elevation design and
this must be developed and approved prior to the TDP submission. A copy of the approved design must be included
as part of the TDP submission.
4.13.1 Construction
A detailed inspection must be carried out before construction begins to highlight any potential hazards or problems
that may cause issues later. The existing ground must be graded and levelled. Where interlock paving is removed,
any remaining blocks must be stabilized and the level must be the same as the existing road level. Gullies and
manholes must be lowered to the new level, and the lids secured so that they do not flip up and cause damage to
vehicles. In certain cases gullies and manholes may be plated and buried.
For temporary roads that are less than 300m in length, and in place for three months or less, a compacted milling
material may be used. Where compacted milling material is used the operating speed on the road should be no
more than 50kph. All other temporary roads must be of a suitable construction to match existing roads. For
construction on new ground it is mandatory to follow the QHDM (Qatar Highway Design Manual).
All conflicting road markings must be removed. Blacking out is not an acceptable practice. All relevant new road
markings shall be of the correct reflectivity and conform to the QTCM (Qatar Traffic Control Manual).
68
When all works are complete the area must be reinstated as to its pre-works design. A hand over inspection must be
completed before re-opening the permanent road to traffic and agreement obtained from the MOI. Refer to Section
3.4.2 regarding requirements for Road Safety Audit prior to opening the road. Upon re-opening the permanent road,
the temporary road must be completely removed and the land returned to its original condition.
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70
5 - EQUIPMENT
71
5 EQUIPMENT
5.1 Principles
This Chapter provides an overview of the equipment specifically associated with work zones, and provides
instructions for its deployment in order to allow road users to pass safely and efficiently through the work zone. Only
the equipment defined in this Guide is authorized to be used at work zones in Qatar. All equipment and Traffic
Control Devices (TCDs) used within work zones in Qatar must be approved by Ashghal PWA.
5.2 Conflict with Permanent TCDs

During works activities care must be taken that permanent traffic signs and road markings do not conflict with the
temporary traffic signing and road markings. This can be addressed by temporarily covering or removing traffic
signs and road markings to ensure that information is consistent with the temporary road layout, and with any
temporary diversions or other changes in the surrounding road network.
5.2.1 Treatment of Conflicting Traffic Signs

Any temporary traffic signs must accurately represent the prevailing conditions through the work zone environment
and be implemented in accordance with this Chapter, the Typical Layouts (TLs) within Chapter 6 and the Qatar
Traffic Control Manual (QTCM). All permanent traffic signs made redundant by works, that will still be required
once the works are complete, must be covered. Those traffic signs that are made redundant by the introduction of
the work zone and will not be relevant or required after completion of the work can be permanently removed.
Those sign faces that require covering must be done so using a secure, opaque material that is durable and will
withstand any expected weather conditions. In addition to this, the covering used must not damage the sign face in
any way. Any temporary patches applied as part of a work zone shall be consistent with the materials used on the
permanent sign and must also not damage the permanent sign in any way.
Permanent traffic signs within the work zone that remains relevant throughout the works and do not require covering
or removing must not be obscured by the introduction of temporary traffic signs.
5.2.2 Treatment of Conflicting Road Markings

In many instances, the introduction of work zones will temporarily alter the alignment along which traffic moves
through. As a result of this, there may be cases where safety barriers and delineators conflict with existing road
markings. A common product of this is where safety barrier alignments dissect an existing road marking directing
vehicles into safety barrier or delineator provision. To avoid this, existing conflicting road markings should be
masked so they are not visible to road users and temporary road markings should be introduced to assist in guiding
vehicles through the work zone.
The duration of works will determine how to treat temporary and existing road markings. For mobile, short-term and
medium-term works, it is not practical to remove existing road markings and implement new temporary road
markings. However, for long-term works there are often safety benefits in coordinating road marking provisions.
72
The treatment of existing road markings and introduction of temporary road markings can be broken down into the
categories shown in Table 5.1.
Table 5.1 Treatment of Permanent/Temporary Road Marking Conflicts
Long-Term Treatment of Existing Conflicting Road

Introduction of Temporary Road Markings
Works (Duration) Markings
All work zone road markings to be tied into
> 1 Month Remove permanently existing road markings using permanent
solutions, such as thermoplastic paint
All work zone road markings to be tied into
existing road markings using temporary
< 1 Month Cover using black self-adhesive tape
solutions, such as yellow or white reflective
adhesive tapes
Temporary raised reflective road studs may be used to supplement temporary lane markings and shall be colored in
accordance with Qatar Traffic Control Manual (QTCM) and installed at 1 meter intervals. All such studs must be
bonded to the road surface in a manner which resists displacement by vehicle overrunning. Once all works are
complete, all temporary road markings associated with the works shall be removed. All permanent road markings
that were covered up or removed as part of the works shall be uncovered or reinstated. The preferred method for
permanently removing road makings is by water blasting (high pressure water jetting). Blacking out is not an
acceptable method for removing road markings permanently.
Figure 5.1 (Above Left) Attempted road marking removal using non-compliant oil based black paint
Figure 5.2 (Above Right) Road marking removal using black self adhesive tape (daytime)
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Figure 5.3 Road marking removal using black self adhesive tape (evening)
5.3 Signing
All temporary signs associated with a work zone must be designed and constructed to a similar standard to
permanent traffic signs. The visibility of temporary sign faces is important, particularly at night. All retro-reflective
sign face material must meet or exceed Type XI reflectivity specifications as per the US Standard Specification for
Reflective Sheeting for Traffic Control (ASTM D4956-13).
All retro-reflective sign face materials shall be supported on a flat smooth plate material such as aluminium,
aluminium composite or Glass-Reinforced Plastic (GRP) to EN 12899-1:2007. Whilst the materials used to
construct temporary signs may be similar to those used to construct permanent signs, temporary sign materials shall
be lightweight, strong, durable and able to resist deformation by normal climatic conditions.
Materials such as steel, wood, plywood, cardboard, lightweight flexible plastic or other similar materials must not be
used. Temporary signs used on short and medium-term works may be hinged to allow the reflective sign face to be
completely covered when not in use.
The hinge on any reflective sign face must be covered in the same retro-reflective material as the surrounding face
so that visual interruption of the legend is minimized. The sign when folded and not in use shall completely cover
the reflective face.
A non-reflective identification sticker containing the name and contact number of the Site Traffic Management
Supervisor (STMS) shall be affixed to the rear of each sign plate. This sticker shall be no bigger than 150mm x
300mm.
Table 5.2 provides an overview of the various types of traffic sign. The General column illustrates the shape and
colour of each sign type when used in permanent circumstances. However, within work zones the background
colour is revised in most cases to provide a yellow colour theme through the work zone.
Only those signs defined in this Guide are authorized to be used in work zones in Qatar. Any other signs must be
approved by Ashghal PWA.
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Table 5.2 - Sign Shape and Color Standards
Sign type Purpose Appearance General In Work Zone

Provide
Triangular with a
warning in
Warning red border,
advance of
Rectangular
hazard
Circular and
Mandatory Instruction.
usually blue
Circular with a
Prohibition or red border,
Regulatory
limit. sometimes with
a diagonal bar.
Provides Rectangular,
Informatory
information and vary in color
Rectangular or
Provides route
Direction chevron and
information
vary in color
5.3.1 Sign Sizes

The size of a sign is determined by the speed of traffic approaching it. For signs associated with work zones, this
speed shall be taken as the permanent speed limit for all signs within the advance warning and transition areas. If a
temporary speed limit applies, sign sizes in the works and termination areas may be reduced by one level, for
example, on a 120km/h road, within a work zone subject to a temporary speed limit, signs may be 900mm rather
than 1200mm. Standard detail drawings showing sizing information for some standard signs is included within
Appendix E.
Table 5.3 gives the minimum size of standard signs to be used for given speed limits. Worded signs are to be to the
specified aleph- and x-heights.
75
Table 5.3 - Standard Sign Sizes in work zones
Minimum Diameter /
QTCM Sign Height Circular / Worded signs Aleph Minimum forward
Speed Limit
Identifier Triangular signs / x-height (mm) visibility (m)
(mm)
50 [a] 600 130 / 75 60
51-80 [b] 750 170 / 100 75
81-100 [c] 900 255 / 150 100
101-120 [d] 1200 255 / 150 100
Note: Sign Identifier [e] relates to electronic signs which will vary in size depending on work type and duration.
5.3.2 Sign Locations

It is important that temporary traffic signs are visible when placed on a road so that the information displayed can be
easily read and understood by the road user. They must also be positioned with due regard to all classes of road
user and shall not restrict access to/from any adjacent frontage.
All signs shall be positioned on the highway in accordance with the Qatar Traffic Control Manual (QTCM).
5.3.3 Traffic Signs for Work Zones

Table 5.4 details the signs from within the Qatar Traffic Control Manual (QTCM) that can be deployed in Work
Zones. The table gives the name of each sign and also provides the reference number taken from the Qatar Traffic
Control Manual (QTCM) and where each sign can be found within the Qatar Traffic Control Manual (QTCM).
Whenever signs are referenced within the TDP, they should be referenced using the names and numbering detailed
within this table. Depending on the duration of long term works, permanent signs may be more appropriate, in which
case, signing should be based around permanent signs within the Qatar Traffic Control Manual (QTCM). If long
term works are likely to exceed 12 months in duration, traffic signing provision should be discussed with the TDP
Approvals Office in the first instance. Any signs that are required within Work Zones that are not detailed within this
Guide, i.e. Non-standard signs, should be developed in accordance with the Qatar Traffic Control Manual (QTCM)
and approved for use by the TDP Approvals Team.
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Table 5.4 Traffic Signs for use within Work Zones
Sign QTCM QTCM

Sign Name
number Section Part
1.2.7
1 1.1.3,
GIVE WAY R101
2 1.2.6,
1.9.3
GIVE WAY plate for sign 1 1.2.7

P200
R101 2 1.9.3
1.2.8
1
Keep right (left) R108-L/R 1.3.4,
2
1.8.3
1.2.9
1
1.1.6,
No entry R117 2
1.5.4
3
2.7
Traffic has priority over 1 1.2.8

vehicles from the opposite R113
direction 2 1.3.4
No waiting or loading R138 1 1.2.10
No clearway and no stopping R145 1 1.2.12
STOP T100 5 5.3.4
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Sign QTCM QTCM

Sign Name
number Section Part
GO T101 5 5.3.4
Oncoming vehicle has priority T102 5 5.3.4
No left turn T103-L 5 5.3.4
No right turn T103-R 5 5.3.4
No U-turns T104 5 5.3.4
No buses T105 5 5.3.4
No trucks T106 5 5.3.4
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Sign QTCM QTCM

Sign Name
number Section Part
Axle weight limit T107 5 5.3.4
Gross weight limit T108 5 5.3.4
Maximum vehicle height T109 5 5.3.4
Maximum vehicle width T110 5 5.3.4
No overtaking T112 5 5.3.4
No overtaking by trucks T113 5 5.3.4
Maximum vehicle length T114 5 5.3.4
79
Sign QTCM QTCM

Sign Name
number Section Part
Temporary speed limit entry T115 5 5.3.3
Temporary speed limit

repeater sign T116
with speed camera
5 5.3.3
Average speed camera

(variant)
Temporary speed limit ahead T117 5 5.3.3
Temporary speed limit ahead

enforced by radar or speed T118
cameras
5 5.3.3
Average speed camera T118. 1

(variant)
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Sign QTCM QTCM

Sign Name
number Section Part
Road works T200 5 5.3.3
Cross carriageways ahead T201 5 5.3.3
Side carriageway ahead

T202-R
right
5 5.3.3
T202-L
Side carriageway ahead - left
T-intersection ahead right T203-R
5 5.3.3
T- intersection ahead - left T203-L
Roundabout ahead T204 5 5.3.3
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Sign QTCM QTCM

Sign Name
number Section Part
Carriageway merges from T205-R

right ahead
5 5.3.3
Carriageway merges from left T205-L

ahead
Merge to major carriageway T206-L

from left ahead
5 5.3.3
Merge to major carriageway T206-R

from right ahead
Bend ahead - left T207-L
5 5.3.3
Bend ahead - right T207-R
82
Sign QTCM QTCM

Sign Name
number Section Part
Double bend ahead left T208-L
5 5.3.3
Double bend ahead - right T208-R
Carriageway narrows on right T209-R
5 5.3.3
Carriageway narrows on left T209-L
Carriageway narrows on both

T210 5 5.3.3
sides
End of divided carriageway R108 5 5.3.3
Two-way traffic ahead T212 5 5.3.3
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Sign QTCM QTCM

Sign Name
number Section Part
Traffic signals ahead T213 5 5.3.3
Pedestrian crossing ahead T214 5 5.3.3
T215
School or playground ahead 5 5.3.3
Slippery carriageway ahead T216 5 5.3.3
Road humps ahead T217 5 5.3.3
Uneven carriageway surface

T218 5 5.3.3
ahead
Height restriction ahead T219 5 5.3.3
Overhead power cables

T220 5 5.3.3
ahead
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Sign QTCM QTCM

Sign Name
number Section Part
Other hazard ahead T221 5 5.3.3
Loose chippings T222 5 5.3.3
Reduction in traffic lanes

(Distance, number of traffic T223
lanes, and lanes closed may
be varied)
5 5.3.3
Alternative design T224
Divert to hard shoulder T225 5 5.3.3
Rejoin main carriageway

T226 5 5.3.3
(number of arrows varies)
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Sign QTCM QTCM

Sign Name
number Section Part
Divert to opposite carriageway

T227
5 5.3.3
Variant - including distance

T227.1
plate
Deviation of lane alignment

(Number of arrows varies T228
may be reversed)
5 5.3.3
Variant including distance

plate T228.1
Hard shoulder closed

T229 5 5.3.3
On red stop here T230 5 5.3.6
Temporary surface T231 5 5.3.6
Works access T232 5 5.3.6
Works exit T233 5 5.3.6
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Sign QTCM QTCM

Sign Name
number Section Part
Construction traffic only T234 5 5.3.6
No construction traffic T235 5 5.3.6
Carriageway ahead closed T236 5 5.3.6
Carriageway closed T237 5 5.3.6
Traffic control ahead T238 5 5.3.6
Works access
T239 5 5.3.6
(distance may be varied)
Carriageway closed T240

(distance may be varied)
5 5.3.6
Variant (English only distance T240.1

shown)
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Sign QTCM QTCM

Sign Name
number Section Part
Chevron board T300
5 5.3.3
Segmented chevron board T301
Electronic arrow board T302 5 5.3.3
Vehicle mounted Pass to

T303 5 5.3.3
right or left arrow sign
Carriageway closed diverted T400

traffic go ahead
5 5.3.5
Variant T400.1
Start of diversion route T401 5 5.3.5
Advanced indication of
direction of temporary T402 5 5.3.5
diversion route
Direction of temporary
T403 5 5.3.5
diversion route
Advanced indication of
direction of temporary
T404 5 5.3.5
diversion route to destination
shown
88
Sign QTCM QTCM

Sign Name
number Section Part
Direction of temporary
diversion route to destination T405 5 5.3.5
shown
End of diversion route T406 5 5.3.5
Pedestrian route T500
Variant T500.1
5 5.3.6
Variant T500.2
End of road works or

P900 5 5.3.3
restriction
Display plate (distance to be

P901 5 5.3.3
varied)
Extent of hazard P902 5 5.3.3
Supplementary plate for sign

P903 5 5.3.3
T221
Supplementary plate for sign

P904 5 5.3.3
T209-R/L
89
Appendix E contains standard details showing sizing information for some of the signs contained within Table 5.4.
5.3.4 Work Zone Information Boards

Every work zone must have an information board located in a position that is clearly visible to members of the public
and visitors to the work zone. The Work Zone Information Board must detail the following information:
Client Organization
Name/Reference of Project
Project Management Consultant Details
Consultant Details
Contractor Name
STMS name and contact details
The Work Zone Information Board will allow members of the public and independent safety inspectors/auditors to
report any safety concerns or non-compliance relating to the Temporary Traffic Management (TTM) directly to the
correct contact. A Work Zone Information Board example can be found in Appendix E. It is important that Work
Zone Information Boards have no more or no less information shown than that detailed above.
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5.3.5 Sign Supports

Temporary sign support structures may be portable steel structures weighted with low level granular ballast, called
sandbags.
Where roadwork or temporary situations exist for extended periods of time, permanent sign structures including
steel posts may be used as an alternative to portable frames to reduce maintenance. All temporary sign support
structures must meet relevant crash testing specifications such as EN12767 or NCHRP350 and be approved for use
by Ashghal PWA.
Figure 5.4 Traffic Signs mounted on Steel Frames with low level granular ballast
Portable temporary frames must comply with the following requirements:
Will not cause significant damage to a vehicle or injury to an occupant if struck
Are stable under normal expected weather conditions and reasonably expected air turbulence from passing traffic
Shall be provided with low level bars or bases at no more than 300mm above road level to allow the placement of
sandbag ballast
If blown over by significant inclement weather conditions or passing traffic they shall:
- Blow over longitudinally such that no part of the sign or frame shall present a significant hazard to
traffic in the event of a collision
- Should fall relatively flat and lie with no part more than 150mm above ground level except where
prevented by sandbag ballast
Where round frames are used, they shall:
- resist the rotation of the sign face by wind and turbulence from passing traffic
- On single posts be used for sign plates no greater than 750mm regulatory size
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- Not roll over
- Have a low profile base, no higher than 150mm
- Shall break away from the base and ballast support on impact
All temporary frames shall be adequately secured with sandbags, which must contain approximately 20kg of
granular material. The bag itself must be made from hessian or woven plastic, allowing the discharge of the material
in the event of a collision. Multiple sandbags are usually required to adequately secure temporary frames in order to
avoid displacement by normal wind conditions or turbulence from passing traffic.
Thick plastic bags or bags containing significantly more than 20kg of granular material shall not be used. Concrete
blocks, rocks, kerbs, timber baulks, road pins, steel or other non-frangible material must not be used as sign ballast.
Sufficient ballast shall be provided to adequately secure each temporary sign in normal weather conditions but it
shall not prevent the sign frame blowing over longitudinally in the event of significant conditions being experienced.
This prevents any part of the sign plate detaching from its support and becoming a hazard to traffic.
Multiple temporary frames may be placed laterally and combined to support larger individual temporary signs.
If permanent steel sign posts or similar are used to support temporary signs, the support structures must be
designed and installed as if they were permanent signs and must comply with the requirements of the Qatar Traffic
Control Manual (QTCM) and Qatar Highway Design Manual (QHDM). Suitable foundations shall be designed
and installed and no part of the foundation structure shall project above the surrounding road level.
Where sign posts with a diameter greater than 150mm are used to support a temporary sign, or any part of the
foundation projects above the surrounding ground level, a road safety barrier system must be installed to minimize
the risk to traffic in the event of a collision with the sign structure (see Section 5.4).
5.4 Temporary Safety Barriers

Temporary safety barriers are designed to physically separate vehicles travelling through a work zone from road
workers and any hazards such as excavations, construction equipment and construction materials. The purpose of
a temporary safety barrier is to redirect an impacting vehicle with minimal deflection in a way that minimizes injury to
the vehicle occupants.
All safety barrier systems used for TTM, including individual barrier units, connections, transitions, and attenuation,
must meet the minimum performance criteria of NCHRP 350, MASH 08 and/or EN1317 and be approved for use by
Ashghal PWA (refer to Road Safety Barrier Systems OM-PPQ-RSB-XXX). All temporary barrier systems must
also be installed in accordance with tested configurations and manufacturers instructions.
The most common safety barrier systems used for TTM are rigid concrete or steel barriers. Accepted concrete
barrier profiles include the Oregon Department of Transport F-Shape 3-Pin and Loop system.
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Figure 5.5 Oregon Department of Transport F-Shape 3-Pin and Loop System
Accepted steel systems include the BarrierGuard 800 and VarioGuard proprietary systems. Any alternative systems
or profiles must be approved for use by Ashghal PWA.
Figure 5.6 (Above Left) VarioGuard Steel Safety Barrier System
Figure 5.7 (Above Right) BarrierGuard800 Steel Safety Barrier System
When selecting a barrier system, consideration must be given to the required containment level and barrier
deflection characteristics. The area behind any barrier that falls within the design deflection of the barrier system
must be kept clear of all road workers, construction equipment and materials. This will be fulfilled through the
correct implementation of a Lateral Safety Buffer (see Section 4.3.1).
Individual barrier units must be properly connected along the whole length for the barrier system to perform in the
appropriate manner. The method of connection may vary but generally consists of steel pins inserted through
overlapping steel loops on the outer edge of each barrier unit. Only connections that are approved by Ashghal PWA
shall be used.
The length of temporary barrier required should be determined from the length required to adequately shield the
work zone plus additional lengths to form any required tapers and introduce end treatments such as flaring or
attenuation. The minimum length of temporary barrier shall not be less than the minimum length of system
93
recommended by manufacturers based on the successful crash tests of the product. Barriers of different size,
profile or material should not be used in the same installation unless an approved transition is provided.
5.4.1 Delineation of safety barriers and barricades

All temporary safety barriers must have adequate delineation installed to guide road users through the work zone,
particularly at night, and also alert road users to the presence of a barrier. Highly reflective tape (Type XI: ASTM
D4956-13) at least 200mm wide reflective strips or corrugated aluminum reflective panels (3M LDS
http://www.3m.com/product/information/Linear-Delineation-System.html or similar) at least 150mm wide placed on
the side of the barrier facing traffic shall be provided. The reflective device must be colored in alternating horizontal
lengths of yellow and red. Reflective tapes must extend the length of the barrier into which they are placed.
Reflective profiled aluminum panels must be installed in accordance with the manufacturers guidance.
Figure 5.8 (Above Left) Corrugated Delineation Panels
Figure 5.9 (Above Right) Self Adhesive Reflective Strips
High intensity solar powered warning lamps must be installed on safety barriers, barricades and cones at all
locations. The warning lamps or beacons are to be amber and must be regularly checked to confirm that they are
operational. The lamps must be placed at regular intervals as shown in Table 5.5 and comply with EN 12352 and
EN 12353
Table 5.5 Flashing Lamp or Beacon Spacing
Flashing beacon
Situation
spacing (m)
Taper 9
Longitudinal 18
Localized Minor Work Area 4
5.4.2 End Treatments

The untreated end of a safety barrier is extremely hazardous if hit by an errant vehicle. The ends of temporary
safety barriers must be appropriately treated either with a crashworthy end treatment, such as an energy absorbing
attenuator (crash cushion), or if sufficient room is available by flaring the exposed end of the barrier away from
94
approaching traffic so that it cannot be hit. The proposed treatment of barrier ends must be clearly stated within the
TDP outlining why the chosen treatment option has been chosen.
Figure 5.10 (Above Left) Oregon Type concrete barriers with flared end
Figure 5.11 (Above Right) Barrierguard800 connected to TRACC end terminal
One concern with flaring a section of barrier is that a sharp flare rate increases the angle at which the barrier can be
hit. As the angle of impact increases, the severity of crashes increases. The ends of temporary barriers shall be
flared at a maximum flare rate as specified in Table 5.6. Flatter flare rates should be used where space permits.
Table 5.6 Maximum Flare Rates for Barrier Ends
Approach Speed
Flare Rate
Limit (km/h)
50 10:1
51-80 14:1
81-100 18:1
101-120 22:1
5.5 Traffic Channeling Devices

It is necessary to provide safe indication to road users passing through work zones of the path they must follow.
When concrete or steel barriers are provided, these fulfill this role for vehicular traffic. However, there are occasions
where concrete or steel safety barriers may not be appropriate and traffic cones or water-filled plastic barricades
may be required (see Section 4.2.2). These will include:
Short/Medium-term works (Less than 8 hours in duration)
Mobile works
To facilitate the installation of concrete/steel safety barriers
Where a permanent speed limit of 50km/h or less applies to the road (only where excavations are less than
300mm in depth)
95
Note: If an excavation of 300mm or more in depth is present within the works area, then plastic water-filled
barricades and traffic cones are not permitted and concrete or steel safety barriers must be deployed.
There will frequently be a need to delineate boundaries within the work zone, for example, the delineation for a
Lateral Safety Buffer within the Works Area. In these cases, the use of traffic cones and plastic water-filled
barricades is permitted, as they will have no interaction with public vehicular traffic.
5.5.1 Plastic Water-filled Barricades

When using Plastic Water-filled Barricades they must be linked together in an approved manner in accordance with
the manufacturers guidance to form a continuous delineation boundary. In most cases, Plastic Water-filled
Barricades must only be used to delineate boundaries within the Work Zone and are generally not suitable to be
deployed as safety barrier. However, depending on the duration of works, type of works, speed of traffic and the
presence of excavations over 300mm in depth, these devices may be suitable for use in certain circumstances. For
further information refer to Section 4.2.2.
Figure 5.12 Plastic water filled barricades within Work Zone
Requirements:
Plastic water-filled barricades must be approved by ASHGHAL (refer to list of Approved Traffic Control Devices).
Plastic Water-filled Barricades shall be filled with adequate levels of water in accordance with the manufacturers
specification, or to a height of at least 300mm to prevent excessive displacement as vehicles pass by or from
interference by wind, weather, pedestrians or members of the work force
Plastic water-filled barricades must be made with plastic material of sufficient thickness and strength so as not to
split under the above ballast requirements (UV/ Color stabilized plastic) and provided with bungs/ plugs to hold
water.
96
Plastic Water-filled Barricades shall be manufactured from a durable material, able to endure impacts from
passing vehicles without suffering damage or damaging the passing vehicle, or causing injury to pedestrians and
road workers in the vicinity
Alternate units in a system shall be colored red/orange and white
Plastic Water-filled Barricades must be highly visible to drivers. Flashing lamps or beacons must be used in
accordance with Section 5.4.1. Reflectors or reflective tape should also be attached to the barricades to improve
visibility
Plastic Water-filled Barricades shall be designed to link together to form a cohesive system. The linking system
shall be applied in accordance with the manufacturers instructions. Delineators from different manufacturers
shall not be used together unless the linking systems are compatible
Plastic Water-filled Barricades must not be used as a safety barrier, as they do not offer the same level of vehicle
containment, and result in large deflection into the works area when impacted. Where it is not practicable to provide
safety barriers, this shall be detailed within the TDP Application and discussed with the TDP Approvals Office.
5.5.2 Traffic Cones

The purpose of traffic cones is to provide a visual indication to drivers that the carriageway ahead is realigned. They
may be used for mobile, short or medium-term works or in conjunction with a vehicle or vehicles fitted with an
attenuation device. However, it should be noted that they are not suitable for delineating pedestrian routes.
Figure 5.13 Plastic Traffic Cones within Work Zone
Requirements:
All traffic cones must conform to BS EN13422:2004 (Class W1) and be approved by ASHGHAL (refer to list of
Approved Traffic Control Devices).
All traffic cones shall be manufactured from a durable material, able to endure impacts from passing vehicles
without suffering damage or damaging the passing vehicle, or causing injury to pedestrians and road workers in
the vicinity
97
Traffic cones shall be of a hollow, conical shape to enable them to be stacked one on top of another, when not in
use
Traffic cones shall be orange/red fluorescent color, with a white high intensity retro-reflective band that covers the
middle third of the cone so as to be visible during both hours of daylight and darkness
All traffic cones shall have an adequately weighted base, in order to withstand any minor collision or air
turbulence from passing traffic
In situations where traffic cones remain set out during the hours of darkness, a high intensity flashing lamp must
be fixed to the cones at intervals as detailed in Table 5.5.
Traffic cones are available in a range of sizes. However, to standardize their use it is recommended that a single
size is used 1000mm high with a base diameter of 500mm.
The position and spacing of traffic cones within a work zone is governed by the nature of work being undertaken and
the environment in which they are to be used. Traffic cones can be positioned on one or both sides of a traffic lane,
at distances detailed in Table 5.7.
Table 5.7 - Traffic Cone Spacing
Traffic Cone Spacing

Situation
(m)
Taper 3
Longitudinal 9
Localized Minor Work Area 1-2
5.5.3 Screens and Hoardings

Screens are used to reduce the level of distraction to drivers and other road users created by work zones. They can
also be used to reduce the amount of dust being blown across the road. Screens can be mounted on safety barriers
or barricades, or be self-standing on concrete footings behind a safety barrier (outside of the Lateral Safety Buffer).
Screens should be used on long-term works greater than 1 month in duration to reduce the level of distraction to
drivers and where there is a strong likelihood of substantial amounts of dust being blown across the road. An
example of a suitable screen detail can be found in Appendix E.
98
Figure 5.14 Hoardings on road construction site with secure concrete footings to the rear
Hoardings must be neat and uniform in appearance and must be designed and implemented so as to ensure they
do not create safety risks for road users or restrict access for traffic and pedestrian movements. Hoardings should
be provided to offer additional protection for pedestrians from construction works, deep excavations and hazardous
materials. An example of a suitable hoarding detail can be found in Appendix E.
Where hoardings are required, the TDP Applicant should make reference to international best practice guides such
as Hoardings- A Guide to Good Practice (http://www.twforum.org.uk/publications/public-twf-documents/)
published by the UK Temporary Works Forum and the Policy for the Design of Construction Hoardings
(http://www.cityofsydney.nsw.gov.au/__data/assets/pdf_file/0015/120372/ConstructionHoardingsPolicy.pdf)
published by the City of Sydney. All Screen and Hoarding proposals must be clearly outlined within the TDP and
discussed with all relevant Stakeholders through the processes outlined in Chapter 3.
Perimeter hoardings at building development sites shall not be less than 2 meters high, shall be comprised of
corrugated galvanized sheets, or similar, and must reflect the nature of the site and its surroundings. The colour
and any logos on the hoarding shall be approved as part of the TDP Approvals Process. However, white, off-white
or beige colours are recommended.
If there is a need for site hoardings to be placed within the public right of way a formal request is required and shall
be included as part of the TDP Approvals Process. The Contractor will be responsible for maintaining the hoardings.
Any changes to hoardings located in the public right of way at any stage during construction works shall be subject
to the TDP Approvals Process.
99
Figure 5.15 - Hoardings on building development sites with corrugated galvanized sheets
5.6 Work Zones at night time

Depending on the impact a work zone will have on the road network, it may be appropriate to undertake works
during off peak hours or overnight. This shall be determined during the TDP Application Process and the TDP
Applicant and TDP Approvals Team should determine when the works will be undertaken depending on the Traffic
Network Impact Analysis, provided within the TDP Application. (See Section 2.6.3)
For work zones in place during the hours of darkness, additional factors need to be considered, such as:
Traffic volumes will be less but traffic speeds increase as the congestion eases
Visibility and awareness is reduced both for road users and road workers due to tiredness and reduced visibility.
The correct retro-reflective materials must be used and kept clean to ensure proper visibility of signs, cones, etc.
at night and during poor visibility
Additional temporary lighting, over and above the existing public lighting, may be required for pedestrian and
cycle detours, the works area, safety zones or manual traffic controllers. The TDP Applicant and TDP Approvals
Team shall determine the requirement for additional lighting
Temporary lighting (for example, tower lighting) shall be positioned so as to not interfere with or dazzle road
users. Light sources that produce glare shall not be used at road works
High intensity flashing lamps and reflective strips shall be installed on barriers, temporary water-filled barricades
and cones in accordance with Section 5.4.1.
These principles must be observed for any work zone that is in place during hours of darkness, even if works are not
being carried out during those periods.
100
5.7 Other Devices and Equipment

5.7.1 Portable Traffic Signals
Portable traffic signals may be used at any time on low volume roads, and at off-
peak times only on roads with high volumes. They must not be used to control
shuttle lengths greater than 300m without prior approval from the TDP Approvals
Team. When portable traffic signals are not operating for any significant period of
time, they shall be covered. The circumstances appropriate for portable traffic
signals are shown in Table 4.5 and detailed in the TLs in Chapter 6.
Advance warning of portable traffic signals shall be provided by the provision of

warning signs on each approach, at the distance indicated on the appropriate TLs in
Chapter 6. A sign to Diagram T230 (On Red Stop Here) shall be placed 5 meters in
advance of each traffic signal to indicate to drivers where they must stop. If the
signals are to be present for more than 8 hours, a temporary stop line to Diagram 500 shall also be marked on the
carriageway adjacent to this sign. Temporary adhesive road markings can be used where the works will not require
road markings to be reapplied.
Safety barriers and channeling devices must be deployed at portable signal layouts in accordance with Table 4.2
and the TLs in Chapter 6. Barricades or cones may be used to delineate and segregate opposing lanes within the
work zone when operating speeds are low. It is recommended that a minimum of 30m of channeling should be
provided. On high-speed rural roads it is also recommended that signs to Diagram T112 (No Overtaking) should be
provided at the commencement of the Advance Warning Area.
Portable traffic signals should operate in vehicle-actuated mode at all times unless otherwise agreed with the TDP
Approvals Team. The controller should be capable of providing a minimum of a two-phase operation or, where
required, additional phases to cater for more complicated layouts. Loops, microwave, infrared or radar detectors
may be used to detect and control the movement of traffic. Where the signals are positioned to the near-side of
approaching traffic the effectiveness of the detectors used with vehicle-actuated operation is maximized.
Portable traffic signals must be positioned with adequate forward visibility and, where possible, have inter-visibility.
They must also have a power supply capable of lasting the duration of the works, or when unattended at night.
Where the layout requires the power cable to cross the running lane, to prevent damage and minimize the danger to
road users this cable shall be fitted in a cable protector secured against movement. The protector shall be safe and
fit for use, shall not present a hazard to road users passing over it, especially cyclists and motorcyclists, and must
be of a type approved by Ashghal PWA.
Persons experienced in the design and operation of traffic signals must undertake the design and installation of any
portable traffic signal operations. The calculation of timings and phases shall be as for permanent traffic signal
design. The design should consider fixed and variable timings where applicable and in addition to the length of
restriction to be installed, as all these factors will influence queue lengths and possibly affect the surrounding
network. Any signal calculations and timings must be included with the TDP Application within the Traffic Network
Impact Assessment (see Section 2.6.3 and Appendix I).
101
5.7.2 Electronic Arrow Boards (EABs)

Electronic Arrow Boards (EABs) displaying chevron Route Deviation symbols may be located within the Transition
Area to supplement Keep Left or Keep Right signs, or Route Deviation chevron boards. Particularly on high
speed roads, EABs provide high visibility warning of route deviation, but they should not be used in place of the
prescribed static signs. The requirements for positioning of EABs are similar to those for static signs, and are
detailed in the TLs in Chapter 6. The size of EABs corresponds with the size of the static signs and are described
in Section 5.3.1.
Figure 5.16 Electronic Arrow Board used within Work Zone
When proposing the use of EABs, the impact of sunlight should be considered, as this can give rise to two
problems:
Wash-out: The contrast between the light source and the sign face can be lost, rendering the message faint or
even invisible to drivers
Phantom Messages: Characters or messages appear to be visible to the driver even if the sign is switched off
Mitigating measures such as a canopy, hood or louver should be considered subject to site conditions, to avoid mis-
communication and confusion to the road user. This should be discussed with the TDP Approvals Team.
5.7.3 Dynamic Message Signs (DMS)

DMS can be used to highlight temporary road features or convey key information to road users. They are an
effective means of communicating key messages to road users and should be considered for providing:
Advance notification of the start of road works
Remote warning of in progress road works to allow users to choose whether or not to re-route to avoid the
affected work zone area
102
Information on journey times and incidents within established work zones to allow users to choose an alternative
route
Provide targeted messages to assist the safe management of traffic through the work zone
Figure 5.17 Dynamic Message Signs used within Work Zones
TDP Applicants must not rely on DMS to inform users of a temporary work zone feature, such as a bend or junction,
they should only be used to minimize the residual risks. They should never be used as an alternative to, or
avoidance of the correct placement of TCDs or to mitigate poor temporary road alignments that could be avoided
through sufficient planning.
DMS shall always supplement static signs so that should the DMS fail the static signage remains.
DMS must be of a type, size, luminosity colour etc. that is approved by Ashghal PWA and should comply with EN
12966.
Signs that are placed away from the immediate work zone area or used as journey time or incident notification must
be fitted with a secure, central means of remote access to allow the frequent and immediate update of the displayed
message.
If DMS are proposed to be used as part of the work zone TTM then the proposed legends must be submitted for
approval as part of the TDP Application. Only messages and legends that have been approved by the TDP
Approvals Office may be displayed on a DMS deployed in connection with a temporary situation or work zone.
The locations of the DMS must be indicated on the TMD and details of the manufacturer and supplier of the DMS
unit must be included within the TDP application.
DMS must be deployed in such a way so as not to present a hazard to road users. On roads with a permanent
speed limit of 80km/h or greater, where DMS are used in connection with long-term works, they must always be
considered by the TDP Applicant as a non-frangible hazard and should be placed outside of the clear zone or
103
behind permanent or temporary safety barriers. Where DMS are placed outside of the clear zone, care must be
taken to ensure they are still visible to road users.
Where a DMS is placed on a footway, it must not completely block a pedestrian route or obstruct the visibility of
adjacent road features such as junctions, traffic signals or pedestrian crossings so as to increase the risk to road
users. It must also be provided with temporary pedestrian barriers to delineate the route to be taken to avoid
collision with projecting edges of the equipment, such as the corners of the sign, solar panels or towing mechanism.
Messages and operating protocols intended for use on work zones must be highlighted within the TDP application
and approved by the TDP Approvals Office prior to use.
5.7.4 Speed and Red Light Cameras

There is a range of automated speed enforcement devices suitable for enforcing speed limits through work zones.
Types of camera available are:
Combined red light/speed cameras Typically used at intersections
Average speed cameras Typically used within work zones over 500m in length
Point speed cameras Typically used within work zones less than 500m in length
Figure 5.18 Point Speed Camera deployed within Work Zone
Combined red light/speed cameras are to be used at signalized intersections on arterial roads within long-term work
sites greater than 1 month in duration.
Average or point-to-point speed cameras are to be used at work sites on arterial within long term work zones greater
than 1 month in duration. The number of enforcement sections and cameras to be used is site specific and to be
determined by the TDP applicant in liaison with the TDP Approvals Office and MoI Traffic Department.
104
The use of enforcement cameras is to be approved by the MoI Traffic Department. The cameras are to be tested
and certified according to the manufacturers specifications and all images delivered to the MoI for adjudication and
processing of infringements.
Temporary speed limit signs, including advance warning and repeater signs shall be supplemented with the
appropriate speed camera plate beneath each sign.
5.7.5 Vehicles
All works vehicles required to stop on the carriageway should carry appropriate conspicuity markings and lighting to
ensure they are visible to all road users and road workers, reducing the risk of crashes with other vehicles. These
requirements are mandatory for all works vehicles that are required to stop within the live carriageway or clear zone.
Works vehicles that are required to stop within the live carriageway should be of a conspicuous base color; white or
yellow are recommended. The minimum level of markings for a vehicle that will stop within the carriageway shall be
a full-width roof mounted warning beacon or lighting bar, rear retro-reflective markings and a side retro-reflective
marking strip running the full length of the vehicle.
Figure 5.19 Site Vehicles with Livery and Full Width Light Bars
Rear retro-reflective markings shall consist of either red retro-reflective material covering the whole rear of the
vehicle, as far as is reasonably practicable, or a series of chevron markings comprising red retro-reflective tape of
minimum width 75mm spaced 50mm apart with the apex of each chevron marking pointing upwards. The outer
edges of the rear surface of the vehicle may also be defined by a red strip at least 50mm in width.
Side retro-reflective markings shall consist of a single unbroken yellow retro-reflective strip of minimum width 50mm
applied, so far as is practicable, along the entire length of the vehicle.
When applied to a vehicle of base color white or yellow, there is no requirement to fill the spaces between the
chevron markings. For vehicles of other colors, the space shall be filled with yellow fluorescent non-retro-reflective
tape.
Roof mounted warning beacons shall be amber in color and shall be visible from all angles around the vehicle.
Where moving parts of the vehicle may obscure the warning beacons, consideration should be given to mounting
repeater lamps on the moving parts to ensure the warning to approaching drivers is maintained.
105
Where vehicles are not required to be active within the live carriageway, but will be entering and exiting the work
zone, as well as being active within the works area, they shall be marked to a lesser standard in accordance with
the guidance contained within Appendix G.
Whilst the pattern and type of vehicle mounted delineation will vary depending on the type of vehicle and the nature
of works to be carried out, retro-reflective materials shall be microprismatic of minimum standard ASTM D4956-01
Type IV and shall show yellow to the side and red to the rear of the vehicle.
5.7.6 Truck and Trailer Mounted Attenuators (TMAs)

Truck or Trailer Mounted Attenuators (TMAs) are used to reduce the severity of a rear end collision with a stationary
or slow-moving works vehicle. These devices are generally designed to manage collisions from vehicles up to
2000kg. Any TMA deployed in Qatar must be tested and deemed compliant with relevant specifications
(NCHRP350, EN1317 and / or TD49/07) and approved for use by Ashghal PWA (refer to Road Safety Barrier
Systems OM-PPQ-RSB-XXX and Acceptance Checklist in Appendix F). All TMAs tested to NCHRP Report 350
testing criteria shall meet minimum Test Level TL3 performance requirements (2000kg test vehicle at 100km/h
impact speed). Support vehicles with truck mounted attenuators shall have a minimum operational mass of 10,000
kg. Lower support vehicle weights must not be used without Ashghal PWA approval.
Figure 5.20 (Above Left) Scorpion Attenuator Trailer
Figure 5.21 (Above Right) Truck Mounted Scorpion Attenuator
TMAs are typically used in situations where a works vehicle must be positioned or operated in a location where it is
likely to be struck from the rear by a moving vehicle. Examples of these types of operations include line-marking
operations, temporary repairs to the carriageway or placement of TCDs required to close a lane on a high-speed
carriageway.
When a works vehicle fitted with a TMA is struck from the rear by a moving vehicle, the works vehicle will move
forwards. In order to minimize this effect, the works vehicle should be parked with its brakes on. Vehicles that will
undertake stop-start working or will move along the carriageway slowly (e.g. to protect line-marking operations) shall
be fitted with an automatic braking system which will activate the works vehicles brakes in the event that the TMA is
struck.
106
Drivers of works vehicles fitted with a TMA can be injured in an impact due to the sudden forward acceleration of the
works vehicle causing neck injury. Drivers of TMA vehicles shall wear an appropriate restraint (seatbelt/harness)
and position the headrest of the drivers seat correctly to support the head in the event of an impact.
When planning works, designers shall take account of the post-impact forward travel of a works vehicle fitted with a
TMA by requiring an exclusion zone of 50 meters in front of the works vehicle. No personnel or vehicles shall be
allowed in this safety zone.
All works vehicles fitted with Truck or Trailer Mounted Attenuators shall comply with the requirements for vehicle
conspicuity markings.
When not in use, any sign to diagram R108 shall be switched off, covered, or rotated such that the arrow points
downwards. Prior to mobilization, all TMA vehicles must be inspected and approved by Ashghal in accordance with
the requirements outlined in Appendix F.
5.7.7 High Visibility Clothing

All personnel associated with the work zone, including visitors and inspectors, shall wear high visibility clothing as
the outer layer of clothing at all times when working within, or around, the work zone. The high visibility clothing
shall remain visible at all times and must not be covered.
Garments shall comply with the requirements of EN 471 Class 3 with regard to material, chromaticity (color),
luminance (brightness), colorfastness (after laundering and UV light exposure) and washing (in accordance with the
care instructions given on the label for a minimum of 20 wash cycles).
Upper body
High visibility clothing shall consist of a garment complying with EN 471 Class 3. The background color of the
garment shall be fluorescent orange-red. Strips of prismatic retro-reflective material shall be applied to the garment
in accordance with the specification of EN 471 Class 3.
The garment shall incorporate full-length sleeves to ensure full upper body conspicuity and shall be provided with a
suitable fastener that will enable the garment to remain fastened at all times.
A logo or emblem may be applied to the upper body garment to act as a form of identification. The logo or emblem
may be applied to the front and/or the back of the garment. Any logo or emblem shall be non-reflective to prevent
disrupting the recognition performance of the garment at night.
For specific work roles such as safety officers, enforcement personnel or managers, additional text can be included
on the rear of the jacket. This may be retro-reflective to assist with identifying specific individuals in a work zone at
night.
All garments must be certified as compliant with EN 471.
107
Lower Body
Lower body garments (trousers/over trousers) shall be compliant with EN 471 Class 3 and consistent with upper
body garments in terms of background colour and retro-reflective material.
Head
Protective headgear (hardhat) should be of a conspicuous color (defined as white, yellow or fluorescent orange-red).
Retro-reflective material of the same color as that applied to the upper and lower body garments may be applied to
the headgear. The use of helmet or hat-mounted active light sources to enhance personal conspicuity should be
avoided as these can be confusing to approaching drivers.
Provision and replacement of high visibility clothing
Provision of appropriate and effective high visibility clothing is a key safety control for road workers and road users
and shall be the responsibility of the contractor. The contractor shall ensure that sufficient and appropriate high
visibility clothing is provided to road workers. In particular, the organization shall ensure that:
Clothing provided is an appropriate size
Clothing is certified to EN 471 Class 3
Clothing is maintained in a clean and serviceable condition
Clothing is worn correctly
If any article of high visibility clothing is damaged or the combined performance material on the clothing is damaged,
the organization shall ensure it is replaced. Sporadic compliance assessments undertaken by Ashghal PWA will
note non-compliance with protective clothing requirements.
108
6 - TYPICAL LAYOUTS
109
6 TYPICAL LAYOUTS (TLs)
6.1 Introduction
All TMDs must be consistent with the Guide and subsequently approved as part of the TDP Application (see
section 2.6.3). This Chapter contains a set of TLs that fully comply with the principles set out in this Guide and
must be used to form the basis of TMDs. It should be noted that TLs shall not be used as a standalone TMD, as all
TLs will require some level of development and modification depending on the type and scale of works.
Specific TLs are provided for both static and mobile work types, as well as some TLs having additional variants that
are applicable to certain work locations and durations. It is the responsibility of the TDP applicant to ensure that
they have used the most appropriate TL to develop their TMD and have fully documented this development within
the TDP submission.
The TDP Approvals Team will expect clear and comprehensive documentation to be included within the TDP
detailing how the TL was developed into a TMD. This documentation must clearly state the TL reference number
and why this specific layout was chosen as a base for the TMD.
6.2 General principles

The principles outlined within Chapters 4 and 5 of the Guide will enable the TDP Applicant to adapt the most
appropriate TL into their own bespoke TMD whilst taking into account site specific factors, all of which should be
documented within the TDP. The following general principles have been listed as a quick reference for application
when developing TLs into TMDs.
6.2.1 Lateral and Longitudinal Components

These are defined in sections 4.3 and 4.4, which also define the minimum dimensions that shall apply for the
various components of a work zone.
6.2.2 Pedestrian Provision in work zones

Where works involve a footway diversion, the principles described in section 4.8 shall be incorporated into the TMD
as appropriate.
6.2.3 Traffic Control Devices

Chapter 5 defines the TCDs to be used within and around work zones.
6.2.4 Temporary Safety Barriers and Channeling Devices

Sections 5.4 and 5.5 specify the type of safety barrier or channeling device appropriate for various road and works
types.
110
6.2.5 Temporary Speed Limits

The introduction of temporary speed limits shall not be undertaken without liaison with the Ministry of Interior and
Ashghal PWA. Section 4.8 gives full details of the requirements for temporary speed limits, including suggested
locations where camera or radar enforcement can be used.
6.2.6 Work Zones at Night Time

Section 5.6 gives guidance on the additional factors that must be considered when a work zone is in place during
the hours of darkness.
6.3 Production of Traffic Management Drawings (TMD)

TMDs shall be drawn in accordance with the TDP Registration Form (see Appendix A) and Section 2.6.3. Where
works consist of multiple stages, each stage should have its own specific TMD. The TLs on which the TMDs have
been based shall be quoted on all TMDs for each stage of works.
The selection of TLs will vary depending on a number of factors which includes the type of works, the type of
carriageway and the permanent speed limit along the section of road within which the works are to be carried out.
The selection of the most appropriate TL can be achieved by using the relevant TL Selection Table.
6.3.1 Use of TL Selection Tables

The method of selecting the most relevant TL is as follows:
A Determine whether the works are static or mobile
Static TTM (Table 6.1) - There are a number of TLs available within this table that relate to typical work type
scenarios. For many of these scenarios, a typical layout is available for both short/medium-term works and a
separate layout available for long-term works. If a work type scenario does not have a layout for short/medium-
term works, then it is because it is only applicable to long-term work durations.
Mobile/short-term works (Table 6.2) - These TLs are applicable to short-term works only where a static layout
would not be suitable, as well as being applicable to mobile works where Truck/Trailer Mounted Attenuation
Vehicles are a fundamental element of the TTM layout. Where a short-term TL is selected from this table, the
TDP Applicant must clearly document within the TDP why a static TL is not suitable.
B Identify whether the carriageway is single or divided, then whether at a junction or a link
The TL selection Tables 6.1 and 6.2 are sub-divided to group the layouts for single and divided carriageways and
whether the works are located at either a Junction or on a Link (i.e. works not at, or close to, a junction).
C Select the description of works that most closely resembles the TTM to be designed
D If the selected description has more than one TL available for selection, select the TL with the most appropriate
work duration (Short/Medium-Term or Long-Term)
Note: The color-coding in the tables is repeated on the page edge of each TL drawing for ease of navigation.
111
6.3.2 Interpretation of the TLs

Each TL comprises two parts; the drawing and its associated notes. These are presented in this Guide such that
the notes and drawing are on facing pages. Every drawing must be read in conjunction with the relevant notes.
Each notes page includes a table showing the locations of signs and other equipment appropriate for permanent
speed limits at 50, 80, 100 and 120 km/h. Note that in some cases the drawing may indicate signs for high speed
roads which are not required for lower speeds. The dimensions given are measured from the first sign (A) that a
driver will encounter on the approach to the work zone (Diagram T200). This is intended to encourage the safe
setting out of signs on site, as discussed in Section 4.11.
6.3.3 Applying TLs to site-specific drawings (TMDs)

Once the appropriate TL has been identified the TDP Applicant shall produce a site-specific drawing or drawings for
the work zone, using the sign configurations defined in the TL. These constitute the TMDs and shall form part of the
TDP submission.
112
6.4 Typical Layout Selection Tables

Table 6.1 Static Works
113
Table 6.2 Mobile Works
114
Table No: TL-MST1 Notes Title: Single Carriageway - Medium Term Works in Verge (50-100 km/h) 199
Notes:
General: Signing: Delineation Devices:
These notes are to be read in conjunction with
The TMA truck must comply with the requirements 1000mm high traffic cones may be used when
Typical Layout TL-MST1 and Appendix F of the of Chapter 5 and Appendix F of the Guide delineators are required
Guide All other vehicles involved must comply with Warning lamps must be used during the hours of
Works must be undertaken in low traffic flows and Chapter 5 of the Guide in all other respects darkness in accordance with Chapter 5 of the
good visibility. For further information refer to
All signs must comply with the mounting, Guide
Appendix F of the Guide placement, reflectivity, colour and size described
in Chapter 5 of the Guide
Sign Locations
Advanced Warning Transition Area Works Area Permanent Taper Length Permanent Exclusion Permanent Lateral Safety
Area Signing Signing Signing Speed (3.65m Lanes) Speed Zone Length Speed Buffer Length
A B C D Limit Limit (m) Limit (m)
Works
45, min 3 cones 50m 10m
Vehicle
Optional
Permanent TMA Towed 45, min 3 cones 75m 25m
Speed CAB Sign
Vehicle FRONT
Limit TMA 45, min 3 cones 75m 40m
TMA
T200 R108-L
0 50 50 0 0
Not appropriate for this speed
0 80 75 0 0
0 250 75 0 0
Maximum time period per site KEY
No static signing required for Mobile and Short Stop works Type of Works TMA
TMA - Full specification Truck fitted with Attenuators and VMS Sign
Moving Inspection < 6 hr Yes
Moving Work < 6 hr Yes
Short Stop < 15 min Yes

WV - Light works vehicle with optional towed sign board with attenuators
LED sign maybe used as an alternative
to fixed sign on the TMA Short Term Work < 15 to 90 min Yes
Layout No: TL-MST1 Title: Single Carriageway - Medium Term Works in Verge (50-100 km/h) 200
Notes:
This typical layout is offered as a guide to appropriate TTM. It may require modification to suit site specific circumstances. Any such modifications must comply with the
principles set out in Chapter 4 and Appendix F of this Guide
This layout is to be read in conjunction with Table TL-MST1 Notes
Minimum two way operating width to be as

per Section 4.6 plus 1.5m lateral buffer zone B
to works operation
TMA
Work Area
Traffic Cones
DO NOT ENTER
EXCLUSION ZONE
A B
Table No: TL-MST3 Notes Title: Single Carriageway - Moving Works (Any Speed) Short and Medium 201
Notes:
These notes are to be read in conjunction with
The TMA truck must comply with the requirements 1000mm high traffic cones may be used when
Typical Layout TL-MST1 and Appendix F of the of Chapter 5 and Appendix F of the Guide delineators are required
Guide All other vehicles involved must comply with Warning lamps must be used during the hours of
Works must be undertaken in low traffic flows and Chapter 5 of the Guide in all other respects darkness in accordance with Chapter 5 of the
good visibility. For further information refer to
All signs must comply with the mounting, Guide
Appendix F of the Guide placement, reflectivity, colour and size described
in Chapter 5 of the Guide
Sign Locations
Advanced Warning Transition Area Works Area Permanent Exclusion

Area Signing Signing Signing Speed Zone Length
A B C B C D Limit (m)
Works
50m
Vehicle
Optional
Permanent TMA Towed 75m
Vehicle CAB
Speed Sign
TMA FRONT
Limit 75m
TMA
T200 T209-L T212 R108-L
50 0 0
Not appropriate for this speed
75 0 0
75 0 0
Maximum time period per site KEY
No static signing required for Mobile and Short Stop works Type of Works TMA
Moving Inspection < 6 hr Yes
Moving Work < 6 hr Yes
Short Stop < 15 min Yes

WV - Light works vehicle
LED sign maybe used as an alternative
to fixed sign on the TMA Short Term Work < 15 to 90 min Yes
Layout No: TL-MST3 Title: Single Carriageway - Moving Works (Any Speed) Short and Medium 202
Notes:
Work Area
DO NOT ENTER
EXCLUSION ZONE
A B C
Table No: TL-MST5 Notes Title: Divided Carriageway - Moving Inspection in Verge / Hardshoulder Short and Medium term 203
Notes:
These notes are to be read in conjunction with The TMA truck and works vehicle must comply with 1000mm high traffic cones may be used when
Typical Layout TL-MST5 and Appendix F of the the requirements of Chapter 5 and Appendix F of delineators are required
Guide the Guide Warning lamps must be used during the hours of
Works must be undertaken in low traffic flows and All other vehicles involved must comply with darkness in accordance with Chapter 5 of the
good visibility. For further information refer to Chapter 5 of the Guide in all other respects Guide
Appendix F of the Guide All signs must comply with the mounting, placement,
reflectivity, colour and size described in Chapter 5
of the Guide
Key
Sign Locations
Advanced Warning Transition Area Warning Works TMA
Area Signing TMA Signing Vehicle
A WV
Permanent TMA
Speed CAB
Limit FRONT
TMA WV - Light works vehicle with keep left arrow and 4-fold lights
T200
0 75m 0
Exclusion Zone
0 75m 0
Permanent Exclusion
0 75m 0 Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST5 Title: Divided Carriageway - Moving Inspection in Verge / Hardshoulder Short and Medium term 204
Notes:
Advance Warning Signing and

cones within Exclusion Zone to be
used for Medium Term works
DO NOT ENTER
EXCLUSION ZONE
Work Area
Table No: TL-MST6 Notes Title: Divided Carriageway - Short Term Verge / Hardshoulder Closure 205
Notes:
These notes are to be read in conjunction with The TMA truck and works vehicle must comply 1000mm high traffic cones may be used when
Typical Layout TL-MST6 and Appendix F of the with the requirements of Chapter 5 and Appendix delineators are required
Guide F of the Guide Warning lamps must be used during the hours of
Works must be undertaken in low traffic flows and All other vehicles involved must comply with darkness in accordance with Chapter 5 of the
good visibility. For further information refer to Chapter 5 of the Guide in all other respects Guide
Appendix F of the Guide All signs must comply with the mounting,
TMA Trailer on works vehicle may be omitted placement, reflectivity, colour and size described
depending on work type, work duration, speed limit in Chapter 5 of the Guide
and work location. This MUST be discussed with the
TDP Office during TDP development
Key
Sign Locations
Advanced Warning Transition Area Warning Works TMA
Area Signing TMA Signing Vehicle
A WV
Permanent TMA
Speed CAB
Limit FRONT
TMA WV - Light works vehicle with keep left arrow and 4-fold lights
T200
0 75m 0
Exclusion Zone
0 75m 0
Permanent Exclusion
0 75m 0 Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST6 Title: Divided Carriageway - Short Term Verge / Hardshoulder Closure 206
Notes:
Advance Warning Signing and

cones within Exclusion Zone to be
used for Medium Term works
DO NOT ENTER
EXCLUSION ZONE
Work Area
TMA
Traffic Cones
Table No: TL-MST7 Notes Title: Divided Highway - Hardshoulder or Verge Closure using Barrier Trailer 207
Notes:
General: Signing:
These notes are to be read in conjunction with Typical Layout TL-MST7 and The TMA truck and works vehicle must comply with the requirements of Chapter
Appendix F of the Guide 5 and Appendix F of the Guide
Works must be undertaken in low traffic flows and good visibility. For further All other vehicles involved must comply with Chapter 5 of the Guide in all other
information refer to Appendix F of the Guide respects
All signs must comply with the mounting, placement, reflectivity, colour and size
described in Chapter 5 of the Guide
Sign Locations Key
Transition Area Warning Works Vehicle TMA

TMA Signing
A WV
Permanent TMA Mobile

Speed CAB Barrier
Limit FRONT Trailer
TMA WV - Barrier Trailer Works Vehicle
75m 0 0
Exclusion Zone
75m 0 0
Permanent Exclusion
75m 0 0 Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST7 Title: Divided Highway - Hardshoulder or Verge Closure using Barrier Trailer 208
Notes:
Work Area
DO NOT ENTER
EXCLUSION ZONE
Work Area
Exclusion Zone
TMA
Table No: TL-MST8 Notes Title: Divided Highway - Nearside Single Lane Closure 209
Notes:
General: Signing:
Tail Vehicle T should be considered to increase protection to less visible All signs must comply with the mounting, placement, reflectivity, colour and size
Works Vehicle. described in Chapter 5 of the Guide
Vehicle B and C can be TMA vehicles with VMS signing.
Sign Locations Key

Advance Warning Transition Area Warning Works Exit Area TMA TMA
TMA Signing TMA Signing Vehicle Signing
D C B A2 A1 WV WV T TMA - Full specification Truck fitted with Attenuators and VMS Sign
Permanent TMA Work

Speed CAB Vehicle
Limit FRONT Cab
TMA Front WV - Light works vehicle with towed sign board with attenuators
0 200m 500m 800m 75m 0 0 10m

AWV
0 200m 500m 800m 75m 0 0 20m
AWV - Suitable conspicuous coloured Advanced Warning Vehicle fitted
with VMS sign.
0 200m 500m 800m 75m 0 0 20m
Vehicles B and C are strongly recommended to be TMA standard trucks with attenuators fitted, however
there may be another suitable vehicle with full width cab beacon and only the VMS sign on the rear. The Exclusion Zone
VMS sign must be to the same standard as that specified for TMA vehicles.
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST8 Title: Divided Highway - Nearside Single Lane Closure 210
Notes:
Vehicle T
DO NOT ENTER
EXCLUSION ZONE
200m
500m
800m
Tail Vehicle T should be considered to increase
protection to less visible Works Vehicle
Work Area
Vehicle B Vehicle C Vehicle D

TMA AWV AWV AWV
TMA Exclusion Zone TMA Vehicle A2

Vehicle T Works Vehicle Vehicle A1
Table No: TL-MST9 Notes Title: Divided Highway - Nearside Single Lane Closure with Barrier Trailer 211
Notes:
General: Signing:
Vehicles B, C and D can be TMA vehicles with VMS signing All signs must comply with the mounting, placement, reflectivity, colour and size
Sign Locations Key

Advance Warning Transition Area Warning Works Vehicle
TMA Signing TMA Signing TMA
D C B A2 A1 WV TMA - Full specification Truck fitted with Attenuators and VMS Sign

Speed CAB Barrier AWV
Limit FRONT Trailer
TMA AWV - Suitable conspicuous coloured Advanced Warning Vehicle fitted
with VMS sign.
0 200m 500m 800m 75m 0
0 200m 500m 800m 75m 0

Works Vehicle - Barrier Trailer Works Vehicle
0 200m 500m 800m 75m 0
Vehicles B, C and D are strongly recommended to be TMA standard trucks with attenuators fitted, however
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST9 Title: Divided Highway - Nearside Single Lane Closure with Barrier Trailer 212
Notes:
DO NOT
ENTER
200m
500m
800m
EXCLUSION
ZONE
Work Area
Vehicle B Vehicle C Vehicle D
TMA AWV AWV AWV
Exclusion Zone TMA Vehicle A2

Works Vehicle Vehicle A1
Table No: TL-MST10 Notes Title: Divided Highway Nearside Multiple Lane Closure 213
Notes:
General: Signing:
Sign Locations Key

Advance Warning Transition Area Warning Works Exit Area TMA
TMA Signing TMA Signing Vehicle Signing TMA
D C B A3 A2 A1 WV WV T TMA - Full specification Truck fitted with Attenuators and VMS Sign
Permanent TMA Work

Speed CAB Vehicle
Limit FRONT Cab
TMA Front
Works Vehicle - Light works vehicle with towed sign board with attenuators
0 200m 500m 800m 800m 75m 0 0 10m

AWV
0 200m 500m 800m 800m 75m 0 0 20m
0 200m 500m 800m 800m 75m 0 0 20m with VMS sign.
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST10 Title: Divided Highway Nearside Multiple Lane Closure 214
Notes:
DO NOT
ENTER
200m
500m
800m
EXCLUSION
ZONE
Work Area
TMA AWV
TMA Vehicle A3
Exclusion Zone
TMA
Vehicle A2
Table No: TL-MST11 Notes Title: Divided Highway Nearside Multiple Lane Closure with Barrier Trailer 215
Notes:
General: Signing:
Sign Locations Key

TMA
TMA Signing TMA Signing
D C B A3 A2 A1 WV TMA - Full specification Truck fitted with Attenuators and VMS Sign

Speed CAB Barrier AWV
Limit FRONT Trailer
TMA AWV - Suitable conspicuous coloured Advanced Warning Vehicle fitted
with VMS sign.
0 200m 500m 800m 800m 75m 0
0 200m 500m 800m 800m 75m 0

0 200m 500m 800m 800m 75m 0
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST11 Title: Divided Highway Nearside Multiple Lane Closure with Barrier Trailer 216
Notes:
DO NOT
ENTER
200m
500m
800m
EXCLUSION
ZONE
Work Area
TMA AWV
TMA Vehicle A3
Exclusion Zone
TMA
Vehicle A2
Table No: TL-MST12 Notes Title: Divided Highway Nearside Multiple Lane Closure (Maximum Protection) 217
Notes:
General: Signing:
Sign Locations Key

TMA
D C B A4 A3 A2 A1 WV A1 TMA - Full specification Truck fitted with Attenuators and VMS Sign
Work
Permanent
TMA Vehicle
Speed
CAB Cab Front
Limit
FRONT Not to
Sign on Sign on Pass Works Vehicle - Light works vehicle
rear of rear of TMA
Vehicle A4 Vehicle A3
Front of
Vehicle
AWV
0 200m 500m 800m 800m 800m 75m 0 0 10m
with VMS sign.
0 200m 500m 800m 800m 800m 75m 0 0 20m
0 200m 500m 800m 800m 800m 75m 0 0 20m
Exclusion Zone
there may be another suitable vehicle with full width cab beacon and only the VMS sign on the rear. The Permanent Exclusion
VMS sign must be to the same standard as that specified for TMA vehicles. Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST12 Title: Divided Highway Nearside Multiple Lane Closure (Maximum Protection) 218
Notes:
200m
800m
Work Area
Vehicle C
Works AWV
TMA AWV
Vehicle
DO NOT TMA Vehicle A4
ENTER
EXCLUSION
ZONE TMA
Vehicle A3
TMA Vehicle A2
Vehicle A1
Table No: TL-MST13 Notes Title: Divided Highway - Offside Single Lane Closure 219
Notes:
General: Signing:
Sign Locations Key

Advance Warning Transition Area Warning Works Exit Area TMA TMA
D C B A1 WV WV T TMA - Full specification Truck fitted with Attenuators and VMS Sign
Permanent TMA Work

Speed CAB Vehicle
Limit FRONT Cab
TMA Front
0 200m 500m 75m 0 0 10m

AWV
0 200m 500m 75m 0 0 20m
with VMS sign.
0 200m 500m 75m 0 0 20m
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST13 Title: Divided Highway - Offside Single Lane Closure 220
Notes:
Work Area Exclusion Zone Transition Area
200m
500m
800m
Vehicle B Vehicle C
AWV AWV AWV

Exclusion Zone
TMA
Work Area
Table No: TL-MST14 Notes Title: Divided Highway - Offside Single Lane Closure with Barrier Trailer 221
Notes:
General: Signing:
Sign Locations Key

TMA Signing TMA Signing TMA
D C B A1 WV TMA - Full specification Truck fitted with Attenuators and VMS Sign

Speed CAB Barrier
Limit FRONT Trailer
TMA
0 200m 500m 75m 0
0 200m 500m 75m 0
0 200m 500m 75m 0
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST14 Title: Divided Highway - Offside Single Lane Closure with Barrier Trailer 222
Notes:
200m
500m
800m
Vehicle B Vehicle C
AWV AWV AWV

Exclusion Zone TMA
Work Area
Table No: TL-MST15 Notes Title: Divided Highway - Offside Multiple Lane Closure 223
Notes:
General: Signing:
Sign Locations Key

TMA Signing TMA Signing Vehicle Signing TMA
D C B A2 A1 WV WV TMA - Full specification Truck fitted with Attenuators and VMS Sign
Permanent TMA Work
Speed CAB Vehicle
Limit FRONT Cab
TMA Front
0 200m 500m 800m 75m 0 0

AWV
0 200m 500m 800m 75m 0 0 AWV - Suitable conspicuous coloured Advanced Warning Vehicle fitted
with VMS sign.
0 200m 500m 800m 75m 0 0
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST15 Title: Divided Highway - Offside Multiple Lane Closure 224
Notes:
200m
500m
800m
Vehicle B Vehicle C
AWV AWV AWV

Exclusion Zone TMA
Vehicle A2
TMA
Work Area
Table No: TL-MST16 Notes Title: Divided Highway - Offside Multiple Lane Closure with Barrier Trailer 225
Notes:
General: Signing:
Sign Locations Key

TMA
D C B A2 A1 WV TMA - Full specification Truck fitted with Attenuators and VMS Sign

Speed CAB Barrier
Limit FRONT Trailer
TMA
0 200m 500m 800m 75m 0

AWV
0 200m 500m 800m 75m 0
with VMS sign.
0 200m 500m 800m 75m 0
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST16 Title: Divided Highway - Offside Multiple Lane Closure with Barrier Trailer 226
Notes:
200m
500m
800m
Vehicle B Vehicle C
AWV AWV AWV

Exclusion Zone TMA
Vehicle A2
TMA
Work Area
Table No: TL-MST17 Notes Title: Divided Highway - Multiple Lane Moving Works 227
Notes:
General: Signing:
Sign Locations Key

TMA
D C B A3 A2 A1 WV WV TMA - Full specification Truck fitted with Attenuators and VMS Sign
Permanent TMA Work

Speed CAB Vehicle
Limit FRONT Cab
TMA Front
0 200m 500m 800m 800m 75m 0 0

AWV
0 200m 500m 800m 800m 75m 0 0
with VMS sign.
0 200m 500m 800m 800m 75m 0 0
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST17 Title: Divided Highway - Multiple Lane Moving Works 228
Notes:
Work Area Transition Area
200m
800m
Vehicle C
AWV AWV
Vehicle A1
TMA Vehicle A2
Exclusion Zone TMA
Work Area
Table No: TL-MST18 Notes Title: Divided Highway - Multiple Lane Works with Barrier Trailer 229
Notes:
General: Signing:
Sign Locations Key

TMA
D C B A3 A2 A1 WV TMA - Full specification Truck fitted with Attenuators and VMS Sign

Speed CAB Barrier
Limit FRONT Trailer
TMA
0 200m 500m 800m 800m 75m 0

AWV
0 200m 500m 800m 800m 75m 0
with VMS sign.
0 200m 500m 800m 800m 75m 0
Permanent Exclusion
Speed Zone Length
Limit (m)
50m
75m
75m
75m
Layout No: TL-MST18 Title: Divided Highway - Multiple Lane Works with Barrier Trailer 230
Notes:
200m
500m
800m
AWV

TMA Vehicle A3
TMA
Work Area
APPENDIX A - TRAFFIC
DIVERSION PLAN
REGISTRATION FORM
State of Qatar
Public Works Authority
Assets Affairs
Roads O&M
Traffic Diversion Plan Registration Form
1.0 General
Project ID
TDP registration number
(to be completed by the TDP team)
Date of Submission
Ashghal/Client Project
Manager
Name
Telephone
Email
2.0 Project Details
Project Name
Street(s) Affected Name Street Name
Zone Name Zone Number
Start Date End Date
Duration
Description of Work
Client
3.0 Consultancy/Contractor Details (attach business card and Qatar ID copy)
Please provide a copy of the contractors license on a separate sheet
Consultancy
Consultants Representative
Telephone Mobile
Email
Contractor
Contractors Project Manager
Telephone Mobile
Email
Rev: 01 Date: August 2014 Ref: AAR-CSF-034 Page 1 of 5
Appendix A 1 0 Traffic Diversion Plan Registration Form_Rev2.docx UNCONTROLLED IF COPIED OR PRINTED

State of Qatar
Assets Affairs
Roads O&M
4.0 Site Traffic Management Supervisor(STMS) Details (attach business card and
Qatar ID copy)
STMS Name
Telephone Mobile
Email
Please provide details of sub-contractors on a separate sheet.
5.0 Nominated Independent WZ Road Safety Auditor Details
Company
Auditor (including
accreditation details)
Telephone Mobile
Email
6.0 Site Details
Road Type (single,

dual, divided or local.) Traffic Flow -vehicles
per hour.
Number of lanes:
(please provide any
If Strategic Route has flow analysis data on
Central Planning Office separate sheets)
been informed (Y/N)
Temporary Speed
Limit Proposed
Existing Speed limit
(Y/N)? If yes, what
(km/h)
is the proposed
speed limit (km/h)
Daily working hours for Diversion route(s)
Site required (Y/N)? If
yes, include plan
Start Time:
showing routes and
Finish Time: proposed signing
Size of Advance Will the Traffic
Signing: Management require
the removal of
Size of Repeater existing road
Signing: markings (Y/N)?

State of Qatar
Assets Affairs
Roads O&M
Can Traffic Specify the method

Management be proposed for removal
removed at end of each of road markings and
shift and re-established type of temporary
next day? markings to be laid.
Provisions for List of Stakeholders
pedestrians and local attached (Y/N)? If
access (Y/N)? If no, no, provide
provide justification justification
Type of Approved Will an Approved
Barrier System to be truck mounted TMA
used. (as detailed in be used for
WZTMG) Concrete or installation and
Steel include Ashghal removal of traffic
certification management.
7.0 Programme of Inspections
Inspection Responsibility Proposed Frequency

WZTM Safety Inspection Contract Supervisor
WZTM Safety Review Contract Supervisor
WZTM Process Review Contract Supervisor
WZTM Safety Audit Approvals Body Representative
8.0 Other Documents Attached
Document Reference Document Title Comments
9.0 Notes
1.0 This form shall be used to submit details of any project requiring a Road Opening
Permit. The form shall be submitted a minimum of 4 weeks prior to the proposed start
date.
2.0 All Traffic Management Drawings shall conform to requirements of the Roads Design
Department, and must include: North point; location plan with mayor roads clearly
marked; start date/end date; scope of works; site work hours; cross section showing
lane width, work area, buffer zone width and pedestrian route width (with specific
type of barrier); typical layout number; clear indication of traffic diversion; separate
plan for full diversion route; stakeholders information on the right hand column;
drawing number; project/identification number; designers name; date of design;
checked by; scale; signatory boxes (Main Contractor, Supervising Consultant,

State of Qatar
Assets Affairs
Roads O&M
Program Management Consultant, Ashghal TDP Reviewer, Ashghal TDP Approver,

MoI Traffic and Patrol Department).
3.0 All Temporary Traffic Management, including Traffic Control Devices and safety
barriers must be designed in accordance with the principles defined in the Qatar
Work Zone Traffic Management Guide (WZTMG), produced by Ashghal.
4.0 All sign legends, borders, sizes and mounting heights shall be in accordance with the
Qatar Traffic Manual (QTM).
5.0 All safety barrier systems used for TTM must comply with the WZTMG and therefore
meet minimum performance criteria such as NCHRP 350, MASH 08 and/or EN1317
and be approved for use by Ashghal (refer to Road Safety Barrier Systems OM-PPQ-
RSB-001). All temporary barrier systems must also be installed in accordance with
tested configurations and manufacturers instructions.
6.0 The ends of temporary safety barriers must be appropriately treated either with a
crashworthy end treatment, such as an energy absorbing attenuator, or by flaring the
exposed end of the barrier away from approaching traffic so that it cannot be hit.
7.0 All traffic signing must comply with the size, quality, reflectivity, mounting and ballast
requirements outlined in Chapter 5 of the WZTMG. It should be noted that the size of
a sign is determined by the speed of traffic approaching it. For signs associated with
work zones, this speed shall be taken as the permanent speed limit for all signs
within the advance warning and transition areas.
8.0 Any permanent signing or pavement markings that conflict with the temporary
arrangements shall be obscured or removed for the duration of the works. Once all
works are complete, all temporary road markings associated with the works shall be
removed. All permanent road markings that were covered up or removed as part of
the works shall be uncovered or reinstated.
9.0 Details shall be provided of any phasing of the works.
10.0 Road closures and diversion schemes shall be detailed as appropriate.
11.0 The contractor shall notify the residents and businesses affected by the proposals
before commencement of the works.
12.0 Under the Work Zone Program of Inspections, Inspections shall be carried out at a
minimum frequency as shown below:
Freeways and Collectors and

Arterials
Expressways Locals
WZTM Safety Inspection
WZTM Contractor Each Shift Daily Daily
Supervisor
WZTM Safety Review
WZTM Contractor Daily Twice a week Weekly
Supervisor
WZTM Process Review
WZTM Contractor Weekly Bi-weekly Monthly
Supervisor

State of Qatar
Assets Affairs
Roads O&M
WZTM Safety Audit As requested by As requested by

As requested by
Approvals Body the approvals the approvals
the approvals body
Representative body body
Stage 2 and Stage 3 Work Zone Road Safety Audits must be undertaken where the duration
of works exceeds that shown below:
Duration of Works
Work Type Freeways and Collectors and
Arterials
Expressways Locals
Significant reduction in capacity (>30%),
Always
major impact to permanent road 1 week 1 week
Required
alignment
Minor impact on capacity (e.g. single
lane closure on 3-lane road, footway 1 month 3 months 6 months
diversion on single carriageway)
Upon completion of works, the Final Completion Certificate will not be issued until the
Approvals Body is satisfied that the road has been reinstated to its original condition or
better.
13.0 Revision Status (Ashghal use only)

Content
Rev Date Amendment Authorised By
Owner
Malcolm
00 27/06/2013 New document Alan Oliver
Swinbourne
01 22/09/2015 Update Alan Oliver Carlos Riera
Deleted tables for Traffic Management Drawing(s),
Implementation Plan, and Clearance Plan. Additional Mary Ann D.
02 26/10/2015 Carlos Riera
documents to be detailed in Table 8 Other Acua
Documents Attached

APPENDIX B - BRIEF
INCIDENT REPORT FORM
State of Qatar
Assets Affairs
Roads O&M
Brief Incident Reporting Form
1.0 Project Details
Project Name:
Location:
Client:
2.0 Incident and Response Details
Nature of Incident:
(Sketch to be
provided overleaf)
Location of
Incident:
Date of Incident: Time of Incident:
/ / :
(dd/mm/yy) (24-hour clock)
Impact of Incident
on Road Network:
Contributing
Factors:
Effectiveness of
Contingency Plan:
Incident Response
Actions:
3.0 Recommendations
Recommendations for any change in design, response action or works that may help to prevent
reoccurrence of such incidents.
State of Qatar
Assets Affairs
Roads O&M
4.0 Sketch of Incident:

Please include North Point, road names, and details of temporary and permanent signs, markings,
barriers, delineation and other traffic control devices as appropriate.
5.0 Revision Status
Rev Date Amendment Content Owner Authorised By

APPENDIX C - EXAMPLE
WORK ZONE COMPLIANCE
ASSESSMENTS
Work-Zone Traffic Management Compliance Review
Work-Zone Assessment Form

Purpose of
Complaint received
Assessment
Reference Number
Name Michael Mackay
AD AMM DS MM 2212
Title Road Safety Inspector
Municipality District Zone Inspector Date
Inspector Details Department Road Operations and Maintenance Time 10:30
Authority Ashghal Contact Number N/A
Date 22/12/13 Email michael.mackay@aecom.com
Expressway Projects
(KBR)
LR&DR (PB) O&M Roads O&M Drainage
Drainage
Projects Roads X
Q-Rail Utility Unknown Other
Reconstruction, rehabilitation and maintenance of

Name of Project Client Ashghal
roads throughout Qatar
Project Details
Area in Charge (PMC or
Unknown Contact Details Unknown
Client)
Contractor Al Sarh
STMS (from Contractor) Unknown Contact Details Unknown
Municipality Doha LOCATION PLAN

District/Area Al Maamoura
Location Details
Street Name Just off Al Maadeed Street
Nearest Intersections,
Middle East International School
buildings/landmarks
Weather
Hot
X Cold Windy
Rainy Fog
Weather Conditions
Road Surface Wet Dry
X Sandy
Visibility Good
X Av. Poor
Expressway/
Urban Arterial/
High Speed
Major Distributor
Road Classification Divided
Collector/Local
X Rural Roads
Road Characteristics
Carriageway Single X Divided
Existing permanent
50 km/h
speed limits
Existing permanent
Single carriageway, two-way traffic
lane numbers
Inspection
Type of works Static X /Maintenance
Mobile Emergency Area Wide
Comments: Road Closure with a non-approved diversion route in place

Work Type and
Duration
Planned Duration Short Term Medium Term Long Term X Mobile Unknown
Daytime Off-
Working Hours Daytime Peak
X Peak
Evening 24-hour Unknown
TDP Title/Reference TDP 308
TDP Approver Oliver Ferry

Documentation
ROP Title/Reference Unknown
If any of the above documents are not available/present upon request or have not been produced at all, then this should be reflected in the
Compliance Scoring on Page 4 of this Assessment
Page 1 of 5
Work-Zone Traffic Management

Picture(s) Item Inspected Yes No N/A Remarks Item Inspected Yes No N/A Remarks Level of Compliance/Non Compliance
Work activity/material & equipment within Advance
Signs are missing M There is only one sign in the whole of the advance warning area. X
Warning Area
Incorrect order of signs X
Total Yes 7
Longitudinal spacing of signs incorrect M The sign should be set back much further from the start of the work area
Advance Warning Area(s)
Lateral spacing of signs incorrect M The sign should be 0.6m from the carriageway
Total No 5
Due to this being in a pedestrian area on the footway, the sign should be at least
Sign mounting height too low/high M
2.1m.
Signs not visible/obscured X
Total N/A 2
Non compliant sign material X
Non compliant reflective sign film M The sign face is stuck onto another sign
Advance Warning
Non compliant sign support structure X Area Achieved
Non compliant sign ballast M Rocks and stones used instead of sand within a hessian bag. Compliance
Poor condition of signs incl. support structures M
Temporary/permanent sign conflicts X
Use of irrelevant signs X Advance Warning Area not present 26%

Section not applicable to Work Zone
The advance warning area is lacking several signs. The only one sign there (road works ahead) is not duplicated, however according to the TDP this is not required. There are no signs showing a road closure ahead as according to the TDP or signs showing 30 km/h ahead, though the latter is not necessary. Due to work also taking place in the carriageway there should be signs showing
Overall Comments/Summary that the road narrows. Signs are not placed far enough back from the start of the work zone, they are not sufficiently laterally clear of the carriageway, in places too low due to being in a pedestrian area, are not reflective as they are just stuck onto other signs and rocks/stones are used for ballast instead of sand within a hessian bag.
Incorrect connection of barrier/barricade and/or gaps
Signs are missing
in barrier/barricade
Incorrect order of signs Combined use of barriers/barricades/cones
Total Yes 0
Longitudinal spacing of signs incorrect Barricade/cones used throughout instead of barriers
Lateral spacing of signs incorrect

Use of combined barrier specifications without
Total No 0
approved transition detail
Transition Area(s)
Sign mounting height too low/high Incorrect and/or poor barrier/barricade alignment
Signs not visible/obscured Damaged or poor condition barrier/barricade/cone

Total N/A 0
Non compliant sign material Barricades not arranged in alternating colour
Barrier/barricade not installed in accordance with
Non compliant reflective sign film
Manufacturers instruction Transition Area
Work activity/material & equipment within Transition
Non compliant sign support structure
Area Achieved
Non compliant sign ballast Taper length/ratio non compliant Compliance
Incorrect and/or poor reflective/illuminated devices
Poor condition of signs incl. support structures
on barriers/barricades/cones
Temporary/permanent sign conflicts
Use of irrelevant signs Transition Area not present X

0%
Temporary/Permanent Road marking conflict Section not applicable to Work Zone
There should be a transition area in place due to the barricades being on the live carriageway. Vehicles are not informed of the impending nature of the works and with no advance warning of a road closure may become confused by the no entry sign. Errant vehicles will crash straight into the works area as there is no longitudinal safety buffer in place either and so endanger road
Overall Comments/Summary workers, other road users and themselves.
Insufficient Longitudinal Safety Buffer Length
Conflicting permanent signs not masked

Total Yes 0
Temporary/Permanent Road marking conflict
Longitudinal Safety Buffer

Total No 0
Combined use of barriers/barricades/cones
Barricade/cones used throughout instead of barriers

Total N/A 0
Incorrect and/or poor barrier/barricade alignment
Longitudinal Safety
Damaged or poor condition barrier/barricade/cone Buffer Achieved
Barricades not arranged in alternating colour Compliance
Manufacturers instruction
Work activity/material & equipment within
Longitudinal Safety Buffer not present X
0%
Works Activity/storage of equipment & materials
taking place within Safety Buffers
Overall Comments/Summary There is no longitudinal safety buffer in place. Therefore errant vehicles will end up crashing straight into the works area as there is no transition area either. This will put both road users and road workers at risk.
Page 2 of 5

Signs are missing M There are no signs to inform road users of the works access and exit Combined use of barriers/barricades/cones M Cones are used to bridge the gap between barricades in some sections
Longitudinal spacing of signs incorrect X Barricade/cones used throughout instead of barriers M Barriers should be used where deep excavations are in place
Total Yes 14
Lateral spacing of signs incorrect X X
Sign mounting height too low/high X Incorrect and/or poor barrier/barricade alignment M
Total No 1
Signs not visible/obscured X Damaged or poor condition barrier/barricade/cone L
Non compliant sign material X Barricades not arranged in alternating colour L

Total N/A 12
Work Area

Non compliant reflective sign film X M
Incorrect and/or poor reflective/illuminated devices Where illuminated devices are on barricades, in most instances they are dirty and
Non compliant sign support structure X L
on barriers/barricades/cones have fallen over in several locations Works Area
Non compliant sign ballast X Insufficient lateral safety buffer width M Achieved
Poor condition of signs incl. support structures X
Lateral Safety Buffer not delineated inside Work
M Compliance
Zone
Outside of the designated working areas, works activity takes place on the non-
Temporary/permanent sign conflicts X Insufficient/Excessive Working Area M
approved diversion route
Use of irrelevant signs M There are a number of irrelevant signs throughout the work area Unsafe positioning of plant & machinery M Machinery is seen to cross traffic using the non-approved diversion route
Temporary/Permanent Road marking conflict X Operatives/workers not wearing correct PPE X

4%
M There are gaps and unconnected barricades throughout the work area Section not applicable to Work Zone
The work area does not comply with the approved TDP. The TDP shows the road being closed and a diversion route around it. This diversion route has not been implemented and so drivers are unaware of the course of action to take and so use a non-approved diversion route to the side of the work area and come into conflict with trucks delivering materials and heavy machinery
crossing. General traffic should be kept away from all types of work activity and so this area should be closed to the public to allow the work to take place in a safe manner with no danger to the general public. As well as this there should be signs showing that this is a works access/exit only so that unauthorized vehicles do not enter, in combination with a diversion route so that motorists
Overall Comments/Summary know the course of action to take. Where there are deep excavations, concrete barriers are required. At one of these locations the TDP shows that the road will be closed with a diversion route around it, but on site this route remains open. Barricades and illuminated devices are often dirty, there are gaps throughout the barricade provision, it is poorly aligned and there is no lateral safety
buffer between the work area and the live carriageway. An errant vehicle could therefore come into contact with heavy machinery, road workers or deep excavations.
Signs are missing M There is no signage to inform motorists they have left the work zone Incorrect and/or poor barrier/barricade alignment L
Lateral spacing of signs incorrect X Damaged or poor condition barrier/barricade/cone L

Total Yes 5
Sign mounting height too low/high X Barricades not arranged in alternating colour X

L
Total No 4
Non compliant sign material X X
Termination Area
Non compliant reflective sign film X
X
Total N/A 11
Termination Area
Non compliant sign support structure X
Non compliant sign ballast X

Termination Area
Poor condition of signs incl. support structures X Achieved
Temporary/permanent sign conflicts X Compliance
Use of irrelevant signs X
Temporary/Permanent Road marking conflict X

L Termination Area not present 40%
Combined use of barriers/barricades/cones X Section not applicable to Work Zone
Overall Comments/Summary There is no signage in the termination area to inform motorists they are leaving the work zone. They do not know they are leaving the work zone and so do not know the correct driving style to adhere to.
Vehicles missing from convoy
Attenuation device not present on required vehicles

Total Yes 0
non-approved/inappropriate vehicles being used
Incorrect use of TMA vehicle

Total No 0
Mobile Operations
TMA vehicle driver inadequately certified/trained
Incorrect signing provision on vehicles

Total N/A 0
Insufficient safety zones
Insufficient operating carriageway width

Mobile Operations
Achieved
Compliance
N/A
Section not applicable to Work Zone x
Overall Comments/Summary Mobile operations were not required for this work zone
Page 3 of 5

Access Provision & Vulnerable Road
Work-Zone being accessed from unsafe position M There are no signs informing motorists of the work zone access and exits
Road closed without warning M There are no signs informing motorists of the road closure
Total Yes 6
Vehicular/pedestrian access to properties restricted
L
or severed
Parking facilities blocked/restricted L
Total No 1
Access to side roads/intersections blocked/restricted X
Temporary footway/crossing provision not present X

Total N/A 2
Existing pedestrian routes unsuitable as a result of
M
work activity
Users
Diverted pedestrians routes unsuitable X Access Provision &

No Pedestrian Diversion Route M
Vulnerable Road
Users Achieved
Compliance
9%
The work zone is being accessed from where motorists are also entering to use a non-approved diversion route. This needs to be closed to the general public with signs showing it is works access/exit only and a full diversion route implemented for road users so they have an alternative route. Pedestrian provision is severed by the road closure and they have no diverted route in place to
Overall Comments/Summary use and so they have to use the same route as works machinery, trucks and general traffic are using.
Signs are missing

Total Yes 0
Sign mounting height too low/high
Signs not visible/obscured

Total No 0
Non compliant sign material
Diversion Routes

Total N/A 0
Non compliant sign ballast

Diversion Routes
Poor condition of signs incl. support structures Achieved
Temporary/permanent sign conflicts Compliance
Use of irrelevant signs
Poor temporary road surface
Diversion Route not present X

0%
The diversion routes on the approved TDP have not been implemented and instead there are non-approved diversion routes just to the side of the current road closure. No advance warning of the road closure and no diversion route in place means that vehicles are going off road and crossing the path of works machinery and vehicles. Works vehicles should not be coming into contact
Overall Comments/Summary with general traffic and so should be closed off and the diversion route shown in the TDP implemented. Moreover, vehicles were seen to be confused by the road closure, slow right down and turn into the non-approved diversion route, forcing cars behind to break harshly or swerve out the way as they had no idea what the car infront was planning to do. One of the non-approved
diversion routes shows it to be one way from one side yet there is no signing provision at the other side and so vehicles were seen to drive towards vehicles believing the route to be one way.
Excessive vehicle delays/queuing X

Total Yes 3
Miscellaneous & Documentation
Temporary speed limit missing M According to the TDP there should be a 30 km/h speed limit in place
Speed enforcement camera missing X
Incorrect temporary speed limit X

Total No 5
Contractor has no TDP X TDP no. 308
TDP not approved X

Total N/A 2
Contractor has no Road Opening Permit X
Complaints received from Stakeholders M Complaint received from Ashghal Miscellaneous &
Complaints received from Residents X
Documentation
Excessive dust from works activity not being
Achieved
L
contained Compliance
50%
Overall Comments/Summary The TDP no. 308 has been approved, however is not being adhered to on site. Changes must be made so that the work zone is in accordance with the TDP. However, due to the inconsistencies with what is actually happening on site and what is on the TDP, a new TDP should be submitted to incorporate things like transition areas and longitudinal safety buffers.
Page 4 of 5

Level of Compliance Achieved
Advance Warning
Areas 26% Transition Areas 0% Longitudinal Safety Buffers 0%
Works Area 4% Termination Areas 40% Mobile Operations N/A
Access Provision & Miscellaneous &
Vulnerable Road Users 9% Diversion Routes 0% Documentation 50%
The following section applies a risk factor to the overall level of compliance at
the Work Zone. For Example, the failure to provide an Advance Warning Area
Overall Level of Applied Risk
Compliance 12% Factor
on a high speed expressway would create more of a risk than on a low speed
residential local road. The following section will consider this and amend the
scoring accordingly.
Risk Factors
Risk Category Very High High Medium Low Very Low
High Speed Divided

Low Speed Local Low Speed & Low
Road Type Expressway & Arterial/Circular Urban Distributors Overall level of
Road Traffic Local Road
Rural Roads Roads compliance with
Applied Risk Factor
14%
Risk Factor 1.0 1.0 1.10 1.2 1.3
Overall Level of Compliance / Non-Compliance
Choose One x
Notify Engineer - Notify Engineer -

Recommend stopping Recommend making Improvement measures to
Action
works and making <50% improvements within 48 51-79% be completed within 7 days >80%
improvements immediately hours
Instigated Actions
Approved by (Work Zone
Continue Works without Safety Inspector)
any improvements
Date Signature
PMC or Client Contact
Organisation
Improvement measures to
be completed within 7 days
Position
Date Signature
Summary of Improvement
Measures (Work Zone
Inspector)

Notify Engineer -
Organisation
Recommend making
improvements within 48
Position
hours
Date Signature
Measures (Work Zone
Inspector)

Notify Engineer -
Organisation
Recommend stopping
works and making
Position
improvements immediately
Date Signature
Next Steps for PMC/Client
Acknowledge receipt of this report. Acknowledgment should be an email returned to the sender of this report stating that you have received the
Step 1 - Acknowledgement
report, accept the content of the report and will comply with the timescales outlined within the report.
If no improvements are required then continue works, as no further action is necessary. The outcome of this assessment and compliance score
Step 2 - No Improvements Required
will be registered with Ashghal. If improvements are required refer to Step 3.
The Work Zone Inspector will undertake a follow up Work Zone Assessment within 48 hours or 7 days, depending on the level of improvement
Step 3 - Improvements Required
measures required.
Step 4 - Failure to Comply with Work If no improvement measures are made within the stiupated timescale, this will be referred back to the Client Project Manager, who will decide an
Zone Assessment appropriate course of action.
Page 5 of 5
Follow-Up Work-Zone Assessment Form

Purpose of Initial Assessment Initial Assessment
Assessment
Follow Up Assessment
Reference
AR-ONZA-DN-VS-1811
Compliance Rating 78%
Reference Number
Name Vishnu Sureshkumar
AR ONZA DN VS 1012
Title Road Safety Inspector
Municipality District Zone Inspector Date
Inspector Details Department Road Operations and Maintenance Time 0945
Authority Ashghal Contact Number +974 6671 7839
Date 10/12/13 Email vishnuvs@ashghal.gov.qa
Expressway Projects
LR&DR (PB) O&M Roads O&M Drainage Projects Roads
(KBR) Drainage
Q-Rail X Utility Unknown Other
Name of Project Qatar Rail Enabling Works Project Client Q-Rail

Project Details
Area in Charge (PMC or
Nik Rowley Contact Details nrowley_spm@qr.com.qa
Client)
Contractor HSP ENABLING JV
STMS (from Contractor) Ciprian Jarnea Contact Details ciprian.jarnea@hspenablingjv.com
Municipality Ad Dawhah LOCATION PLAN

District/Area Onaiza
Location Details
Street Name Majlis Al Tawoon / Omar Al Mukhtar Atreet
Nearest Intersections,
Qatar Sports Club & University R/A
buildings/landmarks
Weather
Hot
X Cold Windy
Rainy Fog
Weather Conditions
Road Surface Wet Dry
X Sandy
Visibility Good
X Av. Poor
Expressway/
Urban Arterial/
Road Classification
High Speed
Divided
Major Distributor X
Collector/Local Rural Roads
Road Characteristics
Carriageway Single Divided X
Existing permanent
80 Km/h
speed limits
Existing permanent
Three Lane in both directions.
lane numbers
Inspection
Type of works Static X /Maintenance
Mobile Emergency Area Wide
Comments: Works for Rail networks on a three lane divided carriageway with Contraflow system in place.
Work Type and
Duration
Planned Duration Short Term Medium Term Long Term X Mobile Unknown
Daytime Off-
Working Hours Daytime Peak
X Peak X Evening 24-hour Unknown
TDP Title/Reference TDP 220 A2
TDP Approver Mark Richards

Documentation
ROP Title/Reference Unknown
If any of the above documents are not available/present upon request or have not been produced at all, then this should be reflected in the
Compliance Scoring on Page 4 of this Assessment
Page 1 of 5

Work activity/material & equipment within Advance
Signs are missing X
Warning Area
Incorrect order of signs X
Total Yes 0
Longitudinal spacing of signs incorrect X
Advance Warning Area(s)
Lateral spacing of signs incorrect X

Total No 13
Sign mounting height too low/high X

Total N/A 0
Non compliant sign material X

Advance Warning
Non compliant sign support structure X Area Achieved
Non compliant sign ballast X Compliance
Use of irrelevant signs X Advance Warning Area not present 100%

Overall Comments/Summary The contractor made a reasonable effort to comply with the requirements of WZTMG and the TDP, as a good level of traffic signing was deployed within the advance warning area.
Signs are missing X M
Incorrect order of signs X Combined use of barriers/barricades/cones M Plastic barricades were used in the beginning of the transition area.
Total Yes 4
Longitudinal spacing of signs incorrect X Barricade/cones used throughout instead of barriers X
Lateral spacing of signs incorrect X

X
Total No 20
Transition Area(s)
Sign mounting height too low/high X Incorrect and/or poor barrier/barricade alignment X
Signs not visible/obscured X Damaged or poor condition barrier/barricade/cone X

Total N/A 1
Non compliant sign material X Barricades not arranged in alternating colour X

Non compliant reflective sign film X M
Manufacturers instruction Transition Area
Work activity/material & equipment within Transition
Area
X Achieved
Non compliant sign ballast X Taper length/ratio non compliant X Compliance
Poor condition of signs incl. support structures X X
Use of irrelevant signs X Transition Area not present 69%

Temporary/Permanent Road marking conflict H Old road markings were not removed or covered properly. Section not applicable to Work Zone
Road markings conflict with each other and have not been removed/introduced where the work stages and temporary traffic management has changed. At a number of locations, road markings direct vehicles into safety barriers and other road side hazards. Road marking provision should be removed and provided through every stage change to direct and guide vehicles through the
Overall Comments/Summary work zone.
Insufficient Longitudinal Safety Buffer Length X
Conflicting permanent signs not masked X

Total Yes 0
Temporary/Permanent Road marking conflict X

X
Total No 13
Combined use of barriers/barricades/cones X
Barricade/cones used throughout instead of barriers X

Total N/A 1
X
Incorrect and/or poor barrier/barricade alignment X
Longitudinal Safety
Damaged or poor condition barrier/barricade/cone X Buffer Achieved
Barricades not arranged in alternating colour X Compliance
X
X
X Longitudinal Safety Buffer not present 100%
Works Activity/storage of equipment & materials
X Section not applicable to Work Zone
taking place within Safety Buffers
Overall Comments/Summary The work zone was observed to have adequate Longitudinal Safety Buffer provision.
Page 2 of 5

Signs are missing X Combined use of barriers/barricades/cones X
Longitudinal spacing of signs incorrect X Barricade/cones used throughout instead of barriers H Plastic barricade was used to close one section of works area.
Total Yes 5
Lateral spacing of signs incorrect X X
Sign mounting height too low/high X Incorrect and/or poor barrier/barricade alignment M
Total No 10
Signs not visible/obscured X Damaged or poor condition barrier/barricade/cone X
Non compliant sign material X Barricades not arranged in alternating colour X

Total N/A 12
Work Area

Non compliant reflective sign film X X
Non compliant sign support structure X M
on barriers/barricades/cones Works Area
Non compliant sign ballast X Insufficient lateral safety buffer width X Achieved
Lateral Safety Buffer not delineated inside of Work
X Compliance
Zone
Temporary/permanent sign conflicts X Insufficient/Excessive Working Area X
Use of irrelevant signs X Unsafe positioning of plant & machinery X
Temporary/Permanent Road marking conflict L Operatives/workers not wearing correct PPE X

50%
m Commencement of barrier is incorrect. Section not applicable to Work Zone
Safety barriers do not terminate or commence appropriately and have protected using PVC barricades, which is a non-approved end treatment. Should a vehicle crash into the untreated end of a barrier, the vehicle will not be deflected and will subsequently absorb all the energy from the impact. Safety barriers should commence and terminate using approved end treatments or shall be
Overall Comments/Summary tapered at a ratio determined by the speed limit of the road.
Signs are missing X Incorrect and/or poor barrier/barricade alignment X
Lateral spacing of signs incorrect X Damaged or poor condition barrier/barricade/cone X

Total Yes 1
Sign mounting height too low/high X Barricades not arranged in alternating colour X

X
Total No 19
Non compliant sign material X X
Termination Area
X
Total N/A 0
Termination Area
Non compliant sign ballast X

Termination Area
Poor condition of signs incl. support structures X Achieved
Temporary/permanent sign conflicts X Compliance
Use of irrelevant signs X
Temporary/Permanent Road marking conflict L

X Termination Area not present 95%
Combined use of barriers/barricades/cones X Section not applicable to Work Zone
Overall Comments/Summary The Termination Area provision was adequate, however, the confusing road markings could result in side swipe type crashes where road users fail to position their vehicles appropriately.
Vehicles missing from convoy
Attenuation device not present on required vehicles

Total Yes 0
non-approved/inappropriate vehicles being used
Incorrect use of TMA vehicle

Total No 0
Mobile Operations
TMA vehicle driver inadequately certified/trained
Incorrect signing provision on vehicles

Total N/A 0
Insufficient safety zones
Insufficient operating carriageway width

Mobile Operations
Achieved
Compliance
N/A
Section not applicable to Work Zone X
Overall Comments/Summary This section is not applicable for this work zone, as there was no mobile activity taking place.
Page 3 of 5

Access Provision & Vulnerable Road
Work-Zone being accessed from unsafe position X
Road closed without warning X

Total Yes 0
Vehicular/pedestrian access to properties restricted
X
or severed
Parking facilities blocked/restricted X
Total No 9
Access to side roads/intersections blocked/restricted X
Temporary footway/crossing provision not present X

Total N/A 0
Existing pedestrian routes unsuitable as a result of
X
work activity
Users
Diverted pedestrians routes unsuitable X Access Provision &

No Pedestrian Diversion Route X
Vulnerable Road
Users Achieved
Compliance
100%
Overall Comments/Summary A reasonable level of temporary pedestrian access and crossing provision is available for the current stage of works. Contractor must ensure that, a safe access is provided for the pedestrians at all stages of works activity and the same must be maintained throughout the duration of project.
Signs are missing

Total Yes 0
Sign mounting height too low/high
Signs not visible/obscured

Total No 0
Non compliant sign material
Diversion Routes

Total N/A 0
Non compliant sign ballast

Diversion Routes
Poor condition of signs incl. support structures Achieved
Temporary/permanent sign conflicts Compliance
Use of irrelevant signs
Poor temporary road surface
Diversion Route not present N/A

Section not applicable to Work Zone X
Overall Comments/Summary Diversion routes are not required, as there is no full road closure in place.
Excessive vehicle delays/queuing X

Total Yes 0
Miscellaneous & Documentation
Temporary speed limit missing X
Speed enforcement camera missing X
Incorrect temporary speed limit X

Total No 8
Contractor has no TDP X
TDP not approved X

Total N/A 2
Contractor has no Road Opening Permit X
Complaints received from Stakeholders X Miscellaneous &

Complaints received from Residents X
Documentation
Excessive dust from works activity not being
Achieved
X
contained Compliance
100%
Overall Comments/Summary
Page 4 of 5

Level of Compliance Achieved
Advance Warning
Areas 100% Transition Areas 69% Longitudinal Safety Buffers 100%
Works Area 50% Termination Areas 95% Mobile Operations N/A
Access Provision & Miscellaneous &
Vulnerable Road Users 100% Diversion Routes N/A Documentation 100%
The following section applies a risk factor to the overall level of compliance at
the Work Zone. For Example, the failure to provide an Advance Warning Area
Overall Level of Applied Risk
Compliance 85% Factor
on a high speed expressway would create more of a risk than on a low speed
residential local road. The following section will consider this and amend the
scoring accordingly.
Risk Factors
Risk Category Very High High Medium Low Very Low
High Speed Divided

Low Speed Local Low Speed & Low
Road Type Expressway & Arterial/Circular Urban Distributors Overall level of
Road Traffic Local Road
Rural Roads Roads compliance with
Applied Risk Factor
85%
Risk Factor 1.0 1.0 1.10 1.2 1.3
Overall Level of Compliance / Non-Compliance
Choose One x
Notify Engineer - Notify Engineer -

Recommend stopping Recommend making Improvement measures to
Action
works and making <50% improvements within 48 51-79% be completed within 7 days >80%
improvements immediately hours
Instigated Actions
Approved by (Work Zone
Continue Works without Safety Inspector)
any improvements
Date Signature
PMC or Client Contact Nik Rowley
Improvement measures to
Organisation Qatar Rail
be completed within 7 days
Position HSE Manager - Enabling Works
Date Signature
Measures (Work Zone
Inspector)

Notify Engineer -
Organisation
Recommend making
improvements within 48
Position
hours
Date Signature
Measures (Work Zone
Inspector)

Notify Engineer -
Organisation
Recommend stopping
works and making
Position
improvements immediately
Date Signature
Next Steps for PMC/Client
Acknowledge receipt of this report. Acknowledgment should be an email returned to the sender of this report stating that you have received the
Step 1 - Acknowledgement
report, accept the content of the report and will comply with the timescales outlined within the report.
If no improvements are required then continue works, as no further action is necessary. The outcome of this assessment and compliance score
Step 2 - No Improvements Required
will be registered with Ashghal. If improvements are required refer to Step 3.
The Work Zone Inspector will undertake a follow up Work Zone Assessment within 48 hours or 7 days, depending on the level of improvement
Step 3 - Improvements Required
measures required.
Step 4 - Failure to Comply with Work If no improvement measures are made within the stiupated timescale, this will be referred back to the Client Project Manager, who will decide an
Zone Assessment appropriate course of action.
Page 5 of 5
APPENDIX D - USER
REPONSE FORM
State of Qatar
Assets Affairs
Roads O&M
User Response Form
WZTMG Feedback Form: Use this form if you see any spelling, grammar or other
typographical errors within the Guide. If you wish to propose a change from the current standards
or processes then please ensure that you provide your justification for the change plus the proposed
wording.
All feedback to be emailed to WZTMG@ashghal.gov.uk
Name Email
Organization Phone number
WZTMG WZMG
Version Reference
Justification
for Policy
Change /
Details of
error
Proposed
Correction /
Proposed
Wording
WZTMG WZMG
Version Reference
Justification
for Policy
Change /
Details of
error
Proposed
Correction /
Proposed
Wording
APPENDIX E -
SPECIFICATIONS AND
STANDARD DETAILS
900 - 1200
380 - 560
85th Percentile Speed Height Shown for Height Shown for

(kph) Top Panel (mm) Bottom Panel (mm)
0 - 80 900 380
81 - 120 1200 560
T-1128.3
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INFRASTRUCTURE AFFAIRS
WARNING SIGN (WORK-ZONE)
LEFT LANE CLOSURE 300 M AHEAD -

TWO-LANE CARRIAGEWAY
T-1128.3 0
900 - 1200
380 - 560

0 - 80 900 380
81 - 120 1200 560
T-1128.4
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RIGHT LANE CLOSURE 300 M AHEAD -

TWO-LANE CARRIAGEWAY
T-1128.4 0
900 - 1200
380 - 560

0 - 80 900 380
81 - 120 1200 560
T-1128.1
NOTES :
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THREE-LANE CARRIAGEWAY
T-1128.1 0
900 - 1200
380 - 560

0 - 80 900 380
81 - 120 1200 560
T-1128.2
NOTES :
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T-1128.2 0
900 - 1200
380 - 560

0 - 80 900 380
81 - 120 1200 560
T-1128.5
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FOUR-LANE CARRIAGEWAY
T-1128.5 0
900 - 1200
380 - 560

0 - 80 900 380
81 - 120 1200 560
T-1128.6
NOTES :
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FOUR-LANE CARRIAGEWAY
T-1128.6 0
900 - 1200
380 - 560

0 - 80 900 380
81 - 120 1200 560
T-1128.7
NOTES :
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T-1128.7 0
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T-1128.8
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LEFT LANE DROP 300 M AHEAD -

T-1128.8 0
P.O.Box 22188
Tel. : (0974) 44950000
Fax. : (0974) 44950999
Qatar Deserves The Best www.ashghal.gov.qa
Site Traffic Management Supervisor
T-1128.2
NOTES :
INFORMATORY SIGN (WORK-ZONE)
WORK-ZONE INFORMATION BOARD -

ASGHAL PROGRAMS / PROJECTS
T-1128.2 0
Site Traffic Management Supervisor
T-1128.1
NOTES :
INFORMATORY SIGN (WORK-ZONE)
WORK-ZONE INFORMATION BOARD
T-1128.1 0
NOTES:
QCS Section:
Section 6 - Road Works
Part 1.6 - Temporary Fencing
Drawing Title:
EXAMPLE OF SINGLE-SIDED
HOARDING FENCE
Approved: Sheet No:

1 OF 1
Date: Scale:
JUNE-2014 N.T.S.
Drawing Number: Revision:
SK-2014-06-001 0
NOTES:
QCS Section:
Section 6 - Road Works
Part 1.6 - Temporary Fencing
Drawing Title:
EXAMPLE OF DOUBLE-SIDED
HOARDING FENCE
Approved: Sheet No:

1 OF 1
Date: Scale:
JUNE-2014 N.T.S.
Drawing Number: Revision:
SK-2014-06-002 0
APPENDIX F TMA
VEHICLES AND MOVING
WORK ZONE TECHNIQUE
TMA Trucks and Trailer Mounted Attenuators
Vehicles fitted with or towing traffic management attenuators (TMA) are a specialist piece of temporary traffic
management equipment and therefore it is important that they are constructed and operated correctly Attenuators
are used to reduce the severity of a rear end collision with a slow moving or stationary highway maintenance
vehicle.
The use of TMAs in Qatar is fundamental to reducing the risks relating to manual labour connection with Work Zone
Traffic Management. All TMAs and attenuators used on the Qatar road network must comply with the requirements
of the WZTMG and the supplementary guidance on the Moving Work Zone Technique appendix to the WZTMG.
Elements of a TMA Truck

The TMA truck is a moving traffic sign fitted with a series of additional control or mitigation measures to allow it to
move at less than the normal road speed or stop or in a road lane that is open to third party traffic.
There are four main elements to a TMA, each of which performs a specific function and must be compliant to the
minimum standards listed in the WZTMG. These elements and their function are listed in the table below.
Element Sign Attenuator Auto Brake The Cab
Drivers seat
Mobile
Impact Brake
road work Seat head rest
sign truck TMA mass
Seat Belt
Traffic Attenuator
Mounted to the rear of

the vehicle, the sign
Prevents the TMA from
directs the traffic to
Provides a level of rolling forward Seat, seat head rest
pass beside the TMA
protection for third uncontrollably and and seat belt provide a
truck and the works
party traffic should they colliding with another level of protection to
Purpose that the truck is
collide with the slow vehicle or structure in a the driver of the TMA in
protecting. This is the
moving or stationary collision. Protects the the event of a collision
primary means of
TMA truck. works operation and with the TMA truck.
directing vehicles to
driver of the TMA
avoid the TMA and the
work
Elements of Traffic Management Attenuators
To be a TMA truck each element must be present, be well maintained and comply with the requirements of the
WZTMG.
Truck or Trailer Mounted Attenuator
Attenuators may be mounted to the rear of a truck or towed as a trailer by a suitable truck compliant with the
requirements of the table below .All attenuators are required by to be a minimum of Test Level 3 (TL3) which is a
test with a 2000kg vehicle at 100kph. Lower standard attenuators such as those to test level TL2 are not considered
suitable for the traffic types and conditions experienced in Qatar and are not permitted to be used on any road in
Qatar.
Attenuators that are towed as a trailer behind the truck may also react differently than those that are rigidly fixed to
the rear of a truck, this restricts their suitability for use and the roads on which towed attenuators may be used in
Qatar are listed in the table below.
Traffic Management Attenuator Type
Road Type And Permanent

Speed limit
Towing vehicle mass must be
Truck with mass 9450kg
9450kg
Single Carriageway Permitted Strongly recommended

Divided Highways
Permitted Strongly recommended 2
30,40,50,60kph
Divided Highways
80,100,120kph and all Not permitted1 Must be used2
Expressways
Designated Truck Routes Not permitted1 Must be used2
Notes:
1. May be towed by a work vehicle with a mass of less than 9450kg as an alternative to a vehicle mounted
sign, so long as the towing vehicle is a works vehicle and not acting as a TMA truck.
2. Where the TM A truck is operating on a designated truck route or an expressway with a higher heavy
vehicle content, it is recommended that the minimum mass of the TMA truck is increased to 15000kg using
sand bags or other fine granular material. Water barriers, concrete blocks, metal or other similar materials
must not be used.
Permitted TMA's by Qatar Road Type and Speed
Truck or Towing Vehicle Specification

The vehicle that supports or tows the road sign and attenuator must have a minimum mass of greater than or equal
to 9450kg (9000+450kg) as per the TL3 test. This minimum mass must be complied with as it has a direct bearing
on how the truck and attenuator combination react in the event of a collision. A TMA truck or truck and trailer
combination with a mass of less than 9450kg may roll on significantly beyond the longitudinal buffer zone between it
and the works that it is protecting. In addition to this roll on, it may also jack-knife propelling the truck into other traffic
causing a secondary collision.
The TMA truck or truck towing an attenuator must be fitted with an Impact Brake which is an automatic device
activated by a third party vehicle colliding with the attenuator, this device automatically applies the handbrake on the
truck or towing vehicle if it is not applied already. This impact brake must be switched on whenever the attenuator is
in use and the truck or towing vehicle is moving at less than 20kph or stopped. A TMA truck must never be used
without a functioning impact brake.
The TMA truck or towing vehicle must comply with the requirements of the WZTMG section 5.75 vehicles which is
summarised in the table below specifically for TMA trucks.
Work Zone Traffic Management Guide TMA Truck Specification
Towing Truck Truck with Attached TMA
Warning
Full body width amber light bar with multiple light sources supplemented by low level amber lights
Lights /
should the light bar not be visible at all angles around the vehicle.
beacons
Base vehicle Yellow or White.
body colour A lemon yellow to BS381C N.355 is suggested or RAL1023
Vehicle
Must be a minimum 9000 + 450kg = 9450kg excluding the weight of fuel and staff.
Weight
Rear Retro-reflective colour red or fluorescent Rear
yellow Replaced with WZTMG compliant TMA sign to
50mm wide red retro-reflective tape to outline of Diagram R108 and supplemented by an
body. approved electronic arrow. Retro reflective red
Minimum 75mm (150mm recommended) wide outline markings must not be applied to the
red retro-reflective tape chevron markings diagram R108 sign face.
alternately with fluorescent yellow non-retro Compliant retro reflective markings will need to
Conspicuous reflective tape 150mm wide recommended be applied to the base of the attenuator so that
Markings inclined upwards at 45 to 60 with the centre of they are visible when the attenuator is raised.
the triangle created at the centre top for the full Side - Retro-reflective colour amber or yellow
outline of the vehicle body rear area. Outline markings in accordance with UN
Side - Retro-reflective colour amber or yellow ECE104 for the vehicle body and attenuator
Outline markings in accordance with UN Front Retro-reflective white
ECE104 for the vehicle body and attenuator
trailer.
Front Retro-reflective white
Brake System Automatic impact brake system must be fitted, triggered by a sensor on the first part of the
attenuator that is hit in a collision. This system must be able to be switched on / off and reset from
the truck drivers seat.
Drivers seat must be fitted with a minimum of a 3 point seat belt by the truck manufacturer
Drivers seat must have an adjustable height head restraint
Interior lighting to assist with the cab control operation
Cab Stowage areas for drink containers, lunch and paperwork etc.
Air conditioning recommended
Controls within reach of the drivers seat to change the light arrow and diagram R108 sign by
remote Control without leaving the cab.
Rear view camera should be fitted
Dedicated two way radio system must be provided between the driver of the TMA, other TMA
drivers and the work operation. A permanent cab mounted radio is strongly recommended for the
Other
TMA.
Cab should permit the driver to walk across the cab and exit the non-driving side of the vehicle
Vehicle should be capable of reasonable acceleration to allow manoeuvring in traffic
NOTES:
1. All retro-reflective material shall be micro prismatic of minimum standard ASTM D4956-01 type IV and shall
show yellow to the side and red to the rear.
2. All TMAs must be to test level TL3.
3. An advance warning vehicle AWV must comply with all requirements of this specification but may exclude the
provision of an attenuator and impact brakes.
TMA Truck Specification
Moving Work Zone Technique Guidance
General
1) The Moving Work Zone Technique (MWZT) is a temporary traffic management (TTM) operation that uses
vehicle mounted signage with other supporting equipment to enable short term or moving carriageway works to
be undertaken without the need to install extensive TTM that may take longer to install and remove than the
actual works itself.
2) All MWZT operations must comply with the requirements of the WZTMG and the following guidance contained
within this document and fully take into account any other advice relating to the design and operation of the
technique.
3) The MWZT requires specific specialised equipment to minimise the risk to traffic and maintaining an acceptable
level of safety for the workforce. This equipment and the vehicles on which the equipment is attached must be
maintained in a fully operational, safe and clean condition whenever the MWZT is being used.
4) The equipment must be checked at the start of each shift for correct operation and condition. Any defects
identified should be repaired before the operation commences. Should any part of the equipment become
damaged or faulty whilst the MWZT is in operation then the works shall be immediately suspended and all
vehicles moved quickly to a safe location until the defective equipment or vehicle can be repaired.
5) The MWVT must only be undertaken during periods of low traffic flows when congestion is unlikely to occur and
where visibility is good. It shall only be undertaken by a trained workforce using the equipment specified by the
WZTMG and this guidance document.
6) Conditions which reduce highway visibility such as spray from wet roads, sandstorms, rain, fog etc., increase
the risk of crashes. This technique should also not be operated when drivers approaching the operation are
heading towards a sun which is low on the horizon.
7) This technique should only be carried out where there is adequate stopping sight distance. For most divided
highways, the desirable minimum visibility requirement is a stopping sight distance of 295m.
8) Should visibility deteriorate, congestion start to occur or any other incident or event occur that compromises, or
is likely to compromise, the safety of the workforce or traffic then the MWVT Foreman should suspend the works
and move the operation to a safe location.
9) The MWZT Foreman shall monitor traffic flows and weather immediately before commencing a MWZT operation
and regularly during the operation. The decision of the MWZT Foreman to not start or suspend a MWZT
operation due to their concerns in regard to the safe operation of the MWZT must override all other
considerations.
10) Use of the MWZT on five or more lane divided carriageways requires special care and the use of additional
advance sign vehicles as appropriate to the prevailing operational conditions is recommended. Work on five or
more lane divided carriageways in particular should only be undertaken by the most experienced MWZT Teams.
11) The MWZT operation should be supported on divided carriageways by the use of fixed gantry matrix and/or
roadside VMS signals wherever they are available to provide additional warning of the presence of an MWZT
operation, and to provide a signed temporary speed limit in that area. Roadside signals must be regularly
monitored by the control room operators and adjusted as the MWVT operation progresses to ensure the matrix
and VMS signs remain relevant to the location of the MWVT operation.
Planning
12) When planning any proposed MWZT operation a full risk assessment must be undertaken by a competent
person within the organisation responsible for the MWVT Team. The person must be trained in the technique
and should have good knowledge of the highway environment together with any associated operational
considerations. This risk assessment shall be recorded and briefed to the MWZT Foreman prior to the
commencement of the operation.
13) Where the MWZT is found to be suitable, the safe system of work should be carefully planned. The various
operations for which the technique is to be used should be planned to follow in longitudinal lane sequence as far
as practicable to eliminate unnecessary lateral lane closures changes.
14) Account should be taken of any other work zone traffic management taking place in the vicinity of the proposed
MWZT operation, as this may have an impact on the operation.
15) MWZT operations are suitable for work operations that are continually moving or that involve short term periodic
stops of up to 15 minutes per work location at regular intervals on a highway or at individual locations. This
technique may also be suitable for short term works of up to 90 minutes at an individual location, subject to a
specific risk assessment of the use of this technique that also considers the risks of providing static work zone
management at this location. This decision making process should be clearly outlined within the Traffic
Diversion Plan (TDP) that is a requirement to work within the right of way. For further information refer to the
Work Zone Traffic Management Guide - Revision 1.1 Section 2.6.4.
16) The decision whether to use the technique should be based on the results of these risk assessments to confirm
that the proposed method of working minimises the risk compared with alternative ways of carrying out the
same work.
17) At the planning stage, when deciding on the maximum time it is acceptable for the MWZT to remain stationary
or moving very slowly, a risk assessment should be carried out that evaluates the degree of risk, time of
exposure to risk, and ways of minimising risk, such as the use of additional Truck/Trailer Mounted Attenuator
(TMA) vehicles in the advance warning area, or the availability of roadside fixed matrix and VMS signage to
support the operation.
18) When TMAs are used to protect a vehicle deploying static work zone signs on the central reservation or on the
hard shoulder of a divided carriageway, the operation must comply with the requirements of this technique.
Consideration should be given to avoiding any possible conflict between the static and mobile signs. Such
conflict may sometimes be avoided by locating the MWZT operation on the other carriageway or pre placing the
static signs in advance of the time that they are required to be used.
19) MWZT operations on divided carriageways without a hard shoulder require additional planning. A survey must
be undertaken by the TDP Applicant and the MWZT Foreman to identify additional advance signing
requirements and placement positions which should be carefully planned. Additional signage may be required.
20) An emergency procedure shall be developed as part of the TDP process by the MWZT Foreman for managing
TMA strikes, equipment breakdowns, congestion and other foreseeable incidents that may affect the safe
operation of a MWZT operation.
21) The TDP for a MWZT operation must include provision for regular welfare breaks for the MWZT personnel. It is
strongly recommended that a TMA should be fitted with air conditioning in the cab, if it is not then the TDP
implementation plan must include managing heat stress.
Plans and Principles for Moving Work Zone Technique
22) The plans and principles for the operation of the MWZT are given in Plans TL-MST1 to TL-MST18 within
Chapter 6 of the Work Zone Traffic Management Guide Revision 1.1.
23) The separation distance between TMA vehicles A1-A3 is a compromise between the need to keep the gap small
enough to discourage other vehicles from breaching the closure and allowing sufficient room to avoid the TMA
being pushed forward into the works vehicle should it be struck from behind.
24) Should the technique be used on a road with at-grade junctions (e.g. signals, roundabouts etc.) then gaps
between vehicles may need to be reduced in the proximity of these junctions. At this type of location, the speed
of the traffic reduces and there is therefore an increased risk of vehicles invading the closure, either from a side
road or by cutting in. This is exacerbated if the larger gaps normally used when traffic is passing at higher
speeds are maintained.
25) Where the closure of two or more lanes is being carried out, if the works allow a choice of closing the offside
lanes or nearside lanes, then the offside closure must be the layout used as opposed to the nearside option,
which requires slower-moving traffic to change lanes in to potentially faster moving traffic.
26) Where hard shoulders are less than 3.3m wide, the MWZT Foreman should decide whether or not safety may
be negated by operating or working on a narrow hard shoulder. If safety is being negated, then the operation
should not proceed and an alternative TL implemented.
27) The TMA should maintain station with the working vehicle in front of it, at all times. When there is a particular
risk of other vehicles getting between the MWZT vehicles, the distance given as 50-75 m in the WZTMG layouts
should be kept as close to 50m as possible. To minimise the risk of the TMA being shunted into the works area,
this distance should never be less than 50m in normal operation.
28) When the near side and centre lane are closed, then depending on the location of the workforce within the
closure, TMA Vehicle C must be used.
29) On foot work within the carriageway may be undertaken in association with this technique. In this situation, the
working area should be protected by TMA Vehicle C. A lateral clearance or safety buffer of not less than 1.5m
should be provided between the working space and the carriageway remaining open to traffic.
30) Where appropriate, steps should be taken to ensure that the workforce does not stray into the safety buffer, e.g.
when a team member is acting as a lookout.
31) When work is being carried out on foot, depending on the type of works being undertaken, additional TMAs may
be required to protect the working area and work force from errant vehicles.
32) When working alongside a central reservation which is wide enough for an errant vehicle to pass between the
central reservation safety barrier and the TMA Vehicle A in the adjacent lane, an additional TMA Vehicle A
should be positioned to prevent this from happening.
Training and Personnel
33) On the Ashghal highway network, those organisations engaged in MWZT operations are required to comply with
the requirements of the WZTMG and this guidance document.
34) All MWZT personnel shall be competent and have received relevant formal training in MWZT techniques that is
recognised by the Roads Authority. One such recognised training scheme is the Q12C Moving Works
Technique training scheme administered by LANTRA Awards UK, www.lantra-awards.co.uk . A list of approved
training providers is maintained by the Roads Authority.
35) Personnel operating any TMA must hold the appropriate recognised MWZT training qualification when
participating in any MWZT operation.
36) Faster moving MWZT operations and those on 80kph+ divided carriageways with no hard shoulder should only
be undertaken by the most experienced crews.
37) Any works contractor for which the MWZT operation is facilitating safe access to the highway, should be
competent and must attend a briefing before commencing a MWZT operation to familiarise themselves with the
MWZT technique such that they are able to follow the instructions of the MWZT Foreman.
38) The MWZT Foreman shall ensure that all Site Traffic Management Personnel, including any sub-contract
personnel, meet the requirements of the WZTMG and this guidance document. In particular, they shall check at
the start of each contract and at regular intervals thereafter that MWZT personnel are appropriately qualified and
hold valid relevant registration cards for the MWZT. The results of these checks shall be recorded and made
available for inspection by the Roads Authority or Police.
39) MWZT personnel should be assessed to ensure that they are fit and have no physical impediments which would
prevent them from safely carrying out their MWZT operational duties, and if appropriate, their suitability for
working at night or on a highway.
40) MWZT personnel must hold the appropriate Qatar driving licence for the vehicle they are operating.
41) A relief driver may be employed in the lead TMA vehicle to allow the MWZT Foreman to solely give directions
during complicated manoeuvres or operations with multiple TMAs. The relief driver must be fully qualified and
trained and also be capable of replacing any other MWZT vehicle driver in the operation should it become
necessary.
42) All those working on the highway must wear high visibility clothing in accordance with the WZTMG at all times
when undertaking a MWZT operation, even if it is not planned for them to leave the cab of a vehicle at any time.
43) All staff involved in a MWZT operation will be required to regularly and clearly communicate between vehicles
using two way radios, all staff must therefore be trained in the operation of this equipment and be able to clearly
communicate in their chosen language or dialect, such that the risk of misinterpretation of the required
instruction or information communicated between those involved in the operational is minimised. The MWZT
Foreman shall by means of checks monitor the communications between personnel.
Vehicles
General works vehicle information is dealt with in the WZTMG, Chapter 5. This guidance provides supplementary
information for those vehicles used to undertake MWZT operations
44) The TMA vehicles used to form the closure in live traffic lanes should be as specified in Chapter 5 of the
WZTMG and this guidance document. All works vehicles must also comply with Chapter 5 of the WZTMG.
45) All vehicles used in connection with a MWZT operation must be fitted with a full width roof-mounted amber
warning light bar (comprising at least two independent light sources) or two independent roof-mounted flashing
amber warning beacons, visible through 360 whether the sign display board is displayed or in the transport
position.
46) Rotating beacons on TMAs that are visible to the rear should not be used when the light arrow sign or four rear-
mounted amber lanterns are in operation.
47) TMA vehicles must be loaded with additional ballast to have an on-the-road weight of 15 tonnes when
undertaking a MWZT operation. The ballast must be of a type that minimises the risk of an injury occurring to
the occupants of a TMA cab and other traffic in the event of an attenuator impact e.g. Sandbags evenly
distributed over the bed of the TMA vehicle. Concrete blocks and steel must not be used. Any ballast shall be
adequately secured to reduce movement during operation or impact.
48) The choice of manufacturer of TMA vehicles should reflect the acceleration and manoeuvrability required of
them by MWZT operation to be undertaken.
49) It is strongly recommended that TMAs should be fitted with automatic gearboxes to reduce the number of
controls that a TMA driver has to operate during a MWZT operation.
50) All TMAs must be fitted with operational impact brakes which must be operated in accordance with the
instructions provided by the manufacturer of the TMA during a MWZT operation.
51) To minimise the risk of vehicles cutting in between the TMAs and the works vehicle, a light arrow sign should be
fitted to the rear of the working vehicle or be trailer-mounted and towed by the working vehicle. If these two
options are not practicable, then the working vehicle should carry a keep left/right sign to diagram R108 with a
diameter of 1500 mm or a roof mounted lift up LED light arrow approved by the Roads Authority. Consideration
must also be given to the fitting or towing by the works vehicle of an attenuator.
52) The number of working vehicles may be varied according to the nature of the work being undertaken. Unless it
is not practicable to do so, a light arrow sign and attenuator should be fitted to the rear of each working vehicle
or be trailer-mounted and towed by the working vehicle.
53) All works vehicle cabs must be of a type that allows the works personnel to exit the cab on the safe side of the
vehicle, that is the side furthest from the passing traffic in the direction that the MWZT operation is travelling.
54) All vehicles used in a MWZT operation must be fitted with 3 point inertia reel seat belts for all occupants.
55) All vehicles used in a MWZT operation must be fitted with seats that include a head restraint as part of the seat
construction. Each occupant must ensure that their head restraint is at the correct height on commencing each
MWZT operation.
56) All LED panels, light arrows, Diagram R108 signs and lane indicators must be able to be operated from the
driving seat in cab of the TMA by the operator wearing the seat belt. This includes the raising and lowering of
the attenuator and the operation of the impact brake. Indicators must be provided to prove the correct operation
and position of all equipment.
57) All TMAs must be fitted with cameras to assist with reversing operations.
Communications
58) The MWZT Foreman will need to communicate with individual members of the team during the course of the
operation. In view of the distances involved, a reliable two-way radio communication system should be provided
between all vehicles, including any works vehicles.
59) All TMAs must be fitted with a fixed two way radio system that allows open circuit communication between all
MWZT operation staff. Hand held two way radios on the same open circuit must be supplied to each works
vehicle prior to the commencement of each MWZT operation. Spare hand held radios on the same radio circuit
or batteries should be carried in each vehicle used in a MWZT operation to be used in the event of a failure of
the primary radio. The radio system should not interfere with and be free of interference from other two way
radio users such as taxis or emergency service providers.
60) Mobile phones should be carried in more than one TMA used in a MWZT operation, to be used in the event of
an incident or other emergency to contact assistance. A protocol for managing TMA strikes, breakdowns and
other incidents should be developed by the MWZT Foreman and shall be briefed to all MWZT personnel prior to
commencement.
Operational Information - General
61) All equipment should be checked to ensure it is in full working order prior to starting MWZT operations, in
particular, the LED light arrows and the Lanterns. All vehicles must be in a clean condition and the sign faces
should be cleaned before leaving the depot for each MWZT operation.
62) During a MWZT operation all TMA operators and any other personnel in a TMA must remain seated in the TMA
with their seat belt on, the seat back and the headrest correctly adjusted such that they are sat upright as if they
are driving the vehicle, even when the MWZT operation is making a short stop or undertaking short term work.
63) Only the operator of a TMA must be present in a TMA cab during any MWZT operation with the following
exceptions:
a) A relief driver that is provided to assist the MWZT Foreman.

b) A relief driver that is being carried to replace a TMA operator.
c) A TMA operator that is resting.
d) A registered and appointed MWZT instructor or assessor that is being carried for the purposes of providing
training or assessment of the TMA operator.
64) Seat belts must be worn at all times by the occupants of a works vehicle during the MWZT operation when
seated in a vehicle, whether the operation is moving or stationary. Particular attention must be paid to ensuring
that the seat belt is working correctly and that it is in good condition and operating correctly.
65) The use of MWZT on divided carriageways is restricted by certain traffic volume parameters (table 1). When
working past slip roads the maximum flow on the slip road should not exceed 500 vehicles per hour without
police assistance with traffic control. Table 1 gives absolute maximum flows for MWZT operations which relate
to level and well-aligned sites with hard shoulders. These figures may need to be reduced for sites on highways
with steeper than normal gradients, difficult horizontal alignments (in particular, left-hand bends or underpasses)
or roads lacking an adequate hard shoulder.
66) Traffic volume parameters in Table 1 are given in terms of vehicles without regard to traffic composition.
Typically, traffic on these major highways will include 15-20% of heavy goods vehicles. Any markedly higher or
lower proportion of heavy goods vehicles will affect the capacity of the layout and the tabulated figures should
be amended accordingly. E.g. if the heavy goods vehicle content is 30% the vehicle flow levels should be
reduced by 10%.
67) Providing adequate care is taken, it is considered that, in general, the flow figures in Table 1 apply equally to
day and night-time MWZT operations.
68) The flow limit figures given in Table 1 have been derived on the basis that they are within the traffic capacity of
the lanes remaining open and therefore at these flows, queues are unlikely to form. The table does not
specifically consider separate limits for establishing and removing a mobile lane closure. Consideration of how
and when a closure can be set out and removed should form part of the overall planning of the work when
deciding on a safe method of working. The specific decision on whether or not to move MWZT vehicles into/out
of position will depend on the appearance of acceptable gaps in the traffic flow.
Table 1 MWZT Operations Traffic Flows by Layout
Absolute maximum allowable Maximum allowable traffic flow

traffic flow type of closure Veh/hr Veh/3 mins
Divided Highway two-lane carriageway
Lane 1 1200 60
Lane 2 1200 60
Divided Highway three-lane carriageway
Lane 1 2400 120
Lane 3 2700 135
Lane 1 + 2 1200 60
Lane 2 + 3 1200 60
Dual four-lane carriageway
Lane 1 3600 180
Lane 4 3900 195
Lane 1 + 2 2400 120
Lane 3 + 4 2700 135
69) If the MWZT operation has remained stationary or it becomes apparent that the planned stop time has or will
elapse, the MWZT Foreman must carry out an immediate risk assessment in order to determine the next course
of action. If this risk assessment results in a decision to continue with the MWZT operation, an absolute
maximum additional 15 minutes should be allowed in excess of any planned stop time to allow the works to be
completed or safely suspended.
Operational Information Establishing a MWZT Closure
70) MWZT closures are put into effect by driving a vehicle or convoy of vehicles in a particular sequence, displaying
signs at the rear. The vehicle operators should act as a team, with a MWZT Foreman in charge of all MWZT
operations, including the activities of contractors who may be carrying out works from the work vehicles with
their own drivers. A deputy MWZT Foreman may also be appointed.
71) Normally the MWZT Foreman will require the team of MWZT personnel to report to the depot for final briefing
and vehicle/sign/lighting equipment checks. All personnel involved in each MWZT closure, whether employed by
the Roads Authority or by a contractor, must attend this briefing.
72) The MWZT operation shall comply with and follow the agreed TDP Implementation plan, as well as any other
relevant documents within the TDP, such as the Contingency Plan.
73) Operators should then take their vehicles to a prearranged rendezvous where they will then be instructed to
travel to site and space their vehicles out, on the hard shoulder if possible, at the requisite distance apart, each
one moving as necessary to a prearranged location.
74) The TMA Foreman will normally be based in the TMA vehicle, or the leading TMA, if more than one is used, but
can be based in the advance warning vehicle nearest the first TMA if it is decided that this is preferable.
75) At this stage, all advance signs are covered or switched off, the TMAs should have attenuators lowered in the
operating position, impact brakes switched on and the diagram R108 signs showing keep left.
76) An attenuator must never be lowered in a live traffic lane.
77) The MWZT Foreman should arrange for a three-minute check count of traffic to be made by the operator of the
first TMA of the advance sign zone, either while the warning vehicles are being moved to their initial positions
along the hard shoulder, or as soon as they become stationary and the attenuators have been deployed .
78) To avoid error, the traffic count should begin at whole minutes. If in doubt, a further check count should be made
after ten minutes have elapsed. The closure procedure should only continue when the MWZT Foreman is quite
sure that the traffic flow is within the limits for the operation stated in the TDP Implementation Plan, and are not
close to the limit and rising. Counts and time of count must be recorded.
79) The signs should now be uncovered or switched showing the correct lane closure indications. As the vehicles
are positioned on the left, the diagram R108 arrows should all be indicating keep left. (For off side closures,
arrows on the TMA and working vehicles will later need to rotate to indicate keep right as they take up their
closure positions.)
80) The MWZT Foreman should check by radio that the operator of each advance sign TMA vehicle is in position
and that the appropriate signs are displayed with the flashing beacons switched on. The lanterns are not to be lit
yet. When it is confirmed that all is in order, the team should be instructed to start the MWZT operation.
81) The vehicle warning lanterns should now be switched on. The TMA and working vehicles should move at normal
highway speed into the lanes to be closed some distance away, approach with the traffic flow, switch on their
lanterns, and slow down into the working position.
82) Alternatively, the working vehicle may wait until the closure has been established by the TMAs and then take up
position. In this case, the MWZT Foreman should inform the driver of the working vehicle when the closure is in
place. The working vehicle can then get into position in front of the moving train with the works driver using his
own judgement as to the timing of any manoeuvre. For a left lane closure, the MWZT Foreman should assist the
driver of the working vehicle during this operation.
83) When establishing and removing an off side lane closure, the direction of the diagram R108 sign and/or flashing
light arrow on the vehicle should be changed remotely from the drivers cab to direct oncoming traffic accurately
and avoid giving an incorrect message.
Operational Information During a Closure
84) It is the MWZT Foremans responsibility to warn other members of the team by radio of hazards on the highway
or hard shoulder, such as debris, but in particular of stationary vehicles. When such a hazard is encountered, it
is each drivers responsibility to negotiate the hazard and come back to station as safely and quickly as
possible, keeping the MWZT Foreman informed of their progress.
85) It is the MWZT Foremans responsibility to decide what course of action to take, if any, in respect of any incident
which may affect the safety of the contractors personnel/vehicles, or public traffic on the highway.
86) When working in the vicinity of junctions or roundabouts, drivers of vehicles approaching from the side may not
be able to see the rear-mounted signing or lanterns on the main route. In these circumstances, the works and/or
signing vehicles should ensure their cab roof warning beacons switched on and appropriate additional signing
should be provided on the side roads.
87) Station keeping by hard shoulder sign display vehicles relative to the working vehicles may be a problem. One
method found to be effective is for the TMA operator of the hard shoulder TMA vehicle to broadcast the TMAs
approximate speed every kilometre. The problem of station keeping increases as the operation speed
increases.
88) Where there is no hard shoulder, or the hard shoulder is of restricted width, the vehicle mounted advance signs
should be located on the verge where practicable. Except when moving, these vehicles should not encroach into
the near side lane.
89) Highway users approaching a MWZT operation should be able to see, at any instant, at least two consecutive
signs. Where there is no hard shoulder the warning vehicles should therefore be positioned so that:
a) Vehicle A and C should be clearly visible from advance warning vehicle B.
b) Vehicle B should be clearly visible from warning vehicle D.
c) Advance warning distance between warning vehicle D and TMA A should be less than one kilometre.
90) If it is not possible to find sufficient stopping points for vehicles B and D, then the use of static traffic
management will be necessary.
91) The MWZT Foreman should co-ordinate the work activities involved in recharging the tanks of working vehicles,
e.g. during white lining and should therefore be aware of the distances that can be travelled on each charge of
material.
92) Strict control of ancillary vehicles is essential, especially when working in the left or centre lane, e.g. the tanker
waiting to refill a white-lining machine should wait nearby on a lightly-trafficked road until required; then the
driver can be called by radio to bring the vehicle on to the works section. Like all works vehicles, the tanker
should be conspicuous and be fitted with flashing amber warning beacons to the same standard as the works
vehicle. The MWZT layout must be able to accommodate the tanker within the selected TL MST layout.
93) If during a continuously moving MWZT operation the works vehicle has to stop for more than a few seconds, the
works vehicle should give advance warning or immediately inform the MWZT Foreman, who will stop the
remainder of the convoy until informed by the operator of the works vehicle that it is mobile again.
94) Where there is a hard shoulder with a discontinuity of up to 400m, the works vehicles and TMAs should proceed
together and advise the advance warning TMA train of their position. When the leading advance warning TMA
reaches the discontinuity, all advance warning vehicles should stop. The leading advance warning TMA should
proceed on its own to regain the hard shoulder after the discontinuity. When the rearmost TMA is about 100m
past its far end. If the operation is slow-moving, this distance will need to be increased to ensure the leading
advance warning vehicle does not catch the train up and reduce the actual distance between itself and the TMA
to less than the 200 meters. The following advance warning vehicles should then negotiate the discontinuity in
turn in a similar manner, although maintaining station with the leading advance warning vehicle while negotiating
the discontinuity is temporarily less important. Work exceeding a 15 minutes short stop on reduced width
sections exceeding 400m should be carried out by means of a work zone closure using static signs and cones
or a revised TL layout implemented.
95) On particular stretches of divided carriageway, it may be necessary to reduce the distance between advance
warning vehicles to ensure that the next vehicle in the convoy can be seen by road users before they have
passed the preceding one. Drivers should be instructed to make this temporary adjustment as necessary by the
MWZT Foreman. Additional advance warning TMAs should be provided if there will be frequent occurrences
within an individual operation.
96) The MWZT Foreman should arrange for periodic traffic counts to be made normally a three-minute count
every 15 minutes to ensure that the flow remains less than the value determined as appropriate during the
planning of the work.
97) The closure should not be taken off simply on the grounds of traffic flow levels until either of the following
occurs: two successive counts give results above the appropriate value; or the counts show a rising trend with
the last one above the appropriate value.
98) If for any reason the MWZT Foreman considers that the situation is unsafe, dangerous, or the works contractor
is not complying with or demonstrating an understanding of the operation, then they should abort the operation.
The MWZT Foremans decision is absolute.
Operation Information Working Through Junctions
99) Working through junctions using the technique requires particular care. For this reason, because of restricted
sight lines, use of multiple TMAs on single carriageway roads of an urban nature with a speed limit of 60 kph or
less will require a detailed risk assessment. In these situations, the use of single vehicle works may be more
appropriate, see TL-MST2 within Chapter 6 of the WZTMG.
100) Working through junctions, across roundabouts, through traffic signals, around broken down vehicles and
other discontinuities of the hard shoulder on divided carriageways requires particular care and requires clear,
concise communication between the MWZT Foreman and other personnel involved in the MWZT operation. The
TDP Implementation Plan shall describe the sequence to be followed.
101) This operational sequence for working through highway features shall be in accordance with the recognised
training provided to the MWZT personnel and should consider traffic volume, vehicle speeds, light arrow angle
and visibility together with approach visibility of the operation.
102) As the MWZT operation approaches a junction, the MWZT Foreman should instruct team members by radio
on the procedure to be adopted. This will depend on the nature of the works being undertaken, the nature of the
junction, and the volume of traffic on both the subject road and the joining road. When the MWZT is operating
on the near side lanes of the main carriageway, consideration shall be given to temporarily closing the slip road
whilst the operation passes it. This may be achieved with the assistance of either the police or static signage, if
available.
103) Alternatively, if the slip road is not closed, static road works ahead sign to diagram T200 displaying a bilingual
Mobile road works plate, or a mobile sign displaying an Ahead plate, should be displayed on the entry slip
road just before it is reached by the leading working vehicle. As the last sign-bearing vehicle clears the entry slip
road, the MWZT Foreman should ask for this sign on the slip road to be removed. As appropriate, the sign
should be moved forward ready for display at the next junction to be negotiated by the closure train.
104) The driver of each vehicle should exercise special care when negotiating the junction or feature.
105) On reaching an exit slip road with a hard shoulder, the works vehicles and TMAs should be prepared to stop
if necessary, to give way to traffic leaving the main carriageway. They should then continue in their normal line
at the prearranged speed.
106) As the advance warning TMAs on the hard shoulder reach the exit slip road, they should follow the same
procedure. Each TMA operator waiting to cross a slip road should notify operators behind them that they have
stopped (to prevent bunching). When they have successfully crossed the slip road they should notify following
advance warning TMA operators so that they can recover lost ground. Each TMA should then continue along
the hard shoulder of the main carriageway and regain station as quickly as possible.
107) On reaching an entry slip road with a hard shoulder, each advance sign TMA should stop in turn at the end of
the hard shoulder at the extremity of the nose of the junction. The TMA should be driven across the slip road on
to the hard shoulder as and when suitable gaps in the traffic occurs and regain station as quickly as possible.
Again, TMA operators waiting to cross, or crossing, a slip road should advise following operators of their status.
The operator of each TMA should exercise special care when executing the manoeuvres.
Operational Information Removing a Closure
108) When a MWZT operation is to be removed, either because work is complete or the traffic flows are getting too
high, the MWZT Foreman should instruct the drivers of the working vehicles and the TMAs to move off the
carriageway and onto the hard shoulder if one is available, while the rest of the team maintains station. For a left
lane closure, this may involve accelerating in the lane occupied and then manoeuvring to the right, as gaps in
the traffic occur.
109) Once the TMA vehicles are off the carriageway, the MWZT Foreman should instruct the advance warning
TMAs to stop and the signs be covered or switched off. Advance sign TMA operators can then be instructed by
the MWZT Foreman to leave the site. From this stage in the procedure drivers should proceed independently
and at a normal pace to the selected rendezvous.
110) Where there is no hard shoulder, as soon as the work has been completed and the TMA/works vehicles have
moved off, the signs on the advance warning TMAs should be covered or switched off and attenuators raised at
their last stationary position clear of live traffic.
111) If the mobile train is required to move further along the road to commence work elsewhere, the MWZT
Foreman should direct the operation accordingly. On carriageways with a hard shoulder, where traffic flows are
light and there is a short distance between works sites (e.g. 2-3 km), the convoy can be kept together with the
MWZT operation, operational and travelling at 20-25 km/h to the next site. Otherwise, the closure should be
removed and the signs covered or switched off. The operators should then be instructed to take their vehicles to
the next site independently and the procedure for establishing a MWZT closure followed.
Operational Information Night Time Working
112) As with daytime use, the technique should be employed only in conditions of good visibility. It may be used
on both lit and unlit carriageways. Care should be taken when operating this technique near dusk or dawn.
113) Using the MWZT at night on roads with no proper hard shoulder can present particular difficulties in safely
positioning and relocating the advance warning TMAs off the carriageway. The technique should be used in
these circumstances only by very experienced personnel.
114) The guidance in this document for daytime use on roads with no hard shoulders should be supplemented by a
specific risk assessment for night time use. This will need to be preceded by a site inspection by the TDP
Designer or Site Traffic Management Supervisor having relevant MWZT experience to determine exactly where
advance sign TMAs can pull off safely.
Traffic Signs
115) All traffic signs used in connection with this technique must comply with the relevant requirements of the
Qatar Traffic Control Manual, the WZTMG and this guidance document.
116) Current approved signs and the relevant specifications are located in the rear of this Appendix. .
117) The MWZT signs shown at rear of this Appendix must be reflectorised in their entirety, including the yellow
background in which the flashing amber lamps are installed. Except where the LED panel is used which the
background may be matt black.
118) The material, when rated in accordance with BS 8408 Testing and Performance of micro prismatic retro
reflective sheeting Specification shall have a performance index of not less than 3.0 for a V1 vehicle
(passenger car), using angularity A1, luminance index B and a sign location correction factor of 1.0. It shall
achieve this performance index rating for each of the distance ranges D1, D2 and D3. It is not necessary to
provide sign lighting luminaires when signs are reflectorised in accordance with this specification. Care and
maintenance of the sheeting material should be in accordance with the manufacturers guidelines.
119) The sign with the high visibility light arrow may be used but a higher LED light arrow or upper LED panel
alternative sign is strongly recommended. These signs incorporate a much stronger message to be conveyed to
traffic approaching a MWZT operation.
120) On the light arrow sign, the arrow on the keep left/right sign to diagram R108 or the electronic variation must
be capable of indicating either keep left or keep right. To avoid displaying an incorrect instruction during set
up and removal of the MWZT. The rotation of the arrow, or covering of the sign, should be carried out remotely
from the drivers cab, with a means for the driver to verify the arrow direction or state of the sign.
121) Adequate means should be provided to support the sign display boards, bearing in mind the possible
operating speeds. The lower edge of every sign display board when mounted on a vehicle should be at least
0.75m above the road surface. When fitting a sign display board to a vehicle, the vehicles rear lights, reflectors
and number plate must not be obscured.
122) Signs shall be covered or removed from the view of traffic when not in use in connection with a MWZT
operation. If a blind is used, it should be opaque and preferably yellow, and should fully reveal or fully cover the
sign. When visible to other road users, the keep left/right diagram R108 sign must not be rotated to a vertical
position.
123) Signs must not be manually changed when the sign vehicle is standing on a live traffic lane.
0 100
File ref - d:\qatar\drawings\isu\tma vehicle signage detail.dwg
NOTES
2220 1. Do not scale from this drawing. Work to
indicated dimensions only.
DESIGN HAZARDS
300 195 2. This drawing has been produced for the
(The following information has been
specific client and project identified below and
collected from Pre-construction Information.)
is not intended for use by any other person or
265
for any other purpose other than indicated on
1. Where applicable, significant residual risks
this drawing.
are highlighted in the body of the drawing.
3. Backing boards must be constructed from
Aluminium sheet with a minimum thickness of
3.5mm.
4. Reflectivity material must be to ASTM
D4956-01 Type IV specification.
1720
270
5. 211 Sign size to be 1,500mm diameter
6. Light Arrow backing board should be
non-reflective, grey in colour (RAL693)
7. Measurement shown for lamp diameter is the
200 lens size.
8. Lamp colour to be amber in accordance with
BS EN12352: C yellow 1
9. Amber lamps to have a flash rate of between
60 to 90 flashes per minute.
200
10. 4 lamps on sign board must alternate in a Rev Revision details Chkd Appd Date
top/bottom flashing pattern.
Drawn: IMc Preliminary
11. The 2no 300mm corner lamps and the arrow
lights should be synchronized with alternating Design: MS For comment
display. Chkd: MT For tender
250
12.Luminous Intensity shall be: Appd: FB For construction

Daylight - 2000 candelas (minimum); Date: July 2014 As constructed
Night-time - 400 to 800 candelas (maximum) Other
13. Vehicle specific light tests to be undertaken and
witnessed by Ashghal. Client
14.Light Arrow and 211 White Arrow operation Public Work Authority
must be synchronized to prevent conflicts PO Box 22188
15. The 211 mounting assembly must allow Tel.: (0974) 44950000
mounting of another traffic management sign Fax.: (0974) 44950999
such as the 220T priority sign.
Project Name
16.Equipment operation must be performed from
the cab of the vehicle with controls placed in Roads Operation & Maintenance
2500
1500
easy reach of the driver

17. All installations will require Approval from
Ashghal prior to use in Qatar.
Drawing Title
TMA Vehicle Signage Detail

300
Original Drg Size : A4 Dimensions : mm

250 1250 Scale : Not to Scale QCS Section : N/A
2500 Drawing No Rev
- -
Version: 00
Release Date: 14 July 2014
ASSET AFFAIRS
Roads Operations and Maintenance Department Contractor
Vehicle Registration No
TMA Serial No
TRUCK MOUNTED ATTENUATOR
INSPECTION FOR ACCEPTANCE CHECKLIST Date
Compliant
Equipment SPECIFICATIONS Requirements Comments
Yes / No
Must be tested and deemed compliant with relevant

Certificate required for each installation showing vehicle and
specifications (NCHRP350, EN1317, TD49/07) and approved by
Attenuator attenuator serial numbers and signed by installer who must be
Ashghal and included on the Ashghal list of Accepted Road
accredited by the manufacturer.
Safety Barrier Systems.
Attenuator Must be fitted with controls that enable full operation of the
& Light attenuator and arrow panel from within the vehicle cab. Controls Each installation to be inspected and approved by Ashghal. The
Arrow must be situated within drivers reach. driver must be able to check the Light Arrow display from the
Control 211 sign and light arrow must be synchronized so that no control panel within the cab or visually from within the cab
Panels conflicts can occur.
Sign layouts and colour to be in accordance with QTM and

WZTMG
Reflectivity material must be to ASTM D4956-01 Type IV The driver must be able to check that the 211 Sign and Arrow
specification. Pointer are displayed correctly from the control panel within the
211 Sign
& Arrow Sign size to be 1,500mm diameter. cab or visually from within the cab.
Pointer The arrow board should not be visible when the attenuator is in
The 211 mounting assembly must allow mounting of another
traffic management sign such as the 220T priority sign. the raised position.
211 sign and light arrow must be synchronized so that no

conflicts can occur.
Reflectivity material must be to ASTM D4956-01 Type IV The yellow backing board must be mounted towards the rear of
Yellow specification. the vehicle.
backing
Board Size of backing board to be minimum of 2,400mm (wide) x The backing board sign and light displays must not be obscured
2,500mm (high) or the full width of the truck body (if greater). by any equipment or ballast.
Backing board thickness must be 3.5mm minimum
4 x 340mm LED flashing lamps.

Lamp colour to be amber in accordance with BS EN12352: C
Lanterns on yellow 1 Arrow board to be constructed as per the specification supplied
the yellow by Ashghal.
Flash Rate of 60 to 90 flashes / min.
backing
board Daylight - 2000 candelas (minimum); and Lanterns must alternate in a top/bottom flashing pattern.
Night-time - 400 to 800 candelas. Not to exceed 800 candelas at

night.
2 x 340mm LED corner lamps.

25 x 200mm LED flashing arrow lights.
Lamp colour to be amber in accordance with BS EN12352: C
Arrow yellow 1 The two corner lights and the arrow lights should be
board
Flash Rate of 60 to 90 flashes / min. synchronized with alternating display.
lanterns
Daylight - 2000 candelas (minimum); and
Night-time - 400 to 800 candelas. Not to exceed 800 candelas at
night.
The minimum vehicle specification shall be a rigid truck with a

Vehicle rated gross vehicle mass (GVM) of 18T or equivalent. Inspection of Manufacturers vehicle plate to confirm and weigh
bridge slips to be checked
The minimum vehicle operating weight shall be 10 Tonnes.
Certification / confirmation from vehicle manufacturer and / or

Ballast may be used in order to achieve the minimum 10T attenuator manufacturer by suitably qualified personnel.
weight. Any ballast must not impede or obstruct the sign boards or the
Ballast Proposed ballast methodology must be endorsed by the vehicle operation of the attenuator.
manufacturer and / or attenuator manufacturer to confirm All TMAs to be weighed and certified to confirm the ballast is
acceptable vehicle stability and performance. properly distributed over the axles and securely fitted to avoid
any displacement even if the TMA is struck.
Seats must be fitted with 3 point inertia reel belts or harness and
Seat belts Each installation to be inspected and approved by Ashghal.
head restraints.
Braking A Stop-guard or equivalent emergency braking actuator. Certificate required for each installation signed by installer who
System must be accredited by the manufacturer.
The system shall incorporate a dual park brake interlock
mechanism preventing the brakes from being accidentally
released after a collision.
Hi intensity LED light bars on the TMA cab should comply with
Light Bars Each installation to be inspected and approved by Ashghal.
the requirements as detailed in the WZTMG.
2 x heavy duty amber rotating lights placed on the rear corners

Amber of the truck so as not to obscure the yellow backing board with
360 degree visibility and in-cabin controls. These lights should not be used when the Light Arrow and
Rotating
Yellow Corner board lanterns are in use.
Lights Units should have a flash performance of 7 joules and flash rate
of 120 flashes / min.
Certificate required for each installation signed by the truck

supplier.
Cabin Dual camera system linked by a single monitor with full HD and One camera shall provide rearward visibility of the TMA when
Camera infrared capability for night time use. deployed. The second camera shall provide rearward visibility
when the TMA is raised. Both cameras should switch on
automatically when reverse gear is engaged.
Livery for the truck should conform to the WZTMG.

Reflective markings shall be on the vehicle at all times, including
Livery Reflectivity material must be to ASTM D4956-01 Type IV when the TMA is raised.
specification.
This checklist is based on a physical inspection of the vehicle and the ancillary equipment and its intended operation. Technical information and product test data are assessed and
approved separately as part of the product review procedure.
Submitted by : Inspected by : Approved by :
Contractors Representative Ashghal Representative Roads Operations and Maintenance Manager
Once this document is signed by the Roads Operations and Maintenance Manger the equipment as detailed below is approved for use by Ashghal.
Vehicle Registration No
TMA Serial No
APPENDIX G VEHICLE
CONSPICUITY GUIDANCE
NOTE
All works vehicles used on the roads of Qatar must comply with the following guidance.
VEHICLE TYPE SPECIFICATION

Works Vehicles
required to stop
and operate Refer to section 5.7.5 of WZTMG
within the live
carriageway
Rear chevrons in red & fluorescent yellow-green micro prismatic materials
Incident Support Door edging strips in red micro prismatic.
Units HIGHWAY MAINTENANCE and INCIDENT SUPPORT.
Side markings at 45 degree angles.
Side markings: yellow or white. They are required to extend to within 600mm of each end of
the vehicle, and cover 80% of the vehicle total length. The lower markings must be between
All other goods
250mm and 1,500mm from ground (up to 2,500mm is acceptable if 1,500mm is not possible).
vehicles
Upper markings must be within 400mm of the top of the vehicle.
(typically
Rear markings: red or yellow. They are required to be as close as practicable to the edge of
coaches, buses,
the vehicle and cover 80% of the vehicle total width. The marking must be at least 200mm
vans, trucks and
from any mandatory stop lamp. The lower line must be between 250mm and 1,500mm from
trailers)
ground (up to 2,500mm is acceptable if 1,500mm is not possible), and the upper line must be
within 400mm of the top of the vehicle.
APPENDIX H EXAMPLE
TRAFFIC DIVERSION PLAN
N NOTES:
1. THIS DRAWING IS THE COPYRIGHT OF COWI A/S AND

MUST NOT BE RETAINED, COPIED OR USE WITHOUT
THE ABOVE CONSULTANT'S AUTHORITY.
Qatar Railways Company

P.O. Box 29988
Doha - Qatar
PROJECT
CONTRACT NO : RTC/038/2012
TITLE
DESIGNED STATUS
CHECKED DD APPROVAL
DATE SCALE
@ A1
DWG. NO.
E
RA
N
347T ON ROU T
N
NOTES:
345T
Onaiza St. 2. ALL DIMENSIONS ARE IN MILLIMETERS UNLESS
812 STREET
OTHERWISE SPECIFIED.
3. ALL TEMPORARY TRAFFIC CONTROL SHALL CONFORM

S TO "QATAR WORK ZONE TRAFFIC MANAGEMENT GUIDE"
DM
(QWZTMG), PRODUCED BY ASHGHAL.
211
4. ALL SIGN LEGENDS, BORDERS, SIZES AND MOUNTING
HEIGHTS SHALL BE IN ACCORDANCE WITH THE QATAR
TRAFFIC MANUAL (QTM).
348T SHS
5. ALL TRAFFIC SIGNING MUST COMPLY WITH THE SIZE,
345T
QUALITY, REFLECTIVITY, MOUNTING AND BALLAST
811 STREET
REQUIREMENTS OUTLINED IN CHAPTER 5 OF THE WZTMG.
211 T
345 LEGEND:
POLICY ROW
317T EXISTING ROAD

PROPOSED ROAD
345T 346T
ASHGHAL PROJECT EDS596
DIRECTION OF TRAFFIC
318T
WORKS AREA
358T
L.O.W. 345T 346T CONCRETE BARRIER WITH FLASHING
L.O.W. BEACON (ASHGHAL-APPROVED
211 345T
BARRIER SYSTEM)
358T
HOARDING FENCE
358T
SIGN POST
359
20
Doha Bay
0
TRAFFIC SIGN AND REFERENCE
345T
261T NUMBER
345T 346T 261

359 DYNAMIC MESSAGE SIGN (DMS)
365T
DMS
OR STAKEHOLDER SIGN (SHS)
SHS
261T
208
0
20
LOCATION PLAN ROAD MARKING AND REFERENCE
208
507 NUMBER
NT
A
RI
VA
7T
34
211
347T VARIANT
248
358T
3T
36
AL SHATT ST.
MAYSALOUN ST.
T
AN
RI
VA
7T
34
5T
34
S
SH
C SECTION C-C DM
S
Qatar Railways Company
P.O. Box 29988
SCALE 1:200
Doha - Qatar
PROJECT
TITLE
A SECTION A-A
SCALE 1:200
DESIGNED STATUS
CHECKED DD APPROVAL
DATE SCALE
@ A1
DWG. NO.
E
RA
N
ON ROU T
N
345T NOTES:
812 STREET
OTHERWISE SPECIFIED.
S
DM
347T 3. ALL TEMPORARY TRAFFIC CONTROL SHALL CONFORM
TO "QATAR WORK ZONE TRAFFIC MANAGEMENT GUIDE"
SHS 4. ALL SIGN LEGENDS, BORDERS, SIZES AND MOUNTING

211
T 5. ALL TRAFFIC SIGNING MUST COMPLY WITH THE SIZE,
345
345T
811 STREET
348T
LEGEND:
POLICY ROW
211 EXISTING ROAD

PROPOSED ROAD
345T 346T ASHGHAL PROJECT EDS596
317T 318T DIRECTION OF TRAFFIC
WORKS AREA
358T
345T
358T
BARRIER SYSTEM)
358T
HOARDING FENCE
359 211 SIGN POST
358T
Doha Bay
20
0
345T
261T NUMBER
345T 346T 261

359 DYNAMIC MESSAGE SIGN (DMS)
DMS
365T
261T
SHS
359
359
0
20
LOCATION PLAN
208
ROAD MARKING AND REFERENCE
507 NUMBER
T
AN
RI
VA
7T
211
34
347T VARIANT
208
MAYSALOUN ST.
248
3T
36
AL SHATT ST.
T
AN
RI
VA
7T
34
5T
34
S
SH
C SECTION C-C DM
S Qatar Railways Company
P.O. Box 29988
SCALE 1:200
Doha - Qatar
PROJECT
TITLE
B SECTION B-B
SCALE 1:200
DESIGNED STATUS
CHECKED DD APPROVAL
DATE SCALE
@ A1
DWG. NO.
E
N RA
ON ROU T
N
NOTES:
812 STREET
S OTHERWISE SPECIFIED.
DM
3. ALL TEMPORARY TRAFFIC CONTROL SHALL CONFORM
TO "QATAR WORK ZONE TRAFFIC MANAGEMENT GUIDE"
SHS 4. ALL SIGN LEGENDS, BORDERS, SIZES AND MOUNTING
T 5. ALL TRAFFIC SIGNING MUST COMPLY WITH THE SIZE,
345
345T
811 STREET
345T LEGEND:
POLICY ROW
EXISTING ROAD
PROPOSED ROAD
ASHGHAL PROJECT EDS596
345T 346T
DIRECTION OF TRAFFIC
365T
359
DMS WORKS AREA
0
20 345T
261T BARRIER SYSTEM)
349T
HOARDING FENCE
359
SIGN POST
Doha Bay SHS
345T 346T 261
358T
345T
11
NUMBER
208
350T
212
0
208
20
DMS DYNAMIC MESSAGE SIGN (DMS)
261T
348T
345T
211
SHS
211
LOCATION PLAN ROAD MARKING AND REFERENCE
507 NUMBER
7T
34
211
3T
211
359
36
345T 34
350T
MAYSALOUN ST.
211
208
348T
225
261
6T 261
359
20
T
0
358T
261T
349T
365T
AL SHATT ST.
211
205
358T
345T 346T
7T
34
205
345T 346T
345T
36
3T
5T
34
S
SH
34
5T
S
DM
SH
S
D
M
S
C SECTION C-C Qatar Railways Company

P.O. Box 29988
SCALE 1:200
Doha - Qatar
PROJECT
TITLE
A SECTION A-A
SCALE 1:200
DESIGNED STATUS
CHECKED DD APPROVAL
DATE SCALE
@ A1
DWG. NO.
Doha Metro
Red Line North Underground

Lot 1.4 and Lot 1.5
----------------------------------------------------------------------------------------------------------------------------------
Contract No: RTC/038/2012

SUPPORTED BY
TRAFFIC DIVERSION PLAN FOR

WEST BAY CENTRAL STATION
SUBMITTAL REASON: ISSUED FOR APPROVAL
DOCUMENT CODE NO. M001-ISG-CIV-RPT-RN-35020
DOCUMENT PREPARATION, VERIFICATION AND APPROVAL

Hierarchy Position Name in Print
Prepared by Roads Engineer Ava Castillo

Principal Traffic Planner Xin Hao
Roads Safety Auditor Lrus gstsson
Verified by Project Manager Daniel Metzger
Approved Contractor's Representative Barry Charles Crouchman
REVISION HISTORY & INTERNAL CIO APPROVAL

Ver. No Description of revision Date Prepared Checked Approved
1 First Issued for Approval 09.03.2014
---------------------------------------------------------------------------------------------------------------------------------------------------------------
VERSION: 1.0
Traffic Diversion Plan for West Bay Central Station
1/42
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TABLE OF CONTENTS
1 TRAFFIC DIVERSION PLAN REGISTRATION FORM ...................................................................... 4
2 TRAFFIC M ANAGEMENT DRAWINGS.......................................................................................... 9
3 NETWORK TRAFFIC IMPACT ASSESSMENT .............................................................................. 10

3.1 EXISTING CONDITION TRAFFIC SURVEY ANALYSIS ........................................................ 10
3.2 OPERATIONAL ANALYSIS ................................................................................................ 15
3.3 TRAFFIC ASSESSMENT SCENARIOS AND PEAK HOURS ..................................................... 17
3.4 STUDY AREA AND JUNCTIONS......................................................................................... 17
3.5 TRAFFIC ASSESSMENT EXISTING TRAFFIC CONDITIONS ................................................. 19
3.6 TRAFFIC ASSESSMENT - CONSTRUCTION PHASE 2 ........................................................... 19
4 STAKEHOLDER M ANAGEMENT PLAN ...................................................................................... 22

4.1 STAKEHOLDER MANAGEMENT ........................................................................................ 22
4.2 KEY STAKEHOLDERS...................................................................................................... 22
4.3 STAKEHOLDER COMMUNICATION .................................................................................... 23
4.4 STAKEHOLDER LETTER .................................................................................................. 23
4.5 ROAD DECLARATION AND EFFICIENCY LETTER................................................................ 23
5 METHOD STATEMENT FOR INSTALLATION OF TEMPORARY TRAFFIC M ANAGEMENT ................. 27

5.1 PURPOSE ...................................................................................................................... 28
5.2 SCOPE OF W ORK ........................................................................................................... 28
5.3 ASSOCIATED DOCUMENTS.............................................................................................. 29
5.4 RESPONSIBILITIES.......................................................................................................... 29
5.5 MANPOWER ................................................................................................................... 30
5.6 PLANT / MATERIAL / EQUIPMENT ..................................................................................... 30
5.7 PUBLIC INTERFACE AND STAKEHOLDERS......................................................................... 31
5.8 EMERGENCY PROCEDURES ............................................................................................ 31
5.9 INSPECTION AND TEST ................................................................................................... 31
5.10 RISK ASSESSMENT ........................................................................................................ 32
5.11 IMPLEMENTATION PLAN .................................................................................................. 36
5.12 CONTINGENCY PLAN ...................................................................................................... 39
5.13 CLEARANCE PLAN.......................................................................................................... 41
6 PROGRAM OF INSPECTIONS ................................................................................................... 42
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DRAWINGS
Note: This document should be read in conjunction with the following drawings:
M001-ISG-CIV-DWG-RNAGWBC-AG-35022
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VERSION: 1.0
3/42
State of Qatar
Assets Affairs
Roads O&M
Traffic Diversion Plan Registration Form
1.0 General
Project ID Contract No. RTC/038/2012

TDP registration number
(to be completed by the TDP
team)
Date of Submission 9 March 2014
Ashghal/Client Project QR PMC Red Line Department

Manager JACOBS
Name Majed Al Dolaimi

Telephone +974 44638429/ +974 33931680
Email maldolaimi_pmc@qr.com.qa
2.0 Project Details
Project Name Doha Metro Red Line North Underground (Lot 1.4 and Lot 1.5)
Omar Al Mukhtar
Street(s) Affected Name Omar Al Mukhtar Street Street Name
Street
Zone Name Al Dafna/ Al Qassar Zone Number 61
Start Date 15 March 2014 End Date 18 October 2014
Duration Seven (7) months
Construction of Diaphragm Wall for West Bay Central Station
Description of Work
Box
Client Qatar Rail
3.0 Consultancy/Contractor Details (attach business card and Qatar ID copy)
Please provide a copy of the contractors license on a separate sheet
Consultancy COWI-Italferr-One Works JV

Consultants Representative Daniel Metzger
Telephone +974 4498 2338 Mobile +974 5554 1185
Email dame@cowi.com
Contractor Impregilo-SK E&C-Galfar Al Misnad JV
Contractors Project Manager Barry Charles Crouchman
Telephone +974 44965111 Mobile +974 33869046
Email barry.crouchman@isgjv.qa

1.0 Traffic Diversion Plan Registration Form_Rev2 - WBC.docxUNCONTROLLED IF COPIED OR PRINTED
State of Qatar
Assets Affairs
Roads O&M
4.0 Site Traffic Management Supervisor(STMS) Details (attach business card and
Qatar ID copy)
STMS Name Juliano Lim

Telephone +974 44965111 Mobile +974 55109200
Email juliano.lim@isgjv.qa
Please provide details of sub-contractors on a separate sheet.
5.0 Nominated Independent WZ Road Safety Auditor Details
Company Traffic Consult Middle East Traffic Consulting L.L.C.

Auditor (including Prasad - http://www.trafficonsult.com/
accreditation details)
Telephone +97444361814 Mobile +97466469557
Email prasad@trafficonsult.com / info@trafficonsult.com
6.0 Site Details
Road Type (single, Divided

dual, divided or local.) carriageway Traffic Flow -vehicles
per hour.
Number of lanes: 4 lanes each way
(please provide any See Section 3
If Strategic Route has flow analysis data on
Central Planning Office Y separate sheets)
been informed (Y/N)
Temporary Speed
Limit Proposed
Existing Speed limit
80 kph (Y/N)? If yes, what 50 kph
(km/h)
is the proposed
speed limit (km/h)
Daily working hours for Diversion route(s)
Site required (Y/N)? If
yes, include plan N
Start Time: 24 hours a day
showing routes and
Finish Time: proposed signing
Size of Advance Will the Traffic
1200mm
Signing: Management require
the removal of Y
Size of Repeater existing road
900mm
Signing: markings (Y/N)?

State of Qatar
Assets Affairs
Roads O&M
Can Traffic Specify the method Water blasting

Management be proposed for removal method
removed at end of each N of road markings and
shift and re-established type of temporary Thermoplastic paint
next day? markings to be laid. marking
Provisions for List of Stakeholders

pedestrians and local attached (Y/N)? If
Y Yes, see Section 4
access (Y/N)? If no, no, provide
provide justification justification
Type of Approved Will an Approved
Barrier System to be truck mounted TMA
used. (as detailed in Rigid Concrete be used for
Y
WZTMG) Concrete or Barriers installation and
Steel include Ashghal removal of traffic
certification management.
7.0 Programme of Inspections

WZTM Safety Inspection Contract Supervisor Twice a day
WZTM Safety Review Contract Supervisor Twice a week
WZTM Process Review Contract Supervisor Bi-weekly
WZTM Safety Audit Approvals Body Representative Monthly
8.0 Other Documents Attached
Document Reference Document Title Comments
9.0 Notes
1.0 This form shall be used to submit details of any project requiring a Road Opening
Permit. The form shall be submitted a minimum of 4 weeks prior to the proposed start
date.
2.0 All Traffic Management Drawings shall conform to requirements of the Roads Design
Department, and must include: North point; location plan with mayor roads clearly
marked; start date/end date; scope of works; site work hours; cross section showing
lane width, work area, buffer zone width and pedestrian route width (with specific
type of barrier); typical layout number; clear indication of traffic diversion; separate
plan for full diversion route; stakeholders information on the right hand column;
drawing number; project/identification number; designers name; date of design;
checked by; scale; signatory boxes (Main Contractor, Supervising Consultant,

State of Qatar
Assets Affairs
Roads O&M
Program Management Consultant, Ashghal TDP Reviewer, Ashghal TDP Approver,

MoI Traffic and Patrol Department).
3.0 All Temporary Traffic Management, including Traffic Control Devices and safety
barriers must be designed in accordance with the principles defined in the Qatar
Work Zone Traffic Management Guide (WZTMG), produced by Ashghal.
4.0 All sign legends, borders, sizes and mounting heights shall be in accordance with the
Qatar Traffic Manual (QTM).
5.0 All safety barrier systems used for TTM must comply with the WZTMG and therefore
meet minimum performance criteria such as NCHRP 350, MASH 08 and/or EN1317
and be approved for use by Ashghal (refer to Road Safety Barrier Systems OM-PPQ-
RSB-001). All temporary barrier systems must also be installed in accordance with
tested configurations and manufacturers instructions.
6.0 The ends of temporary safety barriers must be appropriately treated either with a
crashworthy end treatment, such as an energy absorbing attenuator, or by flaring the
exposed end of the barrier away from approaching traffic so that it cannot be hit.
7.0 All traffic signing must comply with the size, quality, reflectivity, mounting and ballast
requirements outlined in Chapter 5 of the WZTMG. It should be noted that the size of
a sign is determined by the speed of traffic approaching it. For signs associated with
work zones, this speed shall be taken as the permanent speed limit for all signs
within the advance warning and transition areas.
8.0 Any permanent signing or pavement markings that conflict with the temporary
arrangements shall be obscured or removed for the duration of the works. Once all
works are complete, all temporary road markings associated with the works shall be
removed. All permanent road markings that were covered up or removed as part of
the works shall be uncovered or reinstated.
9.0 Details shall be provided of any phasing of the works.
10.0 Road closures and diversion schemes shall be detailed as appropriate.
11.0 The contractor shall notify the residents and businesses affected by the proposals
before commencement of the works.
12.0 Under the Work Zone Program of Inspections, Inspections shall be carried out at a
minimum frequency as shown below:
Freeways and Collectors and

Arterials
Expressways Locals
WZTM Safety Inspection
WZTM Contractor Each Shift Daily Daily
Supervisor
WZTM Safety Review
WZTM Contractor Daily Twice a week Weekly
Supervisor
WZTM Process Review
WZTM Contractor Weekly Bi-weekly Monthly
Supervisor

State of Qatar
Assets Affairs
Roads O&M
WZTM Safety Audit As requested by As requested by

As requested by
Approvals Body the approvals the approvals
the approvals body
Representative body body
Stage 2 and Stage 3 Work Zone Road Safety Audits must be undertaken where the duration
of works exceeds that shown below:
Duration of Works
Work Type Freeways and Collectors and
Arterials
Expressways Locals
Significant reduction in capacity (>30%),
Always
major impact to permanent road 1 week 1 week
Required
alignment
Minor impact on capacity (e.g. single
lane closure on 3-lane road, footway 1 month 3 months 6 months
diversion on single carriageway)
Upon completion of works, the Final Completion Certificate will not be issued until the
Approvals Body is satisfied that the road has been reinstated to its original condition or
better.

Doha Metro

Lot 1.4 and Lot 1.5
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2 TRAFFIC MANAGEMENT DRAWINGS

See attached Traffic Management Drawings for all phases of the works excluding the final phase
which is awaiting approval from the CPO Working Group.
Below are the General Notes to be read in conjunction with the drawings:
1. All temporary traffic control work shall conform to "Qatar Work Zone Traffic Management
Guide" produced by Public Works Authority (PWA).
2. All sign legends, borders and mounting shall be in accordance with the Qatar Traffic
Manual (QTM).
3. The signs must be the same types, sizes and reflective standards used in the permanent
signing.
4. Temporary construction signing and all other traffic control devices shall be in place prior
to the start of any roadworks.
5. Temporary construction signing, barricades and all other necessary work zone traffic
control devices shall be removed from the highway or covered when they are not required
for control of traffic.
6. Any permanent signs and/or road markings which may be misleading to the driver should
be removed or covered for the duration of the works.
7. Signs and sign supports located on or near the travelled way, and reflectorized plastic
drums with lighting devices mounted on them, must pass the criteria set forth in NCHRP
Report 350, "Recommended Procedures for the Safety Performance Evaluation of
Highway Features".
8. The first three plastic barrier of a taper may be mounted with high intensity flashing lights.
9. The advisory speed limit, if required shall be determined by the Engineer.
10. Distances are a guide and may be adjusted in the field by the Engineer.
11. Minimum lane width is to be 3.65 meters unless otherwise shown. Minimum lane width to
be measured from the edge of drums or median barrier.
12. All signs shall be mounted on their own standard sign support.
13. The Contractor shall be responsible for the works to ensure that the traffic control devices
are placed and maintained, day and night, throughout the duration of the works, to the
requirements and satisfaction of Public Works Authority (Ashghal) and Traffic Police
Department.
14. All drawings to be submitted with an aerial view plan.
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3 NETWORK TRAFFIC IMPACT ASSESSMENT
3.1 EXISTING CONDITION TRAFFIC SURVEY ANALYSIS

Automatic Traffic counts (ATC) were conducted for 24 hours with count interval of 15 minutes and
for continuous seven days period at one site and recorded on an hourly basis for 24 hours in a
day at 15 minute interval.
A total of four ATC traffic count surveys were undertaken by a qualified traffic survey company
Traffic Tech (Gulf) W.L.L. for continuous seven days started from 15th September 2013.
ATC Survey locations are shown below.
Figure 3-1 ATC Locations
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Table 3-1and Figure 3-2 show average of hourly traffic volume distributions in 24 hours a day
based on the ATC traffic surveys.
Table 3-1 Weekday and Weekend Traffic Distribution in Vehicles
Time Period Weekday Ave. Weekend Ave. 7-Day AVE.
0:00 794 1752 1068
1:00 444 1030 611
2:00 338 770 462
3:00 207 391 259
t4:00 321 321 321
5:00 1408 816 1239
6:00 4030 1075 3185
7:00 4960 1083 3852
8:00 4833 1376 3845
9:00 4697 1741 3852
10:00 4732 1946 3936
11:00 4741 2114 3990
12:00 4730 2385 4060
13:00 4472 2483 3903
14:00 4010 2575 3600
15:00 4295 2680 3834
16:00 3760 3036 3553
17:00 3856 3105 3642
18:00 3478 3080 3364
19:00 2926 2936 2928
20:00 2604 2739 2643
21:00 2386 2720 2481
22:00 1992 2277 2073
23:00 1487 1871 1596
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Figure 3-2 Weekday and Weekend Traffic Distributions Analysis

It can be seen from table and figure above that
Weekday (Sunday to Thursday) road network traffic volumes are higher than weekend's
traffic volumes between 4:00 and 19:00);
Weekend (Friday and Saturday) road network traffic volumes are higher than weekday's
traffic volumes from 19:00 to 4:00;
Following Table 3-2 and Figure 3-3 show the daily traffic volume distributions from Sunday 15th
September 2013 to Saturday 21st September 2013 based on the ATC traffic surveys.
Table 3-2 Daily Traffic Distributions in vehicles
Time Period Saturday Sunday Monday Tuesday Wednesday Thursday Friday
0:00 1693 788 709 757 912 805 1811
1:00 907 461 400 413 459 494 1153
2:00 673 310 276 244 455 407 867
3:00 329 222 194 179 218 222 453
4:00 334 300 303 337 335 331 308
5:00 1051 1389 1381 1374 1431 1467 581
6:00 1519 3983 4049 4002 3997 4117 630
7:00 1516 5069 4655 4937 5073 5066 650
8:00 1858 4741 4709 4950 4791 4972 893
9:00 2276 4661 4772 4644 4809 4599 1205
10:00 2604 5038 4744 4507 4713 4657 1287
11:00 2773 4664 4718 4828 4767 4728 1454
12:00 2957 4688 4874 4682 4779 4627 1813
13:00 2843 3736 4812 4393 4852 4565 2123
14:00 2705 2669 4347 4280 4480 4272 2445
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Time Period Saturday Sunday Monday Tuesday Wednesday Thursday Friday
15:00 2825 3364 4401 4521 4605 4586 2534
16:00 3091 3624 3621 3745 3861 3951 2980
17:00 3039 3787 3855 3801 3795 4044 3170
18:00 2973 3389 3395 3594 3469 3542 3186
19:00 2771 2846 2863 2800 2858 3261 3100
20:00 2541 2395 2531 2497 2530 3069 2936
21:00 2278 2130 2232 2271 2284 3014 3161
22:00 1942 1777 1846 1843 1813 2682 2611
23:00 1320 1159 1274 1375 1244 2381 2421
Figure 3-3 Daily Traffic Distributions Analysis

In accordance with the table and figure above, following time periods have be determined as
weekday peak hour:
AM Peak - 7:00 to 8:00
PM Peak - 17:00 to 18:00
In addition, the worst peak hour throughout whole survey periods is found to be in the hour
between 7:00 - 8:00 on Wednesday when the road network has the highest amount of vehicles in
the study area.
In accordance with ATC survey analysis results shown in above section, Table 3-3 shows the
percentage of vehicle categories in the selected peak in light, medium and heavy vehicles
respectively.
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Table 3-3 Summary of Exiting Vehicle Classes Percentage in Road Network
Vehicle Categories
AM Peak PM Peak Worst Peak Hour
7:00 - 8:00 17:00 - 18:00 7:00 - 8:00 (Wednesday)
Light Medium Heavy Light Medium Heavy Light Medium Heavy
95.0% 2.9% 2.1% 93.3% 3.9% 2.8% 95.3% 2.7% 1.9%
It can be seen from table above that the percentage of heavy vehicles is approximately 2.1% in
AM peak, 2.8% in PM peak and 1.9% in the worst peak respectively.
Time Period Number of Vehicles Vehicle Categories (%)
Light Medium Heavy Light Medium Heavy
0:00 1,012 27 29 95% 3% 3%
1:00 577 16 18 94% 3% 3%
2:00 431 15 16 93% 3% 3%
3:00 235 15 9 91% 6% 3%
4:00 290 22 9 90% 7% 3%
5:00 1,123 95 21 91% 8% 2%
6:00 2,966 150 70 93% 5% 2%
7:00 3,662 112 78 95% 3% 2%
8:00 3,649 115 81 95% 3% 2%
9:00 3,660 123 69 95% 3% 2%
10:00 3,732 125 79 95% 3% 2%
11:00 3,785 120 86 95% 3% 2%
12:00 3,862 107 91 95% 3% 2%
13:00 3,724 101 78 95% 3% 2%
14:00 3,424 108 68 95% 3% 2%
15:00 3,630 122 82 95% 3% 2%
16:00 3,332 136 85 94% 4% 2%
17:00 3,411 138 93 94% 4% 3%
18:00 3,167 114 84 94% 3% 2%
19:00 2,790 77 62 95% 3% 2%
20:00 2,519 66 57 95% 3% 2%
21:00 2,356 70 55 95% 3% 2%
22:00 1,950 67 56 94% 3% 3%
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Time Period Number of Vehicles Vehicle Categories (%)
Light Medium Heavy Light Medium Heavy
23:00 1,515 42 39 95% 3% 2%
3.2 OPERATIONAL ANALYSIS

The operational analysis of the junctions has been carried out using the traffic related software
package VISSIM.
In accordance with MMUP's recommendations on vehicle models, Table 3-4 gives a good
indication of the average vehicle model mix in Doha which also has been incorporated in the
VISSIM models.
Table 3-4 Actual Vehicle Models in VISSIM
Vehicle Models in VISSIM % of Total Vehicles
SUV_Toyota_Land_Cruiser 26.4%
Hilux 11.6%
Pajero 3.0%
SUV_Hummer_H3_2006 0.3%
LtTruck_Dodge_Ram_1500_2005 0.5%
LtTruck_GMC_Yukon_2008 9.0%
Car_Toyota_Corolla_2000 18.6%
Car_Toyota_Camry_2006 18.6%
ChevyVan 10.2%
Car_Porsche_Carrere_2007 1.9%
Total 100%
The recommended parameters by MMUP are represented in Table 3-5 below.

Table 3-5 VISSIM Parameters recommended by MMUP
VISSIM Parameters MMUP Recommended
Average Standstill Distance 1.5m
Additive Part of Safety Distance 1.5m
Multiplicative Part of Safety Distance 2m
Number of Observed Vehicles 2
Minimum look ahead distance 30 m
Maximum Deceleration for Cooperative Driving -9.0 m/s2
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VISSIM Parameters MMUP Recommended
Behaviour
Minimum Lateral Distance 0.3 m at 0 kph and 0.5 m at 50 kph
Gap Acceptance 2.5 sec
Waiting time before diffusion 180 sec
Simulation Resolution min of 5 steps per simulation second
Two parameters are proposed to assess the performance of key junctions and the access
arrangements on road networks of the study area
Maximum Queues in metres;
Level of Service (LOS)
The Highway Capacity Manual 2010 (HCM, 2010) provides definitions of LOS which are applied /
adopted. LOS for junctions will be assessed using the average delay for the key junctions.
The LOS is the term which broadly denotes the combination of operating conditions that occur on
a given road or lane when it is accommodating various traffic volumes, and is used to measure
the quality of service. Further information on LOS is explained below.
LOS takes account of many factors including:
Speed;
Travel Time;
Traffic Interruption;
Freedom to manoeuvre, that is to change lane, accelerate or decelerate;
Safety;
Driving comfort, which is subjective, and depends on the perception of each individual driver;
Convenience - an estimate of how well the road serves the function for which it is designed.
LOS is graded A, B, C, D, E and F, where Level A is the highest (best) and Level F is the lowest
(worst). The lower the LOS, the greater is the traffic density and the higher is the likelihood of
delays occurring through the interaction of vehicles within the traffic stream.
Following Table 3-6 shows the definition of Level of Service (LOS). Table 3-7 shows different LOS
criteria / grades for signalized and unsignalized intersections respectively.
Table 3-6 Level Of Service definition (source HCM 2010)
Level of Service Performance Description
A Free-flow conditions with unimpeded manoeuvrability. Stopped delay at Signalised

intersection is minimal.
B Reasonably unimpeded operations with slightly restricted manoeuvrability. Stopped

delays are not bothersome.
C Stable operations with somewhat more restrictions in making mid-block lane

changes than LOS B. Motorists will experience appreciable tension while driving.
D Approaching stable operations where small increases in volume produce substantial

increases in delay and decreases in speed.
E Operations with significant intersection approach delays and low average speeds.
F Operations with extremely low speeds caused by intersection congestion, high

delay, and adverse signal progression.
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Table 3-7 Signalised and Unsignalised Junction LOS (Source: HCM 2010)
Signalized Intersections Unsignalized Intersections
Delay (sec/veh) LOS Delay (sec/veh) LOS
d<=10 A d<=10 A
10<d<=20 B 10<d<=15 B
20<d<=35 C 15<d<=25 C
35<d<=55 D 25<d<=35 D
55<d<=80 E 35<d<=50 E
>80 F >50 F
3.3 TRAFFIC ASSESSMENT SCENARIOS AND PEAK HOURS

Analyses are undertaken for agreed peaks in the following scenario:
Existing Traffic Conditions

Traffic Diversion Construction Phase 2
The following time periods are determined as weekday and weekend peak hours:
Weekday AM Peak - 7:00 to 8:00
Weekday PM Peak - 17:00 to 18:00
3.4 STUDY AREA AND JUNCTIONS

A total of six (6) key junctions have been assessed as illustrated in Figure 3-4.
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J1
J3 J4
Al Shatt St.
J5 J6
Maysaloun St.
J2
Al Funduq St.
Figure 3-4 Key Junctions for Assessment
Table 3-8 below shows the junction control type of the key junctions in the study area.
Table 3-8 Key Junctions Information in the Study Area
Junction ID Control type and Configurations
1 3 arm signalized junction
2 3 arm signalized junction
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Junction ID Control type and Configurations
3 Right in right out
3.5 TRAFFIC ASSESSMENT EXISTING TRAFFIC CONDITIONS

Following Figure 3-5 presents the existing traffic conditions in terms of traffic flows in vehicles and
junction level of service. Please note that AM peak is shown in Green colour and PM peak is
shown in Purple colour.
Figure 3-5 Traffic Flows and Junction LOS Existing Traffic Conditions
3.6 TRAFFIC ASSESSMENT - CONSTRUCTION PHASE 2

Following Figure 3-6 represents the road network in VISSIM model and Figure 3-7 shows the
traffic flows and junction level of service in the scenario of construction phase 2 for the AM and
PM peak respectively. Please note that AM peak is shown in Green colour and PM peak is
shown in Purple colour.
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Figure 3-6 VISSIM Model - Construction Phase 2
Figure 3-7 Phase 2 Traffic Flows and Junction LOS
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Table 3-9 shows the summary of key junctions' performance in terms of average delay in second
and LOS.
Table 3-9 Key Junction Assessment Summary - Phase 2
Junction ID Description Parameters Phase 1
AM PM
Jcn 1 3 arm signalized junction Delay (s) 28.65 23.04
LOS C C
Jcn 2 3 arm signalized junction Delay (s) 24.60 20.21
LOS C C
Jcn 3 Right in Delay (s) 0.60 1.04
LOS A A
Jcn 4 Right in Delay (s) 0.79 0.47
LOS A A
Jcn 5 Right out Delay (s) 1.04 0.74
LOS A A
Jcn 6 Right in right out Delay (s) 2.63 0.86
LOS A A
It can be seen from table above that all three junctions could operate at a good level of service
during the traffic diversion construction phase 2.
It can be concluded from tables and figures above that the proposed traffic diversion plans will not
reduce the existing road capacities.
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4 STAKEHOLDER MANAGEMENT PLAN
4.1 STAKEHOLDER MANAGEMENT

Our overarching strategy is to ensure that all Stakeholders that are likely to be affected by the
works should be engaged in the planning, development and operation of the traffic diversion
scheme. This is essential to ensure that appropriate information is communicated and disruption
to essential services is minimized. Clear and accurate communication is the key success factor
for stakeholder management. Informed stakeholders are likely to be more accepting of any
inconvenience caused during construction.
Successful communication can open opportunities for the construction methodologies, traffic
diversions and working hours that were not previously thought possible. We will also ensure that
the general public must also be informed of the location and duration of the temporary works.
As a first step, we will identify the key Stakeholders that need to be involved at all key stages of
the process, especially the planning of the temporary traffic management measures. This will
help to ensure that the works strike the correct balance between the primary consideration of
safety and the secondary consideration of minimizing disruption. We have assembled and
maintained a list of contacts that will be provided as part of the TDP including named persons and
associated contact details.
4.2 KEY STAKEHOLDERS

From the start of the project, it was recognised that getting the key stakeholders involvement and
input on the traffic management programme would be key to its success. During the development
of the conceptual design, we have consulted with the following key stakeholders:
Public Works Authority (Design Department)
Public Works Authority (Operations and Maintenance Department)
Ministry of Municipality and Urban Plan (Central Planning Office)
Ministry of Municipality and Urban Planning (Transportation and Infrastructure Planning
Department
Utility companies
Ministry of Interior (Traffic Police)
Doha Convention Centre and Towers
The Gate Mall
The Central Planning Office (CPO) has established the Temporary Traffic Management Working
Group (TTMWG) that meets regularly to consider and review major traffic management proposals
that will have strategic impact on the Doha road network.
We will ensure that all of our proposals are presented to this working group to ensure that
observations and comments from the key Stakeholders are considered during the development of
the traffic diversion plans. Involving the key stakeholders at the early stages and seeking their
input allows for them to plan and communicate alternative arrangements to the public and
internally well in advance, minimising disruption to their operations.
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4.3 STAKEHOLDER COMMUNICATION

Roadworks construction will create impacts to existing travel lanes. However, a properly
implemented traffic management plan and good stakeholder communication will prevent surprises
and traffic movement disruption on the affected roadways. Disseminating information to increase
public awareness of construction activities will be implemented through various means.
Stakeholder communications can be achieved through a variety of means (e.g.
Contractor notification to residents/occupiers, variable message signs). Each site has different
types of immediate neighbour stakeholders. Their main concerns are usually about the impacts
the works may have on their properties, activities and businesses. For each site, general
information that must be provided to stakeholders includes the purpose, scope and status of the
works; potential impacts and means of mitigation and points of contact for further information.
Stakeholders will be contacted and where necessary individual meetings are held. This gives all
parties an opportunity to discuss processes and timeframes, and to try to mitigate any issues prior
to the works commencing.
Another group of stakeholders is the wider community; they are mainly the public who drive
through the work site. Their main concerns are the impact the works will have on their journeys,
whether there are delays to be expected or potential changes to the route, through diversions.
These stakeholders will be identified and we will maintain a documentary record of all
communications.
Mechanisms for communication vary with the type of stakeholder involved and impact the works
will have on stakeholders. These mechanisms include project information signs, mail drops,
meetings with affected stakeholders, media releases, newspaper and radio advertising; variable
message boards (VMS) and website and call centre information. As a minimum requirement when
working outside residents/occupiers, we will submit / prepare a letter of intention to commence
works, duration of works, scope of works, and completion of works. All the above will need to be
included in the letter in English and Arabic.
A documentary record shall be kept which is to include: the number of letters delivered; and the
locations of the residential properties. Inclusion of declaration in the registration package signed
by contractor supervising consultants and PMCs will confirm the documentary evidence required.
A record shall also be kept of any further stakeholder liaison i.e. visiting a business affected by
works as well as any stakeholder advance warning signing erected before and during works.
Further to the above it is imperative that all emergency services will be informed and included in
the declaration.
Advance communications play an important role in keeping all affected stakeholders and road
users informed of the works well in advance of the construction period. This will give them enough
time to make alternative arrangements. It is however important that once communications have
been issued, the construction activities follow as they have been communicated.
4.4 STAKEHOLDER LETTER
See pages 24 and 25 for the sample Stakeholder Letter in English and Arabic.
4.5 ROAD DECLARATION AND EFFICIENCY LETTER
See page 26 for the Road Declaration and Efficiency Letter.
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5 METHOD STATEMENT FOR INSTALLATION OF TEMPORARY TRAFFIC

MANAGEMENT
Company Name Impregilo-SK E&C-Galfar Al Misnad JV
Work Location Doha, Qatar
Project Manager's Name Barry Crouchman
Contractor Authorization Record
Prepared by: Review by: Approved by:

STMS HSEQ Manager Project Manager
Signature: Signature: Signature:
Date: Date: Date:
Juliano Lim Dhiraj Kumar Dhiraj Barry Charles Crouchman
Amendment Record
Rev. No. Amendment Originated by Approved by Date
00 First Submission ISG JV
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5.1 PURPOSE
The purpose of this Method Statement is to outline the operation and procedures of
implementation for the Installation of Temporary Traffic Management.
Everything used for and in connection with the Temporary Works shall be fit for the purpose, in
serviceable condition and in strict compliance with the requirements of Qatar Work Zone Traffic
Management Guide (WZTMG) and on the technical specification of the contract documents and
Qatar Construction Specifications (QCS 2010).
The Temporary Traffic Management works shall be of adequate strength, stability and suitability,
and shall not in any way detrimental to existing structures, and shall be made safe and all area
affected by the works shall be reinstate after the completion of the works.
Signs, control and control devices associated with traffic diversions shall conform to the relevant
provisions of WTTMG. We will take responsibility for all safety issues associated with the
installation, operation, maintenance and removal of traffic diversions.
Where the diversion of any existing road, footpaths or public right or way is temporarily
necessitated by the Works, we shall provide and maintain an alternative which shall be
operational before interference with the existing facility. Temporary traffic control devices as well
as any other traffic management requirements shall be erected and maintained for the duration of
any activity in, or affecting the use of, roads, footpaths and right of ways.
The traffic barriers separate the traffic and the construction site. The traffic barriers serve a double
purpose: protecting road users from the risks of driving into the construction site or being harmed
from the works and protecting workers from the hazard of a vehicle driving through the
construction site.
For this reason the traffic barrier chosen for these road works will be a rigid system. Flare rates
are chosen according to design speed and type of traffic barrier as stipulated in the Qatar
Highway Design Manual.
Attention must be paid to the transition section between two different types of barriers. The
transition must be made with the proper element in order to maintain the strength of the barrier
and in order to avoid that the edges of end elements stick out in the direction of the traffic being a
hazard for the traffic.
Any edge of a traffic barrier that cannot be placed away of the road carriage, for example when
traffic is diverted on both sides of the construction area, crash cushions must be provided. Crash
cushions are elements designed to dissipate the kinetic energy of a vehicle driving into an
obstacle, reducing the severity of the impact.
5.2 SCOPE OF WORK
The scope of this Method Statement only covers the installation of the Temporary
Traffic Management Plan and complies with the specification and requirements from Qatar
WZTMG and the contract documents and approved Temporary Traffic Management Plan
drawings. The traffic diversions include for work in, or affecting the use of, roads, footpaths and
right of ways and may comprise the construction and maintenance of carriageways including all
earthworks and the provision of adequate drainage, lighting, sign posting, street furniture and
traffic control devices.
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5.3 ASSOCIATED DOCUMENTS
The Traffic Management Method Statements incorporate where appropriate information obtained
from the following documents:
Contract documents
Qatar WZTMG
Qatar Highway Design Manual
QCS
5.4 RESPONSIBILITIES
The effectiveness of Temporary Traffic Management measures is dependent upon all parties
understanding their roles and responsibilities. The roles and responsibilities of the key personnel
are set out below:
Project Manager. Directly supervises the construction manager/site agents. He is
responsible to ensure that all the correct procedures for the installation of Temporary Traffic
Management Plan have followed.
Construction Manager / Site Agent. He oversees all the implementation for the installation of
Temporary Traffic Management Plan activities at the project and directly supervises the Project /
Site Engineers. He is directly responsible to ensure that the implementation has been followed.
He reports directly to the Project Manager.
Project / Site Engineer. Work directly at site with the foreman to ensure that all the
required information has been provided to proceed with the work, and that the works
comply with traffic specification and method statements. He liaises with clients staff with respect
to inspection and approvals. He reports to Construction manager.
Site Traffic Management Supervisor / Safety Officer. He will be responsible for ensuring the
implementation activities of the Installation of Temporary Traffic Management Plan are
adhere to safety procedure during execution of works as per Plan.
STMS Name Juliano Lim
The Site Traffic Management Supervisor will perform but not limited to the following duties:
Responsible for managing the TDP during the implementation.
Inspect the Traffic Diversion twice a day, i.e. once in the morning and once in the evening.
Ensure that site personnel are trained on basic elements of temporary traffic management.
Ensure that all personnel and visitors are wearing the correct high visibility clothing and other
PPE as required by the Works.
Conduct and brief those who are visiting the site, on potential hazards and safety
procedures.
Monitor traffic movements through the works and measure queues and delays.
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Record and notify the TDP Office immediately of any modifications or changes to traffic
management measures not included in the approved TDP.
Ensure all corrective actions such as Non Compliance Reporting will be undertaken within
the required time frame.
5.5 MANPOWER
The site traffic Management personnel will comprise of the following:
Construction Manager / Site Agent
Engineers
Survey Team
Foreman
Operators/ Drivers
Skilled and Unskilled workers
Site Traffic Management Supervisor/ Safety Officer
It will be a prerequisite that the above personnel are:

Appropriately trained on basic traffic management duties and principles.
Wearing high visibility garments at all times
Competent to implement the requirements of the approved TDP
Following any instruction related to the TTM implementation
Aware of the configuration and conditions of signs and devices and report any defects
5.6 PLANT / MATERIAL / EQUIPMENT
5.6.1 PPE Requirements

When working, all personnel must wear high visibility garments, which must incorporate
retro reflective markings. All vests will be fitted with sleeves with a minimum of two retro reflective
strips per sleeve. High visibility waterproof clothing should be worn, as appropriate,
but particular care must be taken when hoods are worn.
The minimum PPE specification for operatives engaged in Traffic Management will be High
Visibility Coat/Jacket/Vest with Sleeves, High Visibility Trousers, Hard Hats, Protective
Gloves, Safety glasses and Protective Footwear. All garments must comply with BS EN471
Class3.
5.6.2 Plants and Materials

All materials incorporated in the Works shall comply with the requirements of QCS. The use,
installation, application or fixing of materials shall be in accordance with all applicable
recommendations and instructions of the manufacturers. The manufacturers instructions and
recommendations relating to all materials and proprietary articles and systems to be incorporated
in the Work shall be obtained and records kept on site.
Materials shall be new and shall bear complete identification. Such identification shall include, but
not be limited to, the class, model, number and type of the material. Deliveries shall be
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programmed to minimise handling and deterioration due to site storage. Adequate protection
against any form of damage or deterioration to materials shall be provided.
All plants, tools and vehicles necessary for the proper and safe execution of the Works shall be
provided and maintained in good condition.
All sign faces and lettering shall be in accordance with the Qatar Traffic Control ManuaL and
QCS. The required post sizes for different sign sizes shall be as tabulated in the Qatar Traffic
Control Manual
Pavement markings shall include the markings of the centreline, the shoulder strip or edge, the
barrier lines, the cross walks and any other markings required on the pavement for the control and
direction of the traffic. The pavement markings shall be painted on the road to the dimensions
and in the locations designated on the drawings as per Qatar Traffic Control Manual.
Thermoplastic used for pavement markings shall be by mobile sprayer, either hand-propelled or
self-propelled. The road surface will be dried, free of loose, detritus mud, or other extraneous
matter prior to the application of the markings.
All existing markings of more than 1mm thick will be removed completely before new markings
are applied.
Road marking paint shall be by an approved manufacturer, and shall be suitable for applying by
brush or mechanical means to cement, concrete or bituminous pavement to give a chemically
stable film of uniform thickness and shall be chlorinated rubber, one pack epoxy or alkyd based.
The paint will be supplied fresh and ready for use in sealed containers and stored in accordance
with the manufacturer s instructions. The paint will be applied without the use of thinners and
other additives.
5.7 PUBLIC INTERFACE AND STAKEHOLDERS

All stakeholders will be identified and be informed of any proposed works as per the Stakeholder
Management Plan.
5.8 EMERGENCY PROCEDURES

Emergency procedures shall be briefed via the Specific Site Briefing. The briefing will specifically
cover what to do in the event of an accident or incident. The following contact details will be
readily available on site:
Emergency Services Call 999
Project Manager Call +97433869046
HSEQ Manager Call +97474469911
STMS Call +97455109200
Main Hospital Hamad General Hospital, Rayyan Road, Doha. A&E (+974) 4392050
5.9 INSPECTION AND TEST

All documentary evidence connected with the inspection of works are set out in Section closure
will be completed and handed to the Foreman/Supervisor.
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5.10 RISK ASSESSMENT

GENERIC SAFETY, HEALTH & ENVIRONMENT RISK ASSESSMENT FORM
Activity Description: Installation, Maintenance and Removal of Traffic Control Devices
ID Hazard Adverse Effects Persons Controls A S L R T

Affected
1 Lifting or manual handling of Injury to back and limbs Workforce Make sure workers have adequate training on proper Y 3 2 Me Y
manual handling techniques.
TTM devices such as traffic Cuts to hand and fingers
cones, sign plates and Use of correct PPE such as high visibility vests, leather
Fractures to arms and legs
frames gloves and safety footwear.
Consider task rotation and muscle stretching exercises.
2 Oncoming traffic while Death or multiple injuries Workforce Install and remove temporary traffic control devices Y 5 1 Hi Y
sustained from being struck while facing oncoming traffic. Workers should avoid
placing/removing traffic Public
by oncoming traffic turning their back on traffic when placing and removing
cones, traffic signs the devices. If workers must be oriented where they
cannot see traffic, a shadow vehicle or a spotter
watching the traffic and provide warning should be
considered.
Use of correct Personal Protective Equipment (PPE)

such as high visibility vests, leather gloves and safety
footwear.
Ensure that proper lighting is available for nighttime

installation and removal of temporary traffic control
devices.
When installing and removing signs on both sides of

the carriageway, do not cross heavy traffic on foot with
signs. Use a shadow truck for protection or enlist the
assistance of co-workers as look-outs.
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Affected
3 Oncoming traffic while Death or multiple injuries Use TTM vehicle with flashing/ warning lights to alert Y 5 1 Hi Y
sustained from being struck motorists of potentially hazardous situations.
loading and unloading traffic
by oncoming traffic
control devices from a TTM Where possible, the TTM vehicle should be parked in
between a live running lane and the workers.
vehicle
4 Bad weather conditions Multiple injuries sustained Workforce Weather to be monitored at regular intervals. Y 3 2 Me Y
from slippery wet surface or
(Rain, Sandstorms, High Public Use of correct PPE such as high visibility vests, safety
sand reducing visibility
Winds) while installing and goggles/eyewear and safety footwear.
removing traffic control Close coordination to be maintained between the
devices Contractor and Traffic Police.
If inclement weather is an issue, TTM operations will be

suspended until weather permits.
5 Contact with diesel fuel Skin problems if contact with Workforce Ensure that site personnel is protected at all times by Y 3 2 Me Y
diesel wearing correct PPE rubber gloves.
while erecting and starting Public
tower lights Environmental issue due to Use drip trays to collect diesel spills.
diesel spillage
6 Contact with oncoming Death or multiple injuries Workforce Always work only within closed lanes and maintain the Y 5 1 Hi Y
sustained from being struck required safety buffer while working adjacent to live
traffic, hot materials and Public
by oncoming traffic traffic.
wheel dust while removing
temporary road markings
Burns Ensure that site personnel is protected at all times by
wearing correct PPE such high visibility apparel, ear
and applying new ones
defenders, rubber gloves and protective goggles/face
mask.
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Affected
Only trained operatives shall operate the machine.
Assessor Name: Dhiraj Kumar Dhiraj Signature: Date 03/08/2014
Activity Description: During Implementation of TTM Schemes

Affected
1 Members of the public and Death or multiple injuries Workforce Warning signs for both pedestrians and drivers to be Y 5 1 Hi Y
sustained from being struck by erected and sited at all entrances to and exits from site.
site personnel being struck Public
oncoming traffic
by site vehicles Use only trained and certificated site vehicle drivers, with
appropriate qualifications.
Adequate lighting to be provided.
Vehicles to be road worthy, in good order, with plant

certification and registers in place.
People to be segregated by physical barriers with gaps

and crossover points, clearly identified.
Roadways to be clearly identified and kept as clear as
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Activity Description: During Implementation of TTM Schemes

Affected
possible.
Vehicle drivers must ensure that blind spots are removed

by properly adjusted mirrors, CCTV, alternatively all
reversing manoeuvres will be undertaken with the
assistance of a signaller.
2 Existing traffic signs in Multiple injuries sustained Public All existing permanent signs that are in conflict with the Y 3 2 Me Y
from vehicular accidents installed TTM signs must be removed or covered
conflict with TTM signs
immediately in order to avoid driver confusion.
3 Old road markings not Multiple injuries sustained Public Old road markings to be removed when phasing TTM Y 3 2 Me Y
from vehicular accidents layouts are changed in order to avoid driver confusion.
removed
4 Glare of tower lights Multiple injuries sustained Public Angle of tower lighting in construction works area to be Y 3 2 Me Y
from vehicular accidents adjusted to avoid dazzling drivers at night.
Assessor Name: Dhiraj Kumar Dhiraj Signature: Date 03/08/2014
Key: A = ALARP (As Low As Reasonably Practicable)? (Y or N) S = Sever ity (1 5) L = Likelihood (1 5) R = Risk Classification (In / Lo / Me / Hi / Cr) T = Tolerable? (Y or N)
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5.11 IMPLEMENTATION PLAN
5.11.1 General Requirements
The Implementation Plan will ensure that the Traffic Control Plan, Incident Management Plan, and the
Stakeholder Management Plan are implemented efficiently and appropriately and that they are kept
up-to-date with necessary modifications during the works. It is of utmost importance that the project
construction be completed safely. The management team and support staff will:
Organize and implement the Traffic Management Plan.
Maintain a high level of public safety and traffic operation during all phases of
construction;
Keep the public and stakeholders informed of planned and unforeseen traffic pattern changes
Liaise with the all relevant authorities
Advise of any serious or urgent project issues relating to traffic
Address all public enquiries and/or concerns quickly and effectively
Monitor and report progress on the Project on a monthly basis
Detailed plans shall be prepared showing the proposed traffic diversions works. The plans shall fully
detail the diversion in all respects and shall include construction details. The plans shall show the
position of ramps, traffic signs, cones, barriers, demarcation posts and tape, flashing lights and any
other traffic control devices.
The plans shall be submitted to the relevant authorities for review and approval. Traffic diversion
apparatus shall not be erected until the authorities have reviewed and approved the traffic diversion
plans.
Persons acting as flagmen shall be:
Physically and mentally qualified,
Trained in their duties, and
Courteous.
Each flagman on duty shall be identified with appropriate and distinctive apparel approved by the
Engineer and equipped with English and Arabic STOP/GO signs. Reflective apparel is required for
flagging duties during darkness.
Where paved carriageways or ramps are required, they will be provided and maintained to a standard
suitable in all respects for the class or classes of traffic or pedestrians requiring the use of them.
On completion of the works, all traffic diversion works and apparatus shall be removed and roadways
affected by them shall be reinstated to its original condition.
5.11.2 Quality Control

All efforts will be made to ensure that the approved Traffic Control Plans are implemented as
appropriate. This quality control will be accomplished by:
Site tours to inspect delays;
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Providing daily documentation of traffic control inspections and monitoring processes

Documenting all incidents immediately after responding to an incident, as they occur and provide
due notification to appropriate parties
Recommending preventative procedures to minimize the possibility of incident
occurrences;
5.11.3 Preparation for Closure

A Load List sheet as will be produced by the Foreman/supervisor for the installation of the relevant
traffic management scheme. All operatives will ensure that the vehicle assigned to him is checked for:
defects; whether lights and beacons are working correctly; whether any cones, frames, sign faces and
sandbags that are loaded onto the vehicle are stacked and secured in a safe manner.
High visibility clothing to class BS EN471 Class 3 and the correct personal protective equipment must
be worn as instructed during the whole operation.
All locations of lane closures should be discussed with the Site Traffic Management Supervisor in
terms of weather conditions, any anticipated problems, time restrictions, other contractors involved,
traffic flows, and type of closure, extent and timing of the proposed closure.
Temporary traffic signs frames (when positioned) must have sufficient ballast bearing in mind the
weather conditions or location of placement.
Cone and sign loading should be undertaken at the side of the vehicle remote from the traffic, (Unless
a foot well is to be used) or from the rear of the vehicle if a tail-lift is provided.
The operation of implementing a static lane closure or mobile lane closure should not proceed if any
of the following are experienced:
poor visibility
extreme weather conditions
an accident within the proximity of the works
advice from police or other governing bodies or if there are any doubts
Only appropriately trained personnel and those that have been properly inducted should be employed
for Traffic Management purposes. The level of training will depend on the nature of the works & the
type of road involved.
Works accesses and egresses will be clearly defined.
Before leaving the depot, operatives must make a final check of vehicle(s) trailer(s) and equipment, to
ensure that, as far as practicable; everything is in order for a safe and efficient operation. This shall be
assisted by the completion of the Drivers Defect report and Equipment loading list as for all such
inspections.
5.11.4 Procedure for Implementing a Lane Closure

When all the planning has been completed satisfactorily, the vehicles will travel to a pre-arranged safe
rendezvous point downstream of the working area. E.g. on the verge; in a lay-by or on the hard
shoulder.
The signing vehicle will have a minimum of three operatives for use on High-speed roads. It will
proceed and determine the exact location of the working area, and then the non- driving operative of
the signing vehicle will carry out a countdown system to establish the required positions of advance
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warning signs. It will be necessary to take into account a minimum of 200m as a safety zone, prior to
the actual works area. This can be done by counting lamp columns, road studs or white lines, etc.
Once the first sign position has been established, the non-driving operative (who has carried out the
Countdown System) needs to convey that information to all drivers involved, and then proceed to a
safe rendezvous point prior to the initial sign.
The vehicle will then operate its flashing amber beacons, and proceed to the first sign location. The
signing vehicle will stop at the first sign location. An advance warning sign with the legend Setting out
roadworks ahead or Workforce in road slow will be erected.
Temporary Traffic road signs, frames, sandbags and cones shall be offloaded onto the verge for both
verge and/or central reserve use. Placing of signs on the central reserve will be achieved by crossing
the carriageway on foot. Extreme care will be taken by the operatives to ensure that the crossing can
be completed safely, allowing no more than three seconds per lane to be free from traffic. This
procedure will then be repeated at a sensible distance in advance of the taper location. Signs will be
placed on the verge and/or central reserve, indicating to the traffic which lane is intended to be closed.
Operatives will then walk to the start of the taper and assist in installing the initial taper and
longitudinal safety zone as far as is required. The remainder of the closure may be effected from a
vehicle.
No vehicle or item of plant will be parked within the safety zone (which includes the initial taper and
200m (Min) longitudinal safety zone. No vehicle shall reverse on site without the use of a competent
banksman /audible reversing mechanism/suitable watch out (as appropriate).
Once the lane closure has been completed to the required length, works will be clearly defined.
Roadworks End signs will be placed as required beyond the last cone. This can be completed by
extending the closure with 1m cones to the required position, erecting the end signs, and then
reversing back to the works area whilst retrieving the 1m cones or signs will be erected for both the
verge and centre from the hard shoulder.
Nearside lane closures with the use of an offside lane closure shall be implemented for overnight
works and areas with a greater volume of traffic, where appropriate. Operatives will follow the same
procedure as for the installation of an offside lane closure as far as the end of the lead in taper. Once
this is established, longitudinal cones spaced at the required distances shall be placed as required.
Cones spaced at the required minimum distances and in accordance with the WZTMG shall then be
installed for the appropriate distance to accommodate the back taper of the chicane. Where a hard
shoulder exists.
From a point where the offside lane closure back taper commences, cones for the facing wall of
secondary taper shall be laid at the required spacing on the hard shoulder/verge lane line.
Once this has been completed, the signing vehicle shall then, (When a suitable gap in the traffic
occurs) move over to the hard shoulder or nearside verge, and thus off the carriageway. Placing of
the facing wall (secondary taper) shall commence working forwards to affect a Lane 1 Closure.
Once the secondary taper is established the area required for work shall be coned off.
If difficult traffic conditions are experienced when establishing the nearside closure, police assistance
may be requested.
5.11.5 Maintenance of Traffic Flow

The temporary diversions will permit all exisiting traffic movements for the duration of the Contract
period. All diversions shall be constructed in accordance with the Qatar Traffic Manual Traffic Control
at Roadworks and the Qatar Highway Design Manual.
The installed traffic diversion will be properly signed, demarcated, illuminated, controlled and
maintained at all times. All temporary traffic signal shall be capable of handling the diverted traffic.
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5.12 CONTINGENCY PLAN
5.12.1 Project Details
Project Name Doha Metro Red Line North Underground (Lot 1.4 and Lot 1.5)
West Bay Central Station
Contractor Impregilo-SK E&C-Galfar Al Misnad JV
Project ID Contract No. RTC/038/2012
Description of work The scope of works includes the construction of part of Blue Line and Red Line
diaphragm wall on west side carriageway of Omar Al Mukhtar Street.
To facilitate the diaphragm wall construction, the proposed TTM carriageway

has to be diverted laterally towards the Marriott Hotel/Doha Convention Center
side. This diversion would require modification of the existing footpath and
traffic islands. The through lanes at this section for Phase 2 shall be reduced
from 4 lanes to 3 lanes each way.
5.12.2 Site Traffic Management Supervisor Details
Site Traffic Management Juliano Lim

Supervisor name
5.12.3 Contingency Details
Details of contingency Works Overrun

(What to do if works overrun In the event of an unexpected delay occurring during construction, the Site
Traffic Management Supervisor (STMS) will reassess the situation and
or if there is an incident which
determine the revised course of action.
may cause delay in removal)
If it is expected that the delay will result to a works overrun from the
agreed completion date, an application for an extension of time will be
submitted.
Vehicular Breakdowns
If a vehicle breaks down, the STMS will direct the site crew to get the
vehicle off and away from the travelled portion of the road.
If removing the vehicle is not possible in the short term and visibility is
poor due to fog, rain, dusk, etc., vehicle emergency flashers or flares will
be activated at least 30m behind and 30m in front of the vehicle.
All breakdowns will be reported immediately by the STMS to the

appropriate emergency/recovery services.
Vehicular Accidents
In case of a vehicular accident, the STMS will report the accident to the
Traffic Police, to other necessary authorities, and to the Safety Manager as
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Doha Metro

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soon as possible.
The site crew will aid at the scene of the accident as much as possible to
ensure a continuous flow of traffic and ensure public and worker safety.
The STMS will direct the crew to remove lane closures if necessary to
provide immediate access for all emergency response vehicles.
Flares, flashers or reflectors will be placed on the road as necessary.
If possible, the site crew will remove the vehicle off the road to avoid
obstructing traffic.
5.12.4 Signatures
_____________________ _____________________ _____________________

Barry Charles Crouchman Dhiraj Kumar Dhiraj Juliano Lim
Project Manager Safety Manager STMS
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5.13 CLEARANCE PLAN
On completion of the works, all temporary traffic control devices shall be removed as soon as
practicable and shall be collected in a safe manner.
The STMS shall first ensure that construction debris is removed from the work site and the works area
clear of anything that was present during the work activity. The removals process may then proceed
first with the termination area, leaving the advance warning area up for as long as possible. The
advance warning signs shall be removed last after all the temporary traffic control devices have been
removed.
Note that all the TTM devices shall be removed against the flow of traffic. The main objective is safety
for workers, motorists and pedestrians.
If needed, Traffic Police services may also be utilized to provide a rolling roadblock during removal
activities. Their assistance will help deter speeding and provide enhanced visibility for the operation.
Enforcement personnel shall be in safe locations on the shoulder od off the roadway.
Once all the TTM devices have been removed, the STMS shal have a final inspection to ensure that
the site is clear and safe for use by the public.
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Doha Metro

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6 PROGRAM OF INSPECTIONS
Throughout the duration of the construction works, it is most important that the TTM signs, cones,
lighting, barriers and other relevant apparatus are maintained for the protection of the public and the
site workforce. It is essential that inspections are carried out to monitor the condition of the scheme
and that where signs, cones, etc. have become damaged or displaced, the original TTM layout is
restored as soon as reasonably practicable.
It is thus proposed that inspections shall be undertaken as specified in the Qatar Work Zone Traffic
Management Guide. The responsibility and frequency of inspections is summarized in the table
below.
WZTM Safety Inspection Contractor Supervisor Twice a day
WZTM Safety Review Contractor Supervisor Twice a week
WZTM Process Review Contractor Supervisor Bi-weekly
WZTM Safety Audit Approvals Body Representative Monthly
A daily record of the inspections shall also be completed by the STMS indicating if any incidents and
accidents have occurred, if any changes to the layout of the TTM controls and devices are observed,
and the reason why these changes were undertaken. Where significant changes to the traffic
environment or adverse impacts are observed, the scheme will be reviewed as a matter of urgency.
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42/42
APPENDIX I NETWORK
TRAFFIC IMPACT
ASSESSMENT GUIDANCE
1
Guidelines on TTM Traffic Impact Assessment Requirements
Introduction
Qatar is experiencing a booming economy resulting in a rise in car ownership and traffic growth. Combined with an
increasing number of construction projects and planned Temporary Traffic Management (TTM) works, traffic
congestion is projected to intensify. Unless the planned works are managed and phased, and the TTM stages are
sequenced, and mitigations are put in place, traffic congestion is projected to significantly intensify as the road
network becomes increasingly over saturated. As a consequence, there is a requirement to undertake a Traffic
Network Impact Assessment in order to analyse and mitigate potential impacts of TTM schemes and manage traffic
congestion across the road network.
Objective
The objectives of the Traffic Network Impact Assessment are to:

Ensure that all TTM schemes within the State of Qatar have proper, adequate and safe movement for
all modes;
Determine the anticipated traffic implications of carrying out TTM works both along the road corridor
where the works are taking place and also along parallel roads and surrounding junctions taking into
account other work zones and TTM works;
Determine site specific traffic access and connection issues caused by the works;
Determine the volume of construction vehicles generated by the works;
Determine the impact on access to properties;
Determine the impact on pedestrians and cyclists;
Determine the impact on public transport;
Maintain access to adjacent properties;
Determine the impact on any loss of car parking, both on-street and off-street;
Devise appropriate TTM measures to alleviate the traffic impact of the road works;
Devise a phasing sequence of works for each stage of the TTM to minimise network congestion; and
Determine safety risks to all road users and measures to alleviate these risks.
Traffic Network Impact Assessment Requirements
The Traffic Network Impact Assessment is required to assess the traffic impact of all work zones and TTM
schemes. The Traffic Network Impact Assessment should include traffic analysis and modelling for all TTM stages
both along the road corridor where the works are taking place and also along parallel roads, surrounding junctions
and wider road network.
2
It is the duty of the TDP Applicant to clearly assess the impact of the work zone and each of the TTM stages on the
transportation network, including public transport, pedestrians and emergency services and gain approval from the
necessary stakeholders.
Works proposed on non-strategic routes must demonstrate that vehicular and pedestrian access and connectivity is
maintained, however, the level of consultation and traffic analysis is to be proportionate to the size, duration and
impact of the works on all modes of transport. Low impact/short term works must document how the network is
impacted even if deemed negligible.
The Traffic Network Impact Assessment will consider any surrounding work zones or planned events that will be in
place during the proposed Works.
Strategic Route Traffic Network Impact Assessment Requirements
Works proposed on Strategic Routes must be developed in consultation with a range of stakeholders including
Ashghal Traffic Department, Ministry of Interior (Traffic Police) and the Central Planning Office (CPO). The Strategic
Routes are listed and illustrated in Appendix I. Where works are proposed on Strategic Routes a detailed Traffic
Network Impact Assessment is required.
The Applicant shall make a presentation to the Temporary Traffic Management Working Group (TTMWG) on the
findings and recommendations of the Traffic Network Impact Assessment, unless not required. The presentation will
form a part of the consultation requirements outlined in the flow chart within Chapter 3.
Exemption
Exemptions will not generally be allowed. Exceptional application for exemption should be submitted to the TDP
Approvals Office on a case by case basis. The limited circumstances where exemptions have been granted are as
follows:
Emergency works (the list of emergency works agreed between stakeholders and TDP, such as
emergency utility works); and
Works which is expected to cause minimal impact to traffic flow on non-strategic routes as confirmed on
a case by case basis by the TDP Approval Team.
Contents of the Traffic Network Impact Assessment
The Traffic Network Impact Assessment report shall accurately describe the proposals, clearly identify the impact
and the proposed mitigation measures and succinctly present the findings and recommendations. The report shall
contain at least the following information:
1. The Project Name
2. QPro Reference Number
3. Date of Submission
4. The Applicant - contact details.
3
5. The Contractor - contact details responsible for undertaking the TTM works.
6. Project Information - description of the works including a scaled plan showing the extent of the works.
7. Programme Information - start and end dates of the works and dates of each phase and TTM stage.
8. Study Area - the Study Area should include all significant links, junctions and interchanges potentially
impacted by the work and associated TTM. As a minimum, the study area must include the works area and
adjacent junctions and intersections upstream and downstream of the works. Where the works may have a
wider network impact or have influence with other adjacent work zones or planned events that will be in
place during the proposed works a wider network study area shall be assessed and modelled. The existing
street inventory with the study area shall be recorded in detail. This should generally include street names,
number of lanes and lane widths, direction of traffic flows, road markings, geometric dimensions and
characteristics at critical intersections, existing site access points to neighbouring proprieties, right of way
boundaries, pedestrian and cycle facilities, public transport facilities and parking spaces. More information
may be required on a site by site basis.
9. Existing Traffic Conditions - up to date (less than a year old) traffic counts shall be carried out to obtain
traffic flow figures for the Traffic Network Impact Assessment. Daily ATC surveys should be carried out as
well as TMC at junctions and intersections within the Study Area during the three critical peak periods (AM,
MD and PM). Traffic signal phasing and timing details at signalised intersections shall be recorded on-site
and illustrated on diagrams. Any public transport services or facilities affected by the works should be
recorded. Any on-street car parking that is temporarily removed needs to be assessed. A bus route and bus
stop plan shall be provided if public bus services are affected. Existing Pedestrian facilities including formal
crossings shall be recorded and illustrated on a plan. Pedestrian counts are required if existing pedestrian
facilities/footways are severed or closed by the works.
10. Other Factors - such as non-site traffic growth (background traffic) in the study area, including committed
developments, pedestrian traffic, school traffic, programmed transportation improvements and works, and
other miscellaneous factors shall be considered where appropriate.
11. Forecast Traffic Conditions (if necessary) - the existing traffic conditions should be used for the traffic
analysis for works which will be completed within six months from the submission date of the Traffic Network
Impact Assessment report. For works beyond such period, the future traffic conditions on non-strategic
routes should be estimated by using growth factor method based on historic volume information and existing
counts. The forecast future traffic conditions can then be applied to the different stages of the
implementation of the TTM measures. For Strategic Routes the Applicant should meet with TPD and CPO
to agree on the method to forecast traffic conditions which will include the use of existing traffic counts and
may also require the use of using approved software packages, including SATURN traffic modelling
software.
12. Proposed TTM Phasing Drawings - scaled drawings with dimensions and cross-sections for each TTM
stage of the works, including, but not limited to, swept path analysis
13. Proposed Construction Site Access Drawings scaled drawings with dimensions showing the
construction site access layouts (site entry and exit points) for each phase, general construction site
circulation arrangements and construction traffic storage areas, etc.
4
14. List of Assumptions - data sources, calculations used to arrive at the conclusions and recommendations.
15. Traffic Analysis For Each TTM Stage - the traffic analysis should be carried out for the existing conditions
during the most critical peak period and for each TTM stage of the works. The following items need to be
assessed within the Study Area:
volume/capacity ratios (v/c ratios) of the roads between each junction;
the LOS and delay at each junction or intersection; and
Queue lengths for each movement at junctions.
The calculation of the v/c ratios, LOS and Queue lengths should be carried out in accordance with the
MMUP Guidelines and Procedures for Transport Studies May 2011 Rev 3. The traffic analysis should
provide a comparison between the existing traffic conditions and the TTM proposal for each stage of the
works and include the final year of assessment.
16. Proposed Mitigation Measures - drawings illustrating proposed mitigation measures for all modes of
transport including pedestrians and cyclists.
17. Recommendation - summary findings and recommendations of the Traffic Network Impact Assessment
shall be given. This should include a recommended traffic scheme and detailed plans showing the proposed
phases and stages of the works and TTM measures for each stage of the works.
The requirements, procedures and analysis included in this document are considered the minimum requirements
that will be required in any Traffic Network Impact Assessment. Depending on the size, location, duration, impact,
etc. of the proposed works, Ashghal TPD, MoI and or CPO might request additional requirements, procedures and
analysis to be included or explored in the Traffic Network Impact Assessment.
Procedures
Two hard and soft copies of all Traffic Network Impact Assessment reports should be submitted to TPD. In addition
where works are proposed on Strategic Routes one hard and soft copy of the detailed Traffic Network Impact
Assessment shall be submitted to the MoI (Traffic Police) and CPO.
5
APPENDIX J STRATEGIC
ROAD NETWORK PLANS
WORK IN PROGRESS
This drawing contains information compiled from PROJECT / INTERFACE TITLE
REV DESCRIPTION DRAWN CHECKED APPROVED DATE LEGEND multiple sources and is provided for information
V1_0 FIRST ISSUE RO PS AN 27/01/14
KDM STRATEGIC ROUTES
purposes only. The drawing must not be copied,
distributed or used for any other purpose without the
express permission of the CPO. The source and
KEEP DOHA MOVING
currency of the information depicted is as noted. It is
up to the user to ensure they have access to the
latest information.
All CPO recommendations and advice are subject to
stakeholder approval. Land availability and
FOR INFORMATION ONLY
acquisition is subject to final agreement with MMUP
SCALE DRAWN CHECKED APPROVED SIZE
Planning. CPO's recommendations and advice do RO PS AN
not constitute an 'approval' for or on behalf of MMUP. 1:60,000 DATE
27/01/2014
DATE
27/01/2014
DATE
27/01/2014
A1
NOTE
All rights are registered by CGIS - State DRAWING NUMBER REV
1. INFORMATION ON THIS DRAWING IS CONCEPTUAL. of Qatar Intellectual Property rights are
DRAFT
owned by each agency making data
2. THIS DRAWING SHOULD NOT BE USED FOR SETTING OUT.
3. DO NOT SCALE FROM THIS DRAWINGS.
available through Qatar GISnet.
PO Box: 22423, West Bay, Doha, Qatar I Telephone: +974 4426 6767 I Fax: +974 4426 6741 I Website: www.cpo.qa
CPO_14_75008 V1_0
Filename: P:\Work_in_Progress\Information_Services\IM\CAD\03_TP\CPO_14_75008
User name: Ocampo, Raul Date: 05/2/2014 - 4:51pm
WORK IN PROGRESS
This drawing contains information compiled from PROJECT / INTERFACE TITLE
REV DESCRIPTION DRAWN CHECKED APPROVED DATE LEGEND multiple sources and is provided for information
V1_0 FIRST ISSUE RO PS AN 05/02/14
KDM STRATEGIC ROUTES
purposes only. The drawing must not be copied,
distributed or used for any other purpose without the
express permission of the CPO. The source and
KEEP DOHA MOVING
currency of the information depicted is as noted. It is
up to the user to ensure they have access to the
latest information.
All CPO recommendations and advice are subject to
stakeholder approval. Land availability and
FOR INFORMATION ONLY
acquisition is subject to final agreement with MMUP
SCALE DRAWN CHECKED APPROVED SIZE
Planning. CPO's recommendations and advice do RO PS AN
not constitute an 'approval' for or on behalf of MMUP. 1:25,000 DATE
05/02/2014
DATE
05/02/2014
DATE
05/02/2014
A1
NOTE
All rights are registered by CGIS - State DRAWING NUMBER REV
1. INFORMATION ON THIS DRAWING IS CONCEPTUAL. of Qatar Intellectual Property rights are
DRAFT
owned by each agency making data
2. THIS DRAWING SHOULD NOT BE USED FOR SETTING OUT.
3. DO NOT SCALE FROM THIS DRAWINGS.
available through Qatar GISnet.
PO Box: 22423, West Bay, Doha, Qatar I Telephone: +974 4426 6767 I Fax: +974 4426 6741 I Website: www.cpo.qa
CPO_14_75030 V1_0
Filename: P:\Work_in_Progress\Information_Services\IM\CAD\03_TP\CPO_14_75030
User name: Ocampo, Raul Date: 05/2/2014 - 4:48pm

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Work Zone Traffic

Revision 1.2 November 2015

Work Zone Traffic Management Guide

0.1 28/07/2012 Peter Harman Interim Michael de Roos Patrick Brogan

1.0 04/10/2012 Peter Harman First Michael de Roos Patrick Brogan

1.1 19/06/2014 Matthew Turner First Fabian Marsh Yousef

AECOM Middle East

1 Table of Contents .............................................................................................................................................................. 2

2 PRINCIPLES OF TEMPORARY TRAFFIC MANAGEMENT ............................................................................................ 17

3.2.2 Consultation ......................................................................................................................................................... 38

4 PRINCIPLES OF WORKS ZONES ................................................................................................................................... 45

5.5.3 Screens and Hoardings ....................................................................................................................................... 98

6 TYPICAL LAYOUTS (TLs) ............................................................................................................................................. 110

APPENDIX A Traffic Diversion Plan Registration Form

This page intentionally left blank.

1.2 Document Structure

1.3 Objective of the Guide

Safe work environments for road workers

Minimal disruption to the adjoining road network

1.4 Principles of Temporary Traffic Management - RESPECT

Responsibility to all road users

Speed limits should be appropriate

Protection of the workforce

Early warning of any hazards

Clear direction to all road users

Traffic Control Devices must be deployed appropriately

1.5 Contractual Requirements

Shall or must indicates that a particular requirement is mandatory

Should indicates a recommendation

May indicates an option

Table 1.1 - General Traffic Management Definitions

An area adjacent to, or near, the Carriageway where a structure is being

A non-compliance with a mandatory requirement of a declared standard. All

1.8 Roles and Responsibilities

1.8.1 Ashghal PWA/Client Organization

1.8.2 Ashghal PWA - TDP Approvals Office

Review and approve/reject TDP applications

1.8.3 Ashghal PWA - Compliance Monitoring Team

Mentor contractors to improve work zone safety where non-compliance is reported

1.8.4 Ministry of Interior (Traffic Police Department)

1.8.5 Project Management Consultants (PMCs)

1.8.6 Supervision Consultants

Be appropriately trained and qualified to prepare TDPs

1.8.8 Auditors/Inspectors Ashghal PWA or External Bodies

1.8.9 Site Traffic Management Supervisor (STMS)

Wear the required PPE including high visibility clothing

1.8.10 Site Traffic Management Personnel

Wear the required PPE including high visibility clothing

Implement the requirements of the approved TDP

Follow any instructions given by the appointed STMS

2 PRINCIPLES OF TEMPORARY TRAFFIC MANAGEMENT

2.1 Safe System

2.2 Objectives of TTM

2.3 Function of TTM

2.4 Types of Work

2.4.4 Area wide

2.4.6 Emergency Works

2.5 Work Type Considerations

Permanent speed limit of road

Method of operation/controlling traffic

Work Type Description Activity Duration Appropriate TTM

Visual inspection, generally of Road surface assessment

Cleaning traffic signs