Sultanate of Oman.

Highway Design Standards 2010

20
Utilities, Road Reinstatement
and Traffic Management
at Road Works

20.1 UTILITIES 20-1

20.1.1 Introduction 20-1
20.1.2 Utility Disposition Guidelines 20-1

20.2 ROAD REINSTATEMENT 20-2

20.2.1 Introduction 20-2

20.3 REINSTATEMENT EXECUTION 20-3

20.3.1 Practicalities 20-3
20.3.2 Summary Note 20-3

20.4 TEMPORARY TRAFFIC MANAGEMENT

AT ROADWORKS 20-3
20.4.1 General 20-3
20.4.2 The Responsibility for Temporary Traffic
Management 20-3
20.4.3 Safety 20-4
20.4.4 The Design Process 20-4
20.4.5 The Geometry of the Travelled Way 20-4
20.4.6 Construction Details for the Travelled Way 20-5

20.5 DESIGN OF TEMPORARY TRAFFIC

MANAGEMENT AT ROADWORKS 20-5
20.5.1 Design Principles 20-5
20.5.2 Signing and Road Marking 20-6

20.6 REFERENCES 20-6

LIST OF FIGURES Figure 20.5.2.9: Work Area in Two Lanes of a Two Lane
Divided Highway and use of a Single Lane Median
Figure 20.1.2.1: Preferred Vertical Disposition of
Crossover and Single Lane in the Opposite Direction 20-9
Conventional Utilities 20-1
Figure 20.5.2.10: Work Area in Both Lanes of a Two
Figure 20.1.2.2: Preferred Lateral Utility Disposition –
Lane Divided Highway and use of a Single Lane
Urban Distributor Route 20-2
Temporary Detour with Two Lanes (Including Shoulder)
Figure 20.1.2.3: Preferred Lateral Utility Disposition – in the Opposite Direction 20-10
Urban Secondary Route with Service Road 20-2
Figure 20.5.2.11: Work Area in Both Lanes of a Two
Figure 20.2.1.1: Cross Section through Utilities Trench Lane Divided Highway and use of a Two Lanes Temporary
Reinstatement 20-2 Detour with One Lane (Shoulder Use) in the Opposite
Figure 20.5.2.1: Symbols used in the following Direction 20-10
Typical Application Layouts 20-7 Figure 20.5.2.12: Work Area in Three Lanes of a Three
Figure 20.5.2.2: Work Area on Shoulder of a Two Lane Road 20-7 Lane Divided Highway and use of a Two lanes Each Way
for a Temporary Detour Including Shoulder Use in the
Figure 20.5.2.3: Mobile Operation in the Right Hand Opposite Direction 20-10
Lane of a Two Lane Single Carriageway 20-7
Figure 20.5.2.4: Work Area in One Lane of a Two Lane LIST OF TABLES
Single Carriageway - Flagger or Traffic Signal Option 20-8
Table 20.4.5.1: Absolute Minimum Stopping Sight
Figure 20.5.2.5: Work Area in One Lane of a Two Lane Distances through Roadworks 20-4
Single Carriageway and use of Temporary Detour Using
Table 20.4.5.2: Minimum Lane Widths For Varying Design
Paved Shoulder Option 20-8
Speeds through the Works Horizontal Radius > 400m 20-4
Figure 20.5.2.6: Work Area in One Lane of a Two Lane
Table 20.4.5.3: Required Lane Widening on Curves 20-5
Single Carriageway and use of Temporary Two Lane
Off-Road Detour 20-8 Table 20.5.2.1: Meaning of Letter Codes on Typical
Application Diagrams 20-6
Figure 20.5.2.7: Work Area in One Lane of a Three Lane
Divided Highway and use of a Two Lane Temporary Detour 20-9 Table 20.5.2.2: Determination of Taper Length 20-6
Figure 20.5.2.8: Work Area in Two Lanes of a Three Lane
Divided Highway and use of a Single Lane Temporary
Detour 20-9
 Sultanate of Oman. Highway Design Standards 2010

Utilities, Road Reinstatement and Traffic Management at Road works

20
20.1 UTILITIES

20.1.1 Introduction

20.1.1.1 Utilities include telephone lines, storm drains, sanitary sewers, gas lines, water lines, oil lines, power
lines, road lighting and traffic signal electrical supply, irrigation lines and other services both public and private.
Highways and utilities often share common right-of-way. The following paragraphs provide guidelines where
utilities should typically be placed within the highway right-of-way. Designers should always develop the utility
disposition for each project in coordination with the Overseeing Authorities responsible for the utility supply, to
accommodate their current needs and plans for future needs, and resolve any unusual situations that rise.

20.1.1.2 There are three types of projects where the highway and a utility may be in conflict:
New locations,
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Improvements to existing highways, and

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New or relocated utilities on existing highways.

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20.1.1.3 When a highway for a new location is designed, the opportunity exists for developing a well-conceived
layout that will accommodate the future needs of both the highway and utilities. Future expansion needs of the
highway and utilities and the corresponding changes in the drainage design should be considered.

20.1.1.4 Relocating or adding utilities and widening an existing urban highway can incur extremely difficult
utility problems due to restricted rights-of-way and the proximity of other, sometimes conflicting services. In
many instances, there is little or no accurate information on the location of existing utilities.

20.1.1.5 Test holes should be excavated where necessary at an appropriate stage during design development
to help locate existing utilities that have no as built records, or have questionable records, to avoid costly delays Figure 20.1.2.1 Preferred Vertical Disposition of Conventional Utilities
and field changes during construction. Gas lines, high-voltage power lines, and other utilities are often severed
accidentally during construction, leading to inconvenience to users (outage times), expensive repair costs and 20.1.2.5 Where placing services in the road or in slowly maturing landscape areas cannot be avoided, then it is
more importantly, serious risk to life. acceptable to place the following service types only in such locations:

Foul sewers
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20.1.2 Utility Disposition Guidelines Surface water sewers
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20.1.2.1 The preferred vertical layout for normally encountered utilities along roads is illustrated in Figure Telecommunication ducts.
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20.1.2.1. This shows the preferred locations of services with respect to utility type and potential interaction, and In these instances, care must be taken in placement, or other precautions taken to avoid the risk of root growth
the minimum section widths of corridors for installation of typical nominally rated services. These should be through joints and into the utility equipment.
increased horizontally and vertically according to the requirements of the Overseeing Authority for cases where
services requiring higher capacity are needed. 20.1.2.6 Petroleum Development Oman have their own set of standards that must be followed where roads
cross or pass near oil and gas lines.
20.1.2.2 Pipes and cables should preferably not be placed directly under roads, but where they have to cross
under a road, cables, gas, oil and water lines should be placed in ducts for ease of subsequent access. However, 20.1.2.7 The vertical separation at crossings between utilities, especially water and sewage lines, should be at
foul and storm water sewers do not need to be ducted. least 300 mm. Where this separation is not possible, both lines should be encased with concrete for a distance of
at least 3 m from both sides of the point of crossing.
20.1.2.3 Services should be placed in “soft” areas within the right of way, i.e. in verges and other unpaved areas.
Where they have to pass through landscaped areas they should not be placed within planting that takes a long 20.1.2.8 Typical cross sections showing where utilities would ideally be located laterally are presented in Figures
time to mature (e.g. trees), since if a problem occurs on the service line, any necessary excavations to repair the 20.1.2.2 and 20.1.2.3, which relate to urban conditions for a typical Distributor Route, and a typical Secondary
fault could destroy many years of growth. Route with a service road. These illustrate the preferred locations for services assuming those services are
required at each of those cross sections.
20.1.2.4 Where this is not possible, then services may be placed under sidewalks or parking areas. Only in
exceptional cases should services be placed under the road and run parallel with the road; transverse crossings,
of course, are acceptable where required.

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Utilities, Road Reinstatement and Traffic Management at Road works

Figure 20.1.2.2 Preferred Lateral Utility Disposition – Urban Distributor Route Figure 20.1.2.3 Preferred Lateral Utility Disposition – Urban Secondary Route with Service Road

20.1.2.9 In reality, the supply of services and their sizes will vary from location to location, with some services 5. The replacement of the excavated material with fill material of at least the same quality, proven by
being required on both sides and some on one side only. It may well be that not all the services shown would be appropriate physical testing, as the original. (Subject to its consistency of behavior with the surrounding
required. Clearly each situation has to be assessed on its individual merits, whilst constant liaison and cooperation original material).
with the Overseeing Utility Authority should be maintained throughout the planning, design and construction 6. The protection of the fill material from water.
processes. 7. The replacement of the pavement with layers of at least equal quality, thickness, and degree of compaction
as the original; stepped and keyed
20.2 ROAD REINSTATEMENT into the original construction as
shown in Figure 20.2.1.1. This figure
20.2.1 Introduction shows the idealized situation to
excavate for a utility and reinstate the
20.2.1.1 The excavation of a trench in a road pavement removes lateral support to both the subgrade and the road. In practical terms, the closest
pavement layers. This has the effect of allowing increased deformation of these elements when subjected to approximation to this principle
direct external normal traffic loading. When the trench is backfilled these deformations cannot be reversed. In should be maintained appropriate to
addition if the compaction of the backfilled material is less than that of the surrounding original material, these actual conditions.
deformations will increase until a new equilibrium is reached. Further deformation of the backfilling will occur 8. The width of excavation at the lowest
under the action of wheel loads. level and over cut at the sides of
the utility will vary according to
20.2.1.2 These sub-grade deformations in particular can be very damaging to a road pavement giving rise to
utility type and size and should be
a range of problems in all the layers of the pavement. Thus any excavation in a road pavement will present a
agreed with the relevant Overseeing
danger to its structural integrity. The following “best practice” procedures related to specific reinstatement issues
Authority and Site Engineer.
should be adhered to:
9. The waterproofing of the pavement
1. The backfilling of the trench as quickly as possible after its excavation
surface by banding the joint between
2. The protection of the sides and base of the trench from water.
old and new wearing course with a
3. The removal of the minimum practical amount of excavated material. bitumen strip.
4. The compaction of the fill material to a degree at least equal to that of the original material before excavation. Figure 20.2.1.1 Cross Section through Utilities Trench Reinstatement

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Utilities, Road Reinstatement and Traffic Management at Road works

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20.3 REINSTATEMENT EXECUTION 20.3.1.9 The difficulty with the placing of the pavement layers is again compaction. It is difficult to produce the
required compaction effort with machines which are small enough to operate in the widths available as compared
20.3.1 Practicalities to those which are used to compact a complete pavement width.

20.3.1.10 It is important to avoid the generation of traffic impact loading on the surface of the reinstatement or its
20.3.1.1 There are practical limits to the degree of compliance with all of these 9 steps which can be achieved.
joint with the original wearing course by ensuring that the new compacted surface is flush with its surroundings.
The time for which a trench must remain open is controlled by the tasks to be carried out by the Concerned
Authority and the speed with which it can be completed. In a case where a substantial length of trench must be 20.3.2 Summary Note
opened, it may or may not be possible to backfill shorter lengths as they become available. In any case, working
in a short length of trench can make it more difficult to achieve high levels of compaction of the backfill. 20.3.2.1 It will be seen that what appears to be a simple straightforward patching job needs to be treated as
rather more complex and important if a pavement is to achieve the life for which it was designed. It is significant
20.3.1.2 The protection of trench sides from water calls for a trench cover which can increase the difficulty, the that in many countries it is considered that pavement life in urban areas is more affected by utilities activities
time requirement and the cost of a utilities repair or modification. This can be achieved in situations where the and the necessary reinstatement following those activities, than the factors actually considered in pavement life
Authority responsible for the road has a high degree of control over the concerned Utility Authority. This problem assessment during design.
is more pronounced in environments with fairly high rainfall which is spread evenly over a considerable part of
the year. 20.3.2.2 The difficulties in achieving satisfactory reinstatement standards underline the need to keep buried
utilities equipment out of the pavement line and in the verge or footway.
20.3.1.3 The removal of a minimal amount of material means in effect the excavation of a narrow trench.In
practice the trench width is controlled by the width of the utility equipment and the amount of working space
required on either side of it. In addition a narrow trench is much harder to compact than a wider one. This
20.4 TEMPORARY TRAFFIC MANAGEMENT AT ROADWORKS
because of :
20.4.1 General
1) The size of the compaction equipment which can be brought to bear on a narrow strip.
2) The effect of the “edge drag” caused by the trench sides on the compaction movement of the backfill 20.4.1.1 Roadworks are necessary from time to time, either to maintain or modify the road network. During the
material. time of the work it is necessary to close the section of the network involved and/or to enable traffic (pedestrians
and vehicles) to flow through the works in safety and with the minimum delay. It is also necessary to maintain
20.3.1.4 The compaction of the backfill material may be hampered because of the lack of moisture content
access to businesses and residences which are affected by the work.
monitoring and control on a small site doing work of this type. In addition there are frequently limits placed on
the degree of compaction effort which may be applied at the lower levels where there is a risk of damage to the 20.4.1.2 The measures taken to maintain traffic flow must also allow the work to be completed economically and
utilities equipment itself. within an acceptable minimum timescale.

20.3.1.5 The quality of the material used for backfill on a utilities site generally depends upon the way in which 20.4.1.3 Safety measures must be designed to protect equally, road users, the workforce engaged in the works,
excavated material is stockpiled and stored. The quantities of material are generally small and the temptation is and the public at large.
to store it in a windrow along the length of the trench so that it is easy to access for backfilling. This method of
storage is not conducive to the protection of the stored material against water, wind and mechanical segregation 20.4.1.4 Provision may have to be made for the disabled and to reduce disturbance and nuisance to businesses
and contamination. It is important that the quality of fill material at the time and place of placing is rigorously and residences in the area of the works.

monitored and replaced with suitable imported material if necessary. 20.4.1.5 While road users should reasonably be expected to exercise caution when approaching and passing
20.3.1.6 If backfill material becomes wet before the placing of a bituminous pavement layer, the wet material through roadworks, special care is needed in applying temporary traffic management arrangements.

should be removed and replaced with either suitable fill or pavement material and then protected with either a 20.4.1.6 These following sub-sections lay down a series of outline procedures and standards to enable the
bituminous pavement layer or with a waterproof bitumen spray coat. design of temporary traffic management and of temporary highway works to be carried out to a uniform and

20.3.1.7 The density of the backfill prior to the construction of the pavement reinstatement should be at least acceptable level across the complete road network.

equal to that of the surrounding sub-grade material

20.4.2 The Responsibility for Temporary Traffic Management
20.3.1.8 The backfilling should not be carried out with a material with stress/strain characteristics which are
markedly different from the original. Hence, the use of granular sub-base or concrete material in a sub-grade 20.4.2.1 The responsibility for the design of temporary traffic management should be clearly defined in the contract
other than rock (only encountered in rock cuttings) is not acceptable. The presence of a section of the resulting documents. This responsibility should rest with one Authority. It should not be shared between Authorities.

overall sub-grade with a stiffness different from the adjacent material would give rise to subsequent premature 20.4.2.2 It is technically and contractually possible for this responsibility to rest either with the Overseeing
and serious pavement deterioration. Authority, the Consultant responsible for design and supervision of the project, or the Contractor. The choice of
where this responsibility is to lie should rest with the Overseeing Authority, advised as necessary by the Design
Consultant.
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Utilities, Road Reinstatement and Traffic Management at Road works

20.4.2.3 For a project requiring a series of traffic management layouts for a series of phases giving access to 7. Ensure that arrangements are in place to guarantee that the designed layouts are achieved and
different parts of the highway at different times, it is often preferable for responsibility to lie with the design maintained.
consultant and for the phases and traffic layouts to form part of the contract. In this case, the provision and 8. Ensure that all signs, barriers and markings are removed immediately once they are no longer needed.
maintenance of each layout can form a Bill item to be paid for as necessary and eases any possible problems with
payment for variations which might become necessary. In other cases, it may well be more satisfactory to give 20.4.4.2 Considerations to be taken into account in the design process include factors such as:
responsibility to the Contractor subject to compliance with the standards set out in this document and approval Any need for speed restrictions through the site?
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by the Engineer’s Representative on site. Any need for special restrictions on the sizes, weights or load types of vehicles passing through
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the site? In particular very large or heavy vehicles may need to be re-routed because of weight
20.4.3 Safety restrictions on temporary bridges, culverts or even pavement structures. Also there may be a need
for vehicles carrying hazardous loads to use alternative routes.
20.4.3.1 It is important that considerations of safety for all affected by the roadwork and traffic flowing through
them are incorporated in the design and provision of all temporary measures put in place, to enable the works to
20.4.5 The Geometry of the Travelled Way
be carried out and traffic to flow through and around them. It must be remembered that SAFETY IS A NECESSITY,
NOT AN OPTION. 20.4.5.1 The design geometry will provide as far as possible for the expected traffic flows speeds and vehicle
types. Speed restriction signs should be provided at the start of the site area and repeated at regular intervals along
20.4.3.2 Traffic should be separated from the works and their labor force to the maximum extent possible, given
the temporary arrangements. If necessary, installing a set of speed limit signs requiring staged speed reduction,
the circumstances of any particular project. As much traffic as is possible should be diverted away from the
and/or traffic calming measures such as carefully designed gateways or chicanes, can be used to slow traffic to a
works. This can be done by the use of road closures, and /or mandatory or advisory diversions. Where traffic has
safe speed.
to flow through a site then full use should be made of all the space available to separate it from the labor force.
20.4.5.2 A single design speed should be chosen which should, if possible, be used for all alignments and
20.4.3.3 Consideration should be given to dividing the works into phases defined by the operations to be carried out
during all phases of a project. Absolute minimum stopping sight distances as shown in Table 20.4.5.1 should
and/or the necessary traffic management arrangements necessary for that phase. Within any particular phase of the
be provided at all times. Good practice suggests that under heavy traffic flow conditions or for complicated or
works the labor force should not be required to cross a traffic stream in order to carry out necessary operations.
“tight” alignments, a sight distance for at least 10km/h more than is expected should be provided. (Note that it
20.4.3.4 A defined Temporary Traffic Control Zone should be established which will generally be considerably may not be sufficient to assume that traffic will comply with a temporary posted speed limit when arriving at an
larger than the site of the works themselves, (“The Roadwork Zone”). All signing, signaling and other traffic control expected speed through the works.)
works within this Temporary Traffic Control Zone are within the scope of the temporary traffic management for a
20.4.5.3 Frequent and sudden changes in geometry and mainline transitions which require rapid maneuvers
works project. This zone can in some cases extend many kilometers beyond the site of the works to encompass
should be avoided. All changes in lane widths should be tapered and be signed in advance. All departures
the signing which might be required to establish major long range traffic diversions.
from the normal carriageway to a temporary provision or back again should be as gentle as possible, subject to
advance signing and be seen in ample time for drivers to make the necessary maneuvers.
20.4.4 The Design Process
20.4.5.4 Run off areas must be provided for emergencies and breakdowns.
20.4.4.1 Whichever organization takes responsibility for the design of temporary traffic management for a
project, the design process should include the following stages:
Stopping Sight Single Carriageway Dual Carriageway
Speed (km/h) Design
1. Design the phases of the work which require occupancy of the road, either for the works themselves Distance (m) Speed Undivided Carriageway Divided Carriageway Minimum Lane
or for buffer areas to protect personnel working adjacent to the road. (km/h) Width (m)
30 35 Minimum Lane Width (m) Minimum Lane Width (m)
2. For each phase, design the traffic flow routes needed and liaise with police and emergency services. 40 50 30 2.75 2.50 2.50
(Consider also any possible need for special provision for emergency or oversize vehicles). 50 65 40 2.75 2.50 2.50
3. Consider and specify the temporary speed limit to be posted through the roadwork zone for each 60 85 50 3.00 2.60 2.60
phase of the works. (Note that multiple changes in this limit over time should be avoided or kept 70 105 60 3.00 2.65 2.65
to a minimum to avoid confusing regular users of the route). Consultation with the ROP should be 80 130 70 3.00 2.70 2.70
sought concerning this item. 90 160 80 3.25 2.75 2.75
4. Liaise with Utility Authorities as necessary. 100 185 90 3.50 3.00 3.00
5. For each set of traffic flow routes, design barriers, signs and layout of road markings required. 110 220 100 3.65 3.25 3.25

6. At appropriate times, liaise with media for pre-publicity for installation of the temporary traffic 120 250 110 3.65 3.50 3.50

management scheme and for changes to an existing layout. Ensure that none of the signs, barriers, Table 20.4.5.1 A
 bsolute Minimum 120 3.65 3.65 3.50

etc do not themselves form a danger to traffic or pedestrians. Stopping Sight Table 20.4.5.2 M
 inimum Lane Widths For Varying Design Speeds through the Works
Distances through Horizontal Radius > 400m
Roadworks

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Utilities, Road Reinstatement and Traffic Management at Road works

20.4.5.5 Minimum lane widths to be provided at all times throughout the Roadworks Zone are shown in Table 20.4.5.2 n Resistance to sub-grade shear failure – i.e. Excessive deformation of the sub-grade, causing
20
pavement deformation and failure.
20.4.5.6 Note that for situations in which buses and heavy vehicles are to continue to use the route and pass
n Drainage both in terms of run-off from coarse pavement texture and the need to keep water away
through the restricted lane widths, the minimum allowable lane width for a sensibly straight alignment is 3.50m.
from the sub-grade and maintain CBR values.
independent of the design speed selected.
20.4.6.8 In the first two of these design considerations it is important to allow for the maximum axle and wheel loads
20.4.5.7 For horizontal curvatures of radius less than 400m, lanes should be increased in width in accordance
which may actually occur. Because temporary works design uses smaller factors of safety than permanent design,
with Table 20.4.5.3
it is not sufficient to assume that these loads will be those which are allowed in the current vehicle regulations. (In
Curve Radius the absence of any better information, an overload condition of at least 20% should be assumed.)
Lane width (m)
50 to 150m 150 to 300m 300 to 400m
3.65 0.3m. Not required. Not required.
20.4.6.9 The temporary travelled way will generally be narrower than its permanent counterpart. This means that
vehicle wheel loads are imposed closer to the edge of the structure than would normally be the case, particularly
<3.65 0.6m. 0.5m. 0.3m.
on smaller radius curves. In these circumstances some form of edge support is vital to maintain the integrity of
Table 20.4.5.3 Required Lane Widening on Curves
the pavement.
20.4.6 Construction Details for the Travelled Way
20.4.6.10 Temporary roadways will not usually be provided with complex drainage systems. It is however
20.4.6.1 The travelled way (ie. the path taken by vehicles using the temporary routing through or around the important to keep carriageways free of standing water at all times. This can be done by incorporating generous
works) may be either: longitudinal and lateral falls, together with adequate provision for carrying the run-off flow clear of the works
An existing permanent pavement, either before or after the carrying out of any construction or
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as rapidly as possible. Consideration should be given to avoid possible damage from runoff flows, to both to
remedial work, which may form part of the works. Any new pavement used in this way may be in its uncompleted works and to the temporary roadway.
completed or uncompleted state.
20.4.6.11 To achieve adequate run off from a coarse textured temporary pavement surface, a cross fall or camber
Temporary roadway constructed purely for the temporary traffic management arrangements.
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of 3% to 5% should be provided. While super-elevation will not generally be provided on temporary travelled
way, adverse camber should not be allowed to occur. Longitudinal fall at roll over points between curves of the
20.4.6.2 There is a clear requirement for temporary travelled way construction to be as economical as possible,
opposite hand should be at least 0.4% to 0.6%. The maximum gradient severities and lengths recommended in
consistent with adequate performance. The use of part of the permanent works in either completed or uncompleted
Section 4 should be applied also to temporary carriageways.
state is often a part of a least cost solution to the provision of a temporary running surface.
20.4.6.12 There is generally no requirement to consider the matching of horizontal and vertical alignments or the
20.4.6.3 When an existing pavement, which is not to be subject to resurfacing or reconstruction under the contract,
aesthetic appearance of a temporary travelled way.
is used care must be taken to avoid causing damage through the passage of vehicles under the temporary traffic
management arrangements. Any damage so caused should be rectified as part of the provision of the temporary 20.4.6.13 At the conclusion of the use of a temporary pavement, it should be demolished and proper provision
travelled way. must be made for the disposal of the materials used in its construction.

20.4.6.4 When an existing pavement, which is to be subject to resurfacing or reconstruction under the contract,
is used, care must be taken to avoid causing damage to the sub-grade or lower pavement levels which would 20.5 DESIGN OF TEMPORARY TRAFFIC MANAGEMENT AT ROADWORKS
bring about the need for more extensive (and hence more costly) work than is called for under the contract.
Any additional work made necessary through the use of the pavement as part of the provision of the temporary 20.5.1 Design Principles
travelled way should be carried out as part of the provision of the temporary travelled way.
20.5.1.1 Traffic speeds should be reduced upstream of the roadworks to a level consistent with the complexity
20.4.6.5 When part-completed new construction is used, care must be taken to ensure that no damage is caused of the decisions or maneuvers which will be required of each driver.
through the application of heavy axle loads to a pavement structure which may be substantially weaker than
when it is in its finished state. Any deformation or damage caused to either the pavement or the sub-grade as 20.5.1.2 Traffic speed should be as consistent as possible through the roadworks zone. Therefore, the speed
a result of its use as part of the temporary travelled way should be made good as part of the provision of the selected should be that required for the most difficult maneuver/decision situation which drivers will encounter

temporary travelled way. through the zone. For long roadworks sites, this will generally bring a need to pay particular attention to controlling
speeds on clearer sections between difficult maneuver/decision situations.
20.4.6.6 When a temporary roadway is constructed purely for the temporary traffic management arrangements,
it should be designed for the loads which will be imposed upon it. Unlike a permanent pavement, however, it is 20.5.1.3 The sighting of approach warning signs should be based upon the traffic speed prior to any necessary
unlikely that a temporary structure will be in use for sufficient time for a cumulative axle load design approach to speed reduction immediately prior to the roadworks.

be relevant. 20.5.1.4 When it is necessary to merge traffic from either 3 lanes to 2 or 2 lanes to 1, the merging should always
20.4.6.7 In normal circumstances the critical design criteria for temporary road construction are: be from the left hand lane into the right hand one such that merging involves faster traffic slowing to match traffic
speed in the slower (right hand) lane.
Resistance to pavement shear failure – i.e. “Punching” through the pavement under heavy wheel loads.
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20.5.1.5 When it is necessary to reduce the number of travelled lanes by more than one, this should be achieved Running Speed (km/h) Taper length (m.)
through the use of a number of staged single lane reductions. The reduction of travelled lanes to the required 65 or less L = WS155/2
number for transit through the roadworks, and the positioning of these traffic lanes within the total carriageway More than 65 L = WS/1.6
width must be achieved well before traffic is required to perform any maneuvers necessary to transit the Table 20.5.2.2 Determination of Taper Length
roadworks. Where:

20.5.1.6 Between the end of the roadworks zone and the end of the control zone, site specific arrangements L = Taper length in meters S = The highest of:

including signing and road marking should be made to allow works vehicles to leave the site and merge with the W = width of offset in meters a) Posted speed limit.
through traffic. or b) 85th. Percentile off peak speed prior to work starting.
or c) The anticipated operating speed upstream of the roadworks zone.
20.5.1.7 At the end of the Control Zone, traffic should be allowed to return to the full width of the carriageway in
such a way as to encourage slower vehicles to keep to the right hand side to enable faster traffic to overtake on
the left. 20.6 REFERENCES
1. GCC Manual on Uniform Traffic Control Devices Part 5
20.5.2 Signing and Road Marking
2. US Manual on Uniform Traffic Control Devices Part 6
20.5.2.1 The legend for symbols and signing, marking information and layouts for a number of typical roadwork 3. UK DMRB (Design Manual for Roads and Bridges) Volume 8
situations are shown in Figures 20.5.2.1 to 20.5.2.12 inclusive. They are self explanatory. These layouts are based
upon a combination of those contained in Part 5 of the GCC Manual on Uniform Traffic Control Devices 2004, and
modifications to take into account issues such as the requirement to always merge into the slowest moving traffic
stream and the local Omani requirements such as having all sign backgrounds in yellow. Further details of any
particular item such as barrier type and lane dividers should be sought from the GCC document.

20.5.2.2 It is not possible to produce a layout for every conceivable required roadworks layout in a generalized
design standards document such as this. In the event of a layout being required which is not shown in Figs
20.5.2.2 to 20.5.2.12 then reference to Part 6 of the US Federal Highway Administration Manual on Uniform Traffic
Control Devices for Streets and Highways – 2003 Edition shows a more comprehensive range of layouts which
may be used for guidance.

20.5.2.3 Note, however, that in some circumstances it may be necessary to modify such layouts to comply with
this Manual’s requirement to always merge into the slowest moving traffic stream and other local requirements.
Works access should be signed specifically for individual site requirements, using all the relevant guidelines and
safety measures contained in these Design Standards and the References provided.

20.5.2.4 The layouts shown in Figuress 20.5.2.2 to 20.5.2.12 refer to a number of dimensions which are site
specific. These dimensions are shown in Tables 20.5.2.1 and 20.5.2.2.
Distance between Signs (m)
Road Type
A B C D
Urban (Low speed) 30 50 50 100

Urban (High speed) 150 250 250 350
Rural single lane 150 250 250 350
Dual carriageway 300 450 700 1500
Table 20.5.2.1 Meaning of Letter Codes on Typical Application Diagrams
Note : Distance A is that between the start of the restriction to the first sign.
Distance B is that between the first and second signs.
Distance C is that between the second and third signs
Distance D is that between the third and fourth signs

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Figure 20.5.2.1 S
 ymbols used in the following Typical Figure 20.5.2.2 W
 ork Area on Shoulder of a Two Lane Road Figure 20.5.2.3 M
 obile Operation in the Right Hand Lane of a Two Lane Single Carriageway
Application Layouts

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Utilities, Road Reinstatement and Traffic Management at Road works

Figure 20.5.2.4 W
 ork Area in One Lane of a Two Lane Single Carriageway - Flagger or Traffic Figure 20.5.2.5 Work
 Area in One Lane of a Two Lane Single Carriageway Figure 20.5.2.6 Work
 Area in One Lane of a Two Lane Single Carriageway
Signal Option and use of Temporary Detour Using Paved Shoulder Option and use of Temporary Two Lane Off-Road Detour

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Figure 20.5.2.7 W
 ork Area in One Lane of a Three Lane Divided Highway
and use of a Two Lane Temporary Detour

Figure 20.5.2.8 Work

 Area in Two Lanes of a Three Lane Divided Highway Figure 20.5.2.9 Work
 Area in Two Lanes of a Two Lane Divided Highway and
and use of a Single Lane Temporary Detour use of a Single Lane Median Crossover and Single Lane in the
Opposite Direction

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Utilities, Road Reinstatement and Traffic Management at Road works

Figure 20.5.2.10 W
 ork Area in Both Lanes of a Two Lane Divided Highway
and use of a Single Lane Temporary Detour with Two
Lanes (Including Shoulder) in the Opposite Direction

Figure 20.5.2.11 W
 ork Area in Both Lanes of a Two Lane Divided Highway Figure 20.5.2.12 Work
 Area in Three Lanes of a Three Lane Divided Highway
and use of a Two Lanes Temporary Detour with One Lane and use of a Two lanes Each Way for a Temporary Detour
(Shoulder Use) in the Opposite Direction Including Shoulder Use in the Opposite Direction
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