QTCM Vol2 Part09 TrafficControlDevicesTrafficMgmnt OctFinal

Volume 2
Part 9
Traffic Control Devices for Works
on Roads and Temporary Traffic
Management
VOLUME 2 PART 9
TRAFFIC CONTROL DEVICES FOR WORKS ON ROADS/ TEMPORARY TRAFFIC MANAGEMENT
Disclaimer
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be reviewed, assessed, and possibly included in the next version.

Copyright © 2015. All rights reserved.

VOLUME 2

‫‪VOLUME 2 PART 9 ‬‬
‫‪TRAFFIC CONTROL DEVICES FOR WORKS ON ROADS/ TEMPORARY TRAFFIC MANAGEMENT ‬‬
‫تنويه‬
‫قامت وزارة املواصالت ي دولة قطر بتوف ﺮ دليل تصميم الطرق لدولة قطر )‪ (Qatar Highway Design Manual ‐ QHDM‬ودليل‬
‫قطر للتحكم املروري )‪ (Qatar Traffic Control Manual ‐ QTCM‬ع ى شبكة اإلن ﺮنت وكنسخ مطبوعة باعتبارها اإلصدار رقم‬
‫)‪ (1.0‬من هذﻩ األدلة‪ ‬وذلك دون ادنى مسؤولية ع ى وزارة املواصالت‪.‬‬
‫ُ‬
‫يجب التأكيد ع ى إن وزارة املواصالت‪ ،‬وتحت أي ظرف من الظروف‪ ،‬ال تج أو تتعهد أو تصادق ع ى أن تكون املعلومات املتضمنة ي هذين‬
‫الدليل ن خالية من أي نوع من األخطاء أو العيوب‪.‬‬
‫إن استخدام هذﻩ األدلة ألي عمل ال يعفي املستخدم من إتباع العناية الواجبة أو الفائقة واملمارسة الهندسية السليمة‪ ،‬كما أنه ال يخول‬
‫ُ‬
‫للمستخدم املطالبة أو استالم أي نوع من التعويض عن األضرار أو الخسائر ال يمكن أن تعزى إ ى هذا االستخدام‪.‬‬
‫سوف تكون أي تغي ﺮات او تعديالت متاحة ومتوفرة ع ى موقع اإلن ﺮنت الخاص بالوزارة‪ .‬ويتوجب ع ى املستخدم ن التحقق بشكل متواصل بأن‬
‫لد م أحدث إصدار من هذﻩ األدلة‪.‬‬
‫مالحظة‪ :‬ستقوم وزارة املواصالت بمواصلة تحديث وتعديل ِكال الدليل ن مع األخذ بع ن االعتبار االكتشافات الجديدة والتكنولوجيات الحديثة‬
‫ُ‬
‫واملواضيع املستجدة ال تتعلق بتخطيط وتصميم وتشغيل وصيانة النقل والطرق واملرور‪.‬‬
‫ُ‬
‫إن الوزارة تشجع املستخدم ن‪ ‬ع ى تقديم املالحظات واالق ﺮاحات والتعليقات وردود األفعال‪ ،‬خالل سنة من اصدار ِكال الدليل ن‪ ،‬وذلك من‬
‫خالل موقع الوزارة حيث سوف يتم مراجعة هذﻩ املالحظات واالق ﺮاحات ومن ثم تقييمها وإدراجها ضمن اإلصدار القادم من األدلة‪ .‬‬
‫‪ ‬‬
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‫‪ ‬‬
‫‪ ‬‬ ‫‪VOLUME 2 ‬‬
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VOLUME 2 PART 9
Contents Page
Acronyms and Abbreviations ....................................................................................................v
1 Introduction....................................................................................................................1
1.1 Background .................................................................................................................. 1
1.2 Document Structure .................................................................................................... 2
1.3 Objectives .................................................................................................................... 2
1.4 Principles of Temporary Traffic Management – RESPECT ........................................... 2
1.5 Roles and Responsibilities ........................................................................................... 3
1.5.1 Overseeing Organization/Client Organization ............................................. 3
1.5.2 Overseeing Organization - TDP Approvals’ Office ........................................ 3
1.5.3 Overseeing Organization - Compliance Monitoring Team ........................... 3
1.5.4 Ministry of Interior (Traffic Police Department) .......................................... 3
1.5.5 Project Management Consultants (PMCs) ................................................... 3
1.5.6 Supervision Consultants ............................................................................... 4
1.5.7 Contractor .................................................................................................... 4
1.5.8 Auditors/Inspectors – Overseeing Organization or External Bodies............ 5
1.5.9 Site Traffic Management Supervisor (STMS) ............................................... 5
1.5.10 Site Traffic Management Personnel ............................................................. 6
2 Principles of Temporary Traffic Management..................................................................7

2.1 Safe Systems ................................................................................................................ 7
2.2 Objectives of Temporary Traffic Management ........................................................... 8
2.3 Function of TTM........................................................................................................... 8
2.4 Types of Work .............................................................................................................. 8
2.4.1 Static ............................................................................................................. 8
2.4.2 Inspection/Maintenance .............................................................................. 9
2.4.3 Mobile .......................................................................................................... 9
2.4.4 Emergency .................................................................................................... 9
2.4.5 Area wide ..................................................................................................... 9
2.4.6 Duration ....................................................................................................... 9
2.5 Staging of Works ........................................................................................................ 11
2.6 Traffic Diversion Plans (TDPs) .................................................................................... 11
2.6.1 Definition and objective of a TDP............................................................... 11
2.6.2 QPro and Roadway Opening Permits ......................................................... 12
2.6.3 What to include in a TDP ............................................................................ 12
2.6.4 Generic TDP Elements ................................................................................ 15
2.6.5 Amendments .............................................................................................. 15
2.6.6 Identification of Stakeholders .................................................................... 15
2.6.7 Stakeholder and Public Communication .................................................... 16
2.7 TDP Design Considerations ........................................................................................ 17
2.7.1 Types of Roadway ...................................................................................... 18
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2.7.2 Consistency ................................................................................................. 18

2.7.3 Departures from Standard ......................................................................... 19
2.7.4 Work Zone Road Safety Audits ................................................................... 19
2.7.5 Risk Assessment ......................................................................................... 20
2.7.6 Incident Documenting Process ................................................................... 21
2.7.7 Mitigating Measures................................................................................... 22
2.8 Training and accreditation ......................................................................................... 22
3 Processes...................................................................................................................... 23
3.1 Overview .................................................................................................................... 23
3.2 Planning and Approval ............................................................................................... 23
3.3 Implementation ......................................................................................................... 23
3.3.1 TTM Implementation.................................................................................. 23
3.3.2 Verification of Compliance ......................................................................... 24
3.4 Inspection and Enforcement...................................................................................... 24
3.4.1 Routine On-site Inspections ....................................................................... 24
3.4.2 Work Zone Stage 4 Road Safety Audit........................................................ 24
3.4.3 Monitoring and Non-conformance Reporting............................................ 25
3.5 Clearance and Re-opening ......................................................................................... 25
3.5.1 Notification of Completion ......................................................................... 25
3.5.2 Clearance .................................................................................................... 26
3.5.3 Re-opening ................................................................................................. 26
3.6 Emergencies and Unplanned Events ......................................................................... 26
4 Principles of Work Zones .............................................................................................. 29

4.1 General Principles ...................................................................................................... 29
4.2 Lateral Components ................................................................................................... 29
4.2.1 Lateral Safety Buffer ................................................................................... 29
4.2.2 Clear Zones and Safety Barrier Warrants ................................................... 30
4.3 Longitudinal Components .......................................................................................... 32
4.3.1 Advance Warning Area ............................................................................... 32
4.3.2 Transition Area (Taper)............................................................................... 32
4.3.3 Longitudinal Safety Buffer .......................................................................... 33
4.3.4 Works Area ................................................................................................. 33
4.3.5 Termination Area........................................................................................ 33
4.4 Multiple Work Zones ................................................................................................. 33
4.5 Roadway Narrowing on Single Roadways.................................................................. 33
4.6 Lane Reduction on Divided Roadways ....................................................................... 34
4.7 Pedestrian safety ....................................................................................................... 35
4.8 Temporary Posted Speeds ......................................................................................... 35
4.8.1 Speed Enforcement .................................................................................... 36
4.9 Work Zone Implementation, Maintenance and Clearance ....................................... 36
4.9.1 Implementation .......................................................................................... 37
4.9.2 Maintenance............................................................................................... 37
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4.9.3 Clearance .................................................................................................... 38
5 Equipment ....................................................................................................................39
5.1 Principles ................................................................................................................... 39
5.2 Conflict with Permanent TCDs ................................................................................... 39
5.2.1 Treatment of Conflicting Traffic Signs ........................................................ 39
5.2.2 Treatment of Conflicting Road Markings ................................................... 40
5.3 Signing ....................................................................................................................... 40
5.3.1 Sign Sizes .................................................................................................... 40
5.3.2 Sign Locations ............................................................................................. 41
5.3.3 Traffic Signs for Work Zones ...................................................................... 41
5.3.4 Project Boards ............................................................................................ 41
5.3.5 Sign Supports.............................................................................................. 42
5.4 Temporary Safety Barriers ......................................................................................... 43
5.4.1 Delineation of safety barriers and barricades ............................................ 44
5.4.2 End Treatments .......................................................................................... 44
5.5 Traffic Channeling Devices......................................................................................... 44
5.5.1 Plastic Water-filled Barricades ................................................................... 45
5.5.2 Traffic Cones ............................................................................................... 46
5.5.3 Screens ....................................................................................................... 46
5.6 Work Zones at Night Time ......................................................................................... 47
5.7 Other Devices and Equipment ................................................................................... 47
5.7.1 Portable Traffic Signals ............................................................................... 47
5.7.2 Electronic Arrow Boards (EABs) ................................................................. 48
5.7.3 Dynamic Message Signs (DMS) .................................................................. 49
5.7.4 Speed and Red Light Cameras .................................................................... 50
5.7.5 Vehicles ...................................................................................................... 50
5.7.6 Truck and Trailer Mounted Attenuators (TMAs)........................................ 51
5.7.7 High Visibility Clothing ............................................................................... 51
Tables
Table 2.1 Guidance on Selection of Appropriate Temporary Traffic Management for

Various Work Types and Duration .................................................................... 10
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Acronyms and Abbreviations
DMS dynamic message sign
EAB electronic arrow board
kg kilogram
kph kilometers per hour
m meter
mm millimeter
NCHRP National Cooperative Highway Research Program
PPE personal protective equipment
QHDM Qatar Highway Design Manual
QCS Qatar Construction Specifications
QTCM Qatar Traffic Control Manual
ROP roadway opening permit
RSA road safety audit
TDP traffic diversion plan
TMA truck-mounted attenuator
TMP traffic management plan
TTM temporary traffic management
WZTMG Work Zone Traffic Management Guide
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1 Introduction
The primary definitions used in this Part and other Parts of the Qatar Traffic Control
Manual (QTCM) are:
• ‘Must’ is used to indicate a legal requirement which must be complied with

• ‘Shall’ indicates an essential requirement of compliance with this manual
• ‘Should’ indicates a course of action that is strongly recommended
• ‘May’ is used to indicate an option that requires consideration, depending on the
circumstances
1.1 Background
This Part provides a summary of the Work Zone Traffic Management Guide (WZTMG),
version 1.1 provided by Ashghal in June 2013. The Ashghal Field Guides should also be
consulted before undertaking any work on the roadway.
As part of the operation and maintenance of a roadway 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, roadway
space and work efficiency whilst minimizing congestion, delay and inconvenience for
all road users.
The purpose of work zones are to provide a roadway 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 the
WZTMG 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 roadway require a Traffic Diversion Plan (TDP) to be prepared in
accordance with the WZTMG. 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 the Overseeing
Organization’s TDP Approvals Office and Ministry of Interior Traffic Department (MoI),
prior to any works taking place.
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1.2 Document Structure

Following this introductory chapter are four additional chapters, summarized as
follows:
• Chapter 2 defines the principles of work zone traffic management and explains
how to classify works according to activity, roadway type, and duration. This
chapter also outlines a framework for developing a TDP
• Chapter 3 details the processes used 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 and other
equipment associated with work zones in addition to instructions for their
deployment
1.3 Objectives
The objective of this Part is to provide all parties engaged in works/events taking
place within the right of way with clear and comprehensive guidance on 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 roadway network
This Part describes the TTM measures that must be used at all work zones on the
roadway network to warn, instruct and guide road users through or around the work
zone. It 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 roadway 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 (posted) 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
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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 roadway project.
1.5 Roles and Responsibilities

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

• Ensuring that compliance with the WZTMG 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
1.5.2 Overseeing Organization - TDP Approvals’ Office

• Ensuring that all TTM measures deployed within roadway projects are in
accordance with the WZTMG
• Review and approve/reject TDP applications
1.5.3 Overseeing Organization - Compliance Monitoring Team

• Monitoring compliance with the WZTMG at all work zones
• Mentor contractors to improve work zone safety where non-compliance is
reported
1.5.4 Ministry of Interior (Traffic Police Department)

• Assist the Overseeing Organization by providing expertise and knowledge of the
roadway network during the development, review and approval of TDPs
• Assist the Overseeing Organization 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
1.5.5 Project Management Consultants (PMCs)

• Ensure all TDPs produced by contractors and consultants working on roadway
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
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• Work with the TDP Approvals’ Office and Compliance Monitoring Team to ensure
that any non-compliance with the WZTMG is rectified quickly and efficiently at all
roadway projects under their management
• Adopt a proactive approach towards promoting work zone road safety within their
organization and amongst their consultants and contractors
1.5.6 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 the Overseeing
Organization, 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
1.5.7 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, the Overseeing
Organization 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 roadway 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 roadway, 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 roadway project and potential disruption prior to any works being undertaken
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• Undertake regular inspections of TTM to ensure a proactive approach towards

safety and compliance is adopted
• Work collaboratively with the Ministry of Interior and Overseeing Organization 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
1.5.8 Auditors/Inspectors – Overseeing Organization or External Bodies

• Be appropriately trained and qualified to assess TDPs in terms of roadway
operations and safety
• Hold the relevant accreditation with the Overseeing Organization to undertake
road safety audits/inspections on the roadway network
• Follow the Road Safety Audit Guidelines 2013 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
1.5.9 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 the Overseeing
Organization
• Wear the required personal protective equipment (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 the Overseeing Organization 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
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• 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
1.5.10 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
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2 Principles of Temporary Traffic

Management
2.1 Safe Systems

A Safe System is a roadway 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 roadway 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 roadways 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 roadways 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 roadway to
ensure that crash forces are kept below the limits that cause death or serious
injury
Designing, building and maintaining safe work zones falls into the safe roadways
category and it is therefore essential that 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.
When designing and installing work zones, those responsible need to identify areas of
potential risk and implement measures that can either eliminate risk or reduce the
severity of injury in a crash. In many cases, it is not possible to prevent a crash, but it
is possible to reduce the level of trauma.
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2.2 Objectives of Temporary Traffic Management

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 roadway 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.
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.
2.4.1 Static
Static works will range from short/medium-term works that are completed within
6 hours, through to long-term works lasting in excess of 6 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.
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2.4.2 Inspection/Maintenance
Inspection and maintenance activities will include routine/repetitive operations, as
well as visual inspection of elements of the roadway or its features, and will generally
be completed in less than 6 hours. Many Inspection/Maintenance Operations are
mobile in nature and as such can adopt a Moving Traffic Management Technique,
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 is appropriate
however, specialized equipment such as Truck/Trailer Mounted Attenuators (TMAs)
are generally required for this type of work.
2.4.4 Emergency
Emergency works cover first response operations including removal of debris and
temporary repair of the roadway or associated infrastructure. Depending on the
circumstances, emergency works may constitute mobile, inspection/maintenance or
static activities, although by their nature it is not possible to submit a TDP prior to the
incident. Whilst a TDP cannot be submitted, the processes within the WZTMG should
be followed to develop method statements for use by the emergency services.
2.4.5 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
belikely to require a number of Traffic Management Drawings (TMDs) for specific
work activities within that area.
2.4.6 Duration
The duration of works will influence the level of TTM required:
• Long-term works are any works that will take more than 6 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 6 hours,
including setting up and decommissioning of associated TTM
• Short-term works are operations that have a duration of 15 minutes or less,
including the setting up and decommissioning of any associated TTM
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• 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.
Table 2.1 Guidance on Selection of Appropriate Temporary Traffic Management

for Various Work Types and Duration
Activity Description Examples Duration Appropriate TTM
Establishment Setting out and Setting out and removal Varies Mobile, Short or
of TTM decommissioning of of traffic signs, Medium-Term
TTM delineation devices,
safety barriers and
other TCDs
Inspections Visual inspection, Barrier inspection <15 mins Mobile or Short
and Audits generally of short Roadway surface Term
duration and not assessment
involving any
physical works
Minor Planned Cleaning traffic signs 15 mins – Mobile, Short or
Maintenance maintenance or Cleaning gully pots 6 hours Medium-Term
repair work causing Lighting column lamp
minimal disruption replacement
on the roadway
network
Major Planned Resurfacing of roadway >15 mins Mobile, Medium
Maintenance maintenance or Drainage pipe or Long-Term
repair work causing replacement
minimal/moderate
disruption on the
roadway network.
Minor Roadway Minor changes to Roadway widening >6 hours Long-Term
Project existing Construction of new
infrastructure and right turn slip roadway
small roadway
projects
Major Roadway Significant changes Construction of an >6 hours Long-Term/
Project to existing expressway Permanent
infrastructure and Conversion of Construction in
new large scale roundabout into signal some cases for
roadway projects controlled intersection large projects
Emergency Response to Heavy goods vehicle Varies Varies
Works incidents/events crashes into safety
which may barrier resulting in
subsequently result repair work being
in repairs being required
required to
roadway
infrastructure
Notes:
TCD traffic control device
TTM temporary traffic management
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2.5 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. Attention must always
be given to ensuring that road users are given clear indication that they are
approaching a work zone, and this shall be achieved by setting out the signs and
other devices in a logical order. 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 roadways 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 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 the/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. Similarly to
implementation, the clearance of TTM may require short-term TTM to facilitate
this operation, which shall be documented within the TDP.
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 roadway 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 roadway opening permit (ROP)
and is required to be present at the work zone at all times. The Overseeing
Organization 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
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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
roadway 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 roadway opening permit (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.
2.6.2 QPro and Roadway Opening Permits

QPro is an internet-based programme used for the management of ROPs and co-
ordination of works on the public roadway 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 roadway project, then a
non-compliance will be reported and appropriate actions taken.
2.6.3 What to include in a TDP

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 the WZTMG. 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 the WZTMG.
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
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All drawings submitted as a part of the TDP must have the following information
contained within, otherwise they will be rejected:
• North Point Arrow

• Overview Location map with major roadways 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
• Designer’s name
• Date of design
• Checked by
• Scale
• 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 contractor’s own program of
inspection and review of the TTM and define the responsibility for specific reviews
and inspections throughout the duration of the works.
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
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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 Overseeing
Organization. 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 roadway 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 roadway network.
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 modelling
for each of the TTM stages both along the roadway corridor where the works are
taking place and also along parallel roadways, surrounding intersections and the
wider roadway 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
Department, Ministry of Interior (Traffic Police) and the Central Planning Office (CPO).
The Strategic Routes are listed and illustrated in Appendix J of the WZTMG 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, 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.
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.
Note: All TDP submissions must be submitted in accordance with the process charts
shown in Chapter 3. An example TDP is provided within Appendix H of the WZTMG.
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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 cleansing operations will have a
similar Implementation Plan and Clearance Plan for all 3 lane divided roadways.
Therefore, generic implementation and clearance plans can be produced for these
work types.
All generic TDP elements must be prepared and reviewed in accordance with the
WZTMG 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 roadway 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 roadway 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 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:
• Overseeing Organization
• Ministry of Interior
• Emergency Services
• Utility companies
• Adjacent land owners/users
• Public transport operators
• Significant local industries and fleet operators
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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 roadway network. The impact of
TTM is a combination of geographical location and the duration of the works. Works
on Strategic Routes (see Appendix J of the WZTMG) will require a greater level of
engagement than non-strategic or minor roadways. 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/ roadway 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 roadway network.
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 of the WZTMG. All Communication Plans are to be developed by the
Contractor and approved by the TDP Office as part of the TDP Approvals’ process.
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The level of required Stakeholder Communication will be highlighted to the TDP

Applicant during the TDP Application process are outlined within Chapter 3 of the
WZTMG.
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 roadway: The TDP will differ greatly depending on the type of roadway
the works’ activity will occur on. Larger divided roadways 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
• 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 roadway without appropriate static or
mobile TTM (See Section 5.7.6 and Appendix F of the WZTMG ). Vehicles parked
on the shoulder or the verge on low speed/low volume roadways 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
• Visibility: It is important to ensure that there is adequate visibility for road users
on the 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 facilities
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
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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 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
• 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 Roadway Projects.
• Diversion routes: Where works’ activity requires a partial or full roadway 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 Roadway

The type of roadway(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 roadways affected, including any side roadways, accesses, or
restrictions on intersection movements as a result of the works. The level of TTM
required at each work zone will vary depending on the roadway type and roadway
speed. These factors are a fundamental design consideration during the development
of the TDP. Table 2.3 of the WZTMG outlines Qatar’s roadway hierarchy and outlines
the different characteristics between each roadway type. These characteristics should
be taken into consideration when developing TDPs.
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
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and any documentation relating to approved products produced by the Overseeing

Organization.
The Typical Layouts (TLs) are provided within Chapter 6 of the WZTMG and 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.
2.7.3 Departures from Standard

A Departure from Standard is a non-compliance with a requirement of the WZTMG,
which must be authorized by the TDP Approvals’ Office prior to implementation. The
standards and procedures set out in the WZTMG 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.
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 WZTMG can be achieved.
It is recognized that all work zones differ depending on work types, speed of roadway
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 of the WZTMG. Any
amendments or additions to the planned works arising from the RSA process will be
the subject of a new or revised TDP.
The RSA and the Decision Tracking Form must be responded to within 3 working days
of the Audit Team’s debrief meeting by the Contractor, the Road Safety Audit Team
Leader, the Contractors’ Project Manager and the 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 Revision 4.0. 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. Any work zone falling
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below the requirements set out in Table 2.4 of the WZTMG 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 RSAs will form a fundamental part of the TDP application. 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 and restraint systems).
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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 post or tree).
One method of assessing and recording these potential occurrences is by way of a risk
matrix. This must always be accompanied by factual statements and reasoned
justification for the assigned risk level. A completed Risk Assessment with supporting
factual statements will form a fundamental part of the TDP.
Various mitigating and control measures can be employed to reduce the risks
identified, although if it is considered that the content of the WZTMG 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.
2.7.6 Incident Documenting Process

The effective analysis of incidents is important to aid continuous improvement of
safety standards. The contractor shall notify the Overseeing Organization immediately
on the occurrence of an incident and provide a brief report (see Appendix B of the
WZTMG) within 24 hours.
This report will detail:
• The nature, location, date and time, severity of the incident and its impact on the
roadway network
• A sketch showing details of the incident
• The incident response action
• Contributing factors to the cause of the incident, particularly those related to
roadway asset inventory failure such as defective street lighting or poor roadway
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)
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. The Overseeing Organization
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
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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
• Coordination of multiple work zones: Ensuring work zones are coordinated will
prevent road users becoming confused as to the correct driving style to adopt
• Diversions: employing full or partial roadway closures will reduce the potential for
conflicts and hence the risk level
• Introduction of reduced temporary posted speed: 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 the Overseeing Organization.
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
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 1.5) In order to ensure only the safest,
most compliant and coordinated Traffic Diversion Plans (TDPs) are approved, it is
imperative that Figure 3.1 of the WZTMG is followed whenever TTM is being planned
for Work Zones.
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.
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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 WZTMG 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 the Overseeing Organization.
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 Overseeing Organization 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 WZTMG 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. Guidance
on the frequency of inspections is provided in the notes accompanying the Traffic
Diversion Plan Registration Form in Appendix A of the WZTMG.
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 of the
WZTMG), 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 worker’s and
road user’s 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
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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 the Overseeing Organization. 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 the Overseeing Organization to
confirm compliance with the TDP and the WZTMG and to ensure that safety for road
users and road workers is maximized at all times. The Overseeing Organization will
utilize a team of Road Safety Inspectors to undertake objective assessments of TTM
and determine where non-compliance with the WZTMG 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 the Overseeing Organization to review the documentation when
requested.
An example of a Work Zone Assessment Report is included in Appendix C of the

WZTMG.
3.5 Clearance and Re-opening

The purpose of the clearance and re-opening process is to ensure that TTM is
removed and the roadway 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 the Overseeing
Organization that the roadway is suitable for reopening.
For major works it may be necessary to obtain approval from the Overseeing
Organization before TTM can be removed and the roadway 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.
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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. This includes the order in which TTM is
to be removed, and the measures that 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 roadway.
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 the Overseeing Organization that the roadway is
open and operating under normal traffic conditions.
The Overseeing Organization may wish to inspect the works prior to the roadway
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 roadway 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 the WZTMG 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, road users should be given sufficient advance warning of an
obstruction, so that they can adjust the speed and position of their vehicles on the
roadway, in order to pass the obstruction safely.
Examples of typical circumstances when emergency TTM may need to be deployed

include:
• Roadway traffic crashes

• Emergency maintenance
• Broken-down or abandoned vehicles
• Debris on the roadway
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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, roadway geometry and traffic volumes.
Where it becomes necessary to remain on the roadway 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 the WZTMG.
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4 Principles of Work Zones
4.1 General Principles

A work zone comprises the area of roadway occupied by a works area and additional
areas of roadway required for advance warning signs, tapers, safety buffers and any
other 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 the WZTMG and any other
relevant design criteria, such as the Qatar Highway Design Manual. 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 roadway network.
It is important that a uniform standard of 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 Lateral 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
4.2.1 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.
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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 buffer is 1.5m in all scenarios. Where a pedestrian path
diversion requires pedestrians to be re-routed into the roadway, a lateral safety
buffer must be provided between the outer pedestrian provision and the traffic.
Note: Lateral safety buffers must not be used as pedestrian provision. All pedestrian
provision must incorporate its safety buffer, following the principles outlined above.
The 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 posted speed of the roadway. 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 WZTMG.
4.2.2 Clear Zones and Safety Barrier Warrants

The location of the works area in relation to the clear zone will ultimately determine
whether a lateral safety buffer, and its associated safety barriers and delineation
devices, are required. The clear zone is the roadside area adjacent to the nearest
traffic lane available for safe use by errant vehicles. The clear zone must be flat, kept
clear of non-frangible hazards and free of road workers, in the case that an errant
vehicle leaves the roadway and requires an area to come to a stop. The size of the
clear zone varies depending on the permanent posted speed of the roadway (see
Table 4.1 of the WZTMG)
The location of the works area will fall into two categories:
• Works area (or any associated TCDs, materials, equipment or infrastructure)

located within clear zone: Lateral safety buffer must be provided using safety
barriers/delineation devices [dependent on duration of works and permanent
posted speed of roadway (see Table 4.2 of the WZTMG)]
• Work Areas (or any associated TCDs, materials, equipment or infrastructure)
located outside clear zone: Lateral safety buffer and safety barriers/delineation
devices are not required
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Note: Any non-frangible hazards such as traffic signing and equipment that are
associated with the works area and located within the clear zone will require a lateral
safety buffer and its associated safety barriers/delineation devices to be introduced. A
structure is frangible if it breaks, distorts or yields on impact so as to present a
minimum hazard to the vehicle. A frangible structure is usually designed to be
frangible, and to be of minimum mass. Examples of non-frangible hazards are trees
and sign posts.
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 roadway.
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 lateral safety buffers and
their associated safety barriers/delineation devices are implemented even where the
requirements for not introducing this provision are achieved.
In the instances where the works area or any associated TCDs, materials, equipment
or infrastructure, is not located within the Clear Zone, there may be no impact on
road safety, access or the capacity of the surrounding roadway network, in which case
a TDP would not be required for the works to take place. However, this should be
discussed with the TDP Approvals’ Team in the first instance, as a ROP would still be
required where the works are located within the right of way.
Where lateral safety buffers are required, in most cases, the outer boundary of the
lateral safety buffer shall be formed using concrete or steel safety barriers, which are
designed to redirect errant vehicles with minimum displacement, keeping them
within the roadway and preventing them from entering the works area. Only in low
speed environments where excavations are no greater than 300mm in depth can
plastic water-filled barricades be used to form the outer boundary of a lateral safety
buffer.
The TDP Applicant shall use Table 4.2 of the WZTMG to determine which safety
barrier/delineation device they will detail 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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Based on this assessment, should the TDP Applicant believe the suggested safety
barrier/delineation device is unsuitable, they will be required to submit a departure
from standard to the TDP Approvals’ Team, clearly stating why they believe it is
unsuitable and what their proposed alternative is.
4.3 Longitudinal Components

A work zone can be considered as consisting of five specific longitudinal areas.
4.3.1 Advance Warning Area

Within the advance warning area, approaching road users 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 posted speed 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 roadway and whether speed reduction is being introduced as part
of the Works. The Typical Layouts (TLs) within the WZTMG detail how this length
varies according to different permanent approach posted speeds.
4.3.2 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 of the WZTMG.
Note: The taper is based on the permanent approach posted speed, not on any
temporary posted speed that may commence immediately before the taper. In
addition to this, at times provision of a full taper may be impracticable.
On congested roadways with traffic speeds of 50 kph 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.
The taper within the transition area is typically where safety barriers will commence.
The end of a safety barrier is particularly hazardous, as it constitutes a non-
frangible/static obstruction within the roadway and requires treating to remove this
hazard from oncoming vehicles. All safety barrier ends must be flared out from the
edge of the roadway or fitted with an approved attenuation device, depending on
various site constraints. If sufficient room is available within the work zone to flare the
barrier end, then this must be done so in accordance with the ratios outlined within
Table 4.4 of the WZTMG. The treatment of barrier ends must be clearly stated within
the TDP outlining why the treatment option has been chosen.
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4.3.3 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 posted speed that applies
to traffic approaching the work zone. Table 4.5 of the WZTMG provides the minimum
lengths for the longitudinal safety buffer for specific permanent posted speeds.
4.3.4 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.
4.3.5 Termination Area

The termination area is the exit from the work zone, where traffic is diverted back to
its normal path and any temporary posted speed 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.
4.4 Multiple Work Zones

The Traffic Diversion Plan (TDP) applicant should liaise with the TDP Approvals’ Team
to determine whether their planned work zone will be in place along a section of
roadway 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.
4.5 Roadway Narrowing on Single Roadways

Where works require the roadway to be significantly narrowed, the minimum
roadway width required to retain two-way operation through the work zone is 6.6m.
If this minimum cannot be achieved, then alternating one-way operation must be
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introduced, incorporating traffic control as appropriate. In these cases, safety barriers

or other channeling devices shall be used to reduce the roadway 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
posted speed.
Stop/Go sign control may be applied to works of up to 100m in length. The operators
of the signs must have good inter-visibility, 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 roadway 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.
4.6 Lane Reduction on Divided Roadways

Where a static work zone requires a temporary reduction in the number of lanes on a
divided roadway, this shall generally be implemented so that the initial lane drop
occurs in the 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.
Where the works area is located in the lane closest to verge/shoulder of a divided
roadway 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 lane closure next to the shoulder may be
implemented without first closing the lane next to the median. However, this should
be discussed with the TDP Approvals’ Team in the first instance.
Any lane closure on a divided roadway will result in a reduction of capacity along the
roadway. Therefore, the TDP Applicant shall develop a strategy for minimizing the
effect of this loss of capacity, by use of 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
of the WZTMG).
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4.7 Pedestrian safety

Pedestrian safety is an extremely 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 pedestrian path, 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 pedestrian path may be safer than a wider temporary pedestrian route
located in the roadway.
Temporary Pedestrian routes must be constructed of a firm, level pavement surface

free from trip hazards, steps or discontinuities. Curbs must be ramped and any steep
ramps must be safe for wheelchairs or pushchairs to use without over-turning. In
addition to this, a suitable fencing system must be provided to safely separate
pedestrians from hazards within the works area. For further information on fencing
systems please refer to the Qatar Construction Specifications (QCS) 2013.
Wherever possible, diverted pedestrian routes should be located away from the live
roadway. However, when pedestrian routes have to be located in the roadway, traffic
signing and safety barriers must be put in place before the pedestrian path is blocked.
Boundary delineators shall be provided to separate pedestrians from the working

area, and to prevent them from entering the safety buffer areas, as shown in Figure
4.3 of the WZTMG. It is recommended that connected plastic water filled barricades
are used to delineated pedestrians routes to prevent pedestrians entering the safety
buffers or works.
If the works include hazardous situations, for example deep excavations, then
additional provision may be required to prevent pedestrian access.
4.8 Temporary Posted Speeds

It is sometimes necessary to implement temporary posted speeds through work
zones, as work zones often result in the roadway environment being geometrically
changed to a point where the operating posted speed of the roadway is no longer
appropriate. Temporary posted speeds increase safety for road users and road
workers and also help to promote a suitable driving behavior throughout work zones.
Note: Where geometric standards cannot be achieved within the work zone, it may be
necessary to implement a further reduction in temporary posted speed to account for
this (i.e., 50 kph where 80 kph 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 posted speeds are considered
draconian, for example reducing a 120 kph posted speed to a 80 kph posted speed.
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This can be determined during the TDP Application Process through discussions with
the TDP Approvals’ Team. Where the TDP Applicant believes this will be the case then
a departure from standard should be sought.
Where a temporary posted speed is introduced through a work zone, the reduction in
speed shall be achieved within the Advance Warning Area, such that the temporary
posted speed commences before the start of the Transition Area.
The temporary posted speed shall be indicated throughout the works with repeater
signs located at intervals determined by the posted speed of the roadway. The
permanent posted speed is reinstated within the Termination Area.
4.8.1 Speed Enforcement

It is important that vehicle speeds are managed through all work zones. Whilst the
MoI would normally be responsible for enforcing posted speeds, 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 posted
speeds 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
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.
4.9 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.
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4.9.1 Implementation
• Setting out of TTM should be performed in accordance with the Implementation
Plan contained within the approved TDP
• 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 lateral set back distances from the roadway detailed in Part 1: General
Information and index of Signs
• Site entrances and exits should be signed in accordance with Chapter 5 and 6 of
the WZTMG. The length and ease of access/egress will be determined by the
expected speed of traffic during the works. The access points need to 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
4.9.2 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
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These measures shall form part of the Program of Inspections described in

Section 2.6.3.
4.9.3 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 require short term TTM layouts, including the use of
TMA vehicles, to facilitate clearance
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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 the
WZTMG is authorized to be used at work zones in Qatar. Further guidance on
equipment specifications are provided in the Qatar Construction Specifications 2013.
All equipment and TCDs used within work zones in Qatar must be approved by the
Overseeing Organization.
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 roadway layout, and with
any temporary diversions or other changes in the surrounding roadway 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 and the Typical Layouts (TLs) within the WZTMG. 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.
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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.
The treatment of existing road markings and introduction of temporary road markings
can be broken down into those of works’ duration of less than a month and those
works with a duration of over a month and details of treatment can be found in
Table 5.1 of the WZTMG.
Temporary raised reflective raised pavement markers may be used to supplement

temporary lane markings and shall be colored in accordance with Part 6: Road
Markings and installed at 1 meter intervals. All such raised pavement markers must be
bonded to the roadway 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 markings is by water blasting (high pressure
water jetting). Blacking out is not an acceptable method for removing road markings
permanently.
5.3 Signing
All temporary signs associated with a work zone must be designed in a similar manner
to permanent traffic signs.
The visibility of temporary sign faces is extremely important, and all sign faces shall be
reflectorized by the application of micro prismatic retro-reflective material as detailed
in the WZTMG.
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 posted speed
for all signs within the advance warning and transition areas. If a temporary posted
speed applies, sign sizes in the works and termination areas may be reduced by one
level, for example, on a 120 kph roadway, within a work zone subject to a temporary
PAGE 40 VOLUME 2
VOLUME 2 PART 9
posted speed, signs may be 900mm rather than 1200mm. Standard detail drawings
showing sizing information for standard signs is included within Appendix E of the
WZTMG.
5.3.2 Sign Locations

It is important that temporary traffic signs are visible when placed on a roadway 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 roadway in accordance with Part 1: General
Information and Index of Signs.
5.3.3 Traffic Signs for Work Zones

Table 5.5 of the WZTMG details the signs that can be deployed in Work Zones. The
table gives the name of each sign and also provides the reference number.
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
Parts 1 – 4. 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
the WZTMG, i.e,. non-standard signs, should be developed in accordance with Parts 1
1-4 and approved for use by the TDP Approvals’ Team.
5.3.4 Project Boards

Every work zone must have a project board located in a position that is clearly visible
to members of the public and visitors to the work zone. The project board must detail
the following information:
• Client organization
• Project management consultant details
• Contractor name
• STMS name and contact details
The project boards will allow members of the public and independent safety
inspectors/auditors to report any safety concerns or noncompliance relating to the
TTM directly to the correct contact. A project board template can be found in
Appendix E of the WZTMG. It is important that project boards have no more or no less
information shown than that detailed above
VOLUME 2 PAGE 41
VOLUME 2 PART 9
5.3.5 Sign Supports

Temporary sign support structures may be portable steel ‘A’ or ‘T’ frames weighted
with low level granular ballast, called sandbags.
Where roadworks 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.
Portable temporary ‘A’ or ‘T’ 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
roadway 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 crash
− Should fall relatively flat and lie with no part more than 150mm above
ground level except where prevented by sandbag ballast
• Where round ‘T’ frames are used, they shall:
− On single round posts, 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
− 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 crash. 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, curbs, timber baulks, roadway pins, steel or
other non-frangible material must never 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.
PAGE 42 VOLUME 2
VOLUME 2 PART 9
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 this Manual and the Qatar Highways
Design Manual. Suitable foundations shall be designed and installed and no part of
the foundation structure shall project above the surrounding roadway 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 roadway safety barrier system must be installed to minimize the risk to traffic
in the event of a collision with the sign structure.
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 minimum performance criteria detailed in
the WZTMG and approved for use by the Overseeing Organization. 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 (see Appendix E of the WZTMG).
Accepted steel systems include the BarrierGuard 800 and VarioGuard proprietary
systems (see Appendix E of the WZTMG). Any alternative systems or profiles must be
approved for use by the Overseeing Organization.
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.
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 recommended by manufacturers based on the successful crash tests of the
VOLUME 2 PAGE 43
VOLUME 2 PART 9
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 at least 200mm wide or profiled
aluminum reflective panels at least 150mm wide placed on the side of the barrier
facing traffic are one method of providing delineation. 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 manufacturer’s guidance.
High intensity solar powered warning lamps must be installed on safety barriers,
barricades and cones at locations that are not lit or have insufficient overhead
lighting. 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 the WZTMG.
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, or by
flaring the exposed end of the barrier away from approaching traffic so that it cannot
be hit. The termination of barriers and other channeling devices shall be flared out
from the edge of the roadway at a minimum flare ratio as specified in the WZTMG or
fitted with an approved attenuator where flaring cannot be achieved.
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.
These will include:
• Short/Medium-term works (Less than 6 hours in duration)

• Mobile works
• To facilitate the installation of concrete/steel safety barriers
• Where a permanent posted speed of 50 kph or less applies to the roadway (only
where excavations are less than 300mm in depth)
PAGE 44 VOLUME 2
VOLUME 2 PART 9
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

Plastic Water-filled barricades are delineation devices that can be filled with sand or
water. Although they have a similar size and appearance to concrete barriers, they do
not offer similar levels of deflection and, therefore, must not be used where safety
barriers are specified.
When using plastic water-filled barricades they must be linked together in an

approved manner in accordance with the manufacturer’s 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.
Requirements:
• 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 road users. In areas with
insufficient street lighting, flashing lamps or beacons must be used. 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 manufacturer’s
instructions. Delineators from different manufacturers shall not be used together
unless the linking systems are compatible
• Plastic water-filled barricades shall be filled with adequate levels of water in
accordance with the manufacturer’s specification, to prevent excessive
displacement as vehicles pass by or from interference by pedestrians or members
of the work force
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
VOLUME 2 PAGE 45
VOLUME 2 PART 9
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 road users that the
roadway 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.
Requirements:
• 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
• 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 5.6 of the WZTMG
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.
5.5.3 Screens
Screens are used to reduce the level of distraction to road users created by work
zones. They can also be used to reduce the amount of dust being blown across the
roadway. Screens can be mounted on safety barriers or barricades, or be self-standing
on concrete footings behind a safety barrier (outside 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 road users and where there is a strong likelihood of
substantial amounts of dust being blown across the roadway. An example of a
suitable screen specification can be found in Appendix E of the WZTMG.
PAGE 46 VOLUME 2
VOLUME 2 PART 9
5.6 Work Zones at Night Time

Depending on the impact a work zone will have on the roadway 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.
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 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
These principles must be observed for any work zone that is in place during hours of
darkness, even if works are not being carried out during those periods.
5.7 Other Devices and Equipment

5.7.1 Portable Traffic Signals
Portable traffic signals may be used at any time on low volume roadways, and at off-
peak times only on roadways 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 the WZTMG, Table 4.6 and 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.
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
allowing more complicated layouts. Loops, microwave, infrared or radar detectors
may be used to detect and control the movement of traffic.
VOLUME 2 PAGE 47
VOLUME 2 PART 9
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 the Overseeing Organization.
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.
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 roadways, 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 of the WZTMG. The size of EABs corresponds with the
size of the static signs. An example EAB specification is provided within Appendix E of
the WZTMG.
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 road users
• 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 miscommunication and confusion to the road user. This
should be discussed with the TDP Approvals’ Team.
PAGE 48 VOLUME 2
VOLUME 2 PART 9
5.7.3 Dynamic Message Signs (DMS)

DMS can be used to highlight temporary roadway 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
• 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
TDP Applicants must not rely on DMS to inform users of a temporary work zone
feature, such as a bend or intersection, 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 roadway 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 the Overseeing Organization and should comply with EN 12966. An example DMS
specification is provided within Appendix E of the WZTMG.
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
roadways with a permanent posted speed of 80 kph 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 the clear zone or
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 pedestrian path, it must not completely block a

pedestrian route or obstruct the visibility of adjacent roadway features such as
VOLUME 2 PAGE 49
VOLUME 2 PART 9
intersections, 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
posted speed 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
Combined red light/speed cameras are to be used at signalized intersections on

arterial roadways 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.
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 manufacturer’s
specifications and all images delivered to the MoI for adjudication and processing of
infringements.
Temporary posted speed 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 roadway 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 roadway or
clear zone.
Works vehicles that are required to stop within the live roadway should be of a
conspicuous base color; white or yellow are recommended. The minimum level of
PAGE 50 VOLUME 2
VOLUME 2 PART 9
markings for a vehicle that will stop within the roadway shall be a full width roof
mounted warning beacon or lighting bar, rear retroreflective markings and a side
retro-reflective marking strip running the full length of the vehicle.
More detailed information is provided in the WZTMG.
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
designed to manage collisions from vehicles up to 2000kg.
Details of TMAs are contained within the WZTMG.
5.7.7 High Visibility Clothing

Road workers shall wear high visibility clothing as the outer layer of clothing at all
times when working on a roadway or within a work zone. The high visibility clothing
shall remain visible at all times and must not be covered.
Details of appropriate clothing is contained in the WZTMG.
VOLUME 2 PAGE 51

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Volume 2

Acronyms and Abbreviations ....................................................................................................v

2 Principles of Temporary Traffic Management..................................................................7

2.7.2 Consistency ................................................................................................. 18

4 Principles of Work Zones .............................................................................................. 29

4.9.3 Clearance .................................................................................................... 38

Table 2.1 Guidance on Selection of Appropriate Temporary Traffic Management for

VOLUME 2 PAGE III

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Acronyms and Abbreviations

DMS dynamic message sign

EAB electronic arrow board

kph kilometers per hour

NCHRP National Cooperative Highway Research Program

PPE personal protective equipment

QHDM Qatar Highway Design Manual

QCS Qatar Construction Specifications

QTCM Qatar Traffic Control Manual

ROP roadway opening permit

RSA road safety audit

TDP traffic diversion plan

TMA truck-mounted attenuator

TMP traffic management plan

TTM temporary traffic management

WZTMG Work Zone Traffic Management Guide

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• ‘Must’ is used to indicate a legal requirement which must be complied with

As part of the operation and maintenance of a roadway network, it is necessary at

1.2 Document Structure

1.4 Principles of Temporary Traffic Management – RESPECT

• Responsibility to all road users

1.5 Roles and Responsibilities

1.5.1 Overseeing Organization/Client Organization

1.5.2 Overseeing Organization - TDP Approvals’ Office

1.5.3 Overseeing Organization - Compliance Monitoring Team

1.5.4 Ministry of Interior (Traffic Police Department)

1.5.5 Project Management Consultants (PMCs)

1.5.6 Supervision Consultants

• Undertake regular inspections of TTM to ensure a proactive approach towards

1.5.8 Auditors/Inspectors – Overseeing Organization or External Bodies

1.5.9 Site Traffic Management Supervisor (STMS)

1.5.10 Site Traffic Management Personnel

2 Principles of Temporary Traffic

2.1 Safe Systems

2.2 Objectives of Temporary Traffic Management

2.3 Function of TTM

2.4 Types of Work

2.4.5 Area wide

Table 2.1 Guidance on Selection of Appropriate Temporary Traffic Management

2.5 Staging of Works

• Implementation: Initial establishment of a work zone is in itself an operation that

2.6 Traffic Diversion Plans (TDPs)

2.6.2 QPro and Roadway Opening Permits

2.6.3 What to include in a TDP

• Strategic Diversion Route Drawings – 1:5000

• North Point Arrow

An Implementation Plan containing a method statement for implementing the TTM,

Stakeholder Management and Communication Plan detailing how stakeholders and

2.6.4 Generic TDP Elements

2.6.6 Identification of Stakeholders

2.6.7 Stakeholder and Public Communication

• Key messages targeting the different stakeholders identified need to include:

The level of required Stakeholder Communication will be highlighted to the TDP