Ontario Traffic Manual - Book 7 - 3. Temporary Work Zone Design
Temporary Work Zone Design
Section 3 outlines the fundamental principles of work zone design, explains terminology for defining the section of highway and temporary configuration, and outlines work zone design considerations for highway users. Information contained in this section is intended to assist the reader in understanding the guidelines presented in OTM Book 7 and evaluating situations that are either not explicitly demonstrated in the layouts or require sound engineering judgement. Definitions provided will be
of interest to users who are required to either modify a layout or develop a new layout for a unique situation.
The following components of temporary work zone design are discussed in Section 3:
1. Fundamental principles.
2. Defining the highway environment.
3. Configurations for temporary conditions.
4. Component areas for temporary conditions.
5. Duration of work.
6. Speed management in temporary work zones.
7. Active road user considerations.
8. Visibility considerations.
3.1 Fundamental Principles of Work Zone Design
Risk to highway users, (motorists, pedestrians, cyclists, and others) and workers can be reduced by providing a predictable and intuitive highway environment. Consistent and appropriate application of traffic control devices throughout work zones increases the probability of users exhibiting desired behaviours.
As discussed in Section 2.1, highway work zones should be designed around the following basic principles:
1. Worker safety.
2. Highway user safety.
3. Mobility and accessibility.
4. Communication and positive guidance.
5. Consistency and uniformity.
6. Constructability.
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These basic principles must be explicitly designed into construction, maintenance, or other projects on a public highway, rather than applied on a makeshift basis.
Workers in the work area are exposed to different hazards than workers installing and removing traffic control measures. Therefore, it is important that training be appropriate for the:
• Type of work being done.
• Level of exposure to traffic.
• Level of hazard the worker is exposed to.
For example, traffic control installers face different hazard levels on a 60 km/h
highway than on a complex freeway and training should be completed in accordance with the maximum level of hazard.
Traffic control installers do not have the ability to remove the hazard of the traffic they are exposed to and must be extremely aware of this issue.
Users of OTM Book 7 should ensure that:
1. Traffic movement is interfered with or inhibited as little as possible.
• Frequent or unnecessary changes in highway configuration, such as sudden lane narrowing, lane closures, or reductions in speeds should be avoided.
• Precautions are taken to ensure that construction equipment can be safely operated without being hazardous to passing traffic.
• Highway occupancy and work completion time is minimized to reduce exposure to potential hazards.
2. The public is informed of long duration operations.
• Highway users are provided with current information on the existence of a work site, the reason behind the work, and the current status of the work.
3. Adequate and consistent use of traffic control devices are provided.
• Highway users are guided by appropriate combinations of:
⚪ Signs.
⚪ Channelizing devices.
⚪ Pavement markings.
⚪ Traffic signals.
⚪ Traffic Control Persons (TCP).
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4. The plan for worker safety is communicated.
• Workers must understand the general principles of work zone safety.
• A Traffic Protection Plan (TPP) must be prepared in advance for any construction project, conforming with the policies and guidelines of the highway authority and Ministry of Labour, Trades and Skill Development (MLTSD) requirements.
• The TPP must be communicated to workers in a language they can understand.
• Workers must also be knowledgeable of general principles of work zone safety.
5. Work Zone traffic controls are continually monitored and updated.
These practices help to ensure the credibility and reliability of the traffic control system, thus increasing the probability of driver compliance.
• Elements and devices that make up the traffic control system must be regularly monitored to ensure they remain in place, are undamaged and are visible as intended, and there are no obvious signs that motorists are having difficulty navigating the work zone.
• Traffic controls reflect actual conditions and are continually updated to suit changing conditions due to work staging and progress.
• All traffic control devices for temporary conditions are removed when no longer needed.
• When work is suspended for short periods of time, advance warning signs, and other inappropriate devices are removed, covered, or turned so they are not visible to highway users.
• Traffic control is monitored to ensure that there are no obvious signs that motorists are having difficulty navigating the work zone.
3.2 Defining the Highway Environment
Application of the guidelines provided in Book 7 requires defining the highway environment affected by the temporary condition based on:
1. Area type.
2. Highway type.
3. Cross-Section.
4. Traffic Volume.
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These elements are further described below.
3.2.1 Area Type (Urban or Rural)
The following table contains typical characteristics of urban and rural area types, challenges that may be encountered in these environments, and alternatives to consider in rectifying these challenges:
Table 3.1 Urban and Rural Area Types
Area Type
Urban Rural
Typical characteristics: • Limited maneuvering space.
• Frequent turns and cross movements.
• Need for pedestrian and cyclist protection.
• Prevalence of street furniture and buildings.
• Presence of curb and gutter.
• Transit. • Long trip distances.
• Rare congestion.
• Few alternate routes.
• Sparsely spaced driveways and highway crossings.
• Minimal development adjacent to the highway.
• Primarily natural or agricultural environment.
• Lacking curb and gutter.
Typical issues: • Cluttering of signs.
• Lack of shoulders and available space for placement of signs.
• Non-compliance by highway users.
• Short spacing between streets.
• Addressing needs of multiple user types.
• AODA requirements.
• Multiple access (driveways, lane ways) and bus stops. • Increased presence of wildlife.
• Lack of illumination.
• Higher vehicular speed.
• Travelers may be unfamiliar with their surroundings.
• Driver fatigue.
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Area Type
Urban Rural
Alternatives to consider: • On wide streets with high traffic speeds and volumes, use additional signs to attract motorist attention.
• The required advance distances for the placement of warning signs, shown in OTM Book 7 layouts, must be adhered to as closely as practicable, but may have to be reduced where there are frequent driveways and short block lengths.
• Consider using active control devices such as flashing arrow boards and variable message signs if the required advanced distances for warning sign placement cannot be satisfied.
• If recommended taper length cannot be satisfied due to multiple entrance driveways, use additional traffic control devices, such as TC-12 flashing arrow board or reduced barrel spacing.
• Where there are high volumes and expected long delays, install additional notification signs prior to work commencement.
• If visibility is limited by the highway geometry or other obstacles, provide additional signs and extend the taper lengths shown in Book 7 layouts. • If the temporary condition causes a queue, use additional signs in advance of queue to warn motorists and consider any limited visibility due to the highway geometry.
• Wear highly reflective apparel such as fluorescent vests or overalls.
• Use enhanced lighting on TC-22 to increase visibility.
• Use of more active traffic control devices.
• Use operating speed instead of normal posted regulatory speed (NPRS) as the criteria for traffic control layout.
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3.2.2 Highway Type (Freeway or Non-Freeway)
The following table contains criteria that define freeway and non-freeway highway types.
Table 3.2 Freeway and Non-Freeway Highway Types
Highway Type
Freeway Non-Freeway
• A highway having all of the following criteria:
⚪ A multi-lane, divided highway with more than four (4) through lanes total [two (2) through lanes in each direction] with a continuous dividing median.
⚪ Full controlled access road limited to through traffic, with access through interchanges.
⚪ A normal posted regulatory speed (NPRS) of 90 km/h or greater.
• All 400-series divided highways and toll highways built to freeway configuration.
• All freeway speed transition zones where the speed limit has been reduced approaching the end of the freeway, and
other areas where speed reductions are in place due to geometrics such as curves or freeway to freeway ramps. • Any section of highway not matching the criteria of freeway.
3.2.3 Cross-Section (Two-Lane, Multi-Lane Divided or Undivided)
The following table contains criteria that define two-lane and multi-lane (divided and undivided) cross- sections.
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Table 3.3 Cross-Section Types
Cross-Section Type
Two-Lane Multi-Lane
Highways with a single lane dedicated to each direction in two-way traffic. Highways with more than one lane dedicated to each direction in two-way traffic.
Divided Undivided
Physically divide the two-way traffic with dirt,
grass, or raised medians. Does not physically divide the two-way traffic. The two opposing directions are delineated with yellow pavement markings.
3.2.4 Traffic Volume (Low Volume or High Volume)
Traffic volume assessments should be conducted and include:
• Volume variation with time of day.
• Consideration to the impact to traffic control requirements.
Criteria that define low volume vs. high volume traffic are included in the following table:
Table 3.4 Traffic Volume
Traffic Volume
Low Volume High Volume
• For temporary conditions, low volume highways are defined as those with a combined traffic volume in both directions of less than 3,000 vehicles per day.
• Low volume highways often experience higher observed speeds. • High volume highways are those with a combined traffic volume of 3,000 vehicles per day or more.
• High volume highways require greater traffic flow control.
3.3 Configurations for Temporary Conditions
Configurations for temporary conditions include varying degrees of complexity and levels of intrusion, and can be categorized as:
1. Off-shoulder.
2. Shoulder.
3. Lane encroachment.
4. Partial lane shift(s).
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5. Lane closure(s) or lane occupied.
6. Detour.
7. Rolling closure.
These configurations are further defined below.
3.3.1 Off-Shoulder
Off-Shoulder work is defined as:
• Work within the right-of-way, but completely beyond the shoulder of the highway, such that workers, equipment, or vehicles (including parked vehicles) do not encroach onto the shoulder.
• Where a shoulder is not clearly defined, the work can be considered off-shoulder if the work area, including all work vehicles and equipment, is beyond 3.0 metres from the edge of the travelled portion of the highway.
• Work that requires no traffic control devices, but TC-2A or TC-2B should be used to notify drivers that there is work.
On provincial highways, off-shoulder work should comply with the Roadside Design Manual.
3.3.2 Shoulder
Shoulder is defined as:
• That portion of the highway between the edge of the travelled portion of the highway and the curb or point of intersection of the slope lines at the outer edge of a highway and the fill, ditch, or median slope, for the accommodation of:
⚪ Stopped vehicles, emergency vehicles, and for lateral support.
⚪ Workers, vehicles, equipment, and traffic control devices which remain on the shoulder and do not encroach into the travelled lanes.
Examples of layouts for reference purposes: TS-5, US-5, DS-5, FS-1, FS-2.
3.3.3 Lane Encroachment
Lane encroachment refers to a configuration where:
• Workers, vehicles, or equipment are partially within the travelled lane, but there is at least 3.0 metres (3.5 metres for freeways) in width of useable lane for traffic.
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• Except where required for some maintenance mobile operations, lane encroachment is not recommended on freeways.
Examples of layouts for reference purposes: TS-6, TS-7, US-7, DS-7.
3.3.4 Partial Lane Shift(s)
A Partial Lane Shift is a configuration where:
• More than one lane is temporarily realigned and is used when:
⚪ Encroachment of highway operations will result in a traffic lane width of less than
3.0 metres. However, squeezing all lanes minimally will provide lane widths that are at least 3.0 m for each lane.
Lane shifts are generally less than 1.0 metre, however:
• Lane shifts greater than 1.0 metre on a typical two-lane highway occur only rarely, as this would create lane widths of less than 3.0 metres, in which case a lane closure must be used.
• Lane shifts greater than 1.0 metre can occur on two-lane highways with parking spaces on one or both sides with parking temporarily removed and parking area occupied by the shifted lane.
Lane shifts avoid the closure of one lane and can avoid the use of a TCP(s), however, additional precautions must be given to worker safety during set-up and take down of traffic control devices.
The following table contains situations where partial lane shifts may be used:
Table 3.5 Situations to Apply Partial Lane Shift
Partial Lane Shift Situation Comments
1. For short work areas (up to 50 metres) where visibility is good.
2. On two-lane highways where NPRS is:
a) 60 km/h or lower (low- and high-vol- ume highways).
b) 70 km/h or higher (low-volume high- ways only). • Partial lane shifts must not be used where normal posted regulatory speed is
90 km/h or higher.
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Partial Lane Shift Situation Comments
3. On multi-lane highways where NPRS is 90 km/h or higher, lane shifting is achieved using narrowed lanes. • Lane widths should be at least 3.5 m for freeways.
• Lanes must not be demarcated by only cones, but achieved using one or more of the following:
⚪ Temporary Construction Barrier System (TCBS) to provide work area protection;
⚪ Construction markers or barrels for tapers; and/or,
⚪ Temporary pavement markings for lane demarcation, along with removal of existing pavement markings.
• Higher speeds require more advance notice and a more gradual transition, with an appropriate taper length in advance of the lane shift.
Highway Surface:
a) Within the hard surface of a highway. • Typically, the best scenario for partial lane shifting.
b) Within the gravel shoulder of a highway. • Posted speed reduction is required.
c) Within an all-gravel highway surface. • Vehicles should not be directed off the highway onto a shoulder that is soft or has a different texture.
• Abilities of vulnerable highway users such as motorcycles, cyclists, and pedestrians should be considered when a lane is shifted onto an unpaved surface.
Examples of layouts for reference purposes: TS-8, TS-9, US-10, DS-10.
3.3.5 Lane Closure(s) or Lane Occupied
Lane Closure(s) or Lane Occupied are configurations where travelled lane(s) are closed off and traffic is redirected, and are used when:
• Highway operations result in lane widths of less than 3.0 metres (3.5 metres for freeways).
• Operations occupy a travelled lane.
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Examples of layouts for reference purposes: TS-12, US-13, DS-13, FS-6.
3.3.6 Detours
A detour configuration occurs when traffic cannot be adequately accommodated within an existing highway and must be diverted from its normal path.
Guidance of traffic through detours requires signage that is continuous and complete to guide drivers back to the normal route.
Types of detours include:
1. Highway Diversion – traffic in both directions is required to make a short diversion, within the highway right-of-way, to bypass the work area.
2. Lane Realignment – traffic in one direction is diverted from its normal path onto an alternate alignment around a temporary work area.
3. Route Detour – Traffic is required to completely depart from the normal route and directed to use alternate roads. A route detour typically occurs when:
a) The road capacity is reduced to the point where some of the traffic must be redirected due to excessive delays.
b) The highway is entirely closed requiring an alternate route. The alternate route will be signed using a combination of appropriate TC-10 directional signs.
Except in an emergency, prior to the closing of a provincial highway and the opening of a route detour, the following steps should be taken:
1. Assess detour to ensure trucks can navigate through the route.
2. Check with municipal by-laws to ensure trucks can be accommodated through route.
3. A pre-construction planning meeting should be held with the representatives of the road authority, police, EMS, and fire departments as well as any affected transit authority to advise them of the situation and allow them to assess how this will affect their functions and responsibilities.
4. Involving a neighbouring municipality or different level of government may be necessary when their highway(s) intersect or are significantly affected by the route detour.
5. Information regarding the closing may be posted on the road authority’s website and/or given to media outlets and local newspapers, in accordance with road authority policy.
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6. Notices may also be distributed to affected households and businesses to advise them of the upcoming disruption in their area.
7. A highway closing information sign must be erected at strategically selected locations of the highway at least one week in advance of the actual closing.
8. Construction ahead signs must be installed when work first commences and the detour signs must not be exposed to view until the detour is required.
9. Before a route or a temporary detour is opened to the public, all signs pertinent to the condition must be installed in their proper positions.
On some highways, particularly on freeways, it may be preferable to close specific sections (such as longitudinal sections or one of the highways in an express/collector configuration) without providing specific route detours. In this case:
• Drivers, usually commuters who are familiar with the highway network, can make their own decisions on alternate routes.
• Advisory signage of highway closures may be provided with either static signs or Portable Variable Message Signs (PVMS). Information provided on the signage would include:
⚪ Highway section being closed.
⚪ Hours being closed.
⚪ Period of closure (start and finish dates).
⚪ To avoid information overload for drivers, it may be necessary to provide information on successive signs (or PVMS) in phases, rather than on a single sign or sign display.
⚪ Signage should be designed in accordance with the sign design principles provided in OTM Book 2.
Examples of layouts for reference purposes: TS-21, TS-22, TI-14, TI-15, UI-25, UI-26, DI-25, DI-26.
3.3.7 Rolling Closures
During rolling closures, lead vehicles such as police car(s), Crash Truck(s), and/or sign truck(s), are used to control the speed and restrain vehicles upstream of a construction site, so as to create a time window (usually 5 to 15 minutes) when the highway downstream is effectively clear of vehicles.
This creates an unhindered opportunity for workers to do work and/or make traffic control changes at the work site while clear of live traffic.
Situations where rolling closures may be a good method of traffic control are Intermittent Duration (ID) operations where traffic can safely and efficiently be prevented temporarily from entering the work
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zone. Examples include:
• Changing a lane closure on a freeway from a right lane closure to a left lane closure, or vice versa.
• Installing or removing an overhead sign structure.
It is the decision of the road authority to use rolling closures. Paid duty police officers are required for freeway rolling closures due to increased hazard levels. Refer to Section 4.4.4 for traffic control using moving vehicles.
3.4 Component Areas for Temporary Conditions
A construction zone encompasses the full length of a project. Within a construction zone:
• There may be one or more work zones.
• The road authority may legally establish speed fines which are doubled when workers are present.
A work zone is an area where traffic control devices have been set up to provide positive guidance to highway users through a temporary situation and include the entire section from the first advance warning sign through to the last traffic control device, where traffic returns to its normal path and conditions.
A work zone can be in any of the configurations described in Section 3.3. They may be stationary or mobile and should use up as little street space as possible.
A well-designed work zone normally contains six distinct component areas in the following sequence, and further described in the Sections below:
1. Advance warning area.
2. Approach area.
3. Transition area.
4. Longitudinal buffer area.
5. Work area.
6. Termination area.
Figure 3.1, below, shows Component Areas for Construction Zones and Work Zones.
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Figure 3.1 Component Areas
Termination Area
SPEED REDUCTION ZONE
Termination Area
SPEED REDUCTION ZONE
CONTRACT LIMITS/ DESIGNATED CONSTRUCTION ZONE
LIMIT OF CONSTRUCTION/ WORK ZONE
Longitudinal Buffer Area
Transition Area
Longitudinal Buffer Area
Transition Area
Approach Area
Approach Area
Advance Warning Area
Advance Warning Area
See: TG-2, UG-2, DG-2, FG-2 and Section 3.6 for designated construction zone signage.
3.4.1 Advance Warning Area
The advance warning area alerts highway users of highway work ahead and should be actively monitored. If queues extend beyond advance warning signs, additional traffic control devices should be set up in advance of the anticipated and/or observed end of a queue.
The advance warning area may need to be increased to accommodate obstacles such as:
• Interchanges.
• Bridges.
• Sightline restrictions.
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Required distances for the placement of advance warning area signs, shown in Section 6 (Layouts), must be adhered to as closely as practicable.
3.4.2 Approach Area
The approach area is used to inform highway users of actions that are required or prohibited such as:
• Lane changes.
• Speed reductions.
• Passing restrictions, etc.
Highway users require this information at a sufficient distance in advance, to be able to adjust to the altered situation before reaching it. Approach area devices may vary from a single sign or flashing lights, to a series of signs in advance of the transition area.
Required distances for the placement of approach area devices, shown in Section 6 (Layouts), must be adhered to as closely as practicable.
3.4.3 Transition Area
The transition area channels traffic from the normal path to a new path required to move traffic past the work area. Work material, vehicles, and equipment must not be stored or parked in transition areas.
Transition areas must be:
• Obvious to highway users, with intended travel path clearly delineated so they do not mistakenly follow the wrong path.
• Delineated by channelizing devices unless otherwise indicated in the layouts.
• Composed of tapers and parallel sections (if more than one lane is closed) to effectively close the lanes.
Parallel sections, referenced above, are the lengths between successive tapers and are not the same as Longitudinal Buffer Areas (LBA) described in the next section.
Delineating the Transition Taper
One of the most important elements in the layout of traffic control devices is the transition taper for full lane closure or other reductions in pavement width. Guidelines for delineating the transition taper follows:
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• When used for channelizing in a transition taper, devices should provide a smooth and gradual transition that is constant and easily interpreted.
• An inadequate taper is likely to produce undesirable traffic operations with resulting congestion and the possibility of collisions through the work zone or encroachment into the work area.
• Vehicles and equipment must not be kept in the taper area, except for TC-12 Flashing Arrow Boards.
• The minimum desirable taper length for various approach speeds and device spacing is provided in Table A, Table B, and Table C in Section 6. These tables also provide guidance as to speed-related distances and spacing relationships for the placement of general warning signs, and other guidance and information devices.
If visibility is limited by a horizontal or vertical curve, a taper might need to be lengthened (beyond the length shown in layouts) to give drivers adequate warning and visibility of the start of the taper.
For long duration operations, there may be a requirement to remove or mask existing pavement markings and enhance the transition area with temporary pavement markings to identify a clear route, where there could be confusion about the proper path.
3.4.4 Longitudinal Buffer Areas (LBA)
An LBA is an empty space between the end of the transition area and the work area or Buffer Vehicle (BV) that out of control vehicles can use to brake to a full stop.
LBA provides protection for traffic and workers, by providing an opportunity for highway users to brake to a halt.
Traffic control devices, work material, vehicles, and equipment must not be stored or parked in an LBA.
When an LBA is used with a BV, the appropriate distance to use in front (downstream) of the BV is called the Lateral Intrusion Deterrence Gap (LIDG). The LIDG is used in combination with the taper, LBA, and BV (see Section 4.5).
An LBA is recommended in all situations where practicable and may be used in circumstances not indicated in the layouts. As a guideline, LBA is not required:
• For partial lane shifts, provided lane widths of at least 3.0 metres are maintained.
• For non-freeway shoulder operations.
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• Where traffic is controlled using TCP, Automated Flagger Assistance Devices (AFAD),
Portable Lane Control Signals (PLCS), or Portable Temporary Traffic Signals (PTTS).
• In urban areas where normal posted speeds are 60 km/h or lower.
• Drivers face more stimuli, including traffic signals, and are less likely to be drowsy or inattentive. Other traffic control devices in the work zone should be sufficient to alert drivers of the work area ahead, without requiring an LBA.
LBA lengths are included in Table A, Table B, Table C, and Table D and illustrated on the layouts, where applicable.
For more information on LBA, refer to O. Reg. 213/91, s. 67.
3.4.5 Work Area
The work area is an area where the work takes place and/or equipment and material are stored. The work area:
• May or may not contain a work vehicle.
• May be in a fixed location or move as work progresses.
• May be more than one work area within a work zone.
It is still considered a work area when work has temporarily stopped yet the highway has not returned to its normal operation conditions.
Every effort should be made to minimize hazards and distractions to drivers and workers. See the requirements of Regulation 213/91 under the OHSA.
3.4.6 Termination Area
The termination area is an area where traffic makes the transition back to the normal path of a highway. They extend from the downstream end of the work area to the point where traffic is able to resume normal driving, typically at the end of the delineation of the termination taper on multi-lane divided highways, or at the TC-2 in the opposing direction of an undivided highway.
3.4.7 Additional Considerations in Component Area Design
3.4.7.1 Ingress and Egress
Ingress to, and egress from, the work zone should be set up to ensure safety of workers and highway users and have minimal impact on traffic flow.
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The following considerations should be made during design:
• Ensure sufficient gaps are available in the traffic flow for ingress and egress of work vehicles.
• Coordination of deliveries (i.e., arranging deliveries for off-peak hours if congestion is an issue).
• Provide adequate deceleration/acceleration lanes for work vehicles that are entering/ exiting the travelled lane, and ensuring they are free of obstructions and/or workers.
• Maintain driver expectancy by:
⚪ Providing sufficient direction to motorists.
⚪ Allowing for adequate sight distances, accounting for curves and obstructions.
⚪ Including sufficient traffic control devices and lighting, so that drivers will not follow vehicles into the work area.
The following considerations should be made during construction:
• Using a TCP to control work vehicles entering/exiting the work area.
⚪ A TCP may stop public traffic and/or work vehicles to protect work vehicles crossing or entering a highway where the NPRS is less than or equal to 60 km/hr.
⚪ Where the NPRS is greater than 60 km/h, TCP may control work vehicles entering/ crossing only, not public traffic.
• Widening the spacing between markers in the termination area or extend across only one lane (in the termination of a multiple lane closure) so that ingress/egress of work vehicles will not be hindered.
• Ensuring the following:
⚪ All equipment, vehicles, and employee parking remain clear of areas where trucks need to enter or exit the work zone.
⚪ Openings that are not in use are closed off.
⚪ Channelizing devices are regularly checked, and traffic observed for indications of confusion.
⚪ Dynamic signs approved by the road authority are being used.
3.4.7.2 Linear Space Restrictions
There may be situations where, due to linear space restrictions, the recommended lengths for the component areas cannot be achieved as shown in the layouts. However, linear space restrictions
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do not justify any failure to use enough warning and channelizing devices as required for public protection and guidance, or for protection of workers.
In urban low speed areas, characterized by closely spaced intersections and/or many driveways and entrances within the available linear space, the following modifications may be considered:
• Reducing taper lengths to the minimum shown below in Table 3.6.
Table 3.6 Linear Space Restrictions in Urban Non-freeway Areas
Urban Non-freeway with Linear Space Restrictions Normal Posted Regulatory Speed (NPRS) Limit
50 km/h 60 km/h 70 km/h
Taper Length for Full Lane Closure (m) 30 40 60
• Shortening or eliminating the termination area.
• Reducing the advance warning area. All advance signs must be placed ahead of the approach area.
• Relocating the taper and buffer areas upstream of the intervening obstruction.
• Reducing or eliminating the LBA. The LBA length is derived such that the taper plus the LBA length are greater than the stopping sight distance. In such cases, additional advance warning and delineation devices should be considered. Reducing or eliminating an LBA should only be undertaken once alternatives, such as relocating the taper and buffer areas upstream of the intervening restriction, have been considered and deemed impractical. Section 3.4.4 describes conditions under which an LBA is not required.
• In situations where, even with the elimination of the LBA, it is necessary to reduce taper lengths in the transition area, additional traffic control devices, such as a TC-12 flashing arrow board or reduced barrel spacing should be used.
On rural low volume highways, where low volume is defined as less than 3,000 vehicles/day total in both directions, the minimum taper length for highway closures may be reduced as shown below in Table 3.7.
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Table 3.7 Linear Space Restrictions in Rural Non-freeway Areas
Rural Non-freeway with Low Traffic Volumes Normal Posted Regulatory Speed (NPRS) Limit
70 km/h 80 km/h 90 km/h
Taper Length for Full Lane Closure (m) 60 100 140
On freeways, where a Crash Truck (CT) is required, linear space restrictions are less likely to arise. Where they may arise, however, is when working in the vicinity of interchange ramps. In this case, consideration should be given to:
• Lengthening the taper and/or LBA.
• Bringing the start of the taper further upstream.
• Closing the interchange ramps.
If these options are not feasible, and some reduction in linear dimension cannot be avoided, the LBA should be reduced in conjunction with a reduction in the length of the taper. In this case:
• Additional active advance warning devices must be used.
• The LIDG between the Crash Truck and the work area should not be reduced.
• The taper should not be reduced by more than 50% of its normal length (see Table C).
Under such conditions, the use of a CT or other protection/attenuation device along with additional advance warning and guidance devices, must be in accordance with the guidelines outlined in Section 4.
3.4.7.3 Horizontal and Vertical Clearance
Workers and/or equipment must not be positioned on the outboard side of cones or delineators. Consideration must be given to:
• Providing sufficient horizontal clearance within the delineation of the work area to contain all work and/or equipment on or above ground, including elevated equipment such as bucket trucks used for work under bridge structures and overhead wires.
• Height variances across the lane/shoulders and the effect of super-elevation on tall vehicles (i.e., tractor trailers) on the travelled lane through the work zone.
3.5 Duration of Work
Duration of work is a major factor in determining the number and types of signs and devices, and the way they are used, in temporary work zones. The five categories of work duration used in Book 7 are:
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1. Mobile Operations.
2. Intermittent Duration (ID).
3. Very Short Duration (VSD).
4. Short Duration (SD).
5. Long Duration (LD).
Categories 2 to 5 are used for stationary operations.
Required component lengths and device spacing are treated differently for non-freeways and freeways as there is a greater expectation by drivers for smooth, uninterrupted traffic flow on freeways.
Table A, Table B, and Table C in Section 6 provide appropriate distances and are laid out as follows:
• Table A: Non-Freeways (Mobile, ID, and VSD work).
• Table B: Non-Freeways (SD and LD work).
• Table C: Freeways (Mobile, ID, VSD, SD, and LD work).
3.5.1 Mobile Operations
Definition:
Mobile operations involve work that is done while continuously moving, usually at low speeds (typically 5 to 30 km/h).
Mobile operations may have:
• Periodic brief stops, related to the mobile activity.
• Stops do not exceed a few minutes in duration.
• No planned work to take place outside the work vehicle.
If a brief stop is required at a predetermined specific location, it is considered ID or VSD work rather than a mobile operation.
During mobile operations, the advanced warning area moves with the activity area.
Devices Required:
Where volume is light, and visibility is good:
• A well-marked, well-signed vehicle may be enough.
Where volume and/or speeds are higher:
• A BV equipped with a flashing arrow board should follow the work vehicle.
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• Work vehicles must have at minimum, four-way flashers and an amber 360-degree beacon device (4WF/360°). A 360-degree beacon directs intense light continuously through
all 360 degrees of the compass and must complete a full rotation every 1.5 seconds. Alternatively, rotating LED amber lights can be used in place of 4WF plus 360-degree beacon device.
• The vehicles may also be equipped with truck-mounted attenuators, and appropriate signs, as illustrated in the layouts.
Where mobile operations occur in a travelled lane of a multi-lane divided high-speed highway (NPRS 70 km/h or greater), flashing arrow boards must be used.
Examples:
Examples of mobile operations include:
• Zone painting.
• Street sweeping.
• Longitudinal pavement marking.
Paving operations are a very low speed type of mobile operation; so low that layouts are those used for stationary operations. Specific requirements for paving operations are described in Section 4.
3.5.2 Intermittent Duration Work (ID)
Definition:
ID work occupies a fixed location for 15 minutes or less, including the time it takes to set up and remove traffic control devices.
• The work site may be moved along the highway and make frequent and short stops where planned work takes place outside of the work vehicle.
• If a short stop of less than 15 minutes is required at a specific location, it is ID work rather than a Mobile Operation.
• If a worker is to be exposed to traffic for more than 15 minutes, including the time required to set up traffic control devices and work time, then a greater protection is required and traffic control layouts for VSD work should be used.
Devices Required:
Active devices, such as flashing arrow boards and simplified setup and removal procedures are recommended for ID work, which help to ensure:
• Adequate traffic control.
• Reduction in the time that the worker is exposed to traffic hazards.
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• More efficient and productive work operations.
Examples:
Examples of ID work include:
• Pothole patching.
• Surveying.
• Dead animal removal.
• Minor debris pickup.
3.5.3 Very Short Duration Work (VSD)
Definition:
VSD work occupies a fixed location for 30 minutes or less, but more than 15 minutes including the time it takes to set up and remove traffic control devices. The work site may be moved along the highway and make frequent and short stops where planned work takes place outside of the work vehicle. If a short stop is required at a specific location, it is VSD work rather than a Mobile Operation. If a worker is to be exposed to traffic for more than 30 minutes, including the time required to set up traffic control devices and work time, then a greater protection is required and traffic control layouts for SD work should be used.
Devices:
Active devices such as flashing arrow boards, simplified set up and removal procedures, and rolling closures are recommended for VSD work and help to ensure:
• Adequate traffic control.
• Reduction in the time that the worker is exposed to traffic hazards.
• More efficient and productive work operations.
Examples:
Examples of VSD work include:
• Some utility works.
• Minor highway maintenance.
• Pothole patching.
• Surveying.
• Stormwater catch basin cleanout.
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3.5.4 Short Duration Work (SD)
Definition:
SD work refers to activities that require work areas that are continuously occupied by workers and/or equipment for more than 30 minutes but less than one 24-hour period in duration. SD work does not generally include work at a site that extends beyond 24 hours; such work is LD. However, work at the same location may extend over more than one day, and still be considered SD work for the purpose of traffic control device layout, if all of the following conditions are met:
1. The approval of the road authority is obtained. The road authority may consider that LD work is more appropriate for recurring lane closures.
2. Any additional conditions stipulated by the road authority, including working hours, are complied with.
3. Continuous work is less than 24 hours.
4. The highway (and sidewalk) are restored to the satisfaction of the road authority and returned to normal operation when the daily work shift (or authorized working period) is complete.
3.5.5 Long Duration Work (LD)
Definition:
LD work refers to activities which require a work area for longer than 24 hours. Longer exposure of workers and highway users requires more positive guidance through a temporary condition.
Devices:
Temporary highways and barriers may be provided, and inappropriate markings which cause driver confusion should be removed and replaced with temporary markings.
For stationary operations on freeways longer than five days in duration, temporary construction barrier systems (TCBS) are required, as required by
Ontario Regulation 213/91, Section 67 under the OSHA. For minimal working widths, TCBS either do not deflect or have minimal deflection. TCBS are designed and crash tested for placement on paved surfaces.
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3.6 Speed Management in Temporary Work Zones
Managing compliance with NPRS, or reduced speed limits within a work zone is necessary for both highway user and worker safety.
Measures that may be considered to be effective in helping to manage speeds and increase compliance with posted speeds in work zones include:
1. Police presence with enforcement in the work zone.
• Most effective.
• Provisions should be made to assist police to find a location to set up for enforcement in the constrained confines of a construction site.
2. Establishing a designated construction zone to double the speed fines when workers are present.
• The effect of this measure is enhanced with the presence of police and enforcement.
3. Use of active devices to encourage compliance.
• Variable Message Signs (VMS) can be used to inform users of temporary conditions ahead that require them to slow down.
• Speed display signs, where the speed of drivers is measured by radar and displayed to the driver on a VMS can be installed.
• When drivers see their speeds displayed:
⚪ Some may be genuinely surprised that they are travelling that fast and may reduce their speeds.
⚪ Other drivers may be uncertain as to whether a sign that shows their speed means that enforcement is nearby and may reduce speed to avoid a potential fine.
• The effect of a single VMS in a long work zone may be reduced with distance from the sign; therefore, multiple VMS may be required to sustain a speed reduction.
• This measure will have lasting effectiveness only if supported by periodic police enforcement.
• Refer to OTM Book 10 (Dynamic Message Signs) for guidelines on the
safe placement of VMS and manufacturer guidelines to ensure accurate readings.
• VMS should not be used for one lane of a multi-lane highway as there is the potential for increased speed variance.
• Road authority approval and enforcement consultation should be obtained prior to the use of speed display signs.
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4. Use of pilot vehicles, pace vehicles or rolling closures.
• See Section 4 for speed reductions for specific periods of time or specific work operations.
5. Posting of reduced speed limits through either:
a) Installation of advisory speed limit signs (orange and black, non-enforceable) together with narrower highways or lanes through the work area; or
b) Installation of regulatory speed limit signs (black and white, requires establishing a designated construction zone).
Table 3.8 provides speed management methods and devices, including their potential effectiveness at reducing operating speeds and increasing driver alertness.
Table 3.8 Potential Effectiveness of Speed Management Methods
Speed Management Method/Device Potential Effectiveness at:
Reducing Operating Speeds Increasing Driver Alertness
Speed Limit Reduction Regulatory speed reduction, no enforcement ◔ ◔
Regulatory speed reduction, periodic enforcement ◑ ◔
Regulatory speed reduction, constant police presence ● ●
Advisory speed reduction ◔ ◔
With or Without Speed Limit Reduction Police presence ● ●
Lane narrowing using channelization devices ◑ ◑
PVMS ◑ ◑
Speed radar and display ◑ ◑
Temporary rumble strips ◔ ◑
Pilot vehicles ● ●
Pace vehicles ● ●
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● Most effective
◑ Shown to be reasonably effective
◔ Shown to have little effect
3.6.1 Guidelines for Posting Reduced Speed Limits in Construction Zones
Highway work zones must be designed around the basic principles of:
1. Worker safety.
2. Highway user safety.
3. Highway user mobility.
Improving highway user safety also improves worker safety since traffic crashes often put workers at risk.
Research has shown that simply reducing the speed limit can negatively impact work zone safety by increasing speed differentials and crash risk. Therefore, the following guidelines should be followed:
• A Traffic Management Plan (TMP) should be developed for each project in accordance with Section 2.
In developing the TMP, a comprehensive safety risk review should be conducted along with a hierarchical approach to work zone safety, starting with more conservative and effective measures than speed limit reduction. Greater separation of vehicles from workers, protective barriers or other risk reduction strategies should be implemented as part of the Traffic Management Plan.
• The travelled way through a work zone should be designed for an operating speed that is equal to or as close as possible to the design speed of the approaches to the work zone.
If a speed limit reduction is deemed necessary, road authorities have the option of using advisory signs or reducing the regulatory speed limit, either temporarily or continuously through a construction zone. Table 3.9 provides examples of the appropriate uses of each method. Both regulatory and advisory speed limit signs can be used on different portions of the same contract for severe work zone conditions. The police and road authorities should discuss logistics of enforcement and speed control.
• Regulatory and advisory speed reductions should not be more than 20 km/h below the normal posted speed.
Speed limit reductions of 20 km/h or less have been shown to be more effective than larger reductions at minimizing speed variance and crash risk.
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• Speed reductions are more likely to be obeyed by motorists if they are perceived as necessary.
The reason for the speed reduction should be provided through advance signage and repeated as necessary.
When reduced regulatory speed limits are used for temporary worker safety (as described in Table 3.9), signs must be covered or removed, and the NPRS must be restored when workers are not present. The speed reduction must move with the active operation and there must be visible signs of work activity.
• Regulatory speed limit signs shall only be installed when approved by the road authority.
Once approved, the appropriate police authority must be notified of the regulatory speed change prior to installation.
• Regulatory speed reductions should be at least 300 metres in length, even if the work zone is less than 300 metres.
Speed reductions can be implemented in stages. On a divided highway, the road authority may permit different speed limits for each direction of travel. In the case of an express/ collector freeway, the speed limit may be lowered on one highway, but not on the other.
The following table presents the appropriate use of advisory or regulatory speed limit signage when posting reduced speed limits in construction zones.
Table 3.9 Posting of Reduced Speed Limits in Construction Zones: Appropriate Use of Advisory or Regulatory Speed Limit Signs
Method Examples of where speed limit reductions should be considered:
Required Approval
Advisory Speed Limits:
• Used whenever an unexpected change in geometrics is caused by the work activity. • Bumps.
• Low shoulders.
• Drop-offs.
• Limited, but not substandard, sight lines or stopping sight distances.
• Limited, but not substandard, horizontal or vertical alignment.
• Gravel surfaces (less than 500 metres in length).
• Temporary lane closures.
• Milled surfaces. • As required by the road authority.
• For provincial highways, with agreement of the regional Traffic office.
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Method Examples of where speed limit reductions should be considered:
Required Approval
Regulatory Speed Limits:
• Used for temporary, worker safety; only to be used when workers present. • Where workers on a
freeway are within
3.0 metres of a travelled lane that is open to traffic and where no barrier is used (see Section 4).
• Where workers on a non-freeway with NPRS greater than or equal to 70 km/h are within
3.0 metres of a travelled lane that is open to traffic and where no barrier is used (see Section 4).
• Where workers on a non- freeway with NPRS less than 70 km/h are within
1.5 metres of a travelled lane that is open to traffic where no barrier is used (see Section 4).
• Approval by the road authority is required.
• For provincial highways, approval by regional Traffic using:
⚪ Designation of Construction Zone form and
Justification Report outlining the rationale for the speed reduction; or,
• As per Special Provisions in the contract.
Regulatory Speed Limits:
• Used for continuous public and worker safety on Long Duration (LD) construction when workers are present 24 hours per day; or,
• Used for highway user safety due to continuous hazards, or where uninterrupted flow cannot be designed at or above the normal regulatory posted speed
(substandard geometrics). • Where lane width is less than 3.5 metres on
freeways or less than 3.0 metres on non-freeways.
• Where shoulder width or offset to barriers is less than 0.5 metres, on one or both sides.
• Where there is sudden lane narrowing.
• Where there are substandard sight lines or stopping sight distances. • Approval by the road authority is required.
• For provincial highways, approval by regional Traffic using:
⚪ Designation of Construction Zone form and
Justification Report outlining the rationale for the speed reduction; or,
• As per Special Provisions in the contract.
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Method Examples of where speed limit reductions should be considered:
Required Approval
• Where there are multiple lane shifts, detours or transitions designed at less than the normal posted speed limit, or those with no illumination.
• Where there is substandard horizontal or vertical alignment.
• Where there are multiple lane shifts with overlapping/confusing pavement markings.
• Where there are partial lane shifts onto a surface texture different from the main highway.
• Gravel surfaces (greater than 500 metres in length).
3.6.2 Designating the Construction Zone
Designated construction zones are established by the road authority in order to:
• Reduce the regulatory speed limit.
• Enforce the legislation on doubled speed fines.
The road authority may delegate a senior staff member who will:
• Designate the construction zone.
• Set the speed limit.
• Ensure that records are kept with details on when a speed limit Is changed.
Contractors do not have the authority to establish designated construction zones. Only MTO can establish designated construction zones on provincial highways.
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The Highway Traffic Act (HTA) requires that a designated construction zone must be clearly marked with standard:
• Rb-90A “CONSTRUCTION ZONE BEGINS” sign; and,
• Rb-90B “CONSTRUCTION ZONE ENDS” sign found in Regulation 615 of the Act, and in Section 4.
Reduced speed limits become enforceable once the required signs are posted.
Limits of the designated construction zone should be selected such that there is enough room within the zone to accommodate all signs except for:
• TC-1, TC-1A, TC-1B, TC-5, TC-5A, TC-5B, and the information signs in advance of these.
See TG-1, TG-2, UG-1, UG-2, DG-1, DG-2, FG-1, FG-2 for designated construction zones and reduced speed limit signage.
Rules that govern speed limits in designated construction zones, and the doubling of speeding fines in a construction zone when workers are present are detailed in Bill 169 of the Transportation Statute Law Amendment Act, 2005, which received Royal Assent on November 21, 2005.
3.6.3 Turn Prohibitions and Other Regulations in the Construction Zone
Under some circumstances, it may be necessary to:
• Prohibit turns, especially left turns, in a construction zone that passes through a major intersection in order to maintain adequate traffic flow. The regulations may be part- time or full-time, depending on the nature of the traffic volume, and should be formal and enacted through the regulatory process, in order to be enforceable. Transit or other exceptions may be required.
• Ban parking that approaches a construction zone to ensure traffic control devices are visible and enough space is available for the transition area. Appropriate approvals must be obtained from the road authority.
For provincial highways, regional Traffic Office approval of the PHM-125 drawing is required for all temporary signals, including any revision to the PHM-125 drawing, prior to implementation. For any revision to permanent signals, provincial Traffic Office approval is required prior to implementation.
3.7 Active Road User Considerations
Safety of pedestrians, cyclists and other active road users must be addressed in all temporary traffic control layouts where they are, or may be, present. Temporary traffic control plans include
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accommodation for active road users unless they are always expressly prohibited (i.e. on a freeway). Active road users should be considered for each construction phase.
3.7.1 Pedestrian Safety Considerations
Pedestrians should be provided with a safe, convenient, and clearly delineated travel path that ensures:
• Exposure to potential hazards is minimized.
• Pedestrians are not led into direct conflicts with:
⚪ Work site vehicles, equipment, or operations.
⚪ Mainline traffic that is moving through or around the work site.
• The characteristics of the existing sidewalk(s) or footpath(s) are replicated as closely as possible.
• Pedestrians are guided to, through, and from work sites in a clear and positive manner.
• Pedestrian movements are inhibited as little as possible.
• The pedestrian travel path and pedestrian traffic control are compliant with the Accessibility for Ontarians with Disabilities Act (AODA). For example:
⚪ A minimum sidewalk or path width of 1.8 m is preferred in areas where accessibility may become an issue for two wheelchairs passing one another.
⚪ The needs of visually impaired pedestrians shall also be considered, as a construction site can be challenging to safely and comfortably traverse.
Existing travel patterns should be observed and/or a meeting with the local community be held to determine the extent of accommodation required. Additional pedestrian accommodations are indicated with the presence of:
• Significant pedestrian generators (e.g. schools, community centers).
• A significant number of vulnerable pedestrians (seniors, children, disabled, etc.).
• Transit routes, stops, and intermodal transfer points.
• Well-traveled pedestrian routes (e.g. signed trails, links between pedestrian origins and destinations).
Pedestrian traffic control devices should be routinely inspected and are not to be used for the control or channelization of moving vehicular traffic.
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3.7.1.1 Pedestrian Protection from the Work Zone
Pedestrians must be protected from all potential hazards associated with the work zone. These hazards and potential mitigations include:
• Equipment and moving vehicles
⚪ Place barricades to separate pedestrians from moving traffic and/or a work area, as described in Section 4.
⚪ Use temporary construction barrier system (TCBS) where high speed or volumes of vehicles may present greater risk.
⚪ Do not use mesh fencing, caution tape, cones, or other materials which do not provide positive pedestrian protection.
⚪ Provide construction vehicle ingress/egress signs visible to pedestrians.
• Trenches and excavations
⚪ Use temporary construction barrier system (TCBS) to prevent pedestrians from falling into open excavations.
⚪ Do not use pedestrian barricades for excavations more than 2.4 m in depth.
⚪ Refer to O. Reg. 213/91 for more information on trenches and excavations requirements.
• Tripping hazards from debris or uneven surfaces
⚪ Provide night-time illumination where existing is not sufficient.
⚪ Avoid the use of material that may result in slippery walkway surfaces.
⚪ Regularly inspect path for debris and potential for tripping.
⚪ Provide curb ramps meeting AODA standards.
⚪ Where provided, railing should be sturdy, firm to grip, and smooth. Refer to O. Reg.
413/12 for more information on handrails.
• Obstructions to their path
⚪ Provide an obstruction-free path of consistent width wherever possible.
⚪ Clearly mark any obstructions, especially at night.
• Overhead hazards such as falling material or overhead work
⚪ Use covered walkways for work being carried out at 4.5 m or less from a public walkway.
⚪ Refer to O. Reg. 213/91 for more information on public way protection.
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Other hazards may be present: positive protection for pedestrians must be identified in the Traffic Management Plan and be provided for each hazard.
3.7.1.2 Pedestrian Travel Path
In comparison to other travel modes walking requires considerable effort so pedestrian travel paths through work zones should minimize detours and eliminate backtracking. Pedestrians may otherwise be tempted to take dangerous ‘shortcuts’ across or along traffic and through an active work zone. In order of preference:
• Keep sidewalks open while providing protection from the work zone.
• If a sidewalk must be closed, provide a parallel diversion route (which may require temporary parking removal, ramps or paths).
• If a parallel diversion route is not feasible, provide a detour route which minimizes additional time and distance. As shown in TS-23, TI-17,
US-30, UI-29, DS-22, and DI-29, place TC-40 and other sidewalk signs at
upstream intersections where an alternate route is available, rather than mid-block.
Guidance to pedestrians should be positive and clear.
• Install barricades (such as TC-53) or channelization which are continuous longitudinally. The top of a pedestrian barricade shall be located at a minimum of 1.0 metre above the surface on which it is installed.
• Install directional and informational signage specifically for pedestrians. Signage should be repeated in advance, transition and work areas.
• Provide sufficient illumination levels, from permanent and/or temporary lighting, to allow pedestrians to be safely guided through the temporary path.
Pedestrian paths through work areas must comply with AODA requirements and should be designed considering local usage.
• Minimum sidewalk or path widths for pedestrians should be 1.2 metres. Minimum widths should be increased (1.8 m) in areas with vulnerable pedestrians (seniors, disabled, families with strollers and small children) or large numbers of pedestrians (e.g. commercial or school areas). Multi-Use Paths accommodating both pedestrians and cyclists should be at least 3.0 m wide.
• Barricades or channelization should have continuous detectible edging at bottom and top to be detectable by cane.
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• All AODA path geometry requirements (ramps, slope, etc.) must be met on temporary paths. Accessible ramps must be provided between a closed sidewalk and a diversion route on the roadway.
• Temporary path material must not cause a hazard to pedestrians using mobility aids or having vision loss.
• Other temporary conditions or situations, such as modified rail grade crossings, should be appropriately demarcated.
Pedestrian traffic control devices must be routinely inspected and are not to be used for the control or channelization of moving vehicular traffic.
3.7.1.3 Temporary Pedestrian Crossings
Pedestrian crossing facilities may be affected by temporary conditions.
• All temporary traffic signals shall include pedestrian signal heads if present in the permanent installation. The same AODA requirements (detectable, audible, location relative to sidewalk, etc.) shall be maintained where they are present in the permanent installation.
• Sightlines to and from all pedestrian crossings (permanent or temporary) must be maintained through all stages of construction. Motorists must be able to see pedestrians at the curb waiting to cross, particularly at Pedestrian Crossovers and school crossings. Pedestrians must be able to see traffic from all directions, including turning vehicles.
• Trail crossings (controlled, uncontrolled, or grade-separated) should be accommodated through temporary crossings or detours. Advance signage on trails should be provided.
• Other temporary conditions or situations, such as modified rail grade crossings, should be appropriately demarcated.
In some work zones it may be advisable to create a temporary crossing facility as an alternative to a closed crossing. OTM Book 15 (Pedestrian Crossing Facilities) should be consulted to determine appropriate type and design requirements.
3.7.1.4 Pedestrian Access Within Work Zones
Pedestrians require access to destinations within and adjacent to the work zone. Considerations may include:
• Transit stops and routes.
⚪ Provide safe access to and from existing transit stop locations whenever possible.
⚪ Coordinate the relocation or removal of transit stops.
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⚪ Maintain existing transit routes by providing sufficient lane widths and turning radii whenever possible.
⚪ Coordinate with transit agencies to provide advance and ongoing notification of stop or route changes to users.
• Buildings/businesses
⚪ Maintain continuous pedestrian access to all buildings, especially businesses, if possible.
⚪ Stage work as required to allow access from at least one direction.
⚪ Provide informational signage indicating access routes and that businesses are open, as well as ingress/egress signage.
⚪ Place Traffic Control Persons to indicate when pedestrians can enter safely.
3.7.2 Cyclist Safety Considerations
Cyclist safety considerations must be explicitly considered in all work zones, except where bicycles are legally prohibited, as they have the same right to safe passage as motor vehicles under the HTA. These principles should be followed:
• Modify conditions on the roadways which create hazards specifically for cyclists.
• Provide traffic control and delineation considering cyclist requirements.
• Maintain the same type of cycling facility if possible. In some municipalities there are by-laws requiring that cyclists be accommodated.
• Provide advance notice in time and space of unexpected conditions, as delays and restrictions may be more problematic for cyclists than for motor vehicle users.
When assessing options for the treatment of the cyclists through a work zone, a practitioner should consider:
• The volume of cyclists using the route.
• Who is using the route, such as children going to school.
• The importance of the route in the cycling network/the availability of alternate routes.
• The operating speed and traffic volumes of the roadway.
• The length and timeframe of the closure or disruption, including the season.
• Whether there will be unavoidable disruptions to the grade or surface quality of the roadway as part of the work.
• Whether the route is signed and/or mapped as a designated cycling facility.
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Designated cycling facilities are of the following types, from greatest to least level of separation:
• Off road trails.
• In-boulevard Multi-Use Paths (MUP).
• Physically separated cycling lanes.
• Cycle tracks.
• Bicycle lanes (buffered, conventional and advisory).
• Paved shoulders.
• Neighbourhood bikeways.
• Shared roadway (side by side, or single file).
Complete description of bicycle facilities and their selection is found in OTM Book 18 (Cycling Facilities), for non-provincial highways and the MTO Bikeways Design Manual for provincial highways.
3.7.2.1 Cyclist Protection in the Work Zone
Some conditions may pose hazards to cyclists but not to motorists. These hazards and potential mitigations include:
Excavations and moving equipment
• Conditions in the boulevard or adjacent to a paved shoulder may pose a greater risk to cyclists.
• A temporary construction barrier shall be considered when there is a drop-off, trench, or moving equipment within 1.0 m of the edge of the pavement or the active transportation facility. Do not use mesh fencing, caution tape, cones, or other materials which do not provide positive cyclist protection.
• Barriers or sturdy fencing used for the protection of cyclists should be at least 1.8 m high so that cyclists or other members of public do not fall over them.
• Traffic Control Persons allowing construction vehicle or equipment movement should explicitly control cyclists if a designated facility or significant cyclist volumes are present.
Surface conditions
Safe cycling requires a higher standard of travel surface than motor vehicle operation. When a cyclist is directed through the work zone, the following considerations must be given to surface conditions.
• Providing a smooth, hard travel surface.
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⚪ Asphalt is ideal, but a compacted granular surface is acceptable for temporary use if well-maintained.
⚪ Avoid loose gravel, compacted aggregate, sand, mud, and standing water.
⚪ Sweep surfaces regularly, especially the outer 2.0 metres of the curb lane.
• Ensure that temporary surfaces (e.g., steel plates, timber decking) are skid-resistant with smooth joints at right angles to the travel path.
• Minimize vertical discontinuities. Where cycling volumes are high and discontinuities are unavoidable (e.g., at road cuts, raised ironworks, steel plates that are not recessed into the pavement), consider mitigating them with asphalt ramps. Use reflective paint and place devices (such as barriers, barrels, or cones) to direct cyclists away from un-ramped grade changes.
• Cyclists may need additional lateral clearance when the cycling surface is rough. If so, consider providing a separate bike lane rather than a shared lane through the work zone.
• Use signs to notify cyclists of any variance from a smooth asphalt condition, where appropriate.
Obstructions
• Provide an obstruction-free path wherever possible.
• Ensure that signs do not intrude into the travel path of cyclists; if intrusion is unavoidable, maximize sign visibility.
Alternating one-way traffic flow
Consideration should be given to the lower speed of cyclists to enable them to safely clear the work zone when a single lane bi-directional temporary condition is controlled by Traffic Control Persons (TCP) or temporary signals.
• TCP should communicate to each other about the presence of cyclists in the work zone.
• The timing of temporary signals should consider the time required for cyclists to travel through the work zone. Cyclist operating speed used to calculate clearance time should consider:
⚪ Surface treatment.
⚪ Available lines of sight.
⚪ Existence of potential areas of refuge for cyclists in the work zone.
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3.7.2.2 Modified/Temporary Cycling Facility
If a work zone in or adjacent to a cycling facility is required, every effort should be made to minimize disruption to the facility. Generally, the level of separation provided during temporary conditions should be consistent with the original infrastructure. If the cycling facility is a physically separated bikeway, it is recommended that physical separation from traffic be maintained through the temporary facility.
Separate cycling facilities
Types of separate cycling facilities are off road trails, in-boulevard Multi-Use Paths (MUP), physically separated cycling lanes, cycle tracks, bicycle lanes (buffered or conventional) and designated paved shoulders for cycling.
• In constrained conditions, the cycling facility may be narrowed to create a minimum operating space of 1.5 m between physical barriers, or 1.2 m between painted lines.
• The alignment of MUP, cycle tracks, bicycle lanes or paved shoulders may be diverted within the right of way, if required (Example layouts are shown in TS-24, TS-25, US-31, US-32, DS-23, DS-24).
• If a lateral realignment is required, a 6:1 taper of the cycling facility is recommended to avoid abrupt changes in direction for cyclists.
• Where a cycling lane must taper towards motor vehicle lanes, practitioners should assess the risk of vehicles infringing on the cycle lane and consider the use of physical protection such as barrels (TC-54), flexible bollards (TC-52) or TCBS.
• Any barriers separating cycling facilities and motor vehicle lanes should not be higher than 0.6 m high, so cyclists remain visible to drivers.
• Ensure that alignment changes through intersections do not compromise required sightlines to/from motorists and cyclists.
Mixed traffic operation
Mixed traffic operation includes designated Shared Roads (side by side, or single file), neighbourhood bikeways and advisory bicycle lanes.
• Preserve an acceptable shared lane width through the work zone:
⚪ Side by side shared lanes should be at least 4.3 m wide to accommodate HTA requirements for drivers to maintain at least 1.0 m separation from cyclists.
⚪ Single file lanes should be wide enough to accommodate the expected vehicular traffic.
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⚪ A two-way centre travel lane width between 4.0 and 5.0 m with advisory bicycle lanes is not recommended.
• Notify cyclists of any reduction in shared lane width in the work zone and reaffirm the shared lane condition by posting temporary condition Share the Road signs.
• Consider removing on-street parking, or providing a cyclist detour, if reduced shared lane width requires cyclists to travel within 0.6 m of parked cars (1.0 m is preferred).
3.7.2.3 Change in Cyclist Facility Type
If cyclist traffic through the work zone cannot be accommodated using appropriate modifications to the original facilities, the type of cyclist facility provided can be changed. Only facilities appropriate for the posted speed, average daily traffic and context should be used. OTM Book 18 and MTO Bikeways Design Manual provides nomographs for urban/suburban and rural contexts which show desirable cycling facilities.
Conversion to shared roadway
Separate cycling facilities can be temporarily converted to shared roadway in some circumstances and with appropriate signage.
• A temporary shared roadway may be used if the posted speed is no greater than 40 km/h in urban/suburban context or if the average daily traffic volume is no greater than 1000 vehicles (at 60 km/h) in a rural context, as per facility selection from OTM Book 18 and MTO Bikeways Design Manual.
• Use Bicycle Lane Ends sign (TC-43) and temporary condition Share the Road or Single File signs (Example layouts are shown in TS-27, US-34, DS-26). Apply distance tabs in advance of cycling facility closure, where appropriate.
• If a Single File shared lane is the only traveled lane in that direction consider prohibiting motor vehicles from passing cyclists.
Diversion to adjacent sidewalk or pathway
In certain work zone conditions, it is appropriate to divert cyclists onto an adjacent sidewalk or pathway.
• A temporary Multi-Use Path (MUP) can be created if the pedestrian facility is wide enough (3.0 m or greater) to accommodate both cyclist and pedestrian volumes (Example layouts are shown in TS-26, US-33, DS-25).
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• Appropriate signage for both cyclists and pedestrians, tapers and temporary ramps from the roadway to temporary MUP must be provided. Sidewalk railings adjacent to hazards (e.g., on bridges) may require modification to achieve a minimum height of 1.5 m.
• For closures over very short distances, it may be acceptable to instruct cyclists to dismount and walk on the pedestrian facility. In some instances, this may be more beneficial to the cyclist than providing a detour. (Example layouts are shown in TI-19, UI-31, DI-31).
3.7.2.4 Cyclist Detours
Detours and alternative routes should be provided when on-route accommodations are not possible. Detours do not require special signage for cyclists unless it is a bicycle-specific detour.
• All roadways on the detour route should already be designated cycling facilities or appropriate for the cycling facilities to be provided, as per OTM Book 18 (Cycling Facilities) and MTO Bikeways Design Manual.
• Provide early notice of projects that could cause significant inconvenience to cyclists (e.g., long detours), making use of cyclist organizations or user groups where available.
• Cyclist detour signage provides both advance notice of the detour and guidance along the detour route. (Example layouts are shown in TI-18, UI-30, DI-30).
3.8 Visibility Considerations
A well-planned and executed traffic control set up effectively communicates information to drivers passing through the work area. Communication is achieved through the placement of signs and devices appropriate for the desired action the driver must take to safely move around the work area. Visibility of signs and devices in the work area is, therefore, a critical factor to be considered when planning and installing effective traffic control measures.
3.8.1 Night-time Provisions
For planned night-time work operations, the following provisions must be considered for maximum visibility through the work zone:
1. For night-time work of any duration, traffic high visibility garments that meet the Occupational Health and Safety Act (OHSA) requirements for night-time work must be used.
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2. All work vehicles present, must have four-way flashers and an amber 360-degree beacon (4WF/360°).
3. Where cones are used, they must be 700 mm with one standard white retroreflective (minimum Type III, high intensity) 100 to 150 mm wide cone collar mounted onto the upper one-third of the cone taper, 100 mm below the top of the cone.
4. Reflectorized barrels, TC-54, should be considered as an alternative to cones on multi-lane non-freeways, where conditions permit, and must be used on freeways.
5. Where a lane is closed or occupied, or during shoulder work where no work vehicle is in place, trailer mounted TC-12 flashing arrow board(s) or TC-7 and flashing amber light must be placed at the end of the taper.
6. For intersection zone painting, 450 mm cones with a white retroreflective (minimum Type III, high intensity) cone collar may be used instead of 700 mm cones during the painting operation. After painting is completed, while the paint is drying, a TC-4 may be used as a replacement for the TC-12.
7. Planned SD night-time work should not be conducted in fog or when highways are slippery.
a) If wet or slippery roads or poor visibility are present when emergency work must be performed, an advance trailer-mounted TC-12 must be used and positioned as soon as possible.
b) LD taper lengths (Table B) rather than SD taper lengths (Table A) should be considered.
8. Pedestrian barricades should be used where necessary to provide adequate protection and guidance to pedestrians in work zones.
3.8.2 Work Zone Lighting
3.8.2.1 Lighting of Work Area
Construction, maintenance, and other activities often create conditions that are particularly hazardous at night when the ability of drivers to see clearly is reduced. The need for illumination by floodlight or steady burning lamps must be thoroughly investigated, and the following must be considered:
1. The OHSA requires adequate lighting for its intended use.
2. Care must be taken to ensure that lighting used to illuminate the work site is not aimed at drivers, making it more difficult for them to see their intended path.
3. Lighting systems used for night-time work must be mounted at least 5.0 metres above the highway, except for dome or balloon style lights with soft wide light that does not produce glare.
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4. Lighting should be set up so that it is aimed in an arc from 90 degrees to the traffic flow, up to 45 degrees away from the traffic, but under no circumstances should lights be aimed at, or spill over onto, oncoming traffic.
5. Any additional lighting mounted on construction or maintenance equipment should be directed and focused on the immediate work area and should not be used as general floodlights to illuminate a construction site.
6. Lighting should not interfere with the ability of motorists to navigate their way through the work zone.
3.8.2.2 Highway Lighting through a Work Zone
Illumination of the driver’s path through a construction work zone may:
• Assist the driver in making timely decisions.
• Partially compensate for an undesirable alignment.
• Lessen the visual impact of an illuminated work zone on the driver.
Night-time construction often requires that lighting of working areas be brighter than the adjacent highway. Although construction illumination is directed away from the driver’s path, some illumination typically spills onto the pavement surface and is reflected into the driver’s field of vision.
Illumination of the highway through a work zone can therefore reduce the impact of construction lighting on the driver.
3.8.2.3 Anti-glare Screening
Anti-glare screening on freeway construction work zones should be considered to reduce the impact of headlights on the driver where:
1. A crossover is built on a freeway.
2. The median width is reduced to 4.0 metres or less.
3. A curved highway alignment directs headlights into the path of opposing drivers.
4. Night-time truck volume is greater than 10%.
5. Night-time traffic volume is Level of Service (LOS) D, or greater.
Anti-glare screening should not be used in winter because of the impact on snow drifting.