FORMATTED FOR DOUBLE-SIDED PRINTING

Reproduction of the material in this Manual for profit, and/or alteration, is not allowed without
written permission from the Ministry of Transportation and Infrastructure.

© 2020 Edition

FORMATTED FOR DOUBLE-SIDED PRINTING

Foreword

Foreword

The 2020 Traffic Management Manual for Work on Roadways (TMM) is an update to the 2015 Interim
Traffic Management Manual for Work on Roadways and accounts for edits, comments, and feedback
received during the four-year phase in period.

Winter maintenance activities are not specifically covered in the TMM. BC Ministry of Transportation
and Infrastructure’s winter maintenance activities are defined in their Highway Maintenance
Agreement and/or other written policies.

This Manual was developed through the effort and support of many individuals and organizations that
provided technical expertise, drew on past experience, and applied innovation to new devices and
methods of traffic control.

Traffic Management Manual for Work on Roadways 2020 i

Foreword

This page is intentionally blank.

Traffic Management Manual for Work on Roadways 2020 ii

Manual Update Record

Manual Update Record

The Traffic Management Manual for Work on Roadways will be updated when necessary to address
changing circumstances and requirements (see also Section 1.1.6: Updating the Manual).

Users are encouraged to contribute to this process by submitting suggestions for corrections and new
content to the Director of Traffic and Highway Safety Engineering, Ministry of Transportation and
Infrastructure at [email protected].

UPDATE RECORD

Update
Issue Date Brief Description of Changes
Number

Rev. 1 August 2020 See Overview of Changes document on website

Traffic Management Manual for Work on Roadways 2020 iii

Acknowledgements

Acknowledgements
Many individuals, organizations, and publications contributed to the development of this Manual in
2015-2019.

BC Ministry of Transportation and Infrastructure

Project Co-Managers
Tracy Wynnyk, CRSP Provincial Occupational Risk and Safety Advisor
Shawn Grant, P.Eng. Director, Provincial Field Services
Project Team Members
John E. Babineau, P.Eng. District Program Engineer
Jerry Froese, P.Eng. Manager, Traffic Engineering Policy and Standards
Hayley Fulton Sign Design Technologist
Jennifer Hardy, P.Eng. Senior Traffic Policy and Standards Engineer
Alicia Kosolofski Project Management Technician
Jan Lansing Manager, Commercial Transport
Michelle Li, P.Eng. Traffic Policy and Standards Engineer
Kenedee Ludwar, P.Eng. Director, Traffic and Highway Safety Engineering
Larry Macko Sign Design Technologist
Kathy Macovichuk Graphic Design Specialist
Ross McLean Manager, Provincial Sign Program
Cheralee Miket Occupational Risk and Safety Advisor Assistant
Ed Miska, P.Eng. Executive Director, Engineering Services
Emily Reinhardt Sign Design Technologist
Beverly van Druten-Blais Graphic Design Specialist

Other Stakeholder Organizations

Brenda Knight BC Construction Safety Alliance
Sarina Hanschke BC Construction Safety Alliance
Glen Barker BC Road Builders – Imperial Paving
Rob Singbeil BC Road Builders – Mainroad Contracting
Scott McMillan BC Municipal Safety Association – City of Prince George
Joe Walls BC Municipal Safety Association – City of Vancouver
Dale MacDonald WorkSafeBC
Don Schouten WorkSafeBC
Kathy Tull WorkSafeBC

Traffic Management Manual for Work on Roadways 2020 iv

Acknowledgements

Ministry Publications

The Traffic Management Manual for Work on Roadways was built upon a compendium of the
previous Ministry Work Zone Manuals and related Ministry Technical Circulars

Other Publications

Geometric Design Guide for Canadian Roads, 1999 Transportation Association of Canada
Manual of Uniform Traffic Control Devices, 2009 US Federal Highway Administration
Manual on Uniform Traffic Control Devices, 2012 Minnesota Department of
Transportation
Temporary Traffic Control Manual, 2011 Minnesota Department of
Transportation
Temporary Workplace Traffic Control Manual, 2010 Nova Scotia Transportation and
Infrastructure Renewal
Work Zone Traffic Control Guidelines, 2012 Washington State Department of
Transportation
Ontario Traffic Manual – Book 7 Temporary Conditions, Ministry of Transportation Ontario
2014

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Acknowledgements

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Manual Table of Contents

Manual Table of Contents

Foreword ................................................................................................................................................ i

Manual Update Record ........................................................................................................................ iii

Acknowledgements ............................................................................................................................. iv

Manual Table of Contents ........................................................................................................... TOC-1

INTRODUCTION

Section 1: INTRODUCTION

Contents .......................................................................................................... 1-i

1.1 Traffic Management Manual for Work on Roadways .............................. 1-1

1.1.1 Purpose of the Manual .................................................................... 1-2
1.1.2 Minimum Standards in the Manual .................................................. 1-2
1.1.3 Applying the Principles in the Manual ............................................. 1-3
1.1.4 Organization and Content of the Manual......................................... 1-4
1.1.5 Using the Manual............................................................................. 1-6
1.1.6 Updating the Manual ....................................................................... 1-6

1.2 Road Authority and Prime Contractor Responsibilities ......................... 1-7

1.2.1 Jurisdiction ....................................................................................... 1-7
1.2.2 Work Permits ................................................................................... 1-7
1.2.3 Traffic Control Responsibilities ........................................................ 1-7
1. Road Authority ......................................................................... 1-8
2. Prime Contractor ..................................................................... 1-8
3. Management ........................................................................... 1-8
4. Site Supervisor/Foreman/Superintendent ............................... 1-9
5. Traffic Engineer ....................................................................... 1-9
6. Traffic Control Manager........................................................... 1-9
7. Traffic Control Supervisors and Traffic Control Persons ....... 1-10
1.2.4 Road Work Authorization............................................................... 1-10
1.2.5 Plan Submission and Review Process .......................................... 1-10

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PART A – TRAFFIC MANAGEMENT – SECTIONS 2 AND 3 1

Section 2: FUNDAMENTALS OF TRAFFIC MANAGEMENT AND CONTROL

Contents .......................................................................................................... 2-i

2.1 Principles of Traffic Management ............................................................ 2-1

2.1.1 Traffic Management Goals and Objectives ..................................... 2-1
2.1.2 Traffic Management Principles ....................................................... 2-2
2.1.3 Traffic Management Process .......................................................... 2-2

2.2 Principles of Traffic Control ...................................................................... 2-6

2.2.1 Hierarchy of Controls ...................................................................... 2-6
2.2.2 Planning and Implementing by Trained Persons ............................ 2-6
2.2.3 Minimum Disruption to Road Users ................................................ 2-7
2.2.4 Clear, Positive Direction for Road Users ........................................ 2-7
2.2.5 Accommodation of Other Road Users ............................................ 2-8
2.2.6 Continuous Maintenance of Traffic Control Devices....................... 2-9
2.2.7 Continuous Attention to Roadside Safety ....................................... 2-9
2.2.8 Traffic Control during Inactive Work.............................................. 2-10
2.2.9 Work near Railways ...................................................................... 2-10
2.2.10 Work near Accesses and Driveways ............................................ 2-10

2.3 Driver Information in Work Zones .......................................................... 2-11

2.3.1 Manage Driver Expectation ........................................................... 2-11
2.3.2 Manage Driver Workload .............................................................. 2-11
2.3.3 Manage Driver Sight Distances .................................................... 2-12

2.4 Management of Speed ............................................................................. 2-13

2.4.1 Basic Guidelines ........................................................................... 2-13
2.4.2 Construction Speed Zones ........................................................... 2-13
2.4.3 Temporary Speed Zones .............................................................. 2-14
2.4.4 Determining the Need for a Speed Reduction .............................. 2-15
2.4.5 Transition Speed Zones ................................................................ 2-16
2.4.6 Assessing Speed Zone Effectiveness .......................................... 2-18
2.4.7 “Slow Down, Move Over” Regulation and Work Zones ................ 2-19
2.4.8 Highway Work Zones – Split Direction of Travel .......................... 2-20

2.5 Establishing Work on Roadways ........................................................... 2-21

2.5.1 Road Authority Requirements for Work ........................................ 2-21
2.5.2 Traffic Management Plan Development ....................................... 2-21
2.5.3 Road Authority Acceptance .......................................................... 2-22
2.5.4 Compliance ................................................................................... 2-22
2.5.5 Traffic Management Plan Documentation .................................... 2-22

1
Part A is used on Ministry projects and recommended for use by other road authorities.

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2.5.6 Traffic Management Plan Resubmission....................................... 2-23

2.6 Quality Management ................................................................................ 2-24

2.6.1 Quality Control ............................................................................... 2-24
2.6.2 Quality Assurance ......................................................................... 2-24
2.6.3 Traffic Management Audits ........................................................... 2-24

Section 3: TRAFFIC MANAGEMENT PLANS

Contents .......................................................................................................... 3-i

3.1 Introduction ................................................................................................. 3-1

3.2 Traffic Management Sub-Plans ................................................................. 3-2

3.2.1 Traffic Control Plan .......................................................................... 3-2
3.2.2 Incident Management Plan .............................................................. 3-2
3.2.3 Public Information Plan.................................................................... 3-3
3.2.4 Implementation Plan ........................................................................ 3-3

3.3 Project Category Determination ............................................................... 3-4

3.3.1 Initial Project Category Assessment ................................................ 3-4
Table 3.1: Initial Project Category Assessment .......................... 3-5
3.3.2 Project Risk Analysis ....................................................................... 3-7
Table 3.2: Project Risk Analysis.................................................. 3-8
3.3.3 Final Project Category Determination ........................................... 3-11
Table 3.3: Final Project Category Determination ...................... 3-11

3.4 Traffic Management Plan Requirements by Category .......................... 3-12

3.4.1 Category 1 Traffic Management Plan Requirements .................... 3-12
3.4.2 Category 2 Traffic Management Plan Requirements .................... 3-15
3.4.3 Category 3 Traffic Management Plan Requirements .................... 3-20

3.5 Traffic Management Plan Process Summary ........................................ 3-25

3.6 Potential for Traffic Incident Litigation .................................................. 3-26

3.6.1 Analysis of Work Zone Incidents and Near Misses ....................... 3-27
3.6.2 Traffic Control Records.................................................................. 3-27

3.7 Auditing Traffic Management Plans ....................................................... 3-28

3.7.1 Traffic Management Plan Documentation Audit ............................ 3-28
3.7.2 Traffic Management Plan Documentation Audit Process.............. 3-29
3.7.3 Traffic Management Plan Field Audit ............................................ 3-30

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PART B – TRAFFIC CONTROL – SECTIONS 4 to 5 2

Section 4: TEMPORARY TRAFFIC CONTROL DEVICES

Contents .......................................................................................................... 4-i

4.1 Introduction ................................................................................................ 4-1

4.1.1 Fundamental Principles .................................................................. 4-1
4.1.2 Safety Standards for Traffic Control Devices .................................. 4-2
4.1.3 General Requirements for Traffic Control Devices ......................... 4-2
4.1.4 New and/or Customization of Temporary Traffic Control Devices .. 4-2

4.2 Traffic Signs ............................................................................................... 4-3

4.2.1 General Guidelines for Traffic Signs ............................................... 4-3
4.2.2 Standard Sign Patterns ................................................................... 4-3
4.2.3 Sign Material ................................................................................... 4-3
4.2.4 Retroreflectivity Standards .............................................................. 4-4
4.2.5 Sign Dimensions and Letter Heights............................................... 4-5
4.2.6 Sign Supports.................................................................................. 4-6
4.2.7 Sign Selection ............................................................................... 4-10
4.2.8 Sign Placement and Spacing ........................................................ 4-10

4.3 Dynamic Message Signs (DMS).............................................................. 4-11

4.3.1 Permanently-Mounted DMS.......................................................... 4-11
4.3.2 Portable DMS ................................................................................ 4-11
4.3.3 DMS Fundamentals ...................................................................... 4-12
1. Abbreviated Messages ......................................................... 4-12
2. DMS Placement .................................................................... 4-13
3. Message Guidelines ............................................................. 4-14
4. Operational Guidelines ......................................................... 4-15
5. Message Types and Categories ........................................... 4-16

4.4 Pavement Markings ................................................................................. 4-17

4.4.1 Removal of Pavement Markings ................................................... 4-17
4.4.2 Temporary Pavement Markings .................................................... 4-19
4.4.3 Temporary Overlay Markers (TOMs) ............................................ 4-21

2
Part B is mandatory for Ministry projects and recommended for municipal projects.

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4.5 Channelizing Devices............................................................................... 4-22

4.5.1 Cones ............................................................................................ 4-24
4.5.2 Tubular Markers (Tubes) ............................................................... 4-25
4.5.3 Drums/Barrels ................................................................................ 4-26
4.5.4 Surface-Mounted Delineators ........................................................ 4-27
4.5.5 Post-Mounted Delineators ............................................................. 4-27
4.5.6 Vertical Panels ............................................................................... 4-28
4.5.7 Direction Indicator Barricade/Panel ............................................... 4-29
4.5.8 Barricades ..................................................................................... 4-30
4.5.9 Temporary Roadside/Median Barriers .......................................... 4-32
4.5.10 Temporary Lane Separators ......................................................... 4-33
4.5.11 Longitudinal Channelizing Devices ............................................... 4-34
4.5.12 Other Channelizing Devices .......................................................... 4-34

4.6 Flashing Arrow Boards (FABs) ............................................................... 4-35

4.6.1 FAB Specifications ........................................................................ 4-35
1. Types ..................................................................................... 4-35
2. Minimum Requirements ........................................................ 4-37
3. Visibility and Light Intensity ................................................... 4-37
4. Display Mode ......................................................................... 4-38
4.6.2 FAB Setup ..................................................................................... 4-38
4.6.3 FAB Operation ............................................................................... 4-39
4.6.4 Arrow Sticks ................................................................................... 4-39

4.7 Automated Flagger Assistance Devices (AFADs) ................................ 4-40

4.7.1 Operation Modes ........................................................................... 4-40
4.7.2 Deployment Guidelines ................................................................. 4-41
4.7.3 Equipment Requirements .............................................................. 4-41
4.7.4 AFAD Placement and Operating Options...................................... 4-42

4.8 Temporary and Portable Traffic Signals ................................................ 4-43

4.8.1 Portable Traffic Signals - Deployment Guidelines ......................... 4-43
4.8.2 Portable Traffic Signals - Operational Guidelines ......................... 4-45
4.8.3 Portable Traffic Signal Timing Plan ............................................... 4-47
Class 2 Actuated Traffic Signal Timing Plan .............................. 4-48
Example of Actuated Portable Traffic Signal
Timing Calculations .................................................................... 4-49
Advance Warning Sign Distances .............................................. 4-50

4.9 Lighting Devices ....................................................................................... 4-51

4.9.1 Flashing Vehicle Lights.................................................................. 4-51
4.9.2 Yellow Warning Lights ................................................................... 4-51
4.9.3 Roadway Lighting .......................................................................... 4-52
4.9.4 Overhead Lighting ......................................................................... 4-53
4.9.5 Equipment Lighting ........................................................................ 4-53

4.10 Fencing and Screens ............................................................................... 4-54

4.10.1 Work Zone Fencing ....................................................................... 4-54
4.10.2 Work Zone Screens and Barrier Screens...................................... 4-55

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4.11 Other Traffic Control Devices ................................................................. 4-56

4.11.1 Flags on Traffic Control Devices ................................................... 4-56
4.11.2 Sand Bags/Weights ...................................................................... 4-57
4.11.3 Speed Reader Boards .................................................................. 4-57
1. Deployment Guidelines ......................................................... 4-57
2. Operational Guidelines ......................................................... 4-58
4.11.4 Temporary Rumble Strips ............................................................. 4-61
4.11.5 Shadow Vehicles........................................................................... 4-63
4.11.6 Buffer Vehicles .............................................................................. 4-64
4.11.7 Vehicle-Mounted Crash Attenuators ............................................. 4-64
4.11.8 Temporary Crash Attenuators on Barriers .................................... 4-65
4.11.9 Pilot Cars for Work Zones ............................................................. 4-66
1. Communication with Stakeholders ....................................... 4-66
2. Planning and Operations ...................................................... 4-67
3. Pilot Car Warning Lights ....................................................... 4-67
4. Pilot Car Signs ...................................................................... 4-68
5. Pilot Car Radio Communications .......................................... 4-69
6. Pilot Car Traffic Control ........................................................ 4-69

Section 5: TRAFFIC CONTROL PERSONS (TCPs)

Contents .......................................................................................................... 5-i

5.1 Roles and Responsibilities ....................................................................... 5-1

5.1.1 Traffic Control Supervisor ............................................................... 5-1
5.1.2 Traffic Control Persons (TCPs) ....................................................... 5-2

5.2 Use of TCPs in Work Zones ...................................................................... 5-3

5.3 Minimum Requirements for TCPs ............................................................ 5-4

5.3.1 Physical and Mental Requirements ................................................ 5-4
5.3.2 Training and Certification ................................................................ 5-4

5.4 Work Zone Apparel and Equipment ......................................................... 5-5

5.4.1 TCP Apparel and Equipment .......................................................... 5-5
1. Basic Requirements ................................................................ 5-5
2. Day-Time and Night-Time Apparel ......................................... 5-6
3. Additional Requirements for Night Operations ....................... 5-7
4. Night Lighting .......................................................................... 5-7
5. Optional Equipment ................................................................ 5-7
6. Lettering and ID Patches ........................................................ 5-7
5.4.2 Apparel Retroreflectivity for TCPs................................................... 5-7
5.4.3 Apparel for Other Onsite Workers................................................... 5-9
5.4.4 Apparel Labelling for All Onsite Workers ...................................... 5-10

5.5 TCP Communications .............................................................................. 5-11

5.5.1 Fundamental Principles ................................................................ 5-11
5.5.2 TCP Radios ................................................................................... 5-13
1. Radio-Based Tasks............................................................... 5-13
2. Rules for Radio Use .............................................................. 5-13
3. Radio Frequencies ................................................................ 5-13

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5.6 TCP Positioning and Signals .................................................................. 5-14

5.6.1 Hazard and Risk Assessment ....................................................... 5-14
5.6.2 Positioning Rules for TCPs ........................................................... 5-14
5.6.3 Positioning Rules for TCPs in Intersections .................................. 5-15
5.6.4 Temporary Stop Bars .................................................................... 5-16
5.6.5 TCP Signals ................................................................................... 5-17
1. Signal for Stopping Traffic ..................................................... 5-17
2. Signal for Slowing Traffic....................................................... 5-17
3. Stopping Sight Distances ...................................................... 5-18

5.7 TCP Safety ................................................................................................. 5-19

5.7.1 Ability to Make Evasive Manoeuvres ............................................. 5-19
5.7.2 Management of Approaching Vehicle Speeds .............................. 5-19
1. Speed Management Delineation ........................................... 5-19
2. Speed Management at Night ................................................ 5-20
5.7.3 Prohibitions for TCPs While Actively Controlling Traffic ................ 5-20

5.8 Emergency Procedures ........................................................................... 5-21

5.8.1 Passage of Emergency Vehicles and Personnel .......................... 5-21
5.8.2 Traffic Control at Emergency Scenes ............................................ 5-22

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PART B – TRAFFIC CONTROL – SECTIONS 6 to 19 3

Section 6: TRAFFIC CONTROL LAYOUTS – GENERAL INSTRUCTIONS

Contents .......................................................................................................... 6-i

Important Notes for Sections 6 to 19 .................................................................... 6-1

6.1 Introduction to Work Zone Components ................................................. 6-2

6.2 Work Zone Components ........................................................................... 6-4

6.2.1 Advance Information Zone .............................................................. 6-4
6.2.2 Advance Warning Area ................................................................... 6-4
6.2.3 Transition Area and Tapers ............................................................ 6-4
1. Merging Taper ......................................................................... 6-5
2. Lane Shift Taper ..................................................................... 6-5
3. Shoulder Taper ....................................................................... 6-5
4. TCP, AFAD, or Signal Taper .................................................. 6-5
5. Downstream Taper ................................................................. 6-5
6.2.4 Buffer Space ................................................................................... 6-6
6.2.5 Work Activity Area ........................................................................... 6-6
6.2.6 Termination Area............................................................................. 6-7

6.3 Overlapping Work Zones .......................................................................... 6-8

6.4 Queue Management ................................................................................. 6-10

6.4.1 Advance Warning and Queue Length ........................................... 6-10
6.4.2 Preventing Premature Queue Shifting .......................................... 6-12

6.5 Treatment of Drop-Offs and Travel Lane Excavations ......................... 6-14

6.5.1 Drop-Offs....................................................................................... 6-14
6.5.2 Travel Lane Excavations ............................................................... 6-16

6.6 Positioning of Temporary Traffic Control Devices ............................... 6-17

Table A – Taper Lengths ........................................................................... 6-18
Table B – Device Spacing Lengths ............................................................ 6-22

6.7 Device Installation and Removal ............................................................ 6-24

6.7.1 General Guidelines ....................................................................... 6-24
6.7.2 Installation Considerations ............................................................ 6-25
6.7.3 Removal Considerations ............................................................... 6-25
6.7.4 Two-Lane, Two-Way Roadways ................................................... 6-26
6.7.5 Multilane Roadways ...................................................................... 6-29

3
Part B is mandatory for Ministry projects and recommended for municipal projects

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6.8 Inspection and Maintenance of Traffic Control ..................................... 6-33

6.8.1 Responsibility for Inspection and Maintenance ............................. 6-33
6.8.2 Elements of Inspection and Maintenance ..................................... 6-33
6.8.3 Field Inspection Frequency ........................................................... 6-34

6.9 Work Duration ........................................................................................... 6-34

6.10 Risk Evaluation for Emergent and Brief-Duration Work ...................... 6-35

6.11 Using Sections 7 to 19 ............................................................................. 6-37

6.11.1 Information in Sections 7 to 19 ...................................................... 6-37
6.11.2 Side-by-Side Formatting ................................................................ 6-37
“SHOULD” Documentation ............................................................ 6-38
6.11.3 General Instructions for Using the Layouts in Sections 7 to 19 .... 6-39

Section 7: TRAFFIC CONTROL LAYOUTS – TWO-LANE, TWO-WAY ROADWAYS

Contents .......................................................................................................... 7-i

Legend, Table A, and Table B ................................................................................ 7-1

7.1 General Information ................................................................................... 7-3

7.2 Typical Construction Speed Zone Signing .............................................. 7-4

– Two-Lane, Two-Way Roadway

7.3 Emergent Work (< 5 Minutes) .................................................................... 7-6

– Two-Lane, Two-Way Roadway

7.4 Brief-Duration Work (<15 Minutes) ........................................................... 7-8

– Two-Lane, Two-Way Roadway

7.5 Work on Shoulder ..................................................................................... 7-10

– Short and Long Duration

7.6 Work in Parking Lane ............................................................................... 7-12

– Urban Area

7.7 Roadside Work – Encroachment into Travel Lane ............................... 7-14

– Short Duration

7.8 Lane Closure with TCPs – Single Lane Alternating .............................. 7-16
– Short and Long Duration

7.8.1 Lane Closure with TCPs – Single Lane Alternating .............................. 7-18
– Speed Reduction (Construction Speed Limit ≤ 50 km/h)

7.8.2 Lane Closure with TCPs – Single Lane Alternating .............................. 7-20
– Speed Reduction (Construction Speed Limit ≥ 60 km/h)

7.9 Lane Closure with AFADs........................................................................ 7-22

– Short and Long Duration

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7.10 Lane Closure with Temporary Signals................................................... 7-24

– Single Lane Alternating – Short and Long Duration

7.11 Work on Low-Volume Roadway – No Centreline .................................. 7-26

– Short Duration

7.12 Work on Low-Volume Roadway – No Centreline .................................. 7-28

– Long Duration

7.13 Two-Way Left-Turn Lane Closed ............................................................ 7-30

– Short and Long Duration

7.14 Roadside Diversion.................................................................................. 7-32

– Long Duration

7.15 One-Lane Bridge or Roadway ................................................................. 7-34

– Short and Long Duration

7.16 Pilot Cars .................................................................................................. 7-36

7.17 Work near a Rail System Grade Crossing ............................................. 7-38

Section 8: TRAFFIC CONTROL LAYOUTS – MULTILANE UNDIVIDED ROADWAYS

Contents .......................................................................................................... 8-i

Legend, Table A, and Table B ................................................................................ 8-1

8.1 General Information ................................................................................... 8-3

8.2 Typical Construction Speed Zone Signing ............................................. 8-4

8.3 Emergent Work (< 5 Minutes) ................................................................... 8-6

8.4 Brief-Duration Work (<15 Minutes) ........................................................... 8-8

8.5 Work on Shoulder .................................................................................... 8-10

8.6 Right Lane Closed.................................................................................... 8-12

8.7 Left Lane Closed ...................................................................................... 8-14

8.8 Centre Lane Closure (≤ 60 km/h) ............................................................ 8-16

8.9 Centre Lane Closure (≥ 70 km/h) ............................................................ 8-18

8.10 Centreline Crossover ............................................................................... 8-20

8.11 Two-Way Left-Turn Lane Closed ............................................................ 8-22

8.12 Runaway Lane Open ................................................................................ 8-24

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8.13 Runaway Lane Closed ............................................................................. 8-26

8.14 Passing/Climbing Lanes – Lane Shift .................................................... 8-28

Section 9: TRAFFIC CONTROL LAYOUTS – MULTILANE DIVIDED ROADWAYS

Contents .......................................................................................................... 9-i

Legend, Table A, and Table B ................................................................................ 9-1

9.1 General Information ................................................................................... 9-3

9.2 Typical Construction Speed Zone Signing .............................................. 9-4

9.3 Emergent Work (<5 Minutes) ..................................................................... 9-6

9.4 Brief-Duration Work (<15 Minutes) ........................................................... 9-8

9.5 Work on Shoulder ..................................................................................... 9-10

9.6 Right Lane Closed .................................................................................... 9-12

9.7 Left Lane Closed ....................................................................................... 9-14

9.8 Centre Lane Closure (≤ 60 km/h) ............................................................ 9-16

9.9 Centre Lane Closure (≥ 70 km/h) ............................................................ 9-18

9.10.1 Double Right Lane Closure ..................................................................... 9-20

9.10.2 Double Left Lane Closure ........................................................................ 9-22

9.11 Median Crossover .................................................................................... 9-24

9.12 Lane Closure at Open Exit Ramp ............................................................ 9-26

9.13 Lane Closure at Open Entrance Ramp – Yield Condition .................... 9-28

9.14 Lane Closure at Open Entrance Ramp – Merge Condition .................. 9-30

9.15 Temporary Closure of Exit Ramp ........................................................... 9-32

9.16 Runaway Lane Open ................................................................................ 9-34

9.17 Runaway Lane Closed ............................................................................. 9-36

9.18 Lane Closure with Zipper Merge Signing (Queues < 800 m) ............... 9-38

9.19 Lane Closure with Zipper Merge Signing (Queues ≥ 800 m)................ 9-40

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Section 10: TRAFFIC CONTROL LAYOUTS – MOBILE WORK

Contents ........................................................................................................ 10-i

Legend, Table A, and Table B .............................................................................. 10-1

10.1 General Information ................................................................................. 10-2

Table D – Minimum Distances for Mobile Work ......................................... 10-2

10.2 Continuously Slow-Moving Work ........................................................... 10-4

– Two-Lane, Two-Way Roadway

10.3 Intermittently-Moving Work .................................................................... 10-6

– Two-Lane, Two-Way Roadway

10.4 Continuously Slow-Moving Work ........................................................... 10-8

– Multilane Undivided or Divided Roadway

10.5 Intermittently-Moving Work .................................................................. 10-10

– Multilane Undivided or Divided Roadway

10.6 Rolling Slowdown .................................................................................. 10-12

Section 11: TRAFFIC CONTROL LAYOUTS – INTERSECTIONS

Contents ........................................................................................................ 11-i

Legend, Table A, and Table B .............................................................................. 11-1

11.1 General Information ................................................................................. 11-2

11.2 Intersection Lane Closure – Two-Lane, Two-Way Roadway ............... 11-4

with TCPs (Near Side)

11.3 Intersection Lane Closure – Two-Lane, Two-Way Roadway ............... 11-6

with Detour (Near Side)

11.4 Intersection Lane Closure – Two-Lane, Two-Way Roadway ............... 11-8

with TCPs (Far Side)

11.5 Intersection Lane Closure – Two-Lane, Two-Way Roadway ............. 11-10

with Detour (Far Side)

11.6 Right Lane Closure (Near Side) – Multilane Intersection ................... 11-12

11.7 Left Lane Closure (Far Side) – Multilane Intersection ........................ 11-14

11.8 Right Lane Closure (Far Side) – Multilane Intersection ..................... 11-16

11.9 Left/Right Lane Closure within Intersection – Multilane Intersection11-18

11.10 Right Lane Closure with Right-Turn Lane (Near Side) ....................... 11-22
– Channelized Right Turn Open – Multilane Intersection

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11.11 Two Lanes Closed (Near Side) – Multilane Intersection..................... 11-24

11.12 Two-Lane Closure – Multilane Intersection ......................................... 11-26

11.13 Multiple Lane Closure (Far Side) with Dedicated Left-Turn Lane...... 11-28
– Multilane Intersection

11.14 Midblock Sidewalk Detour – Multilane Roadway ................................ 11-30

11.15 Midblock Sidewalk Closure ................................................................... 11-32

11.16 Sidewalk Detour – Multilane Intersection ............................................ 11-34

11.17 Intersection Sidewalk and Crosswalk Closure .................................... 11-38

Section 12: TRAFFIC CONTROL LAYOUTS – ROUNDABOUTS

Contents ........................................................................................................ 12-i

Legend, Table A, and Table B .............................................................................. 12-1

12.1 General Information ................................................................................. 12-2

12.2 Lane Closure in Roundabout – Single Lane .......................................... 12-4

12.3 Work Outside Roundabout ...................................................................... 12-6

12.4 Inner Lane Closure – Multilane Roundabout ......................................... 12-8

12.5 Outer Lane Closure – Multilane Roundabout ...................................... 12-10

Section 13: TRAFFIC CONTROL LAYOUTS – MILLING, PAVING, SEAL COATING

Contents ........................................................................................................ 13-i

Legend, Table A, and Table B .............................................................................. 13-1

13.1 General Information ................................................................................. 13-2

13.2 Benkleman Beam and Falling Weight Deflectometer Testing ............. 13-5

13.3 Advance Warning for Paving Work ........................................................ 13-6

13.4 Paving – Work in Progress ...................................................................... 13-8

13.5 Paving – Work Not in Progress ............................................................. 13-10

13.6 Seal Coating in Progress ....................................................................... 13-12

13.7 Installing and Removing Reflectors ..................................................... 13-14

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Section 14: TRAFFIC CONTROL LAYOUTS – PAVEMENT MARKING

Contents ........................................................................................................ 14-i

Legend, Table A, and Table B .............................................................................. 14-1

14.1 General Information ................................................................................. 14-2

14.2 Quick-Dry Long-Line Marking................................................................. 14-4

Two-Lane, Two-Way Roadway – Short and Long Duration

14.3 Quick-Dry Long-Line Marking – Right Lane .......................................... 14-8

Multilane Roadway – Short and Long Duration

14.4 Quick-Dry Long-Line Marking – Left Lane .......................................... 14-10

Multilane Roadway (Median ≥ 1 m) – Short and Long Duration

14.5 Quick-Dry Long-Line Marking – Left Lane .......................................... 14-12

Multilane Roadway (Median < 1 m, Right Shoulder ≥ 2 m)
– Short and Long Duration

14.6 Quick-Dry Long-Line Marking – Left Lane .......................................... 14-14

Multilane Roadway (Median < 1 m, Right Shoulder < 2 m)
– Short and Long Duration

14.7 Conventional Long-Line Centreline and White Line Marking ........... 14-16
Two-Lane, Two-Way Roadway – Short and Long Duration

14.8 Conventional Long-Line Marking ......................................................... 14-18

Multilane Roadway – Short and Long Duration

14.9 Left-Turn Arrow Marking ....................................................................... 14-20

– Short and Long Duration

14.10 Stop Line and Crosswalk Marking – Left Lanes ................................. 14-22
– Multilane Roadway – Short and Long Duration

14.11 Stop Line and Crosswalk Marking – Right Lanes ............................... 14-24
– Multilane Roadway – Short and Long Duration

Section 15: TRAFFIC CONTROL LAYOUTS – SURVEYING

Contents ........................................................................................................ 15-i

Legend, Table A, and Table B .............................................................................. 15-1

15.1 General Information ................................................................................. 15-3

15.2 Surveying on Shoulder ............................................................................ 15-4

15.3 Surveying on Centreline .......................................................................... 15-6

15.4 Surveying in Intersections ...................................................................... 15-8

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Section 16: TRAFFIC CONTROL LAYOUTS – AVALANCHE CONTROL

Contents ........................................................................................................ 16-i

Legend, Table A, and Table B .............................................................................. 16-1

16.1 General Information ................................................................................. 16-3

16.2 Road Closure for Avalanche Control – Gates without TCPs ............... 16-4

16.3 Road Closure for Avalanche Control – Gates with TCPs ..................... 16-6

16.4 Road Closure for Avalanche Control – Barricades and TCPs ............. 16-8

Section 17: TRAFFIC CONTROL LAYOUTS – UTILITY WORK

Contents ........................................................................................................ 17-i

Legend, Table A, and Table B .............................................................................. 17-1

17.1 General Information ................................................................................. 17-3

17.2 Utility Work on Centreline – Urban Area ................................................ 17-4

– Short and Long Duration

17.3 Traffic Signal Relamping/Cleaning ......................................................... 17-6

– Short Duration

Section 18: TRAFFIC CONTROL LAYOUTS – BICYCLE LANES

Contents ........................................................................................................ 18-i

Legend, Table A, and Table B .............................................................................. 18-1

18.1 General Information on Accommodating Cyclists ................................ 18-2

18.1.1 Roadway Surface Conditions ........................................................ 18-2
18.1.2 Roads with Bike Lanes or Paved Shoulders ................................. 18-3
18.1.3 Roads with Shared Lanes ............................................................. 18-3
18.1.4 Cyclist Detours .............................................................................. 18-4
18.1.5 Signs and Other Provisions for Cyclists ........................................ 18-4

18.2 Bicycle Lane Shift ..................................................................................... 18-6

18.3 Bicycle Lane Closed – Take the Lane (≤ 50 km/h)................................. 18-8

18.4 Bicycle Lane Closed – Share the Road ................................................ 18-10

18.5 Bicycle Lane Closed – Bicycle Detour ................................................. 18-12

18.6 Bicycle Lane Closed – Dismount and Walk ......................................... 18-14

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Section 19: TRAFFIC CONTROL LAYOUTS – OTHER SCENARIOS

Contents ........................................................................................................ 19-i

Legend, Table A, and Table B .............................................................................. 19-1

19.1 Tow Truck Recovery Operations ............................................................ 19-2

19.2 Roadway Closure – No Through Road – Local Road ........................... 19-4

19.3 Roadway Closure – Two-Lane, Two-Way Roadway ............................. 19-8

19.4 Roadway Closure –Multilane Roadway ............................................... 19-12

19.5 Roadway Closure – Intersection (Signalized or Unsignalized) ......... 19-16

19.6 Roadway Closure with Detour (≤ 60 km/h) .......................................... 19-20

19.7 Roadway Closure with Detour (≥ 70 km/h) .......................................... 19-24

19.8 Emergency Response ........................................................................... 19-28

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APPENDICES

A. GLOSSARY

Contents ......................................................................................................... A-i

A.1 Terms ............................................................................................................. A-1

A.2 Acronyms .................................................................................................... A-15

B. STANDARD CONSTRUCTION SIGNS

Contents ......................................................................................................... B-i

B.1 Sign Illustrations at a Glance ...................................................................... B-1

B.1.1 Construction and Maintenance Signs ................................................ B-1
B.1.2 Regulatory Signs ............................................................................. B-14
B.1.3 Other Signs ...................................................................................... B-16

B.2 Sizes and Applications of Individual Signs ............................................. B-17

B.2.1 Construction and Maintenance Signs .............................................. B-19
B.2.2 Regulatory Signs ............................................................................. B-89
B.2.3 Other Signs .................................................................................... B-103

C. TEMPLATES FOR TRAFFIC MANAGEMENT PLANS

Contents ......................................................................................................... C-i

Templates for Traffic Management and Traffic Control Plans ........................... C-1

Template for Category 1 Traffic Management Plan ........................................... C-3

Daily Sign Check Form ..................................................................................... C-7

Template for Category 2 and 3 Traffic Management Plans ............................... C-9

Daily Traffic Control Log ................................................................................. C-27

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D. TRAFFIC MANAGEMENT PLAN AUDIT FORMS

Contents .......................................................................................................... D-i

Traffic Management Plan Audit Forms ................................................................. D-1

Traffic Management Plan Documentation Audit Form .................................... D-3

Traffic Management Plan Field Audit Form..................................................... D-9

E. LANE CLOSURE REQUEST FORM

F. TABLES A TO D

Contents .......................................................................................................... F-i

Tables A to D ........................................................................................................... F-1

Table A: Taper Lengths .................................................................................. F-1

Table B: Device Spacing Lengths .................................................................. F-3
Table C: Risk Evaluation for Emergent and Brief-Duration Work .................. F-5
Table D: Minimum Distances for Mobile Work ............................................... F-6

G. PILOT CAR LOAD MOVEMENT GUIDELINES

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Section 1: Introduction

Section 1: Introduction
Contents

1.1 Traffic Management Manual for Work on Roadways .............................. 1-1

1.1.1 Purpose of the Manual .................................................................... 1-2
1.1.2 Minimum Standards in the Manual .................................................. 1-2
1.1.3 Applying the Principles in the Manual ............................................. 1-3
1.1.4 Organization and Content of the Manual......................................... 1-4
1.1.5 Using the Manual............................................................................. 1-6
1.1.6 Updating the Manual ....................................................................... 1-6

1.2 Road Authority and Prime Contractor Responsibilities ......................... 1-7

1.2.1 Jurisdiction ....................................................................................... 1-7
1.2.2 Work Permits ................................................................................... 1-7
1.2.3 Traffic Control Responsibilities ........................................................ 1-7
1. Road Authority ......................................................................... 1-8
2. Prime Contractor ..................................................................... 1-8
3. Management ........................................................................... 1-8
4. Site Supervisor/Foreman/Superintendent ............................... 1-9
5. Traffic Engineer ....................................................................... 1-9
6. Traffic Control Manager........................................................... 1-9
7. Traffic Control Supervisors and Traffic Control Persons ....... 1-10
1.2.4 Road Work Authorization............................................................... 1-10
1.2.5 Plan Submission and Review Process .......................................... 1-10

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Section 1: Introduction

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Section 1: Introduction

Section 1: Introduction

1.1 Traffic Management Manual for Work on Roadways

Traffic Management The strategies designed to safely mitigate the impact of

construction, rehabilitation, maintenance, incident management
and special events on roadways to maintain mobility and worker
safety. The documentation of strategies is completed using a
Traffic Management Plan.

Traffic Control The effective use of temporary traffic control devices to protect
workers and move road users safely through a work zone.
Traffic Control is implemented using a Traffic Management Plan

The Traffic Management Manual for Work on Roadways (TMM or the Manual)—
including the updates that may be issued from time to time—is required for planning
and implementing traffic control for work zones on Provincial highways.

The Manual updates and combines information from these previous Ministry publications:
• 2015 Interim Traffic Management Manual for Work on Roadways
• Traffic Management Guidelines for Work on Roadways, 2001
• Traffic Control Manual for Work on Roadways, 1999
• Technical Circulars relevant to temporary traffic control (up to publication date)

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Section 1: Introduction

1.1.1 Purpose of the Manual

This Manual outlines fundamental principles and guidelines for traffic management and traffic
control in work zones with the goal of ensuring the protection of workers and the safe and
efficient movement of road users through the work zone.

It also includes standards for designing, applying, positioning, installing, maintaining, and
inspecting various types of temporary traffic control devices through work zones, including
signs, channelizing devices, signals, barricades, markings, lighting, and others.

1.1.2 Minimum Standards in the Manual

The standards in this Manual are mandatory for Provincial roadways.

Minimum standards are prescribed in the Manual for controlling traffic through highway work
zones. Several typical situations are illustrated to show the recommended application of
standard devices for planned, scheduled work on roadways.

All projects involving highway or street construction or maintenance, utility work, and incident
management shall control road users—drivers, pedestrians, cyclists, and those with
disabilities—and provide them with the information and guidance they need to successfully
traverse the work zone.

Complying with minimum standards is mandatory for all works on Provincial roadways,
including but not limited to, work performed by contractors, sub-contractors, and
public utilities.

The standards are designed to minimize impacts on existing traffic, and maintain vehicle,
pedestrian, cyclist, and worker safety during road projects. They apply to all sizes of roadway
projects.

If minimum standards cannot be met—for whatever reason—the contractor shall discuss the
matter with the Road Authority to develop a suitable resolution. It is understood that it may
not be possible to meet these minimum standards in emergency situations.

For Ministry Roadways, Ministry Maintenance Contractors may be exempt from

standards in this Manual, as defined in their Highway Maintenance Agreement.

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Section 1: Introduction

1.1.3 Applying the Principles in the Manual

1. The term “work zone” in the Manual (see also Appendix A: Glossary) refers to the area
which extends from the first traffic control device to the last traffic control device as seen
by the travelling public, installed specific to the work.
2. The Manual provides guiding principles for traffic management and traffic control in work
zones. Only typical situations are illustrated because various situations may be
encountered in practice. Users may benefit from using the principles and examples
provided in the Manual to develop customized Traffic Control Plans.
3. The traffic management and control requirements described and illustrated in the Manual
are generally the minimum required. Additional measures may be necessary in certain
circumstances and under particular conditions.
4. For situations not specifically addressed in this Manual, traffic control procedures should
be established by appropriately modifying the general traffic control principles specified
in the Manual.
5. No single standard sequence of signs or devices can be used as a fixed arrangement for
all conditions and locations. When the Manual indicates that something shall be done,
there may be circumstances where strict compliance with the requirement is not
reasonable, and it will be necessary to deviate from the requirement. In these cases,
written justification for the modification must be recorded and depending on the
complexity of the modification, written permission may need to be granted by the Road
Authority.
6. The principles provided in the Manual are applicable to both urban and rural areas.
7. Traffic conditions on urban streets are characterized by lower speeds, widely ranging
traffic volumes, limited maneuvering space, frequent turns and cross-movements,
significant pedestrian movement, and other obstructions. Customization of traffic control
layouts is often necessary to maintain access and mobility.
8. Traffic conditions on rural highways are characterized by higher speeds and fewer
access points. Advance warning is critical to provide sufficient response time in rural
Traffic Control Plans.
9. The Manual provides some information about Ministry contracts and project cycles.
Other Road Authorities may find it useful to modify these systems and tools for their own
projects.

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Section 1: Introduction

1.1.4 Organization and Content of the Manual

PART A – TRAFFIC MANAGEMENT

Key traffic management principles and requirements, and processes for developing
consistent Traffic Management Plans for the Ministry. Other Road Authorities may use the
information for reference, modifying it to suit their own requirements.

Section 2: Fundamentals of Traffic Management and Control

Key traffic management and traffic control principles and requirements, and practical
processes for the consistent development of Traffic Management Plans for the
Ministry.

Section 3: Traffic Management Plans

Information about Ministry project categories and the planning requirements for each
category, the inspection, maintenance, and documentation of traffic control, and
instructions for developing project-specific Traffic Management Plans, each of which
will have one or more of these components:
• Traffic Control Plan
• Incident Management Plan
• Public Information Plan
• Implementation Plan

PART B – TRAFFIC CONTROL

Basic principles and minimum standards for the design, application, installation, and
maintenance of traffic control through work zones.

Section 4: Temporary Traffic Control Devices

Information about temporary traffic control devices (signs, signals, lighting,
channelizing devices, pavement markings, etc.) and the standards for their use and
placement.

Section 5: Traffic Control Persons

Information about Traffic Control Persons, including their responsibilities, conduct,
apparel, equipment, communications, and safety.

Sections 6 to 19: Traffic Control Layouts

General instructions, descriptions, standards, guidance, options, and diagrams
regarding traffic control layouts for typical roadway projects.

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Section 1: Introduction

APPENDICES
Appendix A: Glossary
Definitions of terms and acronyms used in this manual.

Appendix B: Standard Construction Signs

Illustrations, sizes, and applications of standard construction signs.

Appendix C: Templates for Traffic Management and Traffic Control Plans

Templates for developing Traffic Management Plans and Traffic Control Plans for
Category 1, 2, and 3 projects.

Appendix D: Traffic Management Plan Audit Forms

Ministry forms for auditing a Traffic Management Plan both before the project
commences and when it is under way.

Appendix E: Lane Closure Request Form

Sample of the Ministry’s Work Notification/Lane Closure Request and Approval
Form and link to the online form.

Appendix F: Tables A to D
Tables A to D repeated in one location for quick reference and printing.

Appendix G: Pilot Car Load Movement Guidelines

Guidelines for pilot cars used in the movement of oversize and overweight loads.

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Section 1: Introduction

1.1.5 Using the Manual

The Manual—including any updates—shall be used for planning and implementing traffic
control for work on Provincial highways.
• Part A - Traffic Management (Sections 2 and 3) is used for work on Provincial
roadways and may be used for work on municipal roadways.
• Part B - Traffic Control (Sections 4 to 19) is mandatory for work on Provincial
roadways and may be used for work on municipal roadways.
All users of this manual should have a thorough understanding of its contents, including the
definitions found in Appendix A: Glossary.

All provisions for driver, pedestrian, cyclist, and worker protection established in this Manual
shall be implemented by:
• The Ministry and its contractors
• Public utilities and their contractors
• Others who have authorization to work on, or adjacent to, Provincial roadways

The Manual has several features that may help users to find the information they need:
1. Sections are numbered 1 through 19, and Appendices are labelled A through F.
2. Sections and subsections are numbered using a decimal system whereby a
notation like 2.5.7 refers to Section 2, subsection 5, sub-subsection 7. Each
section and subsection deals with one topic or one aspect of a larger topic.
3. Cross-references to information within the Manual are shown in italics (e.g.,
see Section 5.1.1: Traffic Control Supervisor), whereas other publication titles are
not italicized. Hence, every italicized reference resides within the Manual.
4. Tables A, B, C, and D are shown and referenced in Sections 6 to 19, and collected
together in Appendix F for quick access.
5. To find a topic in a printed Manual, use the Manual Table of Contents at the
beginning of the Manual or the individual Section Contents at the beginning
of each section.
6. To find a topic in the digital Manual, search for key words or phrases, or use
the Manual Table of Contents or individual Section Contents. To navigate to
cited websites, click on the links.

1.1.6 Updating the Manual

1. Insert new and revised pages into printed copies of the Manual as soon as they are
available. Remove and discard obsolete pages.
2. The insertion of new and revised pages should be recorded in the Manual Update
Record on the page following the cover page at the beginning of the Manual.
3. Users are encouraged to contribute to this process by submitting suggestions for
corrections and new content to the Director of Traffic and Safety Engineering, Ministry of
Transportation and Infrastructure at [email protected].

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Section 1: Introduction

1.2 Road Authority and Prime Contractor Responsibilities

1.2.1 Jurisdiction

Provincial legislation and municipal bylaws authorize Road Authorities to control traffic for
work.
• Federal roadways, such as highways through National Parks, fall under the
jurisdiction of the Federal Government.
• The Ministry is the Road Authority for, and has jurisdiction over, all Provincial
highways, as well as roads outside incorporated areas.
• In municipalities, the Road Authority is the municipal government, which has
jurisdiction over the entire incorporated area except for the Provincial highways.

1.2.2 Work Permits

The Road Authority shall authorize the work or provide a work permit before any work zone
or lane closure may be established. Road Authorities may grant “continuing” permits for
frequent activities, such as those undertaken by utility providers.

See Appendix E: Lane Closure Request Form for a sample of the Ministry’s Work
Notification/Lane Closure Request and Approval Form and a link to the online form, which
can be populated online and printed for submission to the Ministry.

1.2.3 Traffic Control Responsibilities

The Road Authority shall clearly assign traffic control responsibility in writing through
a permit, contract, or protocol agreement to ensure that:
• All supervisors and crews are thoroughly familiar with and trained in the applicable
safe work practices.
• Immediate and decisive action is taken when safe and approved work methods
are not followed.
• Each crew member wears the required personal safety equipment and apparel
when working on or crossing the highway.
• Traffic control is provided where necessary by using temporary traffic control
devices and/or traffic control persons, as outlined in this Manual.

The responsibilities identified on the following pages shall be assigned and implemented to
ensure a successful Traffic Management Plan. The assignment of specific individuals to
specific roles will vary with the size and complexity of the work.

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Section 1: Introduction

1. Road Authority
For contracted works, the Road Authority identifies hazards, provides known information
to the Prime Contractor, issues permits or authorization to commence work, periodically
audits traffic control setups on the roadway, and monitors traffic issues.
1. If the Road Authority is supervising and directing work being completed by in-
house staff, the Road Authority is also the Prime Contractor.
2. If the Road Authority is using a Consulting Services contract where traffic control
is to be managed by the Consultant, then a Notice of Assignment should be
completed, designating the Consultant as the Prime Contractor.

2. Prime Contractor
For all works on Provincial highways, the Ministry designates an individual or
organization as the Prime Contractor—through a signed agreement, such as the Notice
of Assignment—and the Prime Contractor is responsible for traffic management and
control.

Many utility companies operate on Ministry right-of-way (electrical, telecommunications,

gas, etc.). Work carried out by utility companies on Ministry right-of-way is tied directly to
the conditions specified in the permit, including the H1080 – Work Notification/Lane
Closure Request and Approval form (see Appendix E). The permit and its associated
conditions that specify requirements for utility operations on Ministry right-of-way are
issued by the Ministry of Transportation and Infrastructure’s local District office where the
utility company operates.

For the purposes of this Manual, the Prime Contractor is the organization directly
constructing or maintaining works on a Provincial highway and is responsible for:
1. Obtaining Ministry authorization to work on the roadway;
2. Developing an acceptable Traffic Management Plan; and
3. Implementing the Traffic Management Plan in accordance with Ministry
requirements.

3. Management
Traffic control activities associated with work should have a management structure for
these activities to ensure that all supervisors and workers are thoroughly familiar with,
and trained in, the applicable safe work practices.

Management and site supervision personnel shall monitor the effectiveness of traffic
control, take immediate and decisive action when safe and approved work methods are
not followed, and document and make necessary changes as issues arise.

Individuals assigned traffic control responsibilities shall have adequate knowledge and
training in all facets of traffic control, including:
• traffic control operations (those conducting traffic control shall be trained
in a manner acceptable to WorkSafeBC)
• Part 18 of WorkSafeBC’s Occupational Health and Safety Regulation
• the content of this Manual, other relevant publications and technical circulars, and
manuals and regulations that govern other jurisdictions (when and where
required by particular projects)

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Section 1: Introduction

4. Site Supervisor/Foreman/Superintendent
The Site Supervisor/Foreman/Superintendent shall ensure that:
• Each crew member is familiar with the Traffic Control Plan.
• Each crew member wears the required safety apparel and uses the required
equipment when working on or crossing the highway.
• The work area is protected by implementing the Traffic Control Plan which uses
various signs, channelizing devices, and other temporary traffic control devices
and measures described in this Manual.

The Site Supervisor/Foreman/Superintendent cannot be a Traffic Control Manager, Traffic

Control Supervisor, or Traffic Control Person for the project unless the dual functions are
authorized by the Road Authority in the contract or permit.

5. Traffic Engineer
The Traffic Engineer is a Professional Engineer who is licensed in British Columbia and
qualified and experienced in traffic management planning and highway safety. They are a
requirement for Category 3 Traffic Management Plans, and may be required, as specified
by the Road Authority, on Category 2 Traffic Management Plans.

Traffic Engineers may also sign-off in cases where minimum standards cannot be met. In
all cases, the matter shall be discussed with the Road Authority and documented.

6. Traffic Control Manager

The Traffic Control Manager is appointed by the Prime Contractor, and is responsible for
preparing, implementing, and managing the Prime Contractor’s Traffic Management Plan
and sub-plans. This includes reviewing, evaluating, and approving the details in the
Traffic Control Plan, including the traffic control layouts.

These are the typical duties and responsibilities of the Traffic Control Manager:
• fully implements the Traffic Control Plan
• monitors traffic operations to determine the effectiveness of the Traffic Control
Plan
• ensures that the Traffic Management Plan remains current
• oversees modifications to the Traffic Management Plan as required by changes
to the construction schedule, accommodation of special events, and changes
to sub-plans
• ensures that daily traffic control logs are maintained
• exercises full line authority over all Traffic Control Persons on the work site
• finalizes traffic control measures with the Prime Contractor’s Traffic Engineer
where these are required by the Road Authority or the standards in this Manual
• sets up and implements a monitoring schedule for both active and inactive work
periods throughout the course of the project
• directs the Prime Contractor’s Incident Management Plan
• directs the Prime Contractor’s Public Information Plan
• directs the Prime Contractor’s Implementation Plan

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Section 1: Introduction

• attends regular meetings with the Road Authority Representative on behalf of the
Prime Contractor to discuss project performance, issues, and plans

The role of Traffic Control Manager should be assigned only to a qualified person who is
knowledgeable about traffic management principles and requirements, and who has
suitable traffic management work experience or training. The Traffic Control Manager
may be an employee of the Prime Contractor or a sub-contractor to the Prime
Contractor, and may be the designated Traffic Control Supervisor or another qualified
person.

7. Traffic Control Supervisors and Traffic Control Persons

For the roles and responsibilities associated with these positions, see Section 5.1.1:
Traffic Control Supervisor and Section 5.1.2: Traffic Control Persons (TCPs).

1.2.4 Road Work Authorization

The Road Authority authorizes the Prime Contractor to work on a Provincial (or municipal)
roadway where the work will impact road users. There is typically conditions (requirements)
associated with the authorization which may be outlined in a:
• Contract: Traffic management requirements may form part of the contract
conditions.
• Permit to Construct Works upon Highways/Roadways: Traffic management
requirements may form part of the permit conditions.
• Lane Closure Request/ Acceptance: The Ministry’s Work Notification/Lane
Closure Request and Approval Form may be useful where traffic is impacted but
no physical works are being constructed that require a permit (see Appendix E:
Lane Closure Request Form).
• Letter of Authorization: May be used when no standard form suits the
circumstances. Care should be taken to ensure that the appropriate requirements
and conditions are communicated to the Prime Contractor in writing when
authorizing work on a highway.

1.2.5 Plan Submission and Review Process

The Prime Contractor shall plan and document the Traffic Management that will be
implemented based on the requirements set by the Road Authority. No work may be
performed on the roadway unless the Prime Contractor’s Traffic Management Plan meets the
requirements and has been reviewed and accepted by the Road Authority.

Section 2.5: Establishing Work on Roadways outlines the submission and review process in
detail used by the Prime Contractor.

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Section 2: Fundamentals of Traffic Management and Traffic Control

PART A – TRAFFIC MANAGEMENT

Section 2: Fundamentals of Traffic Management and Traffic Control

Contents

2.1 Principles of Traffic Management ............................................................. 2-1

2.1.1 Traffic Management Goals and Objectives ..................................... 2-1
2.1.2 Traffic Management Principles ........................................................ 2-2
2.1.3 Traffic Management Process .......................................................... 2-2

2.2 Principles of Traffic Control ...................................................................... 2-6

2.2.1 Hierarchy of Controls ....................................................................... 2-6
2.2.2 Planning and Implementing by Trained Persons ............................ 2-6
2.2.3 Minimum Disruption to Road Users ................................................. 2-7
2.2.4 Clear, Positive Direction for Road Users ......................................... 2-7
2.2.5 Accommodation of Other Road Users ............................................. 2-8
2.2.6 Continuous Maintenance of Traffic Control Devices ....................... 2-9
2.2.7 Continuous Attention to Roadside Safety........................................ 2-9
2.2.8 Traffic Control during Inactive Work .............................................. 2-10
2.2.9 Work near Railways....................................................................... 2-10
2.2.10 Work near Accesses and Driveways ............................................. 2-10

2.3 Driver Information in Work Zones .......................................................... 2-11

2.3.1 Manage Driver Expectation ........................................................... 2-11
2.3.2 Manage Driver Workload ............................................................... 2-11
2.3.3 Manage Driver Sight Distances ..................................................... 2-12

2.4 Management of Speed ............................................................................. 2-13

2.4.1 Basic Guidelines ............................................................................ 2-13
2.4.2 Construction Speed Zones ............................................................ 2-13
2.4.3 Temporary Speed Zones ............................................................... 2-14
2.4.4 Determining the Need for a Speed Reduction .............................. 2-15
2.4.5 Transition Speed Zones ................................................................ 2-16
2.4.6 Assessing Speed Zone Effectiveness ........................................... 2-18
2.4.7 “Slow Down, Move Over” Regulation and Work Zones ................. 2-19
2.4.8 Highway Work Zones – Split Direction of Travel ........................... 2-20

2.5 Establishing Work on Roadways ............................................................ 2-21

2.5.1 Road Authority Requirements for Work......................................... 2-21
2.5.2 Traffic Management Plan Development ........................................ 2-21
2.5.3 Road Authority Acceptance ........................................................... 2-22
2.5.4 Compliance .................................................................................... 2-22
2.5.5 Traffic Management Plan Documentation ..................................... 2-22
2.5.6 Traffic Management Plan Resubmission....................................... 2-23

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.6 Quality Management ................................................................................ 2-24

2.6.1 Quality Control .............................................................................. 2-24
2.6.2 Quality Assurance ......................................................................... 2-24
2.6.3 Traffic Management Audits ........................................................... 2-24

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Section 2: Fundamentals of Traffic Management and Traffic Control

PART A – TRAFFIC MANAGEMENT

Section 2: Fundamentals of Traffic Management and Traffic Control

2.1 Principles of Traffic Management

2.1.1 Traffic Management Goals and Objectives

The goal of effective traffic management is to protect workers and accommodate road
users while work is underway on roadways. Temporary closures or peak-period capacity
reductions are not acceptable on many roadways, and even minor traffic disruptions
may have efficiency and safety implications.

Identifying potential impacts and addressing them in the planning process will assist with the
establishment of project-specific traffic management objectives and appropriate traffic control,
and these in turn will help to ensure successful work.

Figure 2.1: A Work Zone

Effective traffic management ensures that:

• Project and site-specific issues are accommodated.
• Potential traffic impacts are reviewed and mitigated.
• Stakeholders are notified of potential impacts.
• Evaluation and modification occurs as needed.

When planning a project, it is important to use a clear, consistent, and structured process
for developing the Traffic Management Plan so traffic issues are carefully considered and the
Plan is reviewed for suitability. This Manual provides this process for Prime Contractors,
Ministry staff, and other Road Authorities.

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.1.2 Traffic Management Principles

Four primary questions should be addressed when considering traffic management for a
project:
1. What type of work is occurring?
2. What is the likelihood of traffic delays?
3. What special circumstances must be accommodated?
4. What type of traffic control is required for the work?

2.1.3 Traffic Management Process

The process for planning and evaluating traffic management on every project should consider
the following:

1. Identification of the work.

2. Clear definition of roles and responsibilities.
3. Development of clear and consistent Traffic Management Plans appropriate to
the complexity of the work and the site.
4. Regular and effective evaluation of Traffic Management Plans.
5. Management and documentation of ongoing changes.

As illustrated in Figure 2.2: Traffic Management Process Life Cycle, traffic management
issues should be considered during the project design phase to identify the appropriate
project category and develop the contract.

The Ministry’s internal process traffic management plan acceptance for major works projects
is outlined in Figure 2.3: Ministry TMP Acceptance Process for Major Works – Category 1
and 2 and Figure 2.4: Ministry TMP Acceptance Process for Major Works – Category 3.

A Traffic Management Plan is a dynamic document. Once work is underway, performance

should be monitored, and plans modified to reflect changing traffic management issues,
construction schedules, and deadlines.

Once the project is completed, the effectiveness of the Traffic Management Plan should be
assessed, and the lessons learned incorporated into the planning for future projects.

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Section 2: Fundamentals of Traffic Management and Traffic Control

Identify the Work

Develop the Strategy Road Authority

Responsibilities

Write the Contract

Develop/Update Traffic
Management Plan

N
o
TMP Meets
Requirements?
(Se e Figur es 2.3 and 2.4 for
Ministry TMP Acceptance
Pro cess for
Major Works)

Yes

Receive Authorization
to Undertake Works Prime Contractor
Responsibilities

Implement Traffic
Management Plan

Monitor

Not Changed
Effective
Effective Condition

Continue with
Current Plan

Figure 2.2: Traffic Management Process Life Cycle

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Section 2: Fundamentals of Traffic Management and Traffic Control

Ministry Representative
receives TMP from Prime
Contractor

Ministry Representative
submits TMP to District
Ministry Representative
Manager, Transportation
provides comments to
(DMT), or designate
Prime Contractor for TMP
resubmission

DMT (or designate) reviews

TMP – 2 week review
period
(may re quest Traffic Opera tion s
DMT (or designate)
Eng ineerin g r evie w or inpu t)
provides comments to
Ministry Representative

Does DMT
(or designate) No
accept TMP?

Yes

Notify Ministry
Representative

Ministry Representative
provides acceptance to
Prime Contractor and work
may begin

Figure 2.3: Ministry TMP Acceptance Process for Major Works – Category 1 and 2

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Section 2: Fundamentals of Traffic Management and Traffic Control

Ministry Representative
receives TMP from
Prime Contractor
(must be signed and sealed by a
Pro fessional Eng ineer before bein g
submitted to the District)

Ministry Representative Ministry Representative

submits TMP to District provides comments to Prime
Manager, Transportation Contractor for TMP
(DMT), or designate and resubmission
Traffic Operations Engineer

DMT (or designate) and

Traffic Operations Engineer DMT (or designate) and/or
reviews TMP – 2 week Traffic Operations Engineer
review period required provides comments to the
Ministry Representative

Do DMT (or
designate) and Traffic
Operations Engineer No
accept TMP?

Yes

Notify Ministry
Representative

Ministry Representative
provides acceptance to
Prime Contractor and work
may begin

Figure 2.4: Ministry TMP Acceptance Process for Major Works – Category 3

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.2 Principles of Traffic Control

Traffic Control The implementation of the Traffic Management Plan through the
effective use of temporary traffic control devices to protect
workers and move road users safely through the work zone.

2.2.1 Hierarchy of Controls

Use the hierarchy of controls below to manage interaction between road users and the work
zone. Most work zones will require a combination of these controls.

1. Elimination Controls
Completely eliminate public traffic from the work area and construction traffic through
constructed detours, alternate routes, or otherwise isolating the work zone.

2. Engineering Controls
Use prescribed temporary traffic control devices and layouts to effectively control traffic
through a work zone, permitting public traffic and construction to interact without the use
of Traffic Control Persons.

3. Administrative Controls
Schedule the work at times when traffic volume are low, reducing the exposure of public
traffic to construction.

4. Traffic Control Persons

Use Traffic Control Persons where the strategies described above have been considered
and deemed unsuitable to effectively manage traffic.

2.2.2 Planning and Implementation by Trained Persons

Traffic control is planned, designed, approved, selected, installed, operated and maintained by
trained persons. Complex field layouts require comprehensive plans and the services of an
experienced traffic specialist.

Training is usually obtained through course work, programs, and experience in the field of
Traffic Control or Traffic Engineering. Traffic Control Persons shall retain evidence of traffic
control training that is, at minimum, acceptable to WorkSafeBC.

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.2.3 Minimum Disruption to Road Users

Work on roadways can cause inconvenience and significant disruption for road users. Road
user movement and time through a work zone should be inhibited as little as reasonably
possible, while addressing all known hazards.

1. Driving conditions through work zones should be as similar as possible to normal

driving conditions.
2. Scheduling of work should consider congestion and delay.
3. Keep reduced construction speed limits reasonable to the given hazards and road
conditions.
4. Provide notification to all stakeholders of the work.
• Various media, including newspaper, radio, internet.
• Businesses and residences for which access will be affected are provided
with sufficient advance notice to plan alternative actions or routes.
• Emergency services are considered and accommodated.
• Railroad, transit, and commercial vehicle use is accommodated or
alternative routing is planned.

2.2.4 Clear, Positive Direction for Road Users

The measures implemented for traffic control should be designed to provide clear, positive
direction, as if every road user were approaching the area for the first time.
1. Drivers should be provided with positive guidance in advance of and through work
zones by means of temporary traffic control devices that are effective under
varying conditions of light and weather.
2. Channelization of traffic should be accomplished by using pavement markings,
signing, flexible posts or drums, tubular markers, cones, delineators, barricades,
and other light-weight devices.
3. Pavement markings should be modified as needed for long-duration work.
4. When the use of temporary traffic control devices is inadequate for clear direction,
Traffic Control Persons should be considered.
5. When traffic control devices are not needed, they shall be removed, covered, or
turned.

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.2.5 Accommodation of Other Road Users

All road users should be accommodated through the work zone. Typical traffic control is
directed towards drivers of passenger and commercial vehicles.

Motorcycles

Road surface conditions can impact motorcycle operation more so than other vehicles. This
is particularly associated with resurfacing projects involving milling and paving.

Transit and School Buses

Discussions with the local Transit Authority or School District should discuss the impacts of
the work and address the location of alternative passenger pick-up and drop-off points, if
required. It can be expected that groups of bus users can congregate within the work zone.
Accommodations may be required for storage and protection of these users.

Emergency Vehicles

Emergency vehicles shall be accommodated through the work zone at any time. This
includes volunteer responders (i.e. fire fighters) who may be in personal vehicles.

Police Enforcement

Where there is a need for enhanced police enforcement in a work zone, consideration should
be given to providing safe areas where vehicles can park and where enforcement officers can
pull vehicles over.

Pedestrians

Provisions should be made to accommodate pedestrians through work zones. Temporary

pedestrian facilities should include accessibility features consistent with those present in the
existing facility.

Mobility-assisted pedestrians, wheelchairs, walkers, or scooters require smooth and solid

transition and running surfaces. Care should be taken to prevent tipping.

Visually-impaired pedestrians may require some additional guidance. Barricades should be

used to block off closed areas and a distinguishable “path” of tubular markers should be
erected for the pedestrians to follow. Assistance may also be provided by a Traffic Control
Persons or designate.

Cyclists

Provisions should be made to accommodate cyclists through work zones. Consideration

should be made to the road surface and work zone or detour length.

Under the provisions of the Motor Vehicle Act, cyclists have the same rights and duties as the
operators of motor vehicles so the signage and traffic control measures used for drivers also
apply to cyclists.

For more information, see Section 18: Traffic Control Layouts – Bicycle Lanes.

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.2.6 Maintenance of Traffic Control Devices

Traffic control devices shall be inspected and maintained during both active and inactive work
to ensure that they are not missing, and that they are clean, properly positioned, and effective
in all weather and light conditions.

The frequency of inspection will be determined by the operational needs of the project. The
operational needs are directly related to factors such as:

• highway functional classification,

• traffic volumes,
• number and choice of traffic control devices deployed, and
• duration of work (active and inactive periods)

The higher the values for these factors, the more frequent the inspections, which should be
documented in a Quality Control Plan.

2.2.7 Roadside Safety

Maintaining roadside safety requires constant attention during the project life cycle due to the
potential for hazard changes. Traffic control for the project should be modified as required to
ensure it is effective in protecting workers and road users. In addition:

• Traffic control devices shall be crash-worthy (American Association of State

Highway and Transportation Officials (AASHTO) Manual for Assessing Safety
Hardware (MASH) tested) and not create a greater hazard than the hazard against
which they are intended to protect road users.
• A travelled roadway should always be maintained by keeping it clear of
construction equipment, materials, and devices as practical. The travelled roadway
and any equipment should be clearly marked and delineated as required.
• The shoulder area adjacent to the travelled lanes should be maintained as
unencumbered as practical. Due to highway right-of-way constraints, the shoulder
area may have to be used for the storage of construction equipment and materials.
• Clear zone requirements are not applicable in work zones.
• The storage of construction equipment and materials should be as far from the
travelled lanes as possible unless site constraints require them to be placed on the
shoulder. In these cases, they shall be clearly marked and delineated.
• Drop-offs and excavations require special considerations (see Section 6.5:
Treatment of Drop-Offs and Travel Lane Excavations).

Elements of roadside safety are discussed throughout this manual.

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.2.8 Traffic Control during Inactive Work

Traffic control shall be maintained during periods of inactive work, including during seasonal
shut downs. When a work zone is left inactive, these steps should be taken:
1. Traffic control should anticipate the most adverse conditions that could reasonably
be expected to occur.
2. Store construction equipment and materials clear of the travelled roadway or mark
and delineate the area around them.
3. Ensure that all temporary traffic control devices are secured against weather and
vandalism.
4. Remove, cover, or turn off any temporary signs or devices that are not applicable.
Reinstate any permanent devices which are now applicable.
5. Establish a schedule to monitor and maintain the site during inactive work.
6. Make available to the Road Authority the name and phone number of individuals
who can be reached 24/7 to respond promptly to concerns.

2.2.9 Work near Railways

Railways are under the jurisdiction of the railway owner. Any work that may impact railway
track or right-of-way requires authorization from the railway owner.

Issues for consideration include:

• the potential queuing of traffic onto railway tracks
• works affecting track operations (e.g., blasting rocks onto tracks)
• disruption of traffic signals with pre-emption operations
• Transport Canada requirements for working around railways

See Section 7.17: Work Near a Rail System Grade Crossing for additional guidance.

2.2.10 Work near Accesses and Driveways

It is necessary to consider access and egress from private, commercial, and public locations.

Prior to the commencement of work, discussion with business and property owners is highly
recommended to facilitate a coordinated and systematic approach to managing traffic flow
into and out of the businesses/residential properties. This may include:
• controlling access and egress to the properties
• providing alternative access with supplemental signage
• placing signage within the properties to assist vehicular movement
• assessing sight distance
• establishing “closure” times or planning work in the affected area to minimize
disruption to customers/residents
• limiting access

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.3 Driver Information in Work Zones

Processing roadway information in a timely manner is essential to driving safely through a

work zone. Inappropriate or unclear messages and/or the incorrect placement of signs,
markings, and other devices may mislead and confuse drivers.

There are usually three types of traffic control messages in work zones:
1. Warnings about potential hazards
2. Postings of maximum speeds and applicable regulations
3. Delineation of the traveled roadway

Positive guidance for drivers is the process of giving clear, correct, accurate, relevant, and
timely information, and visual cues through the work zone by means of temporary traffic
control devices.

2.3.1 Manage Driver Expectations

There are three types of driver expectations:

1. Continuity Expectation. Drivers expect that traffic control devices used in one
situation will be used in all situations. For example, a Traffic Control Person Ahead
sign is always used in advance of a Traffic Control Person.
2. Event Expectation. Drivers expect that if something has not happened, it will not
happen. Over time, drivers develop an expectation of various unique events that
occur on roadways.
3. Timing Expectation. For events that recur in cycles, drivers expect that the
longer a state occurs, the more likely it is to change. For example, a stale green
signal display can be expected to turn yellow and then red.

Providing consistent driver information will evoke consistent driver behaviour. Displaying the
same accurate message repeatedly motivates drivers to take the same action each time they
see the sign or device.

2.3.2 Manage Driver Workload

Driver work load relates to the ability for drivers to process information. Driver workload
increases through work zones. Providing too much information can result in one of three
driver responses:

1. Doing the wrong thing. A driver turns in the wrong direction because the more
important directional sign is lost among various other signs.
2. Slowing or stopping. A driver is distracted by the work activity or overwhelmed
with too many signs and slows or stops to try and process the information.
3. Taking a chance. A driver is confused but continues and may or may not make
the correct decision.

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.3.3 Manage Driver Sight Distances

Driver sight distance is the distance that a driver can see unobstructed along the highway.
Driver sight distances are required for the driver to see and respond to conditions through the
work zone. The required sight distance increases as the speed of the vehicle increases.

Positioning of devices should always consider the available sightlines of an approaching

vehicle so road users can adequately respond.

Figure 2.5: Driver Sight Lines

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.4 Management of Speed

Not all road work requires a reduction in the posted speed. Temporary traffic control devices
are generally more effective than construction speed limits in drawing attention to the need
for caution through work zones. A decision to reduce the existing posted speed limit should
be clearly justified.

2.4.1 Basic Guidelines

Speed zones are effective when they appear reasonable to drivers. To make reduced speed
zones credible and acceptable:
• Maintain consistency by complying with the standards in this Manual.
• Speed zones remain short and relevant to the nature of the work.
• Ensure that all speed zone signs are covered or removed when not required.

Reduced speed zones should be used:

• In conjunction with other signs or devices required for site-specific conditions
• To complement more effective traffic control
• When temporary road conditions are unsafe at the existing posted speed

To maintain driver cooperation, avoid unnecessarily restrictive requirements such as

excessive length, excessive hours for which the zone is in effect, and specified speeds which
are too low. The length of the speed zone is typically less than the length of the work zone.

When a further speed reduction is required within a reduced speed zone, signs and devices
should be installed based on the higher speed. See Section 6.6: Positioning of Temporary
Traffic Control Devices for details.

2.4.2 Construction Speed Zones

A Construction Speed Zone is established through a Traffic Management Plan to reflect

hazards due to the nature and the type of work taking place.

A Construction Speed Zone requires the authorization of the Road Authority and is
established by regulatory signs. It may be in place 24 hours a day, so it is important to
ensure that it is appropriate and effective during inactive work. The Construction Speed Zone
shall be modified or removed as needed.

R-003 R-004
C-080-T C-080-T C-082 C-088 C-086-1 OR C-086-2

Figure 2.6: Typical Construction Speed Zone Start and End Signage

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Section 2: Fundamentals of Traffic Management and Traffic Control

1. Construction Speed Zones are identified with Maximum Speed R-004 signs and
Construction Speed Zone C-080-T.
2. The Min $196 Fine – Speeding in Work Zones C-082 sign is a speed management tool
for use when drivers fail to adhere to the speed limit.
3. The Work Zone Ends C-088 sign marks the end of the work zone.
4. The Thank You Resume Speed C-086-1 or C-086-2 sign may follow C-088 sign to
advise drivers that they may resume the regulated posted speed. A Maximum Speed
Limit R-004 sign showing the regular posted speed may be installed.

2.4.3 Temporary Speed Zones

A Temporary Speed Zone is a short duration speed reduction typically used for maintenance,
surveying, and other work which does not have a significant impact to the roadway yet
workers are present on, or adjacent to, the road surface.

Temporary Speed Zones require the approval of an onsite Supervisor, and are signed by a
Survey Crew Working C-002-1 or a Crew Working C-002-2 sign, and show the appropriate
speed for the work.

The C-002-2 may be used as a supplement to an R-004 Construction Speed Limit to remind
drivers of the reduced speed as they approach the work area.

The end of a Temporary Speed Zone is marked with either a Thank You Resume Speed C-
086-1 sign or a Maximum Speed R-004 sign. The temporary speed zone shall be removed
when no longer required.

C-002-1 C-002-2 C-086-1

Figure 2.7: Typical Temporary Speed Zone Start and End Signage

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.4.4 Determining the Need for a Speed Reduction

Effective work zone speeds depend on the type of work, the change in road characteristics,
and the proximity of workers to adjacent traffic. The construction speed limit shall not exceed
the regular posted speed limit.

Obtain a clear understanding of these factors to determine appropriate speed zones:

• type of work and traffic control (traffic control persons or signals)
• roadway classification and surface
• type of traffic and volumes
• accesses and land use
• sight distances (fog, smoke, or dust)
• detours

On roadways with a regular posted speed limit of 80 to 120 km/h, consider reducing the
speed limit when:
• Workers on foot are less than 6 metres from traffic with no intervening physical
barrier, and average daily traffic volumes exceed 12,000 vehicles per day.
• There are changed traffic conditions on the site, such as detours, a reduced
number of lanes, and varying surfaces.
• There are work vehicles entering or leaving the roadway.
• TCPs are directing traffic for planned work, the construction speed limit shall be
≤ 70 km/h.

On roadways with a regular posted speed limit of 50 to 70 km/h, consider reducing the
speed limit when:
• Workers on foot are less than 3 metres from traffic with no physical barriers.
• There is significant interaction between work vehicles and through traffic.
• There is a reduced standard of alignment due to the road works.
• There is a loose surface such as gravel or a newly sprayed bitumen seal.
• Traffic is adjacent to an excavation.

On roadways with a regular posted speed limit below 50 km/h, consider reducing the
speed limit when:
• There is a severe change in alignment.
• The work area is in a high-volume urban area where a variety of activities are
competing for drivers’ attention.

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.4.5 Transition Speed Zones

There are two options for signing transition speed zones:

Option 1 – Stepped Speed Zone Drop

Transition speed zones, approximately 500 m long are used when the reduction to the speed
limit is greater than 30 km/h. For example:
• For a drop of 40 km/h, the transition speed should be 20 km/h above the
Construction Speed Zone limit.
• For a drop of 60 km/h, the transition speed should be 30 km/h above the
Construction Speed Zone limit.

Option 2 – Singular Speed Zone Drop using Additional Warning

An alternative approach to signing construction speed limits with a

speed reduction > 30 km/h and ≤ 50 km/h is to provide additional
advance warning through the installation of a Construction Speed
Limit Ahead C-128 sign and a Distance C-130 T tab.

These signs are installed in advance of the Speed Limit Ahead R-

003 (or additional C-128 sign) and Speed Limit R-004 signs
establishing the construction speed limit. Figure 2.8: Singular Speed
Zone Drop Using Additional Warning shows an example of how
these signs should be used.

This process provides consistent messaging of the construction

speed limit and replaces the transition speed zone. It suits work zones
C-128
which have a distinct change in the roadway environment wherein a
C-130-T
transition speed zone may not appear reasonable to a driver. See
Technical Circular T-09/14 Speed Zone Transition Signs for more
information.

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Section 2: Fundamentals of Traffic Management and Traffic Control

Figure 2.8: Singular Speed Zone Drop Using Additional Warning

(optional)

(optional)

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.4.6 Assessing Speed Zone Effectiveness

If drivers are disregarding the construction speed zone, consider re-evaluating the following
items.
• Site characteristics: Speed zone signs are clearly visible amongst other
temporary traffic control devices. The grade of the roadway may necessitate
additional advance warning.
• Placement of speed zone signs: The construction speed limit signs should be
positioned approximately 10 seconds of travel time in advance of the work activity
area.

Table 2.1: Distance Travelled Based on Speed and Time

Construction 10 Seconds
Speed (km/h) of Travel Time
50 140 metres
60 170 metres
70 200 metres
80 220 metres
90 250 metres
100 280 metres
110 310 metres
120 330 metres

• Unnecessarily long speed zones: The construction speed zone should only
encompass the area where the hazards exist from the work. Speed zones should be
kept as short as practicably possible.
• Speed zone speed limit too fast: Drivers approaching the work zone too quickly and
react unsafely. This could be a sign of inadequate perception time, stopping distance,
and interpretation of the traffic control.
• Speed zone speed limit too slow: Driver disrespect of the construction speed limit
leads to heavy queuing, improper passing or tailgating. The construction speed limit
should always reflect the actions of a reasonable driver. A reasonable speed limit builds
respect for all traffic control, improving overall safety through the work zone.
• Conspicuousness of speed zone signs: Keep traffic control simple, positive, and
directive, with little need for drivers to make choices, minimizing driver workload. Speed
zones signs are regulatory and therefore of high importance when placing traffic control
devices.
• Relevance of speed zone: Reduced speed zone signs must be removed, turned, or
covered when they are not needed.

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.4.7 “Slow Down, Move Over” Regulation and Work Zones

The “Slow Down, Move Over” Regulation in the Motor Vehicle Act requires that drivers
reduce their speed when approaching or passing an official vehicle. In addition, the driver
must move their vehicle into another lane if safe to do so.

An official vehicle is one which displays a flashing red, blue, white, or amber light.

The Motor Vehicle Act also requires that when work is occurring on a roadway, traffic control
devices shall be installed to indicate that persons or equipment are on the roadway.
Therefore, for planned and scheduled construction/maintenance activities, the Slow Down,
Move Over Regulation does not replace the necessity to establish temporary traffic control,
including a construction speed limit, if warranted.

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.4.8 Highway Work Zones – Split Direction of Travel

On divided highways or multilane roadways where the work zone is impacting one direction
of travel, the Road Authority may establish a split speed zone where the speed limit differs for
each direction of travel.

Split Speed Zone Typical Speed Zone

ASSUME EXISTING SPEED LIMIT IS 90 KM/H ASSUME EXISTING SPEED LIMIT IS 90 KM/H

R-003(70) R-003(70)
C-080-T C-080-T

90 km/h 90 km/h
R-004(70) R-004(70)
C-080-T C-080-T
C-086
Thank you
Resume
Speed
R-003(50) 70 90 R-003(50)
70 km/h
C-080-T km/h km/h C-080-T

R-004(50) R-004(50)
C-080-T C-080-T

50 km/h C-086 50 km/h R-004(70)

Thank you C-080-T
WORK Resume WORK
Speed
ACTIVITY ACTIVITY
AREA AREA
R-004(70)
C-086 50 km/h C-080-T
50 km/h
R-004(50) R-004(50)
C-080-T C-080-T

90 70 R-003(50) R-003(50)
km/h km/h C-080-T 70 km/h C-080-T

C-086

R-004(70) R-004(70)
C-080-T C-080-T
90 km/h 90 km/h

R-003(70) R-003(70)
C-080-T C-080-T

direction of travel direction of travel

Figure 2.9: Split Speed Zone and Typical Speed Zone

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.5 Establishing Work on Roadways

This section outlines the requirements and processes used by the Road Authority and Prime
Contractor in establishing and approving works on roadways.

2.5.1 Road Authority Requirements for Work

The Road Authority sets out the requirements of the Prime Contractor to be accommodated
in the Traffic Management Plan.

Each Road Authority has its own policies, specifications, requirements, and systems for
Traffic Management Plans. These may include:
• hours of work, acceptable delay, and lane closures
• acceptable temporary traffic control devices
• notification requirements
• municipal approval
• review requirements
• requirements for plan review, updates and modifications
• minimum requirements for Traffic Management Plan documentation

For Ministry projects, these requirements are developed by District Staff (Area Manager,
Operations Manager, etc.) and, in more complex situations, in consultation with Traffic
Engineering. The District Manager of Transportation, or designate, shall approve the closure
of travel lanes for any road works on Provincial Highways.

For non-Ministry initiated projects, it is the responsibility of the agency, group, or other Road
Authority engaging the work to define the Strategy and provide it to the Ministry for
authorization to close the road and/or commence the work (see Appendix E: Lane Closure
Request Form).

2.5.2 Traffic Management Plan Development

The Prime Contractor shall develop the Traffic Management Plan in accordance with Section
3: Traffic Management Plans, which provides detailed requirements for Category 1, 2, and 3
Traffic Management Plans.

The Traffic Management Plan shall include all requirements set out by the Road Authority.

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2.5.3 Road Authority Acceptance

No work may be performed on the roadway unless the Prime Contractor’s Traffic
Management Plan meets the Road Authority’s requirements and has been reviewed and
accepted by the Road Authority.

The process of documenting and accepting the Traffic Management Plan generally follows:
• The Prime Contractor designates a qualified Traffic Control Manager or Engineer
for the project and that person designs and approves the Traffic Management Plan
for the Prime Contractor.
• The Road Authority reviews the Prime Contractor’s Traffic Management Plan. If it
is acceptable, authorization is granted to proceed with the work. Authorization
does not constitute formal approval of the details in the Traffic Management Plan.
The Traffic Management Plan is reviewed for completeness but the Prime
Contractor is responsible for the content.
• If the Road Authority has concerns about the Traffic Management Plan, it may be
returned to the Prime Contractor for amendment and re-submission.

For Ministry projects, all plans requiring Ministry acceptance shall be submitted to the Ministry
Representative, who provides them to the District Manager, Transportation or designate.
Before submitting a Traffic Management Plan to the Ministry, the Prime Contractor shall
receive stakeholder approval, including municipalities and/or regional districts, for the impact
of the work.

For non-Ministry projects that require access to a Ministry right-of-way, notification shall be
provided directly to the District Manager, Transportation or designate.

2.5.4 Compliance

The Prime Contractor shall perform all works in compliance with the Ministry-accepted Traffic
Management Plan for the project.

The Traffic Control Plan component of the Traffic Management Plan shall comply with the
requirements of Part 18 of WorkSafeBC’s Occupational Health and Safety Regulation.

2.5.5 Traffic Management Plan Documentation

Traffic management documentation is the responsibility of the Prime Contractor. The

documentation process includes, but is not limited to:
• amending the Traffic Management Plan as the site requires
• keeping a record of all temporary traffic control devices used on the project
• recording the daily status of temporary traffic control devices and times of device
changes
• recording the status of temporary traffic control devices as soon as practicable
after any incident (including motor vehicle), taking appropriate measurements and
photographs, and marking them with the date and time

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2.5.6 Traffic Management Plan Resubmission

The Prime Contractor shall amend and re-submit the Traffic Management Plan to the Ministry
for review and acceptance whenever:
• a change to work activities alters traffic management requirements
• a change to the scheduling of work activities is proposed
• a change to the traffic management plan is proposed

If a Traffic Management Plan is signed and sealed by a Traffic Engineer, any changes that
significantly impact the planned Traffic Operations should be relayed to the Traffic Engineer

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Section 2: Fundamentals of Traffic Management and Traffic Control

2.6 Quality Management

2.6.1 Quality Control

Quality Control (QC) is the responsibility of the Prime Contractor. It is documented in the
Prime Contractor’s Quality Control Plan.

It is an inspection process that examines the quality and effectiveness of the temporary traffic
control.

2.6.2 Quality Assurance

Quality Assurance (QA) is the responsibility of the Road Authority.

QA is a process which ensures the Prime Contractor is following their Quality Control Plan.

It includes reviewing the Prime Contractor’s Traffic Management Plan prior to the
commencement of road works and conducting periodic reviews of traffic control as work
progresses.

The Road Authority’s QA process includes:

• verifying Traffic Management Plans to ensure they meet regulatory, contractual,
and project-specific requirements
• reviewing Traffic Control Plans for overall effectiveness through the work zone.
• recording deficiencies and presenting them to the Prime Contractor for review
and correction

2.6.3 Traffic Management Audits

Traffic Management Plan and Traffic Control Plan audits are typically conducted by the Road
Authority (or those under contract to do so) when reviewing the documentation and field
layout of the Prime Contractor. They may also be used by Road Authorities or Prime
Contractors to assist in developing Traffic Management Plans.

Section 3.7 Auditing Traffic Management Plans details the two audit forms found in Appendix
D:
• Traffic Management Plan Documentation Audit Form
• Traffic Management Plan Field Audit Form

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PART A – TRAFFIC MANAGEMENT

Section 3: Traffic Management Plans

Contents

3.1 Introduction ................................................................................................. 3-1

3.2 Traffic Management Sub-Plans ................................................................. 3-2

3.2.1 Traffic Control Plan .......................................................................... 3-2
3.2.2 Incident Management Plan .............................................................. 3-2
3.2.3 Public Information Plan.................................................................... 3-3
3.2.4 Implementation Plan ........................................................................ 3-3

3.3 Project Category Determination ............................................................... 3-4

3.3.1 Initial Project Category Assessment ................................................ 3-4
Table 3.1: Initial Project Category Assessment .......................... 3-5
3.3.2 Project Risk Analysis ....................................................................... 3-7
Table 3.2: Project Risk Analysis.................................................. 3-8
3.3.3 Final Project Category Determination ........................................... 3-11
Table 3.3: Final Project Category Determination ...................... 3-11

3.4 Traffic Management Plan Requirements by Category .......................... 3-12

3.4.1 Category 1 Traffic Management Plan Requirements .................... 3-12
3.4.2 Category 2 Traffic Management Plan Requirements .................... 3-15
3.4.3 Category 3 Traffic Management Plan Requirements .................... 3-20

3.5 Traffic Management Plan Process Summary ........................................ 3-25

3.6 Potential for Traffic Incident Litigation .................................................. 3-26

3.6.1 Analysis of Work Zone Incidents and Near Misses ....................... 3-27
3.6.2 Traffic Control Records.................................................................. 3-27

3.7 Auditing Traffic Management Plans ....................................................... 3-28

3.7.1 Traffic Management Plan Documentation Audit ............................ 3-28
3.7.2 Traffic Management Plan Documentation Audit Process.............. 3-29
3.7.3 Traffic Management Plan Field Audit ............................................ 3-30

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Section 3: Traffic Management Plans

PART A – TRAFFIC MANAGEMENT

Section 3: Traffic Management Plans

3.1 Introduction

Traffic Management Plan The Prime Contractor’s project-specific plan that details the
strategies for protecting workers and safely and efficiently
moving road users through the work zone, including any
requirements of the Road Authority.

The Traffic Management Plan is developed by first assigning a Project Category (Category 1,
2, or 3). The Project Category determines the extent of information required in the Traffic
Management Plan and sub-plans. The Traffic Management Plan is then written based on
these requirements.

The Traffic Management Plan includes up to four sub-plans:

• Traffic Control Plan 1
• Incident Management Plan
• Public Information Plan
• Implementation Plan

The Traffic Management Plan combines these sub-plans into a single document that
demonstrates a full understanding of the site-specific issues and project requirements.

It should also contain provisions for updating the Traffic Management Plan and sub-plans
throughout the project to address issues as they arise.
Additional documents may be referred to when developing a Traffic Management Plan:
• Appendix C: Templates for Traffic Management Plans
• Appendix D: Traffic Management Plan Audit Forms

1
A Traffic Control Plan is required for all planned work on Provincial roadways.

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3.2 Traffic Management Sub-Plans

3.2.1 Traffic Control Plan

The Traffic Control plan outlines the temporary traffic control devices used to protect workers
and move road users safely through the work zone. A Traffic Control Plan is required for all
planned work on or near Provincial roadways.

Traffic Control Plans range in scope from being very detailed to simply using typical drawings
contained in this Manual. The degree of detail in the Traffic Control Plan depends entirely on
the complexity of the work and road environment.

For longer-term projects, multiple traffic control plans may be required as the work
progresses. These plans shall be approved by the Prime Contractor and presented for
acceptance by the Road Authority.

A Traffic Control Plan outlines the specific traffic control devices that will be used on the
project, how they will be implemented, and on what schedule. It does this by using a
combination of:
• text descriptions of the location of the work zone, proposed work activities,
proposed traffic control measures, and the specific times and dates when work
will be undertaken.
• customized traffic control layouts are sketches of the traffic control layouts
found in this manual and modified to suit site specific requirements. .
• customized drawings (scale drawings) show all existing roadway geometry and
features as well as all temporary traffic control devices and layouts.

3.2.2 Incident Management Plan

An Incident Management Plan identifies the Prime Contractor’s procedures for responding to
unplanned events or incidents. An incident includes events which affect Traffic Operations for
workers and/or the travelling public, such as a collision which occurs within the construction
zone or unexpected adverse weather conditions.

The Incident Management Plan should define a process of regular review and analysis for
identifying actions that will reduce the frequency and severity of incidents.

It is important to respond appropriately to an individual incident, identify actions for reducing

the occurrence of incidents, and minimize their impact on workers and traffic.

The Incident Management Plan includes procedures for:

• identifying and verifying that an incident has occurred
• quickly responding to an incident to ensure worker and public safety
• contacting appropriate emergency response agencies and Road Authority
personnel
• ensuring that emergency responders are assisted by project staff
• quickly assessing an incident’s impact on traffic operations and identifying
the appropriate response measures

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• routing traffic away from the incident by means such as using a diversion or detour
around the work site
• ensuring that the Road Authority is updated regarding worker and public safety,
traffic conditions, and actions taken to normalize traffic flow
• ensuring that travellers within the traffic queue are made aware of the event(s),
their options, and estimated time of opening
• ensuring that any health or safety issues from workers or travellers in the traffic
queue that may arise can be attended to
• taking action to restore normal traffic operations by modifying work plans
and activities where necessary
• reviewing and analyzing incidents if they occur to identify causes and preventative
actions, if any
• recording incident details and reporting them to the Road Authority

It shall also address the potential requirement for emergency vehicles to pass through the
work zone, and processes for ensuring that:
• Emergency services will be contacted and advised of the planned work, potential
issues regarding passage through the work zone, and viable alternative routes.
• Work operations will be stopped and the work zone cleared to allow emergency
responders to pass queued traffic and move unimpeded through the work zone.
• Emergency responders in personal vehicles will be able to pass through the work
zone safely and expediently.

3.2.3 Public Information Plan

A Prime Contractor’s Public Information Plan identifies actions and procedures for
informing the travelling public, project stakeholders, and the Road Authority of current
traffic operations and planned changes. The significance of the work should dictate the
degree of public communication and advance notice required.

The Public Information Plan should ensure that:

• communication issues are identified
• stakeholders are aware of the project and its impacts
• groups directly impacted by specific projects (local residents, businesses, etc.) are
appropriately informed
• emergency response agencies and the travelling public are informed in a timely
manner regarding work

3.2.4 Implementation Plan

An Implementation Plan identifies responsibilities and procedures for ensuring the other
Traffic Management sub-plans are developed and implemented in a coordinated manner.

It also identifies the qualifications, responsibilities, and duties of the supervisory and
management personnel who will implement the Traffic Management Plan, including the
Traffic Control Manager and the Traffic Control Supervisor.

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3.3 Project Category Determination

A structured process is used to determine the Project Category.

1. Initial Category Assessment Assess the roadway and traffic features.
2. Risk Analysis Identify the project-specific risks.
3. Final Category Determination Combine the initial project assessment with the risk
analysis to determine the final project category.

Project Categories are defined as:

• Category 1 - minimal impact on the travelling public, are typically located on simple
terrain, and involve two-lane highways or roads, often with lower speeds and traffic
volumes.
• Category 2 - may be located on higher-speed or higher-volume corridors and involve
some complexity. Impacts on the travelling public may be moderate because of the
roadway characteristics or the type of work.
• Category 3 - complex and have a significant impact on the travelling public because of
factors such as higher volumes and speeds, project duration, active night work,
mountainous terrain, and/or a requirement for lane closures and/or detours.

3.3.1 Initial Project Category Assessment

The initial project category assessment considers road and traffic characteristics, as well as
specific work activities.

Table 3.1: Initial Project Category Assessment on the following pages is used to determine
the initial project category.

The total point value calculated at the end of Table 3.1 indicates that the project is initially
assessed as a Category 1, 2, or 3.

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Table 3.1: Initial Project Category Assessment

Traffic Consideration Value Point Value Score

Posted or Statutory Speed ≤ 50 km/hr 1 point
Regular posted speed limit of the
60 - 70 km/hr 3 points
roadway
≥ 80 km/hr 4 points

Traffic Volume < 1,000 vehicles/hr 1 point

Traffic volume (both directions)
1,000 to 3,000 vehicles/hr 3 points
in peak hours
> 3,000 vehicles/hr 4 points

Lanes 2 lanes 0 point

Number of lanes in both directions
3 lanes 2 points
(including auxiliary lanes)
4 lanes or more 3 points

Encroachment Off roadway 0 point

Shoulder work/partial lane
Location of work 3 points
closure
Full lane closure, ramp
closure, or intersection 4 points
closure
No detour during
Detours 0 point
construction
Detour traffic on temporary
roadway during
3 points
construction next to work
zone.
Detour route during
construction takes traffic off
regular route away from 4 points
work zone; requires detour
signing
Duration of Work Short-duration work (no
more than one day-time 1 point
shift).
Long-duration work (less
2 points
than 2 weeks)
Long-duration work (2 or
4 points
more weeks)

Allowable Delays < 20 minutes 1 point

Delay time plus time to travel

≥ 20 minutes 3 points
through work zone in minutes

No allowable delay 4 points

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Traffic Consideration Value Point Value Score

Time of Day Day-time only work 1 point
Active day-time work, with
Time of day that work will occur traffic control devices in 3 points
place at night
Active night-time work 4 points

Vertical Alignment Flat terrain 0 point

Rolling terrain 1 point

Mountainous terrain 2 points

Horizontal Alignment Tangent 0 point

Horizontal curves, no curve

1 point
advisory speeds
Horizontal curves, with
2 points
curve advisory speeds
No intersections or stop-
Intersections 0 point
controlled intersection(s)
Signalized intersection(s)
with no left or right turn
2 points
phases, or single lane
roundabout
Signalized intersection(s)
with left or right turn
4 points
phase(s), or multi-lane
roundabout
Interchange(s) 5 points
Runaway Lanes No runaway lanes 0 point
Runaway lanes in or near
the work zone; they will not
1 point
be blocked at any time
during course of work
Runaway lanes in or near
work zone; they may be
4 points
blocked by work or queues
during course of work
Pedestrians and Cyclists No pedestrians or cyclists 0 point

Possible pedestrians and

2 points
cyclists
Designated cycle route,
sidewalk or multi-use 3 points
pathway

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Traffic Consideration Value Point Value Score

HOV or Bus Lane No HOV or bus lane 0 point

HOV or bus lane 4 points

Counter-Flow Lane No counter-flow lane 0 point

Counter-flow lane 4 points

Total Score

Category 1 < 16

Category 2 16 to 25

Category 3 > 25
Initial Project
Category

3.3.2 Project Risk Analysis

A project risk analysis is the process of reviewing site-specific characteristics and considering
the likelihood and consequence of each item listed. It is able to highlight potential hazards
that are not captured in the Initial Project Category Assessment.

Each project has a unique combination of site-specific characteristics, and the risk analysis
considers potential hazards associated with the specific project and/or location.

Table 3.2: Project Risk Analysis on the following pages is used to determine whether each
potential hazard creates a low, medium, or high risk for the project and location.

The total point value calculated at the end of Table 3.2 indicates that the project is assessed
as a low-risk, medium-risk, or high-risk project.

Combining the results of the initial project category assessment and the risk analysis
will determine the final project category (see Section 3.3.3: Final Project Category
Determination).

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Table 3.2: Project Risk Analysis

The Project Risk Analysis is a general guideline, applicable to most projects. If significant
project-specific hazards are not included in the risk analysis below, the Evaluator may
consider increasing the final risk rating. This modification and the justification for it should be
documented.

All high-risk, project-specific hazards should be addressed and mitigated in the Traffic
Management Plan.

Item Risk Definition Point Value Score

Falling object Potential of falling object through
course of work (i.e., overhead
Low 1 point
works, slung loads, or equipment
boom/bucket work)
Working within a known avalanche
Medium or rock fall area; no recent 2 points
evidence of activity
Recent evidence of rock or material
entering work site or overhead
work that may impact travelling
High public or worker safety (i.e., 3 points
overhead structures)
Vehicle queues may back into a
rock fall or avalanche area
Nature of work Work activity is not expected to
Low 1 point
activity create a significant hazard
Work activity will create excessive
dirt, dust, or gravel on the road
Medium 2 points
surface, and will thereby create
a potential hazard
Work activity such as blasting,
scaling, or excavation < 2 metres
High 3 points
from active travelling lanes will
create a potential hazard
Removal of Low No removal of safety devices 1 point
safety devices Removal of safety devices such as
Medium pavement markings, signage, 2 points
traffic signal, or reflectors
Removal of containment devices,
High such as barrier, guard rail, crash 3 points
attenuators, fencing, etc.
Equipment Minimal conflict with traffic
movement Low (e.g., work commencing off 1 point
through work travelled roadway)
zone Conflict with normal traffic flow;
Medium 2 points
no queuing or traffic stoppages
Conflicts with normal traffic; may
create queuing and require traffic
High 3 points
stoppages. Difficult for equipment
to enter and exit site

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Item Risk Definition Point Value Score

Roadway Low Roadway surface is maintained 1 point
surface Roadway surface, such as milling
condition Medium and grinding (consistent surface), 2 points
during creates a hazard for road users
construction Roadway surface is inconsistent,
High with multiple changes or work tasks 3 points
(manholes, culvert installation, etc.)
Storage of Low Stored outside the shoulder 1 point
equipment and Stored on the shoulder but outside
material Medium 2 points
travelled roadway
Stored on shoulder but
High 3 points
encroaching on travelled roadway
Load Low No load restrictions 1 point
restrictions
as a result of Medium Narrow lanes restrict wide loads 2 points
construction
Overweight/overheight vehicles
High restricted (may result in structural 3 points
damage)
Lane widths Low Maintain existing lane widths 1 point

Medium n/a n/a

Lane width not maintained
High throughout work zone, or 3 points
Single-lane alternating traffic
Work zone or Low None 1 point
queues block
access (active Medium Side street or business access 2 points
or inactive site) Major public facility and/or major
High 3 points
secondary roadway
Transit access Low No transit or school bus stops 1 point
Community shuttle or school bus
Medium 2 points
stops
High Express transit or major bus route 3 points
Impacts of Low No known event 1 point
special events
Moderate public event with
Medium 2 points
attendance under 5,000
Major public event with attendance
over 5,000 or moderate public
High 3 points
event (under 5,000) with no
alternative access or route

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Item Risk Definition Point Value Score

Overlapping Low No overlapping work 1 point
work
Another work site within 3 km;
Medium traffic control for the projects could 2 points
impact one another
High Work sites adjacent or overlapping 3 points
Emergency No emergency facility near work
Low 1 point
facility (ie. site
hospital, police, Medium 24-hour manned emergency facility 2 points
ambulance, and
fire stations) Volunteer-staffed emergency
facility; consider responder access
High through work zone to the facility, 3 points
and emergency response from
facility through the work zone

Total Score

Low Risk < 23

Medium Risk 23 to 28

High Risk > 28

Project Risk

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3.3.3 Final Project Category Determination

The matrix in Table 3.3: Final Project Category Determination should be used to make the
final project category determination.

It combines the initial project category assessment with the results of the risk analysis
to identify a final project category based on roadway and traffic characteristics and risks.

It may be appropriate to increase the final category level for high-risk projects to reflect the
complexity or hazards associated with the work.

Table 3.3: Final Project Category Determination

Initial Project Category Assessment

1 2 3
Low Category 1 Category 2 Category 3
Project
Medium Category 1 Category 2 Category 3
Risk
High Category 2 Category 3 Category 3

The final project category determination should be used to identify required and
recommended sub-plans and special conditions addressed in the Traffic Management Plan.

This process is a guide and may not capture all components of the project which should be
considered when determining the Project Category.

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3.4 Traffic Management Plan Requirements by Category

See also Appendix C: Templates for Traffic Management Plans.

3.4.1 Category 1 Traffic Management Plan Requirements

Category 1 Traffic Management Plans are typically appropriate for projects on two-lane
highways or roads that have minimal impact on the travelling public.

The Prime Contractor shall provide all updates of the Traffic Management Plan to the Road
Authority’s project representative for review and acceptance.

Category 1 Traffic Management Plans include:

• Road Authority contact information
• Description of work activity:
- type and hours of work
- location and size of work zone
- lanes affected by the works, and lane configuration in work zone
- maximum proposed delays or closure times
• Description of site factors, hazards, and the impacts of work:
- accesses and/or intersections that will be affected by the work zone
or by traffic control devices
- mitigation measures to be implemented for the identified site factors,
hazards, and impacts of the work

Note: 1. Additional documentation may be required by the Road Authority.

2. If the Traffic Management Plan uses the Template for Category 1 Traffic
Management Plan provided in Appendix C: Templates for Traffic Management
Plans, daily updates will be required using the Daily Sign Check Form that is
also provided in Appendix C.

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Category 1 Traffic Control Plan

A Traffic Control Plan is required for Category 1 projects. It outlines the methods and
procedures for managing traffic, including:
• speed limits
• device placement and maintenance
• traffic control layouts for the work zone (for reference, see layouts in Sections 7 to
19)

Category 1 traffic control layouts shall:

• reference typical layouts (Sections 7 to 19) selected for the site
• include a North Arrow
• be modified for site specific consideration

Category 1 Incident Management Plan

An Incident Management plan is required when:

• the Road Authority identifies hazards within the work zone that may impact
the travelling public
• special work zone accommodation is required for emergency vehicles

An Incident Management Plan is recommended when:

• hazards or risks may impact the work area and require mitigation or consideration
in the Traffic Management Plan
• work zones are more than 100 metres long and the travel lanes are
restricted in width
• the project requires a total road closure for any duration

Category 1 Incident Management Plans includes:

• a contact list for emergency response agencies and key stakeholders
• procedures for emergency vehicles to pass through the work site
• any additional information required by the Road Authority

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Category 1 Public Information Plan

A Public Information Plan is recommended when:

• the highway will be closed for more than 10 minutes
• the project is on a two-lane roadway where traffic volumes in the affected direction
exceed 500 vehicles per hour

The Prime Contractor’s Public Information Plan should include:

• methods for communicating to the travelling public and the Road Authority
• appropriate, site-specific work information signs, as required
• methods for providing work updates to the Road Authority
• dynamic message sign (DMS) messaging (message and phases), if used
• any additional information required by the Road Authority

Category 1 Implementation Plan

An Implementation Plan is required when an Incident Management Plan is used.

Category 1 Implementation Plans should identify:

• names of persons responsible for overseeing implementation of the Traffic
Management Plan:
- Site Supervisor
- Traffic Control Supervisor if known (otherwise name to be recorded on Daily
Traffic Control Log)
- Traffic Control Persons if known (otherwise name to be recorded on Daily
Traffic Control Log)
• any additional information that may be required by the Road Authority

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3.4.2 Category 2 Traffic Management Plan Requirements

Category 2 Traffic Management Plans are typically required for projects that may be located
on higher-speed or higher-volume corridors. Impacts on the travelling public may be higher
because of the roadway characteristics or the type of work to be done.

For all projects on freeways, expressways, or roads where the regular posted speed limit is 70
km/h or above, there may be a requirement to have the Traffic Management Plan prepared
under the direction of a Professional Engineer who is licensed in British Columbia and
qualified and experienced in traffic management planning and highway safety.

The Prime Contractor shall provide all updates of the Traffic Management Plan to the Road
Authority’s project representative for review and acceptance.

Category 2 Traffic Management Plans include:

• Road Authority contact information
• Description of project area:
- classification of roadway, number of lanes (undivided, expressway, etc.)
- regular posted speed limit
- road alignment
• Description of work activity:
- type and hours of work
- location and size of work zone
- lanes affected by the works, and lane configuration in work zone
- maximum proposed delays or closure times
• Description of site factors, hazards and impacts:
- location, nature, and impacts of hazardous areas
- accesses and/or intersections that will be affected by the work zone
or by traffic control devices
- deviations in traffic patterns and/or traffic behaviors
- geometric roadway conditions (horizontal and vertical roadway geometry)
- anticipated weather conditions
- any other relevant risk factors

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Category 2 Traffic Control Plan

A Traffic Control Plan is required for Category 2 projects.

It outlines the methods and procedures for managing traffic, and shall include:
• Customized Traffic Control Layouts
• work zone location using landmarks and Landmark Kilometre Inventory (LKI)
where applicable
• accesses and/or intersections affected by the work zone or by traffic control
devices
• speed limit(s) throughout the work zone
• device placement and maintenance
• mitigation measures for any identified hazards or potential risks
• site-specific, customized traffic control layouts for the work zone (for reference,
see layouts in Sections 7 to 19):
- during active work and as activity changes
- during periods of inactivity
• detour routes, if available, considering:
- all local roads to be used as detour routes, and the design speed and
design vehicle for each road to be used as a detour route
- traffic control changes necessitated by the detour route, such as temporary
signals or signal timing changes
• provisions to maintain continuous, clear and safe passage for all road users and
traffic during all phases of the work

Customized Traffic Control Layouts shall:

• be specific to the site
• include a North Arrow
• show schematically the placement of all traffic control devices in accordance with
the standards in this Manual
• use standard symbol conventions for identifying traffic control devices (see layouts
throughout the Manual and Legend on first pages of Sections 7 to 19)
• provide work zone/roadway dimensions and explanatory notes on the layouts
• label all signs on the layouts with one of the following:
- sign number with description
- sign number with graphical representation
- sign number and legend
• show all sign spacing, taper lengths, offsets, etc.
• place layouts on project drawings if these are available

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Category 2 Incident Management Plan

An Incident Management plan is required when:

• the Road Authority identifies hazards within the work area that may impact
the travelling public
• special work zone accommodation is required for emergency vehicles

An Incident Management Plan is recommended when:

• hazards or risks may impact the work area and require mitigation or consideration
in the Traffic Management Plan
• work zones are more than 100 metres long and the travel lanes are
restricted in width
• the project requires a total road closure for any duration

Category 2 Incident Management Plans shall include:

• contact list for emergency response agencies and key stakeholders
• duties and responsibilities of Traffic Control Supervisor with respect to incident
response operations
• types of incidents that could occur in the work zone
• procedures for responding to incidents that occur within the work zone
• procedures for accommodating emergency volunteers on emergency call-out who
are travelling through the work zone in personal vehicles
• procedures for emergency vehicles to pass through the work zone
• procedures for informing and updating the Road Authority regarding:
- incident occurrence
- response measures taken
- clearance measures required
- estimated clearance time
- resumption of pre-incident operations
• procedures for advising the travelling public of estimated clearance time and any
available alternative routes
• procedures for recording incident details and reporting them to the Road Authority
within 24 hours
• any additional information required by the Road Authority

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Category 2 Public Information Plan

A Public Information Plan is required when:

• the highway will be closed for more than 10 minutes
• the project is on a two-lane roadway where traffic volumes in the affected direction
exceed 500 vehicles per hour

A Public Information Plan is recommended when:

• for lane closures on a three- or four-lane roadway: traffic volumes in the affected
direction will exceed 1,200 vehicles per hour at any time during the closure periods
• for lane closures on a six-lane roadway: traffic volumes in the affected direction
will exceed 2,400 vehicles per hour at any time during the closure periods

The Prime Contractor’s Public Information Plan shall include:

• Road Authority contact information
• contact numbers for stakeholders and major user groups
• methods for providing work updates to the Road Authority
• methods and procedures for communicating to the travelling public [e.g., internet,
radio, print media, flyer, dynamic message signs (DMS), etc.]
• appropriate, site-specific work information signs, as required
• a process for notifying the travelling public of unscheduled traffic delays
• a process for notifying the travelling public of scheduled traffic delays and project
duration at least one week before the work starts or when major changes are
made to existing processes
• a process for ensuring that major user groups, emergency response agencies,
transportation companies, and the travelling public are aware of the schedule of
road closures or alternating lane closures at least two weeks before the work
starts or as major changes occur
• a process for notifying road users of traffic pattern changes or road conditions as
the work progresses and major changes occur
• methods that will be used to communicate with stakeholders and the public,
including a list of DMS messages and phases (if used)
• any additional information required by the Road Authority

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Category 2 Implementation Plan

An Implementation Plan is required for Category 2 projects.

Category 2 Implementation Plans should identify the individuals responsible for overseeing
the implementation of the Traffic Management Plan in accordance with the duties outlined in
Section 1.2.3: Traffic Control Responsibilities and Section 5: Traffic Control Persons:
• Site Supervisor – identify name and duties
• Traffic Control Manager – identify name and duties
• Traffic Control Supervisor – identify duties (name to be recorded on Daily Traffic
Control Log)
• Traffic Control Persons – identify duties (name to be recorded on Daily Traffic
Control Log)
• Traffic Engineer (if required) – identify name and duties
• any additional information required by the Road Authority

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Section 3: Traffic Management Plans

3.4.3 Category 3 Traffic Management Plan Requirements

Category 3 Traffic Management Plans are complex because they manage significant impacts
to the travelling public as a result of higher volumes and speeds, project duration, active night
work, mountainous terrain, and/or a requirement for lane closures and/or detours.

A Category 3 Traffic Management Plan shall be signed and sealed by a Professional Engineer
who is licensed in British Columbia and qualified and experienced in traffic management
planning and highway safety. The Professional Engineer is responsible for approving, and
sealing the Traffic Management Plan and Traffic Control Plans, including all drawings and
layouts.

The Prime Contractor shall provide all updates of the Traffic Management Plan to the Road
Authority’s project representative for review and acceptance.

Category 3 Traffic Management Plans include:

• Road Authority contact information
• Description of project area:
- classification of roadway, number of lanes (undivided, expressway, etc.)
- regular posted speed limit
- road alignment
- road volumes
• Description of work activity:
- type and hours of work
- location and size of work zone
- lanes affected by the works, and lane configuration in work zone
- maximum proposed delays or closure times
• Description of site factors, hazards, and impacts:
- location, nature, and impacts of hazardous areas
- accesses and/or intersections that will be affected by the work zone
or by traffic control devices
- deviations in traffic patterns and/or traffic behaviors
- geometric roadway conditions (horizontal and vertical roadway geometry)
- anticipated weather conditions
- any other relevant risk factors

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Section 3: Traffic Management Plans

Category 3 Traffic Control Plan

A Traffic Control Plan is required for Category 3 projects.

It outlines the methods and procedures for managing traffic, and shall include:
• Customized Drawings
• hours of work
• work zone location and direction, and distance to nearest landmarks
• lanes affected by the works
• lane configuration in work zone
• accesses and/or intersections that will be affected by the work zone or by traffic
control devices
• device placement and maintenance
• mitigation measures for identified hazards or potential risks
• traffic volume capacity during project
• proposed delays or closure times
• proposed traffic control including site-specific, customized traffic control layouts for
the work zone (for reference, see layouts in Sections 7 to 19):
- during active work and as activity changes
- during periods of inactivity
• traffic signal timing changes necessitated by the detour route or project works
• detour routes, if available, considering:
- all local roads to be used as detour routes, and the design speed and
design vehicle for each road to be used as a detour route
- traffic control changes necessitated by the detour route, such as temporary
signals or signal timing changes
• provisions to maintain continuous, clear and safe passage for all road users and
traffic during all phases of the work

Customized Drawings shall show:

• a North Arrow
• work zone location using landmarks and Landmark Kilometre Inventory (LKI)
where applicable
• accesses and/or intersections affected by work zone or traffic control devices
• travel lanes affected
• resultant lane configuration, including widths
• location of restricted-width lanes
• speed limit(s) throughout the work zone
• location of hazardous areas created by road geometry or local location of vehicle
storage areas if delays are anticipated
• any local roads to be used for detour routes, and the design speed and design
vehicle for each road to be used as a detour route

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Section 3: Traffic Management Plans

• traffic signal location changes necessitated by the detour route or project works
• traffic control layouts showing the placement of all traffic control devices
and Traffic Control Persons in accordance with the standards in this Manual
• use standard symbol conventions for identifying traffic control devices (see layouts
throughout the Manual and Legend on first pages of Sections 7 to 19)
• dimensions and explanatory notes on the drawings including sign spacing, taper
lengths, offsets, etc.
• traffic operations at all phases of the project
• signs labelled on the layouts with one of the following:
- sign number with description
- sign number with graphical representation
- sign number and legend

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Section 3: Traffic Management Plans

Category 3 Incident Management Plan

An Incident Management Plan is required for Category 3 projects.

Category 3 Incident Management Plans shall identify:

• contact list for emergency response agencies and key stakeholders
(may be a separate page or document)
• name of Traffic Control Supervisor, and duties and responsibilities with respect
to incident response operations
• name of Traffic Control Manager, and duties and responsibilities with respect to
incident management
• types of incidents that could occur in the work zone
• procedures for detecting and verifying incidents that occur in the work zone
• procedures for responding to incidents that occur within the work zone
• procedures for accommodating emergency volunteers on emergency call-out who
are travelling through the work zone in personal vehicles
• procedures for emergency vehicles to pass through the work zone
• procedures for informing and updating the Road Authority regarding:
- incident occurrence
- response measures taken
- clearance measures required
- estimated clearance time
- resumption of pre-incident operations
• procedures for advising the travelling public of estimated clearance time and any
available alternative routes
• procedures for recording incident details and reporting them to the Road Authority
within 24 hours
• procedures for restoring traffic flow around an incident site as quickly as possible
• procedures for clearing the incident and restoring normal project traffic operations
as soon as possible
• process for reviewing incidents and proposing modifications to the project that will
reduce severity and frequency of incidents
• any additional information required by the Road Authority

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Category 3 Public Information Plan

A Public Information Plan is required for Category 3 projects.

The Prime Contractor’s Public Information Plan should include:

• Road Authority contact information
• contact numbers for stakeholders and major user groups
• methods for providing work updates to the Road Authority
• methods and procedures for communicating to the travelling public [e.g., internet,
radio, print media, flyer, dynamic message signs (DMS), etc.]
• appropriate, site-specific work information signs, as required
• a process for notifying the travelling public of scheduled traffic delays and project
duration at least one week before the work starts or when major changes are
made to existing processes
• a process for ensuring that major user groups, emergency response agencies,
transportation companies, and the travelling public are aware of the schedule of
road closures or alternating lane closures at least two weeks before the work
starts or as major changes occur
• a process for notifying road users of traffic pattern changes or road conditions as
the work progresses and major changes occur
• a process for notifying the travelling public of unanticipated traffic delays
• a list of DMS messages and phases to be used
• any additional information required by the Road Authority

Category 3 Implementation Plan

An Implementation Plan is required for Category 3 projects.

Category 3 Implementation Plans should identify the individuals responsible for overseeing
the implementation of the Traffic Management Plan in accordance with the duties outlined in
Section 1.2.3: Traffic Control Responsibilities and Section 5: Traffic Control Persons:
• Traffic Engineer – identify name and duties
• Site Supervisor – identify name and duties
• Traffic Control Manager – identify name and duties
• Traffic Control Supervisor – identify duties (name to be recorded on Daily Traffic
Control Log)
• Traffic Control Persons – identify duties (name to be recorded on Daily Traffic
Control Log)
• any additional information required by the Road Authority

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Section 3: Traffic Management Plans

3.5 Traffic Management Plan Process Summary

Process for Developing Traffic Management Plans for Ministry Projects

Step 1 Gather project information.

Step 2 Complete Initial Category Assessment using Table 3.1 in Section 3.3.1:
Initial Project Category Assessment.

Step 3 Complete Risk Analysis using Table 3.2 in Section 3.3.2: Project Risk
Analysis.

Step 4 Make Final Category Determination using Table 3.3 in Section 3.3.3: Final
Project Category Determination.
This involves adjusting the initial category on the basis of the risk analysis
outcome to determine the final category for the project.

Step 5 Develop the Traffic Management Plan:

• Include sub-plans required for the project category.
• Ensure that the Plan includes measures for mitigating all risks identified
in the Road Authority’s traffic management requirements and in Step 3
above.
• Consider using the appropriate template in Appendix C: Templates for
Traffic Management Plans and the audit forms in Appendix D: Traffic
Management Plan Audit Forms as guidance in developing the Plan.

Step 6 Submit the proposed Traffic Management Plan for review. See Figure 2.2:
Traffic Management Process Life Cycle for the Ministry’s Traffic Management
Plan acceptance process.

Step 7 Begin work only after the Traffic Management Plan has been accepted and the
Ministry has issued authorization for the work to proceed.

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3.6 Potential for Traffic Incident Litigation

The objective of road authorities, contractors and utilities should be to avoid traffic incidents in
work zones. The following will help to accomplish this objective:
• Know and comply with safe and effective principles of traffic control.
• Ensure that the proper devices are in place in the work zone; including times when
the zone is unattended at night, weekends, holidays, etc.
• Follow all safety regulations.
• Document all actions taken on or related to traffic control placed in the work zone.
• Inspect the work zone with a view for detecting and correcting observed
deficiencies in traffic control.
• Remove all material and equipment not needed at the site as soon as possible,
including traffic control devices no longer required.
• Provide adequate warning, guidance and protection for motorists, pedestrians,
cyclists and workers for and from all foreseeable conflicts and hazards that could
result from the work being done.

In spite of the best efforts outlined above, traffic incidents may still occur and some of these
may result in lawsuits against the Road Authority. Defense against such lawsuits relies to a
considerable degree on records that have been kept of job related activities and of traffic
control maintained in the work zone. Documentation of changes made, as and when seen to
be needed, should be viewed as indication of an effort always to provide adequate traffic
control.
The primary information captured in documentation of changes made include:
• What is the decision?
• When was it made?
• Why was it made?
• Who made it?
• Other information may be included and may vary based on the scope of the
change(s).

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Section 3: Traffic Management Plans

3.6.1 Analysis of Work Zone Incidents and Near Misses

Work zones should be monitored and inspected regularly to identify and analyze evidence of
traffic incidents and conflicts. The process for analyzing work zone incidents and near
misses should be explained in the Incident Management Plan, together with the relevant
responsibilities of onsite personnel.

Incidents and near misses should be investigated and relevant information recorded, together
with details about any subsequent changes made to the traffic control layout (see also
Section 3.6.2: Traffic Control Records). For example, skid marks or devices that have been
moved, knocked over, or damaged may indicate that traffic control changes are required.
The Road Authority should be notified of all traffic control changes.

It is important to establish and evaluate the communication processes for reporting incidents
to the Road Authority, along with response actions taken, and the steps taken to re-establish
normal operations and advise the public of travel delays or traffic pattern changes.

Work zone incident reports should be analyzed and recommendations implemented to assist
with improving work zone operations. Once the changes are implemented, they should be
monitored for effectiveness.

3.6.2 Traffic Control Records

Although record-keeping in the field can be time-consuming, particularly for a moving

operation, it is important to record significant traffic control actions taken by field crews. Good
traffic control records prove to be particularly critical in cases in which a traffic incident results
in litigation.

The traffic control records should include, but not be limited to:
• photo logging
• photographs accompanied by brief descriptions of time, location, direction, and
photographer’s name
• maintaining up-to-date Traffic Control Plans by recording notes on construction
plans or, preferably, updating the Traffic Control Plan
• daily diary entries of times, locations, and names of individuals involved in the
installation, change, and removal of traffic control devices

When the traffic control inspection process reveals a condition that requires changes,
the documentation should include:
• description and location of the change required, when the requirement was noted,
and by whom
• instructions given to make changes
• what changes or replacements were made, and when
• if changes were deferred, why

Additional traffic control documentation may result from the auditing processes outlined in
Section 3.7: Auditing Traffic Management and Appendix D: Traffic Management Plan Audit
Forms.

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Section 3: Traffic Management Plans

3.7 Auditing Traffic Management Plans

Appendix D: Traffic Management Plan Audit Forms contains two forms intended for use by
Ministry personnel who are auditing Traffic Management Plans:
• Traffic Management Plan Documentation Audit Form
• Traffic Management Plan Field Audit Form

These forms may also serve as a guide for traffic management planning by other Road
Authorities, and for Prime Contractors if they wish to use them or are instructed to do so.

3.7.1 Traffic Management Plan Documentation Audit

The procedures for evaluating a proposed Traffic Management Plan should be appropriate to
the complexity of the project:
• Traffic Management Plans for Category 1 projects may require only the
verification of the information against the requirements in Section 3.4.1:
Category 1 Traffic Management Plan Requirements.
• Traffic Management Plans for Category 2 and 3 projects require more
comprehensive evaluations for completeness and suitability.

Each sub-plan should be evaluated for completeness with respect to the requirements (see
Section 3.4.2: Category 2 Traffic Management Plan Requirements and Section 3.4.3:
Category 3 Traffic Management Plan Requirements), and returned to the Prime Contractor
for further attention if it is considered incomplete.

Once all sub-plans are complete, the Traffic Management Plan should be evaluated in its
entirety to ensure that it meets the Road Authority’s stated requirements.

Any items flagged as incomplete should be addressed in writing in the Comments section at
the end of the Traffic Management Plan Documentation Audit Form. The completed form
should be provided to, and discussed with, the Prime Contractor.

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3.7.2 Traffic Management Plan Documentation Audit Process

Ministry personnel should use the Traffic Management Plan Documentation Audit Form in
Appendix D: Traffic Management Plan Audit Forms in conjunction with the evaluation steps
outlined below, using a system of check-marks () and X’s on the form to indicate
compliance and non-compliance, respectively.

Traffic Management Plan Documentation Audit Process

Step 1 Evaluate completeness of Traffic Management Plan. Ensure that the sub-
plans, layouts, and drawings are appropriate for the project category, and that
all required information is provided.

Step 2 Evaluate completeness of Traffic Control Plan. Ensure that the proposed
traffic control measures are appropriate for the project category, and that the
proposed traffic control measures and layouts are suitable for the planned
work activities, traffic volumes, route, and time of day.

Step 3 Evaluate completeness of Incident Management Plan. Ensure that all

required information is provided.

Step 4 Evaluate completeness of Public Information Plan. Ensure that all required
information is provided.

Step 5 Evaluate completeness of Implementation Plan. Ensure that all required

information is provided.

Step 6 Accept or reject Traffic Management Plan. If information is missing or any

sub-plans are incomplete and do not meet the stated requirements, return the
Traffic Management Plan to the Prime Contractor for revision.

Step 7 Document any conditions or limitations before sign-off. Once all of

the above requirements have been met, identify any Ministry conditions
or limitations before accepting the Traffic Management Plan.

Step 8 Authorize the work.

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3.7.3 Traffic Management Plan Field Audit

The field audit is a process of verifying that the work site practices and traffic control layouts
for the project comply with the standards specified in this Manual and the Traffic
Management Plan. This process is usually conducted on larger projects by the Ministry or a
third-party.

Field audits include the following:

• Verify that the traffic control setups are consistent with those identified in the
Traffic Management Plan and Traffic Control Plan.
• Verify that the use, positioning, and condition of signs and other traffic control
devices are consistent with those identified in the Traffic Management Plan and
Traffic Control Plan, and that they are performing effectively for traffic control
purposes. If possible, field audits should be conducted during both daytime and
night as visibility can differ significantly based on lighting conditions.
• Verify that the safety practices and apparel of Traffic Control Persons and other
workers on the work site comply with the standards specified in this Manual for
safety and retroreflectivity.

The Traffic Management Plan Field Audit Form in Appendix D: Traffic Management Plan
Audit Forms should be used when conducting a field audit, using a system of check-marks
() and X’s to indicate compliance and non-compliance, respectively.

Any items flagged as incomplete should be addressed in writing in the Comments section at
the end of the Traffic Management Plan Field Audit Form. The completed form should be
provided to, and discussed with, the Prime Contractor.

A follow-up audit may be required to confirm that the Prime Contractor has made and
documented the appropriate changes.

Once all problems have been corrected, this should also be recorded, and copies of the
completed form should be given to the Prime Contractor and placed on the project file.
.

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PART B – TRAFFIC CONTROL

Section 4: Temporary Traffic Control Devices

Contents

4.1 Introduction ................................................................................................. 4-1

4.1.1 Fundamental Principles ................................................................... 4-1
4.1.2 Safety Standards for Traffic Control Devices .................................. 4-2
4.1.3 General Requirements for Traffic Control Devices ......................... 4-2
4.1.4 New and/or Customization of Temporary Traffic Control Devices .. 4-2

4.2 Traffic Signs ................................................................................................ 4-3

4.2.1 General Guidelines for Traffic Signs ............................................... 4-3
4.2.2 Standard Sign Patterns ................................................................... 4-3
4.2.3 Sign Material .................................................................................... 4-3
4.2.4 Retroreflectivity Standards .............................................................. 4-4
4.2.5 Sign Dimensions and Letter Heights ............................................... 4-5
4.2.6 Sign Supports .................................................................................. 4-6
4.2.7 Sign Selection ................................................................................ 4-10
4.2.8 Sign Placement and Spacing ........................................................ 4-10

4.3 Dynamic Message Signs (DMS) .............................................................. 4-11

4.3.1 Permanently-Mounted DMS .......................................................... 4-11
4.3.2 Portable DMS ................................................................................ 4-11
4.3.3 DMS Fundamentals ....................................................................... 4-12
1. Abbreviated Messages .......................................................... 4-12
2. DMS Placement .................................................................... 4-13
3. Message Guidelines .............................................................. 4-14
4. Operational Guidelines .......................................................... 4-15
5. Message Types and Categories ........................................... 4-16

4.4 Pavement Markings .................................................................................. 4-17

4.4.1 Removal of Pavement Markings ................................................... 4-17
4.4.2 Temporary Pavement Markings .................................................... 4-19
4.4.3 Temporary Overlay Markers (TOMs) ............................................ 4-21

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4.5 Channelizing Devices .............................................................................. 4-22

4.5.1 Cones ............................................................................................ 4-24
4.5.2 Tubular Markers (Tubes) .............................................................. 4-25
4.5.3 Drums/Barrels ............................................................................... 4-26
4.5.4 Surface-Mounted Delineators ....................................................... 4-27
4.5.5 Post-Mounted Delineators ............................................................ 4-27
4.5.6 Vertical Panels .............................................................................. 4-28
4.5.7 Direction Indicator Barricade/Panel .............................................. 4-29
4.5.8 Barricades ..................................................................................... 4-30
4.5.9 Temporary Roadside/Median Barriers .......................................... 4-32
4.5.10 Temporary Lane Separators ......................................................... 4-33
4.5.11 Longitudinal Channelizing Devices ............................................... 4-34
4.5.12 Other Channelizing Devices ......................................................... 4-34

4.6 Flashing Arrow Boards (FABs)............................................................... 4-35

4.6.1 FAB Specifications ........................................................................ 4-35
1. Types .................................................................................... 4-35
2. Minimum Requirements ........................................................ 4-37
3. Visibility and Light Intensity ................................................... 4-37
4. Display Mode ........................................................................ 4-38
4.6.2 FAB Setup ..................................................................................... 4-38
4.6.3 FAB Operation .............................................................................. 4-39
4.6.4 Arrow Sticks .................................................................................. 4-39

4.7 Automated Flagger Assistance Devices (AFADs) ................................ 4-40

4.7.1 Operation Modes........................................................................... 4-40
4.7.2 Deployment Guidelines ................................................................. 4-41
4.7.3 Equipment Requirements ............................................................. 4-41
4.7.4 AFAD Placement and Operating Options ..................................... 4-42

4.8 Temporary and Portable Traffic Signals ................................................ 4-43

4.8.1 Portable Traffic Signals - Deployment Guidelines ........................ 4-43
4.8.2 Portable Traffic Signals - Operational Guidelines ......................... 4-45
4.8.3 Portable Traffic Signal Timing Plan............................................... 4-47
Class 2 Actuated Traffic Signal Timing Plan ............................. 4-48
Example of Actuated Portable Traffic Signal
Timing Calculations ................................................................... 4-49
Advance Warning Sign Distances ............................................. 4-50

4.9 Lighting Devices ...................................................................................... 4-51

4.9.1 Flashing Vehicle Lights ................................................................. 4-51
4.9.2 Yellow Warning Lights .................................................................. 4-51
4.9.3 Roadway Lighting ......................................................................... 4-52
4.9.4 Overhead Lighting ......................................................................... 4-53
4.9.5 Equipment Lighting ....................................................................... 4-53

4.10 Fencing and Screens ............................................................................... 4-54

4.10.1 Work Zone Fencing ....................................................................... 4-54
4.10.2 Work Zone Screens and Barrier Screens ..................................... 4-55

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4.11 Other Traffic Control Devices ................................................................. 4-56

4.11.1 Flags on Traffic Control Devices ................................................... 4-56
4.11.2 Sand Bags/Weights ....................................................................... 4-57
4.11.3 Speed Reader Boards ................................................................... 4-57
1. Deployment Guidelines ......................................................... 4-57
2. Operational Guidelines .......................................................... 4-58
4.11.4 Temporary Rumble Strips.............................................................. 4-61
4.11.5 Shadow Vehicles ........................................................................... 4-63
4.11.6 Buffer Vehicles .............................................................................. 4-64
4.11.7 Vehicle-Mounted Crash Attenuators ............................................. 4-64
4.11.8 Temporary Crash Attenuators on Barriers .................................... 4-65
4.11.9 Pilot Cars for Work Zones ............................................................. 4-66
1. Communication with Stakeholders ........................................ 4-66
2. Planning and Operations ....................................................... 4-67
3. Pilot Car Warning Lights........................................................ 4-67
4. Pilot Car Signs ....................................................................... 4-68
5. Pilot Car Radio Communications .......................................... 4-69
6. Pilot Car Traffic Control ......................................................... 4-69

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Section 4: Temporary Traffic Control Devices

PART B – TRAFFIC CONTROL

Section 4: Temporary Traffic Control Devices

4.1 Introduction

Signs, signals, markings, and other devices used to

Temporary Traffic Control
regulate, warn, and guide road users through or around
Device
roadway construction, maintenance, or utility work.

The design and application of temporary traffic control devices in work zones should address
the needs of all road users—drivers, cyclists, and pedestrians, including those with
disabilities.

The devices should meet the basic principles of signing to be effective with road users:
1. They fulfill a need.
2. They command attention and respect.
3. They convey a clear, simple meaning.
4. They provide adequate time for a proper response.

These Ministry manuals provide additional information on using traffic control devices:
• Electrical and Traffic Engineering Manual, 2019
• Manual of Standard Traffic Signs and Pavement Markings, 2000

4.1.1 Fundamental Principles

1. Regulatory devices are those specified by Provincial statute and/or municipal by-law,
and are used to require certain actions of drivers, cyclists, and pedestrians.
2. Consistent sign design assists in communicating information to drivers and enables
road users to recognize and easily understand what is required. Signs should have the
same shape, colour, dimensions, messaging, and retroreflectivity as signs of the same
type.
3. Uniformity means always treating similar situations in the same way. Placing devices in
a uniform and consistent manner ensures that road users can respond properly based
on their previous exposure to similar traffic control situations.
4. Sign placement should ensure visibility and adequate time for road users to respond to
the messaging.
5. Physical maintenance is required to ensure that devices are visible and legible. Clean
and properly mounted devices, in good condition, command the respect of road users.
6. Functional maintenance means installing, adjusting, and removing traffic control
devices in response to changing roadway conditions. This includes review of the traffic
control plan for effectiveness and modification if necessary.

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4.1.2 Safety Standards for Temporary Traffic Control Devices

Ministry policy requires that all roadside devices such as traffic barriers, barrier terminals,
crash attenuators, bridge railings, sign and light pole supports, and work zone hardware used
on Provincial highways meet the current crash-worthy performance criteria specified by the
American Association of State Highway and Transportation Officials (AASHTO) Manual for
Assessing Safety Hardware (MASH) unless otherwise specified by the Road Authority.

To determine if a product is MASH approved, the Ministry requires the Eligibility Letter by the
Federal Highway Administration (FHWA).

4.1.3 General Requirements for Temporary Traffic Control Devices

• Temporary traffic control devices used for construction, maintenance, utility or incident
management operations on a street, highway, or private road open to public travel shall
comply with the applicable provisions of this Manual.
• Devices shall be maintained and kept clean, visible, and properly positioned at all times.
• Devices that are excessively worn, bent, or damaged shall be replaced.
• Devices that have lost a significant amount of retroreflectivity shall be replaced.
• Cones shall include retroreflective bands if used at night.
• Any contract provisions regarding temporary traffic control devices shall be implemented
as specified.

4.1.4 New and/or Customization of Temporary Traffic Control Devices

The TMM provides an extensive amount of temporary traffic control devices to ensure the
safety of both workers and road users within and through work zones. However, on occasion
unique operational issues arise where modifications to existing devices, or the use of new
devices may be required to address specific issues and/or to provide greater clarity for safe
and efficient highway operations. Use of, modification of, or development of temporary traffic
control devices not discussed or illustrated in the TMM will need the approval of, or be
developed by, the Ministry’s Traffic and Highway Safety Engineering - Policy and Standards
section.

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4.2 Traffic Signs

This section explains the use of standard traffic signs for construction, maintenance, and
utility work. Specific information on the individual signs commonly used in construction and
maintenance applications—including sign illustrations and descriptions—is provided
in Appendix B: Standard Construction Signs.

4.2.1 General Guidelines for Traffic Signs

• Construction signs are fluorescent orange.

• Other traffic signs may be used within work zones including regulatory, warning, and
guide signs. Warning signs within work zones are fluorescent orange.
• Existing signs that do not apply during the work activity shall be covered or removed.
• See Appendix B: Standard Construction Signs for the most commonly used signs
for work zones.

4.2.2 Standard Sign Patterns

The sign illustrations in this Manual are only representations of the true designs, and should
not be used as patterns for sign manufacturing.

The Ministry’s Catalogue of Standard Traffic Signs provides information regarding the signs
used by the Ministry:
https://www2.gov.bc.ca/gov/content/transportation/transportation-
infrastructure/engineering-standards-guidelines/traffic-engineering-safety/traffic-signs-
markings#catalogue

4.2.3 Sign Material

1. Rigid Signs

Rigid signs are sufficiently rigid to display the sign information to road users for the
duration of work under all road and climatic conditions. They are the most common type of
sign on Provincial Highways.

Rigid work zone signs are typically made of aluminum or plywood. They may also be
fabricated using alternative substrate material (fiberglass, plastic, composites, etc.),
provided that sign performance (visibility, sheeting adhesion) matches that of aluminum or
plywood. Traffic control paddles can also use alternative substrates.

2. Roll-Up Signs

Roll-up signs are made from flexible sheeting material that allows them to be rolled-up or
folded. They are usually mounted on lightweight supports. The mounting should be such
that the sign display is similar to that of a rigid sign.

Any roll-up sign that meets the following criteria is suitable for use on Provincial highways
for work not exceeding 48 hours in duration (including overnight).

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4.2.4 Retroreflectivity Standards

1. Signs shall show the same colours and shapes by night as by day.
2. Ministry sign and device retroreflectivity shall conform to the current version of: American
Society for Testing and Materials (ASTM) D 4956 Standard Specification for
Retroreflective Sheeting for Traffic Control.
• All fluorescent orange signs, barricades, vertical panels, and rigid, flat
surfaces shall have retroreflectivity using ASTM Type 9 or better sheeting.
• All rigid, flat surface signs of other colours shall have retroreflectivity in
accordance with the Ministry’s Catalogue of Standard Traffic Signs
(typically, ASTM Type 3/4 sheeting).
• All flexible or curved surfaces, such as the surfaces of roll-up signs, drums, or
tubular markers, shall have retroreflectivity using ASTM Type 6 or better sheeting
material.
3. Signs should be inspected to ensure proper retroreflectivity. This may be done by
driving through the work zone at night using only low-beam headlights and assessing the
legibility of each sign. The retroreflectivity levels of signs may also be checked using
a photometer or reflectometer.
Generally, signs should be replaced when they show a 50% loss of retroreflectivity
based on the manufacturer’s specification.
4. Work zone signs are subject to severe service conditions and generally have a shorter
life expectancy than permanently mounted signs. Signs that are visibly damaged,
cracked, glazed, pitted, or otherwise marred to the extent that they are ineffective should
be replaced immediately.

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4.2.5 Sign Dimensions and Letter Heights

1. The Ministry’s Catalogue of Standard Traffic Signs specifies sign dimensions and letter
heights of construction signs.
2. Sign sizes used in work zones should not be smaller than those normally required on the
roadway.
3. Sign sizes are related to the roadway type—local road, low-speed road, arterial road,
expressway, or freeway. Refer to the Ministry’s Catalogue of Traffic Signs for specific
sizes based on the sign and roadway type. Generally:
• Smaller dimensions apply to urban roadways where the regular posted speed is
≤ 60 km/h.
• Larger dimensions apply to rural roadways with a regular posted speed limit of
≥ 70km/h, provided that there is sufficient room to accommodate the larger signs.
• Multilane divided roadways typically use oversized signs on both the right and the
left side of the roadway. Signs erected on the left side may be erected in a closed
lane, shoulder, or median. If sufficient width is not available on the left shoulder or
median, a smaller sized sign may be used.
4. Custom signs may be required to convey site-specific information. The recommended
letter heights shown below should be used when designing these signs.

Table 4.1: Recommended Letter Heights for Custom Construction Signs

Recommended Letter Heights

for Custom Construction Signs

≤ 50 km/h 150 mm

60 - 90 km/h 200 mm

> 90 km/h 250 mm (minimum)

300 mm (desirable)

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4.2.6 Sign Supports

1. Signs may be attached to posts or portable supports. For long-duration projects, signs
are typically post-mounted.
2. Temporary STOP and YIELD signs should be mounted at approximately the same
height and in approximately the same position as permanent installations.
3. Portable sign supports are more practical for short-duration work and for situations
in which signs are repositioned frequently.
4. Sign supports should be lightweight, yielding, or have the same breakaway features as
permanent installations.
5. To avoid illegibility resulting from the glare and direct reflection of headlights, signs may
be tilted back slightly or rotated a few degrees away from the roadway but the sign
message shall remain clearly displayed to drivers.
6. Post-Mounted Sign Supports: Minimum mounting heights and lateral offsets for post-
mounted signs are shown in Figure 4.1 A: Typical Sign Installation Heights and Offsets.
7. Signs up to 90 cm x 90 cm may be mounted on one post. Larger signs normally require
two posts.
8. Barrier-Mounted Sign Supports (Saddle Brackets): Signs may be mounted on barrier
posts and barrier stands, also known as saddles, which shall be securely bolted to
concrete roadside or concrete median barriers, as shown in Figure 4.1 B: Barrier
Mounted Sign Supports – Saddle Brackets.
9. Portable Sign Supports: For regular posted speed limits ≥ 70 km/h, signs should
be mounted 1.5 metres from the ground (to the bottom of the sign) on a crash-worthy
portable sign support as shown in Figure 4.1 C: Typical Sign Installation on Wind-
Resistant Sign Stand.
10. For posted speed limits < 70 km/h, signs may be mounted less than 30 cm from the
ground.
11. A lateral clearance of 60 cm should be maintained between the edge of the sign on a
temporary support and the travelled way.
12. Consider the type and placement of sign supports when working around sidewalks,
bicycle facilities, or areas designated for pedestrian or bicycle traffic.

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Figure 4.1 A: Typical Sign Installation Heights and Offsets

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Figure 4.1 B: Barrier Mounted Sign Supports – Saddle Brackets

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Figure 4.1 C: Typical Sign Installation on Wind-Resistant Sign Stand

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4.2.7 Sign Selection

The standard signs shown in Appendix B: Standard Construction Signs should be used
wherever possible. Custom signs should be approved by the Road Authority.

Select the appropriate layout in Sections 7 to 19 that best describes the work.

4.2.8 Sign Placement and Spacing

Recommended advance placement distances for initial signs, and distances between
subsequent signs in a series, are shown as dimensions in Table A – Taper Lengths and
Table B – Device Spacing Lengths (see Section 6.6 or Appendix F) as well as the layouts in
Sections 7 to 19.

In addition, follow these placement principles for signs:

1. On urban streets, sign spacing may have to be shortened because of the length
of city blocks. Additional advance warning signs may be required because of
the extra intersections created by alleys and accesses, and care should be taken
to ensure that signs are not hidden by parked vehicles.
2. Signs should be positioned so that they do not block the sight lines of drivers
entering a roadway from side roads or other access points.
3. All signs should be placed for best visibility, which may necessitate an increase or
decrease in advance placement spacing.
4. Where cyclists and/or pedestrian may be present, signs should be placed to not
interfere with their passage. When possible, a lateral clearance of 60 cm should
be maintained between the edge of the sign and the travelled way.
5. On divided roadways and one-way streets with two or more lanes moving in
the same direction, signs should be placed on both sides of the roadway if space
is available. A median-mounted sign should be positioned straight across from the
same sign on the shoulder.
6. If traffic queues extend into the advance warning area, additional warning signs
should be placed upstream of the queue.
7. If work zones abut or overlap, the signs within the work zones or work areas
should not conflict. Effective coordination and communication between the Traffic
Control Supervisors before work commences should minimize such conflicts.

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4.3 Dynamic Message Signs (DMS)

Dynamic message signs display words, numbers, and/or symbols that can be changed
on demand to communicate real-time roadway, traffic, or traveller information. They include
permanently-mounted overhead signs and portable messaging systems.

DMS should be used for both major and minor projects when the work impacts highway lane
operations. Providing advance information to road users well in advance of the work zone
positions them to respond to those conditions in a safe and timely manner.

4.3.1 Permanently-Mounted DMS

A permanently-mounted DMS is typically mounted overhead. It should be located within 80

km of the work zone to be used for the project works. Longer distances may be considered
for projects on multilane divided highways.

The DMS message should use full words whenever possible, although commonly known
abbreviations may be required in order to fit long messages onto the sign (see Table 4.2:
Common Message Abbreviations).

4.3.2 Portable DMS

Portable dynamic message signs are shoulder-mounted or vehicle-mounted temporary traffic

control devices that are used in advance of a work activity area or condition to supplement
and enhance traffic control devices.

Portable DMSs are frequently used to:

• identify emergency conditions that require drivers to change their normal
driving patterns
• identify work zones and provide instructions and/or warnings to drivers
regarding the nature of the works and the required action
• inform drivers of alternative routes that may be used to minimize travel delays
• provide drivers with advance information regarding the timing of events
such as road closures or traffic pattern changes related to the occurrence of
special events
• advise of events that may affect traffic congestion or road closures

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Table 4.2: Common Message Abbreviations

Word Abbr. Word Abbr.

Ahead AHD Maintenance MAINT
Alternating/Alternative ALT Minor MNR
Boulevard BLVD Mountain Daylight Time MDT
Cardinal Direction N, E, W, S Mountain Standard Time MST
Construction CONST Pacific Daylight Time PDT
Emergency EMER Parking PKING
Entrance ENT Pavement PVMT
Equipment EQUIP Prepare PREP
Exit EXT Right RT
Freeway FWY Road RD
Hazardous HAZ Route RTE
Highway HWY Shoulder SHLDR
Information INFO Slippery SLIP
Junction JCT Speed SPD
Kilometre KM Summit SMT
Lane LN Traffic TRAF
Left LT Warning WARN
Minutes MIN Vehicle VEH

4.3.3 DMS Fundamentals

1. Abbreviated Messages

Some message boards are only eight characters wide, and abbreviations are preferred
to hyphenated words.

HWY 3 BRIDGE LT LANE BIG HORN ROAD

CLOSED WORK AND CLOSED SHEEP CLOSED
AVALANCH 1 LN OPEN AHEAD NXT 30KM FLOODING

TCP AHD INCIDENT LINE SINGLE FOLLOW

PREPARE AHD-USE PAINTING LN TRAF PILOT
TO STOP EXT 123 9-3DAILY AHD CAR

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2. DMS Placement

1. Visibility: A DMS should be visible to drivers from a distance of at least 400 m.

2. Legibility: A DMS should be legible to drivers at a distance of at least 250 m.
3. Placement: A DMS should be placed:
• For speeds ≤ 60km/h, at least 150 m ahead of the point of action (detour,
work zone, etc.)
• For speeds ≥ 70km/h, at least 300 m ahead of the point of action
4. The lateral clearance between the outside edge of the raised sign board and the
shoulder fog line/lane edge line should be at least 300 mm (12”) to reduce the
possibility that the sign will be hit. There should also be enough lateral clearance
to ensure the safe passage of bicycles and pedestrians.
Limited lateral clearance should not preclude the use of a DMS because it is an
excellent information tool for all road users.
• Drums/tubular markers should be placed on the approach side of the sign
to provide notification and protection for road users. At least three
channelizing devices should be placed in front of the sign on the traffic
approach side.
• In addition, sign trailers should be enhanced with red and white
retroreflective tape.
5. There should be at least 2 m of vertical distance between the bottom of the sign
and the road surface.
6. DMS should not block visibility of other signs.
7. The signs should be checked periodically for legibility. These checks should
include time-of-day reviews to assess the impact of the sun on legibility, especially
during spring and fall months.
8. Two or more DMS may be used on the same approach. When multiple signs are
used, they should be spaced at least 300 m apart.
9. When placed on the road or highway right-of-way, the signs should be enhanced
with conspicuity retroreflective sheeting or devices that delineate the sign when it
is not in use.

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3. Message Guidelines

1. The sign message should be kept clear and concise. A typical driver needs
approximately 1 second to read a word and 1.5 to 2.0 seconds to read a phrase.
2. Do not use words like WARNING or CAUTION if using these words sacrifices the
use of better information.
3. A DMS is typically limited to 3 lines with 8 characters per line, resulting in a
maximum message size of 24 characters, including spaces (see Section 4.3.3.1.
Abbreviated Messages above).
4. Full-matrix boards are capable of displaying symbols to enhance the messaging,
and these symbols may be displayed with or without text.
5. A driver travelling at the speed limit should be able to read the message twice
before passing the sign.
6. A longer message may be displayed in two phases if the message can be read
twice at the speed limit.
7. Table 4.3: Typical DMS Message Sequence shows an example of a typical
message sequence. Each message shall be displayed for at least 3 seconds.
8. Table 4.4: Minimum DMS Character Size shows the minimum character sizes to
be used. It is possible to use 300 mm characters in high-speed areas on narrow,
winding highways where the use of larger signs may not be feasible because of
space limitations, but this variance shall be approved by the Road Authority.
9. Messages for work zones should not be allowed to become stale. Change the
message every two to four days to command the attention of regular commuters.
10. Messages should not be flashed. The entire message phase shall be displayed at
once.

Table 4.3: Typical DMS Message Sequence

Cycle 1 Cycle 2
Repeated Repeated
Phase 1 Phase 2 > REPEAT > Phase 1 Phase 2
ROAD LEFT ROAD LEFT
WORK LANE WORK LANE
5 KM AHD CLOSED 5 KM AHD CLOSED

View Time 3 Sec. View Time 3 Sec. View Time 3 Sec. View Time 3 Sec.

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Table 4.4: Minimum DMS Character Size

Speed
Character Size Comments
Classification

450 mm (18”) all speeds • Used on all Provincial highways unless

otherwise specified by the Road Authority.
• May be used by other Road Authorities.
• Typically a trailer-mounted unit.
• Based on 275 metres viewing distance.

300 mm (12”) < 80 km/h • More commonly used by local Road

Authorities where space allows and on rural
roads.
• May be trailer-mounted or truck-mounted.
• Based on 150 metres viewing distance.

250 mm (10”) < 60 km/h • Typically used by local Road Authorities

where space is limited or on shadow vehicles
for mobile operations.
• 300 mm characters are desirable.

4. Operational Guidelines

1. A DMS should operate continuously and have a backup system that enables
the unit to function if the primary energy source fails.
2. To maintain visibility, the units should automatically adjust brightness relative
to ambient light conditions.
3. The signs should be inspected periodically to ensure that they are functioning
correctly and displaying the appropriate message.
4. The units should be protected so that only authorized personnel have control
of the displayed message.
5. When not in use, the signs should be positioned off the roadway or as far from
the travel lane as practicable. The screen should be turned so that it is not visible
to traffic.
6. Additional information on setting up and using a DMS is available in the
US Federal Highway Administration (FHWA) publication entitled Portable
Changeable Message Sign Handbook.

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5. Message Types and Categories

Typical advance information message types for use on permanently-mounted and

portable DMS units are shown below. This is not a comprehensive list. Other messages
may be required to deal with particular incidents or conditions.

Table 4.5: Typical DMS Messages

Location Descriptors Road Events Road Conditions

Hwy X Closed Collision Bridge Wash Out

Exit XX Closed Debris on Road Mud Slide

Use Hwy XX Hazardous Material Spill Rock Slide

XXX Ahead Hydro Lines Down Traffic Signal Failure

Single Lane Traffic Livestock on Road Falling Rock

Single Lane Alternating Material Spill Flood

Right Lane Closed Ahead Bridge Construction Smoke

Left Lane Closed Bridge Maintenance Traffic Congestion

Centre Lane Closed Line Painting Water Ponding

One Lane Bridge Mowing Uneven Pavement

Mon-Fri Night Work Construction Speed Limit XX km/h

XX AM – XX PM Paving Operations Trucks Crossing

NEXT XX km Road Construction

Ramp Closed Ahead Road Maintenance

Road Sweeping

Roadside Brushing

Rock Scaling

Seal Coating

Special Event

Utility Works

Triathlon in Progress

Bicycle Race in Progress

Marathon in Progress

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4.4 Pavement Markings

When permanent pavement markings are being removed for the work taking place,
temporary pavement markings may need to be applied to establish the operation of the road
until such time when permanent markings are re-applied. Channelizing devices should be
used to separate traffic until temporary markings can be installed

Temporary pavement markings may consist of:

• paint with glass bead
• temporary pavement marking tape
• raised pavement markers (RPMs)
• temporary overlay markers (TOMs)

For long duration work, it may be beneficial to remove permanent pavement markings which
are in conflict with the temporary traffic control.

Temporary pavement markings are never used to mark the edge (shoulder) of a roadway.

4.4.1 Removal of Pavement Markings

Various methods exist for removing permanent and temporary pavement markings as listed
below. The method chosen for removing pavement markings should be approved by the
Road Authority.
• high-pressure water-jetting (preferred)
• grinding
• burning
• chemical treatment
• sandblasting or shot-blasting
• painting over with black paint or bituminous material (for short-term
applications only, which will require monitoring and possible re-application)

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Poor eradication of pavement markings as shown below can cause the original markings to
remain visible in low light and wet conditions, confusing drivers as to which markings apply.

Figure 4.2: Poor Eradication of Temporary Pavement Markings

Grinding Hydro-Blasting

Figure 4.3: Pavement Marking Eradication Methods

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4.4.2 Temporary Pavement Markings

1. Temporary pavement markings shall be the same colour as the permanent markings that
they replace, be retroreflective, and display the same colour by night as they do by day.
2. Temporary pavement marking tape should consist of strips 100 mm (4”) wide and
at least 300 mm (12”) long.
3. The markings should be placed in a skip line pattern with a maximum gap of
approximately 10 metres between line segments.
4. When establishing temporary pavement markings, directional dividing lines should be
installed first, followed by lane lines, if required.
5. Work zone passing areas should be based on the pre-existing passing areas.
6. Double broken directional dividing lines, two temporary pavement markings placed 10 to
30 cm apart, are required wherever passing is prohibited. To identify passing and no
passing areas in work zones, Passing Permitted R-023 signs and Do Not Pass R-022-1
signs shall also be used in accordance with Appendix B.2: Sizes and Applications of
Individual Signs.
7. Stop lines should be approximately 300 mm wide, and pavement arrows should be
at least one-third the size of standard arrows.
8. For highways where a median barrier, raised channelization, or a wide median is present
but has been removed during construction, the directional dividing line should consist of
a double broken yellow line. The separation between the broken yellow lines should be
between 1.0 and 1.75 metres.
9. Temporary pavement markings should not be used to replace edge lines. If edge
delineation is required, channelizing devices should be used.
10. Figure 4.4: Temporary Pavement Marking – Dividing Line Layout Transition to Work
Zone illustrates the transition between the work activity area and the existing roadway.
A 160-metre double broken yellow line transition should be used as shown in the figure.
11. On a final pavement lift, do not use a type of marking that will cause pavement damage
when it is removed.

Figure 4.4: Temporary Pavement Marking – Dividing Line Layout Transition to Work Zone

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Figure 4.5: Temporary Pavement Markings – Directional Dividing Lane Layout at Intersections

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Section 4: Temporary Traffic Control Devices

4.4.3 Temporary Overlay Markers (TOMs)

Temporary overlay markers are used as a standalone temporary pavement marking or as a

supplement to other temporary pavement marking types. They are installed for both
directional dividing lines and lane lines. TOMs are the only practical marking type for seal
coating work and milled pavement

These devices are beneficial through changes in horizontal or vertical alignment, in areas
where speeds and/or volumes are high, and where adverse weather conditions (such as fog
or rain) might reasonably be expected in hours of darkness.

Figure 4.6: Temporary Overlay Markers (TOMs)

As a supplemental device, TOMs should be installed at a frequency of at least every third

temporary marking, with the raised face perpendicular to traffic. TOMs should be installed
frequently enough that at least four successive markers are visible in the direction of travel.

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4.5 Channelizing Devices

Channelizing devices are used to guide and direct road users through a work zone and
around or away from hazards.

Channelizing devices include barriers, barricades, temporary lane separators, traffic cones,
tubular markers, barrels/drums, vertical panels, and longitudinal channelizing barricades.
Because they may be struck by errant vehicles, these devices are made crash-worthy
(American Association of State Highway and Transportation Officials (AASHTO) Manual for
Assessing Safety Hardware (MASH) tested).

Recommended spacing for channelizing devices is shown in the table below. A minimum of 5
devices is required for any taper.

Table 4.6: Excerpt from Table B – Device Spacing Lengths

Regulatory Speed Limit before Work Begins (km/h)

Device Spacing (m)
≤50 60 70 80 90 100 110 120
Channelizing Device
C 10 m 10 m 15 m 15 m 15 m 15 m 15 m 15 m
Spacing for Tapers
Max. Channelizing
Device Spacing on D 10 m 10 m 30 m 30 m 40 m 40 m 40 m 50 m
Curves and Tangents

For the complete version of Table B, see Section 6.6: Positioning of Temporary Traffic
Control Devices or Appendix F.

All channelizing devices that require retroreflectivity as defined in this Manual shall have
ASTM Type 6 or better on curved surfaces and ASTM Type 9 or better on rigid flat surfaces.

Channelizing devices are weighted to prevent the device from being knocked down or
displaced.
• Extra weights are available from the device manufacturer and can vary in
size from 3.6 to 18.0 kg (8 to 40 pounds), depending on the device type.
• The weights should be sized to provide maximum stability for the highway
operating conditions and the climatic conditions.
• For some devices, typically barricades, sandbags may be placed over the base to
provide added stability.
• Sandbags are not to be used as standalone channelizing devices.

Where required to increase visibility, secondary devices made of lightweight materials and
approved by the Road Authority may be attached to the tops of channelizing devices
if the additions do not significantly decrease their stability or increase their hazard potential.

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Figure 4.7: Channelizing Devices

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4.5.1 Cones

Cones are lightweight, flexible, channelization devices, and should be made of material that
can be struck without causing damage. They are easy to install and remove, and can be
nested for storage and transportation. Weighted bases may be used to increase the stability
of the cone. Due to the light weight, cones should be checked frequently for correct
positioning.

Cones are used primarily for daylight operations. If they are used at night, they shall have
retroreflective bands. The upper retroreflective band should be 15 cm (6”) wide and located 8
to 10 cm (3” to 4”) from the top of the cone. For 90 cm cones, a second band 10 cm (4”) wide
should be located approximately 5 cm (2”) below the first.

Figure 4.8: Cones

• 15 cm (6”) cones are used only to protect freshly applied pavement markings
during the drying process.
• 45 cm (18”) cones are the type most commonly used for traffic control, usually to
delineate work activity areas and specific hazards that are in or adjacent to the
travel path.
They may also be used to form the shorter tapers required for shoulder work or for
travel lanes when traffic is controlled by Traffic Control Persons, portable lane
control signals, or temporary traffic signals.
If the regular posted speed limit is ≤ 60 km/h and traffic is free flow, 45 cm cones
may be used for full lane closure tapers. In these lower speed zones, smaller 30
cm (12”) cones may be substituted for 45 cm cones in any application at the
discretion of the Road Authority.
• 70 cm (28”) cones may be substituted for 45 cm cones in any application where
the additional height would be advantageous. They may be used on high-speed
roadways, or at night.
• 90 cm (36”) cones may be a substitute for tubular markers.

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4.5.2 Tubular Markers (Tubes)

Tubular markers (tubes) are lightweight channelizing devices which are easy to install and
remove. They are particularly good for delineating travel lanes.

They are predominantly orange, and made of a material that can be struck without causing
damage to the impacting vehicle. They include two retroreflective bands. Tubes should be at
least 100 cm (40”) high and 10 cm (4”) in diameter. Other dimensions may be used for
specific applications only if approved by the Road Authority.

Tubular markers may be used to divide travel lanes and delineate the edge of a pavement
drop-off if space limitations prevent the use of larger devices.

Tubes should not be a substitute for drums or

barricades to mark hazards or to close roadways,
unless space restrictions prevent the use of more
visible devices.

Tubes are stabilized by using weighted bases or

weights like sandbag rings that can be dropped over
them and onto the base. The weighted base should
weigh at least 5.5 kg (12 pounds). Additional
weights may be required in high-speed applications
and where road conditions dictate.

Tubular markers used on Provincial highways

shall have two white retroreflective bands at least
100 mm (4”) wide near the top of the post. The first
band is placed approximately 50 mm (2”) down from
the top edge, and the gap between the bands is
approximately 150 mm (6”).

Tubes may replace 45 cm and 70 cm cones in any of

their applications if reasonable stability is assured.
Figure 4.9: Tubular Markers

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4.5.3 Drums/Barrels

Drums or barrels (drums) are a highly visible warning

and channelizing device. They are constructed of
lightweight, deformable materials. They appear to be
solid and therefore command the respect of drivers.

On multilane highways, they are used to

delineate opposing flows of traffic, especially where a
median barrier has been removed for repaving
operations.

Drums are predominantly orange, and shall have five

uniformly-spaced retroreflective bands at least
100 mm (4”) wide of fluorescent orange and white as
shown in Figure 4.10: Drum.

Drums are generally at least 90 cm (36”) tall, at least

45 cm (18”) wide at the base, and at least 30 cm
(12”) wide at the top.
Figure 4.10: Drum

Drums are most commonly used to define leading tapers, to mark equipment areas on
the side of the road, provide delineation when barrier has been removed, and in areas where
additional emphasis is needed.

These principles apply when using drums:

• Drums should not be weighted with sand, water, or any other material to an
extent that would make them hazardous when striking road users or workers.
• Drums used in regions susceptible to freezing should have drain holes in the
bottom so that water will not accumulate and freeze.
• Ballast shall not be placed inside or on the top of a drum. If extra weight is
required, sandbags or weighted rings may be added around the outside of the
base.
• Flashers may be used where required, and to increase visibility (see Section 4.9.2:
Yellow Warning Lights for more information).

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4.5.4 Surface-Mounted Delineators

Surface-mounted delineators may be used on the centreline to separate opposing traffic on

a two-lane, two-way roadway. They are predominantly orange, and made of a material that
can be struck without causing damage to the impacting vehicle.

They are fastened directly to the pavement surface.

Non-cylindrical delineators are attached to the
pavement in a manner whereby they display at least a
60 mm (2.5”) of width to all approaching road users.

Surface-mounted delineators shall be retroreflective or

equipped with lighting devices for maximum visibility.

Retroreflectivity for 90 cm (36”) or larger delineators

shall be provided by a white band 100 mm (4”) wide
and positioned 50 mm (2”) from the top of
the delineator.

An additional white band 100 mm (4”) wide shall be

positioned approximately 150 mm (6”) below the 100
mm (4”) band.

Surface-mounted delineators should not be Figure 4.11:

substituted for drums or barricades to mark hazards or Surface-Mounted Delineator
to close roadways.

4.5.5 Post-Mounted Delineators

Post-mounted delineators are most commonly used in long-duration work zones to mark the
edge of roadway through diversions. They are used in combination with, or to supplement
other, temporary traffic control devices.

They shall be mounted on crash-worthy supports (typically square perforated tubing) so that
the retroreflective surface is approximately 100 cm (39”) above the nearest roadway edge.
The retroreflective tape used on post-mounted delineators shall be the same colour as the
pavement markings they supplement.

The delineators should be either 15 cm x 15 cm (6” x 6”) squares or 7.6 cm wide x 30 cm

long (3” x 12”) rectangles.

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4.5.6 Vertical Panels

Vertical panels have a retroreflective, striped face that is at least 300

mm (12”) wide and 600 mm (24”) high. They may be stand mounted,
fixed (bolted) directly to the road surface, or fixed by a proprietary curb
mounting system.

They shall have alternating, diagonal fluorescent orange and white

retroreflective stripes sloping downward at a 45-degree angle in the
direction road users are to pass.

Where space is limited, vertical panels may be used to channelize

vehicular traffic, divide opposing lanes, or replace barricades. On
curves, they should be angled towards approaching traffic.

Vertical panels are not to be used for tapers in high speed

environments, but may be used for tapers in urban low speed
environments where the regular posted speed limit is ≤ 60 km/h.
Figure 4.12 A:
When used as channelizing devices, vertical panels shall be secured Vertical Panel
such that the side facing traffic is at least 300 mm (12”) wide and 600
mm (24”) high.

Figure 4.12 B: Example of Curb-mounted Vertical Panels 1

1 Picture from http://www.qwickkurb.com/work-zone-applications/

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4.5.7 Direction Indicator Barricade/Panel

Direction Indicator Barricades/Panels have a 60 cm

(24")
One-Direction Large Arrow sign mounted above a
diagonal striped, horizontally aligned,
retroreflective rail. The One-Direction Large
Arrow sign shall be black on an orange 300 mm (12")
background. The stripes on the bottom rail shall
be alternating diagonal fluorescent orange and 90 cm
white retroreflective stripes sloping downward at a (36")
200 mm (8")
45-degree angle in the direction road users are to
pass.

The stripes are 100 mm (4”) wide. The One-

Direction Large Arrow sign is 60 cm x 30 cm (24”
x 12”). The bottom rail shall have a length of 60 Figure 4.13 A: Direction Indicator
cm (24”) and a height of 200 mm (8”). Barricade/Panel
The Direction Indicator Barricade/Panel may be used in tapers, transitions, and other areas
where specific directional guidance to drivers is necessary. Direction Indicator
Barricades/Panels should be placed uniformly in series to direct the driver through the
transition and into the intended travel lane. As an alternative to barrels in tapers/transitions,
spacing patterns should coincide with that for barrels.

Due to the sign panels wind sail area, and overall light weight, direction indicator
barricade/panels to prevent blow over on higher speed facilities may require weighting by
methodologies such as sand bags, or other methods.

Figure 4.13 B: Direction Indicator Barricade/Panels Used for Taper

Figure 4.13 C: Example of Direction Indicator Barricade/Panels used with Vertical Panels 2

2 Picture from http://www.plasticade.com/traffic_safety/channelizers/verticade/

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4.5.8 Barricades

Barricades are portable or fixed devices that are highly visible and relatively frangible. They
are used to mark or restrict all or a portion of a roadway, especially areas into which most
traffic is not to proceed, and are used in a series to channelize road users. Barricades are
not designed to contain or redirect errant vehicles, and are not to be used to replace barriers.

There are three barricade types, each with particular applications. If appropriate, a higher
type barricade may be substituted for a lower type.

Type 1 and Type 1A (formerly Class I and Class IA) barricades have one rail board. They
are used on conventional roads and urban streets, generally for marking temporary hazards,
delineating areas temporarily closed to traffic, and channelizing vehicles and pedestrians.

Figure 4.14 A: Type 1A Barricade Figure 4.14 B: Type 1 Barricade

Type 2 (formerly Class II) barricades have two rail boards. They are used for temporary
closures of high-volume, low-speed urban roads, and for channelization and temporary
closures that will be in place for several days.

Figure 4.14 C: Type 2 Barricade

Type 3 (formerly Class III) barricades have three rail boards, and are used to close or
partially close roads, and for temporary closures that will last for some time.

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Type 2 and Type 3 barricades should be used on freeways, expressways, and other high-
speed roads.

All barricade types can be used as sign supports.

Type 1A barricades shall be at least 60 cm (24”) wide. Types 1, 2, and 3 barricades should
be at least 1.2 metres (47”) wide. Each rail board shall be 200 mm to 300 mm (8” to 12”)
wide.

Each rail shall have alternating fluorescent orange and white retroreflective stripes, sloping
downward at a 45-degree angle. Rail stripe widths are 150 mm (6”). 100 mm (4”) wide
stripes may be used if rail lengths are less than 90 cm (36”).

Alternating black and orange stripes are also acceptable, and may be a better option,
depending on the background and contrast presented by the environment. An assessment of
the area should be conducted to determine the most suitable colour pattern.

Figure 4.15: Type 1 Black and Orange Barricade

Follow these guidelines when using barricades:

1. Where barricades extend entirely across a roadway, the stripes should slope
downward in the direction toward which road users are to pass. Where both right
and left turns are provided, the stripes should slope downward in both directions
from the center of the barricade or barricades. Where no turns are intended, the
stripes should slope downward toward the center of the barricade or barricades.
2. Barricades used on expressways, freeways, and other high-speed roadways shall
have at least 1,700 square centimeters (270 square inches) of retroreflective area
facing traffic. Where traffic may approach a barricade from either side,
the barricade should be retroreflective on both sides, or two barricades should be
positioned back-to-back.
3. Road Closed R-012, Local Traffic Only R-012-T, and Detour C-005-LR signs may
be attached to the highest barricade rail if required.
4. When a highway is closed but access is still allowed for local road users,
barricades are not normally extended completely across the roadway.
5. Flashers may be used on top of the barricade to increase visibility (see Section
4.9.2: Yellow Warning Lights).
6. The stability of portable barricades can be enhanced by using sandbags, provided
that they are placed on or close to the barricade bases. Weight should not be
placed on the top of any rail. Non-deformable objects like rocks or concrete should
not be used to weight the barricade.

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4.5.9 Temporary Roadside/Median Barrier

In temporary traffic control, barrier and barricades are two different and distinct devices.

• Barricades (see Section 4.5.8: Barricades) are lightweight devices that are
relatively forgiving of errant vehicles. They are normally placed at or nearly at right
angles to approaching traffic to provide visual identification of hazardous locations
and to delineate travel paths.
• Barrier is designed to contain and redirect errant vehicles. It is a solid, continuous
installations designed to deflect errant vehicles at a small angle, thereby
preventing them from entering a closed or hazardous area. It is normally placed
parallel to or nearly parallel to approaching traffic.
Traffic Control Plans should include details regarding barrier installations. Barrier should be
designed to meet American Association of State Highway and Transportation Officials
(AASHTO) Manual for Assessing Safety Hardware (MASH) unless otherwise specified by the
Road Authority.

The Ministry requires that temporary barrier, flares, and/or crash attenuators be installed in
accordance with the latest edition of the BC Supplement to Transportation Association of
Canada (TAC) Geometric Design Guide for Canadian Roads, or in accordance with
manufacturer specifications (in the case of proprietary barriers) under the direction of an
Engineer.

Figure 4.16: Concrete Roadside Barrier

These alternatives to barriers should be considered because of the risks to drivers and to the
workers involved in installing and removing temporary traffic barriers:
• nightly backfill of excavations
• temporary tapers
• temporary detours or crossovers
• for lower-speed projects, additional or closer spacing of channelizing devices
in conjunction with extra delineation (e.g., temporary raised pavement markers),
and extra warning signs in advance of and within the work activity area

Temporary barrier is typically used:

• To separate road users from work activity areas, such as excavations, exposed
objects, and material storage sites.
• To separate opposing directions of traffic.
• To separate workers, cyclists, and pedestrians from vehicle traffic.
• To separate traffic from drop-offs greater than 30 cm (12”) (see Section 6.5:
Treatment of Drop-Offs and Travel Lane Excavations).

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Follow these guidelines when using barrier:

• Barriers used as channelizing devices should be equipped with reflectors and/or

Type A, B, or C yellow lights (see Section 4.9.2: Yellow Warning Lights).
• If sufficient room is available, a solid lane edge line may be installed to indicate
shy distance.
• When barrier is used for lane closures, they shall be preceded by devices placed
for a standard lane closure taper.
• When barrier restricts roadway width, enough width should be provided for the
largest anticipated vehicle.

4.5.10 Temporary Lane Separators

Temporary lane separators may be used to:

• channelize road users
• divide opposing vehicular travel lanes
• divide lanes when two or more lanes are open in the same direction
• provide continuous pedestrian channelization

They may be supplemented by any of the other approved channelizing devices identified in
Section 4.5: Channelizing Devices, such as tubular markers, vertical panels, and other
devices used as lane dividers for opposing traffic.

Temporary lane separators should have retroreflectivity.

Temporary lane separators have a low-profile base designed for connecting the individual
separator units together. The base shall be no more than 100 mm high and 300 mm wide,
and have sloping sides to facilitate crossover by emergency vehicles.

Each unit should be temporarily affixed to the pavement.

At pedestrian crossing locations, temporary lane separators shall have an opening to provide
a pathway that is at least 1.5 metres wide.

Figure 4.17: Temporary Lane Separators

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4.5.11 Longitudinal Channelizing Devices

Longitudinal channelizing devices are lightweight, deformable devices which are highly visible
and can be connected together to provide continuous delineation. They may be hollow,
and may be filled with water as ballast only in areas where the water cannot freeze.

Figure 4.18: Interconnecting Device

Follow these guidelines when using longitudinal channelizing devices:

1. If used singly as Type 1, 2, or 3 barricades, longitudinal channelizing devices

should comply with the general size, colour, stripe pattern, retroreflectivity, and
placement standards for the barricades.
2. They may be used instead of a line of cones, tubes, or drums.
3. When used at night, they should include retroreflective material for improved
visibility.
4. They may be used for pedestrian control, in which case they should be interlocked
to channelize flow. The interlocking devices should not have gaps that allow
pedestrians to stray from the channelizing path.
5. They need not meet the crash-worthy requirements for temporary traffic barriers
so they should not be used to shield obstacles or to provide positive protection
for pedestrians or workers.

4.5.12 Other Channelizing Devices

Channelizing devices other than the standard devices described in this Manual may be
suggested for use in work zone applications. Using non-standard devices for work on
roadways and rights-of-way requires the approval of the Road Authority.

Other channelizing devices should conform to the general size, colour, pattern,
retroreflectivity, and placement standards described above.

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4.6 Flashing Arrow Boards (FABs)

Flashing arrow boards (FABs) are signs with a matrix of elements that are capable of either
flashing or sequential displays. They are very effective both day and night, providing
additional warning and directional information that assists with controlling and merging road
users through or around a work zone.

Their main purpose on multilane roadways is to direct traffic from a closed lane into another
available lane with appropriate arrow indications. They can be used for either static or
moving operations. Normally only one arrow head is displayed at a time.

Without directional indication, FABs can be used in place of, or in addition to, 4-way flashers
and 360-degree warning lights to create a more visible warning that work is in progress.
They can be mounted on trucks or trailers for both stationary and moving operations.

FABs shall not be used in directional display mode when:

• A lane closure is not required.
• All the work is on or outside the shoulder, and there is no need to close the
adjacent travel lane.
• A Traffic Control Person is controlling traffic on what is normally a two-lane,
two-way roadway.

4.6.1 FAB Specifications

1. Types

Flashing arrow boards are differentiated by size, where:

• Type A arrow boards are for low-speed urban streets.

• Type B arrow boards are for intermediate-speed facilities and maintenance
or mobile operations on high-speed roadways.
• Type C arrow boards are for projects on high-speed, high-volume highways.
• Type D arrow boards are for use on vehicles authorized by the Road Authority.

Type A, B, and C arrow boards should have a solid rectangular appearance. Type D arrow
boards conform to the shape of the arrow. The Ministry includes, under Type D, 16-lamp
minimum arrow sticks with arrow heads. All arrow board faces (excluding arrow sticks)
should be finished in non-reflective black.

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Figure 4.19 A: Type D Arrow Board

Figure 4.19 B: Example of Type D Arrow Board - Arrow Stick with Arrowheads 3

3 Picture from: https://www.whelen.com/auto/product?head_id=10&cat_id=70&prod_id=387

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2. Minimum Requirements

FABs shall meet minimum requirements for size, legibility distance, number of elements,
and other factors for the highway classification on which they are used.

Table 4.7: Minimum Requirements for Arrow Board Panels

Minimum Size Minimum

Minimum Application
Arrow Board (arrow length x Number
Visibility (regular posted
Type arrow-head of
Distance speed limit)
width) Elements

A Short duration
120 cm x 60 cm work
rectangular 600 metres 12
board (48” x 24”) ≤ 60 km/h

B Short or Long
152 cm x 75 cm duration work
rectangular 800 metres 13
board (60” x 30”) ≤ 60 km/h

C* 244 cm x 120 Short or Long

rectangular cm 1,000 metres 15 duration work
board (96” x 48”) ≥ 70 km/h

D 12 Mobile work
arrow-shaped 120 cm x 60 cm (16 for arrow OR
600 metres shaped
board (48” x 24”) Short duration
sticks with
(truck-mounted) arrowheads) work ≤ 60 km/h

Notes:
The 90 cm x 45 cm size is no longer included but may continue to be used for lower
speed applications (≤ 50 km/h).
* For mobile operations, truck mounted arrow shaped boards at least 150 cm x 75
cm may be used instead of Type C arrow boards.

3. Visibility and Light Intensity

When using smaller arrow boards, ensure that the sign is conspicuous to approaching
drivers and the arrow shape is retained, particularly for lane closures.

Vehicle-mounted arrow boards should have remote controls and elements capable of at
least 50% dimming from full brilliance. Full brilliance should be used for day-time
operations, and a dimmed mode should be used for night-time operations.

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4. Display Mode

Yellow elements are used to display the three common display modes on FABs:

1. flashing arrow, sequential arrow, or sequential chevron directional display mode:

or

2. flashing double arrow mode:

3. flashing caution mode OR alternating diamond caution mode:

or

OR

and

The elements of a bulb-matrix FAB should be recess-mounted or equipped with an upper

hood of not less than 180 degrees.

4.6.2 FAB Setup

A FAB is mounted on a vehicle, trailer, or other suitable support.

The minimum mounting height measured vertically from the bottom of the board to the
roadway should be 2.0 m. Vehicle-mounted arrow boards are mounted at a height of at least
1.0 m.

A FAB should always be used in combination with appropriate signs, channelizing devices,
and/or other temporary traffic control devices. It is generally placed within a closed lane. It
should be delineated with tubes or drums at all times. When it is not being used, the FAB
should be removed from the roadway.

When a FAB is placed on the shoulder in caution mode, it should be delineated with an
appropriate shoulder closure taper.

For short-duration work on high-speed, non-freeway roadways, Type A FABs may be used
on larger utility vehicles if Type B or Type C FABs cannot be physically accommodated.

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Driver sight lines should be assessed when placing FABs to ensure maximum visibility
without creating a hazard. Considering the curvature of the roadway, place the FAB in a
position where there are no visual obstructions between it and the driver.

FABs should be set up as follows:

1. For a lane closure that uses a stationary FAB (trailer-mounted), the arrow
board should be positioned at one of the following locations:
a. On the shoulder (outside the travel lane), at the beginning of the merging
taper, or
b. Within the closed lane, at the end of the merging taper.
2. For a lane closure that uses a mobile FAB (truck-mounted), the arrow board
should be positioned to provide enough separation from the work operation to
allow approaching drivers to react appropriately.
3. For multiple lane closures, a separate arrow board shall be used for each closed
lane.

4.6.3 FAB Operation

1. Determine the appropriate FAB display option based on the traffic control layout.
2. For flashing and sequencing arrow boards, the minimum element “on time” shall be 50%
for the flashing mode, with equal intervals of 25% for each sequential phase. The flash
rate should be between 25 and 40 flashes per minute.
Sequencing arrow panels have several arrowheads that flash in a series, directing traffic
to the right or left.
3. An arrow board in arrow or chevron mode can be used only for stationary or moving lane
closures on multilane roadways.
4. An arrow board may be used in caution mode in situations that include, but are not
limited to:
• roadside work on or near the shoulder
• temporarily closing one lane on a two-lane, two-way roadway
5. A Dynamic Message Sign (DMS) may be used to simulate an arrow board display.

4.6.4 Arrow Stick (Without Arrowhead)

Arrow sticks are vehicle-mounted sequential flashing devices used to supplement other
temporary traffic control devices. They shall not be used as a replacement for FABs.

An arrow stick can be used to indicate “move/merge…right/left.”

They can also be used as a flashing bar to indicate that caution is required.

Figure 4.20: Arrow Sticks

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4.7 Automated Flagger Assistance Devices (AFADs)

An Automated Flagger Assistance Device (AFAD) is an automated flagging machine

that features a circular red lens, a circular yellow lens, and a gate arm. It is used to stop
traffic, but it is not a portable traffic signal (see Section 4.8: Temporary and Portable Traffic
Signals). It is essentially an extension of the TCP’s arm.

The TCP operates the AFAD using a remote control rather than a paddle to control traffic
movement. This enables the TCP to be positioned outside the travel lane. Two AFADs can
be operated by a single TCP at one end of the work activity or at a central location,
or multiple AFADs can be operated by multiple TCPs, each positioned near an AFAD.

Figure 4.21: AFAD in STOP Position

4.7.1 Operation Modes

1. For road users to stop, the AFAD shall display a steadily-illuminated red lens with the
gate arm in the down position.
2. For road users to proceed, the AFAD shall display a flashing yellow lens with the gate
arm in the upright position.
3. For the change interval between flashing yellow and steady red, the AFAD shall display
a steadily-illuminated yellow lens with the gate arm remaining in the upright position.
The change interval should be at least 3 seconds unless a different duration is approved
by engineering judgment. There is no change interval between the steady red and
flashing yellow displays.

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4.7.2 Deployment Guidelines

1. AFADs may be used only on two-lane, two-way roadways and on multilane roadways
that have been reduced to one lane.
2. When used at night, the AFAD station shall be illuminated with overhead lighting.
3. The construction speed limit where AFADs are used shall be ≤ 70 km/h. High-speed
roadways require a speed reduction.
4. An AFAD is not a traffic control signal, and it cannot be used to replace or substitute for
a continuously-operating temporary traffic control signal.
5. An AFAD can be operated only by a TCP who has been trained to operate it.
6. A TCP operating an AFAD shall not leave it unattended at any time while it is in use.

4.7.3 Equipment Requirements

1. The AFAD shall have two 300 mm diameter signal lenses—i.e., a lens that displays solid
red above a lens that displays flashing yellow. The flashing yellow lens shall also have
solid yellow capability for change intervals.
2. The AFAD shall have a conflict monitor that prevents simultaneous illumination of the red
and yellow lenses on the same device.
3. The AFAD shall have a gate arm with the following properties:
• A fluorescent orange or red flag shall be installed at the end of the gate arm when
the AFAD is in use.
• The gate arm shall measure no less than 2.44 m (8 feet) in length and shall have a
vertical aspect of at least 100 mm (4 in).• The gate arm shall lower and
remain lowered on a red signal.
• The gate arm shall rise to an upright position on a flashing yellow signal.
• The gate arm shall have retroreflectivity on both sides with alternating fluorescent
red and white bands. The bands shall be 200 mm (8”) long measured horizontally.
4. A black-on-white STOP HERE ON RED or STOP HERE ON RED SIGNAL sign shall be
installed on the right side of the approach at the point where drivers are expected to
stop. This sign is typically provided with the AFAD, and may be installed on it.
5. The AFAD shall be positioned in a location where the end of the arm shall reach at least
to the center of the lane being controlled.

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4.7.4 AFAD Placement and Operating Options

AFADs are placed either at each end of the work activity area or at one end of the work
activity area with a TCP at the opposite end. Signing and AFAD placement are shown
in Section 7.9: Lane Closure with AFADs.

The preferred operating option is to have a TCP controller for each AFAD. Assigning a TCP
to each device becomes more critical on high-volume roadways and in more complex work
zones where construction traffic may be entering and exiting frequently. For simpler, lower-
volume situations where there are good sight lines, a single TCP may control up to two
AFADs:

1. Two-TCP Operation (Typical):

• One TCP operates each AFAD at either end of the work activity area; or
• One TCP operates an AFAD at one end of the work activity area and the
second TCP controls traffic with a paddle at the other end.

2. Single-TCP Operation:
• One TCP positioned in a central location simultaneously operates two
AFADs that are positioned at either end of the work activity area; or
• One TCP operates a single AFAD that is positioned at one end of the work
activity area while also controlling traffic with a paddle at the opposite end.

In a single-TCP operation, all of these conditions shall be met:

• The TCP has an unobstructed view of the AFAD(s).
• The TCP has unobstructed views of approaching traffic in both directions.
• The average daily traffic volume on the roadway is 6,000 vehicles or less.
• The maximum distance between traffic control stations (TCP or AFAD)
is 250 m.

Conflicting displays that release traffic in both directions simultaneously should be prevented
by establishing clear communication procedures for fail-safe operation before work
commences.

A TCP shall not activate the flashing yellow display (proceed) until the last vehicle from the
opposing queue has cleared the work activity area.

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4.8 Temporary and Portable Traffic Signals

Temporary traffic signals replicate Ministry traffic signals at intersections. They are a hard-
wired traffic control system installed on standard Ministry signal poles or Ministry approved
alternative, usually with an uninterruptible power supply (UPS), and are designed to Ministry
standards. For more information on temporary traffic signals and their use, see the Ministry’s
Electrical and Traffic Engineering Manual or contact the Ministry’s Traffic and Highway Safety
Engineering team.

Portable traffic signals are mobile traffic control systems where a minimum of two signal
heads are mounted on a self-contained trailer, usually powered by batteries whose charging
mechanism is either through solar panels or a portable generator. These signals may include
pedestrian and cycling type signal displays to address all types of road users.

Acceptance by the Road Authority is required prior to using Temporary or Portable Traffic
Signals.

4.8.1 Portable Traffic Signals (Class 1 and 2) - Deployment Guidelines

A portable traffic signal is a mobile traffic control system which can control all types of road
users. The portable traffic signal allows alternating directional flows where lane, shoulder
and/or walkway constraints are in place.

Portable traffic signals consist of a minimum of two signal heads which are mounted on a
self-contained trailer. These signals may include pedestrian and cycling type signal displays
to address all types of road users. Both Class 1 and Class 2 portable traffic signals are
capable of using various means, such as loops and/or push buttons, to activate displays. This
allows on-demand alternative timing plans to be called based on road user type.

In addition, fixed-time portable traffic signals may have countdown timers which typically
count down the time remaining until the signal turns green again. Countdown timers provide
road users with knowledge of wait times. This reduces frustration and potential non-
compliance to the signal display. Countdown timers are particularly advantageous in the
following situations:
• When signals are far apart and clearance times are long,
• Where there is no visibility to the opposing signal, and/or
• When alternative timing plans are utilized for non-vehicular modes of traffic

Portable traffic signals can be used in specific circumstances to regulate single-lane

alternating traffic during long-duration work—for example, on single-lane bridges and in rural
construction environments. They may not be appropriate in mobile work zones and in work
zones where there are several access and egress requirements for public and construction
traffic.

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Figure 4.22 A: Portable Traffic Signal Mounted on Trailer

Figure 4.22 B: Portable Traffic Signal with Countdown Timer – Red Display

Figure 4.22 C: Portable Traffic Signal with Countdown Timer – Green Display

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Portable traffic signals should be inspected at least once a day as battery life is critical for
operation. Other inspection frequencies may be used if justification is accepted by the Road
Authority.

There are two operational classes of portable traffic signals:

1. Class 1 Portable Signal: A fixed-time signal used for short-duration work in low-
speed environments (≤ 60 km/h) and where advance warning flashers are not
required. A Traffic Engineer need not prepare the timing sheet for this signal.
2. Class 2 Portable Signal: An actuated signal or fixed-time signal used for long-
duration work, and/or in high-speed environments (≥ 70 km/h), and/or where
advance warning flashers are required. A Traffic Engineer shall prepare the timing
sheet for this signal.

Portable traffic signals are used primarily to provide bi-directional traffic control in longer-term
work zones. Typically, a pair of signals is set up at the perimeter of a roadway construction
site, and signal communication is provided via radio interface.

Each signal unit shall have at least two signal heads for each approach and shall be
positioned so that at least one signal head is overhead and one is side-mounted (see Figure
4.22 A: Portable Traffic Signal Mounted on Trailer). The signal heads should consist of three
coloured displays with 300 mm (12”) lenses.

See Figure 7.10 Lane Closure with Temporary Signals for details on site layout.

4.8.2 Portable Traffic Signals - Operational Guidelines

The operation of a portable traffic signal should consider:

• traffic volumes, including roadway and intersection capacity
• vehicle speeds
• work staging and operations
• sight distance restrictions
• affected side streets and driveways
• nature of adjacent land uses (e.g., residential or commercial)
• the use of pedestrian, cyclist, and/or custom user signal displays and/or audible
signals
• signal phasing and timing requirements
• full-time or part-time operation
• actuated, fixed-time, or manual operation
• advance warning flashers
• power failures or other emergencies

The signal units should be powered by reliable power sources capable of operating the
signals at all times unless traffic is controlled by Traffic Control Persons. The units may also
be capable of communicating information remotely to traffic management personnel, such as
errors or low battery levels.

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Portable traffic signals shall be documented in the Traffic Control Plan and implemented in
accordance with the standards specified in this Manual. Records shall be kept that identify
placement, signal timing, inspection, and maintenance.

Drums should be placed on the approach side of the signals to provide notification and
protection for road users, including cyclists.

Portable traffic signals that are not in use should be covered or removed.

Additional features to be included in a portable traffic signal system are:

• manual override to hold signal in green
• conflict monitor to ensure that the two signals in a pair cannot show green
simultaneously
• ability to revert to flashing red mode if a fault is detected (i.e., low battery,
lamp defect, lost communication, etc.)
• low-battery warning system, if applicable
• vehicle detection

Advance warning flashers are required where one or more of the following conditions apply
(see also the Ministry’s Electrical and Traffic Engineering Manual, Section 400):
• visibility of the signal is obstructed because of vertical or horizontal alignment
• grade approaching the signal requires more than normal braking effort
• regular posted speed limit for the highway is ≥ 70 km/h
• Road Authority has requested advance warning flashers

The Traffic Signal Ahead C-112 sign should be used in accordance

with Appendix B: Standard Construction Signs.

Portable traffic signals should be inspected and logged at least once

a day for:
• traffic operation (vehicle delay and throughput)
C-112
• signal alignment Traffic Signal Ahead
• signal display failures
• power supply (battery life)
• signs of vandalism

If Class 2 portable signals will be used on a project, the Traffic Management Plan shall
include:

• Portable Traffic Signal Timing Plan stamped by a Traffic Engineer.

• Portable Traffic Signal Site Layout Plan indicating the location of the site,
position of the signals relative to the project site, distance between stop bars,
distance between stop bars and advance warning sign (if applicable), location
of vehicle-detection system, devices used to protect the signals, and other relevant
information.

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4.8.3 Portable Traffic Signal Timing Plan

When preparing the traffic signal timing sheets and supporting documentation for Class 2
traffic signals, refer to the Ministry’s Electrical and Traffic Engineering Manual, Section 400.
Signal timing calculations for simple fixed-time setups are provided below.

Table 4.8: Fixed Timing for Class 1 Portable Traffic Signals

Notes:
1. Assumed operating speed of 25 km/h through the work activity area.
2. Minimum Green Time approximately 15 seconds.
3. Yellow Clearance Interval of 3 seconds.
4. Based on 50% probability of queue clearance.

Example:
Given: Heaviest Approach Volume (One Way) = 365 veh/h
Length of Single Lane Section = 150 m
Find: Length of Green Interval (One Direction)
Length of All Red Intervals
Solution: By applying the given figures to the table above, we find that:
Cycle Length = 90 seconds
All Red Intervals = 22 seconds
Since the Green Time for each approach is equal to the Cycle Length minus two
All Red Intervals (22 sec) minus two Yellow Clearance Intervals (3 sec), divided by two,
then:
Green Time for each approach = 90 - (2 x 22) - (2 x 3) = 20 seconds
2

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Class 2 Actuated Traffic Signal Timing Plan

PORTABLE TRAFFIC SIGNAL TIMING PLAN

Date: Location: Drawing: Project:

Portable Signal on Somewhere
Road, Somewhere City TE-00000-0 000/00000-1234

Phase Settings Direction A Clearance A Direction B Clearance B

Somewhere Somewhere
Road E/B Road W/B

Minimum Green 10.0 13.0 10.0 13.0

Maximum Green 35.0 13.0 35.0 13.0
Passage 5.0 - 5.0 -
Yellow 4.0 - 4.0 -
All Red Clearance 1.0 0.00 1.0 0.00

Intersection Flash RED - RED -

Advance Warning Time 5.0 - 5.0 -

COMMENTS:
Stop-bar to Stop-bar distance = 140 m
Assumed Clearance Speed = 40 km/h
Clearance Time for Direction A = 13 s
Clearance Time for Direction B = 13 s
Approach Speed = 60 km/h
Approach Grade in Direction A = 0%
Approach Grade in Direction B = 0%
Stop-bar to Advance Warning Sign Direction A = 58 m
Stop-bar to Advance Warning Sign Direction B = 58 m

Controller rests in RED when no calls exist

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Example of Actuated Portable Traffic Signal Timing Calculations

(Engineering Analysis Required)

Work Zone Characteristics:

Work zone length = 60 m

Approach speed = 60 km/h = 16.7 m/s
Assumed clearance speed = 40 km/h
Grade = 0% (both approach directions)

Stop bar distance from work zone (west side) = 40 m

Stop bar distance from work zone (east side) = 40 m

Therefore, stop bar to stop bar distance = 60 + 40 + 40 = 140 m

Portable Traffic Signal:

Select Max Green Time of 35 s 35 s is often a good starting point for Max Green Time.
However, based on traffic volumes and local knowledge,
the Traffic Engineer may adjust the Max Green Time to ensure
that there is no undue vehicle delay.

3.6𝐷𝐷
Clearance Time 𝑅𝑅 = Where: R = all Red Clearance Times (s)
𝑉𝑉
V = travel speed through work zone (km/h)
3.6 (140 m)
= D = distance between stop bars (m)
40 km/h
=13 s
Yellow Time = 4 s

Passage Time of 5 s 3 to 5 s is often a good starting point for Passage Time.

However, based on traffic volumes and local knowledge, the Traffic
Engineer may adjust the Passage Time.

Advance Warning Flashers:

Distance (stop bar to advance warning flasher) = 58 m for 60 km/h approach speed and 0 % grade.

D+Dρ
Advance Warning Time = Where: D = distance of flasher to signal (m)
V
Dρ = minimum perception distance
= 21.3 m
V = posted speed limit (m/s)

58 m + 21.3 m
=
16.7 m/s

=5s

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Advance Warning Sign Distances

From the Electrical and Traffic Engineering Manual Section 402.6.10 Advance Warning Flashers:

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4.9 Lighting Devices

Lighting devices may be used in work zones when specified in this Manual or by the Road
Authority. They may supplement channelizing devices, signs, and barriers, and/or be used to
illuminate equipment or work activity areas.

4.9.1 Flashing Vehicle Lights

All work, buffer, and shadow vehicles stationed in or near travel lanes should be equipped
with 4-way (emergency) flashers and 360-degree flashing yellow lights. They should be
activated whenever a vehicle is positioned such that it could influence traffic.

4.9.2 Yellow Warning Lights

Yellow warning lights are portable yellow lights commonly used during night time hours to
supplement other traffic control devices.

There are four types of yellow warning lights—Types A, B, C, and D. Types A and B should
not normally be mixed when used in a series.

Figure 4.23: Type A & C Yellow Warning Light

• Type A Low-Intensity flashing warning lights may be used to supplement signs

and channelizing devices such as barriers, barricades (particularly Type 1), and
flexible drums, and for marking specific hazards and outlining long-duration work
activity areas.
• Type B High-Intensity flashing warning lights are used during daylight and night-
time hours. They operate 24 hours per day and may be mounted on advance
warning signs or on independent supports. They may also be used on barricades,
barriers, and channelizing devices if they can be dimmed during night-time use
to reduce driver sensitivity to brightness.
Type B lights should be visible for at least 300 metres in clear daylight
conditions. Flags may be substituted for Type B lights in day-time applications.
• Type C Steady-Burn and Type D 360-Degree Steady Burn warning lights may
be used to supplement delineation of the edge of the roadway where multiple
devices are used. They may also be used to delineate a work activity area or to
run along the edge of a closed lane or shoulder. When used to delineate a curve,
they should be used only on devices on the outside of the curve.

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Figure 4.24: Type D Yellow Warning Light

All light types should be visible for at least 900 metres under clear night-time conditions.

Warning lights may be mounted on signs or channelizing devices and shall be secured in such
a manner that they are unlikely to penetrate the windshield if hit by an errant vehicle.

Warning lights can operate in either flashing or steady-burn mode:

• Flashing warning lights are not to be used for delineation because a series of
flashers operating randomly does not identify the desired vehicle path.
• For tapers, a series of sequential synchronized flashing warning lights or steady
burn flashers may be placed on channelizing devices in order to increase driver
detection and recognition.
• If a series of sequential flashing warning lights is used, the successive flashing
should occur from the upstream end to the downstream end of the taper in order
to identify the desired vehicle path.
• Each flashing warning light in a sequence should be flashed at a rate no less than
55 times per minute and no more than 75 times per minute.

4.9.3 Roadway Lighting

Consider the temporary installation of luminaires at key locations in very long-duration work
zones. Areas that may benefit from the installation of roadway lighting include:
• project staging areas
• road hazards (e.g., structure encroachments)
• crossovers
• diversions (bypasses)
• areas with sudden alignment changes
• curves
• intersections
• transitions from multilane divided roadways to two-lane, two-way roadways

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4.9.4 Overhead Lighting

Overhead lighting includes floodlights, balloon lights, and existing street lighting. When work
is performed at night, overhead lighting should be used to illuminate the work activity area,
equipment crossings, and other potentially hazardous areas. Overhead lighting is not a
substitution for the need for retroreflectivity on signs and devices.

Except in emergency situations and for mobile operations, each Traffic Control Person
location shall be illuminated at night by overhead lighting. More information can be found in
Section 5.4.1 TCP Apparel and Equipment.

The adequacy of overhead lighting placement and glare elimination should be determined
by driving through and observing the lit area at night—from each direction on all approaching
roadways—both after the initial overhead lighting is set up and periodically thereafter.

Floodlights may have to be shielded or repositioned to prevent glare. Floodlighting of some

areas may decrease relative visibility in other areas, and it may be necessary to define
intended vehicular paths with other devices, such as strings of steady-burn yellow warning
lights.

4.9.5 Equipment Lighting

Equipment lighting is critical for the visibility of equipment on the road and in work activity
areas. LED lighting is becoming the preferred lighting option for equipment. Other lighting
options are still acceptable.

All powered mobile equipment shall be equipped with lighting to ensure that it is visible to
drivers, pedestrians, and workers. Equipment lighting requirements include 360-degree
flashing lights and 4-way yellow flashing lights or equivalent for 360-degree visibility.

Other visibility devices that may be used or required on work zone equipment include:
• retroreflective striping
• equipment-mounted lamps for localized area lighting
• multiple lights mounted around equipment to light the work activity area
To reduce glare, balloon lighting may be used for lighting equipment. It can also be effective
for night-time paving operations.

Figure 4.25: Balloon Lighting

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4.10 Fencing and Screens

4.10.1 Work Zone Fencing

Work zone fencing can be used to:

• identify the work area
• protect the public from the work area
• protect the work area from road users
• mark the edge of work zones
• identify the travel path for drivers, cyclists, and pedestrians

Removable Chain Link Panels Snow Fence with Retroreflective Stripes

Chain Link Panels on Concrete Roadside Barrier

Figure 4.26: Work Zone Fencing

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4.10.2 Work Zone Screens and Barrier Screens

In long-duration work zones on multilane highways where median and roadside work
activities may impact traffic operations and cause delays, screens are useful for blocking the
road user’s view of activities, which can be distracting.

Screens may further improve safety and traffic flow by reducing headlight glare from
oncoming vehicle traffic.

Screens may be mounted on the top of temporary traffic barriers that separate two-way
vehicle traffic. They shall not be mounted where they might adversely affect vehicle
operations or driver sight distances.

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4.11 Other Traffic Control Devices

4.11.1 Flags on Traffic Control Devices

Flags are used to enhance the daylight visibility of certain traffic control devices in
speed zones of 70 km/h or higher. They are fluorescent red or orange squares at least 40
cm x 40 cm (16” x 16”) in size. They are not required for night work because their
effectiveness is limited by poor lighting conditions. Flags used on signs during the day may
be replaced with Type A flashing lights at night.

Flags should be used in pairs and positioned so as not to interfere with the visibility of the
sign messages. They shall not be used by Traffic Control Persons to direct traffic.

Flags are used on signs that warn of day-time workers on or adjacent to a roadway with
regular posted speed limits ≥ 70 km/h:
• Traffic Control Person Ahead C-001-1
• Survey Crew Ahead C-003
• Crew Working Ahead C-004
• Accident Scene C-058

Flags should generally be used only on the signs listed above, which relate directly to
the presence of workers. They may also be used on other signs that require additional
emphasis—for example, layouts requiring few signs but covering long distances (mowing,
line markings, etc.).

Note: 1. Flags should not be used on all signs in a sign series because overuse reduces
the emphasis and effectiveness of key signs.
2. Flags should not be used on speed limit signs.

Figure 4.27: Pair of Flags on Sign

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4.11.2 Sand Bags/Weights

Sand bags/weights may be used in work zones to support and/or stabilize the base area
of signs and channelizing devices. Windy areas, higher-speed roadways, and narrow and
sloped areas impact the stability of traffic control devices. The weights should be placed near
the road surface where they cannot become projectiles.

Sand bags shall not be used as a channelizing device.

4.11.3 Speed Reader Boards

Speed reader boards (SRB) are electronic changeable speed display signs capable of
detecting and displaying the speed of approaching vehicles in real-time via radar speed
detection. SRB come either as trailer mounted units or pole mounted units. SRB may be used
for:
• long-duration work zones (i.e., night-time work or more than one day-time shift)
• work zones that use Traffic Control Persons
• highway projects when stipulated by provisions in the project documents

1. Deployment Guidelines

1. SRBs should be positioned downstream of the regulatory speed sign to affirm a

construction speed zone.
2. SRBs are placed approximately 100 to 200 metres in advance of the work activity
area.
3. When used in advance of Traffic Control Person setups, the location of the speed
reader board should follow the placement guidelines illustrated in Figure 4.29 A:
Long-Duration Lane Closure with TCPs and Speed Reader Boards – Two-Lane,
Two-Way Roadway.
4. On multilane highways, speed reader boards should not be placed close to merge
areas and ramp areas.
5. Where work zones are divided into several work activity areas or are more than
1500 metres long, two or more speed reader boards may be used (per direction)
to reaffirm and maintain speed reductions, separated by at least 300 metres.
6. Speed reader boards should be inspected for sight lines and for shadowing
created by structures or construction signs to ensure sign visibility and effective
operation.
7. A speed reader board should be delineated/protected using drums or tube
markers/ delineators, with at least three markers/delineators on the upstream side
of the speed reader board.

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2. Operational Guidelines

1. SRB should include the words YOUR SPEED or similar text, together with the
numeric electronic display. The text may be non-electronic.
2. SRB shall be in operation only when the construction speed limit is in effect and
workers are present on the roadway.
3. The speed reader board shall be programmed in relation to the construction speed
limit.
4. If no vehicles are approaching the speed reader board, the display should be
blank.
5. The electronic display may be programmed to flash and/or display the message
SLOW DOWN when the vehicle speed exceeds 10 km/h over the speed limit.
It shall not flash for speeds less than 10 km/h over the speed limit. The flash rate
shall be a maximum of 50 cycles per minute. Strobe-type light enhancements are
not permitted.
6. When the vehicle speed exceeds 40 km/h over the speed limit, the numeric
display should be programmed to go blank or display the message SLOW DOWN.
7. The radar in the speed reader board should detect an approaching vehicle no
more than 10 seconds before the vehicle reaches the radar unit’s position.
Detection should not occur until the vehicle has entered the construction speed
zone.

Figure 4.28: Speed Reader Board

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Figure 4.29 A: Long-Duration Lane Closure with TCPs and Speed Reader Boards
– Two-Lane, Two-Way Roadway

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Figure 4.29 B: Freeway/Multilane Median Crossover with Speed Reader Board

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4.11.4 Temporary Rumble Strips

Temporary rumble strips may be used to alert road users to a changing roadway environment
that requires extraordinary caution. They may also be used as an audible vehicle detection
system for workers adjacent to the roadway.

They are surface placed, raised strips, which are placed perpendicular to the direction of
travel. When a vehicle passes over the strips, the noise and vibration draw the driver’s
attention to features such as signs, unexpected alignment changes, or potential stop
conditions.

Installation Guidelines:
1. Spacing between temporary rumble strips should be 3.0 m, and their width should
extend across the travel lane. A sign warning drivers of the rumble strips should
be placed in advance of the installation (see Figure 4.31: Layout of Temporary
Rumble Strips).
2. Temporary rumble strips may be white, yellow, black, or orange, and contrast the
colour of the roadway.
3. Temporary rumble strips should be placed sufficiently in advance of the condition
to allow road users to respond to the warning.
4. Temporary rumble strips should not be placed:
• within intersections
• through pedestrian crossings
• on sharp horizontal or vertical curves
• within marked bicycle lanes or on roadways used by cyclists unless
a clear path at least 1.0 m wide is provided at each edge of the roadway
or on each paved shoulder

Figure 4.30: Temporary Rumble Strips

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Figure 4.31: Layout of Temporary Rumble Strips

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4.11.5 Shadow Vehicles

Shadow vehicles are used to provide mobile advance warning for operations where a work
vehicle blocks or encroaches into a travel lane that has not been closed to traffic.

There may be more than one shadow vehicle for a continuously-moving work zone, with one
shadow vehicle positioned as far as possible onto the shoulder (left or right) in advance of the
work vehicle. Two shadow vehicles are typically required on multilane divided roadways with
speeds ≥ 70 km/h. The shadow vehicle operator(s) and the work vehicle operator should be
in communication with one another.

Operations where shadow vehicles may be used include, but are not limited to:
• pavement marking and striping
• hydro-seeding
• sweeping
• flushing
• pothole patching
• mowing

The factors involved in determining the requirement for shadow vehicles include:
• exposure of workers to traffic
• speed of traffic relative to speed of work vehicle
• traffic volumes and number of lanes
• highway classification
• shoulder width
• sight distance
• weather conditions

Shadow vehicle distances should be adjusted for horizontal and vertical curves so that the
vehicle is clearly visible to traffic approaching the curves. The distance between shadow
vehicles and working equipment may require periodic adjustment to prevent drivers from
crossing or driving into the lane between the shadow vehicle and the work area or equipment.

Shadow vehicles shall be equipped with a flashing arrow board (FAB) and a 360-degree
flashing yellow light and 4-way flashers. If a flashing arrow board is used on a two-lane, two-
way roadway, it should show only a non-directional warning display. It shall never display an
arrow that directs traffic into a lane that could be occupied by opposing traffic.

The shadow vehicle may be equipped with a rear-mounted crash attenuator. This may be
required for specific types of work activities for certain highway classifications, or as specified
by the Road Authority. Vehicle-mounted crash attenuators are often used on shadow
vehicles in mobile, high-speed (≥ 70 km/h) operations.

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4.11.6 Buffer Vehicles

Buffer vehicles are stationary vehicles used to protect workers from errant vehicles in an
active work area. The buffer vehicle is parked upstream of the workers. The wheels should
be pointed in a direction that will help to prevent the vehicle from entering the work activity
area or travel lanes if it is struck.

Buffer vehicles shall be equipped with a 360-degree flashing yellow light and 4-way flashers,
or a flashing arrow board (FAB). They may also be equipped with vehicle-mounted crash
attenuators to reduce the effect of a collision.

4.11.7 Vehicle-Mounted Crash Attenuators

Vehicle-mounted crash attenuators are energy-absorbing devices attached to the rear

of shadow vehicles, buffer vehicles, or trailers to help protect workers or equipment from
errant vehicles. Their energy-absorption properties help to reduce crash severity.

Figure 4.32: Trailer-Style Crash Attenuator

Vehicle-mounted crash attenuators may be used in many applications that require a buffer
vehicle or additional protection for workers and the work zone. They are often used on
shadow vehicles in mobile, high-speed (≥ 70 km/h) operations. The Road Authority may
define in the contract those situations that require their use.

Figure 4.33: Vehicle-Mounted Crash Attenuator

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4.11.8 Temporary Crash Attenuators on Barriers

Crash attenuators—also known as crash cushions or impact attenuators—are systems that

absorb energy when struck by an errant vehicle, either through deceleration or deflection.
These devices reduce the effects of crashes from the exposed ends of barriers, bridge piers,
fixed objects, and other obstacles. Detailed crash attenuator information is available in the
American Association of State Highway and Transportation Officials’ (AASHTO) Roadside
Design Guide.

Requirements for the use of temporary crash attenuators are defined in the Ministry’s special
provisions for highways projects, or by the Road Authority.

1. Crash attenuators used on Provincial highways shall meet the current American
American Association of State Highway and Transportation Officials (AASHTO)
Manual for Assessing Safety Hardware (MASH) unless otherwise specified by the
Road Authority .
2. Unless otherwise approved by the Road Authority, the selected test level shall
match the original or intended regulatory speed at which the highway will operate
when the work zone is removed.
3. Crash attenuators should be inspected periodically to verify that they have not
been hit or damaged. Damaged crash attenuators shall be repaired or replaced to
maintain their crash-worthiness.
4. For Ministry projects, the Regional Traffic Engineer will assess the need for crash
attenuators based on several factors. These include, but are not limited to:
• speed
• highway classification
• number of lanes
• volume
• geometrics
• site constraints
• obstacle to be protected

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4.11.9 Pilot Cars for Work Zones

Section 4.11.9 deals with pilot cars that are used to guide traffic through construction
zones and work areas.
For information on piloting extraordinary loads, see the following:
• Appendix G: Pilot Car Load Movement Guidelines

• Division 8 (Pilot Cars and Signs) in the Commercial Transport Regulations

http://www.bclaws.ca/civix/document/id/complete/statreg/30_78

• Chapter 8 of the Commercial Transport Procedure Manual

https://www2.gov.bc.ca/assets/gov/driving-and-transportation/cvse/commercial-
transportation-manual/chapter-8.pdf

For the purposes of this Manual, a pilot car is a vehicle marked with warning signs and lights
that is used to guide a queue of vehicles through a work zone or detour regulated by Traffic
Control Persons or by temporary signals for which the pilot car operator has full control of the
signal operation. The length and complexity of the work zone makes navigation difficult for
drivers. (e.g., where there is a substantial change in alignment).

When deciding whether or not to use a pilot car operation, it is important to consider the type
of work, traffic volume, road alignment, and access points within the work zone.

A pilot car should have four or more wheels, seating for two or more persons, and be capable
of transporting pedestrians or cyclists through the work zone.

1. Communication with Stakeholders

It is important to communicate with the affected stakeholders when initiating a pilot car
operation in an area with accesses and driveways via:
• written notification of the dates and times when work will take place
• written instructions for safely joining and leaving the traffic stream when entering
and leaving the location of the business, residence, or institution
• contact information for the Prime Contractor

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2. Planning and Operations

The plan to use a pilot car should be assessed before the project commences, taking into
account the nature of the work zone. For example, if there are complex access issues, a
strategy should be developed for keeping track of vehicle entries and departures from the
queue.

A pilot car shall be operated in a manner that ensures the highest level of safety for road
users and workers.

The travel speed should not permit gaps to develop between the vehicles being led, and
should not contribute to tar splatter or the creation of dust in the work zone.

Traffic Control Persons and pilot car operators should remain in radio communication
throughout the work zone, with Traffic Control Persons regulating traffic:
• at each end of the work zone
• at every intersection that may require it between Traffic Control Persons
• at every other location where needed to ensure safety
• when an assessment dictates it, at every business access location that routinely
has customers stopping between the primary Traffic Control Persons at either end
of the pilot car zone

3. Pilot Car Warning Lights

4-way flashers and 360-degree rotating yellow warning lights shall be used on pilot cars.
Warning lights should be directly wired to the vehicle’s electrical system. Arrow sticks
are an acceptable alternative to the 360-degree rotating yellow warning lights.

The lights should be used only when the pilot car is operating.

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4. Pilot Car Signs

The Pilot Car C-048-1-DS sign is usually double-sided and should have the words
PILOT CAR on one side for approaching vehicles and PILOT CAR – DO NOT PASS on
the other side for following vehicles. The sign should be positioned on the pilot car so
that it is visible to drivers of vehicles approaching from both directions, and shall be kept
in a vertical position to ensure good viewing from both directions.

Pilot cars may use two separate signs with the same messaging indicated above.
Another option is the Pilot Car C-048-2 sign, which displays PILOT CAR on both sides
and fits within manufactured overhead racks.

Shoulder-mounted FOLLOW PILOT CAR signs should be positioned so that

approaching drivers are notified of the pilot car operation. Additional FOLLOW PILOT
CAR signs may be required so that signs are positioned beyond the end of the expected
or known vehicle queues resulting from pilot car operations.

C-048-1-DS
1200 x 900 mm
C-049-x
900 x 900 mm

C-048-2
1830 x 305 mm

Figure 4.34: Pilot Car Signs

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5. Pilot Car Radio Communications

Pilot cars should have an electronic device that allows all pilot car operators and all
Traffic Control Persons to communicate effectively with each other over the length
of the pilot car operation.

Communications should be on the same channel or frequency, and should be switched on

at all times during pilot car operations.

6. Pilot Car Traffic Control

Pilot car operators are not authorized to direct traffic. Their role is to guide traffic through
a work zone once that traffic has been directed to follow them by an authorized Traffic
Control Person. Pilot car operators may also position their vehicles to control vehicle
access to the work zone.

If a pilot car operator is to carry out Traffic Control Person operations, that operator
shall first be trained as a Traffic Control Person in a manner that is acceptable to
WorkSafeBC, and shall perform Traffic Control Person duties in a manner that complies
with WorkSafeBC and Road Authority requirements.

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Section 5: Traffic Control Persons (TCPs)

PART B – TRAFFIC CONTROL

Section 5: Traffic Control Persons (TCPs)

Contents

5.1 Roles and Responsibilities ........................................................................ 5-1

5.1.1 Traffic Control Supervisor ................................................................ 5-1
5.1.2 Traffic Control Persons (TCPs) ....................................................... 5-2

5.2 Use of TCPs in Work Zones....................................................................... 5-3

5.3 Minimum Requirements for TCPs ............................................................. 5-4

5.3.1 Physical and Mental Requirements ................................................. 5-4
5.3.2 Training and Certification................................................................. 5-4

5.4 Work Zone Apparel and Equipment ......................................................... 5-5

5.4.1 TCP Apparel and Equipment ........................................................... 5-5
1. Basic Requirements ................................................................ 5-5
2. Day-Time and Night-Time Apparel .......................................... 5-6
3. Additional Requirements for Night Operations ........................ 5-7
4. Night Lighting .......................................................................... 5-7
5. Optional Equipment ................................................................. 5-7
6. Lettering and ID Patches ......................................................... 5-7
5.4.2 Apparel Retroreflectivity for TCPs ................................................... 5-7
5.4.3 Apparel for Other Onsite Workers ................................................... 5-9
5.4.4 Apparel Labelling for All Onsite Workers....................................... 5-10

5.5 TCP Communications .............................................................................. 5-11

5.5.1 Fundamental Principles ................................................................. 5-11
5.5.2 TCP Radios ................................................................................... 5-13
1. Radio-Based Tasks ............................................................... 5-13
2. Rules for Radio Use .............................................................. 5-13
3. Radio Frequencies ................................................................ 5-13

5.6 TCP Positioning and Signals .................................................................. 5-14

5.6.1 Hazard and Risk Assessment ....................................................... 5-14
5.6.2 Positioning Rules for TCPs ........................................................... 5-14
5.6.3 Positioning Rules for TCPs in Intersections .................................. 5-15
5.6.4 Temporary Stop Bars .................................................................... 5-16
5.6.5 TCP Signals ................................................................................... 5-17
1. Signal for Stopping Traffic ..................................................... 5-17
2. Signal for Slowing Traffic....................................................... 5-17
3. Stopping Sight Distances ...................................................... 5-18

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5.7 TCP Safety ................................................................................................ 5-19

5.7.1 Ability to Make Evasive Manoeuvres ............................................ 5-19
5.7.2 Management of Approaching Vehicle Speeds .............................. 5-19
1. Speed Management Delineation .......................................... 5-19
2. Speed Management at Night ................................................ 5-20
5.7.3 Prohibitions for TCPs While Actively Controlling Traffic ............... 5-20

5.8 Emergency Procedures ........................................................................... 5-21

5.8.1 Passage of Emergency Vehicles and Personnel .......................... 5-21
5.8.2 Traffic Control at Emergency Scenes ........................................... 5-22

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Section 5: Traffic Control Persons (TCPs)

PART B – TRAFFIC CONTROL

Section 5: Traffic Control Persons (TCPs)

5.1 Roles and Responsibilities

For information on management responsibilities related to traffic control, see Section 1.2:
Road Authority and Prime Contractor Responsibilities.

5.1.1 Traffic Control Supervisor

The Prime Contractor shall designate a Traffic Control Supervisor who is qualified to assume
the responsibilities of this function. It cannot be the Site Supervisor, Superintendent, or
Foreman unless the designation is authorized by the Road Authority.

The Traffic Control Supervisor may be an employee of the Prime Contractor or a

sub-contractor to the Prime Contractor. It may be the Traffic Control Manager for the project
or an onsite Traffic Control Person if circumstances allow. If the traffic management
responsibilities for the project require full-time or frequent attention, a different person should
be assigned to this role.

In general, the Traffic Control Supervisor is responsible for the following:

• oversee traffic control operations, ensuring traffic control is executed in
accordance with the Traffic Control Plan, and updated as necessary.
• ensure compliance with Part 18 of WorkSafeBC’s Occupational Health and Safety
Regulation regarding supervision of Traffic Control Persons in the work zone
• provide direction to Traffic Control Persons
• required traffic control devices are in place
• signs are checked, maintained, and moved as required
• daily traffic control setups are documented, and changes are identified
in the Traffic Control Plan or log book
• traffic concerns are reported to the Traffic Control Manager or Site Supervisor
• each member of the traffic control crew wears the required personal protective
clothing and equipment (see Section 5.4: Work Zone Apparel and Equipment)

The Traffic Control Supervisor shall also ensure that all TCPs are:
• carrying evidence of current TCP certification
• equipped with all necessary equipment, including, radios, spare batteries,
chargers, and red signalling wands
• performing traffic control duties competently and safely
• positioned in safe locations that are clear of potential environmental hazards,
such as a slide or avalanche
• provided with rest breaks

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If two or more TCPs work as a team, the employer of the traffic control personnel and the
Traffic Control Supervisor should ensure that the responsibility for coordinating changes in
traffic flow is assigned appropriately. The Traffic Control Supervisor shall have TCP
certification in order to assume the duties of a TCP and direct traffic.

5.1.2 Traffic Control Persons (TCPs)

Depending on the project category and complexity, and in collaboration with the Prime
Contractor, TCPs may be required to prepare, review, amend, and document Traffic Control
Plans as part of their daily activities. In order to do so, they shall carry valid TCP certification
on the work site at all times, and have a good working knowledge of this Manual.

TCPs shall communicate instructions and directions to drivers effectively by using standard
traffic control motions and signals that are precise and deliberate to be clearly understood by
road users.

TCPs quickly become familiar with their work zone, and should try to assess the layout
through the eyes of a road user who is arriving at the zone in the worst foreseeable
conditions. This will help them to anticipate traffic control issues and identify required
changes to the Traffic Control Plan.

TCP training and performance should emphasize:

• the importance of the job
• alertness and attentiveness
• the need for a courteous but firm manner
• proper TCP positioning in relation to the work activity area in order to achieve
effective traffic control and ensure the safety of the public, workers, equipment,
and all TCPs
• sufficient discipline to prevent others from loitering near the TCP location
• sufficient discipline to remain in position until relieved by other personnel or
until the conflict being controlled no longer exists
• the requirement to remove or cover Traffic Control Person Ahead C-001-1 signs
whenever TCPs are not actively regulating traffic
• the requirement to comply with Part 18 of WorkSafeBC’s Occupational Health and
Safety Regulation regarding personal protective equipment (see Section 5.4:
Work Zone Apparel and Equipment) and traffic control signals (see Section 5.6:
TCP Positioning and Signals)

Among other requirements specified in Part 18 of WorkSafeBC’s Occupational Health and

Safety Regulation, employers and supervisors should ensure that:
• Traffic control arrangements and procedures for the work are made known to all
personnel involved in the work.
• Required traffic control devices and procedures are in place before the work starts
and are removed when they are no longer required.
• Any person assigned to be a TCP is adequately trained in a manner acceptable
to WorkSafeBC, and performs effectively in accordance with the traffic control
arrangements and procedures for the work.

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Section 5: Traffic Control Persons (TCPs)

5.2 Use of TCPs in Work Zones

TCPs are used only when all other traffic control methods are considered
inadequate to warn, direct, and regulate road users within a work zone.

TCPs are used to direct traffic within a work zone, thereby preventing conflicts between the
movements of pedestrians, vehicles, workers, and work zone equipment.

TCPs shall not control traffic within speed limits greater than 70 km/h.

Common applications for TCPs include:

• control of alternating one-way traffic through sections of a two-way road that
is temporarily reduced to one lane (single lane alternating traffic or SLAT)
• stopping public traffic to permit equipment to cross or enter onto a road, structure,
or other work zone feature
• providing information to drivers or pedestrians regarding road closures, wait times,
route options, etc.

One or both TCPs may be omitted in the following situations:

1. The self-regulated section does not extend through an intersection.
2. Where an open, one-lane section is sufficiently short (e.g., a spot obstruction),
sight distance is adequate, and traffic volumes are light.
• If one TCP is omitted, the Traffic Control Person Ahead C-001-1 signs
remain to warn of the one TCP ahead.
• If both TCPs are omitted, the Traffic Control Person Ahead C-001-1 signs
are removed and a Yield To Oncoming Traffic R-056 sign is posted in the
closed lane or the lane affected by the works.
3. A temporary traffic signal may be used instead of TCPs to control traffic on
sections of one-lane, two-way roadways (see Section 4.8: Temporary and
Portable Traffic Signals).
4. TCPs are not generally required as a traffic control measure for reducing speed
or for reducing the number of lanes on multilane roads.

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Section 5: Traffic Control Persons (TCPs)

5.3 Minimum Requirements for TCPs

5.3.1 Physical and Mental Requirements

TCPs should be physically and mentally prepared to do the required work, and should exhibit
these characteristics:
• good vision
• good hearing
• alertness and mature judgement
• intelligence and common sense
• pleasant, cooperative disposition
• sense of responsibility for the safety of workers and the public

5.3.2 Training and Certification

TCPs shall receive approved training, pass an examination, and be certified before they are
assigned to work within a work zone.

TCPs shall:
• have valid proof of training or certification issued by a recognized training agency
as determined by WorkSafeBC
• carry their certification at all times while on the job
• present their certification to the appropriate authorities on demand

TCPs should have these proficiencies:

• knowledge of vehicle operations, such as stopping distances, turning radii, etc.
• knowledge of basic regulatory requirements governing drivers
• understanding of basic traffic signs and the rules of the road
• understanding of driver expectations

A Class 5 driver’s licence may help to provide information about these proficiencies.

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Section 5: Traffic Control Persons (TCPs)

5.4 Work Zone Apparel and Equipment

5.4.1 TCP Apparel and Equipment

Personal protective clothing and equipment for TCPs shall comply with Parts 8 and 18
of WorkSafeBC’s Occupational Health and Safety Regulations and other standards as
identified below.

1. Basic Requirements
TCPs shall have the following required material with them on the job at all times:
• STOP or SLOW C-027 Paddle: An extension pole that is 1.3 to 2.1 metres long is
optional.
• Traffic Control Person Ahead C-001-1 Sign: The sign shall be removed or
covered when TCPs are not actively controlling traffic.
• Safety Headgear: TCP hard hats shall comply with one of these standards:
- Current CSA Standard CAN/CSA-Z94.1 Industrial Protective Headwear
- Current ANSI Standard Z89.1, American National Standard for Personnel
Protection – Protective Headwear for Industrial Workers Requirements
- Current Japanese Industrial Standard JIS T 8131, Industrial Safety Helmets
for Class AB or ABE Headgear
Hard hats shall be of a high-visibility colour with a band of retroreflective tape
across the top from front to back and on the sides.
- WorkSafeBC permits fluorescent yellow-green, fluorescent orange-red, and
fluorescent red colours.
- The hard hat shall have retroreflective material across the top from front to
back and on the sides to make it clearly visible to drivers approaching
from any angle.
• Safety Footwear: TCP footwear shall be CSA-compliant Grade 1 safety footwear
(green triangular CSA patch on the outside, green rectangular label on the inside).
• Safety Apparel: TCPs shall wear Class 3 garments that comply with both
the current CSA Z96 standard and Section 18 of WorkSafeBC’s Occupational
Health and Safety Regulation.
See also Section 5.4.2: Apparel Retroreflectivity for TCPs.

Figure 5.1: C-027 Traffic Control Paddle STOP or SLOW – Double Sided

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Section 5: Traffic Control Persons (TCPs)

2. Day-Time and Night-Time Apparel

Alternative to coveralls shown, TCPs may wear a combination of a torso vest (or jacket)
and bands encircling both arms and both legs.

Figure 5.2 A: TCPs with Fluorescent Yellow-Green and

Fluorescent Orange-Red Vests

Figure 5.2 B: TCPs with Fluorescent Yellow-Green and

Fluorescent Orange-Red Coveralls

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Section 5: Traffic Control Persons (TCPs)

3. Additional Requirements for Night Operations

• flashlight with red signalling wand
• spare batteries
• two-way radios

4. Night Lighting
TCP stations shall be illuminated at night. If street lighting is available, TCPs should
stand below the light to maximize front-of-body illumination. If temporary overhead
lighting is being used, it shall not subject approaching drivers to excessive glare.

5. Optional Equipment
• CSA-approved safety sunglasses or eye protection where required
• rain gear meeting Class 3 retroreflectivity requirements

6. Lettering and ID Patches

Lettering and ID patches that are not retroreflective may be placed on the garment,
provided that they do not cover an area greater than 105 cm2 and do not cover any part
of the mandatory retroreflective stripes/bands.

Retroreflective lettering or ID patches that meet the requirements of the current CSA Z96
standard shall not cover an area greater than 500 cm2 and may be placed anywhere on
the garment as long as the positioning does not obscure the recognizable pattern of the
stripes/bands.

Note: For work on Provincial roadways, the Ministry has adopted a high-visibility
standard for worker apparel that exceeds WorkSafeBC’s retroreflectivity
standard.

This standard provides both adequate retroreflectivity and contrasting colour, and
applies to all workers on all Ministry projects.

5.4.2 Apparel Retroreflectivity for TCPs

TCPs shall wear Class 3 safety garments that comply with the current CSA Z96 standard and
the WorkSafeBC requirement. At minimum, Class 3 high-visibility material shall fully cover
the upper torso (front, back, sides, and over shoulders) and shall include bands encircling
both arms and both legs.

Acceptable colours for background material on these high-visibility safety garments are
fluorescent yellow-green and fluorescent orange-red (the orange-red is often labelled
fluorescent orange).

These garments require a contrasting-colour fluorescent stripe that is at least 100 mm (4”)
wide. Acceptable colours for the contrasting stripe are also fluorescent yellow-green and
fluorescent orange-red. The retroreflective bands used on these garments shall be at least
50 mm (2”) wide and in a colour that contrasts with the background colour.

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Section 5: Traffic Control Persons (TCPs)

Horizontal wrist and ankle stripes/bands shall be placed on the sleeves and pants, encircling
both arms and legs. They shall be 100 mm (4”) wide and include a 50 mm (2”) retroreflective
band with two 25 mm (1”) contrasting colour fluorescent stripes on each side of the
retroreflective band.

The stripes/bands shall be laid out in this pattern:

• symmetric X on back of garment extending from shoulders to waist
• two vertical stripes/bands on front extending over shoulders and down to waist
• horizontal leg and arm stripes/bands encircling both arms and both legs.
• waist-level, horizontal stripe/band extending entirely around the circumference
of the torso from the back to the bottom of the vertical stripe/bands on the front,
where they end at the front fastening mechanism (snap, zipper, etc.)
• gaps in retroreflective materials for front fastening cannot exceed 50 mm (2”)

Figure 5.3: Coveralls with Contrasting Retroreflective Bands

Figure 5.4: Retroreflective Striping Cross Sections and Dimensions

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Section 5: Traffic Control Persons (TCPs)

5.4.3 Apparel for Other Onsite Workers

Work zone workers who are not TCPs shall wear Class 2 safety garments that comply with
both the current CSA Z96 standard and the WorkSafeBC requirement.

At minimum, Class 2 high-visibility material shall fully cover the upper torso (front, back,
sides, and over the shoulders).

For work on Ministry right-of-way, onsite workers shall wear safety garments that comply with
the standards outlined in this Manual, the current Z96 standard, and current WorkSafeBC
Part 8 requirements.

The following apparel components shall also comply with the retroreflectivity requirements for
TCPs (see Section 5.4.2: Apparel Retroreflectivity for TCPs):
• fluorescent background material
• fluorescent 100 mm (4”) contrasting stripe
• 50 mm (2”) retroeflective bands of tape

Figure 5.5: Worker Vests with Contrasting Retroreflective Bands

(Day-Time Apparel for TCPs)

Note: For work on Provincial roadways, the Ministry adopted standard outlined above for
work apparel exceeds WorkSafeBC’s standard.
This standard provides both adequate retroreflectivity and contrasting colour, and
applies to all workers on all Ministry projects.

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Section 5: Traffic Control Persons (TCPs)

5.4.4 Apparel Labelling for All Onsite Workers

Garment labels should include these details to comply with the current CAN/CSA Z96
standard:
1. Manufacturer or authorized representative name, trademark, or other form
of identification.
2. Designation of the product type (i.e., Coverall), commercial name, or code.
3. Size designation.
4. CSA Z96.
5. Apparel Class and Level of Performance for the retroreflective material.
6. Indication that background material is fluorescent.
7. Indication of Flame Resistant (FR) Performance if applicable.

Figure 5.6: Manufacturer’s Label

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Section 5: Traffic Control Persons (TCPs)

5.5 TCP Communications

5.5.1 Fundamental Principles

TCPs work together to regulate traffic through the work zone. This means that they need to
communicate effectively with each other.

When the two TCPs are within sight of each other:

• They should use pre-arranged visual signals to communicate.
• One TCP should wait until signals are acknowledged by the other TCP before
changing traffic flow.

When the two TCPs are not inter-visible, such as on curves or hills, they should either use
two-way radios or take the following steps:
1. Station a third TCP between them so that signals can be relayed visually. This
third person should stand outside the travel lanes at a location visible to the two
other TCPs. This will be practicable only within short work zones.
For illustrations of these positioning requirements, see Figure 5.7: Positioning
Requirements When Two TCPs Are Not Inter-Visible.
2. Equip the intermediate TCP with a Stop/Slow paddle for relaying signals from
the TCP at one end to the TCP at the other end.
3. Ensure that all three TCPs understand and acknowledge the pre-arranged signals.

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Section 5: Traffic Control Persons (TCPs)

Figure 5.7: Positioning Requirements When Two TCPs Are Not Inter-Visible

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Section 5: Traffic Control Persons (TCPs)

5.5.2 TCP Radios

1. Radio-Based Tasks

Using radios allows TCPs to carry out several important tasks:

• communicate with others in areas where they cannot be seen
• pass along information about traffic in the queue or passing through the site
• advise of movements or encroachment of construction traffic on travelling lanes
• smoothly coordinate the movement of public and construction traffic
• advise of incidents or issues that may occur on the site
• warn of approaching emergency vehicles
• coordinate safe passage of construction traffic past the vehicle queue

2. Rules for Radio Use

When using radios, TCPs should follow these rules:

• use as specified in the manufacturer’s instructions and conditions of use
• ensure that radios work properly across the work zone or work activity area before
beginning to use them for traffic control
• carry spare batteries and have chargers readily available
• use only one ear for a headset or receiver, keeping the other free for hearing other
noises in the area
• ensure that both hands are free for use
• pre-arrange voice signals for every situation, and do not change them
• speak clearly
• ask for unclear messages to be repeated
• avoid unnecessary talk
• avoid inappropriate comments
• be aware of signal delay and allow time for the transmission to get through

3. Radio Frequencies

It is important to use radio frequencies that allow for communication not only between
TCPs but also with the Site Foreman, First Aid Attendant, and equipment operators who
may be encroaching on or entering into the travel lanes.

It is best to use one common frequency for all onsite personnel. If this is not possible,
the Traffic Control Supervisor should carry an additional radio that uses the work site
frequency in order to communicate with the work site and help to coordinate movements
and pass information to TCPs on their radio frequency.

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Section 5: Traffic Control Persons (TCPs)

5.6 TCP Positioning and Signals

5.6.1 Hazard and Risk Assessment

When deciding on a position for the TCP and the traffic queue, it is important to identify and
assess the potential risks associated with all site hazards.

If TCPs and traffic queues will be positioned such that the TCPs are at high risk from
a hazard, appropriate steps should be taken to eliminate or minimize the risk. It may be
necessary to remove the hazard or reposition the TCP.

Hazards that create risk for TCPs include, but are not limited to:
• rock fall areas or avalanche zones (seasonal)
• blind corners and hill crests
• tunnel entrances and exits
• lengthy or steep grades
• danger trees
• wildlife
• dark or remote areas
• heavy traffic congestion
• large commercial or business accesses

Note: TCPs should be able to focus their attention on traffic and not be distracted by having
to watch out for other hazards.

The distance between the Traffic Control Person Ahead C-001-1 sign and the TCP should
not exceed 150 metres unless local site conditions (curves, hills, etc.) govern. If there is not
an ideal location within this distance because of road features or conditions, an additional
sign should be used in advance of the C-001-1, such as a Flagger Ahead C-001-2 sign or a
Prepare to Stop C-029 sign.

5.6.2 Positioning Rules for TCPs

1. Stand either on the shoulder adjacent to the traffic being controlled or in a lane that has
been closed to traffic, on the same side of the roadway where you are controlling traffic.
Be aware that the closed lane is not the opposing lane, even when controlled by another
TCP or device.
• Always plan an escape route from every position you assume—i.e., an uninhibited
path for avoiding errant vehicles (see also Section 5.7.1: Ability to Make Evasive
Manoeuvres).
• After more than one vehicle has been stopped—and only if necessary—you may
move into the lane under your control to assess queue length or to achieve a
better view of approaching vehicles.
• Avoid entering a lane being used by opposing traffic.
• Return to your starting position before you release the stopped traffic queue.

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Section 5: Traffic Control Persons (TCPs)

2. Unless otherwise specified, stand 25 to 35 metres from the TCP taper and 50 to 75
metres from the downstream taper to avoid out-of-control vehicles and to provide
manoeuvring room for responding to vehicles that make unanticipated lane changes.
3. Face the centre of the road, with your back to the road shoulder, scanning traffic
approaching from both directions. Remain aware of what is happening in the stopped
lane.
4. For intersection traffic control, it may be necessary to stand in the middle of the
intersection, in which case it may not be possible to comply with the three rules above.
5. Stand where you can see equipment on the site and where you can see—and be seen
by—approaching drivers. To the extent practicable, stand where the background will
make you as conspicuous as possible.
6. To be visible to drivers, stand away from the other workers, and never stand in a group
of people while stopping traffic.
7. Never use your body as a barrier for blocking errant vehicles.

Regardless of the rules listed above, TCP safety is paramount. Therefore, always stand where you
can see and be seen by approaching drivers, in a position that is suitable for safely stopping traffic
and/or directing traffic through the work activity area, and where there is an escape route.

5.6.3 Positioning Rules for TCPs in Intersections

1. TCP direction in intersections cannot conflict with the direction provided by any existing
intersection control. Traffic signals shall be shut off or changed to flash mode. Stop signs
shall be covered.
2. Traffic Control Persons must be visible to approaching traffic and not obscured by
advance warning or other signage.

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Section 5: Traffic Control Persons (TCPs)

5.6.4 Temporary Stop Bars

Temporary stop bars (stop lines) may be used by TCPs to help define a specific stopping
location in advance of the TCP position.

Temporary stop bars not only provide road users with defined stopping locations but also help
TCPs to maintain a safe separation from stopped vehicles.

A temporary stop bar must be white, and at least 25 cm (10”) wide. It should extend across
the full width of the lane for which it is intended, perpendicular to the direction of vehicular
travel. It is made of low-profile plastic or another temporary material that is heavy enough not
to be displaced when vehicles stop on it or are driven over it at anticipated speeds. The
profile must be low enough that it does not impede traffic flow when being crossed by traffic.

One tubular marker should be used on the shoulder side and one on the median side of
a temporary stop bar, with each tubular marker displaying the appropriate Stop Line R-025-R
or R-025-L sign.

Figure 5.8: Temporary Stop Bar

A temporary stop bar should be placed at least one-half of Distance A from the TCP
(Distance A values are those shown for Construction Sign Spacing in Table B – Device
Spacing Lengths, see Section 6.6 or Appendix F), with sufficient sight distance provided for
approaching drivers.

A temporary stop bar should not be placed:

• on sharp horizontal or vertical curves
• across bicycle lanes
• through pedestrian crossings
• within intersections that have permanent stop bars

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Section 5: Traffic Control Persons (TCPs)

5.6.5 TCP Signals

TCP signals shall comply with the specifications described and illustrated in Part 18 of
WorkSafeBC’s Occupational Health and Safety Regulation:
http://www2.worksafebc.com/publications/ohsregulation/part18.asp

1. Signal for Stopping Traffic

1. Position yourself in a safe position. See 5.6.2

Positioning Rules for TCPs.

2. Stand on the roadway shoulder, where you

can see, and be seen, with toes pointing
towards the centre of the road, and hold the
paddle out to stop the first vehicle. Always
display the paddle in a static manner, and
hold the paddle so that it is visible to traffic.

3. Once you have stopped the first vehicle,

adjust your position so that you are standing
in a position where you can see, and be seen
by, approaching drivers from a sufficient
distance to stop safely (at least 150 metres).

2. Signal for Slowing Traffic

1. Extend the traffic control paddle towards

the lane of oncoming traffic.

2. Wave the traffic forward with your other hand

to avoid bringing traffic to a full stop.

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Section 5: Traffic Control Persons (TCPs)

3. Stopping Sight Distances

When slowing and stopping traffic, it is critical to remember the required stopping
distances for vehicles travelling at various speeds. The faster a vehicle is moving,
the more distance it requires to stop. The size and weight of a vehicle also affect
its stopping distance.

Table 5.1: Stopping Sight Distances

Stopping
Vehicle Speed Sight Distance
(km/h) (m) Notes
• These are stopping sight distances
50 60
(SSD) for passenger vehicles in
wet conditions on a level roadway.
60 80
• More stopping distance is required for
70 110 larger, heavier vehicles.
• More stopping distance is required on a
downgrade.
• The table values are from the
Transportation Association of Canada
(TAC) Geometric Design Guide for
Canadian Roads (2017), rounded to
the nearest 10.

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Section 5: Traffic Control Persons (TCPs)

5.7 TCP Safety

5.7.1 Ability to Make Evasive Manoeuvres

1. TCPs should be positioned so that they can make evasive manoeuvres to avoid being
struck by a vehicle.
2. If an errant vehicle enters the work site, TCPs are responsible for using their escape
routes.
3. If it appears that the vehicle is not stopping, the TCP should notify personnel working on
the site (via radio or audible device), and observe and document as many details as
possible for subsequent follow-up.
4. Although many TCPs use their vehicles as refuge, they should not position themselves
in such a way that the presence of the vehicle or other equipment reduces their options
for making evasive manoeuvres.
The same precautionary principle applies to working near equipment, barriers, or
opposing traffic.

5.7.2 Management of Approaching Vehicle Speeds

1. Speed Management Delineation

Centreline or edge line delineation can be used to reduce vehicle speed in advance of
the TCP position.

Figure 5.9: Centreline and Edge Line Delineation

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Section 5: Traffic Control Persons (TCPs)

2. Speed Management at Night

When TCPs are working during hours of darkness and are having difficulty getting traffic
to stop, various traffic control options may assist with slowing and stopping traffic.

Examples include, but are not limited to:

• increasing number of advance warning signs and devices
• increasing sign sizes
• using dynamic messaging signs (DMS)
• using speed reader boards
• using an oversized STOP R-001 sign (75 cm x 75 cm) on a barricade
across the closed lane where the TCP is positioned

5.7.3 Prohibitions for TCPs While Actively Controlling Traffic

1. Never stand near a vehicle or sit in a vehicle when actively controlling traffic.
2. Never argue with a driver.
3. Never stand in an open travelled portion of the roadway while traffic is moving.
4. Never accept an assignment to carry out other onsite work, and never attempt to
carry out any other onsite work.
5. Never allow the TCP sign to be displayed when a TCP is not directing traffic.
6. Never give direction that contradicts a traffic signal.
7. Never converse with any person about anything that is not work-related, and ensure that
all work-related conversation is both necessary and brief.
8. Never sit when actively controlling traffic.
9. Never lean on a post or other object.
10. Never use a mobile device, tape, disk, MP3 player, TV, non-work radio, or any other
device that impairs sight, hearing, or attention. Use cell phones only to communicate
about onsite emergencies.
11. Never stand near equipment.
12. Never turn your back on approaching traffic.
13. Never wear clothing or items that can obscure or reduce peripheral vision, such as
hoodies, certain kinds of sunglasses, etc.
14. Never become impatient or enraged.
15. Never attempt to slow traffic by displaying the STOP sign rather than the SLOW sign.
16. Never leave the control position without being replaced. Meal, coffee, toilet, and rest
breaks should be pre-arranged before work starts.
17. Never regulate traffic if your judgment is impaired in any way.
18. Never regulate traffic if you have suffered a reduction in performance that could increase
anyone’s exposure to risk.

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5.8 Emergency Procedures

5.8.1 Passage of Emergency Vehicles and Personnel

TCPs should review the Traffic Management Plan, which may specify how emergency
vehicles and personnel are to be accommodated or taken through the work zone, and should
discuss the process to be used in these situations with the Traffic Control Supervisor and Site
Supervisor.

TCPs need to be aware of any instructions that should be communicated to the drivers
of emergency vehicles, including:
• the path to drive
• where hazards may exist
• any communications required along the way (e.g., the lead vehicle may
be given a radio with the site frequency to be returned to the TCP at the other end)
• a site map if the work zone is long, such as a repair work zone established to deal
with a significant flood event

In smaller rural communities, many emergency service providers are volunteers, which
means that the emergency facility is not staffed on a regular basis. In these situations,
volunteers may be driving personal vehicles to their “hall” to pick up emergency vehicles.

There should be a process for allowing these volunteers to get to their hall quickly, keeping in
mind that they may be passing through the work zone again shortly thereafter with
an emergency response vehicle.

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5.8.2 Traffic Control at Emergency Scenes

Members of emergency services and recovery groups that may respond to a motor vehicle
incident may include:
• police, fire, and ambulance responders
• highway rescue and search and rescue responders
• towing companies
• Road Authority officials
• maintenance contractors
• other emergency groups

Members of these emergency responder groups often have to control traffic around the site
of an emergency or crash. Before implementing traffic control, responders and workers
should ensure their own safety and the safety of others.

Having assured the safety of themselves and other onsite personnel, emergency responders
are expected to maintain traffic operations through the area impacted by the emergency by
employing basic traffic control principles, and to be trained in:
• basic traffic control techniques
• traffic control equipment setup, operation, and take-down
• the traffic management principles outlined in this Manual
• the use of a buffer vehicle to protect the workplace
• the use of appropriate personal protective clothing and safety equipment
• other appropriate safe work procedures

If the traffic control situation will persist for more than two hours, the emergency responders
directing traffic are expected to be trained in a manner acceptable to WorkSafeBC for high-risk
traffic control or to be replaced by personnel who have this training.

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PART B – TRAFFIC CONTROL

Section 6: Traffic Control Layouts – General Instructions

Contents

Important Notes for Sections 6 to 19 ..................................................................... 6-1

6.1 Introduction to Work Zone Components ................................................. 6-2

6.2 Work Zone Components ............................................................................ 6-4

6.2.1 Advance Information Zone .............................................................. 6-4
6.2.2 Advance Warning Area.................................................................... 6-4
6.2.3 Transition Area and Tapers ............................................................. 6-4
1. Merging Taper ......................................................................... 6-5
2. Lane Shift Taper ...................................................................... 6-5
3. Shoulder Taper ........................................................................ 6-5
4. TCP, AFAD, or Signal Taper ................................................... 6-5
5. Downstream Taper .................................................................. 6-5
6.2.4 Buffer Space .................................................................................... 6-6
6.2.5 Work Activity Area ........................................................................... 6-6
6.2.6 Termination Area ............................................................................. 6-7

6.3 Overlapping Work Zones ........................................................................... 6-8

6.4 Queue Management ................................................................................. 6-10

6.4.1 Advance Warning and Queue Length ........................................... 6-10
6.4.2 Preventing Premature Queue Shifting........................................... 6-12

6.5 Treatment of Drop-Offs and Travel Lane Excavations ......................... 6-14

6.5.1 Drop-Offs ....................................................................................... 6-14
6.5.2 Travel Lane Excavations ............................................................... 6-16

6.6 Positioning of Temporary Traffic Control Devices ............................... 6-17

Table A – Taper Lengths ............................................................................ 6-18
Table B – Device Spacing Lengths ............................................................ 6-22

6.7 Device Installation and Removal ............................................................ 6-24

6.7.1 General Guidelines ........................................................................ 6-24
6.7.2 Installation Considerations ............................................................ 6-25
6.7.3 Removal Considerations ............................................................... 6-25
6.7.4 Two-Lane, Two-Way Roadways ................................................... 6-26
6.7.5 Multilane Roadways ...................................................................... 6-29

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6.8 Inspection and Maintenance of Traffic Control .................................... 6-33

6.8.1 Responsibility for Inspection and Maintenance ............................ 6-33
6.8.2 Elements of Inspection and Maintenance ..................................... 6-33
6.8.3 Field Inspection Frequency ........................................................... 6-34

6.9 Work Duration .......................................................................................... 6-34

6.10 Risk Evaluation for Emergent and Brief-Duration Work ...................... 6-35

6.11 Using Sections 7 to 19 ............................................................................. 6-37

6.11.1 Information in Sections 7 to 19 ..................................................... 6-37
6.11.2 Side-by-Side Formatting ............................................................... 6-37
“SHOULD” Documentation ............................................................ 6-38
6.11.3 General Instructions for Using the Layouts in Sections 7 to 19 .... 6-39

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Section 6: Traffic Control Layouts – General Instructions

PART B – TRAFFIC CONTROL

Section 6: Traffic Control Layouts – General Instructions

This section outlines the appropriate development and use of the traffic control layouts described in
Sections 7 to 19. The user of this manual should have a thorough understanding of the information in
this section before applying the layouts.

Important Notes for Layouts in Sections 7 to 19

1. The traffic control layouts are considered the minimum standard. The associated text
description highlights the key standards as well as guidance and options that can be
considered by the user.

2. Although this Manual often identifies traffic control requirements by using the word
“shall,” there may be circumstances where strict compliance with the requirements is not
reasonable and it will be necessary to deviate from the requirements. In these cases,
written justification for the modification must be recorded and depending on the
complexity of the modification, written permission may need to be granted by the Road
Authority.

3. A variety of conditions may be encountered, and no single standard sequences of signs

or other traffic control devices can be set up as an inflexible arrangement for all
conditions and locations. Furthermore, it may be impossible to comply with the minimum
standards in emergency situations.

4. If the layouts in the Manual are not working in a particular situation, alternatives should
be considered and implemented.

5. If it is necessary to deviate from the requirements in the Manual, the Prime Contractor
should contact the Road Authority.

TCP Acronym
TCP is generally used for Traffic Control Persons throughout Sections 6 to 19.

Side-by-Side Formatting
The layouts in Sections 7 to 19 are shown with the description on the left and
the corresponding diagram on the right so that readers can see them side-by-side

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6.1 Introduction to Work Zone Components

Temporary traffic control measures are required within work zones

to safely guide and protect road users and workers.

For the purposes of this Manual, a work zone is:

A roadway area in which road user conditions have been temporarily changed for the
purpose of construction, maintenance, utility work, or for emergency incident
management.

A work zone is typically marked by temporary traffic control devices such as signs,
channelizing devices, barriers, pavement markings, and/or work vehicles. It usually extends
from the first to the last of the traffic control devices, and is generally the area between the
first advance warning sign and a point beyond the work operations where traffic is no longer
affected by temporary controls.

As shown in Figure 6.1: Overview of the Six Work Zone Components, work zones can be
divided into six components:
1. Advance Information Zone (optional)
2. Advance Warning Area
3. Transition Area (if a lane or shoulder is closed)
4. Buffer Space
5. Work Activity Area
6. Termination Area

Figure 6.1: Overview of the Six Work Zone Components shows a general concept of the work
zone components and how they relate to where devices may be located. For traffic control
device selection, refer to the appropriate reference layout found in Sections 7 to 19.

Each component is discussed individually in Section 6.2: Work Zone Components for
one direction of travel. If the work activity affects both directions of travel, the same principles
apply.

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Section 6: Traffic Control Layouts – General Instructions

Figure 6.1: Overview of the Six Work Zone Components

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Section 6: Traffic Control Layouts – General Instructions

6.2 Work Zone Components

6.2.1 Advance Information Zone (optional)

The Ministry has strategically placed overhead Dynamic Messaging Signs (DMS) throughout
the province. These can be utilized to provide greater information to travellers, particularly
when there are significant impacts or delays. Portable message signs may also be used to
provide this advanced information.

The Project Manager would work with the Transportation Management Centre of British
Columbia (TMCBC) to post messages on the overhead DMS.

6.2.2 Advance Warning Area

The advance warning area is the area where road users are informed of what to expect
ahead. The length of the advance warning area from the first sign to the beginning of
the transition area should provide drivers with enough time to adjust their driving patterns
safely and appropriately.

The number of traffic control devices in an advance warning area may vary from a single sign
or a rotating/flashing light on a vehicle to a series of signs and the use of a portable dynamic
message sign (DMS).

The required length of the advance warning area increases with the roadway speed so
that road users may more readily perceive and respond to the work condition ahead. Sight
distances should be sufficient for drivers to see the situation, interpret what they are seeing,
decide what to do, and do what needs to be done (see Section 2.3.3: Manage Driver Sight
Distances).

Advance warning signs are generally not required when the work activity area and access to
it are entirely off the roadway and shoulder, and the work does not interfere with traffic, but
they should be used when any traffic flow problems or conflicts could possibly occur.

6.2.3 Transition Area and Tapers

Transition Area: The transition area is the area in which vehicles are channelized/
redirected from their normal path of travel into a new path in order to move around the work
activity area. This movement of traffic is achieved by using channelizing devices and
directional signs in the tapers that are used to close lanes.

The transition area should be obvious to road users, with the correct path clearly identified
with pavement markings and/or channelizing devices so that drivers will not attempt to follow
the normally travelled path.

For moving work operations, the transition area moves with the work activity area. A shadow
vehicle may be used to warn traffic and/or guide traffic into the proper lane (see Section
4.11.5: Shadow Vehicles).

Tapers: Tapers are used in both the transition and termination areas, and are created with a
series of channelizing devices or pavement markings placed to move traffic out of—or back
into—its normal path. Adjustments to standard taper lengths may be necessitated by the
presence of access/egress points and other site constraints. Five different tapers are used
within work zones.

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1. Merging Taper
A merging taper (lane closure taper or channelizing taper) is most commonly used on a
multilane roadway to close a lane and combine its traffic with that of the adjacent lane.

The length of the taper should be appropriate for the speed of traffic and the complexity
of actions that drivers will be undertaking—for example, merging versus making a lane
shift (see Table A – Taper Lengths in Appendix F).

After a merging taper is installed, traffic should be observed to determine whether or not
the taper is working well. The frequent use of brakes and evidence of skid marks
indicate that the taper is too short or the advance warning is inadequate.

If restricted sight distance is a problem, the taper should begin well in advance of the
sight restriction—for example, a sharp curve. The beginning of a taper should not be
hidden downstream of curves.

2. Lane Shift Taper

A lane shift taper is used when there is a change in alignment of the travelled lane that
does not necessitate a merge. A lane shift taper generally requires half the length of a
merging taper.

3. Shoulder Taper
A shoulder taper closes a shoulder to traffic so that shoulder work can be undertaken or
equipment can be placed on the shoulder.

When a wide, paved shoulder is closed adjacent to a high-speed roadway, it should be

treated as a closed portion of the travelled roadway so that drivers do not pull off onto
the shoulder or stop in the work zone.

Shoulder tapers are often used in combination with merging tapers. A shoulder taper
used to close a non-travel lane does not require the length of a full merging taper, but if
the shoulder is used as a travel lane, a normal merging taper length should be used so
that drivers do not mistake the closed shoulder for a lane.

4. TCP, AFAD, or Signal Taper

A Traffic Control Person (TCP), Automated Flagger Assistance Device (AFAD), or signal
taper is placed in advance of a work activity area to implement a single lane alternating
traffic (SLAT) pattern.

This taper is not used to merge traffic but rather to close a work area to traffic and
indicate that a speed and path adjustment will be required. It is typically 15 metres long
and contains five equally-spaced channelizing devices in the closed lane, with the right-
of-way usually assigned by one or more TCPs or AFADs, a temporary traffic signal, or
temporary self-regulating lane control.

5. Downstream Taper
A downstream taper is installed in the termination area at the far end of the work activity
area to direct traffic back into its normal path. A downstream taper is not advisable
when work vehicles are moving into or leaving the work activity area from the
downstream end.

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6.2.4 Buffer Space

The buffer space is the unoccupied space between the transition area and the work activity
area. It improves safety for drivers and workers by providing recovery space for errant
vehicles. They should be included wherever possible.

Circumstances that may necessitate the implementation of a buffer space include:

• poor sight distance in advance of the work activity area
• high speeds and/or high traffic volumes on the roadway

The buffer space should be kept free of equipment, workers, and materials, and should be
free of vehicles except when a buffer vehicle is used.

For moving operations in which a shadow vehicle is used, the buffer space is the space
between the shadow vehicle and the work vehicle.

6.2.5 Work Activity Area

The work activity area is the area where the work is taking place.

It may be a fixed location or multiple locations as moving work progresses down the roadway.
The work activity area is closed to traffic, set aside for exclusive occupation by workers,
equipment, and construction activities, and is delineated by channelizing devices.

Potential hazards increase in and around a work activity area when:

• the work activity area is close to the travel lanes
• traffic speeds and volumes increase
• work activities affect normal traffic operations (e.g., uneven pavements,
vehicles loading or unloading)
• the change in travel path becomes more complex (e.g., traffic is shifted
across the median and into lanes normally used by opposing traffic)

Minimize hazards between traffic and the work activity area by considering the following:
1. Use traffic control devices to make the travel path clearly visible to traffic. Avoid
gaps that may falsely suggest to drivers that they have passed through the work
zone.
2. Place channelizing devices between the work activity area and the travel path.
Devices placed on a tangent along the work activity area to keep traffic out
of a closed lane should be spaced appropriately—for the extent and type of
activity, the speed limit of the roadway, and the vertical and horizontal alignment—
so that it is obvious that the lane is closed. For urban streets and low-speed
roadways, closer spacing may be required.
3. Provide an unobstructed entrance and exit for work vehicles.
4. Protect moving operations with adequate advance warning of the work
and/or shadow vehicles.

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Section 6: Traffic Control Layouts – General Instructions

6.2.6 Termination Area

The termination area is a short distance through which traffic clears the work activity area and
returns to the normal traffic path. It extends from the downstream end of the work activity
area to the last temporary traffic control device and may include a downstream taper.

There are occasions where the termination area may include a transition area. For example,
if a taper is used to shift traffic into an opposing lane of a multilane roadway, the termination
area needs a taper to shift traffic back to its normal path.

A buffer space may be used between the end of the work activity area and the beginning of
the downstream taper.

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6.3 Overlapping Work Zones

Overlapping work zones occur when signs and devices overlap from two separate work
zones.

Work zones that are in close proximity to one another, but signed independently, may create
driver confusion and lead to undesirable driver behaviour. When traffic control layouts have
the potential to overlap, contractors and Traffic Control Supervisors should work
cooperatively to develop a joint Traffic Control Plan to ensure that the traffic control setups do
not conflict.

Coordinate overlapping work zones to:

• reduce message conflicts.
• prevent driver confusion and frustration.
• increase maintenance efficiencies for signs and devices.
• contribute to safer traffic control and better overall driver compliance.

Rural areas, where work is one kilometre apart or less, should be managed as one
continuous work zone. This prevents driver confusion and frustration, and makes it easier for
Traffic Control Persons to maintain appropriate signage.

See Figure 6.2: Overlapping Work Zones – Uncoordinated and Coordinated Setups
for examples of improper and proper traffic control setups for two work zones in close
proximity.

Even when the sign layouts do not overlap, it may be beneficial to develop a cooperative
Traffic Control Plan when the work areas are within one kilometre of each other.

Figure 6.2: Overlapping Work Zones – Uncoordinated and Coordinated Setups shows a
general concept of overlapping work zones and how they relate to where devices may be
located. For traffic control device selection, refer to the appropriate reference layout found in
Sections 7 to 19.

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Section 6: Traffic Control Layouts – General Instructions

Figure 6.2: Overlapping Work Zones – Uncoordinated and Coordinated Setups

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Section 6: Traffic Control Layouts – General Instructions

6.4 Queue Management

6.4.1 Advance Warning and Queue Length

The typical traffic control layouts and associated spacing may not be sufficient for queue
management when:
• Traffic is stopped for too long, and the queue extends back past the advance
warning signage.
• Hills and/or curves prevent drivers from seeing the back of the queue.

These conditions make it difficult for drivers to see that they are approaching a work zone or
the end of a traffic queue. The techniques and options for improving overall queue
management may include:
• reducing queue length by reducing stoppage times within work zones or where
Traffic Control Persons are positioned
• reducing the length of a single lane alternating traffic section—the distance
between stop bars or TCPs
• scheduling the work activity at a time when traffic volumes are lower
• using additional signage in advance of the main construction zone signage 1
(see Figure 6.3: Managing Queue Length and Additional Advance Warning)
• undertaking frequent sign checks to ensure that all signs are erect and visible
to approaching drivers
• adjusting the placement of signage so that it is in the most visible location, and
repeating the signage at the approach to the work zone

Also consider any other conditions that may make a standard advance warning setup
insufficient for the situation, including:
• weather conditions, such as fog, that make it difficult to see signs in the
approach to a work area
• high winds or routes with limited or no shoulder space, making it difficult
to erect signs with appropriate spacing and ensure that they stay erect

When such conditions exist, additional advance warning signage and sign checks may
be required.

1 Use the Traffic Control Person Ahead C-001-1 sign only in the vicinity of a TCP, not in any other
advance warning series.

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Section 6: Traffic Control Layouts – General Instructions

Figure 6.3: Managing Queue Length and Additional Advance Warning

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Section 6: Traffic Control Layouts – General Instructions

6.4.2 Preventing Premature Queue Shifting

Premature queue shifting occurs when drivers move into the directed lane well upstream of
the traffic control person. This creates problems for the following reasons:

• All vehicles in the queue must be released in order to clear the lane for opposing
or work traffic.
• It is difficult to stop the queue for emergency or work functions.
• It is difficult to accommodate the passage of emergency vehicles.
• If the traffic is being controlled by traffic signals, the vehicles may no longer
be passing over the detectors.

Using centreline delineation on the approach to a stop condition defines the path for traffic to
follow and keeps vehicles in the appropriate lane until drivers are directed to shift. This
delineation method is useful because:
• It keeps drivers in the required travel lane as they approach and depart from
the Traffic Control Person.
• It provides visual cues to drivers that may assist in slowing the speed at which
they join the queue.

See also Figure 6.4: Premature Queue Shifting and Prevention of Premature Shifting.

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Section 6: Traffic Control Layouts – General Instructions

Figure 6.4: Premature Queue Shifting and Prevention of Premature Shifting

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Section 6: Traffic Control Layouts – General Instructions

6.5 Treatment of Drop-Offs and Travel Lane Excavations

6.5.1 Drop-Offs

Drop-Off An abrupt change in elevation created by construction activity (such as milling,

paving, or excavation) that is steeper than 3:1 (non-traversable slope). It is
typically adjacent to a travel lane, and runs parallel to the direction of travel.

Drop-offs in work zones should be marked with appropriate signing and devices.

Roadways with drop-offs should have regular, scheduled inspections—including over

weekends and holidays—to ensure that the appropriate devices are in place.

Drop-offs that are left exposed to traffic shall be treated as follows:

1. If the drop-off is caused by the removal of barrier, Barrier Removed C-069 signs
shall be installed in advance of the drop-off and every 500 metres as long as the
condition persists.
2. Drop-offs ≤ 60 mm (2.5”) should be signed with a Low Shoulder C-013 sign to alert
motorists to the condition. The sign should be repeated at least every 500 metres
as long as the condition persists.
On two-lane, two-way roadways, the sign may have to be applied for both
directions of travel, and “no passing” restrictions may have to be considered. This
type of drop-off is common in shoulder rehabilitation and gravel shoulder
maintenance projects.
3. Drop-offs > 60 mm (2.5”) but ≤ 130 mm (5”) should be delineated with tubular
markers or drums, and signed with Low Shoulder C-013 signage. The tubes or
drums should be spaced according to Table B – Device Spacing Lengths (see
Appendix F).
4. For drop-offs > 130 mm (5”) but < 300 mm (12”), a speed reduction to 80 km/h or
less is required, as well as appropriate signage and delineation using tubes or
drums.
5. The following treatment options exist for drop-offs ≥ 300 mm (12”):
• Where the drop-off will be present for 48 hours or less, the drop-off
treatment may be as indicated in #3 above; or
• Closure of an adjacent travel lane in the same direction (for multi-lane
highways); or
• Creation of a lane shift to move traffic away from the drop-off by at least
the distance shown in Table 6.1: Minimum Distance from Edge of Travel
Lane to Drop-Off, in addition to the treatment indicated in #3 above; or
• Installation of a temporary barrier with at least 300 mm (12”) between
the back of the barrier and the drop-off, and at least 600 mm (24”) between
the front of the barrier and the edge of the travel lane. An approved barrier
terminal, flare, or crash attenuator is required at the beginning of the barrier
section, and the barrier should have retroreflective markers and/or warning
lights for night-time use.

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When considering the options above, reducing the lane width to 3.2 metres is generally
acceptable.

For situations in which no temporary barrier is installed, Table 6.1: Minimum Distance from
Edge of Travel Lane to Drop-Off shows the minimum distance required between the edge of
a travel lane (as marked by a fog/edge line or a line of channelizing devices) and a drop-off
≥ 300 mm (12”).

Table 6.1: Minimum Distance from Edge of Travel Lane to Drop-Off

Regular (Non-Construction) Distance from Edge of

Speed Limit Travel Lane to Drop-Off
(km/h) (m)

≤ 60 0.5

70 - 100 1.5

≥ 110 3.0

Example:

On a 110 km/h highway, a 60 cm (24”) deep excavation is required alongside the travel
lane. The project team determines that if they apply a lane shift to move traffic away,
traffic will be shifted by only 1.8 metres.

Since a 3-metre offset is the minimum required for a 110 km/h highway, the lane shift is
not an acceptable option. Instead, the project team should consider closing a lane or
installing a temporary barrier.

If a highway design Engineer prepares a design that deviates from the above guidelines, the
design shall include a written, stamped, and documented decision that provides the rationale
for the alternative strategy.

Possible reasons for using an alternative strategy may include very low traffic volumes, very
short work duration, or mitigation of risk through the use of enhanced signing or enhanced
enforcement.

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6.5.2 Travel Lane Excavations

Excavation An abrupt change in elevation created by construction activity within the

travelled portion of the roadway.

Excavations ≥ 60 mm (3”) that are left unattended and exposed to traffic shall be treated as
follows:
1. If the regular (non-construction) speed limit is ≥ 70 km/h, excavations may be
treated by:
• Backfilling the excavation, paving to match the existing grade, and installing
a Bump or Rough Roadway Ahead C-017 sign ahead of the filled
excavation if there is any noticeable difference in elevation; or
• For situations that are present for no more than 72 hours, backfilling the
excavation with gravel and compacting it to match the existing road grade,
without paving. A Motorcycle Rough Surface C-019 sign with a Gravel
Surface C-019-T tab shall be installed ahead of the filled excavation, and
the surface should be monitored and maintained as a smooth surface, free
of rutting and wash boarding.

2. If the regular (non-construction) speed limit is ≤ 60 km/h, excavations may be

treated by:
• Installing a steel plate across the excavation and installing a Bump or
Rough Roadway Ahead C-017 sign or another appropriate warning sign
ahead of the covered excavation; or
• Backfilling the excavation with gravel and compacting it to match the
existing road grade. A Motorcycle Rough Surface C-019 sign with a Gravel
Surface C-019-T tab shall be installed ahead of the filled excavation.

If it is not feasible to cover or fill the excavation, the affected area will have to be closed to
traffic. This may require a full or partial lane closure, with additional traffic control.

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6.6 Positioning of Temporary Traffic Control Devices

Roadway tapers are important components of temporary work zones. They are created by using a
series of channelizing devices placed to move traffic out of or into its normal path. Table A shows the
taper lengths appropriate for various speed limits.

Device spacing on entry to a work zone should be based on the regular posted speed limit of the
highway, regardless if a reduced speed is implemented prior to the work zone. The reasons for this
are:
1. The 2015 update to the 1995/1999 Traffic Control Manual for Work on Roadways
was in part driven by the need to address the Ministry’s increased use of night
work and subsequent traffic control for highway maintenance and construction.
2. Nighttime brings a reduction in visibility for drivers, and drivers are often less alert
during this time period.
3. To mitigate nighttime driver issues of reduced alertness and slower response
times, providing greater distances for warning signs and taper transitions may
reduce conflicts at merge and shift points.

Options for lengthy work zones where additional work areas may be utilized, including work zones with
multiple construction speed limits:
1. All additional signing, tapers, and device spacing within the work zone may be
deployed using the regular posted speed limit of the highway.
Example: Regular posted speed limit of highway =120 km/h, and construction
speed limit reduced to 80 km/h. All signing, tapers and devices deployed
continue to use the 120 km/h speed.

2. Additional signing, tapers, and device spacing for additional work areas may be
based (if a speed reduction is utilized) on the new reduced construction speed limit
if signing, tapers, and devices deployed on entry have been spaced to the regular
posted speed limit, or
Example: Regular posted speed limit of highway =120 km/h, all signing, tapers
and devices deployed on entry use this 120 km/h speed. Reduced
construction speed limit is now 80 km/h where additional signing, tapers, and
devices may use the 80 km/h speed for layout.

3. If another additional reduced speed limit is deployed beyond the first construction
speed reduction (if a speed reduction was utilized) the signing, tapers, and device
spacing for this new reduced construction speed zone will be based on the speed
prior to entry to the new speed reduced zone.
Example: Regular posted speed limit of highway =120 km/h, all signing, tapers
and devices deployed on entry use this 120 km/h speed. First reduced
construction speed limit is to 80 km/h, where additional work areas may utilize
options 1 or 2. However, an additional work area now calls for a further reduced
construction speed limit from the 80 km/h to 60 km/h. In this case, additional
signing, tapers, and devices on entry to the 60 km/h speed zone may use
either:
a) the regular posted speed limit of 120 km/h, or
b) utilize the reduced construction speed limit of 80 km/h for the layout on
entry to the 60 km/h area.

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A minimum of five devices are required for any taper.

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)

Taper Types (m)
≤50 60 70 80 90 100 110 120

Merge Taper Length LM 35 55 160 190 210 230 250 280

Lane Shift Taper Length LL 30 50 80 100 110 120 130 140

Downstream Taper Length LD 30 30 30 30 30 30 30 30

TCP, Signal, and Shoulder 5 8 15 15 15 15 15 15

LS
Taper Length (min. 5 devices)
Minimum Tangent Length 30 60 160 190 210 230 250 280
LT
between Tapers

Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

Table A Notes
Regular Posted Speed Limit Device spacing and taper lengths should be to the
regular posted speed limit.
LM = Merge Taper Length Merge length required to close lane on approach to work
area. For speeds ≥ 70 km/h, merge length should be
(lane width of 3.7 m) × (Posted Speed in km⁄h)
at least = ,
1.6
rounded to nearest 10 m.
LL = Lane Shift Taper Length Used when a lateral shift is needed within the work area.
Lane Shift Taper = ½ x LM, rounded up to nearest 10 m.
LD = Downstream Taper Length May be used in work zone termination area to provide a
visual cue to drivers that they may return to the original
lane or path that was closed.
LS = TCP, Signal, and Shoulder Shoulder Taper: Used to close shoulders within activity
Taper Length area, or when shoulders might be mistaken for driving
lanes. May be increased to 1/3 x LM on higher-speed
highways and freeways where shoulder width is ≥ 2.5 m.
Signal and TCP Tapers: Used in advance of a work
activity area where traffic is controlled so that the road
is used alternately by traffic moving in each direction.

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Section 6: Traffic Control Layouts – General Instructions

LT = Minimum Tangent Length Used between successive tapers or at other decision or

between Tapers conflict points to provide time for drivers to become
accustomed to the first change and observe traffic
control devices for the second change.
LT = LM, but for high-speed/high-volume freeways and/or
night work, it may be doubled (2 x LT) to increase time
for drivers to become accustomed to the first change.
LR = Run-In Length May be used on centrelines as minimum tangent length
on Centreline before development of lane departures or lane shifts.
Run-in length = 0.8 x speed (in km/h) (US Manual of
Uniform Traffic Control Devices).

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Section 6: Traffic Control Layouts – General Instructions

Figure 6.5: Taper Diagram shows a general concept of the lengths found in Table A. For traffic control
device selection, refer to the appropriate reference layout found in Sections 7 to 19.

Figure 6.5: Taper Diagram

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Section 6: Traffic Control Layouts – General Instructions

Tapers require at least five devices—typically drums or tubes.

To set the taper:

1. Place Device 1 as noted in Figure 6.6: Taper Layout.
2. Measure the taper length (parallel to the roadway).
3. Place Device 2 as noted in the figure.
4. Fill in the area between the two devices with devices of the same type, using
the spacing shown in Table B – Device Spacing Lengths as the maximum distance
between devices.
5. Adjust the device spacing as necessary.

Figure 6.6: Taper Layout

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Section 6: Traffic Control Layouts – General Instructions

The appropriate positioning of traffic control devices varies with the regulatory speed limit for
the roadway and the traffic control devices being used. Some distances shown for 50 km/h and
60 km/h speed limits in Table B are from the BC Traffic Control Manual for Work on Roadways
(1999).

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)

Device Spacing (m)
≤50 60 70 80 90 100 110 120

Construction Sign Spacing A 40 60 80 100 150 150 200 200

Buffer Space B 30 40 60 80 110 140 170 200

Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50

Channelizing Device Spacing

C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

Table B Notes
Regular Posted Speed Limit Device spacing and taper lengths should be to the
regular posted speed limit.
A = Construction Sign Spacing Recommended minimum spacing for signage. Spacing
may be adjusted to accommodate site constraints and/or
where high numbers of access points exist. Signs within
the work zone should be spaced on the basis of the
pre-construction, regulatory speed limit.
Maximum Construction Sign Spacing:
• Spacing for the sign closest to the work activity area
should remain as close as possible to Distance A.
• For other construction signs in the advance warning
area, spacing may be adjusted up to a maximum
distance of 2 x Distance A.
• Signs that include a distance measurement (e.g.,
Construction Ahead Next 2 km) should be placed in
accordance with the distance cited on the sign or tab.

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B = Buffer Space The longitudinal distance which provides a margin of

safety for both the driver and the workers. It is important
that the buffer space be free of equipment, workers,
material and vehicles.
A buffer vehicle with a crash attenuator may be located
within the buffer space if there are space constraints.
The buffer space is measured is from the end of the taper
to the work activity area unless there is a buffer vehicle,
in which case it is measured to the back of the buffer
vehicle.
Typically used on high-speed roadways but should be
considered for all works where space allows.
Distance is based on the braking distance on level
ground for wet pavement as defined in the Transportation
Association of Canada’s Geometric Design Guide for
Canadian Roads (1999).
R = Roll-Ahead Buffer Distance The longitudinal distance measured from the front of the
buffer vehicle to the work activity area. It provides a
margin of safety in case of impact.
Distance is based on the Minnesota Manual on Uniform
Traffic Control Devices (2011).
C = Channelizing Device Spacing Maximum spacing between channelizing devices for
for Tapers tapers.
D = Channelizing Device Spacing Maximum spacing between channelizing devices on
on Curves and Tangents curves and tangents. Tighter spacing is acceptable
especially on curves where device loss can impact
directional continuity.
Maximum device spacing is calculated as 0.4 x speed
(in km/h), rounded to the nearest 10 m.

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Section 6: Traffic Control Layouts – General Instructions

6.7 Device Installation and Removal

Device installation and removal must be carried out only by individuals who have suitable
traffic management work experience or training. If flagging is required during installation and
removal, then TCPs will need to be present to direct traffic.

Below is the Ministry’s preferred approach for installing and removing temporary traffic control
devices. The goal is to ensure that devices are installed efficiently, safely, and in the correct
location with the correct spacing. There may be other methods which will also achieve this
goal.

6.7.1 General Guidelines

1. It is important to develop the Traffic Control Plan before setting up signs and devices so
that the appropriate distance is implemented between the work zone and the traffic
control sign or device furthest upstream.
2. Flashing arrow boards, Traffic Control Persons, and/or flashing vehicle lights should be
used during device installation and removal as required. Drivers may not expect to
encounter workers on the roadway until devices are installed (see Section 4.6: Flashing
Arrow Boards (FABs)).
3. More than one work vehicle may be used to install and remove devices.
4. When signs or channelizing devices are to be installed and removed several times
during the work operation, the device locations may be marked so that the installation
can be repeated quickly and with proper placement assured.
5. When not required, the devices should be stored off the roadway or out of sight.
6. Traffic Control Person Ahead C-001 signs shall remain in place until Traffic Control
Persons are not actively controlling traffic.
7. Travelling against the flow of traffic is only permitted within a closed lane.
8. When setting up and removing devices, there is typically no speed reduction so the
original posted speed limit of the roadway determines the need for shadow vehicles and
crash attenuators.

For further guidance on the use of shadow vehicles when conducting traffic control device
placement and/or removal, see Section 10.3: Intermittently-Moving Work – Two-Lane, Two-
Way Roadway and Section 10.5: Intermittently-Moving Work – Multilane Undivided or Divided
Roadway.

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6.7.2 Installation Considerations

1. If traffic speed is ≥ 70 km/h, a shadow vehicle with a 360-degree flashing light and 4-way
flashers is recommended when installing traffic control devices. Position the shadow
vehicle between the worker and the approaching traffic.
2. If the signs are not required immediately, turn them so that they are not visible to traffic
until they are needed.
3. Cover any existing or conflicting signs on the roadway when the temporary signs are in
effect.
4. A Traffic Control Person may be required for stopping traffic while channelizing devices
are being placed around the work activity.
5. Ensure that signs and channelizing devices are visible to oncoming traffic. Adjust the
signs as required.
6. Work may commence once all temporary traffic control devices are in place.

6.7.3 Removal Considerations

1. If the speed is ≥ 70 km/h, a shadow vehicle with a 360-degree flashing light and 4-way
flashers is recommended when removing traffic control devices. Position the shadow
vehicle between the worker and the approaching traffic.
2. Uncover any previously covered signs that are required for the two-way traffic.
3. In detour situations where vehicles have been directed to use alternative routes, remove
upstream signage first to ensure that traffic has not been directed to an alternative route
from which the signs have been partially removed.

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6.7.4 Two-Lane, Two-Way Roadways

Step 1: Planning the Setup

1. Using the Traffic Control Plan, define the

edges of the work activity area.
2. Mark the upstream and downstream edge of
the work activity area.

Step 2: Determining the Layout

1. Mark sign and channelizing device placement

in accordance with the Traffic Control Plan or
Tables A and B (see Section 6.6 or
Appendix F).
• Measurements may be made using
a variety of methods (e.g., Distance
Measuring Instrument, GPS, or
manual measuring).
• Marking may be done at the edge
of pavement with survey stakes,
paint, or other temporary markers.
• Measure outward starting from the
edge of the work activity area.
2. Follow sub-steps 1 through 10 as shown
in the diagram on the right.

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Step 3: Order of Installation

Traffic control devices should be placed in the order that drivers will encounter them, beginning with
the sign or device furthest upstream from the work activity area and continuing forward. Typically,
channelizing devices forming lane shifts, merges, detours, and other traffic pattern changes are
established after the signs identifying the work zone are in place.

Using the diagram on the right:

1. Start at the furthest sign upstream and move
towards the work activity area, placing signs
in the locations previously marked and
keeping as far to the right as possible.
• Cover any existing conflicting signs.
2. Place signs for the termination area.
3. Pull off the road in an appropriate area
to turn around and travel in the opposite
direction.
4. Complete sign placement in the opposite
direction, keeping as far to the right as
possible.
• Cover any existing conflicting signs.
5. Pull off the road in an appropriate area
to turn around and travel in the opposite
direction.
6. Place tapers and delineation around the work
activity area.

Step 4: Planning the Removal

As soon as the traffic control devices are no longer needed, they should be removed. During the
removal process, Traffic Control Persons, flashing arrow boards, shadow vehicles, and/or flashing
vehicle lights should be used.

Signs and devices are removed in the opposite order of which they were installed. Traffic Control
Person Ahead C-001 signs should remain in place until Traffic Control Persons are no longer needed.

No worker should ride outside on the rear of a reversing vehicle. If special circumstances allow for
this practice, it is mandatory to follow Section 16.31 in WorkSafeBC’s Occupational Health and Safety
Regulation (Rider Restriction).

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Section 6: Traffic Control Layouts – General Instructions

Step 5: Order of Removal

Ensure that work operations have ceased, and that all equipment and workers are off the roadway.

Using the diagram on the right:

1. First remove channelizing devices on the

travelled roadway. Do not remove advance
warning signs until all other devices are
removed.
• Use a TCP to stop traffic, if required,
and pull channelizing devices off the
roadway, starting with those closest
to the work on the downstream side
and then moving to the upstream
side. If necessary, place
channelizing devices on the shoulder
for storage and later pick-up.
2. Starting at the nearest sign downstream of
the work activity area, remove or turn signs
not in use, keeping as far to the right as
possible.
• Uncover any previously covered
signs that are required for re-
establishing normal traffic
operations.
3. Pull off the road in an appropriate area
to turn around and travel in the opposite
direction.
4. Remove devices and remove or turn signs
not in use in the opposite direction, keeping
as far to the right as possible.
• Uncover any previously covered
signs that are required for re-
establishing normal traffic
operations.
5. Pull off the road in an appropriate area
to turn around and travel in the opposite
direction.
6. Remove the advance warning signs
upstream of the work activity area.

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6.7.5 Multilane Roadways

Step 1: Planning the Setup

1. Using the Traffic Control Plan, define the

edges of the work activity area.
2. Mark the upstream and downstream
edge of the work activity area.

Step 2: Determining the Layout

1. Mark sign and channelizing device

placement in accordance with the Traffic
Control Plan or Tables A and B (see
Section 6.6 or Appendix F).
• Measurements may be made
using a variety of methods (e.g.,
Distance Measuring Instrument,
GPS, or manual measuring).
• Measurements may be made on
one side of the road for signs on
both sides of the roadway.
• Marking may be done at the
edge of pavement with survey
stakes, paint, or other temporary
markers.
2. Follow sub-steps 1 through 10 as shown
in the diagram on the right.

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Section 6: Traffic Control Layouts – General Instructions

Step 3: Order of Installation

Traffic control devices should be placed in the order that drivers will encounter them, beginning with
the sign or device farthest upstream from the work activity area and continuing towards the work
area. Typically, channelizing devices forming lane shifts, merges, detours, and other traffic pattern
changes are established after the signs identifying the work zone are in place.

In a multilane setup, regardless of which lane has the work activity area, the signs on the right side of
the roadway should be installed first because drivers typically look to the right side for direction
information.

Start upstream from the work area, on the right shoulder, and in the same direction as the flow of
traffic, place signs in the previously marked locations. Keep as far off the travel lane as possible.

For a right lane closure:

1. Place the advance warning signs

on the right shoulder, starting in
advance of the work activity area.
• When placing lane drop
signs, keep them turned
away from the view of traffic.
• Cover any existing
conflicting signs.
2. Place signs in the termination area.
• Cover any existing
conflicting signs.
3. Turn around using the next
appropriate location downstream
of the work area to travel in the
opposite direction.
4. If signs and devices are required in
the opposing direction, repeat items
1 and 2 in the opposite direction,
starting in advance of the work
activity area.
5. Travel to the next appropriate
location upstream of the work area
and in advance of the warning signs,
and turn around.

6. On the left lane shoulder, set up all required signs for the work activity area, and cover any
existing conflicting signs. Repeat sub-steps 3 and 4 as required.
7. Return to the right shoulder and turn the lane drop or directional signage.
8. Place tapers and delineation around the work activity area.
9. Install downstream signs on left side of roadway.

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For a left lane closure:

1. Place the advance warning signs

on the right shoulder, starting in
advance of the work activity area.
• Cover any existing
conflicting signs.
2. Place the signs in the termination
area.
• Cover any existing
conflicting signs.
3. Turn around using the next
appropriate location downstream
of the work area to travel in the
opposite direction.
4. If signage and devices are
required in the opposing direction,
repeat items 1 and 2 in the
opposite direction, starting in
advance of the work activity area.
5. Travel to the next appropriate
location upstream of the work area
and in advance of the warning
signage, and turn around.

6. On the median, set up all required signage for the work activity area, and cover existing
conflicting signs.
7. Place tapers and delineation around the work activity area.
8. Install downstream signs on left side of roadway.

Step 4: Planning the Removal

As soon as the traffic control devices are no longer needed, they should be removed. During the
removal process, Traffic Control Persons, flashing arrow boards, shadow vehicles, and/or flashing
vehicle lights should be used.

Signs and devices are removed in the opposite order of which they were installed. Traffic Control
Person Ahead C-001 signs should remain in place until Traffic Control Persons are no longer needed.

No worker should ride outside on the rear of a reversing vehicle. If special circumstances allow for
this practice, it is mandatory to follow WorkSafeBC’s Occupational Health and Safety Regulations.

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Step 5: Order of Removal

Ensure that work operations have ceased, and that all equipment and workers are off the roadway.

Using the diagram on the right:

1. First remove channelizing devices on

the travel lane where the work has
occurred. Do not remove advance
warning signs until all other devices
are removed.
• Use a TCP to stop traffic, if
required, or a buffer vehicle to
maintain the closure and direct
traffic into the other lane.
• Pull channelizing devices off
the roadway, starting with those
closest to the work area on the
downstream side and then
moving to the upstream side. If
necessary, place channelizing
devices on the shoulder for
storage and later pick-up.
2. Starting downstream of the work activity
area, move with the flow of traffic on the
same side of the roadway, keeping as
far off the travel lane as possible. Pick
up or turn signs that are not in use.
Uncover any previously covered signs

3. Turn around using an appropriate location downstream of the work area.

4. Moving with the flow of traffic, remove signs and devices in the opposing direction.
Remove or turn signs not in use on the median/left shoulder first (if they are set up there), and
then remove those not in use on the right shoulder.
5. Turn around using an appropriate location.
6. Working towards the work activity area and moving with the flow of traffic, remove or turn signs
not in use on the median/left shoulder. Uncover any previously covered signs.
7. Turn around using an appropriate location downstream of the work area.
8. Moving with the flow of traffic, remove or turn signage not in use on the right shoulder
in the opposing direction. Uncover any previously covered signs.
9. Turn around using an appropriate location.
10. Moving with the flow of traffic, remove or turn any remaining signage on the right shoulder.
Uncover any previously covered signs.

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6.8 Inspection and Maintenance of Traffic Control

Traffic control devices shall be routinely inspected and maintained during both active and
inactive work to ensure that they are not missing, and that they are clean, properly
positioned, and effective in all weather and light conditions. Inspection and maintenance
shall occur on all projects, regardless of size or complexity.

6.8.1 Responsibility for Inspection and Maintenance

Maintenance of traffic control is the responsibility of the Prime Contractor. Once the work
zone is installed, it is important to ensure that it functions as intended, and that any
subsequent modifications resulting from an inspection process are documented, implemented
and maintained.

For each project, an individual shall be assigned supervisory responsibility for establishing
and maintaining traffic control. On construction projects, the Prime Contractor shall
designate a specific person (or persons) to assume these responsibilities. Possible
candidates for this role include:
• Site Supervisor/Foreman/Superintendent
• Traffic Control Manager
• Traffic Control Supervisor
• Traffic Control Person

Lines of communication and responsibility should be clearly established between individuals

in charge of routine maintenance of traffic control devices and those with greater authority so
that, when necessary, problems can be brought promptly to the attention of personnel or
authorities who are in a position to respond immediately.

6.8.2 Elements of Inspection and Maintenance

Inspection and maintenance of traffic control should include:

• devices are installed as per the traffic control plan
• review sign and device placement, condition, cleanliness, height, offset
• review of the functionality of the traffic control layouts during day and night and in
all weather conditions
• all hazards within the work zone are addressed and mitigated
• traffic control devices no longer need are covered or removed
Maintenance, servicing, or replacement of temporary traffic control devices and equipment
may be required due to:
• traffic incidents
• damage caused by construction activities
• dead/low flashing light batteries or burned out bulbs
• low fuel levels for electrical generators
• weather damage, wear and tear
• dirt on devices
• vandalism or theft

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6.8.3 Field Inspection Frequency

The frequency of field inspections should be based on the following:

• project size and duration
• nature of the work activity
• complexity of traffic control
• frequency at which damage occurs
• number of problems observed in previous inspections

Traffic control that is required and left in place overnight should be inspected during hours of
darkness.

Inspections should be continued day and night and through holidays, weekends, and other
times when work is not active.

6.9 Work Duration

Work duration is the length of time work occupies one or multiple locations. It is a major factor
in determining the number and types of temporary traffic control devices to be used in a work
activity area.

There are five types of work based on work duration:

1. Emergent work is work that occurs when an unanticipated situation or event is
discovered during travel or work. It can be carried out in less than 5 minutes. This
does not include emergencies, which are situations which require immediate
response to save lives or prevent serious injury using whatever resources are
available
2. Brief-duration work is generally planned work that requires a quick response and
can be carried out in less than 15 minutes.
3. Mobile work is continuously slow-moving work or intermittently-moving work, with
short stops of 30 minutes or less. The traffic control devices for mobile work are
typically vehicle-mounted.
4. Short-duration work occurs when a work operation occupies one location for
more than 15 minutes during a single daylight period.
5. Long-duration work is planned construction work that occupies one location for
more than one daylight period. Night work lasting more than 15 minutes is also
considered long-duration work.

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6.10 Risk Evaluation for Emergent and Brief-Duration Work

Emergent and brief-duration work may have limited advance warning because of the type of
work being done and the limited duration of that work.

Layouts specific to emergent work and brief-duration work are provided in:
• Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways
• Section 8: Traffic Control Layouts – Multilane Undivided Roadways
• Section 9: Traffic Control Layouts – Multilane Divided Roadways

Other layouts such as those for short-duration and long-duration work may also be used if
appropriate.

A Risk Evaluation shall be performed using Table C – Risk Evaluation for Emergent or Brief-
Duration (see next page or Appendix F) to determine if emergent or brief-duration work is
permissible. If emergent or brief-duration work is not permissible, other layouts should be
considered to complete the work.

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Section 6: Traffic Control Layouts – General Instructions

TABLE C — RISK EVALUATION FOR EMERGENT OR BRIEF-DURATION WORK

Risk Evaluation Criteria

Risk Criteria
Category Met?

1. Work Duration Can the work be completed in 5 minutes or less? Yes / No

2. Sight Distance For the posted speed limit, is the minimum sight distance met? Yes / No
Distance from
parked location
Speed Limit
to furthest point 50 - 70 80 - 90 100 - 110 120
(km/h)
that can be seen
on the road. Minimum Sight
100 170 250 300
Distance (m)

3. Traffic Volume Is the traffic volume in lanes that will be entered by workers Yes / No
estimated to be less than 5 vehicles per lane per minute?

4. Environmental Is visibility unrestricted (no fog, blowing snow, etc.) and are road Yes / No
Conditions conditions not slippery?

RISK EVALUATION REVIEW

The Risk Evaluation has three possible outcomes:

1. Answers to all risk criteria questions are Yes: Traffic control devices may be installed in
accordance with the appropriate Emergent Work traffic control layout.

2. Answers to one or two risk criteria questions are No: Traffic control devices may be
installed in accordance with the appropriate Brief-Duration Work traffic control layout.

3. Answers to three or more risk criteria questions are No: Additional traffic control
measures are required beyond those described and illustrated for Emergent and
Brief-Duration Work. The standard layout(s) for the appropriate short-duration, long-duration,
or mobile work should be applied.

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Section 6: Traffic Control Layouts – General Instructions

6.11 Using Sections 7 to 19

The traffic control layouts in Sections 7 to 19 are generally the minimum required. These
layouts do not represent every work activity that could occur on the roadway. Standards
may be modified using expert judgment. The principles outlined in this manual shall
always be followed.

6.11.1 Information in Sections 7 to 19

Sections 7 to 19 provide the following information about traffic control layouts:

• basic traffic control principles, situations, and methods
• prescribed traffic control standards for work zones
• guidance and options related to the prescribed standards
Each section begins with a general description which applies to the layouts.

6.11.2 Application of Sections 7 to 19

1. Descriptions on the Left

The descriptions on the left provide the layout information:

Purpose: Intended use of the layout.

Standard: Uses words such as shall, required, must - describes a mandatory

condition. For provincial highways, if a mandatory condition cannot be
met, contact Traffic and Highway Safety Engineering - Policy and
Standards for direction.

Guidance: Uses words such as should, recommended - describes a

recommended, but not mandatory, practice. Decisions contrary to
guidance are required to be documented (example of “should”
documentation can be found on the next page).
The primary information to be documented by the Prime Contractor
include:
• What is the decision?
• When was it made?
• Why was it made?
• Who made it?
• Other information may be included and may vary based on the
scope of the change(s).

Options: Uses words such as may - describes a permissive condition. It is

optional and carries no requirement or recommendation.

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Section 6: Traffic Control Layouts – General Instructions

“SHOULD” DOCUMENTATION

The following is an example of written documentation for not following a “should”

condition.

Scenario
A Contractor was completing a survey on the shoulder for only a couple hours. The
Contractor requested permission to install construction signs on only one side of the
road (shoulder) even though median barrier and/or depressed median was available at
the location to place signs. On multilane highways where median barrier exists,
Ministry guidelines state that signs should be placed.

The Contractor’s justification was they were only going to be out in the field for a single
day, working only on the shoulder and right-of-way, during the daytime, for a length of
a couple (2-3) hours. The Contractor was of the opinion that installation of the signs
themselves (on the median) increases worker exposure and road user exposure to
risks. That in itself would not have been enough justification for the Ministry to accept
their traffic management plan proposal. However, combined with the type of work,
location, and duration, for what amounted to a very short period of time, especially
when the work did not impact available lanes for vehicle movements, the Ministry
agreed and accepted their proposal.

Documentation
The Contractor provided the following details in their “should” documentation:

1) Summary of proposal/request
2) Project name, location and date of proposed work
3) Overview of work to be completed and explanation of scenario
4) Justification of request including the following details:
• Survey work
• Shoulder work only
• One-time occurrence
• Day time work
• Only 2-3 hours on shoulder
• Installing signs on the median has risks in itself to both workers and
road users during the period of time signs being installed and
removed. Lane travel was not impacted by Contractor’s survey work
taking place on shoulder, and Ministry right-of-way.
5) Contact person

2. Diagrams on the Right

The diagrams on the right show all standards associated to the traffic control layout.
There will be information in the diagram that is not described.

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6.11.3 General Instructions for Using the Layouts in Sections 7 to 19

1. The diagrams are not drawn to scale. Table A – Taper Lengths and Table B – Device
Spacing Lengths shall be used to determine appropriate spacing dimensions.
2. Most of the layouts may be used for both day-time and night-time work.
3. Lighting locations are not shown in the diagrams but Traffic Control Persons shall be
illuminated with overhead lighting at night.
4. To determine the appropriate sign size and lateral placement for the roadway, see
Section 4.2: Traffic Signs.
5. Speeds on regulatory signs are shown as “XX” to allow for various speeds.
6. The layouts show only one set of advance signage in each direction. See Section 6.4
Queue Management for more information.
7. Some road features, sight lines, intersections, and other conditions may make it
necessary to adjust sign spacing. In these cases, signs should be placed in the most
reasonable location that provides good visibility for drivers and enough time for them to
make appropriate adjustments.
8. Buffer spaces may not be identified in all the layouts. Where space allows and it is
considered desirable, a buffer space should be included, even when it is not indicated on
the typical layout or in the Traffic Control Plan.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

PART B – TRAFFIC CONTROL

Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Contents
Legend, Table A, and Table B ................................................................................ 7-1

7.1 General Information ................................................................................... 7-3

7.2 Typical Construction Speed Zone Signing .............................................. 7-4

– Two-Lane, Two-Way Roadway

7.3 Emergent Work (< 5 Minutes) .................................................................... 7-6

– Two-Lane, Two-Way Roadway

7.4 Brief-Duration Work (<15 Minutes) ........................................................... 7-8

– Two-Lane, Two-Way Roadway

7.5 Work on Shoulder ..................................................................................... 7-10

– Short and Long Duration

7.6 Work in Parking Lane ............................................................................... 7-12

– Urban Area

7.7 Roadside Work – Encroachment into Travel Lane ............................... 7-14

– Short Duration

7.8 Lane Closure with TCPs – Single Lane Alternating .............................. 7-16
– Short and Long Duration

7.8.1 Lane Closure with TCPs – Single Lane Alternating .............................. 7-18
– Speed Reduction (Construction Speed Limit ≤ 50 km/h)

7.8.2 Lane Closure with TCPs – Single Lane Alternating .............................. 7-20
– Speed Reduction (Construction Speed Limit ≥ 60 km/h)

7.9 Lane Closure with AFADs........................................................................ 7-22

– Short and Long Duration

7.10 Lane Closure with Temporary Signals ................................................... 7-24

– Single Lane Alternating – Short and Long Duration

7.11 Work on Low-Volume Roadway – No Centreline .................................. 7-26

– Short Duration

7.12 Work on Low-Volume Roadway – No Centreline .................................. 7-28

– Long Duration

7.13 Two-Way Left-Turn Lane Closed ............................................................ 7-30

– Short and Long Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.14 Roadside Diversion.................................................................................. 7-32

– Long Duration

7.15 One-Lane Bridge or Roadway ................................................................. 7-34

– Short and Long Duration

7.16 Pilot Cars .................................................................................................. 7-36

7.17 Work near a Rail System Grade Crossing ............................................. 7-38

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

PART B – TRAFFIC CONTROL

Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.1 General Information – Two-Lane, Two-Way Roadways

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by the
user. The following information is typical on most layouts in this section:

Standard:

• For short-duration work, a Crew Working Ahead C-004 sign shall be used.
• For long-duration work, a Construction Ahead C-018-1A sign shall be used.
• Where the speed limit is ≥ 70 km/h, a buffer space shall be used.
• All work, buffer, and shadow vehicles shall be equipped with a 360-degree flashing light and
4-way flashers.

Guidance:

• Where the speed limit is ≥ 70 km/h a buffer vehicle should be used when workers are
present.
• A vehicle-mounted crash attenuator is recommended for use on buffer vehicles.

Options:

• Where cyclists are regularly observed using the shoulder, a Share the Road W-132-1
sign may be used with an appropriate cycling hazard tab (see Section 18: Traffic Control
Layouts – Bicycle Lanes for additional information).
• A portable dynamic message sign (DMS) may be used to provide advance messaging
for drivers.
• In low speed (≤ 60 km/h) urban areas (within municipal boundaries), customization of traffic
control layouts, including closer device spacing and shorter taper lengths, may be necessary
to maintain access and mobility. In these cases, document why adjustments are being made.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.2 Typical Construction Speed Zone Signing – Two-Lane, Two-Way Roadway

Purpose:
Construction speed limits are regulatory speeds established in Construction Speed Zones within long-
term construction and maintenance project areas where there are continuous hazards for motorists or
where workers are in close proximity to active travel lanes.

Construction Speed Zones should be applied prudently because overuse reduces effectiveness.
Drivers should be able to perceive the need to reduce speed.

Standard:

• Conflicting speed limit signs within the Construction Speed Zone shall be covered or
removed.
• The same Construction Speed Zone signing is required in opposing directions.

Guidance:

• The Maximum Speed R-004 sign with a Construction Speed Zone C-080-T distance tab
should be positioned at the beginning of the active work area.
• Construction speed limit signs should be covered or removed when no work is occurring and
other hazards are not present.
• It is important to record when construction speed limits are installed and covered/removed.
• See also Section 2.4: Management of Speed for information on using Construction Speed
Zones.

Options:

• Use of the Construction Project C-035 sign is project-dependent. It is typically used only for
large projects. See Appendix B: Standard Construction Signs for information on using this
sign.
• If secondary signs are applied, they should be installed on the left side of the highway.
• The positioning of secondary signs depends on the space available:
- If the median is more than 2 metres wide, secondary signs may be placed in the median.
- If the median is less than 2 metres wide, secondary signs may be placed on the opposite
shoulder.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.2: Typical Construction Speed Zone Signing – Two-Lane, Two-Way Roadway

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.3 Emergent Work (<5 Minutes) – Two-Lane, Two-Way Roadway

Purpose:

Emergent work involves very short-duration activities for which setting up and taking down temporary
traffic control devices may take more time than the actual work, and expose workers to greater risk.
Each entry onto the travelled portion of the roadway lasts less than 1 minute, and the total time to
complete the task is less than 5 minutes.

This does not include emergencies, which are situations which require immediate response to save
lives or prevent serious injury using whatever resources are available.

It may occur when an unanticipated situation or event—one that presents a risk to the travelling
public—is discovered during travel or work activities. It can be considered unplanned, urgent
maintenance work. A Traffic Control Plan is not required for emergent work.

Emergent work may include the removal of debris from the roadway (e.g., tree limbs, lost cargo, dead
animals, tire and other vehicle debris, and the manual removal of rock). Isolated pothole patching—
patching 1 or 2 potholes in a 1-kilometre section of road—may be considered emergent or brief-
duration work. However, it is mobile work when the work crew has to stop several times in
succession within a 1-kilometre section to patch multiple potholes.

Standard:

• A risk evaluation is required to determine whether or not the work activity is considered
emergent (see Table C – Risk Evaluation for Emergent or Brief-Duration Work in Section 6.10
or Appendix F).
• The entire work activity shall be completed in less than 5 minutes.
• The work vehicle shall use a flashing arrow board (FAB) in caution mode or a 360-degree
flashing light and 4-way flashers.

Guidance:

• If a dynamic message sign (DMS) or flashing arrow board (FAB) is used for an operation on
the shoulder, it should be set to caution mode.
• The position of the work vehicle in relation to the work area may be adjusted based on the
available sight distance, shoulder/off-roadway conditions, and work being performed.

Options:

• None at this time.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.3: Emergent Work – Two-Lane, Two-Way Roadway

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.4 Brief-Duration Work (<15 Minutes) – Two-Lane, Two-Way Roadway

Purpose:

Brief-duration work is generally planned, although the exact location or extent of the work required may
not be fully known. It requires less than 15 minutes to complete.

Brief-duration work may include:

• locating drainage structures or other roadway features or components
• cleanup of material spills and removing debris from the roadway (e.g., small fallen trees,
larger tree limbs, crash debris, etc.)
• quick repairs intended as a partial or temporary response to damage or failure
If the work is expected to last more than 15 minutes, additional resources will be needed to
implement a short-duration work zone. The work should be delayed until the appropriate work zone
equipment and devices are available.

Isolated pothole patching—patching 1 or 2 potholes in a 1-kilometre section of road—may be

considered emergent or brief-duration work. However, it is mobile work when the work crew has to
stop several times in succession within a 1-kilometre section to patch multiple potholes.

Standard:

• A Crew Working Ahead C-004 is required in advance of the work.

• A risk evaluation is required to determine whether or not the work activity is considered brief
(see Table C – Risk Evaluation for Emergent or Brief-Duration Work in Section 6.10 or
Appendix F).
• The work activity shall be completed in less than 15 minutes.
• The work vehicle shall use a flashing arrow board (FAB) in caution mode or a 360-degree
flashing light and 4-way flashers.

Guidance:

• If a dynamic message sign (DMS) or flashing arrow board (FAB) is used for an operation on
the shoulder, it should be set to caution mode.
• The position of the work vehicle in relation to the work area may be adjusted based on the
available sight distance, shoulder/off-roadway conditions, and the work being performed.

Options:

• None at this time.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.4: Brief-Duration Work – Two-Lane, Two-Way Roadway

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.5 Work on Shoulder – Short and Long Duration

Purpose:

Stationary work on the shoulder takes place outside the travel lanes but occupies part or all of the
shoulder area.

If shoulder work encroaches into a travel lane, a full lane closure may have to be implemented.

Standard:

• When work is in progress and workers are present, a flashing arrow board (FAB) in caution
mode is required in the taper or immediately in advance of the work area.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• When work is not in progress but the work area has not been cleared, care should be taken
to isolate it from the travelled lane.

Options:

• Advance warning signs may be installed in the opposing direction of travel.

• If the speed limit is ≤ 60 km/h, or there is insufficient room, tubular markers may replace
drums for the taper.
• The channelizing devices used alongside the work area may be tubular markers or cones.
• Advance warning signs may be omitted for short-duration work if a shadow vehicle displays a
vehicle-mounted dynamic message sign (DMS) or flashing arrow board (FAB) in caution
mode.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.5: Work on Shoulder – Short and Long Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.6 Work in Parking Lane – Urban Area

Purpose:

This layout is used where a parking lane is closed for construction or maintenance activities.

Standard:

• Advance warning signs shall not be obscured by vehicles or other devices.

• If the parking lane is normally open to vehicle travel at various times of day (such as
rush hour) and closed to vehicle travel during other times of the day, the lane shall be
considered a travel lane, not a parking lane, and a lane closure shall be implemented.

Guidance:

• The closed parking area should be delineated with cones or tubular markers.
• Advance notice of the parking restriction should be installed to ensure an unoccupied work
activity area, and may include:
- covering parking meters;
- installing no parking signs; and/or
- using cones to cordon off the area.

Options:

• The Crew Working Ahead C-004 sign may be used within the parking lane if space allows, or
placed on the sidewalk as long as it does not impede pedestrians.
• A work vehicle may be parked in advance of the work activity area with a flashing arrow
board (FAB).

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.6: Work in Parking Lane – Urban Area

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.7 Roadside Work – Encroachment into Travel Lane – Short Duration

Purpose:

This layout shows a typical setup on a low-speed (≤ 60 km/h), low-volume roadway where work
encroaches into the travelled portion of the roadway but sufficient space remains for vehicles to pass
the works within their own lanes.

A low-volume roadway is one on which the total roadway volume is <1,000 vehicles per day. Traffic
volumes may be obtained from the local Road Authority.

For higher-speed roadways, the options are to create a lowered Construction Speed Zone or to
implement a lane closure.

Standard:

• At least 3 metres of width shall be maintained for each travel lane.

• Single lane alternating setup shall be used if at least 3 metres of width cannot be maintained
for each travel lane.

Guidance:

• None at this time.

Options:

• Additional advance warning may be appropriate, such as a Road Narrows C-134 sign
between the Crew Working Ahead C-004 sign and the taper.
• The taper and channelizing devices may be omitted if a shadow vehicle with flashing arrow
board (FAB) in caution mode is used.
• If the opposite shoulder is suitable for carrying vehicular traffic and at least 3 metres of width
can be maintained for each travel lane, the centreline may be shifted by using closely-spaced
channelizing devices.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.7: Roadside Work – Encroachment into Travel Lane – Short Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.8 Lane Closure with TCPs – Single Lane Alternating – Short and Long Duration

Purpose:

This layout shows the appropriate positions of TCPs when they are directing traffic for a lane closure
on a two-lane, two-way roadway.

Standard:

• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.
• When used at night, the TCP station shall be illuminated with overhead lighting.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• The distance between the TCP and the Traffic Control Person Ahead C-001-1 sign should not
exceed 150 metres.
• Where Crew Working – Maximum Speed C-002-2 signs establish a Temporary Speed Zone,
the C-002-2 should be placed upstream of the C-004 or C-018-1A.
- Thank You Resume Speed C-086-1 signs should be placed across from the
Crew Working – Maximum Speed C-002-2 signs in the opposing lanes.

Options:

• An additional Traffic Control Person Ahead C-001-1 sign may be added to the far side of the
road to provide queued drivers with increased awareness of the TCP position.
• The Flagger Ahead C-001-2 sign or Prepare to Stop C-029 sign may be used for additional
advance warning where TCPs are stopping traffic.
• A Prepare to Stop C-029 sign may replace the Single Lane Traffic C-030-8 sign for other
applications that require traffic to stop (e.g., equipment crossing road).
• Run-in delineation, LR may be omitted during period where queues are low, permitting the full
release of the queue in each direction.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.8: Lane Closure with TCPs – Single Lane Alternating – Short and Long Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.8.1 Lane Closure with TCPs – Single Lane Alternating with Speed Reduction
(Construction Speed Limit ≤ 50 km/h)

Purpose:

This layout shows the signs used and the appropriate positions of TCPs when they are directing
traffic for a lane closure on a two-lane, two-way roadway. This layout should be used when there is a
speed reduction and the construction speed limit is ≤ 50 km/h.

Construction speed limits are regulatory speeds established in Construction Speed Zones within long-
term construction and maintenance project areas where there are continuous hazards for motorists or
where workers are in close proximity to active travel lanes.

Construction Speed Zones should be applied prudently because overuse reduces effectiveness.
Drivers should be able to perceive the need to reduce speed.

Standard:

• Conflicting speed limit signs within the Construction Speed Zone shall be covered or
removed.
• When used at night, the TCP station shall be illuminated with overhead lighting.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• The distance between the TCP and the Traffic Control Person Ahead C-001-1 sign should not
exceed 150 metres.
• Construction speed limit signs should be covered or removed when no work is occurring and
other hazards are not present.
• It is important to record when construction speed limits are installed and covered/removed.
• Where Crew Working – Maximum Speed C-002-2 signs establish a Temporary Speed Zone,
the C-002-2 should be placed upstream of the C-004 or C-018-1A.
- Thank You Resume Speed C-086-1 signs should be placed across from the
Crew Working – Maximum Speed C-002-2 signs in the opposing lanes.

Options:

• An additional Traffic Control Person Ahead C-001-1 sign may be added to the far side of the
road to provide queued drivers with increased awareness of the TCP position.
• The Flagger Ahead C-001-2 sign or Prepare to Stop C-029 sign may be used for additional
advance warning where TCPs are stopping traffic.
• A Prepare to Stop C-029 sign may replace the Single Lane Traffic C-030-8 sign for other
applications that require traffic to stop (e.g., equipment crossing road).
• If secondary signs are applied, they should be installed on the left side of the highway.
• Run-in delineation, LR may be omitted during period where queues are low, permitting the full
release of the queue in each direction.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.8.1: Lane Closure with TCPs – Single Lane Alternating with Speed Reduction
(Construction Speed Limit ≤ 50 km/h)

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.8.2 Lane Closure with TCPs – Single Lane Alternating with Speed Reduction
(Construction Speed Limit ≥ 60 km/h)

Purpose:

This layout shows the signs used and the appropriate positions of TCPs when they are directing
traffic for a lane closure on a two-lane, two-way roadway. This layout should be used when there is a
speed reduction and the construction speed limit is ≥ 60 km/h.

Construction speed limits are regulatory speeds established in Construction Speed Zones within long-
term construction and maintenance project areas where there are continuous hazards for motorists or
where workers are in close proximity to active travel lanes.

Construction Speed Zones should be applied prudently because overuse reduces effectiveness.
Drivers should be able to perceive the need to reduce speed.

Standard:

• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.
• Conflicting speed limit signs within the Construction Speed Zone shall be covered or
removed.
• When used at night, the TCP station shall be illuminated with overhead lighting.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• The distance between the TCP and the Traffic Control Person Ahead C-001-1 sign should not
exceed 150 metres.
• Construction speed limit signs should be covered or removed when no work is occurring and
other hazards are not present.
• It is important to record when construction speed limits are installed and covered/removed.
• Where Crew Working – Maximum Speed C-002-2 signs establish a Temporary Speed Zone,
the C-002-2 should be placed upstream of the C-004 or C-018-1A.
- Thank You Resume Speed C-086-1 signs should be placed across from the
Crew Working – Maximum Speed C-002-2 signs in the opposing lanes.

Options:

• An additional Traffic Control Person Ahead C-001-1 sign may be added to the far side of the
road to provide queued drivers with increased awareness of the TCP position.
• The Prepare to Stop C-029 sign may be used for additional advance warning where TCPs
are stopping traffic.
• A Prepare to Stop C-029 sign may replace the Single Lane Traffic C-030-8 sign for other
applications that require traffic to stop (e.g., equipment crossing road).
• If secondary signs are applied, they should be installed on the left side of the highway.
• Run-in delineation, LR may be omitted during period where queues are low, permitting the full
release of the queue in each direction.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.8.2: Lane Closure with TCPs – Single Lane Alternating with Speed Reduction
(Construction Speed Limit ≥ 60 km/h)

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.9 Lane Closure with AFADs – Short and Long Duration

Purpose:

This layout shows the use of Automated Flagger Assistance Devices (AFADs) when they are used to
control traffic for a lane closure on a two-lane, two-way roadway.

Standard:

• When used at night, the AFAD station shall be illuminated with overhead lighting.
• A black-on-white STOP HERE ON RED or STOP HERE ON RED SIGNAL sign shall be
installed on the right side of the approach at the point where drivers are expected to stop. It
may be installed on the AFAD device itself.
• When AFADs are used, the construction speed limit shall be ≤ 70 km/h.

Guidance:

• Where Crew Working – Maximum Speed C-002-2 signs establish a Temporary Speed Zone,
the C-002-2 should be placed upstream of the C-004 or C-018-1:
- Thank You Resume Speed C-086-1 signs should be placed across from the
Crew Working – Maximum Speed C-002-2 signs in the opposing lanes.

Options:

• A Prepare to Stop C-029 sign may replace the Single Lane Traffic C-030-8 for applications
other than single lane alternating traffic where traffic is required to stop (e.g., equipment
crossing road).
• Lane Closure Arrow C-053 signs may be added upstream and downstream of the work
activity area to direct traffic into the correct lanes.
• Run-in delineation, LR may be omitted during period where queues are low, permitting the full
release of the queue in each direction.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.9: Lane Closure with AFADs – Short and Long Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.10 Lane Closure with Temporary Signals – Single Lane Alternating

– Short and Long Duration

Purpose:

This layout shows the appropriate placement of temporary traffic signals when they are required to
control traffic for a lane closure on a two-lane, two-way roadway.

Standard:

• Temporary traffic control signals shall be installed and operated in accordance with Section
4.8: Portable Traffic Signals.
• Signal timing and signal head locations shall be established by qualified personnel.
• Advance warning shall include a Signal Ahead C-112 sign and a Single Lane Traffic C-030-8
sign.
• An overhead advance warning W-012 sign, with flashers, shall be used in advance of the
stop bar in speed zones ≥ 70 km/h or as required by the Road Authority.
• A Stop Line Here R-025-R sign is required to advise drivers of where to stop.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• Inspection of the portable traffic signal (PTS) should occur at least once daily and should
include, at minimum, checking the traffic operation (vehicle delay and throughput),
signal alignment, power supply, and evidence of vandalism.
• Flexible drum delineators should be placed on the approach side of the portable traffic signal
(PTS) to provide notification and protection for road users, including cyclists.

Options:

• Lane Closure Arrow C-053 signs may be added upstream and downstream of the work
activity area to direct traffic into the correct lanes.
• A Passing Permitted R-023 sign may be used when traffic exits the work zone.
• A stop bar may be installed to accompany the Stop Line Here R-025-R sign when possible,
especially for long duration work taking place over several days. Removable pavement
markings may be used to establish the stop bar.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.10: Lane Closure with Temporary Signals – Single Lane Alternating
– Short and Long Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.11 Work on Low-Volume Roadway – No Centreline – Short Duration

Purpose:

This layout shows a typical setup on a low-volume roadway where work encroaches into the travelled
portion of the roadway but sufficient space remains for vehicles to pass the works within their own
lanes.

A low-volume roadway is one on which the total roadway volume is <1,000 vehicles per day. Traffic
volumes may be obtained from the local Road Authority.

Standard:

• A 5.5 m minimum roadway width shall be maintained.

Guidance:

• Any stopped work vehicle should keep as far right as practicable by using shoulder space
whenever possible.
• For speeds ≥ 70 km/h, a buffer space should be used.

Options:

• For speeds ≤ 60 km/h, tubular markers may be used instead of drums for leading tapers, and
cones may be used instead of tubular markers for other channelizing devices.
• A vehicle-mounted dynamic message sign (DMS) or a flashing arrow board (FAB) in caution
mode may be positioned within the taper.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.11: Work on Low-Volume Roadway – No Centreline – Short Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.12 Work on Low-Volume Roadway – No Centreline – Long Duration

Purpose:

This layout shows a typical setup on a low-volume roadway where work encroaches into the travelled
portion of the roadway but sufficient space remains for vehicles to pass the works within their own
lanes.

A low-volume roadway is one on which the total roadway volume is <1,000 vehicles per day. Traffic
volumes may be obtained from the local Road Authority.

Standard:

• A Road Narrows Ahead C-134 sign is required for both directions of travel.
• A Flashing Arrow Board (FAB) is required if workers are present.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• If the opposite shoulder is suitable for carrying vehicles and at least 3.5 metres of space can
be maintained for each travel lane, a lane shift may be implemented using the appropriate
Lane Shift C-117-L/R signs.
• Any stopped work vehicle should keep as far right as practicable by using shoulder space
whenever possible.

Options:

• The flashing arrow board (FAB) may be replaced as shown below.

Workers or Work Vehicles Present No Workers or Vehicles Present
360⁰ flashing light and 4-way
Day Lane Closure Arrow C-053 sign.
flashers.
Type A yellow warning lights on
Night Use flashing arrow board (FAB).
barricades and drums.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.12: Work on Low-Volume Roadway – No Centreline – Long Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.13 Two-Way Left-Turn Lane Closed – Short and Long Duration

Purpose:

This layout shows the typical setup for the closure of a two-way left-turn lane. If the work will
encroach into either travel lane, a left lane closure for the affected lane(s) should be considered.

Standard:

• A flashing arrow board (FAB) in caution mode is required for each direction of travel.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• Left-turning movements should be prohibited along the work activity area and taper.

Options:

• Depending on the nature of the work, one or both adjacent lanes may also have to be closed.
• For speeds ≤ 60 km/h, cones instead of tubular markers may be used to channelize traffic.
• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present

Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning lights.
≥ 70 km/h No substitution.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.13: Two-Way Left-Turn Lane Closed – Short and Long Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.14 Roadside Diversion – Long Duration

Purpose:

A roadside diversion provides a new alignment around the work area, typically adjacent to the original
alignment.

Standard:

• A Road Diversion Ahead C-052-L/R sign shall be used in advance of the diversion to note the
direction of the new alignment.
• Pavement markings no longer applicable to the traffic pattern of the roadway shall be
covered, removed, or eradicated.
• If the diversion is paved, temporary pavement markings are required to mark the centreline
(see Section 4.4: Pavement Markings).
• If the diversion is gravel, a Pavement Ends C-149 sign is required in advance of the graveled
portion.
• Type 3 barricades shall be used to mark the closed portion of the roadway, with a Road
Closed C-030-6A sign and a Detour Right C-006-R marker mounted on the barricades.
• The edges of the diversion shall be defined using channelizing devices or barriers.

Guidance:

• A No Passing Zone should be created through the diversion by posting No Passing R-022-1
signs at the beginning of the diversion and periodically along the diversion route if required.
• If the tangent distance along the temporary diversion is more than 200 metres, chevrons
should be applied separately for each curve.
• An Advisory Speed C-022 tab should be posted as recommended by a Traffic Engineer.

Options:

• Supplemental delineation devices such as additional chevrons, delineators, or raised

pavement markers (RPMs) may be required.
• If the diversion is not paved, a centreline may be established by placing cones or tubular
markers where a centreline would be.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.14: Roadside Diversion – Long Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.15 One-Lane Bridge or Roadway – Short and Long Duration

Purpose:

This layout shows the typical sign setup for traffic self-regulation as drivers approach a one-lane
bridge or a one-lane section of roadway. It is typically used on low-volume roadways.

Standard:

• A Yield to Oncoming Traffic R-056-1 sign is used on the side of the bridge or the lane with the
longest sight distance.
• A Narrow Structure Ahead C-135 sign shall be used for a one-lane bridge.
• A Road Narrows Ahead C-134 sign shall be used for a one-lane (narrow) road.
• On a roadway reduced to one lane, drums are required for the leading taper.
- Flashing lights are required on taper devices for setups left in place overnight.
- Where the speed limit is ≥ 70 km/h, a buffer space shall be used.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• Advisory speed tabs are typically posted at 30 km/h.

• Grade and curvature of the roadway should be considered to determine the appropriate
direction of the R-056-1 sign.
• Where traffic volumes are higher or sight distance is limited causing difficulty navigating the
work zone, other traffic control measures should be considered, such as portable traffic
signals or TCPs.

Options:

• Additional advance warning may include a dynamic message sign (DMS), a Reduce Speed
C-032 sign, or a Traffic Pattern Change C-063 sign.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.15: One-Lane Bridge or Roadway – Short and Long Duration

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.16 Pilot Cars

Purpose:

A pilot car (pilot vehicle) is used to lead drivers through a work zone where traffic is single lane
alternating where traffic volumes and conditions allow.

The work activity area is typically more than one kilometre long, or the complexity of the work activity
area makes it difficult for drivers to navigate on their own (e.g., where there is a substantial change in
alignment).

Using a pilot car may reduce the risk of incidents, help to prevent traffic from straying onto the work
site, and help to manage driver compliance with construction speed limits.

See also Section 4.11.9: Pilot Cars for Work Zones.

Standard:
• The Follow Pilot Car C-049 sign shall be used at each departure point.
• Pilot cars shall have 360-degree flash light and 4-way flashers. The double-sided Pilot Car C-
048-1-DS sign or the Pilot Car C-048-2 overhead sign is required on each pilot car.
• TCPs shall regulate traffic at each end of the work zone.
• TCPs and pilot car operators shall remain in communication throughout the work zone.
• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.
Guidance:
• Additional TCPs and Follow Pilot Car C-049 signs should be used between the TCPs at each
end of the work zone for both of these situations:
- at every intersection that may require additional guidance for motorists entering
the roadway
- at business driveways with sufficiently high traffic volumes, where there is a risk that
motorists could enter the roadway against the flow of traffic
• Confirmatory Follow Pilot Car C-049 signs and intermittent centreline delineation should be
used for long work zones to remind drivers of the pilot car operation.
• The travel speed should minimize gaps between the vehicles in the platoon to help prevent
tar splatter, losing cars, or creating dust in the work zone.
- When a pilot car is not operating, its 360-degree rotating lights and 4-way flashers
should be turned off.
• Where cyclists are regularly observed using the shoulder, provisions for transporting cyclists
past the work should be considered.
Options:
• To remind drivers that passing is not allowed within the zone, it may be beneficial to post No
Passing R-022-1 signs through the site.
• The Flagger Ahead C-001-2 sign or Prepare to Stop C-029 sign may be used for additional
advance warning where TCPs are stopping traffic.
• A second Pilot Car may be used to follow or chase the back of the queue to maintain control
and visibility of all vehicles.
• Temporary Traffic Signals may be used, controlled by the Pilot Car driver, to replace the TCP

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.16: Pilot Cars

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

7.17 Work Near a Rail System Grade Crossing

Purpose:

This layout shows a typical setup for a single lane closure on a two-lane, two-way highway where due
to the proximity to a railway crossing, extra care should be taken to minimize the probability of
conditions being created by:
1) lane restrictions,
2) flagging operations, and/or
3) other operations where vehicles may get stopped within the grade crossing.

Avoid stopping any vehicles within 5.0 metres on approaches to and departures from crossings,
measured from either the closest or farthest rail.

Standard:

• Before work begins, users of this layout shall coordinate with the railroad company, or light
rail transit agency operating the line. Getting approvals near rail could be a lengthy process.
Therefore, early coordination with rail/transit organizations is required.
• Rail and transit organizations have specific rules for those working in the vicinity of their
tracks. Therefore, their rules, and those of Transport Canada will have to be adhered to.
• TCP’s shall determine the potential for upstream devices such as traffic signals leading to
queuing of vehicles across active rail tracks. Coordination between TCP’s to determine
upstream storage capacity will help regulate the numbers of vehicles released per direction to
mitigate queues stopping on tracks. The R-285 “KEEP TRACKS CLEAR” may be added.
• If the queuing of vehicles across active rail tracks cannot be avoided due to reasons such as
the location of upstream traffic signals, an additional flagger shall be provided at the grade
crossing to prevent vehicles from stopping within the grade crossing.
• TCP’s shall obey the Railway Signals.
• When used at night, the TCP station shall be illuminated with overhead lighting.

Guidance:

• Extending the buffer space (on the lane closure side) on the upstream side of the grade
crossing will help prevent the backup of traffic across the railway crossing created by the TCP
operation.
• Channelizing devices shall not be placed within 2.5 metres on either side of the closest and
farthest rail.
• The distance between the TCP and the Traffic Control Person Ahead C-001-1 sign should not
exceed 150 metres.
• Where Crew Working – Maximum Speed C-002-2 signs establish a Temporary Speed Zone,
the C-002-2 should be placed upstream of the C-004 or C-018-1. - Thank You Resume
Speed C-086-1 signs should be placed across from the Crew Working – Maximum Speed C-
002-2 signs in the opposing lanes.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Options:

• An additional Traffic Control Person Ahead C-001-1 sign may be added to the far side of the
road to provide queued drivers with increased awareness of the TCP position.
• The Flagger Ahead C-001-2 sign or Prepare to Stop C-029 sign may be used for additional
advance warning where TCPs are stopping traffic.
• A Prepare to Stop C-029 sign may replace the Single Lane Traffic C-030-8 sign for other
applications that require traffic to stop (e.g., equipment crossing road).
• Run-in delineation, LR may be omitted during period where queues are low, permitting the full
release of the queue in each direction.

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This page is blank to maintain left/right description/diagram formatting.

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Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways

Figure 7.17: Work Near a Rail System Grade Crossing

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

PART B – TRAFFIC CONTROL

Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Contents

Legend, Table A, and Table B ................................................................................ 8-1

8.1 General Information ................................................................................... 8-3

8.2 Typical Construction Speed Zone Signing .............................................. 8-4

8.3 Emergent Work (< 5 Minutes) .................................................................... 8-6

8.4 Brief-Duration Work (<15 Minutes) ........................................................... 8-8

8.5 Work on Shoulder ..................................................................................... 8-10

8.6 Right Lane Closed .................................................................................... 8-12

8.7 Left Lane Closed ....................................................................................... 8-14

8.8 Centre Lane Closure (≤ 60 km/h) ............................................................ 8-16

8.9 Centre Lane Closure (≥ 70 km/h) ............................................................ 8-18

8.10 Centreline Crossover ............................................................................... 8-20

8.11 Two-Way Left-Turn Lane Closed ............................................................ 8-22

8.12 Runaway Lane Open ................................................................................ 8-24

8.13 Runaway Lane Closed ............................................................................. 8-26

8.14 Passing/Climbing Lanes – Lane Shift .................................................... 8-28

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

PART B – TRAFFIC CONTROL

Section 8: Traffic Control Layouts – Multilane Undivided Roadways

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.1 General Information– Multilane Undivided Roadway

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by
the user. The following information is typical on most layouts in this section:

Standard:

• For short-duration work, a Crew Working Ahead C-004 sign shall be used.
• For long-duration work, a Construction Ahead C-018-1A sign shall be used.
• Where the speed limit is ≥ 70 km/h, a buffer space shall be used.
• A flashing arrow board (FAB) shall be used when a lane is closed.
• All work, buffer, and shadow vehicles shall be equipped with a 360-degree flashing light and
4-way flashers.

Guidance:

• Where the speed limit is ≥ 70 km/h a buffer vehicle should be used when workers are
present.
• A vehicle-mounted crash attenuator is recommended for use on buffer vehicles.

Options:

• Where cyclists are regularly observed using the shoulder, a Share the Road W-132-1
sign may be used with an appropriate cycling hazard tab (see Section 18: Traffic Control
Layouts – Bicycle Lanes for additional information).
• A portable dynamic message sign (DMS) may be used to provide advance messaging
for drivers.
• In low speed (≤ 60 km/h) urban areas (within municipal boundaries), customization of traffic
control layouts, including closer device spacing and shorter taper lengths, may be necessary
to maintain access and mobility. In these cases, document why adjustments are being made.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.2 Typical Construction Speed Zone Signing – Multilane Undivided Roadway

Purpose:

Construction speed limits are regulatory speeds established in Construction Speed Zones within long-
term construction and maintenance project areas where there are continuous hazards for motorists or
where workers are in close proximity to active travel lanes.

Construction Speed Zones should be applied prudently because overuse reduces effectiveness.
Drivers should be able to perceive the need to reduce speed.

Standard:

• Conflicting speed limit signs within the Construction Speed Zone shall be covered or
removed.
• The same Construction Speed Zone signing is required in opposing directions.

Guidance:

• The Maximum Speed R-004 speed sign with a Construction Speed Zone C-080-T distance
tab should be positioned at the beginning of the active work area.
• Construction speed limit signs should be covered or removed when no work is occurring and
other hazards are not present.
• It is important to record when construction speed limits are installed and covered/removed.
• See also Section 2.4: Management of Speed for information on using Construction Speed
Zones.

Options:

• Use of the Construction Project C-035 sign is project-dependent. It is typically used only for
large projects. See Appendix B: Standard Construction Signs for information on using this
sign.
• If secondary signs are applied, they may be positioned based on:
- If the median is more than 2 metres wide, secondary signs may be placed in the median.
- If the median is 2 metres wide or less, secondary signs may be placed on the opposite
shoulder.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.2: Typical Construction Speed Zone Signing – Multilane Undivided Roadway

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.3 Emergent Work (<5 Minutes) – Multilane Undivided Roadway

Purpose:

Emergent work involves very short-duration activities for which setting up and taking down temporary
traffic control devices may take more time than the actual work, and expose workers to greater risk.
Each entry onto the travelled portion of the roadway lasts less than 1 minute, and the total time to
complete the task is less than 5 minutes.

This does not include emergencies, which are situations which require immediate response to save
lives or prevent serious injury using whatever resources are available.

It may occur when an unanticipated situation or event—one that presents a risk to the travelling
public—is discovered during travel or work activities. It can be considered unplanned, urgent
maintenance work. A Traffic Control Plan is not required for emergent work.

Emergent work may include the removal of debris from the roadway (e.g., tree limbs, lost cargo, dead
animals, tire and other vehicle debris, and the manual removal of rock). Isolated pothole patching—
patching 1 or 2 potholes in a 1-kilometre section of road—may be considered emergent or brief-
duration work. However, it is mobile work when the work crew has to stop several times in
succession within a 1-kilometre section to patch multiple potholes.

Standard:

• A risk evaluation is required to determine whether or not the work activity is considered
emergent (see Table C – Risk Evaluation for Emergent or Brief-Duration Work in Section 6.10
or Appendix F).
• The entire work activity shall be completed in less than 5 minutes.
• The work vehicle shall use a flashing arrow board (FAB) in caution mode or a 360-degree
flashing light and 4-way flashers.

Guidance:

• If a dynamic message sign (DMS) or flashing arrow board (FAB) is used for an operation on
the shoulder, it should be set to caution mode.
• The position of the work vehicle in relation to the work area may be adjusted based on the
available sight distance, shoulder/off-roadway conditions, and work being performed.

Options:

• None at this time.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.3: Emergent Work – Multilane Undivided Roadway

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.4 Brief-Duration Work (<15 Minutes) – Multilane Undivided Roadway

Purpose:

Brief-duration work is generally planned, although the exact location or extent of the work required may
not be fully known. It requires less than 15 minutes to complete.

Brief-duration work may include:

• locating drainage structures or other roadway features or components
• cleanup of material spills and removing debris from the roadway (e.g., small fallen trees,
larger tree limbs, crash debris, etc.)
• quick repairs intended as a partial or temporary response to damage or failure
If the work is expected to last more than 15 minutes, additional resources will be needed to
implement a short-duration work zone. The work should be delayed until the appropriate work zone
equipment and devices are available.

Isolated pothole patching—patching 1 or 2 potholes in a 1-kilometre section of road—may be

considered emergent or brief-duration work. However, it is mobile work when the work crew has to
stop several times in succession within a 1-kilometre section to patch multiple potholes.

Standard:

• A Crew Working Ahead C-004 is required in advance of the work.

• A risk evaluation is required to determine whether or not the work activity is considered brief
(see Table C – Risk Evaluation for Emergent or Brief-Duration Work in Section 6.10 or
Appendix F).
• The work activity shall be completed in less than 15 minutes.
• The work vehicle shall use a flashing arrow board (FAB) in caution mode or a 360-degree
flashing light and 4-way flashers.

Guidance:

• If a dynamic message sign (DMS) or flashing arrow board (FAB) is used for an operation on
the shoulder, it should be set to caution mode.
• The position of the work vehicle in relation to the work area may be adjusted based on the
available sight distance, shoulder/off-roadway conditions, and the work being performed.

Options:

• None at this time.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.4: Brief-Duration Work – Multilane Undivided Roadway

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.5 Work on Shoulder – Short and Long Duration

Purpose:

Stationary work on the shoulder takes place outside the travel lanes but occupies part or all of the
shoulder area.

If shoulder work encroaches into a travel lane, a full lane closure shall be implemented.

Standard:

• When work is in progress and workers are present, a flashing arrow board (FAB) in caution
mode is required in the taper or immediately in advance of the work area.
• A barricade is required on the approach side of the work activity area for long-duration work.

Guidance:

• When work is not in progress but the work area has not been cleared, care should be taken
to isolate it from the travelled roadway

Options:

• Advance warning signs may be applied in the opposing direction of travel.

• If the speed limit is ≤ 60 km/h, or there is insufficient room, tubular markers may replace
drums for the taper.
• The channelizing devices used alongside the work area may be tubular markers or cones.
• Advance warning signs may be omitted for short-duration work if the shadow vehicle displays
a vehicle-mounted dynamic message sign (DMS) or flashing arrow board (FAB) in caution
mode and uses a 360-degree flashing light and 4-way flashers.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.5: Work on Shoulder – Short and Long Duration

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.6 Right Lane Closed – Short and Long Duration

Purpose:

This layout shows the typical setup for closure of the right travel lane on a multilane undivided
highway.

Standard:

• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign are required.
• A barricade is required on the approach side of the work activity area for long-duration work.

Guidance:

• Where shoulders are wide and may be mistaken for travel lanes, shoulder tapers should
be considered and installed in accordance with Table A – Taper Lengths.

Options:

• If the speed limit is ≤ 60 km/h:

- The upstream Right Lane Closed C-130-R sign may be omitted and the Crew Working
Ahead C-004 sign or Construction Ahead C-018-1A sign moved downstream by Table B,
Distance A.
- Tubular markers may be used for leading tapers instead of drums.
• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present

Lane Closure Arrow C-053 sign plus Lane Closure Arrow C-053 sign
≤ 60 km/h work vehicle with 360° flashing light plus barricade and Type A yellow
and 4-way flashers. warning light.
≥ 70 km/h No substitution.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.6: Right Lane Closed – Short and Long Duration

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.7 Left Lane Closed – Short and Long Duration

Purpose:

This layout shows the typical setup for closure of the left travel lane on a multilane undivided highway.

Standard:

• A Left Lane Closed Ahead C-130-L sign with a C-130-T distance tab and a second Left Lane
Closed Ahead C-130-L sign are required.
• A flashing arrow board (FAB) shall be used where the posted speed limit is ≥ 70 km/h.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• If adequate space cannot be maintained for worker safety, it may be necessary to close
the left lane in the opposing direction.

Options:

• Secondary Left Lane Closed C-130-L signs may be installed on the left side of the highway.
• If the speed limit is ≤ 60 km/h:
- The upstream Left Lane Closed C-130-L sign may be omitted and the Crew Working
Ahead C-004 sign or Construction Ahead C-018-1A sign moved downstream by Table B,
Distance A.
- Tubular markers may be used for leading tapers instead of drums.
• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present

Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.7: Left Lane Closed – Short and Long Duration

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.8 Centre Lane Closure (≤ 60 km/h) – Short and Long Duration

Purpose:

This layout shows the typical setup for a single lane closure of the centre lane on a low-speed
multilane roadway.

Standard:

• A Centre Lane Closed Ahead C-030-1A sign with a C-130-T distance tab and a Centre Lane
Closed C-030-2 sign are required in advance of the work.
• If there is insufficient room for signs in the centre median, a dynamic message sign (DMS) is
required.
• A buffer space shall always be incorporated into the layout.
• A barricade is required on each end of the work activity area for long-duration work.

Guidance:

• The spacing of channelizing devices may be reduced to prevent traffic from entering the work
area.
• Provided that traffic volumes are sufficiently low, it may be necessary to close two lanes to
maintain adequate space for worker safety.
• If space is available, a short, single row of channelizing devices should be added in advance
of the traffic split to keep vehicles in their lanes.

Options:

• Interior lane traffic may be directed to either the left or the right lane by using a flashing arrow
board (FAB) with the arrow pointing in the direction of the merge taper.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.8: Centre Lane Closure (≤ 60 km/h) – Short and Long Duration

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.9 Centre Lane Closure (≥ 70 km/h) – Short and Long Duration

Purpose:

This layout shows the typical setup for a single lane closure of the centre lane on a high-speed
multilane roadway.

Standard:
• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign shall be placed in advance of the work.
• A Centre Lane Closed C-030-2 sign is required in advance of the lane shift.
• If there is insufficient room for signs in the centre median, a dynamic message sign (DMS) is
required.
• Two flashing arrow boards (FABs) shall be used, one in each taper, as shown in the diagram.
• A barricade is required on the approach side of the work activity area for long-duration work.

Guidance:
• If the alignment is such that the two flashing arrow boards (FABs) create confusion,
the minimum tangent length (LT distance) between the end of the merging taper and
beginning of the shift taper should be extended so that road users can focus on one flashing
arrow board (FAB) at a time.
• The spacing of channelizing devices may be reduced to prevent traffic from entering the work
area.
• Provided that traffic volumes are sufficiently low, it may be necessary to close two lanes to
maintain adequate space for worker safety.
• A double lane closure (leaving only one lane open) may be implemented if traffic volumes are
sufficiently low. A flashing arrow board (FAB) will be required for each closed lane.
• Where shoulders are wide and may be mistaken for travel lanes, shoulder tapers should
be considered and installed in accordance with Table A – Taper Lengths.

Options:
• Interior lane traffic may be directed to either the left or the right lane by using a flashing arrow
board (FAB) with the arrow pointing in the direction of the merge taper.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.9: Centre Lane Closure (≥ 70 km/h) – Short and Long Duration

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.10 Centreline Crossover – Short and Long Duration

Purpose:

This layout shows the typical setup for the closure of all lanes in an entire direction of travel
on a multilane roadway. Traffic from the closed lanes is re-routed across the centreline into the
opposing travel lane, thereby reducing the number of lanes available for opposing traffic.

Using this layout reduces road capacity in both directions of travel so it is important to consider the
best time of day for implementing this type of closure.

Standard:

• A Lane Closed Ahead C-130-L/R sign will be required for the left/right lane closure in
advance of the work.
• Traffic shall be merged before it is shifted across the centreline.
• Two-Way Traffic Ahead C-132 signs shall be used in advance of sections where two-way
traffic has been established.
• Two-Way Traffic R-010 signs shall be used where two-way traffic has been established.
• Channelizing devices or temporary traffic barriers shall be used to separate opposing lanes of
traffic.
• A barricade is required in the last affected lane on the approach side of the work activity area
for long-duration work.

Guidance:

• A dynamic message sign (DMS) is recommended for night work over multiple night-time
shifts.
• When re-establishing normal traffic flow, remove the signs and devices for the diverted lanes
first, and then remove the devices for the opposing lanes.

Options:

• If the speed limit is ≤ 60 km/h, the upstream Right Lane Closed Ahead C-130-R sign with
distance tab may be omitted, and the Construction Ahead C-018-1A sign moved downstream
by Table B Distance A.
• A custom Traffic Pattern Changed Zx-030 sign with an implementation plan on counterflow
operations and transitions may be used as a supplement. See Zx-030 Appendix B.
• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present

Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.10: Centreline Crossover – Short and Long Duration

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.11 Two-Way Left-Turn Lane Closed – Short and Long Duration

Purpose:

This layout shows the typical setup for the closure of a two-way left-turn lane. If the work will encroach
into either travel lane, a left lane closure for the affected lane(s) should be considered.

Standard:

• A flashing arrow board (FAB) in caution mode is required for each direction of travel.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• Left-turning movements may be prohibited along the work activity area and taper.

Options:

• Depending on the nature of the work and whether or not it will encroach into either travel
lane, one or both adjacent lanes may also have to be closed.
• For speeds ≤ 60 km/h, cones may be used instead of the tubular markers to channelize
traffic.
• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present

Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.11: Two-Way Left-Turn Lane Closed – Short and Long Duration

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.12 Runaway Lane Open – Short and Long Duration

Purpose:

Runaway lanes are emergency escape ramps created for long, descending grades. On such grades,
vehicle speeds may increase and brakes may overheat and fail because of the extensive braking used
to slow the vehicle. The runaway lanes allow vehicles with brake problems to exit the roadway and
stop. Runaway lanes should be kept open whenever possible because of their importance for roadway
safety.

This layout shows the typical setup for work adjacent to a runaway lane that remains open. Effort
should be made to clearly communicate the open status of the runaway lane to truck drivers and
other approaching motorists.

Standard:

• Construction equipment shall never be left parked in—or blocking access to—an open
runaway lane.
• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign shall be placed in advance of the exit ramp.
• A flashing arrow board (FAB) shall be placed inside the taper.
• A buffer space shall always be used.
• A barricade is required on the approach side of the work activity area for long-duration work.
• A dynamic message sign (DMS) shall be used to communicate the runaway lane status.

Guidance:

• Where the speed limit is ≥ 70 km/h a buffer vehicle should be used when workers are
present.
• A vehicle-mounted crash attenuator is recommended for use on buffer vehicles.
• Vehicles should not be queued in advance of—or through—the entrance to a runaway lane.

Options:

• None at this time.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.12: Runaway Lane Open – Short and Long Duration

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.13 Runaway Lane Closed – Short and Long Duration

Purpose:

Runaway lanes are emergency escape ramps created for long, descending grades. On such grades,
vehicle speeds may increase and brakes may overheat and fail because of the extensive braking used
to slow the vehicle. The runaway lanes allow vehicles with brake problems to exit the roadway and
stop. Runaway lanes should be kept open whenever possible because of their importance for
roadway safety.

This layout shows the typical setup for work in front of a runaway lane that is closed. When work is
occurring in front of runaway lanes, effort shall be made to clearly communicate the closed status of
the runaway lane to truck drivers and other approaching motorists.

Even if a runaway lane is closed, extreme caution should be used when working in front of or across
the runaway lane. Never assume that just because it is considered closed, a truck would not attempt
to use it in an emergency.

Standard:

• Truck drivers shall be notified of runaway lane closures at (within or in advance of) the brake
check and in advance of the grade.
• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign shall be placed in advance of the entrance ramp.
• The Runaway Lane Closed C-067 sign shall be positioned 200 metres or distance A,
whichever is greater, in advance of the affected runaway lane. It shall be removed or covered
as soon as possible once the runaway lane is available.
• For construction zones across runaway lanes, use the Closed C-061 tab mounted above or
across the existing runaway signs.
• A dynamic message sign (DMS) shall be used to communicate the runaway lane closure.
Appropriate positioning and messaging should be discussed with the Road Authority.
• A buffer space shall always be used.
• A barricade is required on the approach side of the work activity area for long-duration work.

Guidance:

• Where the speed limit is ≥ 70 km/h a buffer vehicle should be used when workers are
present.
• A vehicle-mounted crash attenuator is recommended for use on buffer vehicles.
• Vehicles should not be queued in advance of—or through—the entrance to a runaway lane.
• If a lane closure is not required, the Right Lane Closed Ahead C-130 series and flashing
arrow board (FAB) can be removed.

Options:

• Notification at the brake check may be communicated through a dynamic message sign
(DMS), C-067 Runaway Lane Closed sign, or custom signing.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.13: Runaway Lane Closed – Short and Long Duration

Note:
Truck drivers shall be
notified of runaway lane
closures at (within or in
advance of) the brake
check and in advance of
the grade.

Notification may be
communicated through
a DMS, C-067 Runaway
Lane Closed sign, or
custom signing.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

8.14 Passing/Climbing Lanes – Lane Shift – Short and Long Duration

Purpose:

In mountainous areas, the presence of truck climbing lanes or uphill passing lanes provides an
opportunity to avoid single lane alternating traffic control when a lane closure is necessary in the
downhill lane.

A lane shift may be used to move downhill traffic into the left-most uphill lane while uphill traffic is
restricted to a single lane. Using a lane shift is preferable to stopping downhill traffic, but it may not
always be feasible.

Standard:

• Two-Way Traffic Ahead C-132 signs shall be used in advance of sections where two-way
traffic has been established.
• Two-Way Traffic R-010 signs shall be used along tangents where two-way traffic has been
established.
• A flashing arrow board (FAB) shall be placed inside the tapers.
• Passing/climbing lane signs that are no longer applicable because of the lane shift shall
be covered.
• A barricade is required on the approach side of the work activity area for long-duration work.

Guidance:

• Passing restrictions in both directions should be discussed with the Road Authority to
determine whether or not traffic volumes will allow decreased capacity in the uphill direction.

Options:

• None at this time.

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

Figure 8.14: Passing/Climbing Lanes – Lane Shift – Short and Long Duration

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Section 8: Traffic Control Layouts – Multilane Undivided Roadways

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

PART B – TRAFFIC CONTROL

Section 9: Traffic Control Layouts – Multilane Divided Roadways

Contents

Legend, Table A, and Table B ................................................................................ 9-1

9.1 General Information ................................................................................... 9-3

9.2 Typical Construction Speed Zone Signing .............................................. 9-4

9.3 Emergent Work (<5 Minutes) ..................................................................... 9-6

9.4 Brief-Duration Work (<15 Minutes) ........................................................... 9-8

9.5 Work on Shoulder ..................................................................................... 9-10

9.6 Right Lane Closed .................................................................................... 9-12

9.7 Left Lane Closed ....................................................................................... 9-14

9.8 Centre Lane Closure (≤ 60 km/h) ............................................................ 9-16

9.9 Centre Lane Closure (≥ 70 km/h) ............................................................ 9-18

9.10.1 Double Right Lane Closure ..................................................................... 9-20

9.10.2 Double Left Lane Closure ........................................................................ 9-22

9.11 Median Crossover .................................................................................... 9-24

9.12 Lane Closure at Open Exit Ramp ............................................................ 9-26

9.13 Lane Closure at Open Entrance Ramp – Yield Condition .................... 9-28

9.14 Lane Closure at Open Entrance Ramp – Merge Condition .................. 9-30

9.15 Temporary Closure of Exit Ramp ........................................................... 9-32

9.16 Runaway Lane Open ................................................................................ 9-34

9.17 Runaway Lane Closed ............................................................................. 9-36

9.18 Lane Closure with Zipper Merge Signing (Queues < 800 m) ............... 9-38

9.19 Lane Closure with Zipper Merge Signing (Queues ≥ 800 m)................ 9-40

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

PART B – TRAFFIC CONTROL

Section 9: Traffic Control Layouts – Multilane Divided Roadways

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.1 General Information – Multilane Divided Roadway

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by
the user. The following information is typical on most layouts in this section:

Standard:

• For short-duration work, a Crew Working Ahead C-004 sign shall be used.
• For long-duration work, a Construction Ahead C-018-1A sign shall be used.
• Where the speed limit is ≥ 70 km/h, a buffer space shall be used.
• A flashing arrow board (FAB) shall be used when a lane is closed.
• All work, buffer, and shadow vehicles shall be equipped with a 360-degree flashing light and
4-way flashers.
• A barricade is required in the last affected lane on the approach side of the work activity area
for long-duration work.

Guidance:

• Where the speed limit is ≥ 70 km/h a buffer vehicle should be used when workers are
present.
• A vehicle-mounted crash attenuator is recommended for use on buffer vehicles.

Options:

• Where cyclists are regularly observed using the shoulder, a Share the Road W-132-1
sign may be used with an appropriate cycling hazard tab (see Section 18: Traffic Control
Layouts – Bicycle Lanes for additional information).
• A portable dynamic message sign (DMS) may be used to provide advance messaging
for drivers.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.2 Typical Construction Speed Zone Signing – Multilane Divided Roadway

Purpose:

Construction speed limits are regulatory speeds established in Construction Speed Zones within long-
term construction and maintenance project areas where there are continuous hazards for motorists or
where workers are in close proximity to active travel lanes.

Construction Speed Zones should be applied prudently because overuse reduces effectiveness.
Drivers should be able to perceive the need to reduce speed.

Standard:

• Conflicting speed limit signs within the Construction Speed Zone shall be covered or
removed.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• The Maximum Speed R-004 speed sign with a Construction Speed Zone C-080-T distance
tab should be positioned at the beginning of the active work area.
• Construction speed limit signs should be covered or removed when no work is occurring and
other hazards are not present.
• It is important to record when construction speed limits are installed and covered/removed.
• See also Section 2.4: Management of Speed for information on using Construction Speed
Zones.

Options:

• Use of the Construction Project C-035 sign is project-dependent. It is typically used only for
large projects. See Appendix B: Standard Construction Signs for information on using this
sign.
• If secondary signs are applied, they should be installed on the left side of the highway.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.2: Typical Construction Speed Zone Signing – Multilane Divided Roadway

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.3 Emergent Work (<5 Minutes) – Multilane Divided Roadway

Purpose:

Emergent work involves very short-duration activities for which setting up and taking down temporary
traffic control devices may take more time than the actual work, and expose workers to greater risk.
Each entry onto the travelled portion of the roadway lasts less than 1 minute, and the total time to
complete the task is less than 5 minutes.

This does not include emergencies, which are situations which require immediate response to save
lives or prevent serious injury using whatever resources are available.

It may occur when an unanticipated situation or event—one that presents a risk to the travelling
public—is discovered during travel or work activities. It can be considered unplanned, urgent
maintenance work. A Traffic Control Plan is not required for emergent work.

Emergent work may include the removal of debris from the roadway (e.g., tree limbs, lost cargo, dead
animals, tire and other vehicle debris, and the manual removal of rock). Isolated pothole patching—
patching 1 or 2 potholes in a 1-kilometre section of road—may be considered emergent or brief-
duration work. However, it is mobile work when the work crew has to stop several times in
succession within a 1-kilometre section to patch multiple potholes.

Standard:

• A risk evaluation is required to determine whether or not the work activity is considered
emergent (see Table C – Risk Evaluation for Emergent or Brief-Duration Work in Section 6.10
or Appendix F).
• The entire work activity shall be completed in less than 5 minutes.
• The work vehicle shall use a flashing arrow board (FAB) in caution mode or a 360-degree
flashing light and 4-way flashers.

Guidance:

• If a dynamic message sign (DMS) or flashing arrow board (FAB) is used for an operation on
the shoulder, it should be set to caution mode.
• Alternatively, a 360-degree flashing light and 4-way flashers should be used.
• The position of the work vehicle in relation to the work area may be adjusted based on the
available sight distance, shoulder/off-roadway conditions, and work being performed.

Options:

• None at this time

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.3: Emergent Work (<5 Minutes) – Multilane Divided Roadway

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.4 Brief-Duration Work (<15 Minutes) – Multilane Divided Roadway

Purpose:

Brief-duration work is generally planned, although the exact location or extent of the work required may
not be fully known. It requires less than 15 minutes to complete.

Brief-duration work may include:

• locating drainage structures or other roadway features or components
• cleanup of material spills and removing debris from the roadway (e.g., small fallen trees,
larger tree limbs, crash debris, etc.)
• quick repairs intended as a partial or temporary response to damage or failure
If the work is expected to last 15 minutes or longer, additional resources will be needed to implement
a short-duration work zone. The work should be delayed until the appropriate work zone equipment
and devices are available.

Isolated pothole patching—patching 1 or 2 potholes in a 1-kilometre section of road—may be

considered emergent or brief-duration work. However, it is mobile work when the work crew has to
stop several times in succession within a 1-kilometre section to patch multiple potholes.

Standard:

• A Crew Working Ahead C-004 is required in advance of the work.

• A risk evaluation is required to determine whether or not the work activity is considered
emergent (see Table C – Risk Evaluation for Emergent or Brief-Duration Work in Section 6.10
or Appendix F).
• The work activity shall be completed in less than 15 minutes.
• The work vehicle shall use a flashing arrow board (FAB) in caution mode or a 360-degree
flashing light and 4-way flashers.

Guidance:

• If a dynamic message sign (DMS) or flashing arrow board (FAB) is used for an operation on
the shoulder, it should be set to caution mode.
• The position of the work vehicle in relation to the work area may be adjusted based on the
available sight distance, shoulder/off-roadway conditions, and the work being performed.

Options:

• None at this time.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.4: Brief-Duration Work (<15 Minutes) – Multilane Divided Roadway

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.5 Work on Shoulder – Short and Long Duration

Purpose:

Stationary work on the shoulder takes place outside the travel lanes but occupies part or all of
the shoulder area.

If shoulder work encroaches into a travel lane, a full lane closure shall be implemented.

Standard:

• When work is in progress and workers are present, a flashing arrow board (FAB) in caution
mode is required in the taper or immediately in advance of the work area.
• A barricade is required on the approach side of the work activity area for long-duration work.

Guidance:

• When work is not in progress but the work area has not been cleared, care should be taken
to isolate it from the travelled roadway.

Options:

• Signage may be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• Advance warning signs may be applied in the opposing direction of travel.
• If the speed limit is ≤ 60 km/h, or there is insufficient room, tubular markers may replace
drums for the taper.
• The channelizing devices used alongside the work area may be tubular markers or cones.
• Advance warning signs may be omitted for short-duration work if the shadow vehicle displays
a vehicle-mounted dynamic message sign (DMS) or flashing arrow board (FAB) in caution
mode and uses a 360-degree flashing light and 4-way flashers.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.5: Work on Shoulder – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.6 Right Lane Closed – Short and Long Duration

Purpose:

This layout shows the typical setup for closure of the right travel lane on a multilane divided highway.

Standard:

• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign shall be placed in advance of the work.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• Where shoulders are wide and may be mistaken for travel lanes, shoulder tapers should
be considered and installed in accordance with Table A – Taper Lengths.

Options:

• If the regular posted speed limit is ≤ 60 km/h:

- The upstream Right Lane Closed C-130-R sign with distance tab may be omitted and the
Crew Working Ahead C-004 sign or Construction Ahead C-018-1A sign moved
downstream by Table B Distance A.
- Tubular markers may be used for leading tapers instead of drums.
• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present

Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.6: Right Lane Closed – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.7 Left Lane Closed – Short and Long Duration

Purpose:

This layout shows the typical setup for closure of the left travel lane on a multilane divided highway.

Standard:

• A Left Lane Closed Ahead C-130-L sign with a C-130-T distance tab and a second Left Lane
Closed Ahead C-130-L sign shall be placed in advance of the work.
• Where the posted speed limit is ≥ 70 km/h, a flashing arrow board (FAB) is required.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.

Options:

• If the regular posted speed limit is ≤ 60 km/h:

- The upstream Left Lane Closed C-130-L sign may be omitted and the Crew Working
Ahead C-004 sign or Construction Ahead C-018-1A sign moved downstream by Table B
Distance A.
- Tubular markers may be used for leading tapers instead of drums.
• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present

Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.7: Left Lane Closed – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.8 Centre Lane Closure (≤ 60 km/h) – Short and Long Duration

Purpose:

This layout shows the typical setup for a single lane closure of the centre lane on a low-speed
multilane roadway.

Standard:

• A Centre Lane Closed Ahead C-030-1A sign with a C-130-T distance tab and a Centre Lane
Closed C-030-2 sign are required in advance of the work.
• A buffer space shall be incorporated into the layout.

Guidance:

• The spacing of channelizing devices may be reduced to prevent traffic from entering the work
area.
• Provided that traffic volumes are sufficiently low, it may be necessary to close two lanes to
maintain adequate space for worker safety.
• If space is available, a short, single row of channelizing devices should be installed in
advance of the traffic split to keep vehicles in their lanes.

Options:

• Signage may be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• Interior lane traffic may be directed to either the left or the right lane by using a flashing arrow
board (FAB) with the arrow pointing in the direction of the merge taper.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.8: Centre Lane Closure (≤ 60 km/h) – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.9 Centre Lane Closure (≥ 70 km/h) – Short and Long Duration

Purpose:

This layout shows the typical setup for a single lane closure of the centre lane on a high-speed
multilane roadway.

Standard:

• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign shall be placed in advance of the work.
• A Centre Lane Closed C-030-2 sign is required in advance of the lane shift.
• If signs are not installed on the divided median, a dynamic message sign (DMS) is required
with the message “CENTRE LANE CLOSED”.
• Two flashing arrow boards (FABs) shall be used—one in each taper—as illustrated in the
diagram.

Guidance:

• If the alignment is such that the two flashing arrow boards (FABs) create confusion,
the minimum tangent length (LT distance) between the end of the merging taper and
beginning of the shift taper should be extended so that road users can focus on one flashing
arrow board (FAB) at a time.
• The spacing of channelizing devices may be reduced to prevent traffic from entering the work
area.
• A double lane closure (leaving only one lane open) may be implemented if traffic volumes are
sufficiently low, using a flashing arrow board (FAB) in the tapers for each closed lane.
• Where shoulders are wide and may be mistaken for travel lanes, shoulder tapers should
be considered and installed in accordance with Table A – Taper Lengths.

Options:

• Interior lane traffic may be directed to either the left or the right lane by using a flashing arrow
board (FAB) with the arrow pointing in the direction of the merge taper.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.9: Centre Lane Closure (≥ 70 km/h) – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.10.1 Double Right Lane Closure – Short and Long Duration

Purpose:

This layout shows the typical setup for the closure of two right lanes in a single travel direction on
a multilane divided highway where at least one lane in the same direction of travel remains available
to traffic.

For closures of multiple lanes, it is important that drivers have to navigate only one lane closure at a
time (i.e., each closed lane will have a separate taper and merge setup). In other words, double lane
closures should never require drivers to make two lane merges at one location.

Standard:

• Each lane shall be closed one at a time as shown in the layout.

• A separate flashing arrow board (FAB) shall be used for each closed lane.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• Where shoulders are wide and may be mistaken for travel lanes, shoulder tapers should
be considered and installed in accordance with Table A – Taper Lengths.

Options:

• For long-duration work, a dynamic message sign (DMS) may be used in advance of the
Construction Ahead C-018-1A sign.
• LT and the positioning of the second FAB may be adjusted if the alignment creates confusion
about which lane closure is being indicated by the second FAB.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.10.1: Double Right Lane Closure – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.10.2 Double Left Lane Closure – Short and Long Duration

Purpose:

This layout shows the typical setup for the closure of two left lanes in a single travel direction on
a multilane divided highway where at least one lane in the same direction of travel remains available
to traffic.

For closures of multiple lanes, it is important that drivers have to navigate only one lane closure at a
time (i.e., each closed lane will have a separate taper and merge setup). In other words, double lane
closures should never require drivers to make two lane merges at one location.

Standard:

• Each lane shall be closed one at a time as shown in the layout.

• A separate flashing arrow board (FAB) shall be used for each closed lane.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• Where shoulders are wide and may be mistaken for travel lanes, shoulder tapers should
be considered and installed in accordance with Table A – Taper Lengths.

Options:

• For long-duration work, a dynamic message sign (DMS) may be used in advance of the
Construction Ahead C-018-1A sign.
• LT and the positioning of the second FAB may be adjusted if the alignment creates confusion
about which lane closure is being indicated by the second FAB.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.10.2: Double Left Lane Closure – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.11 Median Crossover – Short and Long Duration

Purpose:

This layout shows the typical setup for the closure of all lanes in an entire direction of travel on a
multilane roadway. Traffic from the closed lanes is re-routed across the median into the opposing
travel lane, reducing the number of lanes available for opposing traffic.

This layout reduces road capacity in both directions of travel so consideration shall be given to the
best time of day for implementing this type of closure.

Standard:

• A Lane Closed Ahead C-130-L/R sign will be required for the left/right lane closure in
advance of the work.
• Channelizing devices or temporary barriers shall be used to separate opposing traffic.
• Two-Way Traffic Ahead C-132 signs shall be used when concrete median barrier is not used
to define the new centreline.
• If median barrier is removed to enable the median crossover, the remaining exposed barrier
ends shall be marked by an appropriate Hazard C-154 marker and a Type B flasher.
• If the ends of the barrier will be exposed for longer than 48 hours, suitable end treatment shall
be applied as determined by the Road Authority.
• If signs are not installed on the divided median, a dynamic message sign (DMS) is required.

Guidance:

• Temporary crash attenuators should be used to protect the exposed ends of median barriers.
• The Barrier Removed C-069 sign should be used in advance of locations where the existing
median barrier has been removed.
• When re-establishing normal traffic flow, remove the signs and devices for the diverted lanes
first, and then remove the devices for the opposing lanes.
• A dynamic message sign (DMS) is recommended for night work over multiple night-time
shifts.

Options:

• A custom Traffic Pattern Changed Zx-030 sign with an implementation plan on counterflow
operations and transitions may be used as a supplement. See Zx-030 Appendix B.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.11: Median Crossover – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.12 Lane Closure at Open Exit Ramp – Short and Long Duration

Purpose:

This layout shows the typical setup where there is a lane closure in the vicinity of an exit ramp but the
ramp itself remains open.

The presence of construction activity and traffic control devices associated with the lane closure may
cause driver uncertainty about the status of the exit ramp so it is important to use appropriate
delineation and signage to let drivers know in advance—and at the exit—that the exit is open.

Standard:

• The Exit Open C-204 sign with a C-130-T distance tab shall be used in advance of the open
exit to identify the distance to the new exit point.
• An additional Exit Open C-204 sign shall be used in advance of the new exit point.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• The Exit G-103 sign should be used at the temporary exit to define the exit point, mounted
over temporary channelizing devices in a manner that makes it highly visible to drivers.
• A dynamic message sign (DMS) is recommended for night work over multiple night-time
shifts.
• Channelizing devices used to define the path to the exit ramp should be tapered so that they
are consistent with the ramp approach.

Options:

• A dynamic message sign (DMS) may be used to advise drivers that the exit is open.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.12: Lane Closure at Open Exit Ramp – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.13 Lane Closure at Open Entrance Ramp – Yield Condition

– Short and Long Duration

Purpose:

This layout shows the typical setup where there is a lane closure in the vicinity of an entrance ramp
but the ramp remains open. Construction activity near the entrance ramp may necessitate changing
how vehicles enter the highway.

This layout specifically illustrates a yield condition for the entrance ramp. A yield condition shall be
implemented when sufficient length cannot be maintained for a merge condition.

Standard:

• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign are required in advance of the entrance ramp.
• A Merging Traffic Ahead C-136-R sign is required in advance of the entrance ramp to advise
drivers that traffic is merging from the right in the new location.
• The entrance ramp requires a Crew Working Ahead C-004 sign or a Construction Ahead C-
018-1A sign and a Yield R-002 sign to advise those entering the roadway that they are in a
yield condition.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• The Yield R-002 sign should be positioned so that ramp traffic has adequate sight distance to
select an acceptable gap in the traffic flow but not so far forward that drivers are tempted to
stop in the major road traffic path.
• If insufficient gaps are available, consideration should be given to closing the ramp.
• Signs and devices should be positioned so they do not block major road drivers’ view of the
Merging Traffic C-136-R sign and the merging traffic.
• A dynamic message sign (DMS) is recommended for night work over multiple night-time
shifts.

Options:

• If there is a construction speed limit in place, consider installing a confirmatory Maximum

Speed Limit R-004 sign with a Construction Speed Limit C-080-T tab downstream of the on-
ramp.
• To improve sight distance for the merging traffic, tubular markers between the ramp and the
leading taper may be substituted with cones.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.13: Lane Closure at Open Entrance Ramp – Yield Condition

– Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.14 Lane Closure at Open Entrance Ramp – Merge Condition

– Short and Long Duration

Purpose:

This layout shows the typical setup where there is a lane closure in the vicinity of an entrance ramp
but the ramp remains open. Construction activity near the entrance ramp may necessitate changing
how vehicles enter the highway.

This layout specifically illustrates a merge condition for the entrance ramp, which means that drivers
entering the highway from the ramp are still able to use an acceleration lane to merge into traffic.

It is generally preferable to maintain ramp operations using a merge condition if an acceleration lane
of sufficient length can be maintained.

Standard:

• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign are required in advance of the entrance ramp.
• A Merging Traffic Ahead C-136-R sign is required along the work zone tangent and
in advance of the new entrance ramp location to advise drivers that traffic is merging from the
right in the new location.
• An acceleration lane of sufficient length shall be provided for a merge condition.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• Signs and devices should be positioned so that they do not block major road drivers’ view
of the Merging Traffic C-136-R sign and the merging traffic.
• A dynamic message sign (DMS) is recommended for night work over multiple night-time
shifts.

Options:

• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.14: Lane Closure at Open Entrance Ramp – Merge Condition

– Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.15 Temporary Closure of Exit Ramp – Short and Long Duration

Purpose:

This layout shows the typical setup where an exit ramp is closed.

The presence of construction activity and traffic control devices associated with the lane closure may
cause driver uncertainty about the status of the exit ramp so it is important to use appropriate
delineation and signage to let drivers know in advance—and at the exit—that the exit is closed.

It is important to clearly block off the entrance to the closed exit ramp and any deceleration lane.

Standard:

• The Exit Closed Ahead C-205-A sign shall be used in advance of a temporarily closed
exit ramp.
• Drums shall be used to close off the deceleration lane and the exit ramp.
• An Exit Closed C-062 banner shall be attached to the existing Exit G-103 sign to indicate the
closure.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• Additional Exit Closed Ahead C-205-A signs may be required for higher-volume routes.
• Exit Closed C-062 banners should be used for long-duration closures, overlaid across
existing G-5 (exit information) signs at a 45-degree angle.
• When planning the temporary closure of an exit ramp, consideration should be given to where
traffic will go when it cannot use the exit.
• Alternative exit(s) should be identified to drivers by using dynamic message signs (DMS).

Options:

• A Distance C-130-T tab may be used with the Exit Closed Ahead C-205-A sign if the exit is
not visible ahead or there are multiple exits in close proximity.
• For longer duration closures, roadside barriers may be used instead of flexible drums to close
the exit.
• For longer duration closures, custom signs or additional dynamic message signs (DMS)
providing information on alternative exit(s) may be used.
• Roadside barriers may be offset from the fog line by at least one metre and may include
crash attenuation or an appropriate approach flare.
• Where permanent overhead dynamic message signs (DMS) are located in advance of the
closure, exit closure information may also be provided on these signs.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.15: Temporary Closure of Exit Ramp – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.16 Runaway Lane Open – Short and Long Duration

Purpose:

Runaway lanes are emergency escape ramps created for long, descending grades. On such grades,
vehicle speeds may increase and brakes may overheat and fail because of the extensive braking used
to slow the vehicle. The runaway lanes allow vehicles with brake problems to exit the roadway and
stop. Runaway lanes should be kept open whenever possible because of their importance for roadway
safety.

This layout shows the typical setup for work adjacent to a runaway lane that remains open. Effort
should be made to clearly communicate the open status of the runaway lane to truck drivers and
other approaching motorists.

Standard:

• Construction equipment shall never be left parked in—or blocking access to—an open
runaway lane.
• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign shall be placed in advance of the exit ramp.
• A flashing arrow board (FAB) shall be placed inside the taper.
• A buffer space shall always be used.
• A dynamic message sign (DMS) shall be used to communicate the runaway lane status.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• Where the speed limit is ≥ 70 km/h a buffer vehicle should be used when workers are
present.
• A vehicle-mounted crash attenuator is recommended for use on buffer vehicles.
• Vehicles should not be queued in advance of—or through—the entrance to a runaway lane.

Options:

• None at this time.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.16: Runaway Lane Open – Short and Long Duration

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.17 Runaway Lane Closed – Short and Long Duration

Purpose:

Runaway lanes are emergency escape ramps created for long, descending grades. On such grades,
vehicle speeds may increase and brakes may overheat and fail because of the extensive braking used
to slow the vehicle. The runaway lanes allow vehicles with brake problems to exit the roadway and
stop. Runaway lanes should be kept open whenever possible because of their importance for
roadway safety.

This layout shows the typical setup for work in front of a runaway lane that is closed. When work is
occurring in front of runaway lanes, effort shall be made to clearly communicate the closed status of
the runaway lane to truck drivers and other approaching motorists.

Even if a runaway lane is closed, extreme caution should be used when working in front of or across
the runaway lane. Never assume that just because it is considered closed, a truck would not attempt
to use it in an emergency.

Standard:

• Truck drivers shall be notified of runaway lane closures at (within or in advance of) the brake
check and in advance of the grade.
• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab and a second
Right Lane Closed Ahead C-130-R sign shall be placed in advance of the entrance ramp.
• The Runaway Lane Closed C-067 sign shall be positioned 200 metres or distance A,
whichever is greater, in advance of the affected runaway lane. It shall be removed or covered
as soon as possible once the runaway lane is available.
• For construction zones across runaway lanes, use the Closed C-061 tab mounted above or
across the existing runaway signs.
• A dynamic message sign (DMS) shall be used to communicate the runaway lane closure.
Appropriate positioning and messaging should be discussed with the Road Authority.
• A buffer space shall always be used.

Guidance:

• Signage should be installed along the divided median. If the median space is limited, smaller
sized signs may be used.
• Where the speed limit is ≥ 70 km/h a buffer vehicle should be used when workers are
present.
• A vehicle-mounted crash attenuator is recommended for use on buffer vehicles.
• Vehicles should not be queued in advance of—or through—the entrance to a runaway lane.
• If a lane closure is not required, the Right Lane Closed Ahead C-130 series and flashing
arrow board (FAB) can be removed.

Options:

• Notification at the brake check may be communicated through a dynamic message sign
(DMS), C-067 Runaway Lane Closed sign, or custom signing.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.17: Runaway Lane Closed – Short and Long Duration

Note:
Truck drivers shall be
notified of runaway
lane closures at (within
or in advance of) the
brake check and in
advance of the grade.

Notification may be
communicated through
a DMS, C-067
Runaway Lane Closed
sign, or custom
signing.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.18 Lane Closure with Zipper Merge Signing (Queues < 800 m)

Purpose:

Late merge signs (zipper merge) may be used as an alternate to standard lane closure guidelines in
high volume areas where queuing conditions are expected. Late merge signs encourage drivers to
utilize both lanes until a merge point which improves efficiency by reducing congestion and
aggressive driving. Late merge signs should not be used within intersections or on sharp horizontal or
vertical curves. This layout shows the typical setup of late merge signs for the closure of a left travel
lane on a multilane undivided highway.

For locations where queueing may extend more than 800 m upstream of the taper, refer to Section
9.19: Lane Closure with Zipper Merge Signing (Queues ≥ 800 m).

Standard:

• A Lane Closed Ahead C-130 sign with a C-130-T distance tab is required on both sides of the
roadway
• A barricade is required on the approach side of the work activity for long-duration work

Guidance:

• Where shoulders are wide and may be mistaken for travel lanes, shoulder tapers should be
considered and installed in accordance with Table A – Taper Lengths

Options:

• Additional confirmatory Zipper Merge C-138-LR signs with accompanying C-138-Ta distance
tabs may be used with a maximum 2km spacing where queuing extends beyond the C-130
signs or as considered necessary
• If the regular posted speed limit is ≤ 60 km/h, tubular markers may be used for leading tapers
instead of drums.
• Dynamic message sign (DMS) may be used in place of the first set of C-138-LR and
accompanying C-138-Tb (on both sides of roadway) but should include the messaging
“Zipper Merge. Use Both Lanes to Merge Point,” or similar
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.18: Lane Closure with Zipper Merge Signing (Queues < 800 m)

In urban areas (typically 50 km/h

with many access points), this
distance may be shortened or
eliminated as needed, allowing
the signs to be placed at the
beginning of the taper.

LM LM

C-137-5R 50 m 50 m C-138-R

C-138-Td C-138-Td

A A
C-138-R C-138-R

C-138-Tb C-138-Tb

A A

C-130-L C-130-L

C-138-Ta C-138-Ta
A A

C-018-1A C-018-1A

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

9.19 Lane Closure with Zipper Merge Signing (Queues ≥ 800 m)

Purpose:

The late merge (zipper merge) sign layouts are alternatives to standard lane closure set-ups on
multilane divided highways. The goal of the zipper merge sign layout is to achieve better lane
utilization and merging behavior to minimize delays and lengths of queues.

Late merge signs encourage drivers to utilize both lanes until a merge point. The signs also seek to
improve merge behaviour (take turns) which will improve efficiency and safety by reducing congestion
and aggressive driving. Late merge signs should not be used within intersections or on sharp
horizontal or vertical curves.

This layout shows the typical late merge signage for the closure of a left travel lane on a multilane
divided highway. This layout may be used where the regular posted speed limit is ≥ 70 km/h and
traffic queues may extend ≥ 800 m upstream of the taper.

Standard:

• Signs shall be placed on both the left and right side of the roadway.
• A barricade is required on the approach side of the work activity for long-duration work

Guidance:

• The Road Work Ahead C-018-3A or Construction Ahead C-018-1A signs should be placed
outside the location of where the maximum queue distance is anticipated to develop.
• Distance advisory tabs should be utilized with the Road Work Ahead C-018-3A or
Construction Ahead C-018-1A signs to inform drivers where the merge location is located.
• For queue lengths greater than 1.5 km, adding additional Use Both Lanes During Backups C-
138-Tc signs improves driver compliance.
• Where shoulders are wide and may be mistaken for travel lanes, shoulder tapers should be
considered and installed in accordance with Table A – Taper Lengths.

Options:

• Additional confirmatory Zipper Merge C-138-LR signs with accompanying C-138-Ta distance
tabs may be used with a maximum 2km spacing where queuing extends beyond the C-130
signs or as considered necessary
• If the regular posted speed limit is ≤ 60 km/h, tubular markers may be used for leading tapers
instead of drums.
• A dynamic message sign (DMS) with similar messaging may be used in place of a pair of
USE BOTH LANES DURING BACKUPS C-136-T7 signs
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 9: Traffic Control Layouts – Multilane Divided Roadways

Figure 9.19: Lane Closure with Zipper Merge Signing (Queues ≥ 800 m)

In urban areas (typically 50 km/h)

with many access points, this
distance may be shortened or
eliminated as needed, allowing
the sign to be placed at the
LM beginning of the taper.

C-137-5R 50 m 50 m C-138-R

C-138-Td
C-138-Td
A A

C-030-3A
1.5 km
C-030-3A
C-138-Te
C-138-Te

C-138-Tc C-138-Tc

C-130-L
A
C-130-L
C-138-Ta
C-138-Ta
Repeat C-138-Tc every 1-2
km for the estimated
maximum queue distance.

C-138-Tc
C-138-Tc

OR OR C-018-1A
C-018-3A

C-130-Tb C-130-Tb

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Section 10: Traffic Control Layouts – Mobile Work

PART B – TRAFFIC CONTROL

Section 10: Traffic Control Layouts – Mobile Work

Contents

Legend, Table A, and Table B .............................................................................. 10-1

10.1 General Information ................................................................................. 10-2

Table D – Minimum Distances for Mobile Work ......................................... 10-2

10.2 Continuously Slow-Moving Work ........................................................... 10-4

– Two-Lane, Two-Way Roadway

10.3 Intermittently-Moving Work ..................................................................... 10-6

– Two-Lane, Two-Way Roadway

10.4 Continuously Slow-Moving Work ........................................................... 10-8

– Multilane Undivided or Divided Roadway

10.5 Intermittently-Moving Work ................................................................... 10-10

– Multilane Undivided or Divided Roadway

10.6 Rolling Slowdown ................................................................................... 10-12

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Section 10: Traffic Control Layouts – Mobile Work

PART B – TRAFFIC CONTROL

Section 10: Traffic Control Layouts – Mobile Work

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 10: Traffic Control Layouts – Mobile Work

10.1 General Information - Mobile Work

Mobile work is an operation that is either continuously slow-moving work or intermittently-moving

work with short stops. It may include:
• shouldering • brushing • litter bag pick-up
• gravel road grading • sweeping • spraying for dust control
• multiple pothole patching • hydro-seeding • concrete barrier scupper
• mowing • sign cleaning flushing

Mobile work does not include debris removal or emergency response.

Traffic control devices are typically vehicle-mounted and include Slow Vehicle Next X km C-044 signs
with the specified distance not exceeding 8 kilometres (the distance between the two C-044 signs in
opposing directions) or Truck Stopped on Road Next 2 km C-038 signs.

If an advance Slow Vehicle Next X km C-044 sign is not used, a shadow vehicle with vehicle-
mounted traffic control devices is required.

The distance between the work and shadow vehicles is typically Distance A found in Table B. It may
vary on the basis of site factors such as traffic volume, sight distance, and terrain.

Table D shall be used to determine whether or not the operation is mobile work. 1

TABLE D — MINIMUM DISTANCES FOR MOBILE WORK

Regulatory Speed Limit (km/h)

≤50 60 70 - 80 90 100 ≥ 110

Minimum Distance Moved (m) 100 130 170 220 260 300
Every 30 Minutes

Table D Notes

To be considered mobile work, the operation shall move at least the distance shown in Table D for
the posted speed limit every 30 minutes or less.

If the work does not regularly move the specified distance, it should be treated as a stationary
operation, and the appropriate layout should be used.

1
Table D values are derived from the Minnesota Department of Transportation’s Temporary Traffic
Control Manual (2011).

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Section 10: Traffic Control Layouts – Mobile Work

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by
the user. The following information is typical on most layouts in this section:

Standard:

• All work and shadow vehicles shall be equipped with a flashing arrow board (FAB) in caution
mode, a 360 degree flashing light, and 4-way flashers.
• Work and shadow vehicles shall display rear-mounted Slow Moving Vehicle C-036 signs.

Guidance:

• All temporary signs should be removed or covered when work is not under way.
• When the regular posted speed limit is ≥ 70 km/h, a rear-mounted crash attenuator is
recommended for the shadow vehicles.

Options:

• A portable dynamic message sign (DMS) may be used to provide advance messaging
for drivers.

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Section 10: Traffic Control Layouts – Mobile Work

10.2 Continuously Slow-Moving Work – Two-Lane, Two-Way Roadway

Purpose:

Continuously slow-moving work is done while continuously moving at slow speeds. These operations
normally do not involve stopping, but infrequent stops of up to 15 minutes may occur.
Examples include:
• shouldering • concrete barrier scupper flushing • hydro-seeding
• mowing • gravel road grading • brushing
• sweeping • spraying for dust control

For pavement marking layouts (i.e., intersection marking and quick-dry pavement marking), see
Section 14: Traffic Control Layouts – Pavement Marking.

Standard:

• Work and shadow vehicles shall display Yield to Oncoming Traffic R-56-1 signs.
• Slow Vehicle Next X km C-044 signs shall be used, and they shall be moved as the work
progresses so that the work vehicle remains within the distance indicated on the signs.
• If the speed limit is ≥ 70 km/h, a shadow vehicle displaying the Slow Vehicle(s) Ahead C-045-
X sign is required.

Guidance:

• The distance on Slow Vehicle Next X km C-044 signs should not exceed 8 kilometres.
• Work and shadow vehicles should pull over periodically to allow queued traffic to pass.
• The shadow vehicle should keep as far right as practicable, but may encroach into the travel
lane when the shoulder is too narrow to drive on.
• Work vehicles may travel at posted speeds when work is not under way.

Options:

• The shadow vehicle may be omitted for work on low volume roadways (<1000 vpd) with a
speed limit ≤ 80 km/h. These are typically non-numbered highways and may include rural
highways with statutory speed limits of 80 km/h and appropriate sight distances.
• The Slow Vehicle(s) Ahead C-045-X sign may be replaced with other appropriate signs
related to the type of work (see Appendix B: Standard Construction Signs).
• If the speed limit is ≤ 60 km/h:
- For low-volume roadways, the Slow Vehicle Next X km C-044 sign and/or
shadow vehicle and its accessories may be omitted.
- The flashing arrow board (FAB) on the work vehicle may be omitted but the 360-degree
flashing light and 4-way flashers are always required.
• The Yield to Oncoming Traffic R-056-1 sign may be omitted from large, line-type utility
vehicles if it is impractical to mount the sign.

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Section 10: Traffic Control Layouts – Mobile Work

Figure 10.2: Continuously Slow-Moving Work – Two-Lane, Two-Way Roadway

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Section 10: Traffic Control Layouts – Mobile Work

10.3 Intermittently-Moving Work – Two-Lane, Two-Way Roadway

Purpose:

Intermittently-moving work is a maintenance activity for which the work zone changes frequently or a
work operation that involves frequent short stops not exceeding 30 minutes in duration.
Examples include:
• group relamping of street lights • crack sealing • litter bag pick-up
• multiple pothole patching • sign cleaning • raised pavement
(several stops within 1 km) • catch basin flushing marker installation
• traffic control device placement • station measurement
and/or removal

Standard:

• Work and shadow vehicles shall display Yield to Oncoming Traffic R-56-1 signs.
• The shadow vehicle shall display a rear-mounted Caution This Truck Stops Frequently C-039
sign.
• A Truck Stopped on Road Next 2 km C-038 sign is required, and it shall be moved as the
work progresses so that the work vehicle remains within the distance indicated on the sign.

Guidance:

• The shadow vehicle should keep as far right as practicable—or as far left as practicable
if working in the left lane—but may encroach into the travel lane when the shoulder is
too narrow to drive on.
• Work vehicles may resume travelling at posted speeds when work stops.

Options:

• A shadow vehicle may not be required for work that typically occurs off the roadway on the
shoulder (e.g., litter bag pick-up or sign-cleaning activities).
• If the construction speed limit is ≤ 60 km/h:
- Where an advance Truck Stopped on Road Next 2 km C-038 sign is used, using
a shadow vehicle is optional.
- For low-volume roadways, the Truck Stopped on Road Next 2 km C-038 sign and/or a
shadow vehicle and its accessories may be omitted.
- The flashing arrow board (FAB) on the work vehicle may be omitted, but the double-
sided Prepare to Stop C-040D sign must be used in its place. The 360-degree light and
4-way flashers are always required
• An arrow stick or a shadow vehicle may be substituted for the flashing arrow board (FAB) on
large, line-type utility vehicles if it is impractical to mount the FAB.

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Section 10: Traffic Control Layouts – Mobile Work

Figure 10.3: Intermittently-Moving Work – Two-Lane, Two-Way Roadway

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Section 10: Traffic Control Layouts – Mobile Work

10.4 Continuously Slow-Moving Work – Multilane Undivided or Divided Roadway

Purpose:

Continuously slow-moving work is done while continuously moving at slow speeds. These operations
normally do not involve stopping, but infrequent stops of up to 15 minutes may occur.
Examples include:
• grading/shouldering • concrete barrier flushing • hydro-seeding
• mowing • dust control • sweeping

For pavement marking layouts (i.e., intersection marking and quick-dry pavement marking), see
Section 14: Traffic Control Layouts – Pavement Marking.

Standard:

• Shadow vehicles shall display a Slow Vehicle(s) Ahead C-045-X sign.

• At least one shadow vehicle shall be used for undivided roadways.
• Two shadow vehicles shall be used for divided roadways.
• Slow Vehicle Next X km C-044 signs shall be used, and they shall be moved as the work
progresses so that the work vehicle remains within the distance indicated on the signs.

Guidance:

• The distance on the Slow Vehicle Next X km C-044 signs should not exceed 8 kilometres.
• Typical spacing between the shadow vehicle and the work vehicle is Table B Distance A.
• For divided roadways, the shadow vehicle should keep as far right as practicable—or as far
left as practicable if working in the left lane—but may encroach into the travel lane when the
shoulder is too narrow to drive on.
• The space between the shadow vehicle and the work vehicle may be adjusted as follows:
- decreased in areas with heavy traffic to deter road users from driving between the two
vehicles
- increased to provide adequate sight distance for vehicles approaching from the rear

Options:

• If the speed limit is ≤ 60 km/h:

- Where a Slow Vehicle Next X km C-044 sign is used, using one less shadow vehicle is
optional.
- The flashing arrow board (FAB) on the work vehicle may be omitted but the 360-degree
flashing light and 4-way flashers are always required.

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Section 10: Traffic Control Layouts – Mobile Work

Figure 10.4: Continuously Slow-Moving Work – Multilane Undivided or Divided Roadway

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Section 10: Traffic Control Layouts – Mobile Work

10.5 Intermittently-Moving Work – Multilane Undivided or Divided Roadway

Purpose:

Intermittently-moving work is a maintenance activity for which the work zone changes frequently or a
work operation that involves frequent short stops not exceeding 30 minutes in duration.
Examples include:
• group relamping of street lights • crack sealing • litter bag pick-up
• multiple pothole patching • sign cleaning • pavement marker
(several stops within 1 km) • catch basin flushing installation
• traffic control device placement • station measurement
and/or removal

Standard:

• Work vehicles shall display rear-mounted Slow Moving Vehicle C-036 signs and Caution This
Truck Stops Frequently C-039 signs.
• Shadow vehicle shall display rear-mounted Slow Moving Vehicle C-036 signs and Slow
Vehicle(s) Ahead C-045-X signs.
• At least one shadow vehicle shall be used for undivided roadways.
• Two shadow vehicles shall be used for divided roadways.
• A Truck Stopped on Road Next 2 km C-038 sign is required, and it shall be moved as the
work progresses so that the work vehicle remains within the distance indicated on the sign.

Guidance:

• For divided roadways, the shadow vehicle should keep as far right as practicable—or as far
left as practicable if working in the left lane—but may encroach into the travel lane when the
shoulder is too narrow to drive on.
• Typical spacing between the shadow vehicle and the work vehicle is Table B Distance A.
• The space between the shadow vehicle and the work vehicle may be adjusted as follows:
- decreased in areas with heavy traffic to deter road users from driving between the two
vehicles
- increased to provide adequate sight distance for vehicles approaching from the rear

Options:

• If the speed limit is ≤ 60 km/h and if two shadow vehicles are used:
- Where a Truck Stopped on Road Next 2 km C-038 sign is used, using one less shadow
vehicle is optional.
- The flashing arrow board (FAB) on the work vehicle may be omitted but the 360-degree
flashing light and 4-way flashers are always required.

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Section 10: Traffic Control Layouts – Mobile Work

Figure 10.5: Intermittently-Moving Work – Multilane Undivided or Divided Roadway

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Section 10: Traffic Control Layouts – Mobile Work

10.6 Rolling Slowdown

Purpose:

A rolling slowdown uses shadow vehicles to protect moving work in the travel lanes, and can be
implemented only on a multilane roadway on which passing over the centreline is not permitted.

The shadow vehicles form a moving blockade across all lanes, thereby reducing traffic speeds and
creating a large gap in traffic—a clear area in which work can be accomplished without completely
stopping the traffic.

This setup is typically used in circumstance where a full road closure would otherwise be required for
short-duration work operations, and for which implementing traffic control measures would take more
time than the actual work (e.g., a film company taking a scenic shot along a roadway).

Using this type of setup is resource-intensive and requires consultation with the Road Authority
before it can be initiated.

Standard:

• All ramps and entrances to the roadway between the moving blockade and the work
operation shall be temporarily closed using a shadow vehicle.
• Each of those ramps shall remain closed until the crew doing the work gives the “all clear”
signal or until the front of the moving blockade passes the closed on-ramps and entrances.
• At least one shadow vehicle shall be used in each lane,
• The shadow vehicles blocking traffic shall enter the roadway far enough upstream from the
work area to allow a clear area to develop in front of them.
• The shadow vehicles shall move into position so that they form a moving blockade across the
travel lanes.
• A separate chase vehicle with a 360-degree flashing light and 4-way flashers shall follow the
last public vehicle ahead of the blockade, travelling in front of the moving blockade of shadow
vehicles.
• As the blockade slows down, it creates the work area between the blockade and the
chase vehicle.
• Communications shall be maintained between the work crew and the moving blockade so
that the speed of the blockade can be adjusted to increase or decrease the closure time if
necessary.
• Traffic can be released only after all workers and their vehicles have been confirmed to be
clear of the roadway.

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Section 10: Traffic Control Layouts – Mobile Work

To calculate the distance upstream of the work area at which to start the slowdown:

A long enough gap in traffic shall be created for traffic moving at a fixed, reduced speed
to provide the estimated time needed for the work to be done.

Rolling Slowdown Calculations:

Known:

T = Time needed with no traffic (in minutes).

Vs = Speed of slowdown vehicles (in km/h). A minimum 30 km/h speed limit
is recommended.
Vc = Speed of chase vehicle in front of slowdown (in km/h). It should generally
be the posted speed limit.

Calculations:

G= Gap needed (in km).

G= T (Vs/60)

C= Clearance time needed to create the required gap (in minutes).

C= G / (Vc/60 - Vs/60)

D= Distance ahead of the work area at which to start the slowdown (in km).

Example:

continued 

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Section 10: Traffic Control Layouts – Mobile Work

Calculations (continued):

A 5-minute gap is required on a 100 km/h freeway to move a large piece of equipment across
the roadway and into the median work area, so a 30 km/h rolling slowdown is proposed
during the off-peak or lowest traffic volume hours for the freeway.

G = 5 (30/60) = 2.5 km

C = 2.5 / (100/60 - 30/60) = 2.9 minutes

D = Distance ahead of the work area at which to start the slowdown (in km).
D = 2.9 (100/60) = 4.9 km

Guidance:

• The shadow vehicles in the rolling slowdown should travel on the lane lines.

Options:

• A truck-mounted dynamic message sign (DMS) may be used to display this message:
Slow or Stopped Vehicles Ahead

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Section 10: Traffic Control Layouts – Mobile Work

Figure 10.6: Rolling Slowdown

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Section 11: Traffic Control Layouts – Intersections

PART B – TRAFFIC CONTROL

Section 11: Traffic Control Layouts – Intersections1

Contents

Legend, Table A, and Table B .............................................................................. 11-1

11.1 General Information ................................................................................. 11-2

11.2 Intersection Lane Closure – Two-Lane, Two-Way Roadway................ 11-4

with TCPs (Near Side)

11.3 Intersection Lane Closure – Two-Lane, Two-Way Roadway................ 11-6

with Detour (Near Side)

11.4 Intersection Lane Closure – Two-Lane, Two-Way Roadway................ 11-8

with TCPs (Far Side)

11.5 Intersection Lane Closure – Two-Lane, Two-Way Roadway.............. 11-10

with Detour (Far Side)

11.6 Right Lane Closure (Near Side) – Multilane Intersection ................... 11-12

11.7 Left Lane Closure (Far Side) – Multilane Intersection ........................ 11-14

11.8 Right Lane Closure (Far Side) – Multilane Intersection...................... 11-16

11.9 Left/Right Lane Closure within Intersection – Multilane Intersection11-18

11.10 Right Lane Closure with Right-Turn Lane (Near Side) ....................... 11-22
– Channelized Right Turn Open – Multilane Intersection

11.11 Two Lanes Closed (Near Side) – Multilane Intersection..................... 11-24

11.12 Two-Lane Closure – Multilane Intersection ......................................... 11-26

11.13 Multiple Lane Closure (Far Side) with Dedicated Left-Turn Lane...... 11-28
– Multilane Intersection

11.14 Midblock Sidewalk Detour – Multilane Roadway ................................ 11-30

11.15 Midblock Sidewalk Closure ................................................................... 11-32

11.16 Sidewalk Detour – Multilane Intersection ............................................ 11-34

11.17 Intersection Sidewalk and Crosswalk Closure .................................... 11-38

1 See Section 12: Traffic Control Layouts – Roundabouts for information on traffic control layouts
for roundabouts.

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Section 11: Traffic Control Layouts – Intersections

PART B – TRAFFIC CONTROL

Section 11: Traffic Control Layouts – Intersections

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 11: Traffic Control Layouts – Intersections

11.1 General Information - Intersections 1

1. Traffic control within an intersection requires careful consideration of all the approaches
and accesses, the nature of adjacent land uses, and the intersection control type.
2. To control each leg of an intersection, multiple Traffic Control Persons are typically
required.
3. Signalized intersections typically exist on high-volume corridors that may experience
peak traffic periods. This shall be considered when determining the appropriate traffic
control for the project. If excessive queues develop, traffic control should be removed as
soon as possible to restore normal traffic operations.
4. Within a signalized intersection, the direction provided by Traffic Control Persons cannot
conflict with the direction provided by the signal heads so the signal shall be either
turned off or bagged.
5. Good communication between the Traffic Control Persons who are operating an
intersection helps to maintain reasonable delay periods on each approach and ensures
that multiple traffic streams are not simultaneously given conflicting right-of-way through
the intersection.
6. Careful consideration should also be given to other road users, such as pedestrians and
cyclists, to ensure that they can negotiate through the intersection satisfactorily. This
may require the use of additional Traffic Control Persons who are dedicated to serving
pedestrian demand.

1
See Section 12: Traffic Control Layouts – Roundabouts for information on traffic control layouts
for roundabouts.

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Section 11: Traffic Control Layouts – Intersections

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by
the user. The following information is typical on most layouts in this section:

Standard:

• For short-duration work, a Crew Working Ahead C-004 sign shall be used.
• For long-duration work, a Construction Ahead C-018-1A sign shall be used.
• Traffic Control Person Ahead C-001-1 signs shall be used in advance of TCPs.
• On undivided roadways, barricades are required at each end of the work activity area for
long-duration work. They are required on the approach side only for divided roadways.
• Where the speed limit is ≥ 70 km/h, a buffer space shall be used.
• All work, buffer, and shadow vehicles shall be equipped with a 360-degree flashing light and
4-way flashers.

Guidance:

• Where the speed limit is ≥ 70 km/h a buffer vehicle should be used when workers are
present.
• A vehicle-mounted crash attenuator is recommended for use on buffer vehicles.
• When a detour is not implemented, to maintain traffic flow, it may be necessary to restrict
turning movements at the intersection (i.e., prohibit left and/or right turns using Turn Control
R-015-L/R signs).

Options:

• The Flagger Ahead C-001-2 sign or Prepare to Stop C-029 sign may be used for additional
advance warning where TCPs are stopping traffic
• A portable dynamic message sign (DMS) may be used to provide advance messaging
for drivers.
• When traffic volumes are high or the intersection is signalized, consult the Road Authority.
• In low speed (≤ 60 km/h) urban areas (within municipal boundaries), customization of traffic
control layouts, including closer device spacing and shorter taper lengths, may be necessary
to maintain access and mobility. In these cases, document why adjustments are being made.

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11.2 Intersection Lane Closure – Two-Lane, Two-Way Roadway

with TCPs (Near Side) – Short and Long Duration

Purpose:

This layout shows the typical setup for a lane closure using Traffic Control Persons on a two-lane, two-
way roadway when the closure is on the approach to (near side of) an intersection. It may be used
where the intersection is signalized or stop-controlled.

One TCP is typically needed for each leg of the intersection because traffic control is complex at
intersections, especially for turning traffic.

Standard:

• Single Lane Traffic C-030-8 signs are required in both directions along the roadway where
the work is being conducted.
• A Prepare to Stop C-029 sign shall be placed on the cross street in advance of the
intersection.
• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.

Guidance:

• None at this time.

Options:

• Where approach speeds are ≤ 60 km/h, cones may be used instead of tubular markers.
• If the-cross street volume is low, TCPs may not be required in the cross direction but Traffic
Control Person Ahead C-001-1 signs are still required to identify the presence of other TCPs
controlling traffic.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.2: Intersection Lane Closure – Two-Lane, Two-Way Roadway

with TCPs (Near Side) – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.3 Intersection Lane Closure – Two-Lane, Two-Way Roadway

with Detour (Near Side) – Short and Long Duration

Purpose:

This layout shows the typical setup for a lane closure on a two-lane, two-way roadway when the
closure occurs on the approach to (near side of) an intersection. It may be used where a detour can
be established to allow drivers to bypass the closed area. Detour signage is continued at decision
points through the detour route to guide motorists along the detour and back to the main roadway.

This layout is to be used only if a detour route is available.

If no alternative route is available, TCPs are required as shown in Section 11.2: Intersection Lane
Closure – Two-Lane, Two-Way Roadway with TCPs (Near Side).

Standard:

• Either a Road Closed Ahead C-030-6A sign or a dynamic message sign (DMS) shall be the
first sign used on the approach to the closed portion of roadway.
• A Detour Ahead Left/Right C-006-L/R marker shall be used in advance of the detour route to
guide traffic in the appropriate direction.
• A Turn Control R-015-L/R sign shall be used on the cross street to restrict traffic from turning
into the work area.
• Barricades on the closed lane shall display to approaching traffic a Road Closed R-012 sign
and a Detour C-005-L/R sign.

Guidance:

• Advance planning is recommended for situations involving business access and egress.
• The detour route chosen should have the least impact on the travelling public and local
residents. This may necessitate establishing the detour on a road further in advance of
the work area.

Options:

• Flashing arrow boards (FABs) may be used in addition to barricades. They should be set to
caution mode to mark the closed portion of the roadway, and to arrow mode at the detour.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.3: Intersection Lane Closure – Two-Lane, Two-Way Roadway

with Detour (Near Side) – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.4 Intersection Lane Closure – Two-Lane, Two-Way Roadway

with TCP’s (Far Side) – Short and Long Duration

Purpose:

This layout shows the typical setup for a lane closure using Traffic Control Persons on a two-lane, two-
way roadway when the closure occurs downstream (far side) of an intersection. It may be used where
the intersection is signalized or stop-controlled.

One TCP is typically needed for each leg of the intersection because traffic control is complex at
intersections, especially for turning traffic.

Standard:

• Single Lane Traffic C-030-8 signs are required in both directions along the roadway where
the work is being conducted.
• A Prepare to Stop C-029 sign shall be placed on the cross street in advance of the
intersection.
• A flashing arrow board (FAB) in caution mode shall be placed inside the approaching taper in
advance of the work area.
• Tubular markers are required for channelizing traffic and for tapers.
• When TCPs are directing traffic, the construction speed limit shall not be greater than 70
km/h.

Guidance:

• None at this time.

Options:

• Where approach speeds are ≤ 60 km/h, cones may be used instead of tubular markers.
• If the speed of the roadway on which the work is being undertaken is ≤60 km/h, the flashing
arrow board (FAB) may be replaced by a barricade with a flashing light.
• If the cross-street volume is low, TCPs may not be required in the cross direction but Traffic
Control Person Ahead C-001-1 signs are still required to identify the presence of other TCPs
directing traffic.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.4: Intersection Lane Closure – Two-Lane, Two-Way Roadway

with TCPs (Far Side) – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.5 Intersection Lane Closure – Two-Lane, Two-Way Roadway

with Detour (Far Side) – Short and Long Duration

Purpose:

This layout shows the typical setup for a lane closure on a two-lane, two-way roadway when the
closure occurs downstream (far side) of an intersection. It may be used where a detour can be
established to allow drivers to bypass the closed area. Detour signage is continued at decision points
through the detour route to guide motorists along the detour and back to the main roadway.

This layout is to be used only if a detour route is available.

If no alternative route is available, TCPs are required as shown in Section 11.4: Intersection Lane
Closure – Two-Lane, Two-Way Roadway with TCPs (Far Side).

Standard:

• Either a Road Closed Ahead C-030-6A sign or a dynamic message sign (DMS) shall be the
first sign used on the approach to the closed portion of roadway.
• A Detour Ahead Left/Right C-006-L/R sign shall be used in advance of the detour route to
guide traffic in the appropriate direction.
• A Turn Control R-015-L/R sign shall be used on the cross street to restrict traffic from turning
into the work area.
• Tubular markers are required for channelizing traffic and for tapers.
• A flashing arrow board (FAB) in caution mode shall be used in advance of the work area.

Guidance:

• Advance planning is recommended for situations involving business access and egress.
• The detour route chosen should have the least impact on the travelling public and local
residents. This may necessitate establishing the detour on a road further in advance of
the work area.

Options:

• Where approach speeds are ≤60 km/h, cones may be used instead of tubular markers.
• If the speed of the roadway on which the work is being undertaken is ≤60 km/h, the flashing
arrow board (FAB) on the approach side of the work activity area may be replaced by a
barricade with a Road Closed R-012 sign.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.5: Intersection Lane Closure – Two-Lane, Two-Way Roadway

with Detour (Far Side) – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.6 Right Lane Closure (Near Side) – Multilane Intersection

– Short and Long Duration

Purpose:

This layout shows the typical setup for a single lane closure on a multilane roadway when the closure
occurs on the approach to (near side of) an intersection. It may be used where the intersection is
signalized or stop-controlled.

Since at least one lane is available approaching the intersection in the affected direction, traffic is
diverted into an adjacent lane through a lane drop.

Standard:

• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab is required in advance
of a second Right Lane Closed Ahead C-130-R sign.
• A flashing arrow board (FAB) in arrow mode shall be placed inside the approaching taper in
advance of the work area.

Guidance:

• Median-mounted signs matching the shoulder-mounted signs should be used where space
allows.

Options:

• A dynamic message sign (DMS) may be used in advance of the Crew Working Ahead C-004
sign or Construction Ahead C-018-1A sign.
• If the speed limit is ≤ 60 km/h:
- The upstream Right Lane Closed C-130-R sign may be omitted and the Crew Working
Ahead C-004 sign or Construction Ahead C-018-1A sign moved downstream by Table B
Distance A.
- Tubular markers may be used for leading tapers instead of drums.
- Cones may be used for protecting the work area.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.6: Right Lane Closure (Near Side) – Multilane Intersection – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.7 Left Lane Closure (Far Side) – Multilane Intersection – Short and Long Duration

Purpose:

This layout shows the typical setup for a single lane closure on a multilane roadway when the closure
occurs downstream (far side) of an intersection. It may be used where the intersection is signalized
or stop-controlled.

Since at least one lane is available approaching the intersection in the affected direction, traffic is
diverted into an adjacent lane through a lane drop. Although the work is taking place downstream of
the intersection, the lane drop should be established in advance of the intersection.

Standard:

• The left lane shall be closed on the near side of the intersection and traffic moved to the right
lane.
• A Left Lane Closed Ahead C-130-L sign with a C-130-T distance tab is required in advance of
a second Left Lane Closed Ahead C-130-L sign.
• A flashing arrow board (FAB) in arrow mode shall be placed inside the taper in advance of
the work area on the near side of the intersection.
• A Lane Closure Arrow C-053 sign and barricade shall be positioned immediately in advance
of the work area on the far side of the intersection.

Guidance:

• A left lane that has significant left-turning movements may remain open as a turn lane for left
turns only. Sufficient space should be considered for vehicle storage in this lane, and
additional traffic control should be considered.
• Median-mounted signs matching the shoulder-mounted signs should be used where space
allows.

Options:
• If the speed limit is ≤ 60 km/h:
- The upstream Left Lane Closed Ahead C-130-L sign may be omitted and the
Crew Working Ahead C-004 sign or Construction Ahead C-018-1A sign moved
downstream by Table B Distance A.
- Tubular markers may be used for leading tapers instead of drums.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.7: Left Lane Closure (Far Side) – Multilane Intersection – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.8 Right Lane Closure (Far Side) – Multilane Intersection

– Short and Long Duration

Purpose:

This layout shows the typical setup for a single lane closure on a multilane roadway when the closure
occurs downstream (far side) of an intersection. It may be used where the intersection is signalized
or stop-controlled.

Since at least one lane is available approaching the intersection in the affected direction, traffic is
diverted into an adjacent lane through a lane drop. Although the work is taking place downstream of
the intersection, the lane drop should be established in advance of the intersection.

Standard:

• The right lane shall be closed on the near side of the intersection and traffic moved to the left
lane.
• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab is required in advance
of a second Right Lane Closed Ahead C-130-R sign.
• A flashing arrow board (FAB) in arrow mode shall be placed inside the taper in advance of
the work area on the near side of the intersection.
• A Lane Closure Arrow C-053 sign and barricade shall be used immediately in advance of the
work area on the far side.

Guidance:

• A right lane that has significant right-turning movements may remain open as a turn lane for
right turns only. Sufficient space should be considered for vehicle storage in this lane, and
additional traffic control should be considered.
• Median-mounted signs matching the shoulder-mounted signs should be used where space
allows.

Options:
• If the speed limit is ≤ 60 km/h:
- The upstream Right Lane Closed Ahead C-130-R sign may be omitted and the
Crew Working Ahead C-004 sign or Construction Ahead C-018-1A sign moved
downstream by Table B Distance A.
- Tubular markers may be used for leading tapers instead of drums.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.8: Right Lane Closure (Far Side) – Multilane Intersection – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.9 Left/Right Lane Closure within Intersection – Multilane Intersection

– Short and Long Duration

Purpose:

This layout shows the typical setup for a single lane closure on a multilane roadway where
the closure extends into—and possibly through—an intersection that affects both major road and
cross-direction traffic. It may be used where the intersection is signalized or stop-controlled.

Traffic from the closed lane on the major road is diverted into an adjacent lane using a lane drop.
Traffic on the cross street should be informed of the partial or complete closure, and re-routed using a
detour route if possible.

Because of the lane closure within the intersection, it is necessary to restrict turning movements at
the intersection for certain directions of travel (i.e., prohibit left and/or right turns by using Turn Control
R-015-L/R signs).

Standard:

• On the major road:

- The left/right lane shall be closed on the near side of the intersection, and traffic moved
to the left/right lane.
- A Left/Right Lane Closed Ahead C-130-L/R sign with a C-130-T distance tab is required
in advance of a second Left/Right Lane Closed Ahead C-130-L/R sign.
- A Road Closed R-012 sign and a Turn Control R-015-L/R sign shall be placed
in advance of the work area and repeated closer to the intersection.
- In the opposing direction on the major road, a Road Closed R-012 sign and a
Turn Control R-015-L/R sign shall be used.
- A flashing arrow board (FAB) in arrow mode shall be placed inside the taper in advance
of the work area on the near side of the intersection.
• In the cross-street direction:
- From both directions, a Road Closed Ahead C-030-6A sign or a dynamic message sign
(DMS) shall be the first sign used on the approach to the closed portion of roadway.
- Turning shall be restricted in the cross direction with a No Through Traffic R-017-2 sign
and a Road Closed R-012 sign.
- The closed lane shall be blocked by a barricade with a Road Closed R-012 sign and a
Detour C-005-LR1 marker.
- The barricade on the intersection side shall display a Road Closed R-012 sign.
• If a detour route is available, additional signage is required:
- A Detour Ahead C-006-A marker shall be used in advance of the detour.
- A Detour Ahead Left/Right C-006-LR marker shall be positioned just in advance of the
detour route to guide traffic in the appropriate direction.

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Section 11: Traffic Control Layouts – Intersections

Guidance:

• Detour signing should be provided on both cross-street approaches wherever possible,

and will vary with the detour routes available.

Options:

• If the speed limit is ≤ 60 km/h:

- The upstream Left/Right Lane Closed Ahead C-130-L/R sign may be omitted and the
Crew Working Ahead C-004 sign or Construction Ahead C-018-1A sign moved
downstream by Table B Distance A.
- Tubular markers may be used for leading tapers instead of drums.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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This page is blank to maintain left/right description/diagram formatting.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.9: Left/Right Lane Closure within Intersection – Multilane Intersection

– Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.10 Right Lane Closure with Right-Turn Lane (Near Side) – Channelized Right Turn
Open – Multilane Intersection – Short and Long Duration

Purpose:

This layout shows the typical setup for a single lane closure on a multilane roadway when the closure
occurs on the approach to (near side of) an intersection.

It is typically be used at a signalized intersection where there is a channelized right-turn lane.

Traffic in the right lane is directed into the right-turn lane. Drivers in the right lane are informed in
advance that traffic in the right lane must turn right.

Standard:

• A Right Lane Must Turn Right R-082-R2 sign with a C-130-T distance tab is required
in advance of a second Right Lane Must Turn Right R-082-R2 sign.
• The flashing arrow board (FAB) shall be set to caution mode.

Guidance:

• To direct right-turn vehicular traffic into the right-turn lane, tubular markers or drums should
be placed in a line parallel to the pavement edge to create a taper.
• Median-mounted signs matching the shoulder-mounted signs should be used where space
allows.

Options:

• To separate traffic earlier in advance of the work area, additional channelizing devices may
be placed along the dashed lane line to separate the left and right lanes.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.10: Right Lane Closure with Right-Turn Lane (Near Side) – Channelized Right Turn
Open – Multilane Intersection – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.11 Two Lanes Closed (Near Side) – Multilane Intersection

– Short and Long Duration

Purpose:

This layout shows the typical setup for a double lane closure on a multilane roadway when the
closure occurs on the approach to (near side of) an intersection.

Both through lanes are closed, and through traffic is diverted into the left-turn lane to accommodate
its movement through the intersection.

Standard:

• Traffic shall be merged into a single lane before approaching the left-turn and right-turn lanes.
• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab is required in advance
of a second Right Lane Closed Ahead C-130-R sign.
• A double-sided taper shall be indicated with drums, and a Double Hazard C-154-D marker
shall be positioned in advance of the work area to direct traffic to the left and right lanes.
• Flashing arrow boards (FABs) shall be positioned as follows:
- FAB #1 in arrow mode: in the right lane drop taper in advance of the work area
- FAB #2 in caution mode: inside the work area taper in advance of the work

Guidance:

• It is intended that traffic moving through the intersection use the left-turn lane. Signal timings
may have to be adjusted in all directions at signalized intersections.
• A lane use sign, such as the Lane Use R-083-L sign, should be positioned before the
intersection to provide clarity for drivers.
• Median-mounted signs matching the shoulder-mounted signs should be used where space
allows.

Options:

• Temporary dashed pavement marking may be added across the intersection to guide traffic
through the intersection into the downstream lane.
• If the speed limit is ≤ 60 km/h:
- The upstream Right Lane Closed Ahead C-130-R sign may be omitted and the
Crew Working Ahead C-004 sign or Construction Ahead C-018-1A sign moved
downstream by Table B Distance A.
- Tubular markers may be used for leading tapers instead of drums.
- A Lane Closure Arrow C-053 sign may replace FAB #1

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Section 11: Traffic Control Layouts – Intersections

Figure 11.11: Two Lanes Closed (Near Side) – Multilane Intersection – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.12 Two-Lane Closure – Multilane Intersection – Short and Long Duration

Purpose:

This layout shows the typical setup for a double lane closure on a multilane roadway where
the closure occurs both upstream (near side) and downstream (far side) of a signalized or
stop-controlled intersection, but not through the intersection itself.

Traffic from the closed lanes is re-routed across the centreline into the opposing travel lane through a
median crossover, and the number of lanes available for opposing traffic is reduced using lane drops.
The placement and maintenance of channelizing devices is critical.

Standard:

• Flashing arrow boards (FABs #1, #2, #3, and #4) in arrow mode are required in advance
of the work area on the major road, and shall be positioned inside the approaching taper for
each closed lane or lane shift.
• Two-Way Traffic Ahead C-132 signs shall be used in advance of locations where two-way
traffic begins.
• Two-Way Traffic R-010 signs shall be used along tangents where two-way traffic has been
established.
• A Keep Right R-014-R sign shall be placed on the far side of the intersection to direct drivers
to keep right.

Guidance:

• Median-mounted signs matching the shoulder-mounted signs should be used where space
allows.

Options:

• Temporary dashed pavement marking may be added across the intersection to guide traffic
through the intersection into the downstream lane.
• If the speed limit is ≤ 60 km/h:
- A Lane Closure Arrow C-053 sign may replace FAB #2 and FAB #3

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Section 11: Traffic Control Layouts – Intersections

Figure 11.12: Two-Lane Closure – Multilane Intersection – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.13 Multiple Lane Closure (Far Side) with Dedicated Left-Turn Lane
– Multilane Intersection – Short and Long Duration

Purpose:

This layout shows the typical setup for a double lane closure on a multilane roadway when the
closure occurs downstream (far side) of an intersection.

Traffic from the closed lanes is merged into the left-turn lane on the upstream (near) side and travels
through the intersection into the opposing left-turn lane.

The number of lanes available for opposing traffic is reduced, so the placement and maintenance
of channelizing devices is critical.

Standard:

• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab is required in advance
of a second Right Lane Closed Ahead C-130-R sign.
• A double-sided taper shall be indicated with drums, and a Double Hazard C-154-D marker
shall be positioned in advance of the work to direct traffic to the left and right lanes.
• Flashing arrow boards (FABs) shall be positioned as follows:
- FAB #1 in arrow mode: in the right lane drop taper in advance of the work area
- FAB #2 in caution mode: inside the work area taper in advance of the work
• A Lane Closure Arrow C-053 sign shall be used in advance of the work area.

Guidance:

• Traffic moving through the intersection is intended to use the left-turn lane. Signal timings
may have to be adjusted in all directions at signalized intersections.
• Median-mounted signs matching the shoulder-mounted signs should be used where space
allows.

Options:

• A dynamic message sign may be used in advance of the work.

• Temporary dashed pavement marking may be added across the intersection to guide traffic
through the intersection into the downstream lane.
• If the speed limit is ≤ 60 km/h:
- The upstream Right Lane Closed Ahead C-130-R sign may be omitted and the
Crew Working Ahead C-004 sign or Construction Ahead C-018-1A sign moved
downstream by Table B Distance A.
- Tubular markers may be used for leading tapers instead of drums.
- A Lane Closure Arrow C-053 sign may replace FAB #1.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.13: Multiple Lane Closure (Far Side) with Dedicated Left-Turn Lane
– Multilane Intersection – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.14 Midblock Sidewalk Detour – Multilane Roadway – Short and Long Duration

Purpose:

This layout shows the typical setup for a sidewalk detour that uses the outside lane of a multilane
roadway or the parking lane of a two-lane, two-way roadway.

Standard:

• The pedestrian detour shall be clearly delineated so that the route is apparent to both
pedestrians and motorists.
• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab is required in advance
of a second Right Lane Closed Ahead C-130-R sign.
• The lane closure taper shall be delineated with drums.
• Flashing arrow boards (FABs) in arrow mode shall be used inside the approaching taper
in advance of the work area and before the pedestrian route, and for speeds ≥ 70 km/h.

Guidance:
• Clear delineation of the pedestrian route can be achieved in various ways, such as using
closely-spaced tubular markers, barricades, fencing, or temporary barriers.
• Temporary pedestrian access routes should be 1.5 metres wide or wider, with a minimum
width of 1.2 metres where constraints exist.
• A hard, temporary walking surface should cover rough, soft, or uneven ground.
• At abrupt elevation changes (e.g., between sidewalk and road levels), a temporary curb ramp
should be provided, with anti-slip treatment and a slope of 12:1 (8%) or less.
• When crosswalks, sidewalks, or other pedestrian facilities are blocked, closed, or relocated,
temporary facilities should include accessibility features that are consistent with those in the
existing pedestrian facility.

Options:

• Instead of a ramp, a boardwalk with a railing may be installed at sidewalk level around
the closure for high-volume pedestrian areas or projects that last for several days or more.
• Depending on the type of work and the condition of the site, barricades may have to be
supplemented with fencing or other devices to physically prevent pedestrians from straying
into the work area (see Section 4.10.1: Work Zone Fencing).
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.14: Midblock Sidewalk Detour – Multilane Roadway – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.15 Midblock Sidewalk Closure – Short and Long Duration

Purpose:

This layout shows the typical setup for a sidewalk detour that is not able to use the outside lane of a
multilane roadway or the parking lane of a two-lane, two-way roadway.

This layout is used where a sidewalk is closed and pedestrians are detoured to another pedestrian
facility. It affects only the path that pedestrians must follow, and has no impact on traffic.

Standard:

• The sidewalk shall be closed using a barricade and a Sidewalk Closed C-202 sign on
both sides of the work.
• A second barricade with a Sidewalk Closed – Cross Here C-203-L/R sign shall be placed in
advance of the closure to advise pedestrians of a suitable alternative crossing.
• The pedestrian detour shall be clearly delineated so that the route is apparent to pedestrians.

Guidance:

• Pedestrians should be notified of the closure both in advance of the closure and at the
closure itself.
• Pedestrians should be advised of the location of an available crosswalk that they can use
to cross the road and access a sidewalk on the other side.
• When crosswalks, sidewalks, or other pedestrian facilities are blocked, closed, or relocated,
temporary facilities should include accessibility features that are consistent with those in the
existing pedestrian facility.
• The roadway may require delineation if the sidewalk work encroaches onto it.

Options:

• Depending on the type of work and the condition of the site, the barricades may have to be
supplemented with fencing or other devices to physically prevent pedestrians from straying
into the work area (see Section 4.10.1: Work Zone Fencing).

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Section 11: Traffic Control Layouts – Intersections

Figure 11.15: Midblock Sidewalk Closure – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.16 Sidewalk Detour – Multilane Intersection – Short and Long Duration

Purpose:

This layout shows the typical setup at an intersection and on a corner for a sidewalk detour onto
a multilane roadway or a two-lane, two-way roadway that has a parking lane. Where possible, the
crosswalks should be kept open.

Standard:

• The pedestrian detour shall be clearly delineated so that it is apparent to both pedestrians
and motorists.
• A right lane closure is required for any area where the sidewalk detours into the travel lane:
- A Right Lane Closed Ahead C-130-R sign and a second C-130-R sign with a C-130-T
distance tab are required on the leg of the intersection where traffic is being merged to
one lane.
- In the cross direction, a Right Lane Closed C-030-4A sign is required in advance of the
intersection, followed by a Right Lane Must Turn Right R-082-R2 sign to advise that
traffic in the outside lane cannot go through the intersection and must turn right.
• The lane closure taper shall be delineated with drums.
• Flashing arrow boards (FABs) in arrow mode shall be used inside the approaching taper
in advance of the work area and before the pedestrian route, and for speeds ≥ 70 km/h.

Guidance:

• Pedestrian signals controlling closed crosswalks should be covered or deactivated.

• Clear delineation of the pedestrian route can be achieved in various ways, such as using
closely-spaced tubular markers, barricades, fencing, or temporary barriers.
• Temporary pedestrian access routes should be 1.5 metres wide or wider, with a minimum
width of 1.2 metres where constraints exist.
• A hard, temporary walking surface should cover rough, soft, or uneven ground.
• At abrupt elevation changes (e.g., between sidewalk and road levels), a temporary curb ramp
should be provided, with anti-slip treatment and a slope of 12:1 (8%) or less.
• When crosswalks, sidewalks, or other pedestrian facilities are blocked, closed, or relocated,
temporary facilities should include accessibility features that are consistent with those in the
existing pedestrian facility.

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Section 11: Traffic Control Layouts – Intersections

Options:

• A full lane closure may be considered for the right lane of the cross street if high volumes of
traffic are attempting to proceed straight through the intersection or if there is confusion about
the Right Turn Only signage.
• Instead of a ramp, a boardwalk with a railing may be installed at sidewalk level around
the closure for high-volume pedestrian areas or projects that last for several days or more.
• Depending on the type of work and the condition of the site, barricades may have to be
supplemented with fencing or other devices to physically prevent pedestrians from straying
into the work area (see Section 4.10.1: Work Zone Fencing).
• If the speed limit is ≤ 60 km/h:
- The upstream Right Lane Closed Ahead C-130-R sign may be omitted and the
Crew Working Ahead C-004 sign or Construction Ahead C-018-1A sign moved
downstream by Table B Distance A.
- Tubular markers may be used for leading tapers instead of drums.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 11: Traffic Control Layouts – Intersections

This page is blank to maintain left/right description/diagram formatting.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.16: Sidewalk Detour – Multilane Intersection – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

11.17 Intersection Sidewalk and Crosswalk Closure – Short and Long Duration

Purpose:

This layout shows the typical setup where crosswalks at an intersection are affected by sidewalk or
roadside work on one of the intersection corners.

In this situation, the affected crosswalk cannot be used, and a detour in advance of the closure
is required to direct pedestrians to another pedestrian facility.

Standard:

• The pedestrian detour shall be clearly delineated so that the route is apparent to both
pedestrians and motorists.
• Barricades shall be used to close the both the sidewalk approach and the crosswalk
approach to prevent access to the work area.
• Barricades immediately adjacent to the work shall display Sidewalk Closed C-202 signs.
• Additional barricades with Sidewalk Closed – Cross Here C-203-L/R signs shall be placed in
advance of the closure to advise pedestrians of a suitable alternative crossing.

Guidance:

• Pedestrian signals controlling closed crosswalks should be covered or deactivated.

• Pedestrians should be notified of the closure both in advance of the closure and at the
closure itself.
• Pedestrians should be advised of the location of an available crosswalk that they can use
to cross the road and access a sidewalk on the other side.
• When crosswalks, sidewalks, or other pedestrian facilities are blocked, closed, or relocated,
temporary facilities should include accessibility features that are consistent with those in the
existing pedestrian facility.
• The roadway may require delineation if the sidewalk work encroaches onto it.

Options:

• A temporary crosswalk may be implemented if there is no nearby pedestrian crossing

opportunity.
• If a temporary midblock crosswalk is implemented, curb parking should be prohibited within
30 metres in advance of the midblock crosswalk.

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Section 11: Traffic Control Layouts – Intersections

Figure 11.17: Intersection Sidewalk and Crosswalk Closure – Short and Long Duration

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Section 11: Traffic Control Layouts – Intersections

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Section 12: Traffic Control Layouts – Roundabouts

PART B – TRAFFIC CONTROL

Section 12: Traffic Control Layouts – Roundabouts1

Contents

Legend, Table A, and Table B .............................................................................. 12-1

12.1 General Information ................................................................................. 12-2

12.2 Lane Closure in Roundabout – Single Lane .......................................... 12-4

12.3 Work Outside Roundabout ...................................................................... 12-6

12.4 Inner Lane Closure – Multilane Roundabout ......................................... 12-8

12.5 Outer Lane Closure – Multilane Roundabout ...................................... 12-10

1 See Section 11: Traffic Control Layouts – Intersections for information on traffic control layouts for
other intersections.

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Section 12: Traffic Control Layouts – Roundabouts

PART B – TRAFFIC CONTROL

Section 12: Traffic Control Layouts – Roundabouts

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 12: Traffic Control Layouts – Roundabouts

12.1 General Information - Roundabouts 1

1. The one-way flow and roadway geometry of roundabouts combine to make them
significantly different from most other intersections negotiated by drivers.
2. Temporary traffic control during maintenance and construction activities at roundabouts
should provide clear guidance to drivers, some of whom may be unfamiliar with
roundabout operations.
3. Some basic features of roundabouts that are mentioned throughout this section
are shown below in Figure 12.1: Generic Two-Lane Roundabout.

Figure 12.1: Generic Two-Lane Roundabout

1
See Section 11: Traffic Control Layouts – Intersections for information on traffic control layouts for
other intersection types.

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Section 12: Traffic Control Layouts – Roundabouts

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by
the user. The following information is typical on most layouts in this section:

Standard:

• For short-duration work, a Crew Working Ahead C-004 sign shall be used.
• For long-duration work, a Construction Ahead C-018-1A sign shall be used.
• A Prepare to Stop C-029 and Traffic Control Person Ahead C-001-1 signs shall be used in
advance of TCPs.
• Existing directional signs that are contrary to the new flow of traffic shall be covered.

Guidance:
• Using tubular markers rather than drums allows for better sight lines between TCPs
and vehicle queues, and provides more room for large vehicles to navigate through
the roundabout.

Options:
• The Flagger Ahead C-001-2 sign may be used for additional advance warning where TCPs
are stopping traffic
• A portable dynamic message sign (DMS) may be used to provide advance messaging
for drivers.
• In low speed (≤ 60 km/h) urban areas (within municipal boundaries), customization of traffic
control layouts, including closer device spacing and shorter taper lengths, may be necessary
to maintain access and mobility. In these cases, document why adjustments are being made.

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Section 12: Traffic Control Layouts – Roundabouts

12.2 Lane Closure in Roundabout – Single Lane – Short and Long Duration

Purpose:

This layout shows the typical setup where an area within the roundabout or the approach to the
roundabout is obstructed, preventing traffic from entering the roundabout in its normal path. It
is typically used for short-duration work, but it may also be used for long-duration work.

As is the case for traffic control at a signalized or stop-controlled intersection, a Traffic Control Person
is required for each approach leg entering the roundabout because traffic is being directed in the
opposite direction through the roundabout.

Standard:

• The TCPs shall have communication with one another.

• Overhead lighting shall illuminate each TCP location at night.
• The TCP on each approach leg shall hold traffic so that only one direction proceeds at a time.
• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.
• Channelizing devices shall be used to isolate the work activity area and guide traffic through
the roundabout.
• Barricades are required at each end of the work activity area for long-duration work.

Guidance:

• Where traffic must travel counter to its normal flow because of a full closure within
the roundabout, additional signing to direct drivers may be needed on splitter islands and/or
within the roundabout central island (e.g., detour signs with arrows).

Options:

• Additional signing in the central island may be necessary to assist traffic movement through
roundabout.
• Where approach speeds are ≤60 km/h, cones may be used instead of tubular markers.
• The truck apron may be used as part of a temporary lane to divert traffic around a lane
closure within the roundabout.
• An additional TCP stationed within the central island may assist in directing drivers.
• If all the work is contained within the central island and does not affect the travel lanes,
one sign per approach may be sufficient (i.e., a Crew Working Ahead C-004 sign for short-
duration work or a Construction Ahead C-018-1A sign for long-duration work).

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Section 12: Traffic Control Layouts – Roundabouts

Figure 12.2: Lane Closure in Roundabout – Single Lane – Short and Long Duration

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Section 12: Traffic Control Layouts – Roundabouts

12.3 Work Outside Roundabout – Short and Long Duration

Purpose:

This layout shows the typical setup where a lane is closed on an approach to—or a departure from—
a roundabout but traffic is still able to enter and proceed through the roundabout in its normal path.

As is the case for a single lane alternating setup, one Traffic Control Person is typically required on
each side of the work. Advance warning signage is required on each leg entering the roundabout.

Since the closure does not affect the roundabout itself, traffic flows counter-clockwise as usual
through the roundabout.

If traffic cannot use the regular entrance into the roundabout, use the layout described in
Section 12.2: Lane Closure in Roundabout – Single Lane.

Standard:

• A Lane Closure Arrow C-053 sign shall be place on the central island to direct traffic back into
the right lane.
• Channelizing devices shall be used to isolate the work area and guide traffic into the
roundabout.
• Barricades are required at each end of the work activity area for long-duration work.
• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.

Guidance:

• Depending on the distance between TCPs, radios may be used to improve communication.

Options:

• Where approach speeds are ≤60 km/h, cones may be used instead of tubular markers.
• In simpler situations, or where traffic volumes are low, the movement of traffic around the
closure may be controlled by as few as two TCPs on the affected leg.

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Section 12: Traffic Control Layouts – Roundabouts

Figure 12.3: Work Outside Roundabout – Short and Long Duration

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Section 12: Traffic Control Layouts – Roundabouts

12.4 Inner Lane Closure – Multilane Roundabout – Short and Long Duration

Purpose:

This layout shows the typical setup for an inner lane closure within a multilane roundabout.

Traffic Control Persons may not be required because traffic should be able to self-regulate, using the
roundabout as if it were a single-lane roundabout.

Standard:

• A Left Lane Closed C-030-3A sign is required in advance of the roundabout, followed by the
corresponding Left Lane Closed Ahead C-130-L sign.
• A flashing arrow board (FAB) shall be used inside each taper.
• A Lane Closure Arrow C-053 sign is required on the outside edge of the inner lane.
• Channelizing devices shall be used to isolate the work area and separate the inner and outer
lanes.

Guidance:

• Existing signs regarding lane use may have to be covered because the roundabout will be
operating as a single-lane roundabout.
• Device positioning may have to be adjusted to accommodate long and combination vehicles,
which require more room to navigate through roundabouts.

Options:

• Where approach speeds are ≤60 km/h, cones may be used instead of tubular markers.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 12: Traffic Control Layouts – Roundabouts

Figure 12.4: Inner Lane Closure – Multilane Roundabout – Short and Long Duration

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Section 12: Traffic Control Layouts – Roundabouts

12.5 Outer Lane Closure – Multilane Roundabout – Short and Long Duration

Purpose:

This layout shows the typical setup for an outer lane closure within a multilane roundabout.

It is used to isolate the work area and guide traffic through the roundabout in the inner lane while also
leaving space for traffic to enter and exit the inner lane.

Traffic Control Persons may not be required because traffic should be able to self-regulate, using the
roundabout as if it were a single-lane roundabout.

Standard:

• A Right Lane Closed C-030-4A sign is required in advance of the roundabout, followed by the
corresponding Right Lane Closed Ahead C-130-R sign.
• A flashing arrow board (FAB) shall be used inside each taper.
• A Lane Closure Arrow C-053 sign shall be positioned just inside the work area to warn traffic
navigating the roundabout that the outer lane is closed.
• Barricades are required on approaches to the work activity area for long-duration work.

Guidance:

• Device positioning may have to be adjusted to accommodate long and combination vehicles,
which require more room to navigate through roundabouts.
• It may be difficult for large vehicles to turn right to exit the roundabout. Additional guidance
can be provided by using the Roundabout Right Turn Truck Signs C-121-1 series, which
directs drivers to circumnavigate the roundabout so that they re-approach the exit straight-on.
• It may be necessary to detour large trucks from the area during construction.

Options:

• Where approach speeds are ≤60 km/h, cones may be used instead of tubular markers.
• The flashing arrow board (FAB) may be replaced as shown below.
Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 12: Traffic Control Layouts – Roundabouts

Figure 12.5: Outer Lane Closure – Multilane Roundabout – Short and Long Duration

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Section 12: Traffic Control Layouts – Roundabouts

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

PART B – TRAFFIC CONTROL

Section 13: Traffic Control Layouts – Milling, Paving, Seal Coating

Contents

Legend, Table A, and Table B .............................................................................. 13-1

13.1 General Information ................................................................................. 13-2

13.2 Benkleman Beam and Falling Weight Deflectometer Testing ............. 13-5

13.3 Advance Warning for Paving Work ........................................................ 13-6

13.4 Paving – Work in Progress ...................................................................... 13-8

13.5 Paving – Work Not in Progress ............................................................. 13-10

13.6 Seal Coating in Progress ....................................................................... 13-12

13.7 Installing and Removing Reflectors ..................................................... 13-14

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

PART B – TRAFFIC CONTROL

Section 13: Traffic Control Layouts – Milling, Paving, Seal Coating

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

13.1 General Information - Milling, Paving, and Seal Coating

Milling, paving, and seal coating are specific types of work that occur on a variety of roadways. The
appropriate traffic control layout in this Manual should be chosen for the environment in which the
work will occur.

Condition-specific signs should provide drivers with information about the specific site conditions,
which may include, but are not limited to:
• low shoulders • fresh oil • dust
• uneven pavement lifts • loose gravel • bumps
• no pavement markings • grooved pavement

The signage for low shoulders and uneven pavement lifts requires particular attention because these
conditions are not easily detected in darkness or poor weather.

In addition, these principles should be incorporated into traffic control layouts:

1. Warning signs should be repeated as necessary for long sections of affected roadway.
2. Specific signage for motorcyclists and cyclists—for example, the Rough Surface C-019 series
and the Bike Hazard C-183 series—should be used in advance of changes to the pavement
surface that can affect stability for these road uses, such as gravelled or milled surfaces.
3. The positioning of Construction Speed Zones should be changed as necessary to keep them
as short as possible and to avoid requiring drivers to proceed at unreasonably low speeds.
Construction Speed Zones should be removed or relocated from areas where the work has
been completed so that the speed reductions are specifically appropriate for the active work
areas or the areas where hazards exist because of incomplete work.
4. More than one Construction Speed Zone may be used throughout the length of the project,
with long zones requiring Maximum Speed R-004 signs and Construction Speed Zone C-080-
T tabs to be repeated as necessary. The ends of Construction Speed Zones are to be
marked with Maximum Speed R-004 signs that show normal speed limits.
5. For typical pilot car operations, see Section 4.11.9: Pilot Cars for Work Zones and Section
7.16: Pilot Cars. The signs described in Section 7.16 can also be incorporated into other
applications and layouts.
6. Signs should be moved to keep up with moving paving and seal coating operations.

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by
the user. The following information is typical on most layouts in this section:

Standard:

• A No Passing R-022 sign shall be used in areas where passing is prohibited.

• A Passing Permitted R-023 sign shall be used in areas where passing is permitted within the
project area.

Guidance:
• None at this time.

Options:
• Where cyclists are regularly observed using the shoulder, a Share the Road W-132-1
sign may be used with an appropriate cycling hazard tab (see Section 18: Traffic Control
Layouts – Bicycle Lanes for additional information).

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

13.2 Benkleman Beam and Falling Weight Deflectometer Testing

The Benkleman Beam is a pavement-testing device that measures the deflection of flexible asphalt
in order to determine the strength of the road. The worker doing the testing is required to leave
the work vehicle to perform the test.

Benkleman Beam testing may take place in travelled lanes. In these cases, a spotter may be
beneficial to provide additional situational awareness to the worker regarding vehicle arrivals.

The Falling Weight Deflectometer is a pavement-testing device mounted on a small trailer that is
towed by a van. Tests are usually made at intervals of between 20 and 100 metres, with the test unit
typically stopping for a maximum of 45 seconds per test. The worker doing the testing does not have
to leave the work vehicle to perform the test.

Both of these operations are normally classified as mobile work (see Section 10: Traffic Control
Layouts – Mobile Work).

• For testing on two-lane, two-way roadways with light traffic volumes and good visibility, see
Section 10.3: Intermittently-Moving Work – Two-Lane, Two-Way Roadway.
• For testing on multilane roadways, see Section 10.5: Intermittently-Moving Work – Multilane
Undivided or Divided Roadway.
• If traffic volumes are high or conditions prevent traffic from self-regulating, see
Section 7.8: Lane Closure with TCPs – Single Lane Alternating.
• A buffer vehicle should be used on high-speed, high-volume roadways.
• When Truck Stopped on Road Next 2 km C-038 signs are used for testing operations, the
maximum distance between the two opposing C-038 signs should not exceed 2 kilometres
except for Falling Weight Deflectometer operations on rural highways, for which it should not
exceed 8 kilometres.

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

13.3 Advance Warning for Paving Work

Purpose:

This layout shows the typical setup for the advance warning area for paving projects.

Paving projects can cover long distances, with work occurring in only one small section at a time, so it
is important to identify the project area and the work activity areas separately. Advance warning
signage should identify the extent of the project limits and advise road users of upcoming work
activity areas.

Standard:

• A dynamic messaging sign (DMS) is required to provide road users with relevant project
information.
• A No Passing R-022 sign shall be used in areas where passing is prohibited.
• A Passing Permitted R-023 sign shall be used in areas where passing is permitted within the
project area.
• A Paving Ahead Next XX km C-008-1 sign with the appropriate C-008-OL distance overlay
shall be used in advance of the Limits of Construction (LoC) to advise drivers of the length of
the paving work.

Guidance:

• The dynamic messaging sign (DMS) may be positioned before or after the Construction
Project C-035 sign.
• As shown in the diagram, the distance between the Paving Ahead Next XX km C-008-1 sign
and the LoC varies as the work activity area moves through the project area.
• When the work is occurring close to the LoC, all other signs preceding the work activity area
should be in place first. This may push the C-008-1 sign back from the edge of the LoC
during this period.
• See Section 13.4: Paving – Work in Progress for advance warning signage requirements for
a work activity area that is located close to the LoC.
• Paving Ahead Next XX km C-008-1 signs with the appropriate C-008-OL distance overlays
should be repeated at various distance intervals in advance of the active work area.

Options:

• Additional signs may be required throughout the advance warning area and repeated as
necessary (see Appendix B: Standard Construction Signs). These may include, but are not
limited to:
- Soft Shoulder C-012
- Fresh Oil C-014
- Single Lane Traffic C-030-8
- Pavement Ends C-149

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

Figure 13.3: Advance Warning for Paving Work

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

13.4 Paving – Work in Progress

Purpose:

This layout shows the work activity area within the longer project area (Limits of Construction). It is
important to focus on the work activity area and the current conditions to ensure that the most
applicable signage and devices are used and that the selected layout accurately reflects the work.

Standard:

The most appropriate layout should be applied to the work activity area, based on the highway type
and traffic control required. The layout options include, but are not limited to, those listed below.

Type of Work Area Traffic Control Layouts

Two-Lane, Two-Way Section 7.8 Lane Closure with TCPs – Single Lane Alternating
Single Lane Alternating
Pilot Car Operation Section 7.16 Pilot Cars
Section 13.6 Seal Coating in Progress
Multilane Roadway Section 8.6 Right Lane Closed
Lane Closure Section 8.7 Left Lane Closed
Section 8.8 Centre Lane Closure (< 60 km/h)
Section 9.7 Left Lane Closed
Section 9.9 Centre Lane Closure (≥ 70 km/h)
Section 9.10 Double Lane Closure
Lane Shift Section 8.10 Centreline Crossover
Section 8.14 Passing/Climbing Lanes – Lane Shift
Section 9.11 Median Crossover
Intersection Section 11.9 Left/Right Lane Closure within Intersection –
Multilane Intersection
Section 11.10 Right Lane Closure with Right-Turn Lane
(Near Side) – Channelized Right Turn Open –
Multilane Intersection
Section 11.11 Two Lanes Closed (Near Side) – Multilane
Intersection
Section 11.12 Two-Lane Closure – Multilane Intersection

Guidance and Options:

• The Guidance and Options for the selected layout apply.

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

Figure 13.4: Paving – Work in Progress

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

13.5 Paving – Work Not in Progress

Purpose:

This layout shows a typical setup for a paving project that is under way—but for which workers are
not currently present (e.g., at night or on a weekend)—and that has site conditions of which drivers
should be advised through appropriate signage (e.g., No Centreline, Bump, Low or Soft Shoulder, No
Passing, etc.) These signs may also be used when paving is in progress.

Standard:

Signs commonly required on inactive or dormant paving projects include, but are not limited to:
• Construction Ahead C-018-1A sign with Construction Speed Zone C-080-T tab for
long-duration work.
• Paving Next XX km C-008-1 signs in advance of and throughout the work activity area
at 5-kilometre intervals.
• Low Shoulder on Left/Right C-013-LR sign where shoulder is lower than road surface.
• Uneven Pavement on Left/Right C-010-LR sign where there is uneven pavement on
either side of the travel lane (excluding shoulders).
• Bump or Rough Roadway Ahead C-017 sign where sharp road surface changes are
sufficiently abrupt.
• Uneven Pavement Ends C-016 sign at the end of an uneven section of pavement.
Other signs that help to identify certain conditions or activities on dormant sites include:
• Soft Shoulder C-012
• Loose Gravel C-015
• Pavement Ends C-149
• Use Headlights – Extreme Dust C-185-3

Guidance:

• When the roadway and shoulders are clear of machinery and obstructions, and the condition
of the unfinished roadway is such that traffic can proceed safely without the assistance of
TCPs or a pilot car:
- All non-applicable signs should be removed or covered.
- The Paving Ahead Next XX km C-008-1 sign with the appropriate C-008-OL distance
overlay should be repeated every 5 kilometers, showing a decreasing distance to the
end of the project.

Options:
• Additional signage may be required throughout the work area and the project area, and
repeated as necessary (see Appendix B: Standard Construction Signs).

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

Figure 13.5: Paving – Work Not in Progress

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

13.6 Seal Coating in Progress

Purpose:

This layout shows the typical setup for an active seal coating project on a two-lane, two-way roadway.
Seal coating projects can involve a long work activity area so a pilot car operation is often used with a
single lane alternating setup to guide traffic through the work zone.

Standard:

• A Seal Coating – Loose Gravel Next XX km C-008-2 shall be positioned in advance of the
work activity area.
• If TCPs are used, a Traffic Control Person Ahead C-001-1 sign is required.
• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.
• Overhead lighting shall illuminate each TCP location at night.
• A Follow Pilot Car C-049 shall be positioned on the shoulder.
• The double-sided Pilot Car (frontward-facing) and Pilot Car Do Not Pass (rearward-facing) C-
048-1-DS sign or the Pilot Car C-048-2 overhead sign are required on the pilot car so that its
signage is visible from both directions.
• A Work Zone Ends C-088 sign, followed by a Maximum Speed R-004 sign, shall be
positioned the end of the work activity area.
• The Seal Coating – Loose Gravel Next X km C-008-2 sign should be repeated every
5 kilometers, showing a decreasing distance to the end of the project.

Guidance:

• The pilot car operator and TCPs should be in radio contact.

Options:

• The Flagger Ahead C-001-2 sign or Prepare to Stop C-029 sign may be used for additional
advance warning where TCPs are stopping traffic.
• Additional signage may be required throughout the advance warning area and repeated as
necessary (see Appendix B: Standard Construction Signs), including but not limited to:
- Soft Shoulder C-012
- Fresh Oil C-014
- Loose Gravel C-015
- Single Lane Traffic C-030-8
- Follow Pilot Car C-049
- Sweeper Working C-076
- Pavement Ends C-149
- Truck Crossing/Entering Highway C-172-R
- Use Headlights – Extreme Dust C-185-3

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

Figure 13.6: Seal Coating in Progress

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

13.7 Installing and Removing Reflectors

Purpose:

This layout shows two potential setups—depending on the shoulder width—for the installation
of temporary and permanent reflectors on a hard surface and the removal of reflectors from such a
surface:
• Figure 13.7 A – Insufficient Shoulder Width
• Figure 13.7 B – Sufficient Shoulder Width

These setups are appropriate for intermittently-moving, short-duration work during daylight hours on a
low-speed, low-volume, two-lane, two-way roadway.

Night work and roadways with higher speeds and volumes require more complex setups. Refer to
these sections for appropriate traffic control layouts:
• Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways
• Section 8: Traffic Control Layouts – Multilane Undivided Roadways
• Section 9: Traffic Control Layouts – Multilane Divided Roadways
• Section 10: Traffic Control Layouts – Mobile Work

Standard:

For areas with insufficient shoulder width:

• A shadow vehicle shall be used to protect workers and provide advance warning
to approaching motorists.
• The work and shadow vehicles shall both display a rear-mounted Slow Moving Vehicle C-036
sign, a flashing arrow board (FAB) in bar mode, and 360-degree flashing lights and 4-way
flashers.
• Traffic shall be regulated with a single lane alternating setup, either by using a Yield to
Oncoming Traffic R-056-1 sign on the back of the shadow vehicle or by using Traffic Control
Persons.
• A Slow Vehicle Next XX km C-044 sign or a Truck Stopped on Road Next 2 km C-038 sign
shall be used in advance of the work and identified with flags. It shall be moved as the work
progresses so that the work vehicle remains within the distance indicated on the sign.
• If 5 or more vehicles are queued or if potential passing hazards are of concern, the work and
shadow vehicles shall move off the road to allow traffic to pass.
• If passing traffic is an ongoing concern, other traffic control methods and layouts shall be
used.
• The Slow Vehicle Next X km C-044 sign shall be moved as the work progresses so that the
work vehicle remains within the distance indicated on the sign.

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

For areas with sufficient shoulder width:

• The work and shadow vehicles shall both display a rear-mounted Slow Moving Vehicle C-036
sign, a flashing arrow board (FAB) in bar mode, and 360-degree flashing lights and 4-way
flashers.
• Traffic may be permitted to pass on the shoulder if a 3.5-metre distance can be maintained
between the work/shadow vehicle and the edge of the paved shoulder.
• If traffic is permitted to pass on the shoulder side, a Pass This Side C-042-R (right arrow) sign
shall be displayed on the rear of the shadow vehicle.
• A Slow Vehicle Next XX km C-044 sign shall be used in advance of the work and identified
with flags. This sign shall be moved as the work progresses so that the work vehicle remains
within the distance indicated on the signs.

Guidance:

• The distance shown on Slow Vehicle Next X km C-044 signs should not exceed 8 kilometres.
• All temporary signs should be removed or covered when work is not in progress.
• Work vehicles may travel at posted speeds when work is not in progress.

Options:

• The Road Authority may require that the shadow vehicle have a rear-mounted Slow
Vehicle(s) Ahead C-045 sign or other appropriate sign.
• A dynamic message sign (DMS) displaying the appropriate directional text and arrow
may be used instead of the Pass This Side C-042-R sign.

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

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Section 13: Traffic Control Layouts – Milling, Paving, and Seal Coating

Figure 13.7: Installing and Removing Reflectors

13.7 A – Insufficient Shoulder Width 13.7 B – Sufficient Shoulder Width

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Section 14: Traffic Control Layouts – Pavement Marking

PART B – TRAFFIC CONTROL

Section 14: Traffic Control Layouts – Pavement Marking

Contents

Legend, Table A, and Table B .............................................................................. 14-1

14.1 General Information ................................................................................. 14-2

14.2 Quick-Dry Long-Line Marking ................................................................. 14-4

Two-Lane, Two-Way Roadway – Short and Long Duration

14.3 Quick-Dry Long-Line Marking – Right Lane .......................................... 14-8

Multilane Roadway – Short and Long Duration

14.4 Quick-Dry Long-Line Marking – Left Lane ........................................... 14-10

Multilane Roadway (Median ≥ 1 m) – Short and Long Duration

14.5 Quick-Dry Long-Line Marking – Left Lane ........................................... 14-12

Multilane Roadway (Median < 1 m, Right Shoulder ≥ 2 m)
– Short and Long Duration

14.6 Quick-Dry Long-Line Marking – Left Lane ........................................... 14-14

Multilane Roadway (Median < 1 m, Right Shoulder < 2 m)
– Short and Long Duration

14.7 Conventional Long-Line Centreline and White Line Marking ............ 14-16
Two-Lane, Two-Way Roadway – Short and Long Duration

14.8 Conventional Long-Line Marking ......................................................... 14-18

Multilane Roadway – Short and Long Duration

14.9 Left-Turn Arrow Marking........................................................................ 14-20

– Short and Long Duration

14.10 Stop Line and Crosswalk Marking – Left Lanes .................................. 14-22
– Multilane Roadway – Short and Long Duration

14.11 Stop Line and Crosswalk Marking – Right Lanes ............................... 14-24
– Multilane Roadway – Short and Long Duration

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Section 14: Traffic Control Layouts – Pavement Marking

PART B – TRAFFIC CONTROL

Section 14: Traffic Control Layouts – Pavement Marking

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 14: Traffic Control Layouts – Pavement Marking

14.1 General Information - Pavement Marking

1. For the purposes of this Manual, pavement marking is considered to be either conventional or
quick-dry pavement marking:
• Conventional Pavement Marking: When the drying time is 5 minutes or more after
the passing of the paint truck and shadow vehicle, and where vehicles could track paint
onto the roadway upon contact with it, it is necessary to implement advance warning
signage and protection of the painted area until the paint is set. This involves using
signs, cones, barricades, closures, and/or other traffic control devices.
• Quick-Dry Pavement Marking: Quick-dry painting is a continuously-moving operation
and differs from conventional longitudinal line painting by using dynamic message signs
(DMS) on shadow vehicles to inform drivers that painting is in progress along the
roadway. When the drying time is 90 seconds or less after the passing of the paint truck
and shadow vehicle, the paint is set to a point where vehicles will not track paint onto the
roadway upon contact with it.
2. Note that these two terms refer to the set time of the paint, not to two different applications.
Paint that sets more slowly can typically be protected until it dries, while paint that sets more
quickly may not require the same protection. For traffic control purposes, the determining
factor is whether or not the paint will be tracked onto the roadway if vehicles come into
contact with the freshly painted line.
3. The set time of the paint is determined by the composition of the paint and the condition and
temperature of the surface and the air. Some paints that dry quickly under ideal conditions
may no longer be “quick-dry” paints when used in less than ideal conditions. If the paint’s set
time is prolonged for any reason, it can be treated as “conventional” paint that requires
advance warning signage and protection of the freshly painted surface.

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Section 14: Traffic Control Layouts – Pavement Marking

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by
the user. The following information is typical on most layouts in this section:

Standard:
• All static signs and dynamic message signs (DMS) shall be visible to drivers when painting is
in progress.
• All work vehicles require two 360-degree flashing lights when painting the centreline or
working at night.
• Constant communication is required between all Vehicle Operators.
• Stationary construction signs and cones are not required for quick-dry marking.
• Escort Vehicle Requirements:
- 360-degree flashing light and 4-way flashers
- caution pattern or arrow on sequential arrow board
- dynamic message sign (DMS)
- Slow Moving Vehicle C-036 sign
- Caution – Paint Spray Truck Ahead C-043 sign
- Pass This Side C-042-L sign
• Paint Truck Requirements:
- 360-degree flashing light and 4-way flashers
- caution pattern or arrow on sequential arrow board
- Wet Paint C-037-1 sign
- Slow Moving Vehicle C-036 sign
- Wet Paint – Keep Off C-037-2 sign
• Shadow Vehicle #1 Requirements:
- 360-degree flashing light and 4-way flashers
- caution pattern or arrow on sequential arrow board
- dynamic message sign (DMS)
- Slow Moving Vehicle C-036 sign
- Wet Paint – Keep Off C-037-2 sign
- truck-mounted crash attenuator for speeds ≥ 70 km/h
• Shadow Vehicle #2 Requirements:
- 360-degree flashing light and 4-way flashers
- caution pattern or arrow on sequential arrow board
- dynamic message sign (DMS)
- Slow Moving Vehicle C-036 sign
Guidance:
• None at this time.
Options:
• A crash attenuator may be added to Shadow Vehicle #2.

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Section 14: Traffic Control Layouts – Pavement Marking

14.2 Quick-Dry Long-Line Marking – Two-Lane, Two-Way Roadway

– Short and Long Duration

Purpose:

This layout shows the typical setup for quick-dry long-line marking on a two-lane, two-way roadway.

Standard:

Two-Lane, Two-Way Roadway – Passing NOT Permitted:

Escort Operations:
• The Escort Vehicle is positioned 200 to 500 meters in front of the Paint Truck, depending
on traffic volumes and sight conditions.
• The DMS display shall be visible to oncoming traffic. It may be:
- caution pattern
- Line Painting … Ahead
- Line Painting … Slow Down
• The Escort Vehicle Operator shall have a STOP/SLOW TCP C-027 paddle for
emergencies.
Shadow Vehicle #1 Operations:
• Shadow Vehicle #1 follows the Paint Truck at a distance of 200 to 400 metres,
depending on sight distances and paint drying times.
• The DMS shall display one these messages:
- Line Painting … No Passing
- Wet Paint … No Passing
Shadow Vehicle #2 Operations:
• Shadow Vehicle #2 follows the paint operation at a distance of approximately
1 kilometre, depending on sight distances, travelling on the shoulder where possible.
• The DMS messaging is specified by the foreman, and may be:
- caution pattern
- Line Painting … Ahead
- Line Painting … 1 km Ahead
- Line Painting … Next 1 km
- Wet Paint … Next 1 km

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Section 14: Traffic Control Layouts – Pavement Marking

Two-Lane, Two-Way Roadway – Controlled Passing Opportunities:

Escort Vehicle Operations:

• The Escort Vehicle should be stopped as close as possible to the centreline—but not
straddling it—and have good visibility to oncoming traffic.
• When controlled passing is not occurring, the Escort Vehicle Operator shall display these
messages on the DMS:
- Line Painting … Ahead
- Line Painting … Slow Down
• Upon notification, the Escort Vehicle Operator shall evaluate sight distances and traffic
conditions before initiating controlled passing.
• If conditions are satisfactory for controlled passing, the Escort Vehicle Operator shall
display STOP on the DMS.
• The Escort Vehicle Operator shall ensure that all vehicles have complied with the STOP
message before allowing the paint operation to be passed.
• The Escort Vehicle Operator shall continue to hold stopped traffic until the last vehicle in
the passing procession (as described by Shadow Vehicle #1 Operator) has cleared the
work zone.
• The Escort Vehicle Operator shall notify the Shadow Vehicle #1 Operator that passing is
complete.
Shadow Vehicle #1 Operations:
• When passing is required, the Shadow Vehicle #1 Operator shall communicate
a passing request to the Escort Vehicle Operator and wait for notification that oncoming
traffic is stopped.
• When it is safe to pass, the DMS display shall be changed to:
- Line Painting … Pass on Left
- Wet Paint … Pass on Left
• The Shadow Vehicle #1 Operator shall provide a description of the last vehicle in the
passing procession to the Escort Vehicle Operator.
• Once the last vehicle has passed, the DMS display shall be changed to:
- Line Painting … No Passing
- Wet Paint … No Passing

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Section 14: Traffic Control Layouts – Pavement Marking

Shadow Vehicle #2 Operations:

• On a two-lane roadway, Shadow Vehicle #2 assumes the buffer position.
• On a highway with a 3-metre shoulder, Shadow Vehicle #2 shall be driven along the right
shoulder—not straddling the edge line—and follow the Paint Truck at a distance of
approximately 1 kilometre.
• If the shoulder is too narrow, Shadow Vehicle #2 shall travel leap-frog fashion from
approach to approach, parking parallel to the highway when stopping, keeping the signs
and DMS visible to approaching traffic, and maintaining the approximate 1 kilometre
distance behind the Paint Truck.
• The DMS messaging is specified by the foreman, and may be:
- caution pattern
- Line Painting … Ahead/Next 1 km
- Wet Painting … 1 km Ahead/ Next 1 km

Guidance:

• The separation distance between the Paint Truck and Shadow Vehicle #1 should be
determined by the set time (track-free time) of the pavement-marking paint.
• Sight distances and traffic volumes should be taken into consideration when choosing areas
for controlled passing.
• Controlled passing of the painting operation requires effective communication and
coordinated traffic control between the Escort Vehicle and Shadow Vehicle #1 Operators.
• Ideally, traffic will pass Shadow Vehicle #1 and the Paint Truck at the same time.
• When traffic volumes are excessive and the passing procession is large, the Paint Truck may
have to stop the painting operation until the procession has passed completely. This will also
help to reduce the required length of the passing zone.
• When a wide load or emergency vehicle is approaching the painting operation, all
Vehicle Operators should be alerted so that they may take appropriate action.

Options:

• None at this time.

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.2: Quick-Dry Long-Line Marking – Two-Lane, Two-Way Roadway

– Short and Long Duration

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Section 14: Traffic Control Layouts – Pavement Marking

14.3 Quick-Dry Long-Line Marking – Right Lane – Multilane Roadway

– Short and Long Duration

Purpose:

This layout shows the typical setup for quick-dry long-line marking on the right lane of a divided or
undivided multilane roadway.

Standard:

Shadow Vehicle #1 Operations:

• Shadow Vehicle #1 shall travel in the same lane as the Paint Truck, following at
a distance of 50 to 200 metres, depending on sight distance and traffic volumes. (It may
have to be closer to the Paint Truck to prevent vehicles from entering the gap between
the two vehicles, with consideration given to the amount of set time required for the
paint.)
• The DMS messaging may be:
- left chevron
- Wet Paint … Keep Left
- Line Painting … Keep Left
Shadow Vehicle #2 Operations:
• Shadow Vehicle #2 shall travel on the right shoulder—not straddling the edge line—and
follow the Paint Truck at a distance of approximately 1 kilometre.
• The DMS messaging is specified by the foreman, and may be:
- left chevron
- Line Painting … Keep Left
- Line Painting … Merge Left

Guidance:

• The distance between the Paint Truck and Shadow Vehicle #1 should be determined by the
set time (track-free time) of the pavement-marking paint.

Options:

• When traffic volumes are high, a third shadow vehicle may be positioned between the Paint
Truck and Shadow Vehicle #1. It should follow the Paint Truck at a distance of 50 to 200
metres, followed by Shadow Vehicle #1 at a distance of 200 to 300 metres. The DMS
messaging on the third shadow vehicle may be:
- Wet Paint … Keep Left
- Line Painting … Keep Left
• The third shadow vehicle may be the Escort Vehicle with the DMS repositioned to be rear-
facing so that the message is visible to rear-approaching traffic.

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.3: Quick-Dry Long-Line Marking – Right Lane – Multilane Roadway

– Short and Long Duration

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Section 14: Traffic Control Layouts – Pavement Marking

14.4 Quick-Dry Long-Line Marking – Left Lane – Multilane Roadway

(Median ≥ 1 m) – Short and Long Duration

Purpose:

This layout shows the typical setup for quick-dry long-line marking on the left lane of a multilane
roadway when the centre median is ≥ 1 metre wide.

Standard:

Shadow Vehicle #1 Operations:

• Shadow Vehicle #1 shall travel in the same lane as the Paint Truck, following at
a distance of 50 to 200 metres, depending on sight distance and traffic volumes. (It may
have to be closer to the Paint Truck to prevent vehicles from entering the gap between
the two vehicles, with consideration given to the amount of set time required for the
paint.)
• The DMS messaging may be:
- right chevron
- Wet Paint … Keep Right
- Line Painting … Keep Right
Shadow Vehicle #2 Operations:
• Shadow Vehicle #2 shall travel as far left as practicable, following the Paint Truck at a
distance of approximately 1 kilometre.
• The DMS messaging is specified by the foreman, and may be:
- right chevron
- Line Painting … Keep Right
- Line Painting … Merge Right

Guidance:

• The distance between the Paint Truck and Shadow Vehicle #1 should be determined by the
set time (track-free time) of the pavement-marking paint.

Options:

• When traffic volumes are high, a third shadow vehicle may be positioned between the Paint
Truck and Shadow Vehicle #1. It should follow the Paint Truck at a distance of 50 to 200
metres, followed by Shadow Vehicle #1 at a distance of 200 to 300 metres. The DMS on the
third shadow vehicle may display one of these messages:
- Wet Paint … Keep Right
- Line Painting … Keep Right
• The third shadow vehicle may be the Escort Vehicle with the DMS repositioned to be rear
facing so that the message is visible to rear-approaching traffic.

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.4 Quick-Dry Long-Line Marking – Left Lane – Multilane Roadway (Median ≥ 1 m)
– Short and Long Duration

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Section 14: Traffic Control Layouts – Pavement Marking

14.5 Quick-Dry Long-Line Marking – Left Lane – Multilane Roadway

(Median < 1 m, Right Shoulder ≥ 2 m) – Short and Long Duration

Purpose:

This layout shows the typical setup for quick-dry long-line marking on the left lane of a multilane
roadway when the centre median width < 1 metre wide and the right shoulder is ≥ 2 metres wide.

Standard:

Shadow Vehicle #1 Operations:

• Shadow Vehicle #1 shall travel in the same lane as the Paint Truck, following at
a distance of 50 to 200 metres, depending on sight distance and traffic volumes. (It may
have to be closer to the Paint Truck to prevent vehicles from entering the gap between
the two vehicles, with consideration given to the amount of set time required for the
paint.)
• The DMS messaging may be:
- right chevron
- Wet Paint … Keep Right
- Line Painting … Keep Right
Shadow Vehicle #2 Operations:
• Shadow Vehicle #2 shall travel as far right as practicable on the right shoulder, following
the Paint Truck at a distance not exceeding 1 kilometre.
• The DMS messaging is specified by the foreman, and may be:
- Caution mode
- Line Painting … Ahead
- Keep Right

Guidance:

• The distance between the Paint Truck and Shadow Vehicle #1 should be determined by the
set time (track-free time) of the pavement-marking paint.

Options:

• When traffic volumes are high, a third shadow vehicle may be positioned between the Paint
Truck and Shadow Vehicle #1. It should follow the Paint Truck at a distance of 50 to 200
metres, followed by Shadow Vehicle #1 at a distance of 200 to 300 metres. The DMS on the
third shadow vehicle may display one of these messages:
- Wet Paint … Keep Right
- Line Painting … Keep Right
• The third shadow vehicle may be the Escort Vehicle with the DMS repositioned to be rear-
facing so that the message is visible to rear-approaching traffic.

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.5: Quick-Dry Long-Line Marking – Left Lane – Multilane Roadway

(Median < 1 m, Right Shoulder ≥ 2 m) – Short and Long Duration

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Section 14: Traffic Control Layouts – Pavement Marking

14.6 Quick-Dry Long-Line Marking – Left Lane – Multilane Roadway

(Median < 1 m, Right Shoulder < 2 m) – Short and Long Duration

Purpose:

This layout shows the typical setup for quick-dry long-line marking on the left lane of a multilane
roadway when the centre median is < 1 metre wide and the right shoulder is < 2 metres wide.

Standard:

Shadow Vehicle #1 Operations:

• Shadow Vehicle #1 shall travel in the same lane as the Paint Truck, following at
a distance of 50 to 200 metres, depending on sight distance and traffic volumes. (It may
have to be closer to the Paint Truck to prevent vehicles from entering the gap between
the two vehicles, with consideration given to the amount of set time required for the
paint.)
• The DMS messaging may be:
- Right chevron
- Wet Paint … Keep Right
- Line Painting … Keep Right
Shadow Vehicle #2 Operations:
• Shadow Vehicle #2 shall be outside the travel lane, either in the median or on the
shoulder, at a distance not exceeding 1 kilometre.
• The DMS messaging is specified by the foreman, and may be:
- Right chevron
- Line Painting … Ahead
- Keep Right

Guidance:

• The distance between the Paint Truck and Shadow Vehicle #1 should be determined by the
set time (track-free time) of the pavement-marking paint.

Options:

• When traffic volumes are high, a third shadow vehicle may be positioned between the Paint
Truck and Shadow Vehicle #1. It should follow the Paint Truck at a distance of 50 to 200
metres, followed by Shadow Vehicle #1 at a distance of 200 to 300 metres. The DMS on the
third shadow vehicle may display one of these messages:
- Wet Paint … Keep Right
- Line Painting … Keep Right
• The third shadow vehicle may be the Escort Vehicle with the DMS repositioned to be rear-
facing so that the message is visible to rear-approaching traffic.

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.6: Quick-Dry Long-Line Marking – Left Lane – Multilane Roadway

(Median < 1 m, Right Shoulder < 2 m) – Short and Long Duration

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Section 14: Traffic Control Layouts – Pavement Marking

14.7 Conventional Long-Line Centreline and White Line Marking

– Two-Lane, Two-Way Roadway – Short and Long Duration

Purpose:

This layout shows typical setups for two kinds of conventional long-line pavement marking along a
two-lane, two-way roadway:
• Figure 14.7 A – Centreline Marking
• Figure 14.7 B – White Line Marking (Shoulder or Edge)

Standard:

• Road Marking in Progress C-041-xx signs shall be displayed at each end of the work activity
area. The distance between the two signs shall not exceed 10 kilometres.
• The Slow Vehicles Ahead C-045-2A sign shall be positioned after the Road Marking
in Progress C-041-xx sign.
• A Caution – Paint Spray Truck Ahead C-043 sign shall be mounted on the front of the Escort
Vehicle.
• Both the Paint Truck and the Escort Vehicle shall have:
- a Pass This Side C-042-LR sign
- a 360-degree flashing light and 4-way flashers
- a dynamic message sign (DMS) set to alternate between flashing arrow mode
and a displayed message
• Constant communication is required between all Vehicle Operators.
• For centreline marking, cones shall be placed on the centreline.
• For shoulder line marking, cones shall be placed on the white line.

Guidance:

• If it is not practicable for drivers following the Paint Truck and Escort Vehicle to pass the
operation, the Paint Truck and Escort Vehicle should pull over periodically to allow these
vehicles to go around them.
• The distance between the Escort Vehicle and the Paint Truck will vary, depending on sight
lines. They should be as close to each other as possible, but it may be necessary to increase
the space on curved roads to provide more advance warning for approaching traffic.

Options:

• The Wet Paint side of an additional Road Marking in Progress C-041-xx sign may be used
within the work area.
• Crash attenuators may be added to the Paint Truck and/or the Escort Vehicle.
• If shadow vehicles are used to supplement the operation, they shall have dynamic message
signs (DMS).

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.7: Conventional Long-Line Centreline and White Line Marking

– Two-Lane, Two-Way Roadway – Short and Long Duration

14.7 A – Centreline Marking 14.7 B – White Line Marking (Shoulder or Edge)

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Section 14: Traffic Control Layouts – Pavement Marking

14.8 Conventional Long-Line Marking – Multilane Roadway

– Short and Long Duration

Purpose:

This layout shows the typical setup for conventional long-line pavement marking on a multilane
roadway.

The diagram shows line painting occurring in different lanes and in different directions—and the
associated signing required for each setup—in order to illustrate that the painting operation may
occupy either lane. The diagram does not imply a requirement to paint in both directions
simultaneously.

Standard:

• Road Marking in Progress C-041-xx signs shall be displayed at each end of the work activity
area. The distance between the two signs shall not exceed 10 kilometres.
• For short-duration work, a Crew Working Ahead C-004 sign is required.
• For long-duration work, a Construction Ahead C-018-1A sign is required.
• A Left/Right Lane Closed Ahead C-130-L/R sign with a C-130-T distance tab is required in
advance of a second Left/Right Lane Closed Ahead C-130-L/R sign.
• Both the Paint Truck and the Shadow Vehicle require two 360-degree flashing lights when
painting the centreline or working at night.
• Cones are required along all painted lines—on the centreline for centreline marking and on
the white line for shoulder line marking.
• Dynamic message signs (DMS) shall be used on the Paint Truck and the Shadow Vehicle,
with the arrow direction indicating the direction of travel and the side on which vehicles are to
pass the operation.
• The taper shall be delineated to prevent vehicles from driving in the working lane or pulling in
behind the Paint Truck.
• A flashing arrow board (FAB) is required if the speed limit is ≥ 70km/h.
• Constant communication is required between all Vehicle Operators.

Guidance:

• Typical spacing between the Paint Truck and the Shadow Vehicle is 100 to 200 metres.

Options:

• If the speed limit is ≤ 60 km/h, a Lane Closure Arrow C-053 sign may replace the flashing
arrow board (FAB) in the lane taper.
• The dynamic message signs (DMS) on top of the Paint Truck and Shadow Vehicle may
be replaced with flashing arrow boards (FABs).

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.8: Conventional Long-Line Marking – Multilane Roadway

– Short and Long Duration

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Section 14: Traffic Control Layouts – Pavement Marking

14.9 Left-Turn Arrow Marking – Short and Long Duration

Purpose:

This layout shows the typical setup for marking left-turn arrows at an intersection.

If the intersection requiring work is not depicted in the diagram, see the layouts in Section 11: Traffic
Control Layouts – Intersections.

Standard:

• Road Marking in Progress C-041-xx signs shall be displayed at each end of the work activity
area. The distance between the two signs shall not exceed 10 kilometres.
• For short-duration work, a Crew Working Ahead C-004 sign is required.
• For long-duration work, a Construction Ahead C-018-1A sign is required.
• When the speed limit is ≥ 70 km/h, a vehicle with a flashing arrow board (FAB) or a
360-degree flashing light and 4-way flashers shall be stationed within the upstream island.

Guidance:

• A work vehicle can be parked on the left-turn loop to activate the left-turn phase of the traffic
signal and help to keep vehicles moving in the now-shared through/left-turn lane. If it is
parked there for an extended time, the controller may stop activating the left-turn phase so
this should be monitored and adjustments made to the setup or traffic control as appropriate.
• If the work allows, keeping a portion of the left-turn slot open near the intersection
may provide room for vehicles to make left turns.

Options:

• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Barricade and Type A yellow
≤ 60 km/h 360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.9: Left-Turn Arrow Marking – Short and Long Duration

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Section 14: Traffic Control Layouts – Pavement Marking

14.10 Stop Line and Crosswalk Marking – Left Lanes – Multilane Roadway
– Short and Long Duration

Purpose:

This layout shows the typical setup for marking stop lines and crosswalks in left lanes at an
intersection.

For multilane intersections, this is usually done in stages, with the inner lane marking done separately
from the outer lane marking to minimize disruption to traffic.

If the intersection requiring work is not depicted in the diagram, see the layouts in Section 11: Traffic
Control Layouts – Intersections.

Standard:

• For short-duration work, a Crew Working Ahead C-004 sign is required.

• For long-duration work, a Construction Ahead C-018-1A sign is required.
• A Left Lane Closed Ahead C-130-L sign with a C-130-T distance tab is required in advance of
a second Left Lane Closed Ahead C-130-L sign.
• Flashing arrow boards (FABs) shall be used inside all lane closure tapers.
• If the speed limit is ≥ 70 km/h, a buffer space shall be used.

Guidance:

• To maintain traffic flow, it may be necessary to restrict turning movements at the intersection
(i.e., prohibit left and/or right turns using Turn Control R-015-L/R signs).
• A buffer vehicle with a 360-degree light and 4-way flashers should be used when workers are
on the roadway.
• Depending on the route and traffic volumes, it may be preferable to implement a single lane
closure (as opposed to the two closures shown in the diagram).
• When a buffer space is provided, it may be less than the length specified in Table B – Device
Spacing Lengths if space is limited and the adaptation is approved by the Road Authority.

Options:

• A Road Marking in Progress C-041-xx sign may be used in advance of the work.
• For low-volume, low-speed (≤ 60 km/h) roadways:
- A Lane Closure Arrow C-053 sign may replace the flashing arrow board (FAB).
- The advance lane drop sign and tab may be removed, and the Crew Working Ahead C-
004 sign moved upstream by Table B Distance A.

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.10: Stop Line and Crosswalk Marking – Left Lanes – Multilane Roadway
– Short and Long Duration

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Section 14: Traffic Control Layouts – Pavement Marking

14.11 Stop Line and Crosswalk Marking – Right Lanes – Multilane Roadway
– Short and Long Duration

Purpose:

This layout shows the typical setup for marking stop lines and crosswalks in right lanes at an
intersection.

For multilane intersections, this is usually done in stages, with the inner lane marking done separately
from the outer lane marking to minimize disruption to traffic.

If the intersection requiring work is not depicted in the diagram, see the layouts in Section 11: Traffic
Control Layouts – Intersections.

Standard:

• For short-duration work, a Crew Working Ahead C-004 sign is required.

• For long-duration work, a Construction Ahead C-018-1A sign is required.
• A Right Lane Closed Ahead C-130-R sign with a C-130-T distance tab is required in advance
of a second Right Lane Closed Ahead C-130-R sign.
• Flashing arrow boards (FABs) shall be used inside all lane closure tapers.
• If the speed limit is ≥ 70 km/h, a buffer space is required.

Guidance:

• A buffer vehicle with a 360-degree light and 4-way flashers should be used when workers are
on the roadway.
• When a buffer space is provided, it may be less than the length specified in Table B – Device
Spacing if space is limited and the adaptation is approved by the Road Authority.

Options:

• During periods of higher traffic volumes:

- Left turns may be restricted.
- The number of intersection legs with active work may be reduced.
• For low-volume, low-speed (≤ 60 km/h) roadways:
- A Lane Closure Arrow C-053 sign may replace the flashing arrow board (FAB).
- The advance lane drop sign and tab may be removed, and the Crew Working Ahead C-
004 sign moved upstream by Table B Distance A.

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Section 14: Traffic Control Layouts – Pavement Marking

Figure 14.11: Stop Line and Crosswalk Marking – Right Lanes – Multilane Roadway
– Short and Long Duration

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Section 15: Traffic Control Layouts – Surveying

PART B – TRAFFIC CONTROL

Section 15: Traffic Control Layouts – Surveying

Contents

Legend, Table A, and Table B .............................................................................. 15-1

15.1 General Information ................................................................................. 15-3

15.2 Surveying on Shoulder ............................................................................ 15-4

15.3 Surveying on Centreline .......................................................................... 15-6

15.4 Surveying in Intersections....................................................................... 15-8

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Section 15: Traffic Control Layouts – Surveying

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Section 15: Traffic Control Layouts – Surveying

PART B – TRAFFIC CONTROL

Section 15: Traffic Control Layouts – Surveying

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 15: Traffic Control Layouts – Surveying

15.1 General Information - Surveying

1. Survey crews shall use extra caution because survey work areas often do not have the easily
identifiable vehicles and equipment typically present at construction and maintenance
work sites.
2. It may be advantageous for survey crew members to become qualified as Traffic Control
Persons (see Section 5: Traffic Control Persons) so that they are authorized to control traffic
when required. This will also enable them to supplement personnel who are working solely
as TCPs.
3. All signs related to survey activities shall be removed or covered when no survey crew
member is working on or adjacent to the roadway.
4. For traffic control layouts applicable to surveying on complex roadways, see:
• Section 7: Traffic Control Layouts – Two-Lane, Two-Way Roadways
• Section 8: Traffic Control Layouts – Multilane Undivided Roadways
• Section 9: Traffic Control Layouts – Multilane Divided Roadways
• Section 11: Traffic Control Layouts – Intersections

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Section 15: Traffic Control Layouts – Surveying

15.2 Surveying on Shoulder

Purpose:

This layout shows the typical setup for survey work occurring on the shoulder when both the
instrument person and the instrument are off the travelled portion of the roadway.

Although the diagram depicts a two-lane, two-way roadway, this setup can also be used for multilane
roadways.

Standard:

• A Survey Crew Working Ahead C-003 sign with flags is required in advance of the work area.
• For all speed limits, the work vehicle shall have a 360-degree flashing yellow light and 4-way
flashers.

Guidance:

• For high-volume roads and speed limits ≥ 70 km/h, a buffer vehicle with a 360-degree
flashing yellow light and 4-way flashers should also be used.
• If the roadway is a multilane divided roadway, the Survey Crew Working Ahead C-003 sign in
the opposing direction should be omitted.

Options:

• A flashing arrow board (FAB) in caution mode may be used instead of the work vehicle with a
360-degree flashing yellow light and 4-way flashers.
• Where cyclists are regularly observed using the shoulder, a Share the Road W-132-1
sign may be used with an appropriate cycling hazard tab (see Section 18: Traffic Control
Layouts – Bicycle Lanes for additional information).

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Section 15: Traffic Control Layouts – Surveying

Figure 15.2: Surveying on Shoulder

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Section 15: Traffic Control Layouts – Surveying

15.3 Surveying on Centreline

Purpose:

This layout shows the typical setup for surveying on centreline.

If passing traffic is a concern, other traffic control methods and layouts shall be used.

Standard:

• A Road Survey Ahead C-018-4 sign shall be used in advance of the general survey area.
The distance between opposing C-018-4 signs shall not exceed 2 kilometres. The signs
should be moved as the work progresses so that the work vehicles remain within the distance
indicated on the signs.
• A Survey Crew Working Ahead C-003 sign with flags shall be used in advance of the work
area.
• A shadow vehicle shall be used to provide advance warning to approaching vehicles.
• All vehicles shall be equipped with a 360-degree flashing light and 4-way flashers.
• If sufficient shoulder width (≥ 3.5 metres) is available for traffic to pass the survey crew on the
right, a Pass this Side C-042-R sign shall be installed on the rear of the shadow vehicle.
Otherwise, a Yield to Oncoming Traffic R-056-1 sign shall be used.

Guidance:

• A Survey Crew Working – Maximum Speed C-002-1 sign and a Thank You Resume Speed
C-086-1 sign should be used only where conditions warrant (see Section 2.4: Management
of Speed and Section 5: Traffic Control Persons for speed zone information). The distance
between the opposing C-002-1 signs should not exceed 2 kilometres.

Options:

• The nature of the work activity area will vary, depending on the length and type of survey
being completed. For example, a centreline survey may be completed using a rolling setup,
in which case a more appropriate traffic control layout from the Manual should be applied.
• A spotter may be required to assist the instrument person by watching traffic.

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Section 15: Traffic Control Layouts – Surveying

Figure 15.3: Surveying on Centreline

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Section 15: Traffic Control Layouts – Surveying

15.4 Surveying in Intersections

Purpose:

This layout shows the typical setup for survey work occurring in an unsignalized intersection.

For more complex intersection layouts, see Section 11: Traffic Control Layouts – Intersections.

Standard:

• Survey Crew Working Ahead C-003 signs with flags shall be used in advance of the
work area.
• A Survey Crew Working – Maximum Speed C-002-1 sign and a Thank You Resume Speed
C-086-1 sign should be used only where conditions warrant (see Section 2.4: Management
of Speed and Section 5: Traffic Control Persons for speed zone information).

Guidance:

• If the Survey Crew Working – Maximum Speed C-002-1 sign is not required, the Survey Crew
Working Ahead C-003 sign can be moved downstream by Table B Distance A.
• If no Temporary Speed Zone is used, the Work Zone Ends C-088 sign can be used instead of
the Thank You Resume Speed C-086-1 sign.

Options:

• Traffic Control Persons are optional for this setup. If they are used, the Traffic Control Person
Ahead C-001-1 sign and Prepare to Stop C-029 sign are required and the Flagger Ahead C-
001-2 sign may be used for additional advance warning.
• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.

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Section 15: Traffic Control Layouts – Surveying

Figure 15.4: Surveying in Intersections

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Section 15: Traffic Control Layouts – Surveying

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Section 16: Traffic Control Layouts – Avalanche Control

PART B – TRAFFIC CONTROL

Section 16: Traffic Control Layouts – Avalanche Control

Contents

Legend, Table A, and Table B .............................................................................. 16-1

16.1 General Information ................................................................................. 16-3

16.2 Road Closure for Avalanche Control – Gates without TCPs ............... 16-4

16.3 Road Closure for Avalanche Control – Gates with TCPs ..................... 16-6

16.4 Road Closure for Avalanche Control – Barricades and TCPs ............. 16-8

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Section 16: Traffic Control Layouts – Avalanche Control

PART B– TRAFFIC CONTROL

Section 16: Traffic Control Layouts – Avalanche Control

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 16: Traffic Control Layouts – Avalanche Control

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Section 16: Traffic Control Layouts – Avalanche Control

16.1 General Information

Where snow avalanche conditions warrant, a highway may be closed at:

• locations with gates
• designated locations without gates
• other locations approved by the Ministry Avalanche Technician

Closure locations should be on a relatively level grade, be free of avalanche hazard, and have
a turnaround capacity for large vehicles.

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by
the user. The following information is typical on most layouts in this section:

Standard:

• For night operations, Type A yellow flashing lights are required on Avalanche Control
C-057 signs, Prepare to Stop C-029 signs, and Traffic Control Person Ahead C-001-1 signs
(when TCPs are used).
• Gate bases should be marked with Hazard W-154-L/R markers.

Guidance:
• When signs are not required—including those on gates—they should be removed, folded,
or covered, and flags and flashing lights should be removed except for the flashing red lights
installed on avalanche gates.
• On multilane divided roadways, and where space allows, the specified signing should be
repeated in the median straight across from the shoulder signage.
• In addition, signage may be erected on the left shoulder where space allows, provided that
it does not block sight lines or conflict with other signage.
• This work typically takes place during daylight hours. If the work will continue into the night,
any TCP stations should be illuminated by overhead lighting.

Options:
• Additional advance signing—such as Avalanche Control C-057 signs or dynamic message
signs (DMS)—may be used on curvilinear approaches or where it is anticipated that vehicle
queues may extend past the standard signage layouts.

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Section 16: Traffic Control Layouts – Avalanche Control

16.2 Road Closure for Avalanche Control – Gates without TCPs

Purpose:

This layout shows the typical setup where the highway must be closed for avalanche control, and the
existing gates are used, without Traffic Control Persons.

Standard:

• A Stop R-001 sign and a Road Closed R-012 sign shall be clearly displayed on the gate
as shown in the diagram.
• Type B red flashing lights shall be erected on the gate.
• The Avalanche Control C-057 sign and the Prepare to Stop C-029 sign shall have flags
during the daytime.
• A Stop Ahead C-111 sign shall be positioned in advance of the closed gates.

Guidance:

• If TCPs are not used, the avalanche barrier gates should be locked as authorized by
the Ministry Avalanche Technician.
• Overhead permanent dynamic message signs (DMS) should be used whenever possible
to inform travellers of the road closures.
• Additional portable dynamic message signs (DMS) may be used closer to the closure area to
advise of closure periods, wait times, instructions for motorists in the waiting queue, and other
details. See Section 4.3.3: DMS Fundamentals for sample messages and abbreviations.

Options:

• None at this time.

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Section 16: Traffic Control Layouts – Avalanche Control

Figure 16.2: Road Closure for Avalanche Control – Gates without TCPs

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Section 16: Traffic Control Layouts – Avalanche Control

16.3 Road Closure for Avalanche Control – Gates with TCPs

Purpose:

This layout shows the typical setup where the highway must be closed for avalanche control,
and existing gates and Traffic Control Persons are both present.

In addition to directing traffic, TCPs may be useful for providing information to motorists about the
closure, monitoring queue lengths, and adjusting signage as necessary.

Standard:

• A Stop R-001 sign and a Road Closed R-012 sign shall be clearly displayed on the gate
as shown in the diagram.
• Type B red flashing lights shall be erected on the gate.
• The Avalanche Control C-057 sign, Prepare to Stop C-029 sign, and Traffic Control Person
Ahead C-001-1 sign shall be positioned in advance of the TCP, and shall have flags during
the daytime.

Guidance:

• Overhead permanent dynamic message signs (DMS) should be used whenever possible
to inform travellers of the road closures.
• Additional portable dynamic message signs (DMS) may be used closer to the closure area to
advise of closure periods, wait times, instructions for motorists in the waiting queue, and other
details. See Section 4.3.3: DMS Fundamentals for sample messages and abbreviations.
• TCPs should monitor queue lengths, and adjust or add more advance warning signage
as required.

Options:

• The Flagger Ahead C-001-2 sign or Prepare to Stop C-029 sign may be used for additional
advance warning where TCPs are stopping traffic.
• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.

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Section 16: Traffic Control Layouts – Avalanche Control

Figure 16.3: Road Closure for Avalanche Control – Gates with TCPs

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Section 16: Traffic Control Layouts – Avalanche Control

16.4 Road Closure for Avalanche Control – Barricades and TCPs

Purpose:

This layout shows the typical setup where the highway must be closed for avalanche control in
a location where no gates are present.

When avalanches occur in non-gated areas, Ministry Avalanche Technicians determine the closure
and traffic control requirements for using barricades and Traffic Control Persons.

In addition to directing traffic, TCPs may be useful for providing information to motorists about the
closure, monitoring queue lengths, and adjusting signage as necessary.

Standard:

• A Stop R-001 sign and a Road Closed R-012 sign shall be clearly displayed on the barricade
as shown in the diagram.
• Type B red flashing lights shall be erected on the barricade.
• The Avalanche Control C-057 sign, Prepare to Stop C-029 sign, and Traffic Control Person
Ahead C-001-1 sign shall be positioned in advance of the TCP, and shall have flags during
the daytime.

Guidance:

• Overhead permanent dynamic message signs (DMS) should be used whenever possible
to inform travellers of the road closures.
• Additional portable dynamic message signs (DMS) may be used closer to the closure area to
advise of closure periods, wait times, instructions for motorists in the waiting queue, and other
details. See Section 4.3.3: DMS Fundamentals for sample messages and abbreviations.
• TCPs should monitor queue lengths, and adjust or add more advance warning signage as
required.

Options:

• The Flagger Ahead C-001-2 sign or Prepare to Stop C-029 sign may be used for additional
advance warning where TCPs are stopping traffic.
• When TCPs are directing traffic, the construction speed limit shall be ≤ 70 km/h.

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Section 16: Traffic Control Layouts – Avalanche Control

Figure 16.4: Road Closure for Avalanche Control – Barricades and TCPs

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Section 16: Traffic Control Layouts – Avalanche Control

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Section 17: Traffic Control Layouts – Utility Work

PART B – TRAFFIC CONTROL

Section 17: Traffic Control Layouts – Utility Work

Contents

Legend, Table A, and Table B .............................................................................. 17-1

17.1 General Information ................................................................................. 17-3

17.2 Utility Work on Centreline – Urban Area ................................................ 17-4

– Short and Long Duration

17.3 Traffic Signal Relamping/Cleaning ......................................................... 17-6

– Short Duration

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Section 17: Traffic Control Layouts – Utility Work

PART B – TRAFFIC CONTROL

Section 17: Traffic Control Layouts – Utility Work

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 17: Traffic Control Layouts – Utility Work

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Section 17: Traffic Control Layouts – Utility Work

17.1 General Information - Utility Work

1. The traffic control required for utility work on roadways is typically no different from that
required for road construction or maintenance on roadways.
2. The layouts in Section 17 are designed for utility work in a low-speed, low-volume setting.
3. When these layouts are not sufficient for the identified work—that is, if the work is being done
in a higher speed or higher volume environment, or if it is related to overhead power, phone,
or fibre optic lines—the other Traffic Control Layouts in the Manual (i.e., those in Sections 7
to 18) shall be considered, and the appropriate ones applied.

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Section 17: Traffic Control Layouts – Utility Work

17.2 Utility Work on Centreline – Urban Area – Short and Long Duration

Purpose:

Various utilities may be situated within the roadway, including manholes and catch basins.

This layout is intended for utility works that can take place in a single shift on low-speed urban
roadways.

Standard:

• For short-duration work, a Crew Working Ahead C-004 sign is required.

• For long-duration work, a Construction Ahead C-018-1A sign is required.
• Where the posted speed limit is ≥ 70 km/h, a flashing arrow board (FAB) is required.
• For two-lane, two-way roadways, at least 3 metres of roadway shall remain available on each
side of the work area for vehicles to pass on either side. If this cannot be achieved on each
side, single lane alternating traffic is required.
• For multilane roadways, lane closures are required.
• Night work may be required because of the site conditions, in which case traffic control
signage and devices shall be increased to include:
- tubular markers instead of cones
- flashing yellow lights on signs instead of flags

Guidance:

• A Crew Working – Maximum Speed C-002-2 sign and a Thank You Resume Speed C-086-1
sign should be used only where conditions warrant.

Options:

• The flashing arrow board (FAB) may be replaced as shown below.

Speed Limit Workers or Work Vehicles Present No Workers or Vehicles Present
Lane Closure Arrow C-053 sign
Lane Closure Arrow C-053 sign plus
≤ 60 km/h plus barricade and Type A yellow
360° flashing light and 4-way flashers.
warning light.
≥ 70 km/h No substitution.

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Section 17: Traffic Control Layouts – Utility Work

Figure 17.2: Utility Work on Centreline – Urban Area – Short and Long Duration

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Section 17: Traffic Control Layouts – Utility Work

17.3 Traffic Signal Relamping/Cleaning – Short Duration

Purpose:

Electrical utilities within a signalized intersection periodically require the installation of a new signal
head or lamps, or cleaning.

This layout is for short-duration work on low-speed, low-volume roadways.

For work on high-volume roadways, which require more complex layouts, and for night work (long-
duration work), see Section 11: Traffic Control Layouts – Intersections.

Standard:

• A work vehicle equipped with 4-way flashers shall be stopped under a signal head where
lamps are to be replaced or cleaned. It requires a flashing arrow board (FAB) that directs
traffic into the right or left lane.
• A Crew Working Ahead C-004 sign shall be used on all approaches to the intersection.
• If Traffic Control Persons are used, they shall never provide direction that conflicts with that
provided by a traffic signal. Traffic shall be directed by a police officer or the signal shall be
turned off or covered.

Guidance:

• None at this time.

Options:

• None at this time.

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Section 17: Traffic Control Layouts – Utility Work

Figure 17.3: Traffic Signal Relamping/Cleaning – Short Duration

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Section 17: Traffic Control Layouts – Utility Work

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Section 18: Traffic Control Layouts – Bicycle Lanes

PART B – TRAFFIC CONTROL

Section 18: Traffic Control Layouts – Bicycle Lanes

Contents

Legend, Table A, and Table B .............................................................................. 18-1

18.1 General Information on Accommodating Cyclists ................................ 18-2

18.1.1 Roadway Surface Conditions ........................................................ 18-2
18.1.2 Roads with Bike Lanes or Paved Shoulders ................................. 18-3
18.1.3 Roads with Shared Lanes ............................................................. 18-3
18.1.4 Cyclist Detours .............................................................................. 18-4
18.1.5 Signs and Other Provisions for Cyclists ........................................ 18-4

18.2 Bicycle Lane Shift ..................................................................................... 18-6

18.3 Bicycle Lane Closed – Take the Lane (≤ 50 km/h)................................. 18-8

18.4 Bicycle Lane Closed – Share the Road ................................................ 18-10

18.5 Bicycle Lane Closed – Bicycle Detour ................................................. 18-12

18.6 Bicycle Lane Closed – Dismount and Walk ......................................... 18-14

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Section 18: Traffic Control Layouts – Bicycle Lanes

PART B – TRAFFIC CONTROL

Section 18: Traffic Control Layouts – Bicycle Lanes

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 18: Traffic Control Layouts – Bicycle Lanes

18.1 General Information on Accommodating Cyclists

Under the Motor Vehicle Act, cyclists have the same rights and duties as operators of motor
vehicles. Therefore, the signage and traffic control measures used for drivers also applies to
cyclists.

The potential for cyclists to respond differently than drivers under certain conditions should be
anticipated and considered. For example, road surface conditions can impact cyclists more
so than motor vehicles.

The following factors shall be considered when establishing or inspecting a work zone that
may be traversed by cyclists:
• Cyclists are vulnerable road users who have little protection from falls and
collisions.
• Cyclists ride on two narrow tires.
• The loss of traction or deflection of the front bicycle wheel can cause a fall.
• Loose gravel, uneven surfaces, milled pavement, and tack coats can create
problems for cyclists.
• In the dark, the limitations of bicycle lights make temporary road works
difficult for cyclists to see.
• Road works on urban roadways may affect a large variety of cyclists with
varying abilities, ranging from children to commuters.

Specific ways to accommodate cyclists during road works are addressed below.

18.1.1 Roadway Surface Conditions

Since cyclists operate on two narrow tires, the quality of the road surface is more important
than it is for cars and trucks.

Wherever possible, a smooth, hard surface (such as asphalt) should be maintained

for cyclists. Compacted gravel may be acceptable for temporary conditions.

Loose or uneven surfaces should be avoided, and signs indicating bumps or changes in the
roadway surface should be used to notify cyclists.

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Section 18: Traffic Control Layouts – Bicycle Lanes

18.1.2 Roads with Bike Lanes or Paved Shoulders

Where cyclists approach the work zone in a bike lane or on a paved shoulder, it is preferable
to maintain those facilities within the work zone.

At temporary facilities, a minimum 1-metre width may be used as the space for riding cyclists,
with a 0.3-metre clearance from vertical obstacles like cones or barriers.

If there is insufficient space for bicycles and motor vehicles to

operate side-by-side, a temporary shared lane may be
created. Cyclists and motorists can share a lane over a
short distance in low-speed environments (≤ 60 km/h).

Notification should be provided that the roadway is a shared

roadway and that the lane is too narrow for side-by-side
operation. Cyclists and motorists should operate single file
(e.g. Cyclist Right-of-Way Take the Lane C-184 sign). C-184
Cyclist Right-of-Way
Take the Lane

18.1.3 Roads with Shared Lanes

A shared lane should be used where the width required for a separate bike lane or paved
shoulder cannot be maintained.

In low-speed environments (≤ 60 km/h), a shared lane width less than 4.3 metres may
be used. Where lane widths are less than 4.0 metres, a shared lane may not be feasible
because drivers may have to enter the oncoming lane in order to pass cyclists.

Where the shared lane width is less than 4.0 metres, consider prohibiting motor vehicles from
passing cyclists (i.e., single file vehicle/bicycle operation) or detouring cyclists.

Where speeds exceed 60 km/h, a shared lane width of 4.3 metres should be maintained. If
this is not possible, it may be necessary to detour cyclists.

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Section 18: Traffic Control Layouts – Bicycle Lanes

18.1.4 Cyclist Detours

Accommodating cyclists within the work zone is preferable to detouring them. Bicycles
require less space than cars and can often be accommodated even when vehicles must
be detoured. Cyclists can share a lane over a short distance in low-speed environments
(≤ 60 km/h).

Requiring cyclists to dismount should be avoided but may be preferable to a lengthy detour.
The “cyclists dismount and walk” measure should be considered only if the reason for
dismounting is immediately apparent to cyclists. Otherwise, many cyclists may ignore this
instruction. Generally, cyclists should not be expected to dismount and walk for more than 50
metres.

Detours should be established where sufficient width or

roadway surface for cyclists cannot be maintained
through the work zone.

Cyclist detour signs (B-C-004 series) should be used to

mark cyclist-specific detour routes and guide cyclists
along the route.

Detours in which cyclists have to make left turns or

B-C-004-1A
cross arterial roadways without a signal or push-button
Bicycle Detour Ahead
crosswalks are discouraged.

Detours are usually not a realistic option for cyclists on rural highways because there may be
few alternatives, and detours using alternative routes may cover substantial distance.

18.1.5 Signs and Other Provisions for Cyclists

Signs and other provisions to accommodate cyclists will vary with the nature of the road work,
but may include:
• use of dynamic message signs (DMS) or customized signs to forewarn cyclists
of construction activity
• use of a Bicycles/Pedestrians Slow B-C-020 series sign within the advance
signing array to advise drivers and cyclists to slow down
• use of a Share the Road W-132-1 series sign to advise drivers that cyclists will
be using the travelled roadway
• use of appropriate pavement surface condition signs (e.g., Grooved Pavement
C-011 sign)
• regular sweeping of the shoulder near the active work site to reduce debris from
construction activity
• providing cyclists with a ride through the work site when pilot vehicles are present
• consultation with local cycling organizations
• detouring cyclists (may not be feasible in rural areas)

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Section 18: Traffic Control Layouts – Bicycle Lanes

The traffic control layouts are considered the minimum standard. The associated text description of
each figure highlights the key standards as well as guidance and options that can be considered by
the user. The following information is typical on most layouts in this section:

Standard:

• For short-duration work, a Crew Working Ahead C-004 sign is required.

• For long-duration work, a Construction Ahead C-018-1A sign is required.
• A Bike Lane Closed B-C-002 sign is required in advance of the bicycle lane closure.

Guidance:
• None at this time.

Options:
• A dynamic message sign (DMS) may be used for additional messaging if space allows.
• In low speed (≤ 60 km/h) urban areas (within municipal boundaries), customization of traffic
control layouts, including closer device spacing and shorter taper lengths, may be necessary
to maintain access and mobility. In these cases, document why adjustments are being made.

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Section 18: Traffic Control Layouts – Bicycle Lanes

18.2 Bicycle Lane Shift

Purpose:

This layout shows the typical setup of a bicycle lane shift where the road width allows bicycle traffic to
be maintained through the work area by shifting all vehicle and bicycle traffic and still maintaining a
separated lane for bicycles.

This layout does not apply for shoulder closures.

Standard:

• A Lane Shift C-117-L/R sign shall be used in advance of the shifting lanes.
• A Lane Closure Arrow C-053 sign shall be used where the bicycle and vehicle traffic is being
shifted.

Guidance:

• If standard lane widths cannot be maintained:

- The vehicle lane may be reduced to a minimum width of 3.0 metres.
- The bicycle lane may be reduced to a minimum width of 1.0 metre.
• Where there are obstructions adjacent to the open lane, such as barriers, an additional 0.3
metres of bicycle lane width should be provided.
• The bicycle lane should be delineated from the vehicle lane with channelizing devices.
• Where lane widths are reduced, a Construction Speed Zone of 50 km/h or less should be
implemented for the section of roadway where lanes are shifted.

Options:

• If the speed limit is ≤ 60 km/h:

- Tubular markers may be used for leading tapers instead of drums.
- Cones may be used for protecting the work area.
• For short-duration work when bicycle volumes are low, the bicycle lane may be closed with
the following changes to the layout:
- delineation along the bicycle lane may be removed.
- a Share the Road W-132-1 sign should be installed upstream of the lane shift.
- a Bike Lane Closed B-C-002 sign should be installed upstream of the lane shift.

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Section 18: Traffic Control Layouts – Bicycle Lanes

Figure 18.2: Bicycle Lane Shift

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Section 18: Traffic Control Layouts – Bicycle Lanes

18.3 Bicycle Lane Closed – Take the Lane (≤ 50 km/h)

Purpose:

This layout shows the typical setup of a bicycle lane closure in a low-speed urban environment where
the regular posted speed is ≤ 50 km/h and a bicycle lane cannot be maintained through the work area
because of lane widths or other constraints.

This layout should be used only in areas where the vehicle lane is less than 4.0 metres wide, and
there is insufficient lane width for side-by-side bicycle and motor vehicle operation.

It is preferable to allow cyclists to continue cycling when work occurs on a bicycle route, so cyclists
are instructed to ride in the centre of the vehicle lane (take the lane) in this layout.

This layout does not apply for shoulder closures.

Standard:

• A Cyclist Right-of-Way “Take the Lane” C-184 sign shall be placed in advance of the taper.
• The speed limit shall be ≤ 50 km/h through the section of roadway where cyclists are taking
the lane.

Guidance:

• A reduced Construction Speed Zone should be considered where cyclists are advised to take
a vehicle lane.

Options:

• Additional steps may be taken to slow vehicle traffic, such as using a Reduce Speed C-032
sign. See also Section 2.4: Management of Speed.
• For closures longer than 150 metres, alternative strategies include:
- a bicycle lane shift - see Section 18.2: Bicycle Lane Shift
- a bicycle detour - see Section 18.5: Bicycle Lane Closed – Bicycle Detour

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Section 18: Traffic Control Layouts – Bicycle Lanes

Figure 18.3: Bicycle Lane Closed – Take the Lane (≤ 50 km/h)

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Section 18: Traffic Control Layouts – Bicycle Lanes

18.4 Bicycle Lane Closed – Share the Road

Purpose:

This layout shows the typical setup for a bicycle lane closure where lane widths allow bicycle traffic to
be maintained through the work area by shifting all traffic.

This layout should be used only in areas where lane widths of 4.0 metres or more can be maintained
and there is sufficient lane width to have side-by-side bicycle and motor vehicle operation.

This layout does not apply for shoulder closures.

Standard:

• A Road Diversion C-052-L/R sign shall be used to identify the road pattern change.
• A Share the Road W-132-1 sign shall be positioned in advance of the taper.
• A Lane Closure Arrow C-053 sign shall be used where the bicycle and vehicle traffic is being
shifted.
• A minimum overall lane width of 4.0 metres shall be maintained.

Guidance:

• Where there are vertical obstructions (e.g., barriers) or drop-offs adjacent to the open lane,
an additional 0.3 metres of shy distance should be provided.
• A Construction Speed Zone of 50 km/h or less should be implemented for the section of
roadway where bicycles and vehicles are sharing the lane.

Options:

• If there is sufficient lane width, the bicycle space may be delineated from the traffic space
with channelizing devices or temporary pavement markings.
• If the speed limit is ≤ 60 km/h:
- Tubular markers may be used for leading tapers instead of drums.
- Cones may be used instead of tubular markers.
• A Lane Shift C-117-L/R sign may be used instead of a Road Diversion C-052-L/R sign in the
opposite direction.

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Section 18: Traffic Control Layouts – Bicycle Lanes

Figure 18.4: Bicycle Lane Closed – Share the Road

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Section 18: Traffic Control Layouts – Bicycle Lanes

18.5 Bicycle Lane Closed – Bicycle Detour

Purpose:

This layout shows a bicycle lane closure where a bicycle detour is required.

A bicycle detour may be necessary where it is not possible to maintain sufficient roadway surface or
width for cyclists through the work zone.

In this layout, cyclists are instructed to detour to a different route in advance of the construction area.
Where possible, the detour should begin at a location where the construction is within sight so that
cyclists can see the reason for the detour.

Standard:

• A series of Bicycle Detour B-C-004 signs with appropriate directions shall be used along the
detour.

Guidance:

• Bicycle Detour Ahead B-C-004-1A signs should be used in advance of intersections along the
route where the cyclist needs to continue straight ahead to stay on the detour route.
• Detours in which cyclists have to make left turns or cross arterial roadways without a signal or
push-button crosswalk should be avoided.
• Detours for cyclists may not be possible on rural highways because there are few alternative
routes, and detours may be lengthy. Other provisions should be considered, such as
providing a shuttle service for cyclists.

Options:

• Bicycle Detour Ahead C-004-1A signs may be used along the detour route for confirmation.
• Where space allows, an additional Crew Working Ahead C-004 sign may be used in advance
of the closure at a distance of one-half of Table B Distance A.

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Section 18: Traffic Control Layouts – Bicycle Lanes

Figure 18.5: Bicycle Lane Closed – Bicycle Detour

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Section 18: Traffic Control Layouts – Bicycle Lanes

18.6 Bicycle Lane Closed – Dismount and Walk

Purpose:

It is preferable for cyclists to continue cycling when work occurs on a bicycle route but certain
conditions may prevent this, such as the nature of the road alignment or surface.

This layout shows a bicycle lane closure where cyclists must dismount and walk around the closure.
This may be preferable to a bicycle detour if the closure length is relatively short (less than 50
metres). Cyclists will usually be dismounting and walking along a sidewalk. If a sidewalk is not
present, the walking route must be marked with channelizing devices.

The layout illustrates a bicycle lane closure in a low-volume residential neighbourhood as a common
example of where the “dismount and walk” requirement would probably occur. It is primarily intended
to illustrate bicycle-related signage, but additional signage that is not bicycle-specific may also be
required.

Standard:

• In advance of the work activity area, a confirmatory Bike Lane Closed B-C-002 sign with
Cyclists Stop and Dismount B-R-101-Tb tab shall be used to direct cyclists to dismount.
• A Walk Bicycle B-R-101-2 sign shall be placed at the beginning of the area where cyclists
shall walk. If a sidewalk is present, an On Sidewalk B-R-101-Tc tab should be used with the
B-R-101-2 sign.

Guidance:

• If the reason for dismounting is not obvious, additional signage identifying the hazard should
be installed (e.g., Loose Gravel C-015 sign).

Options:

• If cyclists are ignoring the requirement to dismount, a worker or Traffic Control Person near
the dismount point may provide guidance to cyclists.

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Section 18: Traffic Control Layouts – Bicycle Lanes

Figure 18.6: Bicycle Lane Closed – Dismount and Walk

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Section 19: Traffic Control Layouts – Other Scenarios

PART B– TRAFFIC CONTROL

Section 19: Traffic Control Layouts – Other Scenarios

Contents

Legend, Table A, and Table B .............................................................................. 19-1

19.1 Tow Truck Recovery Operations ............................................................ 19-2

19.2 Roadway Closure – No Through Road – Local Road ........................... 19-4

19.3 Roadway Closure – Two-Lane, Two-Way Roadway .............................. 19-8

19.4 Roadway Closure –Multilane Roadway ................................................ 19-12

19.5 Roadway Closure – Intersection (Signalized or Unsignalized).......... 19-16

19.6 Roadway Closure with Detour (≤ 60 km/h)........................................... 19-20

19.7 Roadway Closure with Detour (≥ 70 km/h)........................................... 19-24

19.8 Emergency Response ............................................................................ 19-28

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Section 19: Traffic Control Layouts – Other Scenarios

PART B – TRAFFIC CONTROL

Section 19: Traffic Control Layouts – Other Scenarios

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)
Taper Types (m)
≤50 60 70 80 90 100 110 120
Merge Taper Length LM 35 55 160 190 210 230 250 280
Lane Shift Taper Length LL 30 50 80 100 110 120 130 140
Downstream Taper Length LD 30 30 30 30 30 30 30 30
TCP, Signal, and Shoulder
LS 5 8 15 15 15 15 15 15
Taper Length (min. 5 devices)
Minimum Tangent Length
LT 30 60 160 190 210 230 250 280
between Tapers
Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)
Device Spacing (m)
≤50 60 70 80 90 100 110 120
Construction Sign Spacing A 40 60 80 100 150 150 200 200
Buffer Space B 30 40 60 80 110 140 170 200
Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50
Channelizing Device Spacing
C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

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Section 19: Traffic Control Layouts – Other Scenarios

19.1 Tow Truck Recovery Operations

Purpose:

This section outlines the key issues that should be considered to maintain public and worker safety
when recovering disabled vehicles on or near the roadway.

The effects of towing operations on traffic may be similar to the effects of construction activities so the
appropriate traffic control layouts in Sections 7 to 18 should be used for tow truck recovery operations.

Standard:

All work vehicles shall have 360-degree flashing lights and 4-way flashers.
• When a vehicle incident is affecting the flow of traffic, or if recovery operations could affect
traffic flow for more than 15 minutes, additional traffic control is required.
• The most appropriate traffic control layouts shall be applied for vehicle recovery operations
which exceed 15 minutes in duration. These may include, but are not limited to, the following
scenarios:
- A disabled vehicle and tow truck are on the shoulder, and recovery operations will not
impact traffic (see Section 7.5: Work on Shoulder).
- A disabled vehicle and/or tow truck are on the shoulder but recovery operations are
encroaching, or will encroach, into the travel lane (see Section 7.7: Roadside Work –
Encroachment into Travel Lane).
- A disabled vehicle and/or tow truck are in one lane of a two-lane, two-way roadway.
Operators will have to determine which layout is most appropriate based on the
anticipated duration of the recovery operations (see Section 7.3: Emergent Work or
Section 7.8: Lane Closure with TCPs – Single Lane Alternating).
- In Section 8: Traffic Control Layouts – Multilane Undivided Roadways, see the Right
Lane Closed, Left Lane Closed, and Centre Lane Closure subsections.
- In Section 9: Traffic Control Layouts – Multilane Divided Roadways, see
the corresponding subsections.
- In Section 10: Traffic Control Layouts – Mobile Work, see the corresponding
subsections.
- Other references include layouts such as Figure 6H-35 – Mobile Operation on a Multi-
Lane Road found in the U.S. Department of Transportation Federal Highway
Administration’s Manual on Uniform Traffic Control Devices
• In addition to meeting WorkSafeBC requirements for personal protective equipment,
those working on Provincial roadways shall comply with Section 5.4.3: Apparel for
Other Onsite Workers.

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Section 19: Traffic Control Layouts – Other Scenarios

Guidance:

• For a recovery that does not pose a hazard to the travelling public but requires additional
resources, it is important to secure and establish them before commencing the recovery
operation. The requirements for this situation may include, but are not limited to:
- additional traffic control signs and devices
- Traffic Control Persons
- special equipment
• A recovery that may encroach into the travel lane will probably require the closure of one or
more lanes. This includes situations where:
- The tow truck or disabled vehicle is fully or partially blocking a lane.
- Tow truck equipment—cables, outriggers, cranes, and other equipment—is crossing,
encroaching on, or operating above the travel lanes.

Options:

• For all the layouts in Sections 7 to 18 where a Crew Working Ahead C-004 sign or a
Construction Ahead C-018-1A sign is required, an Accident Scene, Emergency Scene,
Emergency Incident, or Tow Truck (C-058, C-070, C-071 series) sign with flags or a flashing
light may be used instead.

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Section 19: Traffic Control Layouts – Other Scenarios

19.2 Roadway Closure – No Through Road – Local Road

Purpose:

This layout shows a typical setup for a long duration local road closure where network street
continuity is lost due to the closure. Advanced planning for detours is key to success as notifications,
jurisdictional acceptance and/or the development of custom signs may be necessary. Emergency
services (Police, Ambulance, Fire) may need to be contacted depending on the complexity of the
closure (network of streets impacted), and overall length (time and distance) of detour.

Figure 19.2: Roadway Closure – No Through Road shows the general layout for a singular road
closure.

Standard:

• All detours affecting provincial roadways and highways shall have a plan accepted by the
Ministry.
• Before a road is closed to traffic, all necessary detour signs shall be in place along the
corresponding detour route.
• Barricades shall span the entire width of the roadway.

Guidance:

• Regulatory traffic control devices should be added or modified as needed for the duration of
the detour.
• Additional signs should be erected at all connecting roadways to provide clear guidance to
alternative routes for connectivity.

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Section 19: Traffic Control Layouts – Other Scenarios

Options:

• If the road is opened for some distance beyond the intersection and/or there are significant
origin/destination points beyond the intersection such as residences, the Road Closed Local
Traffic Only C-201 series sign and barricades may be located at the edge of the traveled way
to allow local passage.
• A Checkerboard C-114 sign may be placed at the closure, just in front of, or as part of the
barricade sign assembly. If the C-114 sign is used, the Road Closed R-012 sign may be
mounted on the barricade or below the C-114 sign. The C-114 sign provides for better
notification and stop compliance.
• If the road closure is some distance from the intersection, the Road Closed Ahead C-030-6A
sign may be added to provide additional warning of the closure ahead.
• DMS messages may be used to provide enhanced information regarding the closure and
detour. Typical messages are shown below:
FIRST AVE BEGINS
CLOSED APRIL 20

ROAD DETOUR
CLOSED MAIN ST

• If the road closure impacts a road commonly used to access a highway or a popular
destination, additional signage may be required to establish a detour.
• The “LOCAL TRAFFIC ONLY” text of the Road Closed Local Traffic Only C-201 series signs
may be replaced with custom messaging such as road closure times or dates to provide more
information representing local conditions to the road user.
• Typical custom signage used in detours include the following examples:

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Section 19: Traffic Control Layouts – Other Scenarios

Figure 19.2: Road Closure – No Through Road – Local Road

Type 1 barricade
with C-201 series
sign (as applicable)

BARRICADE
C-114 with (type dependent on road
R-012 class/speed)
(optional) with R-012 sign

A
C-030-6A C-030-6A
(OPTIONAL – if used, (OPTIONAL – if used,
repeat on other side repeat on other side
of road closure) of road closure)

Type 1 barricade
with C-201 series
sign (as applicable)

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Section 19: Traffic Control Layouts – Other Scenarios

19.3 Roadway Closure – Two-Lane, Two-Way Roadway

Purpose:

This layout shows a typical setup for a long duration road closure on two-lane, two-way roadways.
Advance planning for road closures and detours is key to success as notifications, jurisdictional
acceptance and/or the development of custom signs may be necessary. Emergency services (Police,
Ambulance, Fire) may need to be contacted depending on the complexity of the closure (network of
streets impacted), and overall length (time and distance) of detour.

Figure 19.3: Roadway Closure – Two-Lane, Two-Way Roadway shows the general layout for a two-
lane, two-way road closure.

Standard:

• All road closures and detours affecting provincial roadways and highways shall have a plan
accepted by the Ministry.
• Before a road is closed to traffic, all necessary detour or U-turn signs shall be in place along
the corresponding detour or U-turn route.
• Barricades (typically type 3) shall span the entire width of the roadway.

Guidance:

• Regulatory traffic control devices should be added or modified as needed for the duration of
the closure.
• Speed limits for road closures should be established at 50 km/h.
• Advanced information should be provided. This information can be provided by several
means:
1) Portable DMS - messages at major intersections prior to the closure location
2) Permanent Overhead DMS managed by the Transportation Management Centre of
BC (TMCBC) – closure messages may be displayed up to several hundred
kilometres from the closure location, depending on availability.
3) Static Signs – custom messages at major intersections prior to the closure location
4) DriveBC – all closures should be posted online
5) Social media, radio, television (as required based on the complexity and duration of
the situation)

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Section 19: Traffic Control Layouts – Other Scenarios

Options:

• DMS messages may be used to provide enhanced information regarding the closure and
detour. Typical messages are shown below:
HWY X AUTHORIZED
CLOSED VEHICLES
XX KM AHEAD ONLY

HWY X WATCH FOR

CLOSED AT SIGNS
MAIN ST USE U-TURN

• A Checkerboard C-114 sign may be placed at the closure, just in front of, or as part of the
barricade sign assembly. If the C-114 sign is used, the Road Closed R-012 sign may be
mounted on the barricade or below the C-114 sign. The C-114 sign provides for better
notification and stop compliance.
• The U-turn Route Ahead R-019-3 sign with R-019-Tc distance tab may be used to provide
additional warning to drivers that there is an established U-turn location ahead.
• If the road closure impacts a road commonly used to access a highway or a popular
destination, additional signage may be required to establish a detour.
• Typical custom signage includes the following examples:

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Section 19: Traffic Control Layouts – Other Scenarios

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Section 19: Traffic Control Layouts – Other Scenarios

Figure 19.3: Roadway Closure – Two-Lane, Two-Way Roadway

Type 3 Barricade
with R-012 and
R-009-1 signs Type 3 Barricade with
R-019-2 sign and
R-019-Tb tab

Min. 50 m Peace Officer or TCP

to position themselves
in a safe location and
assist with turnaround
A A

C-001-1

C-086-1
A

C-029
Tubular markers
max. spacing = 10 m
A

R-004 50 50 R-004

C-128 50 50 C-128

C-128 50 50 C-128

C-130-T C-130-T
A
(optional) (optional)

R-019-3 R-019-3

R-019-Tc R-019-Tc
A

C-030-6A C-030-6A

Advanced information
should be provided prior to
this section. See guidance
on previous page.

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Section 19: Traffic Control Layouts – Other Scenarios

19.4 Roadway Closure – Multilane Roadway

Purpose:

This layout shows a typical setup for a long duration road closure on a multilane roadway. Advance
planning for road closures and detours is key to success as notifications, jurisdictional acceptance
and/or the development of custom signs may be necessary. Emergency services (Police,
Ambulance, Fire) may need to be contacted depending on the complexity of the closure (network of
streets impacted), and overall length (time and distance) of detour.

Figure 19.4: Roadway Closure – Multilane Roadway shows the general layout for a multilane
roadway.

Standard:

• All road closures and detours affecting provincial roadways and highways shall have a plan
accepted by the Ministry.
• Before a road is closed to traffic, all necessary detour or U-turn signs shall be in place along
the corresponding detour or U-turn route.
• Barricades (typically type 3) shall span the entire width of the roadway.

Guidance:

• Regulatory traffic control devices should be added or modified as needed for the duration of
the closure.
• Speed limits for road closures should be established at 50 km/h.
• Advanced information should be provided. This information can be provided by several
means:
1) Portable DMS - messages at major intersections prior to the closure location
2) Permanent Overhead DMS managed by the Transportation Management Centre of
BC (TMCBC) – closure messages may be displayed up to several hundred
kilometres from the closure location, depending on availability.
3) Static Signs – custom messages at major intersections prior to the closure location
4) DriveBC – all closures should be posted online
5) Social media, radio, television (as required based on the complexity and duration of
the situation)

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Section 19: Traffic Control Layouts – Other Scenarios

Options:

• DMS messages may be used to provide enhanced information regarding the closure and
detour. Typical messages are shown below:
HWY X AUTHORIZED
CLOSED VEHICLES
XX KM AHEAD ONLY

HWY X WATCH FOR

CLOSED AT SIGNS
MAIN ST USE U-TURN

• A Checkerboard C-114 sign may be placed at the closure, just in front of, or as part of the
barricade sign assembly. If the C-114 sign is used, the Road Closed R-012 sign may be
mounted on the barricade or below the C-114 sign. The C-114 sign provides for better
notification and stop compliance.
• The U-turn Route Ahead R-019-3 sign with R-019-Tc distance tab may be used to provide
additional warning to drivers that there is an established U-turn location ahead.
• If the road closure impacts a road commonly used to access a highway or a popular
destination, additional signage may be required to establish a detour.
• Typical custom signage includes the following examples:

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Section 19: Traffic Control Layouts – Other Scenarios

Figure 19.4: Roadway Closure – Multilane Roadway

Type 3 Barricade
with R-012 and
R-009-1 signs Type 3 Barricade
with R-012 and
R-016-2L signs

Median/Barrier Peace Officer or TCP

Opening – min. 25 m to position themselves
in a safe location and
assist with turnaround
A
C-086-1

C-001-1

Type C
Flashing
Arrow Board

LM

C-029

Median Barrier
A

C-130-L

C-130-L
C-130-T
A

R-004
50
A

50 C-128

50 C-128
C-130-T
A

C-030-6A

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Section 19: Traffic Control Layouts – Other Scenarios

19.5 Roadway Closure – Intersection (Signalized or Unsignalized)

Purpose:

This layout shows a typical setup for a long duration road closure at signalized or unsignalized
intersections. Advance planning for road closures and detours is key to success as notifications,
jurisdictional acceptance and/or the development of custom signs may be necessary. Emergency
services (Police, Ambulance, Fire) may need to be contacted depending on the complexity of the
closure (network of streets impacted), and overall length (time and distance) of detour.

Figure 19.5: Roadway Closure – Intersection (Signalized or Unsignalized) shows the general layout
for a road closure at signalized or unsignalized intersections.

Standard:

• All road closures and detours affecting provincial roadways and highways shall have a plan
accepted by the Ministry.
• Before a road is closed to traffic, all necessary detour or U-turn signs shall be in place along
the corresponding detour or U-turn route.
• Barricades (typically type 3) shall span the entire width of the roadway.

Guidance:

• At signalized intersections, traffic signals should be put into flash mode, turned off, or
covered/bagged.
• Regulatory traffic control devices should be added or modified as needed for the duration of
the closure.
• Speed limits for road closures should be established at 50 km/h.
• Advanced information should be provided. This information can be provided by several
means:
1) Portable DMS - messages at major intersections prior to the closure location
2) Permanent Overhead DMS managed by the Transportation Management Centre of
BC (TMCBC) – closure messages may be displayed up to several hundred
kilometres from the closure location, depending on availability.
3) Static Signs – custom messages at major intersections prior to the closure location
4) DriveBC – all closures should be posted online
5) Social media, radio, television (as required based on the complexity and duration of
the situation)

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Section 19: Traffic Control Layouts – Other Scenarios

Options:

• DMS messages may be used to provide enhanced information regarding the closure and
detour. Typical messages are shown below:
HWY X AUTHORIZED
CLOSED VEHICLES
XX KM AHEAD ONLY

HWY X WATCH FOR

CLOSED AT SIGNS
MAIN ST USE U-TURN

• A Checkerboard C-114 sign may be placed at the closure, just in front of, or as part of the
barricade sign assembly. If the C-114 sign is used, the Road Closed R-012 sign may be
mounted on the barricade or below the C-114 sign. The C-114 sign provides for better
notification and stop compliance.
• If the road closure impacts a road commonly used to access a highway or a popular
destination, additional signage may be required to establish a detour.
• Typical custom signage includes the following examples:

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Section 19: Traffic Control Layouts – Other Scenarios

Figure 19.5: Road Closure – Intersection (Signalized or Unsignalized)

Type 3 Barricades
with R-012 and
R-017-2 signs

Type 3

C-015-R
C-001-1
Type 3 Barricades Barricade

R-012
with R-012 and with R-012
R-009-1 signs

40 m 40 m

40 m 40 m Peace Officer or TCP to position

themselves in a safe location
and assist with vehicular access
into and out of side road/u-turn
R-012

C-015-L

C-001-1

C-086-1
(450 x 900)
A

C-001-1
B
Peace Officer or TCP to position
themselves in a safe location
and assist with vehicular access
into and out of side road

LM
Type C
Flashing
Arrow Board
C-029

C-130-L

A
C-130-L
C-130-T
A

50 R-004-x

50 C-128-x

50 C-128-x
C-130-T
A

C-030-6A

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Section 19: Traffic Control Layouts – Other Scenarios

19.6 Roadway Closure with Detour (≤ 60 km/h)

Purpose:

This layout shows a typical setup for a local street network where network street continuity is lost due
to the closure of a street. Advance planning for detours is key to success, as in some cases using
other jurisdictions streets or developing custom signs will be necessary. Getting acceptance from
other jurisdictions or getting customized signs developed takes time, so lead time is key. Emergency
services (Police, Ambulance, Fire) may need to be contacted depending on the complexity of the
closure (network of streets impacted), and overall length (time and distance) of detour.

Standard:

• All detours affecting provincial roadways and highways shall have a plan accepted by the
Ministry.
• Before a road is closed to traffic, all necessary detour signs shall be in place along the
corresponding detour route.

Guidance:

• Regulatory traffic control devices should be added or modified as needed for the duration of
the detour.
• Figure 19.3: Roadway Closure with Detour (≤ 60 km/h) shows the general layout of detour
signs. Additional detour signs should be erected at all connecting roadways to provide clear
guidance.

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Section 19: Traffic Control Layouts – Other Scenarios

Options:

• DMS messages may be used to provide enhanced information regarding the closure and
detour. Typical messages are shown below:
FIRST AVE BEGINS
CLOSED APRIL 20

ROAD DETOUR
CLOSED MAIN ST

• If the road is opened for some distance beyond the intersection and/or there are significant
origin/destination points beyond the intersection such as residences, the Road Closed R-012
and Detour C-005-LR1 signs on barricades may be located at the edge of the traveled way to
allow local passage.
• If the road is opened for some distance beyond the intersection and/or there are significant
origin/destination points beyond the intersection such as residences, a Road Closed Local
Traffic Only C-201 series sign may be used in place of the Road Closed R-012 and Local
Traffic Only R-012-T sign assembly on the barricade.
• A Street Name sign may be mounted with the Detour sign.
• Flashing warning lights and/or flags may be used to call attention to the advance warning
signs.
• If the road closure impacts a main collector route to a highway, detours may require route
shields and the required direction arrows.
• Typical custom signage used in detours include the following examples:

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Figure 19.6: Roadway Closure with Detour (≤ 60 km/h)

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Section 19: Traffic Control Layouts – Other Scenarios

19.7 Roadway Closure with Detour (≥ 70 km/h)

Purpose:

This layout shows a typical setup for a long duration highway closure, or main arterial closure where
the highway is closed, or if a direction of the highway is closed for more than 3 days. A detailed traffic
management plan will be required as advanced planning for detours is key to success, especially in
cases where another jurisdiction’s roads, or the need to develop custom signs is necessary.

Obtaining acceptance from other jurisdictions or developing custom signs takes time, so lead time is
key. Emergency services (Police, Ambulance, Fire) shall be contacted, as incident planning is
required. Prior to a planned highway closure, information signs for road users shall be deployed.

Standard:

• All detours affecting provincial roadways and highways shall have a plan accepted by the
Ministry.
• Before a road is closed to traffic, all necessary detour signs shall be in place along the
corresponding detour route.

Guidance:

• A Traffic Management Plan including the four sub-plans should be developed (Traffic Control
Plan, Incident Management Plan, Public Information Plan, and Implementation Plan).
• Advanced information signage regarding the detour should be in place at least 8 days prior to
the detour opening, and may require longer notification for lengthy and complex detours.
• DMS messages should be used to provide enhanced information regarding the closure and
detour. Typical messages are shown below:
FIRST AVE BEGINS
CLOSED APRIL 20

ROAD DETOUR
CLOSED MAIN ST

• For long duration detours, signage should be placed on permanent structures such as
telespar.
• Route shields and directional arrows should be placed to clearly direct all users through the
detour route.
• Regulatory traffic control devices should be added or modified as needed for the duration of
the detour.
• Figure 19.4: Roadway Closure with Detour (≥ 70 km/h) shows the general layout of detour
signs. Additional detour signs should be erected at all connecting roadways to provide clear
guidance.

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Section 19: Traffic Control Layouts – Other Scenarios

Options:

• Placement of detour signage on both sides of the road may be necessary for clearer
guidance.
• When adding signs, utilizing the back of detour signs for one direction for the other will
minimize the number of sign structures added.
• If the road is opened for some distance beyond the intersection where the detour begins
and/or there are significant origin-destination points beyond the intersection such as
commercial businesses, the Road Closed R-012 and Detour C-005-LR1 signs on Type 3
barricades may be located at the edge of the traveled roadway to allow local passage.
• If the road is opened for some distance beyond the intersection and/or there are significant
origin/destination points beyond the intersection such as residences, a Road Closed Local
Traffic Only C-201 series sign may be used in place of the Road Closed R-012 and Local
Traffic Only R-012-T sign assembly on the barricade.
• Flashing warning lights and/or flags may be used to call attention to the advance warning
signs.
• Typical custom signage used in detours include the following examples:

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Section 19: Traffic Control Layouts – Other Scenarios

Figure 19.7: Roadway Closure with Detour (≥ 70 km/h)

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Section 19: Traffic Control Layouts – Other Scenarios

19.8 Emergency Response

Purpose:

This layout shows a typical setup of signs that may be used by those who attend incidents prior to the
arrival of planned and organized traffic management and traffic control. First responders may carry
flexible signs that can be set up quickly using portable lightweight spring stands, or other appropriate
temporary mounting at an incident site.

The purpose of the signs is to alert drivers that the temporary traffic control is a result of an
emergency situation, to expect responders on the roadway, and to proceed with caution as full
temporary traffic control may not yet have been established.

C-058 series signs used for emergency response can be either the Ministry’s standard retroreflective
fluorescent orange or they may be the flexible roll-up retroreflective pink which some organizations
have purchased.

Standard:

• Emergency response signs include the following:

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Section 19: Traffic Control Layouts – Other Scenarios

Guidance:

• First responders may carry rigid or flexible roll-up signs, using messages that coincide with
their field activity. Default messages include Accident Scene C-058-1 or Emergency Scene
C-058-2 series signs.
• Signs placed and positioned by first responders should follow the guidelines established in
this Manual.
• Wind and vehicles can blow signs over. Therefore, signs should be placed on the shoulder of
the road as far off the travelled portion of the road as reasonably possible.
• An unplanned event such as an emergency leads to a variety of activities taking place at the
same time. Those responding to the emergency should only undertake traffic control activities
if practical.

Options:

• The Accident Scene Ahead C-058-1A sign (or similar), and the Lane Closure Arrow C-053
sign (if used), should be placed on the shoulder of a roadway by a qualified first responder
(fire, enforcement, ambulance, HAZMAT, or recovery) in advance of the incident scene.
• Accident Scene Ahead C-058-1A signs should be placed in both directions so that they will
provide enough warning for vehicles to slow down before reaching the incident scene.
Placement of an advance warning sign for situations near a corner, hill, or other reduced
visibility situations, may require the placement to be adjusted.
• The Accident Scene C-058-1B sign (or similar) may be used to provide additional warning for
vehicles to slow down before reaching the incident scene.
• Where the road user is required to navigate around an incident, the Lane Closure Arrow C-
053 sign should be placed. If no cones are utilized, the directional arrow sign should be
placed in a location which provides enough separation for road users to navigate around the
incident.
• If the Lane Closure Arrow C-053 sign is used, it should be placed sufficiently far back from
the incident to allow motorists to both see beyond the incident, and easily manoeuvre around
the incident.
• If the Lane Closure Arrow C-053 sign is used, it should be located to close off the approach
to the incident scene. For example, if the incident is contained within a travel lane, it should
be placed at the midpoint of the lane, or towards the centre line or lane line.
• If the incident is blocking a travelled lane on a two-lane two-way roadway, the Lane Closure
Arrow C-053 sign requires the addition of the Yield to Oncoming Traffic R-056-1 sign, as the
Lane Closure Arrow C-053 sign would otherwise be directing traffic into the opposing lane.

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Section 19: Traffic Control Layouts – Other Scenarios

Figure 19.8: Emergency Response

C-058-2A
C-058-1A

C-058-1B
(optional)

50-75 m

This particular layout uses

ACCIDENT SCENE C-058-1
signs, which represent our
most commonly used sign for
emergency situations. C-053
(optional)
Any of the other signs in the
Emergency Response section C-053
(C-058 series) may be used (optional)
as alternatives to better 25-30 m
represent the situation.
R-056-1
(optional)
R-056-1
(optional)
50-75 m
C-058-1B
(optional)

C-058-2A
C-058-1A

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Appendix A: Glossary

Appendix A: Glossary
Contents

A.1 Terms ............................................................................................................. A-1

A.2 Acronyms 1 ................................................................................................... A-15

1
For sign acronyms and abbreviations, see Section 4.2: Traffic Signs and Section 4.3: Dynamic
Message Signs.

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Appendix A.1: Glossary - Terms

Appendix A: Glossary

A.1 Terms

active work When workers and equipment are present on the construction
site.

barricade A frangible device that is relatively forgiving when struck by an

errant vehicle. It is normally placed at or nearly at right angles
to approaching traffic to provide visual identification
of hazardous locations and to delineate travel paths.

barrier A device typically filled with water, or concrete, and designed to

contain and deflect errant vehicles at a small angle, thereby
preventing them from entering a closed or hazardous area. It is
normally placed parallel to or nearly parallel to approaching
traffic.

bicycle lane A lane designated for bicycle use, and may be marked with both
a diamond and a bicycle symbol.

brief-duration work Work that is generally planned in nature, but for which the
extent of the work required or the location may not be fully
known. The total time to complete brief-duration work is less
than 15 minutes.

buffer space The longitudinal distance which provides a margin of safety for
both the driver and the workers. It is important that the buffer
space be free of equipment, workers, material and vehicles.
A buffer vehicle with a crash attenuator may be located within
the buffer space if there are space constraints.
The buffer space is measured is from the end of the taper to the
work activity area unless there is a buffer vehicle, in which case
it is measured to the back of the buffer vehicle.
See also Section 6.2.4: Work Zone Components –
Buffer Space.

buffer vehicle A vehicle positioned in the buffer space in advance of a

work activity area to enhance worker safety. It is usually
stationary, and shall be equipped with a 360-degree flashing
yellow light and 4-way flashers, or a flashing arrow board (FAB)

changeable message sign See “dynamic message sign” in this Glossary.

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chase vehicle A separate traffic control vehicle used in a rolling slowdown

operation, following the slowest or last public vehicle ahead
of the blockade (see Section 10.6: Rolling Slowdown).

clear zone From the Ministry’s BC Supplement to the Transportation

Association of Canada’s Geometric Design Guide: The total
roadside border area—starting at the edge of the travel lane—
that is available for errant vehicles. A clear zone may consist of
a shoulder, a recoverable slope, a non-recoverable slope,
and/or a clear run-out area.

construction speed limit The speed limit (unchanged or reduced) in the work zone
during construction activities or other temporary/special events.

Construction Speed Zone A lowered legal speed zone authorized by the Road Authority,
normally through a long-duration work zone.

continuously Work that is continuously moving such that the use of normal
slow-moving work traffic control procedures is impracticable. This can include
stops of up to 15 minutes. Examples include hydro-seeding,
spraying for dust control, grading, mowing, brushing, flushing,
striping, and sweeping.

conventional A form of pavement marking in which the paint dries slowly

pavement marking (drying time is 5 minutes or more), and from which paint
could be tracked into travel lanes by vehicles driving over the
marking. It requires advance warning signage and protection of
the painted area by using signs, cones, barricades, and other
devices until the paint is dry.
See also “quick-dry pavement marking” in this Glossary and
Section 14.1: General Information on pavement marking.

detour route A travel route that takes traffic off the normal route and uses
existing roadways or new temporary roadways to guide traffic
around a work zone, identified by appropriate detour signs.
At least one week prior to closing a roadway and opening
a detour, it is advisable to erect “Closing Notice” signs at
strategically selected locations.

directional dividing line A yellow line that separates traffic traveling in opposite
directions.
Directional dividing lines are also used to mark the left edge line
of divided highways and one-way roadways, including portions
of highway ramps, and to mark both sides of two-way
left-turn lanes.

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Appendix A.1: Glossary - Terms

divided roadway Roadway separated by median barrier (concrete, cable and W-

beam), depressed median (≥ 4 metres wide), raised
channelization with curb (≥ 2 metres wide), or landscaping with
curb.

downstream Like the flow of a river, a location away from a present location,
in the direction of vehicular travel.
See also “upstream” in this Glossary.

drawings Scale diagrams of the roadway in the vicinity of the work zone
that identify the planned arrangement of traffic control devices
in accordance with this Manual.
Drawings include dimensions and show all painted markings
and physical features (signs, no-post guardrail, lamp standards,
etc.) that may affect traffic operations, roadway geometry, and
lane configurations.

drop-off An abrupt change in the road level created by construction

activities—such as milling, paving, or excavating—that is
steeper than 3:1 (i.e., a non-traversable slope).
See also Section 6.5: Treatment of Drop-Offs and Travel Lane
Excavations.

dynamic message sign A programmable traffic control device that displays messages
composed of letters, symbols/graphics, or both, and is used to
provide drivers with highway condition information or to warn or
manage traffic.
The acronym for dynamic message sign is DMS. It may also be
called a changeable message sign (CMS) or a variable
message sign (VMS).
See also Section 4.3: Dynamic Message Signs.

emergency Situation which requires immediate response to save lives or

prevent serious injury using whatever resources are available.

emergent work Unplanned, quick-response work necessitated by an

unanticipated situation that presents a risk to road users.
Each entry onto the travelled portion of the highway to perform
emergent work takes less than 1 minute, and the total time
required to complete the work is less than 5 minutes. (This
does not apply for emergency incidents.)

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Appendix A.1: Glossary - Terms

escort vehicle A vehicle used in quick-dry paint operations on two-lane,

two-way roadways as a warning device to the travelling public.
Typically driven ahead of the paint truck, it carries supplies,
transports personnel between job sites, and communicates
information about highway conditions, hazards, and traffic flow
to other vehicles involved in the painting operation.

flagging The control/direction of traffic using Automated Flagger

Assistance Devices (AFADs) or Traffic Control Persons (TCPs).

flasher A yellow flashing warning light.

freeway A divided primary highway with two or more lanes in each

direction and access via grade-separated interchanges only.
Posted speed limit is typically 100 km/h or higher.

guidance Uses words such as should, recommended - describes a

recommended, but not mandatory, practice. Decisions contrary
to guidance are documented.
See Section 6.11: Using Sections 7 to 19.

high speed A speed of 70 km/h or higher.

See also “low speed” in this Glossary.

high-volume roadway During work, a roadway which carries 1,000 or more vehicles
per day.
See also “low-volume roadway” in this Glossary.

highway Every road, street, lane or right of way designed or intended for
or used by the general public for the passage of traffic.

Implementation Plan A sub-plan within a Traffic Management Plan that identifies the
designated Traffic Control Manager and Traffic Control
Supervisor and their qualifications, responsibilities, and duties,
as well as procedures for ensuring that traffic management sub-
plans are implemented in a coordinated manner (see Section 3:
Traffic Management Plans).

inactive work site A portion of roadway or right-of-way on which work has

commenced but has temporarily ceased, and which has not
been returned to normal operating conditions.

incident In the context of Traffic Management, an incident refers to an

event which affects Traffic Operations for workers and/or the
travelling public, such as a collision which occurs within the
construction zone.

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Appendix A.1: Glossary - Terms

Incident Management Plan A sub-plan within a Traffic Management Plan that documents a
plan for detecting incidents and managing incident response
operations (see Section 3: Traffic Management Plans).
It includes priorities and procedures for incident detection,
response actions that will restore traffic flow as quickly as
possible, and a review and analysis process for reducing
incident frequency and severity.

intermittently-moving work A road maintenance activity with a frequently changing work

zone (e.g., some mowing operations) or one that involves
frequent stops that last 30 minutes or less (temporary patching,
group re-lamping of street lights, Benkleman beam testing,
crack sealing, etc.).

isolated pothole patching The patching of one or two potholes within a 1 km length of
roadway.
See also “multiple pothole patching” in this Glossary.

lane closure One (or more than one) lane of traffic is closed to traffic use in
one or both directions but the entire road has a minimum of one
lane available for the passage of traffic for each direction.

Lane Closure Request Form The Ministry’s “Work Notification/Lane Closure Request
and Approval Form” that is completed by the Prime Contractor
and submitted to the District Manager of Transportation for
acceptance. It identifies the proposed work zone location and
traffic control measures, and is the minimum level of
documentation required from the Prime Contractor.
See Appendix E: Lane Closure Request Form for a sample of
the form and a link to it.

lane drop The closure of a through lane by using appropriate temporary

traffic control devices, including flashing arrow boards and
merge tapers.

layout A schematic diagram of the roadway showing the placement

and general arrangement of traffic control devices.
See also Section 3.2: Traffic Management Sub-Plans and the
traffic control layouts in Sections 7 through 19.

line-type utility vehicle A vehicle carrying personnel who are working on utility lines,
such as power, phone, or fibre optic lines.

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Appendix A.1: Glossary - Terms

long-duration work Planned work that occupies one location for more than one
daylight period. Night work lasting more than 15 minutes is
also considered long-duration work.
See also “short-duration work” in this Glossary.

low speed A speed of 60 km/h or less.

See also “high speed” in this Glossary.

low-volume roadway During work, a roadway which carries fewer than 1,000 vehicles
per day.
See also “high-volume roadway” in this Glossary.

Manual This Traffic Management Manual for Work on Roadways

(TMM).

may Describes a permissive condition. It is optional and carries no

requirement or recommendation.

Ministry The British Columbia Ministry of Transportation and

Infrastructure, which is the provincial government entity
responsible for work on Provincial roadways and right-of-way.
When Ministry responsibilities are identified in this Manual,
municipal Road Authorities may have similar responsibilities
for work on municipal roads and right-of-way.

mobile work Continuously slow-moving work or intermittently-moving work,

with short stops of 30 minutes or less. The traffic control
devices for mobile work are typically vehicle-mounted.

multilane divided roadway A roadway with two or more travel lanes in each direction,
including passing or climbing lanes, where the directions
of travel are physically separated by a physical barrier.

multilane roadway A roadway with two or more travel lanes in at least one
direction, including climbing and passing lanes.

multiple pot-hole patching The patching of multiple clusters of potholes along a stretch
of roadway such that the work crew needs to stop several times
in succession within 1 kilometre. It is a type of mobile work.
See also “isolated pothole patching” in this Glossary.

near miss In the context of Traffic Management, a near miss refers to an

event where abrupt corrective action is required in order to
avoid a collision. This unplanned event did not result in injury,
illness, or damage, but had the potential to do so.

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Appendix A.1: Glossary - Terms

option Uses words such as may - describes a permissive condition. It

is optional and carries no requirement or recommendation.
See Section 6.11: Using Sections 7 to 19

pilot car For the purposes of this Manual, a vehicle marked with warning
signs and lights that is used to guide a queue of vehicles
through a work zone or detour (sometimes called “pilot
vehicle”).
(For links to information on piloting extraordinary loads, see the
websites cited at the beginning of Section 4.11.9: Pilot Cars for
Work Zones).

pilot vehicle operation delay The amount of time elapsed when a vehicle joins the back of
the queue until it passes by the traffic control device (e.g. traffic
control person) to follow the pilot vehicle.

platoon A group of vehicles or pedestrians travelling together, either

voluntarily or involuntarily, because of traffic signal controls,
other traffic control devices, road geometrics, or other factors.

portable signal See “temporary traffic control signal” in this Glossary.

Prime Contractor The organization directly constructing or maintaining works

on a Provincial highway and responsible for:
• obtaining Ministry authorization to carry out the works
• developing an acceptable Traffic Management Plan
• implementing the Plan in accordance with Ministry
requirements

project A work operation or activity undertaken on a roadway or right-

of-way and requiring temporary traffic control.

project category A project classification (Category 1, 2, or 3) based on

the project’s anticipated effect on traffic operations and
the traffic control required for the works (see Section 3: Traffic
Management Plans).

Public Information Plan A sub-plan within a Traffic Management Plan that identifies
actions and procedures for informing the travelling public,
project stakeholders, and Ministry staff of current traffic
operations and planned changes to traffic operations (see
Section 3: Traffic Management Plans).

quality assurance A process which ensures the Prime Contractor is following their
Quality Control Plan.

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Appendix A.1: Glossary - Terms

quality control An inspection process that examines the effectiveness of the

temporary traffic control. It is the responsibility of the Prime
Contractor.

Quality Control Plan A plan which documents the Prime Contractor’s quality control
inspection process.

queue clearing time The minimum amount of time that the highway must remain
open to clear queued traffic and restore free-flow operation
prior to implementing a subsequent Road Closure.

quick-dry pavement marking A form of pavement marking in which the paint dries rapidly
(typically in 90 seconds or less), and where paint is not tracked
into the travel lanes by vehicles driving over the marking.
See also “conventional pavement marking” in this Glossary and
Section 14.1: General Information - Pavement Marking.

random minor traffic A very brief stoppage in traffic in one or more directions for
interruption(s) construction activities.

regular posted speed limit The posted speed limit of the highway prior to any planned
work. This is the speed limit the Ministry has established
through the H-223 form, as signed by the Chief Engineer.

Road Authority The jurisdiction that is responsible for operating the road. For
Provincial jurisdictions, the Road Authority is typically the
District Manager of Transportation or delegate.

roadside diversion A deviation from the normal roadway where a section of the
road is closed by road works and a short detour is therefore
required, usually within the right-of-way, to bypass the work
activity area.

roadway The portion of a street or highway that is normally used for

vehicular traffic. The roadway excludes the shoulder.

road closure(s) A stoppage of traffic in one or both directions for the purpose of
blasting rock, tie-ins, girder erection and paving activities, etc.

road users Anyone who uses or crosses a road, including but not limited to
vehicles, cyclists, pedestrians, and mobility devices.
See also “traffic” in this Glossary.

roll-ahead buffer distance The longitudinal distance measured from the front of the buffer
vehicle to the work activity area. It provides a margin of safety
in case of impact.

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Appendix A.1: Glossary - Terms

scheduled stoppage A stoppage of traffic in one or both directions.

shadow vehicle A vehicle used primarily in slow-moving operations as a mobile

advance warning and sign support device. It may travel on the
roadway or on the shoulder.

shall Describes a mandatory condition.

For provincial highways, if a mandatory condition cannot be
met, contact Traffic and Highway Safety Engineering - Policy
and Standards for direction.

short-duration work Planned work which occupies one location for more than 15
minutes during a single daylight period.
See also “long-duration work” in this Glossary.

should Describes a recommended, but not mandatory, practice.

Decisions contrary to a “should” are required to be
documented. The documentation process is discussed in
Section 6.11.2: Application of Sections 7 to 19.
See also “guidance” in this Glossary.

shoulder That part of a roadway contiguous with the travelled way

intended for emergency stopping, and/or lateral support of the
roadway structure. It may also be configured to be accessible
for pedestrian and bicycle use.
Typically the paved area outside of the highway’s painted lane
edge (fog lines). If not painted, the area outside the typical
travel lane width of 3.5 to 3.7 metres.

simple project A Category 1 or Category 2 project which may not require an

Incident Management Plan, or a Public Information Plan, and
for which no specific risk issues have been identified (see
Section 3: Traffic Management Plans).

single lane alternating traffic A traffic control practice typically used on a two-lane, two-way
(SLAT) roadway whereby one direction of traffic is held while the other
is permitted to proceed, and then vice versa.
This process is repeated successively so that traffic continues
to flow with minimal delays. It is a method acceptable to Road
Authorities because delays are typically less than 5 minutes.

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Appendix A.1: Glossary - Terms

speed limit Regular posted speed limit – The posted speed limit of the
highway prior to any planned work. This is the speed limit the
Ministry has established through the H-223 form, as signed by
the Chief Engineer.
Construction speed limit – The speed limit (unchanged or
reduced) in the work zone during construction activities.

spot obstruction A roadway hazard that is less than a car length in size, such as
debris on the road, a manhole, or a sink hole.

stakeholders Individuals and organizations using the roadway or affected by

the road project or works.

standard In terms of the TMM, the standard written in this Manual

establishes technical criteria, methods, processes and
practices.
Minimum standards are represented in this manual for
controlling traffic through highway work zones. Implementation
of standards usually uses words such as shall, required, or
must.
Several typical situations are illustrated to show the
recommended application of standard devices for planned,
scheduled work on roadways.
See Section 6.11: Using Sections 7 to 19.

steep grade A grade greater than or equal to 6%.

stop bar A solid white line, normally 30 cm to 60 cm (12” to 24”) wide,

extending across one or more lanes to indicate the point behind
which vehicles are required to stop.

street A public road used for the movement of vehicles within a

municipal area.

tangent distance The distance between the end of one taper and the beginning
of the next for the same direction of travel.

taper For a lane or shoulder closure, the gradual narrowing of the

lane or shoulder using successive channelizing devices to
safely guide drivers into the next lane.

taper length For a lane or shoulder closure, the taper distance along a
section of roadway required to achieve the full closure of
the lane or shoulder.

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Temporary Speed Zone A temporarily lowered legal speed limit installed in a

short-duration work zone at the discretion of the Supervisor and
signed with Crew Working C-002 signage.

temporary stop bar A solid white line, minimum 10” wide, which helps define the
stop location in advance of a TCP.

temporary traffic control A set of red, yellow, and green lights on the road or in an
signal intersection used to temporarily control the flow of vehicles
and/or pedestrians. It may be a portable signal.
The design specifications for temporary signals shall be
pre-approved by the Road Authority.

traffic Includes pedestrians, ridden or herded animals, vehicles, cycles

and other conveyances, either singly or together, while using a
highway to travel.
See also “road users” in this Glossary.

traffic control The effective use of temporary traffic control devices to protect
workers and move road users safely through a work zone.
Traffic Control is implemented using a Traffic Management
Plan.

Traffic Control Manager The individual designated by the Prime Contractor to prepare,
implement, and manage the Traffic Control Plan.
It may be the Prime Contractor’s employee or sub-contractor,
and it may be the Traffic Control Supervisor for simple projects.

Traffic Control Person A person trained and certified in a manner acceptable to

WorkSafeBC to direct traffic through a work zone while ensuring
the safety of public traffic and workers as defined by Part 18
of WorkSafeBC’s Occupational Health and Safety Regulation.

Traffic Control Plan A sub-plan within a Traffic Management Plan that documents
how traffic control will be achieved (see Section 3: Traffic
Management Plans).
It includes a combination of text, layouts, and drawings
(if required) that define specifically what traffic control measures
and devices will be provided for the project, how they will be
implemented, and on what schedule.

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Appendix A.1: Glossary - Terms

Traffic Control Supervisor The individual designated by the Prime Contractor to

supervise traffic control and personnel.
If the Traffic Control Supervisor acts as a Traffic Control
Person, they shall have TCP certification in order to assume the
duties of a TCP and direct traffic.
If the Traffic Control Supervisor is designated to ensure the
requirements of Part 18.4 - Supervision in WorkSafeBC’s
Occupational Health and Safety (OHS) Regulations are met,
they are required to be adequately trained in a manner
acceptable to WorkSafeBC. See WorkSafeBC’s Occupational
Health and Safety (OHS) Guidelines.

traffic delay See “vehicle delay” in this Glossary, unless otherwise specified.

Traffic Engineer A Professional Engineer licensed by the Engineers and

Geoscientists British Columbia (EGBC) and qualified and
experienced in traffic management planning and highway
safety.

traffic flow The movement of road users/traffic on the highway. Typically

this refers to the measurement of vehicular flow. However,
depending on the location and numbers, other modes of
transportation may also be measured.

traffic management The strategies designed to safely mitigate the impact of

construction, rehabilitation, maintenance, incident management
and special events on roadways to maintain traffic mobility and
worker safety. The documentation of strategies is completed
using a Traffic Management Plan.

traffic management strategy See “traffic management” in this Glossary.

Traffic Management Plan The Prime Contractor’s project-specific plan that details the
strategies for protecting workers and safely and efficiently
moving road users through the work zone, including any
requirements of the Road Authority.
It includes one or more of the following sub-plans, integrated
into a single document that demonstrates an understanding of
the site-specific issues and project requirements:
• Traffic Control Plan
• Incident Management Plan
• Public Information Plan
• Implementation Plan

traffic operations The use of traffic control devices to maintain traffic flow on a
highway.

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Appendix A.1: Glossary - Terms

traffic space The portion of roadway on which traffic is routed through the
work zone (see Figure 6.1: Overview of the Six Work Zone
Components).

traffic volume The number of vehicles within a certain amount of time. It is

generally provided as Average Annual Daily Traffic (AADT) or
Average Daily Traffic (ADT). It most often represents vehicular
counts unless otherwise specified.

travel time Time interval a vehicle and/or pedestrian and/or cyclist (ie. all
road users impacted), or platoon requires to traverse the area
under control, or the project limits.

two-lane, two-way roadway A two-way roadway with one through lane in each direction.

undivided roadway Roadway where there is no physical separation between the

directions of travel that would prevent vehicles from travelling
from one side of the roadway to the other.

upstream Like the flow of a river, the location in front of a present location,
against the direction of vehicular traffic.
See also “downstream” in this Glossary.

utility An organization that supplies a basic utility service, such as

electricity, natural gas, water, or fibre optic service.

variable message sign See “dynamic message sign” in this Glossary.

vehicle In terms of the TMM, vehicle represents vehicular traffic best

described as either a passenger car or commercial
vehicle/truck.

vehicle delay Time interval from the first vehicle being stopped at a traffic
control point to the resumption of travel.

vehicles per day (vpd) The expected number of vehicles per day on the highway
during the period of time that work takes place.
See also “traffic volume” in this Glossary.

work The undertaking with the use of equipment or personnel of

construction, rehabilitation, maintenance, incident management,
or special events on or near a roadway that may impact road
users.

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Appendix A.1: Glossary - Terms

work activity area The specific area within a work zone where active work is
taking place (see Section 6.1: Introduction to Work Zone
Components and Section 6.2.5: Work Activity Area). It typically
involves the presence of workers and equipment.
Several work activity areas may exist within a given work zone,
some separated even by several kilometres.

work zone An area of roadway or right-of-way where road users are

warned of potentially changing conditions through to the
resumption of regular traffic flow.
These changing conditions are typically associated with
construction, maintenance, utility work, temporary/special
events, or with a situation requiring emergency incident
management on or alongside the roadway (see Section 6.1:
Introduction to Work Zone Components and Section 6.2: Work
Zones Components).
The work zone is typically defined to extend from the first traffic
control device to the last traffic control device as seen by the
travelling public.

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Appendix A.2: Glossary - Acronyms

A.2 Acronyms 1

AADT Average Annual Daily Traffic (both directions)

AASHTO American Association of State Highway and Transportation Officials

ADT Average Daily Traffic (both directions)

AFAD Automated Flagger Assistance Device

ASTM American Society for Testing and Materials

CF Counter-Flow Lane within Work Zone

CMB Concrete Median Barrier

CMS Changeable Message Sign

CRB Concrete Roadside Barrier

DMI Distance Measuring Instrument

DMS Dynamic Message Sign

DMT District Manager of Transportation

DT Day-Time Work

DTN Day-Time Work with Traffic Control Devices in Place at Night

FAB Flashing Arrow Board

FHWA Federal Highway Administration (USA)

FR Flame Resistant
GPS Global Positioning System

HOV High-Occupancy Vehicle

LED Light-Emitting Diode

LKI Landmark Kilometre Inventory

LoC Limits of Construction

MASH AASHTO’s Manual for Assessing Safety Hardware

MoT Ministry of Transportation and Infrastructure

MUTCD Manual of Uniform Traffic Control Devices (USA)

NCHRP National Cooperative Highway Research Program (USA)

1
This Manual generally avoids using acronyms to ensure clarity for non-Ministry users.
Appendix A.2 defines acronyms commonly found in other Ministry publications, as well as the few
that are used in the Manual.

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Appendix A.2: Glossary - Acronyms

NT Night-Time Work
PTS Portable Traffic Signal

RPM Raised Pavement Marker

RTE Regional Traffic Engineer

RTMC Regional Traffic Management Centre

SLAT Single Lane Alternating Traffic

SSD Stopping Sight Distance

STE Senior Traffic Engineer

STOE Senior Traffic Operations Engineer

TAC Transportation Association of Canada

TCM Traffic Control Manual for Work on Roadways

TCP Traffic Control Person

TMCBC Transportation Management Centre of British Columbia

TMG Traffic Management Guidelines for Work on Roadways

TMM Traffic Management Manual for Work on Roadways 2

TMP Traffic Management Plan

TOM Temporary Overlay Marker

VMS Variable Message Sign

WZ Work Zone

2
This Manual.

Traffic Management Manual for Work on Roadways 2020 A-16

Appendix B: Standard Construction Signs

Appendix B: Standard Construction Signs

Contents1

B.1 Sign Illustrations at a Glance ...................................................................... B-1

B.1.1 Construction and Maintenance Signs ................................................ B-1
B.1.2 Regulatory Signs ............................................................................. B-14
B.1.3 Other Signs ...................................................................................... B-16

B.2 Sizes and Applications of Individual Signs ............................................. B-17

B.2.1 Construction and Maintenance Signs .............................................. B-19
B.2.2 Regulatory Signs ............................................................................. B-89
B.2.3 Other Signs .................................................................................... B-103

1
The signs provided in Appendix B are commonly used in construction applications. Additional
signs are available in the Ministry’s Catalogue of Standard Traffic Signs, accessible online at
https://www2.gov.bc.ca/gov/content/transportation/transportation-infrastructure/engineering-
standards-guidelines/traffic-engineering-safety/traffic-signs-markings#catalogue

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Appendix B: Standard Construction Signs

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Appendix B.1: Standard Construction Signs - At a Glance

Appendix B: Standard Construction Signs

See also Section 4.2: Traffic Signs.

B.1 Sign Illustrations at a Glance

Appendix B.1 shows standard signs used temporarily for construction, maintenance,
and utility work.

For detailed information on these signs, see Appendix B.2: Sizes and Applications
of Individual Signs.

B.1.1 Construction and Maintenance Signs

C-001-1
C-001-2 C-002-1 C-002-1 OL C-002-2
C-001-1xx
C-002-1x C-002-1 OL-x C-002-2x

C-003-Ta
C-003 C-003-A C-003-Ta-x
C-002-2 OL C-002-3
C-002-2 OL-x C-003-x C-003-A-x
C-002-3x

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Appendix B.1: Standard Construction Signs - At a Glance

C-003-Tb C-005-A C-005-B

C-003-Tb-x C-003-2 C-004 C-005-Ax C-005-Bx
C-003-2-x C-004-xx

C-005-C
C-005-Cx C-006-A
C-005-D C-005-LR1 C-006-Axx
C-005-LR2
C-005-LR1x C-005-LR2x

C-006-4Tx
C-008-1
C-007 C-008-1xx
C-006-LR
C-006-4X C-007-x
C-006-LRxx

C-008-2 C-008-OL
C-008-2xx C-008-OLxx C-009-1 C-009-2
C-009-1x C-009-2x C-010-LR
C-010-LRxx

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Appendix B.1: Standard Construction Signs - At a Glance

C-011-T
C-011-Txx
C-011 C-012 C-014
C-013-LR
C-011-xx C-012-x C-014-x
C-013-LRxx

C-016 C-017-1 C-017-2A C-017-2B

C-015 C-016-x C-017-1x C-017-2Ax C-017-2Bx
C-015-x
C-017-1xx C-017-2Axx C-017-2Bxx

C-017-3L C-017-3R
C-018-1A C-018-2A C-018-3A
C-017-3Lx C-017-3Rx
C-018-1Axx C-018-2Axx C-018-3Axx
C-017-3Lxx C-017-3Rxx

C-018-6A C-018-7
C-018-4A C-018-6Ax C-018-8L
C-018-7x C-018-8A
C-018-4Ax C-018-6Axx C-018-8Lx
C-018-7xx C-018-8Ax
C-018-8Lxx

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Appendix B.1: Standard Construction Signs - At a Glance

C-020-1LR
C-019-T C-020-1LRx
C-018-8R
C-018-9
C-018-8Rx C-019
C-018-9x
C-018-8Rxx

C-020-2L C-020-2R
C-020-2Lx C-020-2Rx C-022 C-024 C-027
C-022-x C-024-x
C-022-xx C-024-xx

C-028
C-028-xx C-029 C-030-1A C-030-2 C-030-3A
C-029-xx C-030-1Axx C-030-2xx C-030-3Axx

C-030-4A C-030-5AL C-030-5AR C-030-6A C-030-7A

C-030-4Axx C-030-5ALxx C-030-5ARxx C-030-6Axx C-030-7Axx

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Appendix B.1: Standard Construction Signs - At a Glance

C-030-14 C-030-15
C-030-8 C-030-14x C-030-15x C-031 C-032
C-030-8xx C-030-14xx C-030-15xx C-031-x C-032-xx

C-034 C-036 C-037-1

C-033 C-038
C-034-x C-037-2
C-033-x C-038-xx

C-039 C-040D C-042-LR C-042-SLR

C-039-x

C-041-xx

C-043
C-045-1A C-045-2A C-046
C-044-xx
C-045-1Axx C-045-2Axx C-046-x

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Appendix B.1: Standard Construction Signs - At a Glance

C-048-2
C-048-1-DS
C-047-1 C-047-2
C-047-1x C-047-2x

C-050-1
C-049 C-050-1x C-050-2 C-051 C-052-L
C-049-x C-050-2x C-051-x C-052-Lxx

C-058-1A C-058-1B
C-052-R C-053 C-057
C-058-1Ax C-058-1Bx
C-052-Rxx C-053-xx C-057-x
C-058-1Axx C-058-1Bxx

C-058-2A C-058-2B C-058-3A C-058-3B C-058-4A

C-058-2Ax C-058-2Bx C-058-3Ax C-058-3Bx C-058-4Ax
C-058-2Axx C-058-2Bxx C-058-3Axx C-058-3Bxx C-058-4Axx

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Appendix B.1: Standard Construction Signs - At a Glance

C-061 C-062
C-061-x C-062-x
C-058-4B C-061-xx C-062-xx
C-059-1 C-059-2
C-058-4Bx
C-059-1x C-059-2x
C-058-4Bxx

C-067-T
C-067 C-067-Tx
C-063 C-064 C-066 C-067-x C-067-Txx
C-063-xx C-064-xx C-066-xx C-067-xx

C-070-1 C-070-2 C-071-1 C-071-2

C-069
C-070-1x C-070-2x C-071-1x C-071-2x
C-069-x
C-070-1xx C-070-2xx C-071-1xx C-071-2xx

C-079-1A
C-072 C-074 C-076 C-078
C-079-1Ax
C-072-xx C-074-x C-076-x C-078-x
C-079-1Axx

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Appendix B.1: Standard Construction Signs - At a Glance

C-079-1B C-079-2A C-079-2B C-079-3A C-079-3B

C-079-1Bx C-079-2Ax C-079-2Bx C-079-3Ax C-079-3Bx
C-079-1Bxx C-079-2Axx C-079-2Bxx C-079-3Axx C-079-3Bxx

C-080-Ta C-080-TB
C-080-Tax C-080-TBx C-082
C-080-Taxx C-080-TBxx C-082-xx C-085-1
C-084
C-080-Taxxx C-080-TBxxx C-085-1x
C-084-x

C-085-2L C-085-2R C-085-3L C-085-3R

C-085-2Lx C-085-2Rx C-085-3Lx C-085-3Rx C-086-1

C-089
C-088 C-092
C-086-2 C-089-x C-090
C-088-x
C-089-xx

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Appendix B.1: Standard Construction Signs - At a Glance

C-111 C-112 C-114 C-115 C-116

C-111-x C-112-x C-114-x C-115-x C-116-x

C-117-L C-117-R C-118-L C-118-R C-119-L

C-117-Lx C-117-Rx C-118-Lx C-118-Rx C-119-Lx
C-117-Lxx C-117-Rxx C-118-Lxx C-118-Rxx C-119-Lxx

C-121-1Ta C-121-1Tb
C-119-R
C-119-Rx C-121-1
C-128
C-119-Rxx

C-130-Ta
C-129-L C-129-R C-130-L C-130-R C-130-Tax
C-129-Lx C-129-Rx C-130-Lx C-130-Rx C-130-Taxx
C-129-Lxx C-129-Rxx C-130-Lxx C-130-Rxx

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Appendix B.1: Standard Construction Signs - At a Glance

C-130-Tb C-135-Ta
C-130-Tbx
C-135-Tax
C-130-Tbxx C-132 C-134 C-135
C-132-x C-134-xx C-135-x

C-136-L C-136-R C-137-1 C-137-2 C-137-5L

C-136-Lx C-136-Rx C-137-1x C-137-2x C-137-5L-x

C-137-7 C-137-8
C-137-5R
C-137-7x C-137-8x
C-137-5R-x
C-137-7xx C-137-8xx C-138-L C-138-R

C-138-Td C-138-Te
C-138-Ta
C-138-Tb C-138-Tc

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Appendix B.1: Standard Construction Signs - At a Glance

C-138-Tf
C-141 C-149
C-154-D C-154-L
C-141-x C-149-x

C-162
C-162-x C-170-L C-170-R C-172-L
C-154-R C-162-xx C-170-Lx C-170-Rx C-172-Lx

C-172-T C-183-Ta
C-172-R C-172-Tx C-180 C-183
C-172-Rx C-180-x

C-183-Tb C-183-Tc C-183-Tc

C-185-1
C-184
C-185-1x
C-184x
C-184xx

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Appendix B.1: Standard Construction Signs - At a Glance

C-185-1Ta C-185-1Tb C-185-2Ta C-185-2Tb

C-185-1Ta-x C-185-1Tb-x C-185-2Ta-x C-185-2Tb-x
C-185-2
C-185-2x

C-185-4A C-185-4B
C-185-3 C-187 C-187-T
C-185-4Ax C-185-4Bx
C-185-3x C-187-x C-187-Tx
C-185-4Axx C-185-4Bxx

C-190-TaA C-190-TaLR C-201-1 C-201-2

C-201-1x C-201-2x
C-190 C-190-TaA-x C-190-TaLR-x
C-190-x

C-201-3 C-202 C-203-L C-203-R

C-201-3x C-202-x C-203-Lx C-203-Rx
C-202-xx C-203-Lxx C-203-Rxx C-204

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Appendix B.1: Standard Construction Signs - At a Glance

C-205-A
C-205-Ax
B-C-004-1A B-C-004-1L B-C-004-1R
C-205-Axx B-C-002

B-C-004-Ta B-C-004-Tb B-C-004-Tc

B-C-004-2 B-C-020

B-C-020-T

Traffic Management Manual for Work on Roadways 2020 B-13

Appendix B.1: Standard Construction Signs - At a Glance

B.1.2 Regulatory Signs

R-001-Ta R-001-Tb R-001-Tc

R-001 R-001-Tax R-001-Tbx R-001-Tcx
R-002
R-001-x R-001-Taxx R-001-Tbxx R-001-Tcxx
R-002-x
R-001-xx

R-012 R-012-T
R-003 R-004 R-010 R-012x
R-003-x R-004-x R-012xx
R-003-xx R-004-xx

R-015-L R-015-R
R-015-Lx R-015-Rx R-016-2
R-014-L R-014-R R-015-Lxx R-015-Rxx R-016-2Lx

R-019-1 R-019-2
R-016-2R R-018
R-017-2 R-019-1x R-019-2x
R-016-2Rx R-018-x
R-019-1xx R-019-2xx

Traffic Management Manual for Work on Roadways 2020 B-14

Appendix B.1: Standard Construction Signs - At a Glance

R-019-Tb R-019-Tc R-019-Td

R-019-Ta R-019-Tbx R-019-Tcx R-019-Tdx
R-019-3 R-019-Tax R-019-Tbxx R-019-Tcxx R-019-Tdxx
R-019-3x R-019-Taxx
R-019-3xx

R-020 R-022-1 R-023

R-020-x R-022-1x R-023-x R-025-L R-025-R
R-022-1xx R-023-xx

R-082-R2u
R-056-1 R-082-L R-082-R1
R-082-R2 R-083-L
R-056-1x R-082-Lx R-082-R1x R-082-R2x

B-R-101-Tb B-R-101-Tc
R-083-R B-R-101-1 B-R-101-2

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Appendix B.1: Standard Construction Signs - At a Glance

B.1.3 Other Signs

P-081-Ta P-081-Tb P081-Tc

P-081-1 P-081-2

C-186 C-186-Ta
W-132-1u W-132-1Tu
W-132-1 W-132-1T
W-132-1Tx
W-132-1x

C-326-OL
C-326 Series Zx-030
Hinged

Note: Those wishing to use Z series signs on Provincial roadways shall first
obtain Ministry permission and the Ministry’s specification sheets.

Traffic Management Manual for Work on Roadways 2020 B-16

Appendix B.2: Standard Construction Signs - Sizes and Applications

B.2 Sizes and Applications of Individual Signs

Appendix B.2 provides:

• images of traffic signs
• dimensions of each sign in millimetres
• intended use of each sign

Sign sizes used in work zones should not be smaller than those normally required on the
roadway.

Sign sizes are related to the roadway type—local road, low-speed road, arterial road,
expressway, or freeway. Refer to the Ministry’s Catalogue of Traffic Signs for specific sizes
based on the sign and roadway type. Generally:

• Smaller dimensions apply to urban roadways where the regular posted speed is ≤
60 km/h.
• Larger dimensions apply to rural roadways with a regular posted speed limit of ≥70
km/h, provided that there is sufficient room to accommodate the larger signs.
• Multilane divided roadways typically use oversized signs on both the right and the
left side of the roadway. Signs erected on the left side may be erected in a closed
lane, shoulder, or median. If sufficient width is not available on the left shoulder or
median, a smaller sized sign may be used.

Sign Sizes Marked with Asterisk (*)

Sign sizes marked with an asterisk (*) may not be in the Ministry’s Catalogue of
Standard Traffic Signs. Confirm appropriate sign sizes for specific roadways
and work activities.

Traffic Management Manual for Work on Roadways 2020 B-17

Appendix B.2: Standard Construction Signs - Sizes and Applications

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Traffic Management Manual for Work on Roadways 2020 B-18

Appendix B.2: Standard Construction Signs - Sizes and Applications

B.2.1 Construction and Maintenance Signs

Construction signs are used to give notification of a roadway condition that is changed for,
or potentially hazardous to, public traffic and workers.

The fluorescent orange sign colour indicates the temporary nature of the condition.

Signs should generally be placed sufficiently in advance of the condition to provide drivers
with time to understand the information and respond appropriately. See Section 6.6:
Positioning of Temporary Traffic Control Devices and Sections 7 through 19.

C-001 Series Traffic Control Person Ahead

Sign sizes The TRAFFIC CONTROL PERSON AHEAD C-001-1 sign

(mm) should be used in advance of any point at which a Traffic
Control Person is stationed to control traffic through a
C-001-1 work activity area.
(750 x 750)
It is always used in conjunction with other construction and
C-001-1 C-001-1xx maintenance signs.
(1200 x 1200)
The FLAGGER AHEAD C-001-2 sign may be used in advance
of the C-001-1 sign in areas that require additional advance
C-001-2 warning.
(750 x 750)
C-001-1 and C-001-2 signs should be promptly removed or
C-001-2xx covered whenever a Traffic Control Person is not on the
(1200 x 1200) roadway.

C-001-2

Traffic Management Manual for Work on Roadways 2020 B-19

Appendix B.2: Standard Construction Signs - Sizes and Applications

C-002 Series Crew Working - Maximum XX km/h

Sign sizes • The SURVEY CREW WORKING – MAXIMUM XX km/h C-

(mm) 002-1 sign is used to establish a Temporary Speed Zone,
typically when survey crews are working on the travelled
C-002-1 portion of the roadway (road lanes and shoulders).
(450 x 900)
It may also be used as a supplement to an R-004
C-002-1x Construction Speed Limit to remind drivers of the reduced
C-002-1 (600 x 1200) speed as they approach, or are within, the work area.

See also the SURVEY CREW WORKING AHEAD C 003

sign below.
C-002-1 OL
(175 x 280) • The CREW WORKING – MAXIMUM XX km/h C-002-2
sign is used to establish a Temporary Speed Zone,
C-002-1 OL-x typically when crews are working on the travelled portion
(233 x 372) of the roadway (road lanes and shoulders). It may also be
used as a supplement to an R-004 Construction Speed
C-002-1 OL Limit to remind drivers of the reduced speed as they
approach, or are within, the work area.

• The FLAGGER WORKING – MAXIMUM XX km/h C-002-3

sign is used to establish a Temporary Speed Zone,
C-002-2 typically when Traffic Control People are directing traffic. It
(450 x 900) may also be used as a supplement to an R-004
Construction Speed Limit to remind drivers of the reduced
C-002-2x speed as they approach, or are within, the work area.
(600 x 1200)
C-002-2 Distance overlays C-002-1 OL and C-002-2 OL may be used
to show alternative speed options.

C-002-2-OL
(175 x 280)

C-002-2-OL-x
(233 x 372)

C-002-2 OL

C-002-3
(450 x 900)

C-002-3x
(600 x 1200)

C-002-3

Traffic Management Manual for Work on Roadways 2020 B-20

Appendix B.2: Standard Construction Signs - Sizes and Applications

C-003 Survey Crew Working Ahead

Sign sizes • The SURVEY CREW WORKING C-003 sign should be

(mm) used where survey work is in progress on or immediately
adjacent to a travelled roadway that has not been closed
C-003 to traffic.
(750 x 750)
• The SURVEY CREW WORKING AHEAD C-003-A sign
C-003 C-003-x may also be used, in conjunction with the C-003 sign, to
(900 x 900) provide additional advanced warning, especially in
locations with high speeds and/or high traffic volumes.

C-003-A • When drones are used, the C-003 and C-003-A signs may
(750 x 750) be supplemented by the DRONE SURVEY C-003-Ta or
DRONE C-003-Tb tabs to provide additional information
C-003-A-x for motorists.
(900 x 900)
C-003-A • The DRONE IN USE C-003-2 sign may also be used to
supplement the C-003 sign if the drone is within sight of
C-003-Ta motorists on the highway.
(600 x 300)
• All signs in this series may be used in conjunction with the
C-003-Ta-x SURVEY CREW – MAXIMUM XX km/h C-002-1 sign if the
(750 x 400) survey crew supervisor decides that conditions warrant
C-003-Ta the temporary speed zone.

C-003-Tb
(750 x 750)

C-003-Tb-x
C-003-Tb (900 x 900)

C-003-2
(750 x 750)

C-003-2-x
(900 x 900)

C-003-2

C-004 Crew Working Ahead

Sign sizes The CREW WORKING AHEAD C-004 sign is the primary
(mm) warning sign for short-duration work.

C-004 It provides advance warning of crews and equipment carrying

(750 x 750) out a variety of tasks on or adjacent to a travelled roadway.

C-004 C-004-xx
(1200 x 1200)

Traffic Management Manual for Work on Roadways 2020 B-21

Appendix B.2: Standard Construction Signs - Sizes and Applications

C-005 Series Detour Markers

Sign sizes
The DETOUR C-005 signs are used to mark detour routes. For
(mm)
all work other than short-duration work, C-005 markers should
be post-mounted.
C-005A
(600 x 450) • C-005 markers with appropriate directional arrows should
be used in advance of and beyond all decision points
C-005-5Ax (and for confirmation where necessary) to assure drivers
(750 x 600) that they are following the detour.
C-005A
• Where the detour involves a numbered route, appropriate
C-005 markers should be erected with the appropriately
C-005-B numbered route marker.
(600 x 400)
• The DETOUR ROUTE C-005-B sign may be used as a
C-005-Bx supplemental confirmatory sign after a turn to inform
C-005-B (750 x 450) motorists they are on the detour route
• The END DETOUR C-005-C sign is used to mark the end
of the detour and informs motorists they are back on the
C-005-C original roadway.
(600 x 400) • The STREET DETOUR custom C-005-D sign may be
used as a supplement to detour signs within this series on
C-005-Cx local low-speed roadways or arterials. The street name
C-005-C (750 x 450) utilized on these signs is the road where the closure
occurs. It provides confirmatory information to motorists
that they are following the correct detour, especially in
locations with many alternative routes.
• The DETOUR LEFT/RIGHT C-005-LR1 signs are used in
advance of a turn for the detour route. It tells motorists
which direction to turn in order to continue following along
C-005-D the detour.
(W.T.S. x 400) The approach to the beginning of a detour will generally
be indicated by the DETOUR AHEAD C-006 series signs.

See Section 19.6: Roadway Closure with Detour (≤ 60 km/h)

and Section 19.7: Roadway Closure with Detour (≥ 70 km/h)
for how these signs may be used.
C-005-D

continued 

C-005-LR1
(600 x 450)

C-005-LR1x
(750 x 600)

C-005-LR1

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-005 Series Detour Markers (continued)

Sign sizes The DETOUR LEFT/RIGHT AHEAD C-005-LR2 signs may be

(mm) used as a supplement to the DETOUR LEFT/RIGHT C-005-
LR1 signs to provide additional information and better prepare
C-005-LR2 drivers for the turn ahead to stay on the detour route.
(600 x 450)
See Section 19.6: Roadway Closure with Detour (≤ 60 km/h)
C-005-LR2x and Section 19.7: Roadway Closure with Detour (≥ 70 km/h)
(750 x 600) for how these signs may be used.

C-005-LR2

C-006 Series Detour Ahead

Sign sizes The DETOUR AHEAD C-006-A sign is used to warn traffic of
(mm) the beginning of a detour.

C-006-A If the departure is abrupt, which is often the case in an urban

(750 x 750) block system, it may be necessary to:
• substitute for DETOUR AHEAD C-006-LR signs, or
C-006-A C-006-Axx
(1200 x 1200) • in higher speed/volume situations, use C-006-LR signs in
advance of the detour, and a C-006-A signs further
upstream.
C-006-LR If the bypass route is short and adjacent to a work activity
(750 x 750) area—i.e., within the highway right-of-way—it is better to use a
ROADSIDE DIVERSION AHEAD C-052-L/R sign.
C-006-LRxx
(1200 x 1200) They may also be used for turns on a detour route instead
of DETOUR C-005-LR markers where special emphasis
C-006-LR is required.

For work zones which require overweight trucks to detour onto

another route, the TRUCKS OVER 100% OF LEGAL AXLE
WEIGHT DETOUR C-006-4X sign, in conjunction with the
C-006-4Tx C-006-4X ARROW TAB C-006-4Tx should be used to direct heavy
(900 x 1200) trucks onto the detour route.

Other custom signs for trucks may be developed for over

height and over width purposes.

C-006-4Tx
(900 x 300)

C-006-4X

Traffic Management Manual for Work on Roadways 2020 B-23

Appendix B.2: Standard Construction Signs - Sizes and Applications

C-007 Broken Pavement

Sign sizes The BROKEN PAVEMENT C-007 sign should be used

(mm) where sections of badly broken or potholed pavement exceed
20 metres in length.
C-007
(750 x 750) Where a speed reduction is deemed necessary because of the
pavement condition, an ADVISORY SPEED C-022 tab may be
C-007-x posted with the C-007 sign.
(900 x 900)
C-007 If the length of broken pavement is 2 kilometres or more,
an ADVISORY DISTANCE C-024 distance tab may be
included.

TEMPORARY HAZARD C-090 markers should be used with

C-007 signs to mark the actual locations of the irregularities.

C-008-1 Paving Next X km – Please Obey Signs

C-008-2 Seal Coating – Loose Gravel Next X km

Sign sizes The PAVING NEXT X km – PLEASE OBEY SIGNS C-008-1

(mm) sign should be installed in advance of all paving projects. The
C-008-1 specifies the distance in kilometres of the paving
C-008-1 project.
(1200 x 900)
The SEAL COATING – LOOSE GRAVEL NEXT X km C-008-2
C-008-1 C-008-1xx sign should be installed in advance of all seal coating projects.
(2440 x 1220) The C-008-2 specifies the distance in kilometres of the
sealcoating project.

C-008-2 Distance overlays C-008-OL are available for revising existing

(1200 x 900) C-008-1 and C-008-2 signs that are in good condition.

C-008-2xx
C-008-2 (2440 x 1220)

C-008-OL
(230 x 200)

C-008-OLxx
C-008-OL (350 x 230)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-009 Milling in Progress – Rumble Strips

Sign sizes The MILLING IN PROGRESS SHOULDER RUMBLE STRIPS

(mm) C-009-1 sign is used to warn motorists of equipment, workers
and potentially uneven surfaces caused by milling for shoulder
C-009-1 rumble strips.
(750 x 750)
The MILLING IN PROGRESS CENTRE LINE RUMPLE
C-009-1 C-009-1x STRIPS C-009-2 sign is used to warn motorists of equipment,
(900 x 900) workers and potentially uneven surfaces caused by milling for
centre line rumble strips.

C-009-2 ADVISORY DISTANCE C-024 tabs should be used with both

(750 x 750) signs in the C-009 series to inform drivers of the expected
distance for this condition.
C-009-2x
(900 x 900)
C-009-2

C-010 Uneven Pavement on Left/Right

The UNEVEN PAVEMENT ON LEFT/RIGHT C-010 sign

Sign sizes
warns of a difference in elevation between pavement lifts
(mm)
on adjacent travel lanes.
C-010-LR (The LOW SHOULDER C-013 sign warns of a difference
(750 x 750) in elevation between the shoulder and the outer edge of a
newly paved roadway.)
C-010-LRxx
On two-lane, two-way roadways, the uneven hazard (high or
C-010-LR (1200 x 1200)
low) will generally be on the centreline, and C-010-L signs are
used for both directions of travel in advance of the section
(and as required for confirmation throughout).
On multilane roadways, the uneven hazard will generally be
on the lane line. In such cases, C-010-L signs are placed on
the right shoulder and, where space is available, C-010-R
signs are placed on the left or median shoulder.
The UNEVEN PAVEMENT ENDS C-016 sign is be used to
mark the end of an uneven section of pavement.

Traffic Management Manual for Work on Roadways 2020 B-25

Appendix B.2: Standard Construction Signs - Sizes and Applications

C-011 Grooved Pavement

C-011-T Median and Shoulders Tab

Sign sizes The GROOVED PAVEMENT C-011 sign should be used in

(mm) advance of sections of milled pavement (and as required
for confirmation throughout) which affects the handling of
C-011 vehicles.
(750 x 750)
The MEDIAN AND SHOULDERS C-011-T tab may be used
C-011-xx with the C-011 sign only where the grooved pavement
C-011 (1200 x 1200) condition is found on the median and shoulders and not in the
travel lane(s).

C-011-T
(600 x 300)

C-011-Txx
C-011-T (900 x 450)

C-012 Soft Shoulder

Sign sizes The SOFT SHOULDER C-012 sign should be used in

(mm) advance of a section of shoulder that is either newly laid and
not compacted or so softened by weather or other conditions
C-012 that it presents a hazard to vehicles pulling off the travelled
(750 x 750) roadway.

C-012 C-012-x If the soft shoulder condition is extensive, confirmatory C-012

(900 x 900) signs may be required.

C-013 Low Shoulder on Left/Right

Sign sizes The LOW SHOULDER ON LEFT/RIGHT C-013 sign should be

(mm) used on unfinished paving projects where the shoulders have
not been brought up to the level of the new pavement and the
C-013-LR drop-off is potentially hazardous.
(750 x 750)
• The C-013-R sign is erected on the right side of
the roadway in advance of a low shoulder.
C-013-LRxx
C-013-LR (1200 x 1200) • Where traffic is required to use the left side of a roadway
with a low shoulder, a C-013-L sign is erected on the left
shoulder.

Traffic Management Manual for Work on Roadways 2020 B-26

Appendix B.2: Standard Construction Signs - Sizes and Applications

C-014 Fresh Oil

Sign sizes The FRESH OIL C-014 sign should be used to warn drivers
(mm) of freshly sprayed liquid asphalt (prime or tack coat) on
the road surface on paving, extensive machine patching,
C-014 and seal coating projects. Asphalt can be slippery until it has
(750 x 750) cured, and the work may damage other vehicles.

C-014-x Even after the spray has cured, C-014 signs should be
(900 x 900) retained until the sprayed area has been covered with new
C-014 pavement or a sand/chip seal coat.

The C-014 sign is placed in advance of the sprayed area

and repeated at intervals for confirmation throughout long
sections.

If a cured sprayed section is to remain exposed when work is

not in progress, C-014 signs should be augmented with
SLIPPERY WHEN WET C-141 signs to warn of potentially
increased slipperiness in the event of rain.

Traffic Management Manual for Work on Roadways 2020 B-27

Appendix B.2: Standard Construction Signs - Sizes and Applications

C-015 Loose Gravel

Sign sizes The LOOSE GRAVEL C-015 sign should be placed in

(mm) advance of a loose gravel condition that is potentially
hazardous.
C-015
(750 x 750) It may also be required at intervals throughout the length
of roadway on which the condition exists, especially in
C-015-x advance of curves.
(900 x 900)
C-015 Examples of scenarios in which the C-015 sign may be
required include:
• freshly-graded gravel roads
• sections of new, unswept chip seal coat
• areas where gravel has been deposited
on the pavement edge by shouldering
• construction areas with uncompacted gravel

C-016 Uneven Pavement Ends

Sign sizes The UNEVEN PAVEMENT ENDS C-016 sign should be used
(mm) to mark the end of an uneven section of pavement.

C-016 It is typically used on paving jobs in conjunction with one of the

(600 x 600) following signs:
• C-007 Broken Pavement
C-016-x
C-016 (900 x 900) • C-010-LR Uneven Pavement on Left/Right
• C-011 Grooved Pavement
• C-013-LR Low Shoulder on Left/Right
• C-017 Bump or Rough Roadway Ahead
Note: The positioning of C-016 and other signs requires
frequent adjustment as paving progresses.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-017 Bump, Rough Roadway, or Steel Plate

Sign sizes The BUMP OR ROUGH ROADWAY C-017 sign should be

(mm) used to warn of sharp changes in the road profile that are
sufficiently abrupt to create a potentially hazardous condition,
C-017-1 and in advance of temporary rumble strips.
(750 x 750)
This sign should replace the TEMPORARY SLOW C-090
C-017-1x marker in advance of short potholed sections, frost heaves, fill
(900 x 900) settlements, etc. when the hazards are unlikely to be removed
promptly.
C-017-1xx
C-017-1
(1200 x 1200) The STEEL PLATE C-017-2b sign should be used to warn
motorists of a steel plate on the road surface and to exercise
caution when travelling over the steel plate as there may be an
C-017-2A uneven surface.
(750 x 750)
The STEEL PLATE AHEAD C-017-a sign may be used in
C-017-2Ax conjunction with the STEEL PLATE C-017-2b sign to provide
(900 x 900) additional warning.
C-017-2Axx The STEEL PLATE LEFT C-017-3l or STEEL PLATE RIGHT
C-017-2A (1200 x 1200) C-017-3r signs may be used in place of, or in conjunction of
the STEEL PLATE C-017-2b sign to better indicate the
location of the steel plate.
C-017-2B
(750 x 750)

C-017-2Bx
(900 x 900)

C-017-2Bxx
C-017-2B (1200 x 1200)

C-017-3L
(750 x 750)

C-017-3Lx
(900 x 900)

C-017-3Lxx
C-017-3L (1200 x 1200)

C-017-3R
(750 x 750)

C-017-3Rx
(900 x 900)

C-017-3Rxx
C-017-3R (1200 x 1200)

Traffic Management Manual for Work on Roadways 2020 B-29

Appendix B.2: Standard Construction Signs - Sizes and Applications

C-018 Series Construction Ahead

Sign sizes
(mm) • The CONSTRUCTION AHEAD C-018-1A sign should be
erected in the advance warning area on long duration
C-018-1A work, typically no further than one kilometre in advance of
(750 x 750) the work activity area.

C-018-1Axx • The CONSTRUCTION AHEAD – 2 km C-018-2A

C-018-1A (1200 x 1200) sign may be used for long-duration work zones on
roadways where the normal speed limit is 70 km/h
or higher to extend the advance warning.
C-018-2A
(750 x 750) • The ROAD WORK AHEAD C-018-3A sign or
ROAD SURVEY AHEAD C-018-4A sign may be erected in
C-018-2Axx advance warning areas for short-duration work instead
(1200 x 1200) of—or in addition to—the CREW WORKING AHEAD C-
C-018-2A 004 sign or SURVEY CREW WORKING AHEAD C-003
sign.

C-018-3A • The SHOULDER WORK AHEAD C-018-6A sign and the

(750 x 750) SHOULDER WORK C-018-7 sign may be used in
advance of short-duration work on a shoulder as a
C-018-3Axx supplement to the C-004 sign or vehicle lights.
(1200 x 1200) For long-duration work on a shoulder, the SHOULDER
C-018-3A WORK AHEAD C-018-6A sign may be used instead of the
CONSTRUCTION AHEAD C-018-1A sign.
C-018-4A
(750 x 750) • For work in progress, the SHOULDER WORK C-018-7
sign may be positioned at the beginning of the shoulder
C-018-4Ax taper in advance of the work.
(900 x 900)
continued 
C-018-4A
C-018-6A
(750 x 750)

C-018-6Ax
(900 x 900)

C-018-6Axx
(1200 x 1200)
C-018-6A

C-018-7
(750 x 750)

C-018-7x
(900 x 900)

C-018-7xx
C-018-7
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-018 Series Construction Ahead (continued)

Sign sizes • The CONSTRUCTION AHEAD C-018-8L and C-018-8R

(mm) signs may be used when the construction zone is at or
near an intersection.
C-018-8L
(750 x 750) If there is a need to place the CREW WORKING C-004
sign or the CONSTRUCTION AHEAD C-018-1A sign on
C-018-8Lx roadways other than the one where the work area is,
(900 x 900) especially in urban conditions, the CONSTRUCTION
C-018-8L AHEAD C-018-8L and C-018-8R signs may be used in
C-018-8Lxx place of the CREW WORKING C-004 sign or the
(1200 x 1200) CONSTRUCTION AHEAD C-018-1A sign.

If used, CONSTRUCTION AHEAD C-018-8L and C-018-

C-018-8R 8R signs should be placed in advance of the intersection
(750 x 750) to inform drivers of where the work area is, and whether or
not it will be on their desired route. These signs should be
C-018-8Rx placed in a location upstream of the adjacent intersection
(900 x 900) so as not to confuse drivers which street the construction
C-018-8R is on.
C-018-8Rxx
(1200 x 1200) • The CENTRELINE WORK AHEAD C-018-8A sign and the
CENTRELINE WORK C-018-9 sign may be used in
advance of centreline short-duration work as a
C-018-8A supplement.
(750 x 750)
For long-duration work on the centreline, the
C-018-8Ax CENTRELINE WORK AHEAD C-018-8A sign may be
(900 x 900) used instead of the CONSTRUCTION AHEAD C-018-1A
C-018-8A
sign.

C-018-9
(750 x 750)

C-018-9x
(900 x 900)
C-018-9

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-019 Series Motorcycle Rough Surface

Sign sizes The MOTORCYCLE ROUGH SURFACE C-019 sign should be

(mm) used when construction activity has created a rough or
irregular riding surface (e.g., a temporary gravel surface,
C-019 scarified or milled asphalt, etc.).
(750 x 750)
Whenever a temporary gravel surface is present, the GRAVEL
C-019-x SURFACE C-019-T tab should be used in conjunction with the
C-019 (900 x 900) C-019 sign.

C-019-T
(600 x 300)

C-019-T C-019-Tx
(750 x 400)

C-020 Series One Way Arrow

Sign sizes The ONE WAY ARROW C-020 series signs indicates to
(mm) motorists that a road is restricted to travel in only one direction.

C-020-1LR The text “ONE WAY” may be added within the arrow, as
(900 x 300) shown in the C-020-2L and C-020-2R signs. This is the
Ministry’s preferred option as it is in wide use throughout North
C-020-1LR C-020-1LRx America and is well recognized by road users.
(1200 x 400)

C-020-2L
(900 x 300)

C-020-2L C-020-2Lx
(1200 x 400)

C-020-2R
(900 x 300)

C-020-2R C-020-2Rx
(1200 x 400)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-022 Advisory Speed Tab

Sign sizes The ADVISORY SPEED C-022 tab may be used with
(mm) construction signs to indicate the maximum advisory speed
around a curve or through a hazard.
C-022
(600 x 600) This tab should never be used as a standalone device.

C-022-x The C-022 tab should be mounted below the sign it

C-022 (750 x 750) supplements, with the bottom edge of the tab at least 1.2
metres above the travelled roadway edge.
C-022-xx
(900 x 900) Except in emergencies, C-022 tabs should not be erected
until a suitable speed has been determined by applying an
accepted engineering analysis.

The C-022 tab is only used when traffic must slow at least 20
km/h below the normal speed limit.

C-024 Advisory Distance Tab

Sign sizes The ADVISORY DISTANCE C-024 tab may be used below
(mm) construction signs when the distance over which the warning
is in effect is 2 kilometres or more.
C-024
(600 x 600) The C-024 tab should be mounted below the sign it
supplements, with the bottom edge of the tab at least 1.2
C-024-x metres above the travelled roadway edge.
C-024 (750 x 750)

C-024-xx
(900 x 900)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-027 Traffic Control Paddle

Sign sizes The TRAFFIC CONTROL PADDLE C-027 is used by Traffic

(mm) Control Persons to control traffic.

C-027 See Section 5: Traffic Control Persons and Part 18 of

(400 x 400) WorkSafeBC’s Occupational Health and Safety Regulations
for approved methods of using the paddle and associated
C-027 devices.

When it is to be used for an extended period, the handle can

be extended by fitting a dowel approximately 2.5 cm in
diameter and 1.3 metres long into the short handle, thereby
allowing the Traffic Control Person to display the paddle
comfortably at the recommended height.

If only the message on one side of the paddle is required,

the message on the other side is covered or shielded to
avoid showing an inappropriate message to drivers
approaching from the opposite direction.

LED lights matching the colour of the sign face may be used
around the perimeter of the sign. These lights should be
steady burn but may flash at 60 Hz.

C-028 Proceed only when Directed

Sign sizes The PROCEED ONLY WHEN DIRECTED C-028 sign

(mm) should be used when a partially controlled work zone or
a pilot car system is in place.
C-028
(600 x 450) The C-028 sign should accompany one of these signs:
• C-001-1 Traffic Control Person Ahead
C-028 C-028-xx
(900 x 600) • C-029 Prepare To Stop
• C-049 Follow Pilot Car

C-029 Prepare to Stop

Sign sizes The PREPARE TO STOP C-029 sign should be used

(mm) in advance of these signs to give additional notice:
• C-001-1 Traffic Control Person Ahead
C-029
(750 x 750) • C-111 Stop Ahead
• C-112 Signal Ahead
C-029 C-029-xx
• R-056-1 Yield to Oncoming Traffic
(1200 x 1200)
The C-029 sign must never be used alone to warn of
a hazard.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-030 Series Roadway/Lane Closed

Sign sizes • The CENTRE LANE CLOSED AHEAD C-030-1A

(mm) and CENTRE LANE CLOSED C-030-2 signs are used
advance of a centre lane closure where approaching traffic
C-030-1A is directed to the right or left of a work zone in the centre
(750 x 750) lane.

C-030-1Axx The upstream C-030-1A sign may also display a bottom-

C-030-1A (1200 x 1200) mounted C-130-T distance tab indicating the distance to
the beginning of the lane closure taper.

C-030-2 If space is available in the median, secondary C-030-1A

(750 x 750) and C-030-2 signs should be erected in the median across
from the shoulder signage.
C-030-2xx
(1200 x 1200) • The LEFT LANE CLOSED C-030-3A sign and the RIGHT
C-030-2 LANE CLOSED C-030-4A sign may be used in addition to
the LANE CLOSURE C-130-L/R signs to provide
additional advance notice of a lane closure.
C-030-3A
(750 x 750) The C-030-3A and C-030-4A signs may also be used
to indicate a lane closure in complex lane arrangements
C-030-3Axx where the graphical C-130-L/R signs may not be
(1200 x 1200) sufficiently clear.
C-030-3A
• The LEFT/RIGHT TWO LANES CLOSED C-030-5A sign
may be used in advance of, and in addition to, C-130-L/R
C-030-4A signs to inform drivers that there are two lane closures
(750 x 750) ahead.

C-030-4Axx The C-030-5A sign provides drivers with advance warning

(1200 x 1200) that two lanes are closed ahead. Lane closures should be
established one at a time with adequate tangent length
C-030-4A
between lane closure tapers.

continued 
C-030-5AL
(750 x 750)

C-030-5ALxx
(1200 x 1200)
C-030-5AL

C-030-5AR
(750 x 750)

C-030-5ARxx
(1200 x 1200)
C-030-5AR

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-030 Series Roadway/Lane Closed (continued)

Sign sizes • The ROAD CLOSED C-030-6A sign and ONE LANE
(mm) ROAD C-030-7A sign provide advance notice of a
complete or partial road closure ahead.
C-030-6A
(750 x 750) The C-030-7A sign is applicable only to a two-lane,
two-way roadway. It is typically followed by a single lane
C-030-6A C-030-6Axx alternating traffic setup or a “yield to oncoming traffic”
(1200 x 1200) situation.

The C-030-6A and the C-030-7A should typically be

positioned following the CREW WORKING AHEAD C-004
C-030-7A sign or the CONSTRUCTION AHEAD C-018-1A sign.
(750 x 750)
• The SINGLE LANE TRAFFIC C-030-8 sign should be
C-030-7Axx used in advance of work activity areas on two-lane, two-
(1200 x 1200) way roadways where the usable roadway width has been
C-030-7A reduced, and where traffic in both directions is therefore
restricted to the alternating use of a single lane.

continued 
C-030-8
(750 x 750)

C-030-8xx
(1200 x 1200)
C-030-8

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-030 Series Roadway/Lane Closed (continued)

Sign sizes • The LEFT TWO LANES CLOSED C-030-14 sign may be
(mm) used in advance of a closure of the left two lanes where
there are three or more lanes per direction.
C-030-14
(750 x 750) It should typically be applied in advance of the first LANE
CLOSED AHEAD C-130 sign with a bottom-mounted tab
C-030-14x indicating the distance to the beginning of the first lane
(900 x 900) closure taper.
C-030-14
C-030-14xx This sign provides drivers with advance warning that two
(1200 x 1200) lanes are closed ahead. Lane closures should be
established one at a time with adequate tangent length
between lane closure tapers.

C-030-15 Where adequate space is available on the left or median

(750 x 750) side, the signing should be repeated on the median across
from the shoulder signage.
C-030-15x
(900 x 900) • The RIGHT TWO LANES CLOSED C-030-15 sign may be
used in advance of a closure of the right two lanes where
C-030-15xx there are three or more lanes per direction.
C-030-15 (1200 x 1200)
It should typically be applied in advance of the first LANE
CLOSED AHEAD C-130 sign with a bottom-mounted tab
indicating the distance to the beginning of the first lane
closure taper.

This sign provides drivers with advance warning that two

lanes are closed ahead. Lane closures should be
established one at a time with adequate tangent length
between lane closure tapers.

Where adequate space is available on the left or median

side, the signing should be repeated on the median across
from the right shoulder signage.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-031 Oncoming Traffic

Sign sizes The ONCOMING TRAFFIC C-031 sign should be used where
(mm) the normal traffic pattern has been changed such that there
may be unexpected oncoming traffic.
C-031
(750 x 750) For example, it may be used for a median crossover, or when
traffic is directed to travel in an oncoming lane.
C-031 C-031-x
(900 x 900)

C-032 Reduce Speed

Sign sizes The REDUCE SPEED C-032 sign may be used in conjunction
(mm) with LANE CLOSED C-030 and C-130 signs in the advance
warning area on multilane highways where the speed limit
C-032 is 70 km/h or higher.
(750 x 750)
It is not required where a Construction Speed Zone has
C-032 C-032-xx been established, but can be useful in slowing traffic without
(1200 x 1200) imposing a lower legal speed limit.

C-033 and C-034 Blasting Zone

Sign sizes The BLASTING ZONE C-033 and C-034 signs should be
(mm) used on all occasions when blasting is carried out in the
vicinity of a public roadway.
C-033
(600 x 750) The signs should be positioned as follows:
• The C-033 sign is placed at least 500 metres in advance
C-033-x
of the blasting zone.
C-033 (750 x 900)
• The C-034 sign is placed 300 metres beyond the blasting
area.
C-034
(600 x 600) The C-033 and C-034 signs should be removed or covered
immediately after a set of charges has been exploded,
C-034-x and should not be displayed again until just before the
(750 x 750) commencement of further drill-hole loading.
C-034

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-035 Construction Project

CONSTRUCTION PROJECT C-035 signs must be erected for capital rehabilitation and
expansion projects with an approximate value of $500,000 or greater. They may also be
erected for a smaller project if its construction duration is expected to be longer than two
months and the project is located in a high-traffic area.

The Project Manager is responsible for:

• Ordering the C-035 signs from a sign manufacturer
• Providing the appropriate project information to be applied to the signs
• Arranging delivery to the Prime Contractor.
For federal C-035 signs, the project manager must contact Government Communications and
Public Engagement (GCPE) who will liaise with the federal government to provide the bilingual
information required for project signs.
C-035 signs should be erected prior to the commencement of a project.

For provincial projects, the sign information must specify:

• Project Name
• Project Description
• Expected Completion Date (by season) - e.g., Complete: Summer 2020
• Full Project Value - e.g., Value $8.8 Million

For federal-provincial partnership projects, the sign information must specify (in both English
and French):
• Project Name
• Full Project Value - e.g., $0.5 M
• Expected Completion Date (by season) - e.g., Complete: Fall 2018

The C-035 sign fabrication records for manufacturing purposes are available at:
https://www2.gov.bc.ca/gov/content/transportation/transportation-
infrastructure/engineering-standards-guidelines/traffic-engineering-safety/traffic-signs-
markings

The C-086-1 or C-086-2 “End of Project” sign should be erected just beyond the project’s “limit
of construction”.

At the completion of the project, the C-035-CMP “Completed” tab is to be applied to the
C-035 sign. The sign and tab should remain installed for no longer than six months after
completion of the project at which time, weather dependent, the signs and tabs should be
removed from the right-of-way. The “Completed” tab may be stored and re-used if it remains in
good condition.

Policy information and sign design for the C-035 sign are updated frequently so Project
Managers should check the Ministry’s current technical circulars for updated information:
https://www2.gov.bc.ca/gov/content/transportation/transportation-
infrastructure/engineering-standards-guidelines/technical-circulars

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-036 Slow Moving Vehicle

Sign sizes In accordance with Sections 7B.01 to 7B.04 of the Motor

(mm) Vehicle Act Regulation, the SLOW MOVING VEHICLE C-036
marker is displayed temporarily on the rear of any vehicle or
C-036 mobile equipment employed in a work area and required to
(350 x 350 travel on a roadway at a speed of 40 km/h or less.
x 350)
C-036 This requirement applies to any vehicle involved in
continuously slow-moving road work.

When the vehicle is travelling at normal highway speeds, the

C-036 marker should be covered or removed.

The C-036 marker should also be displayed on the rear

of mobile equipment units involved in road work which is
incapable of moving consistently at speeds above 40 km/h. It
may be displayed permanently on these units.

The SLOW MOVING VEHICLE C-036 marker must be

mounted in the orientation shown, as close as possible to the
rear/centre of the unit, and 90 to 150 cm above ground level.

C-037 Series Wet Paint and Wet Paint – Keep Off

Sign sizes The WET PAINT C-037-1 and WET PAINT – KEEP OFF
(mm) C-037-2 signs may be used in areas where road markings
have been applied to advise that wet paint has been applied to
C-037-1 C-037-1 the roadway and drivers should refrain from driving on the
(600 x 200) freshly-painted lines.

C-037-2
(600 x 300)
C-037-2

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-038 Truck Stopped on Road Next 2 km

Sign sizes The TRUCK STOPPED ON ROAD NEXT 2 km C-038 sign

(mm) should be used in advance of intermittently-moving work such
as crack sealing, temporary patching, Benkleman
C-038 beam testing, retroreflective road stud installation, etc.
(750 x 750)
The maximum distance between two opposing C-038
C-038 C-038-xx signs should not exceed 2 kilometres.
(1200 x 1200)

C-039 Caution – This Truck Stops Frequently

Sign sizes The CAUTION – THIS TRUCK STOPS FREQUENTLY C-039

(mm) sign is a special-purpose sign that should be displayed on the
rear of vehicles involved with intermittently-moving work on an
C-039 open travel lane.
(750 x 300)
It should be removed or covered when work is not in progress.
C-039
C-039-x
(1525 x 600)

C-040D Prepare to Stop

Sign sizes The PREPARE TO STOP C-040D sign is a double-sided

(mm) plywood sign that may be mounted atop Benkleman beam
testing vehicles and other vehicles involved in intermittently-
C-040D moving work in a travel lane on a two-lane, two-way roadway.
C-040D (2440 x 915)
It should be lowered or removed when the vehicle is not
blocking the travel lane.

To address difficulties mounting the C-040D sign on some

types of vehicles, a squarer version may be used if the face
area and letter height are not compromised.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-041-xx Road Marking

Sign sizes The ROAD MARKING C-041 sign is a double-sided sign.

(mm)
The ROAD MARKING IN PROGRESS side of the C-041
C-041-xx sign should face approaching traffic in advance of
(1200 x 1200) conventional pavement marking operations on two-lane,
two-way rural roads (see Section 14.8: Conventional
Long-Line Marking – Multilane Roadway and Section 14.9:
Left-Turn Arrow Marking).
C-041-xx
The WET PAINT side of the C-041 sign should be
displayed towards traffic approaching freshly painted lines
that have been marked with traffic cones.

The maximum distance shown on the sign should be 10

kilometres.

C-042 Series Pass This Side / Traffic Control Person Operating

Sign sizes The PASS THIS SIDE C-042-LR sign should be displayed
(mm) on the rear of paint trucks and shadow vehicles, or as
required on other vehicles involved in a pavement-marking
C-042-LR operation where a flashing arrow board (FAB) in arrow
(900 x 600) mode is unavailable or not used.
C-042-LR
It is also available with a TRAFFIC CONTROL PERSON
OPERATING C-042-SLR sign displayed on the reverse
C-042-SLR side of the C-42-LR sign.
(900 x 600)
The C-042-SLR sign is to be displayed on the rear of the
paint truck when a Traffic Control Person is controlling
C-042-SLR traffic from the back of that truck.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-043 Caution – Paint Spray Truck Ahead

Sign sizes The CAUTION – PAINT SPRAY TRUCK AHEAD C-043 sign
(mm) should be displayed on the front of an escort vehicle that is
preceding a working paint truck.
C-043
(1200 x 900) The escort vehicle may straddle the line to be painted, thereby
C-043 forcing opposing traffic away from the paint truck and
minimizing collision risk and overspray problems.

C-044-xx Slow Vehicle Next X km

Sign sizes The SLOW VEHICLE NEXT X km C-044-xx sign should be

(mm) used in advance of continuously slow-moving work—such as
hydro-seeding, flushing, sweeping, etc.—where a travel lane is
C-044-xx or may be obstructed.
(1200 x 1200)
The maximum distance between two opposing C-044-xx signs
C-044-xx should not exceed 8 kilometres.

C-045 Slow Vehicle(s) Ahead

Sign sizes When a shadow vehicle on the shoulder follows a work vehicle
(mm) involved in continuously slow-moving work, the SLOW
VEHICLE(S) AHEAD C-045 sign or another appropriate sign
C-045-1A should be displayed prominently on the rear of the shadow
(750 x 750) vehicle. Examples of other signs are:
• C-072 Grader Working
C-045-1Axx
C-045-1A (1200 x 1200) • C-074 Mower Working
• C-076 Sweeper Working

The SLOW VEHICLES AHEAD C-045-2A sign should be

C-045-2A displayed downstream of the initial ROAD MARKING C-041
(750 x 750) sign for two-lane, two-way operations.

C-045-2Axx Confirmatory ROAD MARKING C-041 and C-045-2A signs

(1200 x 1200) should also be displayed alternately at intervals throughout a
C-045-2A road-marking work zone.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-046 No Road Lines

Sign sizes The NO ROAD LINES C-046 sign should be used if a roadway
(mm) that would normally have pavement markings has none.

C-046 If there are temporary markings in place, the TEMPORARY

(750 x 750) ROAD LINES/PAVEMENT MARKINGS C-047 sign should be
used instead.
C-046-x
(900 x 900) These scenarios typically occur in work zones that involve
C-046 paving, seal coating, milling, centreline crack sealing, etc.

If the section without permanent pavement markings is more

than 2 kilometres long, an ADVISORY DISTANCE C-024 tab
may be mounted below the C-046 or C-047 sign.

C-047 Series Temporary Road Lines/Pavement Markings

Sign sizes The TEMPORARY ROAD LINES C-047-1 sign should be used
(mm) where temporary markings are used to replace longitudinal
lines.
C-047-1
(750 x 750) The TEMPORARY PAVEMENT MARKINGS C-047-2 sign
may be more appropriate at intersections and at other complex
C-047-1 C-047-1x locations where the temporary markings represent more than
(900 x 900) just longitudinal lines.

C-047-2
(750 x 750)

C-047-2x
(900 x 900)
C-047-2

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-048-1-DS Pilot Car / Pilot Car – Do Not Pass

Sign sizes The PILOT CAR / PILOT CAR – DO NOT PASS

(mm) C-048-1-DS sign is a double-sided sign.

C-048-1-DS It should be mounted atop the pilot vehicle, with the PILOT
(1200 x 900) CAR message facing forward and the PILOT CAR – DO
C-048-1-DS NOT PASS message facing backward.

The C-048-1-DS sign must be removed or folded down

whenever the vehicle is not piloting traffic.

C-048-2 Pilot Car

Sign sizes The PILOT CAR C-048-2 sign should be mounted above a
(mm) pilot vehicle that is piloting vehicles through construction
zones.
C-048-2
C-048-2 (1830 x 305) This sign may be used instead of the PILOT CAR / PILOT
CAR – DO NOT PASS C-048-1-DS sign, and used in one
of two ways:
• If it is to be used as a double-sided sign, the sign
should be mounted atop of the pilot vehicle with the
message displayed so that it is clear and visible from
both the front and the rear.
• If it is to be used as a back-lit sign, the sign material
must allow light to pass through it so that it can be
easily read in low-light and night applications.

The sign should be removed or folded down whenever the

vehicle is not piloting traffic.

C-049 Follow Pilot Car

Sign sizes The FOLLOW PILOT CAR C-049 sign should be placed in
(mm) advance of work where traffic is piloted through a work
activity area.
C-049
(750 x 750) It is also used intermittently through the work area as
a reminder and warning to drivers who may be unable
C-049-x to see the pilot car because they are in a long platoon of
C-049 (900 x 900) vehicles.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-050 Workers Below

Sign sizes The WORKERS BELOW C-050-1 and C-050-2 signs should
(mm) be used to indicate that workers are present below the main
travelling surface.
C-050-1
(600 x 600) These signs may be used for bridge or overpass/underpass
applications, and in other situations in which workers are
C-050-1 C-050-1x below the highway elevation and not visible to passing
(900 x 900) motorists.

Either version of the sign may be used to indicate workers

C-050-2 below. Typically, the C-050-2 sign is used as a standalone
(750 x 750)* sign and the C-050-1 sign is used as a tab below another sign.

C-050-2x
(900 x 900)*
C-050-2

C-051 Bridge Repair

Sign sizes The BRIDGE REPAIR C-051 sign may be used instead of the
(mm) CREW WORKING AHEAD C-004 sign and the
CONSTRUCTION AHEAD C-018 sign.
C-051
(750 x 750) It may also be used in advance of bridge repair projects when
the structure is still open to traffic on a restricted basis.
C-051-x
C-051 (900 x 900)

C-052 Roadside Diversion Ahead

Sign sizes A roadside diversion is a “mini-detour”—usually adjacent to the

(mm) normal route—by which traffic is diverted around a short work
activity area. The transition away from and back to the normal
C-052-L route should not be abrupt.
(750 x 750)
The ROAD SIDE DIVERSION AHEAD C-052-L/R sign should
C-052-Lxx be used in advance of the diversion to indicate the path
C-052-L (1200 x 1200) for drivers to follow. Diversions can involve both lanes of
a two-lane, two-way roadway or a one- or two-lane section on
a multilane highway.
C-052-R
(750 x 750) In the latter case, if the multilane highway is divided and space
is available for a sign in the median, C-052 signs should be
C-052-Rxx placed on both sides of the roadway approaching the
(1200 x 1200) diversion.
C-052-R

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-053 Lane Closure Arrow

Sign sizes The LANE CLOSURE ARROW C-053 sign may replace a
(mm) flashing arrow board to indicate the closure of a lane on a low-
speed roadway. The C-053 sign are also be used for lane
C-053 shifts on multi-lane roadway.
(750 x 750)
It is positioned just inside the closed-off area at the beginning
C-053-xx of the lane closure taper, and should be mounted high enough
(1200 x 1200) above the taper devices to be seen clearly by approaching
C-053 drivers.

The sign is oriented with the arrow pointing 45 degrees above

horizontal, in the direction of the shift.

For a short-duration work activity area in the centre of a two-

lane, two-way roadway where traffic moving in both directions
is required to pass the site on the right, and flashing arrow
boards (FABs) are not required, a C-053 sign may be provided
for one or both directions if the intended paths for drivers are
not self-evident.

C-057 Avalanche Control

Sign sizes The AVALANCHE CONTROL C-057 sign should be used

(mm) in advance of road closures for avalanches and avalanche
control works.
C-057
(750 x 750) All signs relating to avalanche closures must be removed
or covered when not required.
C-057-x
C-057 (900 x 900)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-058 Series Emergency Scene

Emergency Scene C-058 series signs may be used in place of
Sign sizes CREW WORKING AHEAD C-004 or CONSTRUCTION
(mm) AHEAD C-018-1A signs when emergency personnel or first
responders are responding to an incident.
C-058-1A
(750 x 750) • The ACCIDENT SCENE AHEAD C-058-1A sign may be
used for motor vehicle incidents and recovery operations
C-058-1Ax that could affect the normal movement of traffic. The C-
(900 x 900) 058-1A sign may also be used by emergency services
personnel. This is the sign most frequently used by
C-058-1A C-058-1Axx Ministry maintenance contractors.
(1200 x 1200)
The ACCIDENT SCENE C-058-1B sign may be used in
conjunction with the ACCIDENT SCENE AHEAD C-058-
C-058-1B 1A sign to provide additional warning for motor vehicle
(750 x 750) incidents and recovery operations. This is the sign most
frequently used by Ministry maintenance contractors.
C-058-1Bx
(900 x 900) • The EMERGENCY SCENE AHEAD C-058-2A sign may
be used when there are first responders at an emergency
C-058-1B C-058-1Bxx scene, such as if there is a collision, fire, or vehicle
(1200 x 1200 breakdown. This is the sign most frequently used by
police, fire and ambulance.

C-058-2A The EMERGENCY SCENE C-058-2B sign may be used in

(750 x 750) conjunction with the EMERGENCY SCENE AHEAD C-
058-2A sign to provide additional warning of the
C-058-2Ax emergency scene ahead and to expect first responders.
(900 x 900) This is the sign most frequently used by police, fire
and ambulance.
C-058-2A C-058-2Axx
(1200 x 1200) Signs in the C-058 series may be orange or fluorescent pink.

See Section 19.8 Emergency Response for how these signs

C-058-2B should be used.
(750 x 750)
Figure 19.8 Emergency Response shows a recommended
C-058-2Bx setup when responding to emergency situations. It uses
(900 x 900) ACCIDENT SCENE AHEAD C-058-1A and ACCIDENT
SCENE C-058-1B signs, which represent the most commonly
C-058-2B C-058-2Bxx used signs for emergency situations. Any of the other signs in
(1200 x 1200) this series may be used as alternatives to better represent the
situation.

continued 

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-058 Series Emergency Scene (continued)

Sign sizes • The EMERGENCY INCIDENT AHEAD C-058-3A sign may

(mm) be used when there are first responders at an emergency
incident. This is the sign most frequently used by
C-058-3A police or HAZMAT responders.
(750 x 750)
The EMERGENCY INCIDENT C-058-3B sign may be
C-058-3Ax used in conjunction with the EMERGENCY INCIDENT
(900 x 900) AHEAD C-058-3A sign to provide additional warning of the
emergency incident ahead. This is the sign most
C-058-3A C-058-3Axx frequently used by police or HAZMAT responders.
(1200 x 1200)
• The POLICE INCIDENT AHEAD C-058-4A sign may be
used when there are peace officers at a police incident.
C-058-3B This is the sign most frequently used by police.
(750 x 750)
The POLICE INCIDENT C-058-4B sign may be used in
C-058-3Bx conjunction with the POLICE INCIDENT AHEAD C-058-4A
(900 x 900) sign to provide additional warning of the police incident
ahead. This is the sign most frequently used by police.
C-058-3B C-058-3Bxx
(1200 x 1200) Signs in the C-058 series may be orange or fluorescent pink.

See Section 19.8 Emergency Response for how these signs

C-058-4A should be used.
(750 x 750)
Figure 19.8 Emergency Response shows a recommended
C-058-4Ax setup when responding to emergency situations. It uses
(900 x 900) ACCIDENT SCENE AHEAD C-058-1A and ACCIDENT
SCENE C-058-1B signs, which represent the most commonly
C-058-4A C-058-4Axx used signs for emergency situations. Any of the other signs in
(1200 x 1200) this series may be used as alternatives to better represent the
situation.

C-058-4B
(750 x 750)

C-058-4Bx
(900 x 900)

C-058-4Bxx
C-058-4B (1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-059 Road Flooded / Washout

Sign sizes The ROAD FLOODED C-059-1 sign should be used where
(mm) water extends into the travelled roadway.

C-059-1 The WASHOUT C-059-2 sign should be used where part of

(750 x 750) the shoulder or part of the roadway has washed out. There
may still be sufficient width for two vehicles to pass safely at a
C-059-1x reduced speed. Where the washout has encroached far
C-059-1 (900 x 900) enough to require the closure of a lane, additional traffic
control will be required.

C-059-2
(750 x 750)

C-059-2x
(900 x 900)
C-059-2

C-061 Closed

Sign sizes The CLOSED C-061 tab may be installed below a runaway or
(mm) exit guide sign for a runaway lane or exit ramp that is closed
and unavailable for use.
C-061
C-061 (750 x 300) See C-062 below if additional signage is needed for advance
locations leading to runaway lanes and exit ramps.
C-061-x
(900 x 350)

C-061-xx
(1200 x 450)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-062 Exit Closed

Sign sizes The EXIT CLOSED C-062 banner may be used on advance
(mm) signing for a runaway lane or exit ramp that is closed and
unavailable for use.
C-062
(1220 x 300) The banner may be overlaid across the advance signing,
C-062 typically at a 45-degree angle, to indicate the closure.
C-062-x
(1444 x 350)

C-062-xx
(1905 x 450)

C-063 Traffic Pattern Changed

Sign sizes The TRAFFIC PATTERN CHANGED C-063 sign should

(mm) be used in advance of a work zone after the completion of
construction to advise drivers of significant traffic pattern
C-063 changes where:
(750 x 750)
• the travel path has been altered;
C-063-xx • lanes have been added or removed; and/or
C-063 (1200 x 1200) • traffic control has been changed at an intersection (e.g.,
signal added, two-way stop changed to four-way stop).

The C-063 sign typically remains in place for three months

following the change.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-064 Signal Operation Changed

Sign sizes The SIGNAL OPERATION CHANGED C-064 sign should be

(mm) used in advance of the work zone after the completion
of construction to advise drivers that the operation of an
C-064 existing signalized intersection has been altered.
(750 x 750)
Examples may include the addition of protected left turns
C-064-xx or other changes to the signal phasing.
(1200 x 1200)
C-064 The C-064 sign typically remains in place for three months
following the change.

Note: The use of this sign requires the approval of the Road
Authority.

C-066 Signal Out of Order

Sign sizes The SIGNAL OUT OF ORDER C-066 sign should be used in
(mm) advance of an intersection where an existing signal has
temporarily been set to flash or turned off because of
C-066 construction activities.
(750 x 750)
If traffic is still using the intersection, it should be controlled
C-066-xx and directed safely through the intersection by Traffic Control
C-066 (1200 x 1200) Persons or police officers.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-067 Runaway Lane Closed

Sign sizes The RUNAWAY LANE CLOSED C-067 sign should be used in
(mm) advance of any closure of a runaway lane.

C-067 The C-067 sign and XXX m AHEAD C-067-Tab distance tab
(750 x 750) should typically be positioned at least 200 metres or Distance
A—whichever is greater—in advance of the closed lane.
C-067-x
(900 x 900) Distance A values are those shown for Construction Sign
Spacing in Table B – Device Spacing Lengths—see Section
C-067 C-067-xx 6.6 or Appendix F.
(1200 x 1200)
The C-067 sign should be covered or removed as soon as
possible once the runaway lane is available again.
C-067-T
(450 x 600)

C-067-Tx
(600 x 750)
C-067-T
C-067-Txx
(750 x 900)

C-069 Barrier Removed

Sign sizes The BARRIER REMOVED C-069 sign should be used in

(mm) advance of locations where an existing median or roadside
barrier has been removed because of construction activity.
C-069
(750 x 750)

C-069 C-069-x
(900 x 900)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-070 Towing Operation

Sign sizes The TOWING OPERATION C-070-2 sign may be used during
(mm) tow truck recovery operations to warn drivers of the presence
of tow trucks and workers ahead.
C-070-1
(750 x 750) The TOWING OPERATION AHEAD C-070-1 or TOW TRUCK
AHEAD C-071-1 sign may be used in conjunction with the
C-070-1x TOW OPERATION C-070-2 sign to provide additional warning
(900 x 900) of tow truck recovery operations.

C-070-1 C-070-1xx See Section 19.1 Tow Truck Recovery Operations for
(1200 x 1200) additional guidance on tow truck recovery operations.

C-070-2
(750 x 750)

C-070-2x
(900 x 900)

C-070-2 C-070-2xx
(1200 x 1200)

C-071 Tow Truck

Sign sizes The TOW TRUCK C-071-2 sign may be used during towing
(mm) operations, or to indicate the presence of a tow truck ahead.

C-071-1 The TOW TRUCK AHEAD C-071-1 or TOWING OPERATION

(750 x 750) AHEAD C-070-1 signs may be used in conjunction with the
TOW TRUCK C-071-2 sign to provide additional warning.
C-071-1x
(900 x 900) See Section 19.1 Tow Truck Recovery Operations for
C-071-1 additional guidance on tow truck recovery operations.
C-071-1xx
(1200 x 1200)

C-071-2
(750 x 750)

C-071-2x
(900 x 900)

C-071-2 C-071-2xx
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-072 Grader Working

Sign sizes The GRADER WORKING C-072 sign should be used in

(mm) advance of a section where a grader is operating for roadway
or shoulder gravelling.
C-072
(750 x 750) Where a roadway (rather than a shoulder) is being graded, a
second C-072 sign should be erected to face opposing traffic
C-072-xx beyond the end of the section being graded (maximum
C-072 (1200 x 1200) 8 kilometres), and a YIELD TO ONCOMING TRAFFIC R-056-
1 sign should be displayed on the rear of the grader.

If the grading operation uses a shadow vehicle on the shoulder

behind the grader, the C-072 sign for traffic travelling in the
direction of the operation may be displayed conspicuously on
the rear of the shadow vehicle.

C-074 Mower Working

Sign sizes The MOWER WORKING C-074 sign should be used to

(mm) warn drivers that a mower is working adjacent to the roadway
and that the operator may encroach onto the shoulder—or
C-074 even into the travel lane if the shoulder is narrow—to avoid
(750 x 750) obstructions like culvert ends, sign posts, delineators, etc.

C-074-x This is continuously slow-moving work, as shown in

C-074 (900 x 900) Section 10: Traffic Control Layouts – Mobile Work.

The sign is not required if the mower is consistently working

well clear of the travelled roadway and shoulder.

If the mowing operation uses a shadow vehicle on the

shoulder behind the mower, the C-074 sign for traffic travelling
in the direction of the operation may be displayed
conspicuously on the rear of the shadow vehicle.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-076 Sweeper Working

Sign sizes The SWEEPER WORKING C-076 sign should be used in

(mm) advance of a section where a mechanical sweeper is being
used to clean a paved roadway or shoulder.
C-076
(750 x 750) This is continuously slow-moving work, as shown in
Section 10: Traffic Control Layouts – Mobile Work.
C-076-x
C-076 (900 x 900) Where a travel lane (rather than a shoulder) is being swept on
a two-lane, two-way roadway, a second C-076 sign should be
erected to face opposing traffic beyond the end of the section
being cleaned (maximum 8 kilometres), and a YIELD TO
ONCOMING TRAFFIC R-056-1 sign must be displayed on the
rear of the sweeper.

If the sweeping operation uses a shadow vehicle on the

shoulder behind the sweeper, the C-076 sign for traffic
travelling in the direction of the operation may be displayed
conspicuously on the rear of the shadow vehicle.

C-078 Snow Blower Ahead

Sign sizes The SNOW BLOWER AHEAD C-078 sign should be used in
(mm) advance of a section where a snow blower is being used.

C-078 This is continuously slow-moving work, as shown in

(750 x 750) Section 10: Traffic Control Layouts – Mobile Work.

C-078-x When the snow blower is on a two-lane, two-way roadway, a

C-078 (900 x 900) second C-078 sign should be erected to face opposing traffic
beyond the end of the section being cleaned (maximum 8
kilometres), and a YIELD TO ONCOMING TRAFFIC R-056-1
sign must be displayed on the rear of the snow blower.

If the snow blowing operation uses a shadow vehicle on the

shoulder behind the snow blower, the C-078 sign for traffic
travelling in the direction of the operation may be displayed
conspicuously on the rear of the shadow vehicle.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-079-1 Tree Work

Sign sizes The TREE WORK C-079-1B sign may be used in advance of a
(mm) section where tree work is being completed. This includes
landscaping of trees or tree falling work. It warns motorists of
C-079-1A the potential of debris and to exercise caution when driving
(750 x 750) through the landscaping or tree falling section.

C-079-1Ax The TREE WORK AHEAD C-079-1A sign may be used as a

(900 x 900) supplement to the TREE WORK C-079-1B sign for additional
C-079-1A warning of the work taking place.
C-079-1Axx
(1200 x 1200)

C-079-1B
(750 x 750)

C-079-1Bx
(900 x 900)

C-079-1B C-079-1Bxx
(1200 x 1200)

C-079-2 Utility Work

Sign sizes The UTLITY WORK C-079-2B sign may be used in advance of
(mm) a section where utility work is being completed. This includes
work being completed for, or by companies such as power,
C-079-2A gas, water, sewer, telecommunications, television, etc.
(750 x 750)
The UTILITY WORK AHEAD C-079-2A sign may be used as a
C-079-2Ax supplement to the UTILITY WORK C-079-2B sign for
C-079-2A (900 x 900) additional warning of the work taking place.

C-079-2Axx
(1200 x 1200)

C-079-2B
(750 x 750)

C-079-2Bx
(900 x 900)
C-079-2B
C-079-2Bxx
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-079-3 Landscape Work

Sign sizes The LANDSCAPE WORK C-079-3B sign may be used in

(mm) advance of a section where landscaping is being completed. It
warns motorists of the potential of workers close to the
C-079-3A travelled roadway, debris, and to exercise caution when
(750 x 750) driving through the landscaping section.

C-079-3Ax The LANDSCAPE WORK AHEAD C-079-3A sign may be used

(900 x 900) as a supplement to the LANDSCAPE WORK C-079-3B sign
C-079-3A for additional warning of the landscaping taking place.
C-079-3Axx
(1200 x 1200)

C-079-3B
(750 x 750)

C-079-3Bx
(900 x 900)

C-079-3B C-079-3Bxx
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-080-T Construction Speed Zone Tab

Sign sizes
Construction Speed Zones may be installed only with
(mm)
the approval of the Road Authority.
C-080-Ta
The CONSTRUCTION SPEED ZONE C-080-T tab, when
(600 x 300)
erected below the MAXIMUM SPEED AHEAD R-003
and MAXIMUM SPEED R-004 signs, establishes a legally
C-080-Tax
C-080-T lowered Construction Speed Zone.
(750 x 450)
These signs are normally post-mounted.
C-080-Taxx
(900 x 450)
Construction Speed Zones are generally established for
long-duration projects on which a reduction in the normal
C-080-Taxxx
speed limit is considered necessary.
(1220 x 610)
The SPECIAL EVENT SPEED ZONE C-080-Tb tab may be
used in place of a CONSTRUCTION SPEED ZONE C-080-Ta
C-080-Tb
tab if there is a special event taking place. Special events
(600 x 300)
(such as parades, races, fundraising events, and filming) are
characterized as events which have been given a Special
C-080-Tbx
C-080-Tb Event Permit by the Road Authority.
(750 x 450)
If there are any R-003 or R-004 signs showing the normal
C-080-Tbxx
maximum speed on the approach to, or within a Construction
(900 x 450)
Speed Zone or Special Event Speed Zone, they are covered
or removed whenever the lower speed limit is in effect.
C-080-Tbxxx
(1220 x 610)
The end of a Construction Speed Zone or Special Event
Speed Zone should be indicated by an R-004 sign showing the
normal maximum speed.

C-080-Taxxx and C-080-Tbxxx tabs are to be used on

Variable Speed Limit System signs and require approval from
the Road Authority.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-082 Min $196 Fine –Speeding in Work Zones

Sign sizes The MINIMUM $196 FINE – SPEEDING IN WORK ZONES

(mm) C-082 sign may be used as a speed management tool
in areas where drivers have been failing to adjust speed
C-082 or failing to adhere to the regulatory or construction speed
(900 x 450) limit.
C-082
C-082-xx When used in work zones in which a Construction Speed Zone
(1830 x 915) exists, the C-082 sign should be posted in the advance
warning area ahead of the work activity area.

C-082 signs may also be installed ahead of TCP locations.

The C-082 sign may also be used as a standalone sign for
speed management throughout the work zone.

C-084 Police Enforcement Ahead

Sign sizes The POLICE ENFORCEMENT AHEAD C-084 sign may

(mm) be used when a police enforcement event is under way within
or in close proximity to a work zone.
C-084
(750 x 750)* It should be positioned 100 to 500 metres ahead of the
enforcement location.
C-084 C-084-x
(900 x 900)* The C-084 sign should be removed or covered when there
is no police presence.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-085 Road Closure Info

Sign sizes The ROAD CLOSURE INFO C-085 directional signs are used
(mm) to direct traffic to a pullout area which contains additional
information (custom signs), regarding the road closure.
C-085-1
(900 x 900) Many Ministry rural road projects impact access to areas, such
as recreational areas. Therefore, this type of road closure
C-085-1x information gives the road authority the ability to provide
C-085-1 (1200 x 1200) additional information regarding the duration and operational
impacts of the closure. This information is often provided prior
to the commencement of the road closure to allow locals and
C-085-2L other road users time to prepare accordingly.
(900 x 900)
Depending on the complexity and amount of information
C-085-2Lx provided for a project, this information may be more suited to a
(1200 x 1200) pullout area where plenty of time is available for drivers to read
C-085-2L and understand. A limited amount of information can be
relayed to drivers when vehicles are in motion and travelling
C-085-2R through a work zone.
(900 x 900)

C-085-2Rx
(1200 x 1200)

C-085-2R

C-085-3L
(900 x 900)

C-085-3Lx
(1200 x 1200)

C-085-3L

C-085-3R
(900 x 900)

C-085-3Rx
(1200 x 1200)

C-085-3R

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-086 Thank You – Resume Speed

Sign sizes The THANK YOU – RESUME SPEED C-086-1 sign should be
(mm) used to mark the end of a reduced speed zone that has been
established as a Temporary Speed Zone or a Construction
C-086-1 Speed Zone.
(450 x 900)
It may also be used at the downstream end of a work activity
C-086-1 area through which traffic has been warned to reduce speed
by a REDUCE SPEED C-032 sign.

On large projects where a CONSTRUCTION PROJECT C-035

C-086-2 sign is used, the END OF PROJECT – THANK YOU RESUME
(1830 x 1220)* SPEED C-086-2 sign should be used at the end of the work
zone if a lowered or reduced speed zone was in effect in the
work zone.
C-086-2

C-088 Work Zone Ends

Sign sizes The WORK ZONE ENDS C-088 sign should be used to
(mm) indicate the end of a work zone.

C-088 This sign may be useful to identify the end of a large

(600 x 600) project that has multiple work activity areas within one large
project area.
C-088 C-088-x
(900 x 900) The C-088 sign is generally not required for projects that are
very short in length, or for projects for which the end of the
work is self-evident.

C-089 Left Lane Must Turn Left

Sign sizes The LEFT LANE MUST TURN LEFT C-089 sign is used
(mm) in advance of a lane closure at a multilane intersection where
the typical lane assignment is disrupted by a lane closure, and
C-089 traffic in the left lane can now turn only left, whereas previously
(750 x 750) that lane may have been a left or through lane.

C-089 C-089-x
(900 x 900)

C-089-xx
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-090 Temporary Slow Marker

Sign sizes The TEMPORARY SLOW C-090 marker is warranted for

(mm) emergency use only in conjunction with the TEMPORARY
HAZARD C-092 marker (see below).
C-090
(300 x 300) It may be erected in advance of temporary hazards such as
shoulder washouts, fallen rock, potholes, frost heaves, etc.
C-090 and C-092 markers are generally mounted on
C-090
stakes driven into the shoulder so that each marker is
approximately one metre above the level of the travelled
roadway.

Do not use the TEMPORARY SLOW C-090 marker if

it appears that the hazard will not be removed promptly.

Instead, erect an appropriate temporary warning sign, such as:

• C-007 Broken Pavement
• C-017 Bump or Rough Roadway Ahead
• C-059-2 Washout

If the severity or length of a hazard is such that either

the ADVISORY SPEED C-022 tab or the ADVISORY
DISTANCE C-024 tab is required, or both are required, use an
appropriate temporary warning sign instead of the C-090 or C-
092 marker.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-092 Temporary Hazard Marker

Sign sizes The TEMPORARY HAZARD C-092 marker is used with the
(mm) TEMPORARY SLOW C-090 marker (see above) and other
temporary warning signs.
C-092
(300 x 300) It is erected on the shoulder to mark the actual site of
a hazardous condition.
C-092
C-090 and C-092 markers are generally mounted on
stakes driven into the shoulder so that each marker is
approximately one metre above the level of the travelled
roadway.

Individual bumps, potholes, or pavement breaks generally

require only one C-092 marker for each direction of travel.
In the case of a washout or minor rock fall, several C-092
markers may be required to delineate the hazard.

C-111 Stop Ahead

Sign sizes The STOP AHEAD C-111 sign is used where the stopping
(mm) sight distance to a temporary STOP sign is inadequate for the
approach speed.
C-111
(750 x 750) It is also used where a STOP sign is temporarily required in a
location where regular users of the route would not expect to
C-111 C-111-x stop.
(900 x 900)*

C-112 Signal Ahead

Sign sizes SIGNAL AHEAD C-112 signs should be used in advance of

(mm) portable traffic signal installations. The sign is normally post-
mounted.
C-112
(750 x 750)

C-112 C-112-x
(900 x 900)*

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-114, C-115, and C-116 Checkerboards

Sign sizes All CHECKERBOARD signs are diamond-shaped warning

(mm) signs and should never be mounted as squares.

C-114 The C-114 sign may be used in conjunction with Type III
(750 x 750) barricades and the ROAD CLOSED R-012 sign to mark roads
that have been temporarily dead-ended and where
C-114-x no alternative route is available.
C-114 (1200 x 1200)*
The C-114 sign should be post-mounted in the centre
of the closed roadway, just behind the barricades.

When alternative routes are available, the C-115 and

C-115 C-116 signs are used as follows:
(750 x 750)
• Where one alternative option to the closed road
is available either to the right or the left, the C-115 sign is
C-115-x
substituted for the C-114 sign and similarly positioned.
(1200 x 1200)*
C-115 The C-115 may also be used to mark the apex of a sharp
temporary curve, in which case it should be post-mounted
just off the shoulder on the outside of the curve, and
directly in line with the path of approaching traffic.
C-116
(750 x 750)
• Where two alternative options to the closed road are
available in the form of both a right turn and left turn, the
C-116-x
C-116 sign is substituted for the C-114 sign, and similarly
(1200 x 1200)*
positioned.

C-116 The C-116 sign may also be used to mark a temporary

T-intersection by post-mounting the sign on the far side of
the intersecting road to face traffic approaching from the
stem of the T. It should be placed in line with the
projected centreline of the stem roadway.

If necessary, the mounting height of checkerboards may

be adjusted above or below the normal height to allow for
vertical curvature on the approach.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-117, C-118, and C-119 Lane Shift

Sign sizes A LANE SHIFT sign should be used to indicate the path
(mm) vehicles should follow where the roadway alignment is
changed because of a lane shift or diversion.

C-117-L/R A LANE SHIFT sign should also be used again where

C-117-L (750 x 750) the roadway shifts back to its original alignment if space
allows and the sign is appropriate.
C-117-L/Rx
(900 x 900) These signs must not be used to indicate a lane closure
or a merge condition.
C-117-L/Rxx
(1200 x 1200) The number of arrows shown on the sign should reflect
the number of lanes being shifted.
C-117-R
If the highway is divided and space is available for a sign
in the median, LANE SHIFT signs should be placed on
both sides of the roadway approaching the diversion.

C-118-L/R
(750 x 750)

C-118-L C-118-L/Rx
(900 x 900)

C-118-L/Rxx
(1200 x 1200)

C-118-R

C-119-L/R
(750 x 750)

C-119-L/Rx
(900 x 900)
C-119-L
C-119-L/Rxx
(1200 x 1200)

C-119-R

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-121-1 Series Roundabout Right-Turn Truck Signs

Sign sizes The signs in the C-121 series should be used to convey the
(mm) right-turn path for trucks in a roundabout.

C-121-1 The right-turn movement is typically the most challenging for

(750 x 750) trucks in roundabouts.
C-121-1 If the work activity encroaches into the space needed by right-
turning trucks in the roundabout, it may still be possible to
C-121-Ta allow trucks to make the right-turn manoeuvre by instructing
(750 x 300) drivers to continue around the roundabout so that they re-
C-121-Ta approach the exit at a wider angle.

C-121-Tb
(750 x 300)
C-121-Tb

C-128 Series Construction Speed Limit Ahead

Sign sizes The CONSTRUCTION SPEED LIMIT AHEAD C-128 is used

(mm) in advance of R-003 and R-004 Construction Speed Zone
signs to replace any transition speed zones installed for speed
C-128-x reductions in excess of 30 km/h. They can also be used to
(900 x 900) provide additional emphasis, where deemed necessary, of a
Construction Speed Zone.
C-128-xx
C-128 (1200 x 1200) See Section 2.4.5: Transition Speed Zones for additional
guidelines on how this sign should be used.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-129 Series Added Lane

Sign sizes
The ADDED LANE C-129-L sign warns motorists of the
(mm)
convergence of two roads, or approaches, where an additional
lane (generally 1 km or longer) is added to the mainline
C-129-L
highway such that merging is not necessary. The sign
(750 x 750)
placement should be based on site conditions so that it is
visible by motorists on both approaches. If this is not possible,
C-129-Lx
C-129-L signs should be erected on both approaches.
(900 x 900)

C-129-Lxx
(1200 x 1200)

C-129-R
(750 x 750)

C-129-Rx
(900 x 900)

C-129-R C-129-Rxx
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-130 Lane Closed Ahead

C-130-Ta/Tb Distance Tabs

Sign sizes The LANE CLOSED AHEAD C-130-L/R sign should be used
(mm) in temporary conditions to indicate that the left or right lane is
closed ahead on a roadway that has two or more lanes
C-130-L/R travelling in the same direction.
(750 x 750)
The C-130-L/R sign should be repeated where the speed limit
C-130-L C-130-L/Rx in the advance warning area is 70 km/h or higher, such as
(900 x 900) shown in Section 8.6: Right Lane Closed and Section 8.7:
Left Lane Closed.
C-130-L/Rxx
(1200 x 1200)* The upstream sign of the pair should also display a
bottom-mounted distance tab indicating the distance
to the beginning of the lane closure taper.

C-130-R C-130-L/R signs are generally placed on the right shoulder,

but where adequate space is available on the left or median
side, the signing should be repeated on the median across
C-130-Ta/Tb from the right shoulder signage.
(600 x 300)
On conventional highways, the C-130-T distance tab
C-130-Ta C-130-Ta/Tbx should generally display:
(750 x 400)
• 200 m - for speed limits of 70 or 80 km/h
C-130-Ta/Tbxx • 400 m - for speed limits of 90 or 100 km/h
(900 x 450)* • 600 m - for speed limits of 110 or 120 km/h
C-130-Tb
The XX KM C-130-Tb distance tab may be used to provide
additional warning for all signs in this series.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-132 Two-Way Traffic Ahead

Sign sizes The TWO-WAY TRAFFIC AHEAD C-132 sign is used to warn
(mm) drivers of a temporary, undivided, two-lane, two-way roadway.

C-132 A typical application is where one roadway of a divided

(750 x 750) highway is closed and the other roadway must carry traffic in
both directions.
C-132-x
C-132 (900 x 900)* Appropriate signing and other devices should be used
to merge traffic on a multilane, one-way roadway into a
single lane well in advance of the point where that traffic
enters the two-way roadway.

A C-132 sign should be mounted on the right of the single lane

section and, if space is available, on the left as well.

See the TWO-WAY TRAFFIC R-010 sign for information on

two-way signing at the beginning of a two-lane, two-way
roadway.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-134 Road Narrows Ahead

Sign sizes The ROAD NARROWS AHEAD C-134 sign should be used on
(mm) two-way roads in advance of a temporary reduction in the
width of either or both lanes that makes it necessary to warn
C-134 drivers so that they may pass safely.
(750 x 750)
The reduced width at which safe passing is still possible will
C-134-xx depend on such factors as traffic composition, traffic speed
C-134 (1200 x 1200) and volume, highway alignment, sight distance, etc., but it will
generally be about 5.5 metres.

If the reduced width is too narrow for safe passing, even at

reduced speeds, a one-way operation must be implemented.
The C-134 sign is not intended for use on narrow minor roads
that have low travel speeds and carry little traffic.

C-135 Narrow Structure Ahead

C-135-Ta One Lane Tab

Sign sizes The NARROW STRUCTURE AHEAD C-135 sign is used on a

(mm) two-lane, two-way roadway in advance of a bridge that has a
temporary clear deck width of 5.5 metres or more but less
C-135 width than the roadway approach.
(750 x 750)
Where the temporary clear width of a bridge deck is less than
C-135-x 5.5 metres, ONE LANE C-135-Ta tabs are placed below the
C-135 (900 x 900) C-135 signs, and a YIELD TO ONCOMING TRAFFIC R-056-1
sign is erected on the approach with the best sight distance
across the bridge.
C-135-Ta
(600 x 300) Depending on road conditions, such as traffic composition,
traffic speed and volume, approach alignment, sight distance,
C-135-Tax etc., it may be appropriate to designate some bridges as one-
C-135-Ta (750 x 400) way even when the temporary clear deck width is 5.5 metres
or more.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-136 Merging Traffic Ahead

Sign sizes The MERGING TRAFFIC AHEAD C-136-L/R sign should be

(mm) used in advance of all temporary on-ramps and acceleration
lanes under repair.
C-136-L
(750 x 750) The sign is required to warn traffic on the main roadway,
regardless of whether the ramp traffic is controlled by a YIELD
C-136-Lx R-002 sign or a MERGE C-137-1 sign.
C-136-L (900 x 900)

C-136-R
(750 x 750)

C-136-Rx
(900 x 900)
C-136-R

C-137-1 Merge

Sign sizes The MERGE C-137-1 sign should be used at a temporary

(mm) freeway on-ramp where there is an acceleration lane of
sufficient length for vehicles to reach the freeway speed limit
C-137-1 before entering a through lane.
(750 x 750)*

C-137-1 C-137-1x
(900 x 900)*

C-137-2 Alternate When Merging

Sign sizes The ALTERNATE WHEN MERGING C-137-2 sign may

(mm) be used in conjunction with the MERGE C-137-1 sign.

C-137-2 It is positioned downstream of the C-137-1 sign at the merge

(750 x 750) point, which is usually immediately ahead of the beginning of
the acceleration lane taper.
C-137-2x
C-137-2 (900 x 900) The C-137-2 sign may also be used to manage merging
situations created by lane drops in high-volume areas.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-137-5LR Merge Arrow

Sign sizes The MERGE ARROW C-137-5L and C-137-5R signs are
(mm) used to indicate the merge point. They are used in zipper
merge situations as outlined in Section 9.18: Lane Closure
C-137-5L with Zipper Merge Signing (Queues < 800 m) and Section
(750 x 750) 9.19: Lane Closure with Zipper Merge Signing (Queues ≥ 800
m).
C-137-5L C-137-5Lx
(900 x 900)

C-137-5R
(750 x 750)

C-137-5Rx
C-137-5R (900 x 900)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-137-7 and C-137-8 Through Traffic Merge Left/Right

Sign sizes A THROUGH TRAFFIC MERGE LEFT C-037-7 sign or

(mm) a THROUGH TRAFFIC MERGE RIGHT C-037-8 sign is used
ahead of a lane closure at a multilane intersection where the
C-137-7 typical lane assignment is disrupted by the lane closure.
(750 x 750)
For example, it is used at a multilane intersection where
C-137-7x a through lane is closed and drivers must use either the right
(900 x 900) lane or the left lane to go through the intersection.
C-137-7 C-137-7xx The C-037-7 and C-037-8 signs are typically positioned
(1200 x 1200) following the initial CREW WORKING AHEAD C-004
or CONSTRUCTION AHEAD C-018-1A sign, and may be used
either singly or in pairs.
C-137-8
(750 x 750) When the signs are used in pairs, the upstream sign should
include a distance tab.
C-137-8x
(900 x 900)

C-137-8 C-137-8xx
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-138-LR Zipper Merge

Sign sizes The ZIPPER MERGE C-138-LR sign, may be used at merge
(mm) locations in addition to—or instead of—the ALTERNATE
WHEN MERGING C-137-2 sign to promote efficient merging
behaviour in congested conditions.
C-138-L
(1220 x 1830) The C-138-LR sign should typically be positioned at the
merge point, immediately in advance of the beginning
of the acceleration lane taper.

C-138-L See Section 9.18: Lane Closure with Zipper Merge Signing
(Queues < 800 m) and Section 9.19: Lane Closure with Zipper
Merge Signing (Queues ≥ 800 m) for illustrations on how these
signs should be placed.

C-138-R continued 
(1220 x 1830)

C-138-R

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-138-T Zipper Merge (Optional Tabs to Enhance Information on the Parent Sign)

Sign sizes See Section 9.18: Lane Closure with Zipper Merge Signing
(mm) (Queues < 800 m) and Section 9.19: Lane Closure with Zipper
Merge Signing (Queues ≥ 800 m) for illustrations on how these
C-138-Ta tabs should be applied with the C-138LR ZIPPER MERGE
(1220 x 915) parent sign.
C-138-Ta
The ALTERNATE WHEN MERGING C-138-Ta tab or the USE
BOTH LANES TO MERGE POINT C-138-Tb tab should be
used below the sign when the sign is positioned in advance of
C-138-Tb the merge point because of sight distance problems, conflicts
(1220 x 1220) with other signs, or the absence of appropriate mounting
space.

The USE BOTH LANES DURING BACKUPS C-138-Tc tab is

C-138-Tb
used if long queues are expected. It may be repeated every 1
to 2 km, based on local site conditions, for the estimated
maximum queue distance.
C-138-Tc
(1220 x 1220) The TAKE TURNS C-138-Td tab encourages drivers, both
merging and those on the main line, to zipper merge and utilize
both lanes until a merge point. This tab is used in conjunction
C-138-Tc with the MERGE ARROW C-137-5LR and/or ZIPPER MERGE
C-138-LR signs and are mounted below the parent sign.

C-138-Td The TAKE TURNS AT MERGE C-138-Te tab may be used in

(1220 x 610) conjunction with the ROADWAY/LANE CLOSED AHEAD C-
C-138-Td 030 series signs and is mounted below the parent sign.

The MERGE LIKE A ZIPPER C-138-Tf tab may be used in

C-138-Te conjunction with the ZIPPER MERGE C-138-LR sign and is
(1220 x 610) mounted below the parent sign.
C-138-Te

C-138-Tf
(1220 x 610)
C-138-Tf

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-141 Slippery Ahead When Wet

Sign sizes The SLIPPERY AHEAD WHEN WET C-141 sign should
(mm) be used when there is a possibility of rain or heavy dew on
work that has rendered a finished or unfinished road surface
C-141 potentially more slippery than normal.
(750 x 750)
It may also be required for confirmation on long sections.
C-141-x When appropriate, the C-141 sign may be used in conjunction
C-141 (900 x 900) with the FRESH OIL C-014 sign or other warning-type signs.

C-149 Pavement Ends

Sign sizes The PAVEMENT ENDS C-149 sign should be used where an
(mm) asphalt, concrete, or other finished pavement surface ends
and a gravel or dirt section begins.
C-149
(750 x 750) If the start of a paved section of roadway appears to be a
hazard, the sign may be flipped to warn of the end of a gravel
C-149-x section.
C-149 (900 x 900)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-154 Hazard Markers

Sign sizes HAZARD C-154 markers should be used to mark:

(mm)
• The inside edge of temporary obstructions—such as
bridge end posts—that encroach into a through lane
C-154-D
or onto the normal shoulder of a highway.
(300 x 900)
• The ends or corners of traffic islands that face, and
C-154-D are adjacent to, oncoming traffic.

The hazard marker stripes slope downward towards the side

or sides of the obstruction by which traffic is allowed to pass:
• DOUBLE HAZARD C-154-D markers are used where
C-154-L traffic travelling in one direction is allowed to proceed to
(300 x 900) both the left and the right of an obstruction.
• HAZARD LEFT C-154-L markers are used to mark
C-154-L obstructions on the driver’s left.
• HAZARD RIGHT C-154-R markers are used to mark
obstructions on the driver’s right.
C-154-R
(300 x 900) When used to mark obstructions like bridge end posts,
the C-154-L/R markers are positioned to mark the inside edge
of the obstructions.
C-154-R C-154-L/R markers are mounted on posts immediately in
advance of the obstruction being identified, and generally with
the bottom of the markers about one metre above the level of
the travelled roadway.

These are low-mounted devices placed very close to traffic.

They will therefore become dirty more quickly than other signs
and will require more frequent cleaning, especially to maintain
effectiveness at night.

C-162 Chevron Alignment Marker

Sign sizes CHEVRON ALIGNMENT C-162 markers may be used on the

(mm) outside of temporary but severe changes in horizontal
alignment in conjunction with advance warning signs and other
C-162 delineation devices.
(600 x 750)
C-162 markers must be placed so that at least three are used
C-162-x and two of them are always visible to drivers as they negotiate
C-162 (750 x 900) the change in alignment.

C-162-xx
(900 x 1200)*

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-170 Logging Trucks Crossing/Entering Highway

Sign sizes The LOGGING TRUCKS CROSSING/ENTERING HIGHWAY

(mm) C-170-L/R sign should be used temporarily in advance of
logging road accesses where logging trucks frequently cross,
C-170-L enter, or leave a roadway. The direction of the sign indicates
(750 x 750) the direction from which the logging truck will enter the
roadway.
C-170-L C-170-Lx
(900 x 900) A NO PASSING FOR 150 m C-172-T sign may be
post-mounted below a C-170-L/R sign for the direction
of travel in which normal pavement markings indicate
C-170-R that overtaking is permissible.
(750 x 750)
A second C-170-L/R sign and, if required, a C-172-T sign, may
C-170-Rx be placed on the left shoulder if this is considered necessary.
(900 x 900) C-170-L/R signs and C-172-T signs should be covered or
C-170-R removed whenever truck hauls are not in progress.

C-172 Trucks Crossing/Entering Highway

Sign sizes The TRUCKS CROSSING/ENTERING HIGHWAY C-172-L/R

(mm) sign should be used temporarily in advance of gravel pit
accesses, haul road crossings, etc., where long and/or slow-
C-172-L moving trucks frequently cross, enter, or leave a roadway.
(750 x 750) The direction of the sign indicates the direction from which the
truck will enter the roadway.
C-172-Lx
C-172-L (900 x 900) A NO PASSING FOR 150 m C-172-T sign may be
post-mounted below the C-172-L/R sign for the direction
of travel in which normal pavement markings indicate
C-172-R that overtaking is permissible.
(750 x 750)
A second C-172-L/R sign and, if required, a C-172-T sign, may
C-172-Rx be placed on the left shoulder if this is considered necessary.
(900 x 900) C-172 and C-172-T signs should be covered or removed
C-172-R whenever truck hauls are not in progress.

C-172-T No Passing for 150 m

Sign sizes The NO PASSING FOR 150 m C-172-T sign is used only
(mm) immediately below C-170-L/R and C-172-L/R signs.
It is not required where overtaking is already prohibited by a
C-172-T barrier line, but it should be used in locations where the normal
C-172-T (600 x 450) pavement markings permit passing.

C-172-Tx
(750 x 600)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-180 Cattle Drive

Sign sizes The CATTLE DRIVE C-180 sign should be used instead of the
(mm) CREW WORKING AHEAD C-004 sign for traffic control
involving cattle drives.
C-180
(750 x 750)

C-180-x
C-180 (900 x 900)

C-183 Series Bike Hazard

Sign sizes The BIKE HAZARD C-183 series is typically used on local or
(mm) low-speed arterial roadways to advise cyclists of potentially
hazardous road conditions in the work zone, including
C-183 changes to the pavement surface that could affect stability.
(450 x 450)
The BIKE HAZARD C-183 sign should be assembled with the
appropriate tab to provide specific information:
C-183
• Use the CYCLISTS USE CAUTION C-183a tab to tell the
C-183-Ta
cyclist what to do.
(400 x 200)
• Use the UNEVEN ROAD C-183b tab or the
C-183-Ta UNEVEN PATHWAY C-183c tab to describe the nature of
C-183-Tb the hazard.
(400 x 200)
The C-183 sign and tab should be erected just in advance
of the hazard, subject to practical field limitations.
C-183-Tb C-183-Tc
(400 x 200)

C-183-Tc
C-184 Cyclist Right-of-Way

Sign sizes The CYCLIST RIGHT-OF-WAY “Take the Lane” C-184 sign is
(mm) to be used where there is limited space for side-by-side
vehicle and cyclist operations, and the cyclist should use the
C-184 centre of the travel lane.
(750 x 750)
It should be used only on low-speed roadways for
C-184x a limited distance (typically less than 150 metres).
(900 x 900)
C-184
C-184xx
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-185-1 Smoke Ahead

C-185-1 Tabs

Sign sizes The SMOKE AHEAD C-185-1 sign should be placed in

(mm) advance of an area where smoke from a nearby forest fire
or controlled burn may obscure the view ahead for drivers.
C-185-1
(750 x 750) The appropriate CONTROLLED BURN C-185-1Ta tab
or FOREST FIRE C-185-1Tb tab must accompany the
C-185-1x SMOKE AHEAD sign.
C-185-1 (900 x 900)
The C-185-1 sign and tab should be positioned so that they
are seen by drivers who have not yet encountered smoke
C-185-1Ta on the roadway but may be able to see it in the distance.
(600 x 300) Depending on the situation and the severity of the smoke
hazard, the C-185-1 sign may be followed by additional
C-185-1Ta C-185-1Ta-x signage, such as the REDUCE SPEED C-032 sign or the
(750 x 450) PREPARE TO STOP C-029 sign.

Signs in this series may also be used with the ROAD CLOSED
C-185-1Tb R-012 sign.
(600 x 300)
Depending on the wind conditions, the C-185-1 sign may
C-185-1Tb C-185-1Tb-x have to be adjusted frequently to remain in advance of the
(750 x 450) smoke.

C-185-2 Reduced Visibility Hazard

C-185-2 Tabs

Sign sizes The REDUCED VISIBILITY HAZARD C-185-2 sign may be

(mm) used where visibility is reduced by temporary conditions like
dust, smoke, or other blowing or suspended particulate matter.
C-185-2
(750 x 750) If the reduced visibility is expected to continue over two
or more kilometres, the signs should be used in conjunction
C-185-2x with appropriate tabs such as SMOKE C-185-2Ta and/or
(900 x 900) REDUCED VISIBILITY NEXT XX KM C-185-2Tb tabs
C-185-2 explaining the reason for the reduced visibility and the
distance over which it will be encountered.
C-185-2Ta
(600 x 300) The sign should not be used in a work zone as a substitute for
dust control methods.
C-185-2Ta-x
C-185-2Ta (750 x 450)

C-185-2Tb
(600 x 300)

C-185-2Tb-x
C-185-2Tb (750 x 450)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-185-3 Use Headlights – Extreme Dust

Sign sizes The USE HEADLIGHTS – EXTREME DUST C-185-3 sign

(mm) should be used when a severe dust condition obscures the
view ahead for drivers. This may occur on seal coat or
C-185-3 graveling operations.
(750 x 750)
To the extent possible, the sign should be positioned
C-185-3x in advance of the point at which drivers encounter the
C-185-3 (900 x 900) dust condition.

It may have to be repositioned frequently because of changing

wind and weather conditions.

C-185-4 Fire Activity

Sign sizes The FIRE ACTIVITY C-185-4B sign may be used in advance
(mm) of an area with fire activity. It warns motorists of the potential
for fire fighting personnel and equipment adjacent to the
C-185-4A roadway. It may also warn of smoke and limited visibility.
(750 x 750)
The FIRE ACTIVITY AHEAD C-185-4A sign may be used in
C-185-4Ax conjunction with the FIRE ACTIVITY C-185-4B sign to provide
C-185-4A (900 x 900) additional warning.

C-185-4Axx
(1200 x 1200)

C-185-4B
(750 x 750)

C-185-4Bx
(900 x 900)

C-185-4B C-185-4Bxx
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-187 Turn on Headlights in Tunnel

C-187-T Tunnel Lighting Work in Progress Tab

Sign sizes The TURN ON HEADLIGHTS IN TUNNEL C-187 sign and the
(mm) TUNNEL LIGHTING WORK IN PROGRESS C-187-T tab
should be used in advance of tunnels in which workers
C-187 are present and normal tunnel lighting may be affected.
(750 x 750)*

C-187-x
C-187 (900 x 900)*

C-187-T
(600 x 450)*

C-187-Tx
(750 x 450)*
C-187-T

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-190 Evacuation Route

C-190 Tabs

Sign sizes The EVACUATION ROUTE C-190 signs and tabs should
(mm) be used in the event of a natural disaster or other event that
requires the evacuation of an area.
C-190
(750 x 750)* They should be set up to guide drivers along the evacuation
route out of the affected area.
C-190-x
C-190 (900 x 900)* The setup for C-190 signs is similar to that for detour route
signs, with appropriate directional arrows used in advance
of and, where necessary for confirmation, beyond all decision
C-190-TaA points along the evacuation route to assure drivers that they
(600 x 300)* are following the intended path.

C-190-TaA C-190-TaA-x
(750 x 400)*

C-190-TaLR
(600 x 300)*

C-190-TaLR-x
C-190-TaLR (750 x 400)*

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-201 Road Closed Ahead Local Traffic Only

Sign sizes The ROAD CLOSED XXX M AHEAD LOCAL TRAFFIC ONLY
(mm) C-201-1 and ROAD CLOSED XX KM AHEAD LOCAL
TRAFFIC ONLY C-201-2 may be used to provide additional
C-201-1 warning to motorists of a road closure ahead.
(1220 x 610)
The ROAD CLOSED LOCAL TRAFFIC ONLY C-201-3 sign
C-201-1 C-201-1x may be placed on the barricade at the beginning of the road
(1830 x 915) closure to indicate that the road is closed, and only local traffic
may is allowed.

C-201-2 The “LOCAL TRAFFIC ONLY” text may be replaced with

(1220 x 610) custom messaging such as road closure times or dates to
provide more information representing local conditions to the
C-201-2 C-201-2x road user.
(1830 x 915)
See Section 19.6: Roadway Closure with Detour (≤ 60 km/h)
and Section 19.7: Roadway Closure with Detour (≥ 70 km/h)
C-201-3 for additional guidance on signing road closures.
(1220 x 406)

C-201-3 C-201-3x
(1830 x 610)

C-202 Sidewalk Closed

Sign sizes The SIDEWALK CLOSED C-202 sign should be used where it
(mm) is necessary to close a sidewalk.

C-202 It should be placed on a barricade immediately in advance of

(900 x 450) the closed area, on both approaches to the closed area.

C-202 C-202-x
(1200 x 600)

C-202-xx
(1830 x 915)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

C-203 Sidewalk Closed – Cross Here

Sign sizes The SIDEWALK CLOSED – CROSS HERE C-203-L/R

(mm) sign is usually mounted on a barricade.

C-203-L It is positioned in advance of the sidewalk closure at

(900 x 450) an appropriate crossing location so that pedestrians are
directed to an appropriate crossing facility, usually an existing
C-203-Lx intersection or mid-block crosswalk.
C-203-L (1200 x 600)

C-203-Lxx
(1830 x 915)

C-203-R
(900 x 450)

C-203-Rx
(1200 x 600)
C-203-R
C-203-Rxx
(1830 x 915)

C-204 Exit Open

Sign sizes The EXIT OPEN C-204 sign is used in advance of an exit
(mm) ramp that is open but for which the open status may not
be clear to drivers because of road work taking place in
C-204 the immediate vicinity of the ramp.
(1200 x 900)
C-204 This sign may be placed as a standalone sign or mounted
below a guide sign for the exit.

C-205-A Exit Closed Ahead

Sign sizes The EXIT CLOSED AHEAD C-205-A sign should be used
(mm) in advance of a temporarily closed exit ramp.

C-205-A In areas where there are two or more exits in close proximity, a
(750 x 750) C-130-T distance tab may be used with the C-205-A sign to
provide clarity about which exit is closed.
C-205-Ax
(900 x 900)
C-205-A
C-205-Axx
(1200 x 1200)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

B-C-002 Bicycle Lane Closed

Sign sizes The BICYCLE LANE CLOSED B-C-002 sign should be used
(mm) where a bicycle lane or route is temporarily closed.

B-C-002 Wherever possible, this sign should be accompanied by

(450 x 450)* BICYCLE DETOUR B-C-004 signs to direct cyclists around the
closed area.
B-C-002

B-C-004 Bicycle Detour

Sign sizes The appropriate BICYCLE DETOUR B-C-004 sign should be

(mm) used immediately in advance of all decision points along a
cycling detour route.
B-C-004-1A
(450 x 450)* Confirmation signs should also be placed following decision
points to assure cyclists that they are following the intended
B-C-004-1A route.
• The BICYCLE DETOUR AHEAD B-C-004-1A sign may
be used after a BICLYCLE LANE CLOSED B-C-002 sign
to indicate that the detour is ahead, and as a confirmation
sign along the detour route.
B-C-004-1L
(450 x 450)* • The BICYCLE DETOUR LEFT B-C-004-1L and BICYCLE
DETOUR RIGHT B-C-004-1R signs should be used to
B-C-004-1L indicate decision points along the detour route.
• At the end of the detour, the BICYCLE DETOUR ENDS
B-C-004-2 sign should be used to indicate that cyclists
are now returned to the original route.
• The B-C-004 tabs indicate distances related to the detour
B-C-004-1R
route:
(450 x 450)*
- Tab B-C-004-Ta should be used at the beginning
of the detour to inform cyclists of the overall
B-C-004-1R
length of the detour.
- Tabs B-C-004-Tb and B-C-004-Tc may be used
in conjunction with the appropriate B-C-004-1
sign to indicate the distance between decision
B-C-004-2 points for improved cyclist navigation.
(450 x 450)*
continued 
B-C-004-2

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Appendix B.2: Standard Construction Signs - Sizes and Applications

B-C-004 Bicycle Detour (continued)

Sign sizes Where the detour route for drivers and cyclists is the same,
(mm) bicycle detour signs are not necessary because cyclists may
follow the general purpose C-005 and C-006 construction
B-C-004-Ta B-C-004 Ta detour signs.
(400 x 200)*

B-C-004 Tb
B-C-004-Tb (400 x 200)*

B-C-004 Tc
(400 x 200)*
B-C-004-Tc

B-C-020 Bicycles and Pedestrians Slow

B-C-020-T Watch for Pedestrians Tab

Sign sizes The BICYCLE AND PEDESTRIANS SLOW B-C-020 sign

(mm) should be used where pedestrian-cyclist interaction is changed
because of construction activity.
B-C-020
(450 x 450)* Examples of situations where this sign should be used are:
• a shared path that is narrowed during construction
B-C-020
• a formerly exclusive cycling facility that is now temporarily
B-C-020-T shared with pedestrians
(400 x 200)* • a location at which pedestrians may be unexpectedly
crossing a cycling facility
B-C-020-T
The WATCH FOR PEDESTRIANS B-C-020-T tab should be
used in conjunction with the B-C-020 sign to clarify
why cyclists are expected to slow.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

B.2.2 Regulatory Signs

Regulatory signs impose legal requirements and may not be used without permission from
the Road Authority. They are typically either square or rectangular—with the long dimension
vertical—and typically display black messages on white backgrounds or vice versa.

R-001 Stop
R-001 Tabs

Sign sizes The STOP R-001 sign may be required to assign the normal
(mm) right-of-way rule at temporary intersections.

R-001 The R-001 sign should be mounted at a height of

(750 x 750) approximately 1.5 to 2.0 metres and in approximately the same
position as a permanent STOP sign.
R-001-x
(900 x 900) Where all approaches to a three- or four-leg temporary
intersection are controlled by R-001 signs, the signs should be
R-001 R-001-xx supplemented with R-001 tabs indicating the number
(1200 x 1200) of approaches involved.

If a temporary STOP sign is not clearly visible for the safe

R-001-Ta stopping distance on the approach, a STOP AHEAD C-111
(450 x 250) sign is required to alert drivers to the upcoming R-001 sign.

R-001-Tax A STOP AHEAD C-111 sign may also be needed if

R-001-Ta (600 x 300) a temporary STOP sign is to be installed at a location
where drivers would not normally expect to find one.
R-001-Taxx
(750 x 400)

R-001-Tb
(450 x 250)

R-001-Tbx
R-001-Tb (600 x 300)

R-001-Tbxx
(750 x 400)

R-001-Tc
(450 x 250)

R-001-Tcx
R-001-Tc (600 x 300)

R-001-Tcxx
(750 x 400)

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Appendix B.2: Standard Construction Signs - Sizes and Applications

R-002 Yield

Sign sizes The YIELD R-002 sign may be used in temporary situations
(mm) where the normal right-of-way rule cannot be applied safely but
where a STOP R-001 sign would be overly restrictive.
R-002
(900 x 900) An example of appropriate use of an R-002 sign would be at a
temporary freeway on-ramp or other such one-way approach
R-002-x that merges with a through roadway at a narrow angle.
R-002 (1200 x 1200)
A MERGE C-137-1 sign is used instead of a YIELD R-002 sign
if an acceleration lane of sufficient length exists for on ramp
traffic to reach the through roadway speed limit before entering
a through lane.

The YIELD R-002 sign should be mounted at a height of

approximately 1.5 to 2.0 metres and in approximately the same
position as a permanent YIELD sign.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

R-003 Maximum XX km/h Ahead

R-004 Maximum XX km/h

Sign sizes The MAXIMUM SPEED AHEAD R-003 and MAXIMUM SPEED
(mm) R-004 signs are mounted above C-080-T series tabs (ex.
CONSTRUCTION SPEED ZONE) to implement a regulatory
R-003 Speed Zone where the need for and speed limit of such a zone
(600 x 750) has been established by the Road Authority.

R-003-x The R-004 and C-080-T assembly shows the approved speed
(750 x 900) limit, marks the beginning of the Speed Zone, and is used for
confirmation throughout the zone.
R-003 R-003-xx
(900 x 1200) The R-003 and C-080-T combination, showing the same speed
limit, is placed upstream of the beginning of the zone.

R-004 Wherever possible on freeways and other one-way roadways,

(600 x 750) secondary assemblies should also be mounted on the median
or left side.
R-004-x
(750 x 900) A confirmatory R-004 and C-080-T assembly should be
erected 300 to 600 metres downstream of the beginning of the
R-004 R-004-xx Speed Zone.
(900 x 1200)
Other confirmatory assemblies may be required beyond all
intervening intersections and on-ramps, and at other
intermediate positions on long, uninterrupted rural sections.

The oversized R-003 and R-004 signs with C-080-T tabs may
be used occasionally at the beginning of other Speed Zones if
additional emphasis is required.

The standard-sized 600 x 750 mm R-004 sign may be used for

confirmation within the zone.

The end of a Speed Zone is indicated by an R-004 sign

showing the normal maximum speed.

Where the end of the Construction Speed Zone coincides

with the end of a work zone, the R-004 is preceded by a
WORK ZONE ENDS C-088 sign.

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Appendix B.2: Standard Construction Signs - Sizes and Applications

R-010 Two-Way Traffic

Sign sizes The TWO-WAY TRAFFIC R-010 signs are required on

(mm) both sides of a two-lane, two-way roadway at the point where
the two-way section begins.
R-010
(600 x 750) In advance of that point, TWO-WAY TRAFFIC C-132 or W-020
signs must be used to provide advance warning to drivers that
the one-way roadway will become a two-lane, two-way
roadway.
R-010
Confirmatory R-010 signs should be installed every
1.0 to 1.5 kilometres along the two-way roadway, and beyond
as considered necessary.

Locations beyond access points should also be considered for

placement of R-010 signs.

Special care is required where one direction of a divided

roadway is being used temporarily to carry two-way traffic
because, among other things, the normal pavement markings
are not the correct colours.

The R-010 sign should be used at locations where a divided

highway illusion may cause drivers to think they are on a one-
way roadway when in fact they are on a two-lane, two-way
roadway.

Typical situations requiring R-010 signs are:

• construction sites where an expressway or freeway
becomes a two-lane highway
• locations where grading for a full-width expressway
or freeway has been completed but only two lanes
are operational
• locations where a centreline or median crossover is being
implemented

R-012 Road Closed

R-012-T Local Traffic Only Tab

Sign sizes The ROAD CLOSED R-012 sign is used to mark any roadway
(mm) that has been temporarily closed to all public traffic for the
purpose of road construction or maintenance, or because of a
R-012 temporary emergency condition such as high water or a slide.
(600 x 450)
Barricades should be used to close off the travelled roadway
R-012x as detailed in Section 4.5.8: Barricades.
(900 x 600)
R-012
R-012xx

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Appendix B.2: Standard Construction Signs - Sizes and Applications

(1200 x 900) An R-012 sign should be mounted on the highest rail

of a barricade placed as close as possible to the centre
of the travelled roadway.
R-012-T
(600 x 300) The LOCAL TRAFFIC ONLY R-012-T tab is used with the R-
R-012-T 012 sign if access to private property is being maintained for
local traffic along the closed section.

In these cases, the positioning of barricades at the closure

point should leave enough room at one or both sides for local
traffic to enter and leave the closed section safely.

The R-012-T tab is erected immediately below or to the right of

the R-012 sign.

R-014 Keep Left/Right

Sign sizes The KEEP LEFT/RIGHT R-014-L/R sign may be used

(mm) in temporary situations in which traffic must be diverted from its
normal path and there is no opportunity to use channelizing
R-014-L devices.
(600 x 750)
Such situations can occur in the vicinity of intersections,
R-014-L
as shown in Section 11.12: Two-Lane Closure – Multilane
Intersection.

R-014-R
(600 x 750)

R-014-R

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Appendix B.2: Standard Construction Signs - Sizes and Applications

R-015 Turn Control Left/Right

R-017-2 No Straight Through
R-018 Turn

Sign sizes The TURN CONTROL signs are used at intersections

(mm) in both temporary and permanent situations to indicate
to approaching traffic that the specified turning or through
R-015-L movements are either prohibited (R-015-L/R and R-017-2) or
(600 x 600) allowed (R-018).

R-015-Lx At intersections without traffic signals, the signs are normally

(750 x 750) post-mounted.
R-015-L R-015-Lxx At intersections with traffic signals, the signs should be
(900 x 900)* positioned in the vicinity of the applicable traffic signal heads.
TURN CONTROL signs apply to all traffic approaching
an intersection.
R-015-R
(600 x 600) These signs should not be confused with, or substituted for,
LANE USE signs, which regulate traffic in individual lanes.
R-015-Rx
(750 x 750)

R-015-R R-015-Rxx
(900 x 900)*

R-017-2
(600 x 600)

R-017-2x
(750 x 750)
R-017-2 R-017-2xx
(900 x 900)*

R-018
(600 x 600)

R-018-x
(750 x 750)
R-018

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Appendix B.2: Standard Construction Signs - Sizes and Applications

R-016-2LR All Traffic Right/Left

Sign sizes The ALL TRAFFIC RIGHT/LEFT R-016-2L sign is used to

(mm) indicate that the only movements allowed or available for all
traffic is the direction as indicated on the sign (left or right).
R-016-2L
(600 x 600)

R-016-2Lx
R-016-2L (750 x 750)

R-016-2R
(600 x 600)

R-016-2Rx
(750 x 750)
R-019-2R

Traffic Management Manual for Work on Roadways 2020 B-95

Appendix B.2: Standard Construction Signs - Sizes and Applications

R-019 Series U-Turn

Sign sizes The NO U-TURN R-019-1 sign is used to prevent and/or

(mm) reiterate to motorists that U-turns are prohibited. This sign may
also be used with the EXCEPT MAINTENANCE AND
R-019-1 AUTHORIZED VEHICLES R-019-Ta tab at emergency turn
(600 x 600) around locations where only service and authorized vehicles
are allowed to perform U-turns at the break in concrete median
R-019-1x barrier.
(750 x 750)
The U-TURN PERMITTED R-019-2 sign may be used to
R-019-1 R-019-1xx indicate a location where U-turns are permitted, such as for
(900 x 900) road closures with a dedicated U-turn location for all traffic. In
this instance, the ALL TRAFFIC R-019-Tb tab, installed below
the U-TURN PERMITTED R-019-2 sign is also recommended.
R-019-2
(600 x 600) The U-TURN ROUTE AHEAD R-019-3 sign indicates to drivers
that there is an established U-turn route or location ahead and
R-019-2x provides additional warning so that sufficient time is given to
(750 x 750) prepare for that maneuver if required. A R-019-Tc or R-019-Td
distance tab, installed below the U-TURN ROUTE AHEAD R-
R-019-2xx 019-3 sign is recommended to provide information to, and
R-019-2 (900 x 900) better prepare drivers for the U-turn location ahead.

R-019-3 continued 
(600 x 600)

R-019-3x
(750 x 750)

R-019-3xx
R-019-3 (900 x 900)

R-019-Ta
(600 x 450)

R-019-Tax
(750 x 600)

R-019-Ta R-019-Taxx
(900 x 600)

Traffic Management Manual for Work on Roadways 2020 B-96

Appendix B.2: Standard Construction Signs - Sizes and Applications

R-019 Series U-Turn (continued)

Sign sizes The ALL TRAFFIC R-019-Tb may be used with any of the turn
(mm) control signs in this series to emphasize that the turn control as
specified by the parent sign is to be applied to all approaching
R-019-Tb traffic regardless of vehicle/road user type.
(600 x 300)
The X00 M R-019-Tc and XX KM R-019-Td distance tabs may
R-019-Tbx be used with any of the signs in the regulatory series to provide
R-019-Tb (750 x 400) additional distance information.

R-019-Tbxx See Section 19.3: Roadway Closure – Two-Lane, Two-Way

(900 x 450) Roadway and Section 19.4: Roadway Closure – Multilane
Roadway for how these signs may be used.

R-019-Tc
(600 x 300)

R-019-Tcx
R-019-Tc (750 x 400)

R-019-Tcxx
(900 x 450)

R-019-Td
(600 x 300)

R-019-Tdx
R-019-Td (750 x 400)

R-019-Tdxx
(900 x 450)

Traffic Management Manual for Work on Roadways 2020 B-97

Appendix B.2: Standard Construction Signs - Sizes and Applications

R-020 No Passing for XXX m

Sign sizes The NO PASSING FOR XXX m R-020 sign is used only
(mm) immediately below DO NOT PASS R-022-1 signs when the
passing prohibition is relatively short (i.e., ≤ 900 metres).
R-020
(600 x 450) It is not required where overtaking is already prohibited
R-020 by a barrier line, but should be used in locations where
R-020-x the normal pavement markings permit passing.
(750 x 600)

R-022-1 Do Not Pass

R-023 Passing Permitted

Sign sizes This pair of signs may be used temporarily on two- or three-
(mm) lane, two-way roadways where it is necessary to reinforce
barrier line markings or where normally permitted passing
R-022-1 should be prohibited due to construction activity.
(600 x 600)
A PASSING PERMITTED R-023 sign should always be used in
R-022-1x conjunction with a preceding DO NOT PASS R-022-1 sign to
(750 x 750) mark the end of the No Passing Zone.
R-022-1
R-022-1xx If the section of road over which passing is prohibited is
(900 x 900)* of considerable length, one or more intermediate R-022-1 signs
may be required for confirmation.

R-023
(600 x 600)

R-023-x
(750 x 750)

R-023 R-023-xx
(900 x 900)

Traffic Management Manual for Work on Roadways 2020 B-98

Appendix B.2: Standard Construction Signs - Sizes and Applications

R-025 Stop Line

Sign sizes The STOP LINE RIGHT R-025-R sign is required only at
(mm) temporary traffic signal or temporary lane control signal
installations where a stop line cannot be placed or where
R-025-L an installed stop line needs additional emphasis.
(450 x 600)
It should generally be post-mounted at the intended stop
R-025-L
location and to the right of approaching traffic.

On a one-way roadway or in other situations where more than

R-025-R one lane approaches the temporary signal from the same
(450 x 600) direction, a STOP LINE LEFT R-025-L sign should be post-
mounted on the left side of approaching traffic if a secure
location can be found for it.

R-025-R When properly positioned, the arrows on R-025 signs always

point inward towards the travelled roadway.

R-056-1 Yield to Oncoming Traffic

Sign sizes The YIELD TO ONCOMING TRAFFIC R-056-1 sign is used to

(mm) control a single-lane traffic section on what is principally or
usually a two-lane, two-way roadway.
R-056-1
(750 x 900)* It is used with other signs, such as:
• C-030-8 Single Lane Traffic
R-056-1x
(900 x 1200)* • C-135 Narrow Structure Ahead
R-056-1
• C-135-Ta One Lane tab

The R-056-1 sign is displayed for only one direction of travel,

and should be used only where adequate sight distance, low
traffic volumes, and low speeds make it unnecessary to use
Traffic Control Persons, temporary traffic signals, or temporary
lane control signals.

It may also be used on the rear of a work vehicle involved in

continuously slow-moving work on a two-lane, two-way
roadway.

Traffic Management Manual for Work on Roadways 2020 B-99

Appendix B.2: Standard Construction Signs - Sizes and Applications

R-082 and R-083 Lane Use

Sign sizes The LANE USE R-082-L, R-082-R1, R-083-L, and R-083-R
(mm) signs are used for both temporary and permanent situations to
indicate that drivers should use a specific lane on an approach
R-082-L to an intersection.
(750 x 750)
LANE USE signs regulate the lane assignments on
R-082-L R-082-Lx approaches to intersections, and should be used where the
(900 x 900)* movement is contrary to either driver expectations or the
normal rules of the road.

R-082-R1 Unlike TURN CONTROL signs, these signs are placed in

(750 x 750) advance of intersections and apply only to specific lanes.
For short-duration operations, they may be post-mounted
R-082-R1 R-082-R1x or placed on a temporary sign stand, preferably at least
(900 x 900)* 25 metres in advance of the intersection.

For long-duration work, they should be either post-mounted or

preferably mounted at a minimum height of 5.5 metres over the
R-083-L centre of the lane or lanes to which they apply.
(750 x 750)
The R-082-L, R-082-R1, R-083-L, and R-083-R signs may be
R-083-Lx used in a shoulder application when overhead mounting is not
(900 x 900)* practical.
R-083-L
A RIGHT LANE or LEFT LANE tab should be mounted below
R-083-R the sign if post-mounted on the shoulder of the roadway.
(750 x 750)

R-083-Rx
(900 x 900)*
R-083-R

R-082-R2 Right Lane Must Turn Right

Sign sizes The RIGHT LANE MUST TURN RIGHT R-082-R2 sign may be
(mm) used instead of the LANE USE R-082-R1 sign described above
if no suitable location can be found to display the R-082-R1
R-082-R2u sign.
(600 x 750)

R-082-R2
(750 x 900)
R-082-R2 R-082-R2x
(900 x 1200)*

Traffic Management Manual for Work on Roadways 2020 B-100

Appendix B.2: Standard Construction Signs - Sizes and Applications

B-R-101 Series Cycling Restriction

Sign sizes The BICYCLE PROHIBITED B-R-101-1 sign and the WALK
(mm) BICYCLE B-R-101-2 sign may be used to convey a cycling
restriction:
B-R-101-1
• The BICYCLE PROHIBITED B-R-101-1 sign indicates that
600 x 600
B-R-101-1 bicycle riding is prohibited beyond this point.
• The WALK BICYCLE B-R-101-2 sign is intended
B-R-101-2 for cycling restrictions that are limited in length
600 x 600 and where it is feasible to have cyclists dismount
and walk their bikes.

B-R-101-2 The B-R-101-Tb tab or the B-R-101-Tc tab should be used in

conjunction with the WALK BICYCLE B-R-101-2 sign
B-R-101-Tb to provide additional direction to cyclists.
600 x 300
B-R-101-Tb

B-R-101-Tc
600 x 300
B-R-101-Tc

Traffic Management Manual for Work on Roadways 2020 B-101

Appendix B.2: Standard Construction Signs - Sizes and Applications

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Traffic Management Manual for Work on Roadways 2020 B-102

Appendix B.2: Standard Construction Signs - Sizes and Applications

B.2.3 Other Signs

P-081 Idle Reduction

Sign sizes Rehabilitation or Expansion Projects:

(mm)
If required by special provisions in the project contract, the
P-081-1 IDLE REDUCTION – TURN ENGINE OFF P-081-1 sign or
(600 x 750)* the IDLE REDUCTION – NO IDLING P-081-2 sign can be
incorporated into work zone traffic control signage where
queues form under the direction of a Traffic Control Person
P-081-1 or traffic control devices during daylight hours.

Smaller Projects:

P-081-2 Projects under $500,000 in value can incorporate P-081

(600 x 750)* signs into work zone traffic control signage if:
• the project duration is expected to exceed three weeks;
• the project is located in a high-traffic area; and
P-081-2 • the Road Authority approves the use of these signs.

P-081-Ta Installation Instructions:

(600 x 300)*
P-081-Ta The sign must be placed downstream of the TRAFFIC
CONTROL PERSON AHEAD C-001-1 sign.

P-081-Tb The DAYLIGHT HOURS ONLY P-081-Tb tab must

(600 x 300)* be installed if traffic stoppages occur before—or extend
P-081-Tb beyond—daylight hours.

In the event of prolonged stoppages that result in long traffic

P-081-Tc queues, additional P-081-1 or P-081-2 signs must be placed
(600 x 300)* upstream as required.
P-081-Tc
Exceptions:

The use of Idle Reduction signs for traffic control is not

recommended if temperatures are consistently below
freezing or during night-time projects involving traffic
stoppages unless the queue area is lit.

The intent of the signs is to encourage drivers to reduce

greenhouse gas emissions from idling vehicles. The signs
should not be used in circumstances where they could
decrease road safety, adversely affect human health, or
impede workers’ ability to do their jobs.

Traffic Management Manual for Work on Roadways 2020 B-103

Appendix B.2: Standard Construction Signs - Sizes and Applications

W-132 Share the Road

Sign sizes The SHARE THE ROAD W-132-1 sign is used to warn
(mm) motorists that they are to provide adequate driving space
for cyclists and other vehicles on the road.
W-132-1u
(600 x 600) The sign also advises motorists and cyclists to use extra
caution on the upcoming stretch of road.
W-132-1
(750 x 750) The W-132-1 sign is to be used where bicycles and motor
vehicles share the roadway in a side-by-side operation,
W-132-1x such as on narrow lanes or where a road configuration
W-132-1 (900 x 900) changes, as when a paved shoulder or bicycle lane is
discontinued.

W-132-1Tu The SHARE THE ROAD W-132-1T tab may be used to

(450 x 300) enhance road users’ understanding of the W-132-1 sign.

W-132-1T
W-132-1T (600 x 300)

W-132-1Tx
(750 x 450)

C-186 Command Centre

Sign sizes The C-186 COMMAND CENTRE sign may be used to indicate
(mm) a command centre where travellers may report to during
emergency operations or evacuations such as wildfire or
C-186 See flooding.
Catalogue
The C-186-Ta OFFICE tab may be used in conjunction with the
C-186 COMMAND CENTRE sign to indicate the office location
within a command centre.

C-186-Ta Directional arrows may also be used with these signs to direct
travellers to the command centre or command centre office
location.

See the Catalogue of Standard Traffic Signs for more

information.

Traffic Management Manual for Work on Roadways 2020 B-104

Appendix B.2: Standard Construction Signs - Sizes and Applications

C-326 Series Runaway Lane Closed

Sign sizes The RUNAWAY LANE CLOSED C-236 sign is one option
(mm) available for informing truck drivers of a runaway lane closure.
It is typically used for long-duration work extending over
multiple days in areas where there are multiple runaway lanes.
C-326
(2440 x 915) The C-326 signs are used in conjunction with RUNAWAY
LANE CLOSED C-067 signs, and may require alteration of the
C-326 existing W-322 and W-323 runaway lane signs in order to
Hinged provide a unique letter identifier for each runaway lane.

The C-326 sign should be positioned at the upstream

C-326-OL brake check location, in advance of the hill, below an existing
(300 x 300) STEEP GRADE AHEAD sign as shown at the top of the
left column here.
C-326-OL
Series Other options for providing advance notice of a runaway
lane closure include the use of variable message signs (VMS)
and customized signs.

Advance notice of a runaway lane closure should be provided

at—or in advance of—the nearest upstream brake check
location.

C-326 signs, VMS, and customized signs may be used in

combination.

Zx-030 Traffic Pattern Change (custom sign)

Sign sizes For Ministry projects with centreline or median crossovers and
(mm) counterflow operations, a custom TRAFFIC PATTERN
CHANGE Zx-030 sign may also be used as a supplement.

Zx-030 Up arrows are used to indicate the direction of travel,

(custom) and an “X” is used to indicate a lane is closed or for
opposing traffic. Use of a down arrow requires approval
from the Ministry’s Traffic Operations Engineering
team.

Use of a custom Z-sign requires approval from the Road

Authority. For additional guidance or use of this custom sign,
contact the Ministry’s Traffic and Highway Safety Engineering
team.
Zx-030

Traffic Management Manual for Work on Roadways 2020 B-105

Appendix B.2: Standard Construction Signs - Sizes and Applications

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Traffic Management Manual for Work on Roadways 2020 B-106

Appendix C: Templates for Traffic Management and Control Plans

Appendix C: Templates for Traffic Management Plans

Appendix Contents

Templates for Traffic Management and Traffic Control Plans ........................... C-1

Template for Category 1 Traffic Management Plan ........................................... C-3

Daily Sign Check Form ..................................................................................... C-7

Template for Category 2 and 3 Traffic Management Plans ............................... C-9

Daily Traffic Control Log ................................................................................. C-27

Traffic Management Manual for Work on Roadways 2020 C-i

Appendix C: Templates for Traffic Management and Control Plans

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Traffic Management Manual for Work on Roadways 2020 C-ii

Appendix C: Templates for Traffic Management and Control Plans

Appendix C: Templates for Traffic Management Plans

Appendix C contains four templates:

1. Template for Category 1 Traffic Management Plan: This template is designed to

assist Project Supervisors and Traffic Control Supervisors in assessing traffic control
factors and developing a site-appropriate Traffic Management Plan for a Category 1
project.
2. Daily Sign Check Form: This form is designed for recording information about
the periodic sign checks carried out each day during the course of a project.
3. Template for Category 2 and 3 Traffic Management Plans: This template sets out
a fundamental approach for organizing and developing Traffic Management Plans for
Category 2 and Category 3 projects, and is designed to assist Prime Contractors and
Ministry staff with the development and review of Traffic Management Plans for Category
2 and Category 3 projects.
4. Sample Daily Traffic Control Log: This sample shows the information which should be
recorded about the day’s traffic control set up during the course of a project.

As indicated throughout this Manual, the requirements for each project will vary with the
characteristics of the traffic, the roadway, and the project itself, and with the contract provisions
and conditions established by the Ministry for the Prime Contractor. Each Traffic Management Plan
must reflect those project-specific characteristics, provisions, and conditions.

Traffic Management Manual for Work on Roadways 2020 C-1

Appendix C: Templates for Traffic Management and Control Plans

This page is intentionally blank.

Traffic Management Manual for Work on Roadways 2020 C-2

 Template for Category 1
TRAFFIC MANAGEMENT PLAN

1. This form is designed to assist Project Supervisors and Traffic Control Supervisors in assessing
traffic control factors and developing a Category 1 Traffic Management Plan appropriate to the work
site.
2. The purpose of traffic control is to clearly direct and control the flow of traffic with as little disruption
to the normal traffic flow as possible.
3. The misuse, overuse, or deficient use of traffic control devices can increase traffic hazards for
workers on this and other work sites. All unnecessary signs must be turned or removed as soon as
possible. For details, see the Ministry’s Traffic Management Manual for Work on Roadways.

IMPLEMENTATION PLAN
Date Site Name
Exact Site Location
Project Supervisor Organization

Traffic Control Supervisor Organization

Traffic Control Person(s) Employer

Description of Work Activity

CONSIDER: Site Factors

Road alignment: windy, straight, hilly, banked, etc.
Road type: divided, undivided, number of lanes.
Sight distance: signs, trees, buildings, and other
obstructions to driver sight lines.
Approaches: hills, curves, intersections, accesses.
Site length: total length, active length.
Regulated speed:
Average daily traffic volumes:
Traffic types: local, tourist, commercial, emergency,
bus, etc.
Shoulder types and widths:
Surrounding land uses: commercial, industrial,
residential, etc.
Residential areas: driveways, school buses, etc.
Weather conditions: clear, icy, wet, foggy, limited
visibility, etc.
Other:

Traffic Management Manual for Work on Roadways 2020 C-3

Template Category 1 Traffic Management Plan

CONSIDER: Procedural Factors

Work on roadway
Work off roadway
Site access and egress
Stationary work site
Continually slow-moving work site
Amount of work site activity
Activity changes as work progresses
Hours of work – day / night
Other:

TRAFFIC CONTROL PLAN CONSIDERATIONS

Traffic Control Hierarchy: Consider traffic control devices such as signs, barricades, delineators,
flashing arrow boards, changeable message signs, cones, and other traffic control methods before
using Traffic Control Persons.
Temporary / Construction Speed Zones: Keep reduced speed zones as small as possible.
Temporary Speed Zones should not extend more than 1 km outside the active work area.
Site Factors: Traffic control decisions should reflect site factors identified on the previous page.

CONSIDER: Traffic Control Plan

Site and procedural factors
Types of traffic control devices
Spacing of devices
Advanced warning area
Transition area
Buffer area
Work area
Termination area
Delineation during off hours
Moving signs
Turning and removing signs
Checking devices
Traffic Control Persons:
- qualifications
- hours of work
- communications
- relief
- site instructions, location
Other:

Traffic Management Manual for Work on Roadways 2020 C-4

Template Category 1 Traffic Management Plan

Site Diagram

Persons Involved in Developing Traffic Plan

Attended site discussion of plan:
Name Organization Signature

Traffic Management Manual for Work on Roadways 2020 C-5

Template Category 1 Traffic Management Plan

INCIDENT MANAGEMENT PLAN (if required)

PUBLIC INFORMATION PLAN (if required)

Traffic Management Manual for Work on Roadways 2020 C-6

Template Daily Sign Check Form

DAILY SIGN CHECK FORM

Project Name and Number Project Location

Type of Work Highway Location

Date Time of Location and

yyyy/mm/dd Inspection Deficiency Type Comments Initials

Traffic Management Manual for Work on Roadways 2020 C-7

Template Daily Sign Check Form

This side of the page may be used for additional records if necessary.

Date Time of Location and

yyyy/mm/dd Inspection Deficiency Type Comments Initials

Traffic Management Manual for Work on Roadways 2020 C-8

Template Category 2 or 3 Traffic Management Plan

TRAFFIC MANAGEMENT PLAN

<Name of Category 2 or Category 3 Project>
<PROJECT No.>
<Date>

Traffic Management Manual for Work on Roadways 2020 C-9

Template Category 2 or 3 Traffic Management Plan

This page is intentionally blank.

Traffic Management Manual for Work on Roadways 2020 C-10

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

Table of Contents

1. Category Definition ...................................................................................

2. Traffic Control Plan ...................................................................................

1. Site Factors (Risk Assessment) ............................................................

2. Procedural Factors (Risk Assessment) ................................................
3. Special Provisions .................................................................................

3. Incident Management Plan .......................................................................

4. Public Information Plan ............................................................................

5. Implementation Plan .................................................................................

6. Contact List ................................................................................................

1. Emergency Response Agencies/Assistance ........................................

2. Non-Emergency Contacts .....................................................................
3. Prime Contractor’s Contact Numbers ...................................................

Appendix A: Traffic Control Plan Drawings ................................................

Appendix B: Detour Traffic Control Plan Drawings ...................................

Traffic Management Manual for Work on Roadways 2020 C-11

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

1. Category Definition

Based on the steps outlined in Section 3.2: Project Category Determination in the Ministry’s
Traffic Management Manual for Work on Roadways, the <Project Name> Project calls for a
Category <#> Traffic Management Plan.

A Category <#> Traffic Management Plan is characterized by:

•
•
•
•

A Category <#> Traffic Management Plan consists of:

• Traffic Control Plan

• Public Information Plan
• Incident Management Plan
• Implementation Plan

The aim of a Category <#> Traffic Management Plan is to minimize the site-specific risks that
were identified for the project.

Traffic Management Manual for Work on Roadways 2020 C-12

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

2. Traffic Control Plan

See also Appendix A: Traffic Control Plan Drawings in this Traffic Management Plan for the
proposed layouts of traffic control devices for the project.

Plan Date Date when plan was initiated.

Latest Revision Date of latest revision.

Site Name Name of project.

Plan Developed By Name of person who developed the plan.

Exact location, direction, Highway number and name of location, LKI, etc.
and distance to nearest
landmarks

Project Supervisor Name of Project Supervisor.

Prime Contractor Name of Prime Contractor.

Traffic Control Manager Name of Traffic Control Manager (if applicable).

Traffic Engineer Name of Traffic Engineer (if applicable).

Traffic Control Supervisor Name of Traffic Control Supervisor and company.

Traffic Control Persons Names of TCPs and company.

Project Start Date

Project Completion Date

Traffic Management Manual for Work on Roadways 2020 C-13

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

1. Site Factors (Risk Assessment)

Road Alignment Windy, straight, hilly, banked, etc.

Road Type Primary, secondary, urban, rural, divided, undivided, arterial,

expressway, freeway, number of lanes.

Driver Sight Distances Consider signs, trees, buildings, and other obstructions that limit
visibility.

Approaches Hill, curves, intersection, accesses, etc.

Work Zone Length

Affected Lanes

Regulated Speed

Reduced Speed Limit

Traffic Volumes Approximate traffic volume and type (commercial, residential,

agricultural, etc.).

Shoulders Width, material, etc.

Surrounding Land Use Commercial, industrial, residential, agricultural, etc.

Residential Areas Driveways, school buses, etc.

Pedestrians/Cyclists Is project in an area with potential pedestrians and cyclists?

Weather Conditions Clear, icy, wet, foggy, snowy, etc.

Site Hazards List of hazards within project limits.

Concrete Roadside Will concrete barriers be removed?

Barriers
If so, what traffic control measures will be in place?

Traffic Management Manual for Work on Roadways 2020 C-14

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

2. Procedural Factors (Risk Assessment)

Work Activity Type of work: stationary, slow-moving, emergency, brief, short-

duration, or long-duration work?

Work On/Off Roadway Is the work on or off the roadway?

Site Access/Egress How will equipment access and exit from the site?

Intersections affected
by work zone or traffic
control devices

Delays, Closures, Will delays, closures, diversions, and/or detours be in place?

Diversions, and Detours
If so, illustrate in Appendix B: Detour Traffic Control Plan
Drawing.

What is the design speed for the detour?

Can it withstand the traffic that will be using the road?

For what duration will these be in place?

Hours of Work The hours during which the work will occur.

The time period during which the work will affect traffic.

Dump Site Location of dump site and access/exit requirements.

Construction Equipment How will construction equipment be protected during working

hours?

During off-hours?

Traffic Management Manual for Work on Roadways 2020 C-15

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

3. Special Provisions

Traffic Control Supervisor Name of Traffic Control Supervisor and company.

Traffic Control Persons Name of TCPs and company.

Off-Hours Traffic Control Types of traffic control devices.

Means of Communication How will TCPs communicate?

Signage Are signs installed for short-duration or long-duration work?

Are the signs spaced in accordance with posted speed?

Portable Dynamic Will PDMS be required?

Message Signs (PDMS)
Who will be responsible for updating the sign message(s)?

Dynamic Message Signs Are DMS required?

(DMS)
Where will they be located?

Who will be responsible for updating the sign message(s)?

Intersections affected Are intersections affected by the work zone or traffic control
by work zone or traffic devices?
control devices
If so, how will the intersections be controlled?

Will additional traffic control devices be required?

Flexible Drums Will flexible drums be used to delineate lane drops?

Will they be used to identify construction accesses to the

work activity area?

Traffic Management Manual for Work on Roadways 2020 C-16

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

Traffic Stoppages Are there any anticipated traffic stoppages?

If so, for how long?

Will there be single lane alternating traffic?

Layout of Devices Identify spacing between traffic control devices.

Emergency Vehicles Will emergency vehicles have clear, unobstructed access to the
site?

What procedures will be in place to ensure that emergency

vehicles are able to access the site without delay?

Traffic Management Manual for Work on Roadways 2020 C-17

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

3. Incident Management Plan

The Incident Management Plan defines processes for responding to unplanned events or traffic
incidents in the work zone so that incident response operations within the work site are managed
effectively.

The Incident Management Plan requirements are partially determined by the project category
(see Section 3.2: Traffic Management Plan Sub-Plans and Section 3.4: Traffic Management
Plan Requirements by Category in the Traffic Management Manual for Work on Roadways).

Traffic Control Supervisor Name and qualifications.

and Qualifications

Traffic Control Manager Name and qualifications.

and Qualifications

Emergency Response Name and contact information (may be listed in Section 6: Contact
Agencies and Contact List).
Information

Types of traffic incident Motor vehicle incident, motor vehicle incident with injuries, vehicle
that could occur within stalls, emergency vehicle transit of work zone, dangerous goods
work zone incident, wide load passing, etc.

Procedures for Will there be a radio announcement?

responding to traffic
incident that occurs Who will evaluate the incident?
within work zone
Who will call 911?

Will traffic be stopped or will there be single lane alternating traffic?

Who will assist the emergency responders through the site,

and how?

Who will assist if it is necessary to clear vehicles, and how?

Traffic Management Manual for Work on Roadways 2020 C-18

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

Procedures to restore How will traffic movement be restored?

traffic flow around
incident site as quickly Will traffic control devices be used?
as possible
If so, how?

Procedures to clear How will the incident be cleared to restore traffic movement?
incident and restore
normal project traffic How many TCPs are required?
operations as soon
as possible

Procedure to inform and What is the procedure for advising the Ministry that an incident
update Ministry regarding occurred, what response measures are being taken, what
incident in work zone clearance measures are required, and what the estimated
clearance time will be?

Procedure to inform Will DMS or PDMS be used to display information?

travelling public of
estimated duration of Will the information be on DriveBC?
delay and alternative
routes (if applicable)

Incident Reporting Who will provide details to the Ministry?

What is the process for incident follow-up?

Investigation Process Who will lead the incident investigation?

What investigation process will be used to assess the incident and

those involved?

Review and Continuous How incidents will be reviewed and followed up to reduce the
Improvement Process severity and frequency of future incidents?

Traffic Management Manual for Work on Roadways 2020 C-19

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

4. Public Information Plan

The Public Information Plan identifies actions and procedures for informing the travelling public,
project stakeholders, and the Ministry of current traffic operations and planned changes to traffic
operations.

See also Section 3.2: Traffic Management Plan Sub-Plans and Section 3.4: Traffic Management
Plan Requirements by Category in the Traffic Management Manual for Work on Roadways.

Process for routinely Who will be responsible for the changes?

notifying Ministry of
changes to scheduled What is the person’s title?
work plans

Process for notifying Identify the forms of communication to be used [DriveBC, radio,
travelling public of project signs, overhead Dynamic Message Signs (DMS), Portable
scheduled traffic delays Dynamic Message Signs (PDMS), public meetings, etc.].
and project duration

Process for notifying Identify the forms of communication to be used [DriveBC, radio,
travelling public of Twitter, overhead Dynamic Message Signs (DMS), Portable
unscheduled traffic Dynamic Message Signs (PDMS), etc.].
delays

Major user groups for Identify the major user groups (BC Trucking Association,
alternating lane closures BC Transit, emergency response agencies, school districts, etc.).
or road closures

Traffic Management Manual for Work on Roadways 2020 C-20

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

5. Implementation Plan

The Implementation Plan identifies responsibilities and procedures for ensuring that traffic
management sub-plans are developed and implemented in a coordinated manner.

It identifies the qualifications, responsibilities, and duties of supervisory and management

personnel responsible for implementing the Traffic Management Plan and includes the
designation of a Traffic Control Manager and a Traffic Control Supervisor.

See also Section 3.2: Traffic Management Plan Sub-Plans and Section 3.4: Traffic Management
Plan Requirements by Category in the Traffic Management Manual for Work on Roadways.

Traffic Control Manager Name, qualifications, responsibilities, and duties.

and Responsibilities

Traffic Control Supervisor Name, qualifications, responsibilities, and duties.

and Responsibilities

Person who will manage Name and title.

emergency traffic control
operations
Person who will maintain Name and title.
daily traffic control logs

Person who will manage Name and title.

Incident Management
Plan
Person who will manage Name and title.
Public Information Plan

Person who will monitor Name, title, and responsibilities.

inactive work site

Traffic Management Manual for Work on Roadways 2020 C-21

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

6. Contact List

1. Emergency Response Agencies/Assistance

Agency/Assistance Contact 1 Contact 2

RCMP
BC Ambulance
Fire and Rescue
HazMat 24 hr 1-800-663-3456
PEP 24 hr 1-800-663-3456
Towing Company
Road Authority Contacts

Other

2. Non-Emergency Contacts

Agency Name Phone/Fax Address

WorkSafeBC

BC Hydro
Telus
Maintenance Contractor

CP Railway

Local City Office

First Aid

Traffic Control Supervisor

Traffic Control Company

Other

Traffic Management Manual for Work on Roadways 2020 C-22

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

3. Prime Contractor’s Contact Numbers

Name and Position Office Number Cell Phone Number

Traffic Management Manual for Work on Roadways 2020 C-23

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

Appendix A: Traffic Control Plan Drawings

Site Diagram
(Use additional pages as necessary.)

Show all site factors affecting traffic control, traffic control devices, spacing, signs, explanatory
notes, North arrow, etc.

Traffic Management Manual for Work on Roadways 2020 C-24

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

Appendix B: Detour Traffic Control Plan Drawings

Site Diagram
(Use additional pages as necessary.)

Show all site factors affecting traffic control, traffic control devices, spacing, signs, explanatory
notes, North arrow, etc.

Traffic Management Manual for Work on Roadways 2020 C-25

Template Category 2 or 3 Traffic Management Plan

<Name of Project> – Traffic Management Plan

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Traffic Management Manual for Work on Roadways 2020 C-26

Template Daily Traffic Control Log

Page ____ of ____

DAILY TRAFFIC CONTROL LOG

(More than 1 report may need to be completed if the work zone contains more than 1 work area or TCP station)

Date: _____________________ TCS Name: _________________________ Initial: ________

Project Name: ____________________________ Work Area: ___________________________

Highway Number/Road Name: ______________________________________________________

Description of Location/GPS Coordinates: ____________________________________________

Type of Work Taking Place (eg. paving, culvert replacement): ______________________________

Weather: Sunny / Cloudy / Rainy / Foggy / Windy / Snowy / Other: ___________________________

Direction of Closure: Northbound / Southbound / Eastbound / Westbound / Other: ______________

Highway Type: 2-lane 2-way / Multi-lane Undivided / Multi-lane Divided / Other: ________________

Type of Closure: Fast lane / Slow lane / Sidewalk / Single lane alternating / Road closure / Other

Time Installed: _________________________ Time Removed: _________________________

Sketch of Set Up / Reference figure (attached):

Comments: (eg. modifications to any standard drawings, observations, any incidents or near misses
which occurred and could have an affect on Traffic Operations for workers or the travelling public)
________________________________________________________________________________
________________________________________________________________________________
________________________________________________________________________________
________________________________________________________________________________
________________________________________________________________________________

TCP Names: ___________________ _____________________ _____________________

Traffic Management Manual for Work on Roadways 2020 C-27

Template Daily Traffic Control Log

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Traffic Management Manual for Work on Roadways 2020 C-28

Appendix D: Traffic Management Plan Audit Forms

Appendix D: Traffic Management Plan Audit Forms

Contents

Traffic Management Plan Audit Forms ................................................................. D-1

Traffic Management Plan Documentation Audit Form ....................................... D-3

Traffic Management Plan Field Audit Form ....................................................... D-9

Traffic Management Manual for Work on Roadways 2020 D-i

Appendix D: Traffic Management Plan Audit Forms

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Traffic Management Manual for Work on Roadways 2020 D-ii

Appendix D: Traffic Management Plan Audit Forms

Appendix D: Traffic Management Plan Audit Forms

Appendix D contains two Traffic Management Plan audit forms that are intended for use by Ministry
personnel:

1. The Traffic Management Plan Documentation Audit Form is used by Ministry staff to audit
a Prime Contractor’s Traffic Management Plan prior to the commencement of project works.
2. The Traffic Management Plan Field Audit Form is used by Ministry staff to conduct field
audits on the effectiveness of the Prime Contractor’s Traffic Management Plan and its traffic
control layouts or drawings as they relate to the actual site setup.
It is also used by Ministry staff to conduct field audits on road works being undertaken
by Ministry crews (e.g., rock scaling, centreline operations, or day labour construction).

The audit forms may also guide traffic management planning by other Road Authorities, and by Prime
Contractors if they wish to use the forms or are instructed to do so.

Traffic Management Manual for Work on Roadways 2020 D-1

Appendix D: Traffic Management Plan Audit Forms

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Traffic Management Manual for Work on Roadways 2020 D-2

Appendix D: Traffic Management Plan Audit Forms

Traffic Management Plan Documentation Audit Form

Project Name _________________________________ Project # ______________________

Location ______________________________ Duration of Work _______________________

Description of Work ____________________________________________________________

Auditor __________________________________ Audit # ____________________________

DOCUMENTATION AUDIT – PRIOR TO COMMENCEMENT OF WORK

Rate the Items and Conditions in the Documentation Audit form using these three indicators:
 acceptable
X not acceptable
N/A not applicable

Item Conditions Rating

Traffic Management Plan The Prime Contractor submitted a Traffic Management

Plan to the Road Authority.
It was submitted within an acceptable time—i.e., at least
15 working days before the planned commencement
of project works or as defined by the Standard
Specifications.
The Project Category determination process was followed
for the Traffic Management Plan.
The Traffic Management Plan has all the required
sub-plans for the identified Project Category
(Traffic Control Plan, Incident Management Plan,
Public Information Plan, and Implementation Plan).
It has been engineered as required by the contract.
It was developed as required by the Special Provisions.

Traffic Management Manual for Work on Roadways 2020 D-3

Appendix D: Traffic Management Plan Audit Forms

Item Conditions Rating

Traffic Control Plan The Traffic Control Plan meets the Ministry’s minimum
requirements for the Project Category identified in the
contract or in the Project Category determination process.
It includes text descriptions of the location of the work
zone, proposed work activities, proposed traffic control
measures, and the specific times and dates when work
will be undertaken on the roadway.
It includes traffic control layouts (schematic diagrams) of
the roadway showing the placement and general
arrangement of traffic control devices.
It includes customized layouts where standard layouts are
inadequate. Layouts need not be to scale, but should
include dimensions and site-specific characteristics.
(Drawings are required for a Traffic Control Plan only
if standard layouts are not adequate.)
It may include customized drawings of the roadway in the
vicinity of the work zone that identify the arrangement of
traffic control devices in accordance with the standards
identified in Sections 6 through 19 (Traffic Control
Layouts) of the Ministry’s Traffic Management Manual for
Work on Roadways.
The drawings include dimensions, and show all painted
markings, physical features that may affect traffic
operations (signing, guard rails, lamp standards, etc.),
road geometry, and lane configurations.
The Traffic Control Plan is detailed to the extent
appropriate for the complexity of the work or incident.
It was prepared by the Prime Contractor, and was shared
with all responsible parties before the commencement of
the work.

Traffic Management Manual for Work on Roadways 2020 D-4

Appendix D: Traffic Management Plan Audit Forms

Item Conditions Rating

Incident Management For large, complex projects, the Incident Management

Plan Plan addresses procedures for handling unplanned
events and incidents, and includes provisions for incident
response.
The Incident Management Plan specifically identifies:
• types of traffic incidents that may occur in the
work zone and planned estimated resumption times
• procedures for detecting and verifying incidents that
occur within the work zone
• procedures for responding to incidents
• procedures for restoring traffic flow around an incident
site as quickly as possible, including the use of
detours
• procedures for clearing the incident and restoring pre-
incident traffic operations as soon as possible
• procedures for identifying estimated resumption times
• procedures for immediately informing the Road
Authority of the incident occurrence, response
measures taken, clearance measures planned,
estimated clearance time, and actual incident
clearance time
• procedures for informing major user groups
and the travelling public of anticipated delays and the
estimated duration of the unplanned traffic pattern
change
• procedures for reviewing incidents and proposing
modifications to the Traffic Management Plan that will
enhance the work site’s safety and ease of use
• duties and responsibilities of the Traffic Control
Manager, Traffic Control Supervisor, and Traffic
Control Persons with respect to incident response
operations
• a contact list for emergency response agencies

Traffic Management Manual for Work on Roadways 2020 D-5

Appendix D: Traffic Management Plan Audit Forms

Item Conditions Rating

Public Information Plan The Public Information Plan identifies:

• major stakeholders and road users that may be
affected by the work
• types of communication processes that will be used to
notify stakeholders and road users of the work
• actions/procedures for informing the Road Authority,
travelling public, and project stakeholders of current
traffic operations and planned changes to traffic
operations
• actions/procedures for informing major user groups
and the travelling public of anticipated delays
• actions/procedures for informing major user groups of
the estimated duration of unplanned traffic pattern
changes

Implementation Plan The Implementation Plan identifies:

• project phases and milestones for periods when traffic
operations may change
• specific changes required to traffic operations during
various phases of the work
• responsibilities and procedures for ensuring that
the sub-plans in the Traffic Management Plan
are implemented
• qualifications, responsibilities, and duties of the
management and supervisory personnel who are
responsible for implementing the Traffic Management
Plan (i.e., Traffic Control Manager and Traffic Control
Supervisor)

Traffic Management Manual for Work on Roadways 2020 D-6

Appendix D: Traffic Management Plan Audit Forms

Comments:

Items for follow-up:

Auditor signature: Date:

Recipient signature: Date:

Traffic Management Manual for Work on Roadways 2020 D-7

Appendix D: Traffic Management Plan Audit Forms

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Traffic Management Manual for Work on Roadways 2020 D-8

Appendix D: Traffic Management Plan Audit Forms

Traffic Management Plan Field Audit Form

Project Name _________________________________ Project # ______________________

Location ______________________________ Duration of Work _______________________

Description of Work ____________________________________________________________

Auditor __________________________________ Audit # ____________________________

FIELD AUDIT – DURING WORK ACTIVITIES

Rate the Items and Conditions in the Field Audit form using these three indicators:
 acceptable
X not acceptable
N/A not applicable

Item Conditions Rating

Traffic Management Plan The Traffic Management Plan has been updated as the
and Traffic Control Plan project progresses (changes to work activities that alter
traffic control requirements, changes in work activity
scheduling, changes to project initiation and/or completion
dates, changes to sub-plans, etc.).
The Traffic Management Plan has been modified and the
changes have been recorded as the work changes.

Traffic Control Manager The Traffic Control Manager has:

(may be same person as • exercised full line authority over all onsite Traffic
Traffic Control Supervisor) Control Persons
• finalized traffic control measures
• directed implementation of the Traffic Control Plan
• monitored traffic operations to determine the
effectiveness of the Traffic Control Plan
• overseen Traffic Management Plan modifications
necessitated by construction changes and the
accommodation of special events
• kept the Traffic Management Plan up-to-date

Traffic Management Manual for Work on Roadways 2020 D-9

Appendix D: Traffic Management Plan Audit Forms

Item Conditions Rating

Traffic Control The Traffic Control Supervisor is not the same person as
Supervisor the Site Supervisor.
(may be same person as The Traffic Control Supervisor is qualified and available at
Traffic Control Manager) all times (i.e., night-time and during weekends).
The Traffic Control Supervisor has ensured that:
• the required traffic control devices are in place
• the daily traffic control logs are maintained
• the work of Traffic Control Persons is coordinated on
the work site
• Traffic Control Persons are using the required
personal protective clothing and equipment
• Traffic Control Persons are positioned in safe
locations clear of potential environmental hazards
(i.e., rock slides and avalanches)
• Traffic Control Persons are performing traffic control
duties competently and safely

Traffic Management Manual for Work on Roadways 2020 D-10

Appendix D: Traffic Management Plan Audit Forms

Item Conditions Rating

Traffic Control Persons Signs associated with the Traffic Control Persons are
appropriately displayed, and are covered or removed
when not required.
The Traffic Control Persons working on the project:
• are qualified and carrying up-to-date certification on
the work site
• are used appropriately
• are wearing appropriate personal protective
equipment as stipulated in Part 18 of WorkSafeBC’s
Occupational Health & Safety Regulation (hard hat
with retroreflective strip, safety vest, CSA-approved
footwear, wrist and ankle bands)
• are using standard signals for traffic control
as described in Part 18 of WorkSafeBC’s
Occupational Health and Safety Regulation
• are using traffic control paddles that meet the
requirements for a C-027 Traffic Control Paddle
• are using adequate and effective communication
• are using a red signaling wand during night work and
in conditions of poor visibility
• are standing in the best possible positions unless
circumstances or space requirements are restricted
• are aware of a clear escape route
• are using precise motions to direct traffic
• are clearly directing and adequately controlling traffic

Traffic Management Manual for Work on Roadways 2020 D-11

Appendix D: Traffic Management Plan Audit Forms

Item Conditions Rating

Traffic Control Signs Signs are appropriate in size and have diamond-grade
and Devices retroreflectivity.
Signage is adequate, and is spaced appropriately
in accordance with the Traffic Management Plan
for the project or regulatory speed limits throughout
the project.
Signage adequately communicates the necessary
information to all road users (drivers, pedestrians,
and cyclists).
Signs are visible, clear of debris, free from obstruction, in
good condition, and properly displayed.
Sign patterns are displayed consistently in both directions
throughout the work zone.
Speed drops are appropriate to highway and road speed.
Signs and devices are installed in accordance with the
Traffic Control Plan.
Contradicting signs are covered or removed (e.g., normal
100 km/h sign covered or removed when construction
speed is 50 km/h; inapplicable signs covered or removed
when work site is inactive).
All side roads, intersections, and interchanges have been
considered, and are signed accordingly.
Delineation is suitable and provides a clear message
for directing traffic through the work site.
Delineation is properly set up and spaced to provide
a suitable buffer.
Changeable message boards and speed readers are
positioned properly in locations most suitable for project
and driver visibility, are in good working condition, and are
functioning properly.
Night hazards have been addressed.
Floodlights have been installed where required and
are positioned so that they will not create visibility
problems for drivers.

Traffic Management Manual for Work on Roadways 2020 D-12

Appendix D: Traffic Management Plan Audit Forms

Item Conditions Rating

Traffic Control Layout Sight distance is adequate as drivers approach the

work zone, and at all points within the work zone.
Layout is consistent with the Traffic Management Plan
and Traffic Control Plan (i.e., detours and road closures
are considered, and the proper traffic control devices are
being used).
Layout is organized and clear.
Layout is uniform and consistent to ensure that drivers
respond properly.
Drivers, pedestrians, and cyclists can move easily through
the work zone.
Layout is such that it encourages drivers, pedestrians,
and cyclists to reduce risk.
Standard layouts are used for signage and other traffic
control devices to meet traffic control requirements.
The work zone has an advance warning area in which
drivers can adjust their driving in accordance with the
conditions.
The transition area is easily identified with the proper
traffic control devices (i.e., delineator tapers).
The buffer space is adequate and allows drivers to stop at
a safe distance.
The buffer space is free of equipment, workers, materials,
and workers’ vehicles, with the exception of a buffer
vehicle.
The work activity area is closed off to drivers by
appropriate traffic control devices (i.e., delineators,
barricades, or other channelizing devices).
The work activity area provides a safe entrance and
exit for work vehicles.
The termination area provides an adequate distance
for traffic to clear the work zone and return to normal
travel lanes.

Traffic Management Manual for Work on Roadways 2020 D-13

Appendix D: Traffic Management Plan Audit Forms

Item Conditions Rating

Inactive Work Site The site has been left in a functional condition that allows
for the safe movement of all road users, including
pedestrians, cyclists, and vehicles.
Construction signs that are not being used are covered to
prevent driver confusion.
Signage and traffic control devices are appropriate.
A specific person has been identified as being
responsible for 24-hour maintenance and emergency
response, and has accepted this responsibility.
The traffic control layout is consistent with the Traffic
Management Plan regarding inactive work sites.

Maintenance The road surface is free from gravel, mud, and other
debris.
Signage and traffic control devices are properly used,
displayed, and set up, and are free from mud, debris, and
obstruction.
A specific person routinely monitors, inspects, and
maintains traffic control signs and devices.

Traffic Management Manual for Work on Roadways 2020 D-14

Appendix D: Traffic Management Plan Audit Forms

Comments:

Items for follow-up:

Auditor signature: Date:

Recipient signature: Date:

Traffic Management Manual for Work on Roadways 2020 D-15

Appendix D: Traffic Management Plan Audit Forms

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Traffic Management Manual for Work on Roadways 2020 D-16

Appendix E: Lane Closure Request Form

Appendix E: Lane Closure Request Form

Appendix E contains a sample of the Ministry’s Work Notification/Lane Closure Request and Approval
Form (H1080).

The online form is available at http://gww.th.gov.bc.ca/forms/getFormFile2.aspx?formId=649.

It can be populated online, and then printed for submission to the Ministry.

Traffic Management Manual for Work on Roadways 2020 E-1

Appendix E: Lane Closure Request Form

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Traffic Management Manual for Work on Roadways 2020 E-2

Appendix E: Lane Closure Request Form

Traffic Management Manual for Work on Roadways 2020 E-3

Appendix E: Lane Closure Request Form

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Traffic Management Manual for Work on Roadways 2020 E-4

Appendix F: Tables A to D

Appendix F: Tables A to D
Contents

Table A: Taper Lengths .......................................................................................... F-1

Table B: Device Spacing Lengths ......................................................................... F-3

Table C: Risk Evaluation for Emergent and Brief-Duration Work ..................... F-5

Table D: Minimum Distances for Mobile Work .................................................... F-6

Traffic Management Manual for Work on Roadways 2020 F-i

Appendix F: Tables A to D

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Traffic Management Manual for Work on Roadways 2020 F-ii

Appendix F: Tables A to D

TABLE A — TAPER LENGTHS

Regular Posted Speed Limit (km/h)

Taper Types (m)
≤50 60 70 80 90 100 110 120

Merge Taper Length LM 35 55 160 190 210 230 250 280

Lane Shift Taper Length LL 30 50 80 100 110 120 130 140

Downstream Taper Length LD 30 30 30 30 30 30 30 30

TCP, Signal, and Shoulder 5 8 15 15 15 15 15 15

LS
Taper Length (min. 5 devices)
Minimum Tangent Length 30 60 160 190 210 230 250 280
LT
between Tapers

Run-In Length on Centreline LR 40 50 60 60 70 80 90 100

Table A Notes
Regular Posted Speed Limit Device spacing and taper lengths should be to the
regular posted speed limit.
LM = Merge Taper Length Merge length required to close lane on approach to work
area. For speeds ≥ 70 km/h, merge length should be
(lane width of 3.7 m) × (Posted Speed in km⁄h)
at least = ,
1.6
rounded to nearest 10 m.
LL = Lane Shift Taper Length Used when a lateral shift is needed within the work area.
Lane Shift Taper = ½ x LM, rounded up to nearest 10 m.
LD = Downstream Taper Length May be used in work zone termination area to provide a
visual cue to drivers that they may return to the original
lane or path that was closed.
LS = TCP, Signal, and Shoulder Shoulder Taper: Used to close shoulders within activity
Taper Length area, or when shoulders might be mistaken for driving
lanes. May be increased to 1/3 x LM on higher-speed
highways and freeways where shoulder width is ≥ 2.5 m.
Signal and TCP Tapers: Used in advance of a work
activity area where traffic is controlled so that the road
is used alternately by traffic moving in each direction.

Traffic Management Manual for Work on Roadways 2020 F-1

Appendix F: Tables A to D

LT = Minimum Tangent Length Used between successive tapers or at other decision or

between Tapers conflict points to provide time for drivers to become
accustomed to the first change and observe traffic
control devices for the second change.
LT = LM, but for high-speed/high-volume freeways and/or
night work, it may be doubled (2 x LT) to increase time
for drivers to become accustomed to the first change.
LR = Run-In Length May be used on centrelines as minimum tangent length
on Centreline before development of lane departures or lane shifts.
Run-in length = 0.8 x speed (in km/h) (US Manual of
Uniform Traffic Control Devices).

Traffic Management Manual for Work on Roadways 2020 F-2

Appendix F: Tables A to D

TABLE B — DEVICE SPACING LENGTHS

Regular Posted Speed Limit (km/h)

Device Spacing (m)
≤50 60 70 80 90 100 110 120

Construction Sign Spacing A 40 60 80 100 150 150 200 200

Buffer Space B 30 40 60 80 110 140 170 200

Roll-Ahead Buffer Distance R 30 30 40 40 40 50 50 50

Channelizing Device Spacing

C 10 10 15 15 15 15 15 15
for Tapers
Channelizing Device Spacing
D 10 10 30 30 40 40 40 50
on Curves and Tangents

Table B Notes
Regular Posted Speed Limit Device spacing and taper lengths should be to the
regular posted speed limit.
A = Construction Sign Spacing Recommended minimum spacing for signage. Spacing
may be adjusted to accommodate site constraints and/or
where high numbers of access points exist. Signs within
the work zone should be spaced on the basis of the
pre-construction, regulatory speed limit.
Maximum Construction Sign Spacing:
• Spacing for the sign closest to the work activity area
should remain as close as possible to Distance A.
• For other construction signs in the advance warning
area, spacing may be adjusted up to a maximum
distance of 2 x Distance A.
• Signs that include a distance measurement (e.g.,
Construction Ahead Next 2 km) should be placed in
accordance with the distance cited on the sign or tab.

Traffic Management Manual for Work on Roadways 2020 F-3

Appendix F: Tables A to D

B = Buffer Space The longitudinal distance which provides a margin of

safety for both the driver and the workers. It is important
that the buffer space be free of equipment, workers,
material and vehicles.
A buffer vehicle with a crash attenuator may be located
within the buffer space if there are space constraints.
The buffer space is measured is from the end of the taper
to the work activity area unless there is a buffer vehicle,
in which case it is measured to the back of the buffer
vehicle.
Typically used on high-speed roadways but should be
considered for all works where space allows.
Distance is based on the braking distance on level
ground for wet pavement as defined in the Transportation
Association of Canada’s Geometric Design Guide for
Canadian Roads (1999).
R = Roll-Ahead Buffer Distance The longitudinal distance measured from the front of the
buffer vehicle to the work activity area. It provides a
margin of safety in case of impact.
Distance is based on the Minnesota Manual on Uniform
Traffic Control Devices (2011).
C = Channelizing Device Spacing Maximum spacing between channelizing devices for
for Tapers tapers.
D = Channelizing Device Spacing Maximum spacing between channelizing devices on
on Curves and Tangents curves and tangents. Tighter spacing is acceptable
especially on curves where device loss can impact
directional continuity.
Maximum device spacing is calculated as 0.4 x speed
(in km/h), rounded to the nearest 10 m.

Traffic Management Manual for Work on Roadways 2020 F-4

Appendix F: Tables A to D

TABLE C — RISK EVALUATION FOR EMERGENT OR BRIEF-DURATION WORK

Risk Evaluation Criteria

Risk Criteria
Category Met?

1. Work Can the work be completed in 5 minutes or less? Yes / No

Duration

2. Sight Distance For the posted speed limit, is the minimum sight distance met? Yes / No
Distance from
parked location
Speed Limit
to furthest point 50 - 70 80 - 90 100 - 110 120
(km/h)
that can be
seen on the Minimum Sight
100 170 250 300
road. Distance (m)

3. Traffic Volume Is the traffic volume in lanes that will be entered by workers Yes / No
estimated to be less than 5 vehicles per lane per minute?

4. Environmental Is visibility unrestricted (no fog, blowing snow, etc.) and are road Yes / No
Conditions conditions not slippery?

Table C Notes

A Risk Evaluation has three possible outcomes:

1. Answers to all risk criteria questions are Yes: Traffic control devices may be installed in
accordance with the appropriate Emergent Work traffic control layout.

2. Answers to one or two risk criteria questions are No: Traffic control devices may be
installed in accordance with the appropriate Brief-Duration Work traffic control layout.

3. Answers to three or more risk criteria questions are No: Additional traffic control
measures are required beyond those described and illustrated for Emergent and
Brief-Duration Work. The standard layout(s) for the appropriate short-duration, long-duration,
or mobile work should be applied instead, which may necessitate calling in additional
resources.

Traffic Management Manual for Work on Roadways 2020 F-5

Appendix F: Tables A to D

TABLE D — MINIMUM DISTANCES FOR MOBILE WORK

Regulatory Speed Limit (km/h)

≤50 60 70 - 80 90 100 ≥ 110

Minimum Distance Moved (m) 100 130 170 220 260 300
Every 30 Minutes

Table D Notes

To be considered mobile work, the operation must move at least the distance shown in Table D for
the posted speed limit every 30 minutes or less.

If the work does not regularly move the specified distance, it should be treated as a stationary
operation, and the appropriate layout should be used.

Traffic Management Manual for Work on Roadways 2020 F-6

Appendix G: Pilot Car Load Movement Guidelines

Appendix G: Pilot Car Load Movement Guidelines

Pilot Car Load Movement Guidelines 2020 i

Appendix G: Pilot Car Load Movement Guidelines

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Pilot Car Load Movement Guidelines 2020 ii

Appendix G: Pilot Car Load Movement Guidelines

Pilot Car Load Movement

Guidelines

2020

Pilot Car Load Movement Guidelines 2020 i

Appendix G: Pilot Car Load Movement Guidelines

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Pilot Car Load Movement Guidelines 2020 ii

Acknowledgements

Acknowledgements
In the development of these guidelines, we have relied on program information from a variety of other
jurisdictions, and on content from the Escort Drivers’ Handbook (Rev Nov 29, 2011), produced by
Alberta Transportation, and the Pilot Car Escort Best Practices Guidelines which was produced jointly
by the Specialized Carriers & Rigging Association, the US Department of Transportation Federal
Highway Administration and the Commercial Vehicle Safety Alliance.

We have appreciated opportunities to speak and work with the Evergreen Safety Council, who
provide pilot car driver training and other road safety services in Washington State. They graciously
allowed us to make use of some of their materials in our early stakeholder consultations, and we
thank them.

We are especially grateful for input received from the pilot car and trucking industries in the Province
of British Columbia and other parts of Western Canada; your points of view and experience are very
much appreciated.

Pilot Car Load Movement Guidelines 2020 iii

Acknowledgements

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Pilot Car Load Movement Guidelines 2020 iv

Table of Contents

Table of Contents
Acknowledgements ............................................................................................................................. iii

Table of Contents ........................................................................................................................ TOC-1

Section 1: INTRODUCTION ...............................................................................................................

1.1 Purpose of the Guidelines ......................................................................... 1-1

1.2 Definitions ................................................................................................. 1-1

1.3 The Importance of Pilot Cars..................................................................... 1-2

Section 2: GENERAL PILOT CAR OPERATIONS ............................................................................

2.1 When Pilot Cars are Required ................................................................... 2-1

2.2 When Certification is Required ................................................................. 2-2

2.3 Related Laws and Policies......................................................................... 2-2

2.4 Best Practices ............................................................................................. 2-3

Section 3: LOAD MOVEMENT PLANNING .......................................................................................

3.1 Non-provincial Highways........................................................................... 3-1

3.2 Route Planning or Route Survey Guidelines ........................................... 3-1

3.2.1 Using Height Poles on Route Surveys ............................................ 3-1

3.3 Expect the Unexpected (Contingency Plan) ............................................ 3-2

3.4 Pre-Trip Meetings ....................................................................................... 3-3

3-5 Checks just prior to Moving the Oversize Load ...................................... 3-4

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Table of Contents

Section 4: Equipment and Communication .....................................................................................

4.1 The Pilot Car ............................................................................................... 4-1

4.2 Pilot Car and Driver Equipment to be Worn/Carried .............................. 4-1

4.2.1 Height Pole...................................................................................... 4-1

4.3 Signs and Devices for Traffic Control...................................................... 4-2

4.3.1 Vehicle-mounted Stop Signs (Optional) .......................................... 4-3
4.3.2 Dynamic Message Signs (Optional)................................................ 4-4

4.4 Communication during the Move ............................................................. 4-4

4.5 Radio Equipment and Frequencies .......................................................... 4-5

4.5.1 Radio Channels for VHF Radios ..................................................... 4-5

4.6 Best Practices for Speaking into a Two-way Radio ............................... 4-6

4.7 Radio Use on Resource Roads................................................................. 4-6

Section 5: Traffic Control (Flagging) Practices ...............................................................................

5.1 Flagging from Inside a Pilot car ............................................................... 5-1

5.2 Flagging Outside a Pilot Car ..................................................................... 5-2

Section 6: Pilot Car Load Movement - General ...............................................................................

6.1 Pilot Car Operation for Different Load Characteristics .......................... 6-1
6.1.1 Overwidth Loads ............................................................................. 6-1
6.1.2 Overheight Loads ............................................................................ 6-1
6.1.3 Overlength Loads ............................................................................ 6-1
6.1.4 Overweight Loads ........................................................................... 6-2

6.2 Positioning on the Highway ...................................................................... 6-2

6.3 Passing a Slower Vehicle .......................................................................... 6-2

Section 7: Pilot Car Load Movement Layouts – Roadway Type ....................................................

7.1 Two Lane Road Positioning – One or Two Pilot Cars ............................ 7-1

7.2 Two and three lane highway positioning – one or two pilot cars ......... 7-2

7.3 Multilane Highway – One and Two Pilot Cars ......................................... 7-3

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Table of Contents

Section 8: Pilot Car Load Movement Layouts – Structures...........................................................

8.1 Two-lane bridges with two-way traffic – Two pilot cars ......................... 8-1

8.2 Two-lane bridges with two-way traffic – Three pilot cars ...................... 8-2

8.3 Multilane-bridges with one way traffic ..................................................... 8-4

8.4 Tunnels and other restricted sight distance locations ........................... 8-5

8.5 Railway Crossings ...................................................................................... 8-7

Section 9: Pilot Car Load Movement Layouts – Intersections ......................................................

9.1 Driving in urban conditions ....................................................................... 9-1

9.2 Obeying traffic signals ............................................................................... 9-4

9.3 Right turns and load tail swing ................................................................. 9-5

9.4 Left Turns ................................................................................................. 9-7

9.5 Roundabouts .............................................................................................. 9-9

9.6 Interchanges ............................................................................................. 9-12

Section 10: Pilot Car Load Movement Layouts – Constriction Points ...........................................

10.1 Overhead Obstacles ................................................................................. 10-1

10.2 Obstacles on the shoulder ...................................................................... 10-2

10.3 Weigh Scales and Border Crossings ..................................................... 10-3

Section 11: Resources.........................................................................................................................

11.1 Regulations ............................................................................................... 11-1

11.2 Forms ............................................................................................... 11-1

11.3 Manuals and Guidelines .......................................................................... 11-1

11.4 Websites ............................................................................................... 11-2

11.5 Contacts ............................................................................................... 11-2

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Section 1: Introduction

Section 1: Introduction
1.1 Purpose of the Guidelines
Pilot cars play an important role in making sure that unusually large loads or wide vehicles travel BC’s
roads safely. Pilot cars function to warn other road users of the presence of an oversize vehicle,
assist in maneuvering the load through constrained areas, and keeping traffic delays to a minimum.

These guidelines have been developed to support activities for the safe movement of oversize loads
over BC highways. The standards for pilot cars and their equipment are set out in the BC Commercial
Transport Regulations Division 8. This manual is intended to clarify, enhance and support the
conditions for travel that are set out in provincial permits for oversize and overweight loads.

The traffic control described and illustrated in these guidelines is generally the minimum required. No
one standard sequence of signs or other control devices can be set up as an inflexible arrangement
for all conditions and locations, due to the variety of conditions encountered. It should also be
recognized that while the Pilot Car Load Movement Guidelines contain mandatory language such as
“shall” there may be circumstances where strict compliance with such requirements is not reasonable
and it will be necessary to deviate from the requirements.

Loads that are very large or very heavy often require the development of detailed, written
Transportation Management Plans in the course of planning and seeking approval for the necessary
permit to move the load. In those cases, in addition to the content of these guidelines and the legal
requirements from the BC Commercial Transport Regulations, please consult the guidance in Section
6.4.4 Chapter 6, of the Commercial Transport Procedures Manual.

1.2 Definitions
Lead pilot car: A pilot car travelling ahead of the load. Where there are two
pilot cars ahead of the load, the lead pilot car is the one closest
to the load. The lead pilot vehicle should travel 4 to 8 seconds
ahead of the load. The purpose of the lead pilot car is to warn
oncoming drivers that the load is approaching and to double
check clearances and other constraints for the load.

MoT: BC Ministry of Transportation and Infrastructure

Multilane highway: A highway with at least 4 lanes (typically 2 lanes in each

direction).

Oversize load: The vehicles and loads that are overheight, overwidth,
overlength and/or overweight, i.e. any load or vehicle for which
the terms of a permit or authorization requires the use of one or
more pilot cars.

Pilot car: A pilot car, for the purposes of these guidelines, is a vehicle
that is escorting commercial transport vehicles. A pilot car
used to escort commercial transport vehicles is different than a
pilot car used to lead traffic through a work zone.

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Section 1: Introduction

Rear pilot car: The rear pilot should travel 4 to 8 seconds behind the load.
The purpose of the rear pilot car is to warn drivers approaching
from the rear, to monitor the load (e.g. cargo securement, off
tracking, etc.), and to notify the load driver if any vehicles may
be passing. The rear Pilot Car should avoid getting in the load
driver's blind spot without communicating with the driver.

Scout pilot car: When there are two pilot cars travelling ahead of the load, the
scout pilot car travels further ahead in order to identify potential
issues before the front pilot car and load arrive. The scout pilot
car is also responsible for establishing appropriate traffic
control, if required.

Traffic control: The act of slowing, stopping, or directing general purpose traffic
on a highway (flagging). All traffic control must be conducted
by a certified traffic control person as per the Occupational
Health and Safety Regulation, Division 18. When a Pilot Car is
only operating as a mobile warning device for the load, it is not
conducting traffic control.

Trailing pilot car When there are two pilot cars travelling behind the load, the
pilot car furthest away from the load is the trailing pilot car.
The trailing pilot car position is typically a temporary position
that a second or third pilot car may occupy following a traffic
control situation where traffic was held in order to let the load
manoeuver.

Transportation A transportation management plan is used to plan and

Management Plan implement moves for loads that are very large or very heavy.
They detail the specific agreed processes for the movement of
the load. This is different from a “traffic management plan”
which is used to outline vehicle movement through a
construction zone.

Two and three A highway with one lane in each direction but may have
lane highway: sections with passing or truck climbing lanes resulting in a total
of three lanes.

1.3 The Importance of Pilot Cars

Provincial highways are designed to fit standard vehicles with standard dimensions.
However, there are times when the movement of oversize loads are required to meet the
needs of both public and industry.

Oversize load vehicles and the loads they carry are often too long, wide, or high for the
marked lanes of a highway or the infrastructure on and over the highway. This can create
operational problems, especially as many of British Columbia’s highways are two-lane, two-
way highways.

Pilot cars ensure that all road users are aware of the potential hazard, and know what to do if
they encounter these vehicles so they can pass safely.

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Section 2: General Pilot Car Operations

Section 2: General Pilot Car Operations

2.1 When Pilot Cars are Required

Pilot Car requirements for oversize load moves on provincial highways will be established by
the terms of the permit issued for the move. These permits also establish other terms for the
move, including time of day movement restrictions.

One or two pilot cars may be required when the load width, length, or height result in needing
additional roadway space to maneuver. Basic rules for whether one pilot car should be in front
of or behind the load are set out in the Commercial Transport Regulations, section 8.08. When
two pilot cars are used, generally one is positioned as lead and the other follows the load as the
rear pilot car. The main duties of the rear pilot car driver are to communicate with the load
driver about surrounding traffic or other obstacles, and to monitor the load.

Three or more pilot cars may be required for more complex moves. The requirements and
typical positioning of the pilot cars would be set out in the permit conditions and may vary
depending on the locations and situations along the route. A third pilot car would typically
assume the scout pilot car position and may travel well ahead of the load and lead pilot car in
order to identify appropriate traffic control locations or pinch points ahead of time.

CVSE 1000 and other T-forms set out the general pilot car requirements. The load permit may
have additional requirements. If a transportation management plan has been required as a
condition of approval for the move, it may have further pilot car and traffic control requirements.

Figure 2.1 – Sample of permit pilot car requirements

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Section 2: General Pilot Car Operations

2.2 When Certification is Required

In BC, pilot car operators are not required to be certified to do the parts of their work that do
not involve controlling traffic, such as acting as a moving visual warning device escorting a
commercial load, and communicating with the load driver to assist in the safe movement of
the load.

However, certification is required to perform traffic control in a high risk situation, such as on
a highway. In BC, the basic level of certified traffic control training is available through the BC
Construction Safety Alliance, and the Occupational Health and Safety Regulation further
requires that employers must provide additional training if the traffic control needed is more
advanced than what is covered in the basic course. The basic course teaches the current
standards for traffic control, primarily intended for flagging at road construction sites, and also
covering information about equipment, flagging movements, stopping distances, etc. These
guidelines establish the movement of commercial loads using pilot car escorts and standards
for advanced traffic control training related to the movement of commercial loads.

Further, oversize and overweight permits in BC require that traffic control, where necessary,
must be done by a certified traffic control person using the methods set out in these
guidelines, or by a peace officer.

Out-of-province pilot car operators who engage in traffic control in British Columbia shall
either be certified traffic control persons in British Columbia or proof of valid traffic control
person certification from their home jurisdiction.

2.3 Related Laws and Policies

Pilot car use is one piece of the overall permitting process for oversize and overweight loads.
Some other tools are:

• Standards for weights and dimensions of vehicles and loads without permits on
provincial highways are in the BC Commercial Transport Regulations, Division 7.
• Legal requirements for pilot cars and their equipment are in the BC Commercial
Transport Regulations, Division 8.
• The Commercial Transport Procedures Manual which sets out policy guidelines for
permitting
• T-Forms (permit attachment forms) which are attached to permits to provide travel
times, numbers of pilot cars required, basic light and flag information, and
sometimes routing assistance
• Extraordinary Load Approvals and CVSE1052 forms for extremely large or heavy
loads
• In BC, permits are issued through the Provincial Permit Centre, 1-800-559-9688,
and online at OnRouteBC. Permit Centre hours are 6 am to 10 pm, 7 days per
week, except Christmas Day.

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Section 2: General Pilot Car Operations

2.4 Best Practices

Pilot car operators need sufficient driving experience and training that they can manage the
complexities of assisting the load they are escorting in addition to the usual demands of
operating a motor vehicle. Keep in mind that pilot car operators must:

• Comply in all respects with provincial or other government laws for the movement
of vehicles.
• Drive defensively – anticipate potential incidents and plan for them. Expand the
area you would be aware of when operating your personal vehicle to the area the
load driver needs to be aware of.
• Be aware of the load driver’s lines of sight.
• Keep windows uncluttered, and mirrors properly adjusted.
• Respect the weather and the road conditions, and drive accordingly. Remember
that, in some cases, permits become invalid when road conditions are poor.

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Section 3: Load Movement Planning

Section 3: Load Movement Planning

3.1 Non-provincial Highways

The use of non-provincial highways such as municipal streets and industrial roads is subject to
approval and/or permitting by the jurisdiction operating those roadways, and operational
requirements may differ. Sometimes those jurisdictions place controls (such as noise bylaws)
that affect oversize load moves, and must be planned for in advance.

3.2 Route Planning or Route Survey Guidelines

Single trip oversize or overweight permits for loads that require the use of pilot cars include
approved routing information. The approved route must be followed exactly, unless a peace
officer directs otherwise.

When using a term permit (which does not have a specified route), or if assisting a carrier to
plan a route before a single trip or term permit is obtained, consider the following:

• What are the load dimensions? Are there areas along the route which will require
special attention?
• Known constraints on the highway, and how to manage the traffic. For example, if
oncoming vehicles will have to be stopped to allow the oversize load to pass, plan
a suitable place for directing road users at constraint points along the route. Very
large loads may need approval of a Transportation Management Plan by MoT,
RCMP and utility companies before a permit can be issued, and these moves
often involve making arrangements ahead of time to temporarily move
infrastructure such as signs and barriers. Guidelines for developing Transportation
Management Plans can be found in Section 6.4.4 Chapter 6 of the Commercial
Transport Procedures Manual.
• Where are the pullouts and other stopping points along the route?

The MoT maintains an overheight registry of major structures located along the numbered
highways in BC, available at www.DriveBC.ca. Carriers and/or pilot car operators should use
this tool during pre-trip planning to determine the route to request for the permit. Clearances
should be checked for each and every trip.

3.2.1 Using Height Poles on Route Surveys

From time to time, a pilot car with a height pole may be engaged to double-check route viability
during the planning stage for an oversized move. Before embarking on such a trip, height
clearances on major routes should be checked using the CV Height Clearance Tool at
www.DriveBC.ca. If the pilot car operator engaged to do route analysis does not have strong
local knowledge, they must check with local weigh scale staff before running the route, to
identify known issues that might prevent the trip.

Power and other overhead lines and bridge structures may have lower road clearance
tolerances on secondary highways and municipal roads, and care must be taken at all times,
including during route analysis, to maintain a safe clearance distance from the lines. See
Section 4.2.1 for height pole requirements.

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Section 3: Load Movement Planning

If a visual estimate indicates that the height pole may come in contact with a line, stop in a safe
location and assess the situation. Use a safe tool to measure overhead wires and lines or traffic
signals - preferably a laser or other electronic measuring device. If using a measuring stick, it
must be of a non-conductive material, and must not make direct contact or come too close to
the line or signal; measure to the side. Any measurement activities that might interfere with the
flow of traffic must be done with appropriate approvals, using certified traffic control personnel.

www.DriveBC.ca is a good resource for planned construction activity on the selected route. It
can also be helpful to use web tools such as maps that have street view to assist in determining
the shape of a structure you will be encountering.

Note: Legal height in BC is 4.15 m, measured from the surface of the roadway. In order to
exceed 4.15 m with a height pole, except while escorting a permitted load, an oversize permit is
required (Provincial Permit Centre – onRouteBC.gov.bc.ca 1-800-559-9688)

In order to exceed 4.88 m overall height (5.33 m in the Peace River Area), an Extraordinary
Load Approval and a signed CVSE1052 form are required before the permit can be obtained.
Please allow a few days to obtain these documents.

3.3 Expect the Unexpected (Contingency Plan)

Develop and review contingency plans with the pilot cars involved with the move, the load
carrier and their oversize load driver

• Plan for vehicle breakdowns

• Plan for emergencies, including allowing emergency vehicle to pass
• Plan for sudden weather changes
• Plan for contact with an overhead obstruction
• Plan for railroad crossing issues – See Section 8.5 and Operation Lifesaver Tips
for Professional Drivers
• Plan for vehicle collisions/accidents and property damage
• Plan for allowing scheduled vehicles to pass (Bus Lines, Mail Services, etc.)
• Cell coverage maps from cell providers should be checked to determine where
cell coverage areas may be lost
• Plan for bringing in additional or replacement Pilot Cars
• If the pilot car operators are not certified for traffic control, plan for how certified
traffic control persons will be brought in if an unexpected circumstance will
require traffic control.

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Section 3: Load Movement Planning

3.4 Pre-trip Meetings

A safe move requires good teamwork. Before beginning an oversize load move, make sure
all contacts required for the move are clearly identified with contact information. Discuss and
plan the move with the load driver and any other pilot car operators or teams involved.

Prior to the start of an oversize load move, a team coordination meeting should take place.
Meetings should be held on the initial move day, and on subsequent days if the move takes
place over several days.
• Discuss roles and responsibilities of the move’s team members
• Discuss safety precautions and communications to be used during the move and
ensure all team members have two-way radio and cell phone communication for
the move (see Section 4.4 – 4.7)
• Verify the oversize load dimensions against the permit before leaving
• Review the route plan and verify the route hazards expected to be encountered
that day (bridge and overpass clearances, signs, wires, concrete barrier and
shoulder issues)
• Check the permit and any attached approval for bridge crossing or other locations
that have mandatory traffic control, and ensure that those locations are known and
understood
• Discuss and complete a Job Hazard Safety Analysis

A Job Hazard Safety Analysis is part of the team coordination meeting and consists of the
following steps:
• Identify load-specific risks
- Fire
- Explosive potential
- Dangerous goods (identify railroad or tunnel restrictions based on the
material to be moved)
- Load configuration (protruding components, weight/load shift potential)
- Fragile or collapsible loads
- Time sensitive or perishable materials
• Ensure appropriate emergency equipment is on hand and team members know
how to use it
• Review emergency procedures
- Review procedures for communications during emergencies
- Review procedures to delay or abort the move
• Review load dimensions and the subsequent limitations
- Ground clearances
- Load Height
- Maneuverability limitations
• Review contingency plans for emergencies
- Contact information to emergency providers along the route
- Stopping sites for reviewing load security and breakdowns

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Section 3: Load Movement Planning

3.5 Checks just prior to Moving the Oversize Load

• Check the pilot cars to ensure they are equipped with the proper signage,
communication, and safety equipment for the move.
• Test communication equipment prior to the load proceeding.
• Verify the dimensions of the load and vehicles involved in the move to ensure load and
vehicle fit within the clearances of the expected structures and roadside geography
expected along the route.
• Identify any features of load security that pilot car operators might help monitor, if
needed.
• Verify all permits are available to be shown to officials where required.
• Verify the permit restrictions, including the times the move may take place.
• Verify the route outlined on the permit matches the planned route.
• Review how each vehicle in the move will be positioned for the move.
• Identify the location where the next safe stop will be made, if required.

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Section 4: Equipment and Communication

Section 4: Equipment and Communication

4.1 The Pilot Car

Vehicle requirements and the specifics of signs and lights required on the pilot car may be
found in Division 8 of the Commercial Transport Regulations.

We recommend choosing a vehicle, such as a light pickup or SUV, that:

• has good stability at highway speed with a sign displayed;
• allows the sign to be clearly visible in heavy traffic;
• offers sufficient cargo capacity for required equipment, signs and devices.

4.2 Pilot Car and Driver Equipment to be Worn/Carried

As a minimum, you must wear and carry/use the following:
• Safety apparel as per BC MoT Technical Circular T-09/05
• Required signs and devices, as described in section 4.3
• Radios and cell phones, as described in section 4.5

Recommended additional equipment:

• First aid kit
• Fire extinguisher
• Tape measure or other measuring equipment (minimum 8 m/25’)
• Personal items: Drinking water, food, extra clothing, blanket, medication
• General tool kit with pliers, wrenches, screwdrivers, etc.
• Jumper cables
• Motor oil, coolant, windshield fluid, etc.
• Extra “Oversize Load” and “Wide Load” or “D” sign, meeting the requirements from
Section 8.03 of the Commercial Transport Regulations, with hardware for
attaching it to a load

4.2.1 Height Pole

Height poles, if used, must be made of non-conductive material such as fiberglass or plastic,
and equipped with a flexible tip. The height pole should be set at 100 to 150 mm above the
height of the load to accommodate flexing in the pole caused by wind resistance when
travelling. The intent is not to strike power lines or overpasses, as height on the route should
always be known in advance of the move. The height pole is intended to be an extra safety
measure in case of unexpected clearance issues on the route.

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Section 4: Equipment and Communication

Scout and/or lead pilot cars may be equipped with height poles, under oversize permits, and
preference would be given to the scout car to accommodate stopping distance for the load. If
using a height pole on a lead pilot car, and a potential height obstacle is observed ahead, the
lead pilot car and the load should develop a large enough gap to allow the load to stop if
necessary.

If height pole(s) are used on scout and/or lead pilot cars while escorting overheight loads
travelling under a single trip permit, no additional oversize permit is required for the pilot
car(s) during the permitted trip.

4.3 Signs and Devices for Traffic Control

When traffic control is needed for 15 minutes or more, additional devices will be needed for
traffic control outside a vehicle. For example, sometimes unforeseen circumstances, such as
a breakdown, can result in lengthy unplanned traffic control. Information on the following
signs and devices can be found in Chapter 4 and Appendix B of the TMM.

With each oversize load move requiring pilot cars, at least the following signs and devices
must be carried:
• One (1) Stop/slow C-027 paddle per crew member - (Illuminated traffic stop
paddles, with LEDs around the perimeter of the sign, are an acceptable
enhancement for stop/slow C-027 paddle as per WorkSafeBC Occupational
Health and Safety Regulation Guidelines Part 18, Section 9a)
• One (1) illuminated baton with light that appears red or flashlight fitted with a red
signalling wand, per crew member
• Two (2) Road Work Ahead C-018-3A signs, in fluorescent pink or fluorescent
orange, with necessary supports
• At least five (5) channelizing devices (tubular markers, barrels, or cones), to form
tapers

This equipment may be distributed among all the pilot cars involved in the move.

Note: The above signs and devices are mandatory for all oversize/overweight load moves
requiring pilot cars, even if the pilot car operators are not certified traffic control people, in
case of an emergency situation.

Pilot car crews should also carry the following additional equipment, especially crews
escorting very large or very heavy loads.
• Two (2) Traffic Control Person Ahead C-001-1 signs
• Two (2) Prepare to Stop C-029 signs
• Temporary sign support for each sign
• Five (5) additional channelizing devices to form tapers

Pilot car operators should be prepared to set up simple layouts such as that shown in Figure
4.1 for situations such as vehicle breakdowns or unexpected stops. If the anticipated incident
duration is greater than 15 minutes, or if a complete lane closure is required, certified traffic
control people must be brought on scene and additional signage and devices may be
required.

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Section 4: Equipment and Communication

Figure 4.1 – Emergency or Incident – Load Pulled Over but Partially Encroaching into
Travelled Lane

Refer to Table A and Table B in Section 6.6 of the Traffic Management Manual for Work on
Roadways for spacing A and LL.

4.3.1 Vehicle-mounted Stop Signs (Optional)

A pilot car may be equipped with a vehicle-mounted stop sign, mounted approximately
midway down the vehicle, on the driver’s side, at such height that it is visible to approaching
vehicles and does not block the pilot car driver’s mirrors or their view from the mirrors. The
vehicle-mounted stop sign must swing out and in under the control of the driver, and must be
covered at all times except when escorting an oversize load. The appropriate sign for this use
is a double-sided, 600 x 600 mm, R-001 stop sign.

Illumination, such as LED lights around the perimeter of the sign, is acceptable. Red or
amber alternately flashing lamps, such as those used on school buses, are prohibited on
vehicle-mounted stop signs for pilot cars.

See Section 5 for guidance about when a vehicle-mounted stop sign may be used in traffic
control.

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Section 4: Equipment and Communication

4.3.2 Dynamic Message Signs (Optional)

In addition to the pilot car sign mandated in Division 8 of the Commercial Transport
Regulations (e.g. Wide Load, Oversize Load, D), dynamic message signs (DMS) may be
used to direct traffic and provide additional messaging. DMS may display traffic control
message such as STOP, SLOW, DO NOT PASS or OBEY FLAGGER.

When used at night, a DMS shall adjust brightness levels to maintain legibility and visibility for
oncoming vehicles.

DMS should use primarily yellow text. Other text colours may be permissible, e.g. STOP
messaging in red text, but its use should be limited. For nighttime visibility, coloured text on a
black background is preferred.

Figure 4.2 Dynamic Message Sign

4.4 Communication during the Move

One of the pilot car operator’s most important roles is to monitor the area around the load and
communicate what they see to the oversize load driver. Pilot cars in front of the load are
especially helpful for communicating about obstacles ahead, and those to the rear are very
helpful for keeping the load driver informed about vehicles that may be approaching to pass,
and also identifying cargo securement or load security issues.

Remember that the load driver needs to know where you are. Watch lines of sight or
communicate when moving out of sight.

We suggest using “call signs” for communication during the move. They don’t have to be
fancy or formal, but agreeing ahead of time on how you will address each other may be
helpful, especially when other oversize loads are in the area.

Test the frequencies or channels that were specified in your pre-trip meeting and other trip
planning, and make plans for what to do if radio communication is temporarily not available.

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Section 4: Equipment and Communication

4.5 Radio Equipment and Frequencies

Radios to be used should either be 40 channel CB (GRS) radios or 128 channel (minimum)
VHF radios. If possible, carry a spare radio and extra batteries. Try to avoid chatter, and
politely ask other traffic to do the same, if necessary. Carry information about available
frequencies for the area and route you will travel, including where international travel applies.

Cell phones are useful as a backup, either via Bluetooth or at roadside.

If the users will be operating on resource roads then they must use VHF radios so that they
can communicate with other vehicles on the roads and report their locations. VHF radios are
required on resource roads, and for use of LADD channels, and operators need a license
from Innovation, Science, and Economic Development Canada (ISED). Information about
application for that license can be found on their website.

VHF radio operators require an appropriate license to operate in Canada. CB radio operators
do not require a license in Canada or the US. However, they must ensure that their radio
equipment is legal in Canada (it should have an ISED approval sticker), and they must
operate in it a legal manner (no profanity, no transmitting of sensitive material, etc.)

4.5.1 Radio Channels for VHF Radios

For information about available radio channels, please contact the Spectrum Management
and Telecommunication branch of ISED. A listing of local offices and contact information may
be found at their website.
A trucking firm may have its own radio frequencies, licenced to them by ISED. In that case, it
would always make sense to use the frequency licenced to the trucking firm instead of the
LADD channels, which can be fairly congested and open to everyone, except for
communications intended for traffic around the load. Many pilot cars are equipped with and
use two VHF radios for this reason.

It is also possible to use another company’s assigned frequency only if:

• The frequency is valid in the area they will be using it.

• They have a letter from the company authorizing their use of the frequency.
• They have updated their ISED licence to include the authorized frequency.

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Section 4: Equipment and Communication

4.6 Best practices for speaking into a two-way radio

Radios are used to improve safety. It’s important that the messages you transmit are clearly
heard and understood.
• If possible, hold the microphone directly in front of your mouth, just 1 to 2 inches
away. This helps minimize surrounding noises.
• Speak directly into the microphone, rather than across it. Radios are designed to
be spoken directly into.
• As much as possible, shield the microphone from surrounding noises.
• Position radios and microphones away from car radios or other noisy equipment.
• Speak clearly and at a normal pace; neither too fast nor too slow. And if someone
on the other end is hard to understand, don’t be afraid to say so.
• In congested areas with lots of traffic, it’s especially important to use proper radio
calling procedures, meaning use previously established call signs.

4.7 Radio use on resource roads

When radio use is required for travel on resource roads, these guidelines from the BC
Ministry of Forests, Lands and Natural Resource Operations should be followed.

It is very important that users have an accurate map of the resource road channel
assignments for the resource roads they will be travelling on. There is channel assignment
information on the Innovation, Science, and Economic Development Canada website.

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Section 5: Traffic Control and Pilot Cars

Section 5: Traffic Control (Flagging) Practices

Pilot car operators are often required to conduct traffic control (flagging) as part of an oversize load
move. Any pilot car operator that is conducting flagging must be a certified traffic control person. In
each situation, a pilot car operator will have to decide if it is best to flag from within their vehicle or
outside their vehicle.

Illuminated traffic stop paddles, with LEDs around the perimeter of the sign, are an acceptable
enhancement as per Work Safe Occupational Health and Safety Regulation Guidelines Part 18,
Section 9a.

5.1 Flagging from Inside a Pilot Car

The following are conditions where it may be appropriate to control traffic from within a pilot
car. These are straightforward, simple and brief situations. An example of a simple flagging
situation where traffic control may be conducted from within a vehicle would be a short
closure at a two-lane bridge or tunnel where the load needs to straddle the centreline in order
to pass.

• Daylight hours only

• Short duration (15 minutes or less)
• Good sight distances for approaching vehicles in both directions
• Work on a two-lane highway
• No adjacent or nearby intersections or accesses
• Low traffic volumes
• Traffic control only needs to direct to stop or proceed

Flagging from inside a Pilot Car requires the following equipment:

• Retro-reflective hand held stop/slow C-027 paddle

• Optional instead of hand help stop/slow sign: Vehicle-mounted stop R-001 sign as
per Section 4.2.1
• The appropriate Class 2 safety apparel as per Section 5 of the Traffic
Management Manual for Work on Roadways

Pilot cars which use a dynamic message sign may control traffic from inside the pilot car at
night, under the above circumstances.

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Section 5: Traffic Control and Pilot Cars

5.2 Flagging Outside a Pilot Car

When conducting traffic control from outside a vehicle, refer to the Section 5 of the Traffic
Management Manual for Work on Roadways for information on positioning, signals, and
safety requirements. Remember to always have an escape route and be aware of your
surroundings.

Except for situations described in Section 5.1, traffic control should be performed from
outside the pilot car. This includes:

• Longer duration
• Sight distance limitations
• Multi-lane highways
• Near intersections, or there are intersections/accesses within the area that is being
closed
• Higher traffic volumes
• Where traffic may need to be guided or directed to perform an action other than
stopping.

Flagging from outside a Pilot Car requires the following equipment:

• Retro-reflective stop/slow C-027 paddle, hand-held or pole mounted

• Illuminated baton with light that appears red or flashlight fitted with a red signalling
wand
• The appropriate Class 3 safety apparel as per Section 5 of the Traffic
Management Manual for Work on Roadways
• Two-way radios to maintain communication with the load and other pilot vehicles.

Table 5.1 – Stopping Sight

In all cases, a TCP must consider their visibility when choosing
Distance
a location from which to stop traffic. It is important to remember
that the distance required for an approaching vehicle to stop
increases with approach speed, on wet roads, or on Stopping
Speed
downgrades. Drivers need enough space to see the TCP, react Sight
(km/h)
to their sign, and come to a stop. Table 5.1 – Stopping Sight Distance (m)
Distance can be used as a guide and provides a summary of 60 85
stopping sight distance for passenger vehicles on a flat, wet 70 110
roadway. 80 140
90 170
100 210
110 250
120 290

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Section 5: Traffic Control and Pilot Cars

When standing near the pilot vehicle, the headlights and other accessory lights can draw
attention away from the TCP and obscure their visibility. The pilot vehicle should be oriented
so that it is not shining lights directly behind the TCP (when viewed by approaching vehicles).
This arrangement can make it difficult for approaching drivers to see the TCP over the
headlight glare. In this situation, the headlights on the pilot vehicle should be switched to
parking lights so that the vehicle itself is still visible, but does not drown out the TCP.

Note: It is important to use your judgment as terrain or circumstances may require additional
measures. If you are standing outside your vehicle flagging for less than 15 minutes, you don’t
always need signs and other devices. However, planning an escape route, being prepared to
use it, and positioning yourself where you can see and be seen is extremely important. See
Section 4.3 for more on signs and devices for traffic control.

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Section 6: Pilot Car Load Movement – General

Section 6: Pilot Car Load Movement - General

6.1 Pilot Car Operation for Different Load Characteristics

Each oversize load is different. It may be overwidth, overheight, overlength, and/or
overweight, and those characteristics help to establish what the pilot car operator needs to
watch for and be aware of during the move.

Note: If it is necessary to take actions that will affect the movement of other traffic around
the load, those actions must be taken by a certified traffic control person or peace officer.

6.1.1 Overwidth Loads

In addition to being a moving warning device to let other drivers know that something big may
be coming into their lane, pilot car operators should watch for areas where the road narrows,
shoulder signs or rock outcroppings that may be risks to the load, spots where tunnel or
bridge edges will require extra caution, curbs or concrete barriers that may require ground
clearance, etc. Also, keep the load driver informed about obstacles such as cyclists or
stopped vehicles ahead on the road shoulder.

For a lead pilot car, it may help to position your vehicle close to the centre line.

6.1.2 Overheight Loads

The physical height of an overheight load must match or be lower than the height indicated in
the permit. Watch for bridges, overpasses and other obstacles that should be communicated
to the load driver.

Power lines frequently cross highways, and only professionals with the utility companies, or
their contractors, can handle their lines. Part 19 of the Occupational Health and Safety
Regulation is a good source of information about maintaining a safe distance from lines.

See the Trip Planning section for more information about checking height clearance limits on
your route in advance, and the Common Constriction Points section for more information
about travelling through overhead obstacles.

6.1.3 Overlength Loads

Curves and turns onto and off of roadways are key for overlength loads. The load driver may
need to swing very wide in order to complete a turn without the middle part of the load posing
a danger to the inside corner and any pedestrians, cyclists or road infrastructure located
there. When negotiating tight curves to the left, the middle part of the load may encroach into
the next lane. In either direction, the tail swing may need careful control.

It may take extra time for the load to clear an intersection or rail crossing. Also, if a long
vehicle combination has low ground clearance, be aware of and careful at rail crossings,
since the load must clear the rails.

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Section 6: Pilot Car Load Movement – General

6.1.4 Overweight Loads

Many permits for overweight loads have specific conditions for crossing bridges along the
route. It’s important to know the locations of the bridges in advance, together with the exact
conditions for the crossing. Common conditions include:
• Travel down the centre line, or straddling two lanes
• Maximum speed of 10 km/h
• Must be the only vehicle on the bridge while crossing

The permit documents will tell you which conditions apply at each bridge. Often bridge
crossing conditions make it necessary to hold traffic while the load crosses. See Section 8:
Pilot Car Load Movement Layouts - Structures for further guidance.

Term weight permits have a permit attachment (Form CVSE1011) that lists bridges with
weight restrictions on major provincial roads.

6.2 Positioning on the Highway

Basic Pilot Car positioning is set out in the Commercial Transport Regulation, Division 8 or for
more complex situations, in the permit and accompanying documents. When road conditions
dictate that the use of the pilot car in another position (or at a greater distance) would be
more effective, the pilot car position may be temporarily reassigned. For example: A pilot car
is assigned to the rear of an overlength load on a two-lane highway. The load is about to
enter a highway segment that has curves significant enough to cause the load to encroach on
the oncoming lane of traffic. The pilot car may be temporarily reassigned to the front to warn
oncoming traffic.

When escorting a load, the Pilot Car shall have its sign displayed, headlights on and amber
flashing lights on.

6.3 Passing a Slower Vehicle

Although it is rare for an oversize load to overtake a slower moving vehicle, it may occur. Be
cautious and aware of how much time you will need to spend in the passing lane. A decision
to pass will be made by the load driver, and the pilot cars will keep the load driver informed of
their movements and movements by other traffic in the area.

If there is a lead pilot car, one of its roles is to inform the other vehicles about oncoming
traffic, in case they need to move to the right for safety. Remember that the rear pilot car’s
forward vision will be blocked by the load. They are relying on communication from the
forward-most vehicle to tell them if they need to merge back into the right lane.

If there is a rear pilot car, its role is to move left just before the load moves left, blocking other
vehicles from passing and informing the load driver when they are in position. As soon as it
passes the slower vehicle, the rear pilot car driver notifies the load driver by radio that it is
safe to move right, and then follows the load back into position in the right lane.

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Section 6: Pilot Car Load Movement – General

Figure 6.1A Initiating a passing manoeuvre – rear pilot car moves left

Figure 6.1B Truck moves left once the rear pilot car is in position

Figure 6.1C Rear pilot car notifies the load driver that the slow vehicle is now passed, and the
load and rear pilot car move right

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Section 6: Pilot Car Load Movement – General

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Section 7: Pilot Car Load Movement Layouts − Roadway Type

Section 7: Pilot Car Load Movement Layouts – Roadway Type

7.1 Two Lane Road Positioning – One or Two Pilot Cars

On two lane highways where only one pilot car is used, it typically occupies the lead pilot car
position (except for loads that are overlength and not exceeding 3.2 m wide, when it travels to
the rear.) The lead pilot car is watching for hazards that should be communicated to the load
driver, including overhead restrictions, and making oncoming traffic aware of the approaching
load. Where two pilot cars are required, one is positioned to the front and one to the rear of
the load.

For overlength only, or when there is a rear pilot car because two cars were required by the
permit, the rear pilot car travels behind the permitted load at a safe distance. The rear pilot
car should drive as close to the left side of the lane as practicable without crossing the
centreline.

Typically, the oversize load travels as far to the right as possible given the road geometry and
obstacles.

Figure 7.1 Two lane road with two pilot cars

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Section 7: Pilot Car Load Movement Layouts − Roadway Type

7.2 Two and three lane highway positioning – one or two pilot cars
The lead pilot car is watching for hazards that should be communicated to the load driver,
including overhead restrictions, and making oncoming traffic aware of the approaching load.
The position of the rear pilot car may change depending on whether travelling uphill or
downhill, the number of lanes in its direction of travel, and on the position of the oversize
load.

With two lanes in your direction of travel, often on an uphill slope, if it is unsafe for vehicles to
pass, the rear pilot car positions itself in the lane to the left of the load, blocking traffic
approaching from the rear.

With one lane in your direction of travel, often on a downhill slope, the rear pilot car travels
behind the permitted load at a safe distance. The rear pilot car should drive as close to the
left side of the lane as practicable without crossing the centreline.

Typically, the oversize load travels as far to the right as possible given the road geometry and
obstacles.

Figure 7.2 Passing or Climbing Lane – Two Pilot Cars

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Section 7: Pilot Car Load Movement Layouts − Roadway Type

7.3 Multilane Highway – One and Two Pilot Cars

For highways with 4 or more lanes, or on divided highways with one pilot car, the pilot car is
positioned in the rear pilot car position to alert drivers approaching the load from the rear.
The pilot car typically operates 4 to 8 seconds behind the load.

Figure 7.3A Multilane highway - one pilot car

When two pilot cars are required, one pilot car travels to the front and one to the rear, in the
same lane as the load.

The lead pilot car is watching for hazards that should be communicated to the load driver,
including overhead restrictions, and making oncoming traffic aware of the approaching load.

The rear pilot car should drive as close to the left side of the lane as practicable without
crossing the lane line, unless necessary to place the vehicle in line with the left side of the
load to protect it from other traffic.

Typically, the oversize load travels as far to the right as possible given the road geometry and
obstacles.

Figure 7.3B Multilane highway - two pilot cars

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Pilot Car Load Movement Guidelines 2020 7-4

Section 8: Pilot Car Load Movement Layouts − Structures

Section 8: Pilot Car Load Movement Layouts – Structures

8.1 Two-lane bridges with two-way traffic – Two pilot cars

One common reason to close a bridge for a load to pass is the width of the load. Another is
that weight permits often set out specific conditions for bridge crossings, which may
necessitate closure of the bridge. In some cases, you may be able to allow traffic to the rear
to follow the load across the bridge. Sometimes, though, the permit conditions will require
that traffic be stopped in both directions while the load proceeds.

The diagrams in this section show two pilot cars. See 8.2 Two Lane bridge with two-way
traffic – Three Pilot Cars if your permit requires three pilot cars.

See Section 5 for guidance about stopping distances and whether to flag from inside or
outside the vehicle.

In this scenario, the lead pilot car may need to move well out in front of the load as the team
approaches a bridge stop location, to the first location past the bridge that has appropriate
sight lines for the oncoming traffic, and sufficient room between the lead pilot car and the
bridge so that the load will be able to clear the bridge completely before the oncoming traffic
is released. The lead pilot car will rely on communication with the load driver to know when
the load is approaching the bridge. If it is necessary for the lead pilot car to wait before
commencing the traffic stop, it should do so on the shoulder.

Once the lead pilot car has traffic stopped, it radios the rest of the team (with a description of
the last car on its way to the load, if applicable), and the load proceeds across the bridge,
with the rear car either trailing or holding traffic (if permit conditions require that no other
traffic should be on the bridge with the load.)

As soon as the load clears the bridge, the rear pilot car radios that the lead pilot car can
release traffic. The lead pilot car waits for the load and the rear pilot car to reach its location
and the team proceeds.

Figure 8.1 Two lane bridge with two-way traffic – Load approaching the bridge, waiting for the
lead pilot car to advise that traffic is stopped before proceeding

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Section 8: Pilot Car Load Movement Layouts − Structures

8.2 Two-lane bridges with two-way traffic – Three pilot cars

If your permit requires three pilot cars, you will normally have two in front (scout and lead)
and one to the rear.

The scout pilot car will normally be moving well ahead of the rest of the vehicles in the move
team, in order to stop traffic where sight lines are good, as needed for the load to proceed.
This is no different in a two-lane bridge crossing with two-way traffic; oncoming traffic should
be stopped at the first location past the bridge that has appropriate sight lines for the
oncoming traffic, and sufficient room between the scout pilot car and the bridge so that the
load will be able to clear the bridge completely before the oncoming traffic is released. The
scout pilot car will rely on communication with the lead pilot car to know when the load is
approaching the bridge. If it is necessary for the scout pilot car to wait before commencing
the traffic stop, it should do so on the shoulder.

In this scenario, the lead pilot car is just ahead of the load as it travels to the bridge and, once
the scout pilot car radios that traffic is stopped (with a description of the last car on its way to
the load, if applicable), the lead pilot car waits for the last oncoming car and then proceeds to
the scout pilot car’s position and takes over there. The scout pilot car can then proceed to its
next stop location. Some pilot car teams prefer to use a ‘leap-frog’ approach where the scout
and lead pilot cars trade positions at each stop rather than have the lead pilot car take over
from the scout car at each stop location.

Meanwhile, the load proceeds across the bridge, with the rear car either trailing or holding
traffic (if permit conditions require that no other traffic should be on the bridge with the load.)

As soon as the load clears the bridge, the rear pilot car radios that the lead pilot car can
release traffic. The lead pilot car waits for the load and the rear pilot car to reach its location
and radios the scout pilot car that all vehicles are once more on the move.

Note: When the scout or lead pilot car is holding oncoming traffic, if more than a few vehicles
are queued, the pilot car operator may choose to ask the first stopped car to wait until the
oversize load reaches them and then proceed. Once they have agreement from that first
stopped driver, they can slowly travel down the line of cars, with their stop sign out, partly to
inform the waiting drivers of the reason for the delay (if time allows), but importantly, to protect
the last stopped vehicle by keeping the pilot car lights and stop sign at the point where new
arriving vehicles must stop.

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Section 8: Pilot Car Load Movement Layouts − Structures

Figure 8.2A Two lane bridge with two-way traffic – Three Pilot Cars

Figure 8.2B Two lane bridge with two-way traffic – Three Pilot Cars

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Section 8: Pilot Car Load Movement Layouts − Structures

8.3 Multilane-bridges with one way traffic

If two pilot cars are required for the move, the lead pilot car should notify the load driver as far
in advance as possible of any approaching obstructions.

If the load must cross straddling two lanes (or down the centre of the bridge), but there is no
permit requirement that other traffic must be kept off the bridge during the crossing, the rear
pilot car will move left just before the load moves left, blocking other vehicles from passing
and informing the load driver when they are in position. As soon as the load and rear pilot car
have crossed the bridge, the rear pilot car driver moves right into their normal travelling
position and notifies the load driver by radio that it is safe to move right.

If permit conditions require that no other vehicles may be on the bridge with the load, the lead
pilot car should join the rear pilot car behind the load in advance of the bridge, and together,
they hold traffic while the load moves across. Depending on the terrain and the length of the
bridge, it may be possible to perform this manoeuvre at rolling speed, but a full stop may be
required.

Figure 8.3 Multilane bridges with one-way traffic

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Section 8: Pilot Car Load Movement Layouts − Structures

8.4 Tunnels and other restricted sight distance locations

Controlling traffic for the movement of oversized loads where sight distance restrictions exist
is a challenging situation for pilot cars. The reason is the lack of advance knowledge for
approaching motorists of where the oversize load is situated. At locations with restricted
sight distance (tunnels or other blind corners), traffic control may be required, especially if the
load may encroach into an oncoming lane.

Safety Planning: In situations where the route follows a winding road, a scout pilot car is
beneficial. The scout pilot car can travel further ahead and provide advance notification to
the load and other pilot cars of constraints as well as establish traffic control. If a scout pilot
car is used, it can assume the traffic control and some of the communication duties of the
lead pilot car as described below. For traffic control (flagging) information see Section 7.

If no scout pilot car is used, the lead pilot car should travel well ahead of the load, and
communicate with the oversize load driver about constraints and any approaching traffic.

At any locations where the load will encroach into an oncoming lane and traffic control is
required, the scout or lead pilot car will choose a location with good lines of sight for
approaching traffic.

See Section 5 for guidance about stopping distances and whether to flag from inside or
outside the vehicle.

The lead pilot car will rely on communication with the load driver to know when the load is
approaching the constrained area. If it is necessary for the lead pilot car to wait before
commencing the traffic stop, it should do so on the shoulder.

Once the lead pilot car has traffic stopped, it radios the rest of the team (with a description of
the last car on its way to the load, if applicable), and the load proceeds through the
constrained area, with the rear pilot car either trailing, or holding traffic to the rear, if
necessary.

As soon as the load clears the tunnel or other restricted sight location, the rear pilot car
radios that the lead pilot car can release traffic. The lead pilot car waits for the load and the
rear pilot car to reach its location and the team proceeds.

On very curvy stretches of highway, it may be necessary to divide the highway into sections
and perform traffic control for each section separately, moving the load from one safe
stopping location to the next. In this case, a scout pilot car would be recommended,
particularly if there are other access points to the highway between the scout pilot car and the
load. The rear pilot car stops with the load, in line with the left edge of the load, and assists
the load to re-enter the highway from each stopping location.

Where curves, or terrain features make radio communication challenging or impossible, the
lead or scout pilot car stopping traffic may use the ‘baton method’, giving a baton or flag to
the last car proceeding towards the load and asking the driver to pass that baton or flag to the
rear pilot car.

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Section 8: Pilot Car Load Movement Layouts − Structures

Figure 8.4 Tunnels and other sight distance restricted locations

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Section 8: Pilot Car Load Movement Layouts − Structures

8.5 Railway Crossings

Overlength loads must also be evaluated for railway crossings to make sure that long loads
do not:

• become ‘high centered’, as shown in Figure 8.5

• encounter problems resulting from the time it may take for a long load to clear a
rail crossing, particularly near intersections or other road geometry features

Railway crossings should be assessed for:

• Amount of daily rail traffic to be encountered
• Crossing profiles between highway and rails
• Slope on the approaches and departures, the length of crossing, the number of
tracks, and the road condition over the tracks both on approach and departure
including curves and the need to make turns.
• In cases where railway crossings are a concern for the move, ensure that
emergency contact numbers for the railways are available
• Advance contact should be made with the railroad if there is any doubt the load
can safely negotiate the crossing

Figure 8.5 Railway crossing clearances

The profiles of railway crossings encountered along a route can vary, making them a
potential location for a load to get hung up, or ‘high centred’. Always assess all railway
crossings along a route for clearances, especially if “lowboy” trailers are involved in the move.

If you think the rails may have been damaged by a move, you should contact the railway
immediately so that they can ensure safe rail operations are maintained.

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Section 8: Pilot Car Load Movement Layouts − Structures

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Section 9: Pilot Car Load Movement Layouts − Intersections

Section 9: Pilot Car Load Movement Layouts – Intersections

9.1 Driving in urban conditions

In British Columbia, primary highways often travel through the heart of municipalities and smaller
communities. Movement through urban areas requires additional care and constant
communication within the move team. Some additional issues to be considered include:

• An increase in the number and density of height clearance restrictions, such as

low wires and signs;
• Pedestrians and cyclists, which may be difficult for the load driver to see;
• An increase in activity, including the number of other drivers, private accesses,
unexpected obstacles;
• Raised channelization (eg. pedestrian islands) and landscape treatments;
• Increased traffic volumes building up behind the load, which may need traffic
control management.
• Limited sightlines due to buildings and other structures.

Some urban obstacles may require that the load move temporarily into lanes meant for opposing
traffic, or in some other manner that requires traffic control. Appropriate approvals must be in
place.

The number of pilot cars required by a permit depends on the load characteristics, however, for
loads in excess of 4.88 m high, the use of three pilot cars (scout, lead, and rear) is
recommended.

Relatively smaller wide or long load moves may be conducted with one pilot car, but at least two
are recommended in areas with tighter turns, higher traffic volumes or obstructions that require
the load to travel in opposing lane(s).

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Section 9: Pilot Car Load Movement Layouts − Intersections

Figure 9.1A Driving in urban conditions – Traffic entering intersection is stopped

Figure 9.1B Driving in urban conditions – Load uses opposing lane to cross intersection

Figure 9.1C Driving in urban conditions – Load returns to travel lane

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Section 9: Pilot Car Load Movement Layouts − Intersections

Figure 9.1D Driving in urban conditions – limited visibility at an intersection

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Section 9: Pilot Car Load Movement Layouts − Intersections

9.2 Obeying traffic signals

Traffic signals must be obeyed when travelling a route controlled by traffic signals. Stopping
for signals may cause the pilot cars and load to become separated for short durations. Pilot
cars and the load driver should remain in communication and reduce speed or wait for each
other, as necessary, in order to resume normal operation.

If the pilot car passes through the intersection, but the load is required to stop, the lead pilot
car should pull over as soon as possible and resume travel as the load approaches.

When the rear pilot car is stopped by a red light which has been cleared by the load, the load
driver (and lead pilot car) should proceed at a reduced speed until the rear pilot car has
caught up.

The pilot car driver(s) must be alert and avoid sudden stops at traffic signals.

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Section 9: Pilot Car Load Movement Layouts − Intersections

9.3 Right turns and load tail swing

Sometimes, when a large load moves to the left at the beginning of a right turn, other vehicles
try to take the inside lane, not realizing the load’s intent. Furthermore, oversize loads with a
larger rear overhang have a tail swing that may be faster as it swings than the forward
movement of the load, and may project into oncoming lanes towards the end of the turn. In
congested areas, that swing may need traffic control to protect surrounding traffic and
roadside infrastructure such as trees and signs. Pilot cars need to anticipate that they may
need to protect both the oversize load and the other traffic, and adjust their positions
accordingly.

If only one pilot car is used, its positioning in advance of an intersection depends on the load
characteristics. Typically the pilot car will be ahead of the load unless the load is long and
not very wide, in which case the pilot car will likely be in a rear pilot car position. A two pilot
car scenario is shown in the diagrams below.

For a right turn, the rear pilot car starts in the right-most lane, while the load swings wide and
begins the turn, to keep other traffic from moving in too close to the corner. Once the oversize
load is into the turn to the right, the rear pilot car moves left, to the outer rear corner of the
load, to follow the tail-swing through the turn, bringing attention to any encroachment into
oncoming traffic lanes.

Figure 9.3A Right turns and load tail swing

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Section 9: Pilot Car Load Movement Layouts − Intersections

Figure 9.3B Right turns and load tail swing

Figure 9.3C Right turns and load tail swing

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Section 9: Pilot Car Load Movement Layouts − Intersections

9.4 Left Turns

See the previous section, ‘Right turns and load tail swing’, for additional information about
manoeuvring the load at intersections.

Figure 9.4A Left turns

Figure 9.4B Left turns

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Section 9: Pilot Car Load Movement Layouts − Intersections

Figure 9.4C Left turns

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Section 9: Pilot Car Load Movement Layouts − Intersections

9.5 Roundabouts
The Ministry has designed roundabouts located on numbered highways to accommodate the
same design vehicles as used to design the intersections used on BC highways. When
oversize loads are required to traverse through roundabouts, these oversize loads may be
required to straddle both lanes of the roundabout and make use of the truck apron, if needed.

If the carrier that will be moving the oversize load on this route has concerns that the load
may have difficulty maneuvering through the roundabout, they can provide a schematic of the
loaded vehicle configuration to BC MoT’s Commercial Vehicle Safety and Enforcement
Branch (CVSE) at [email protected], with a request to check the vehicle’s
configuration with that of the roundabout’s design, to be sure the oversize load will fit. In the
unlikely occurrence the oversize load will not be able to maneuver the roundabout, another
route will have to be identified.

All BC MoT roundabouts are designed with a truck apron, which is a raised section of
pavement around the central island that acts as extra space where a large vehicle trailer can
“track.” The back wheels of the oversize load’s trailer can ride up on the truck apron so the
truck can easily complete the turn. This section of the roundabout is specifically for the use
of truck trailers and is raised as a means to discourage its use by smaller vehicles.

In British Columbia, most numbered highway roundabouts will have a minimum two lanes
(per direction) on the highway legs of the roundabout. Therefore, at these multilane
roundabouts, oversize load drivers may occupy the entire circular roadway to travel through
the roundabouts. Oversize load drivers should straddle both lanes prior to entering the
roundabout, to clearly identify the oversize load will need all lanes to traverse the roundabout.
A single lane roundabout is shown in the diagrams below.

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Section 9: Pilot Car Load Movement Layouts − Intersections

Figure 9.5A Operating through roundabouts

Figure 9.5B Operating through roundabouts – making use of the truck apron

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Section 9: Pilot Car Load Movement Layouts − Intersections

Figure 9.5C Operating through roundabouts

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Section 9: Pilot Car Load Movement Layouts − Intersections

9.6 Interchanges
When approaching an interchange, it is important the move team is familiar enough with the
interchange to decide where to position the pilot car(s). In most cases, the pilot car(s) will
protect the rear of the load as it moves into the highway it is joining. In some cases, though, it
may be useful to have a single pilot car out front to give advance warning of the approach of
the load. Good communication within the move team is essential here.

Quite often, cloverleafs are constructed with compound curves due to space limitations,
meaning that the tightness and elevation of the curve varies as you move through it. In a
large cloverleaf, it is also common to find a zone where one stream of traffic is merging in
while another is merging out. For large loads, this means that extra caution about speed and
the interaction with other vehicles must be taken.

A two pilot car scenario is shown in the diagram below.

Figure 9.6 Cloverleaf style interchange

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Section 10: Pilot Car Load Movement Layouts − Constriction Points

Section 10: Pilot Car Load Movement Layouts – Constriction Points

10.1 Overhead Obstacles

Clearances can vary from one lane to another under a structure. Use caution when
approaching an overpass or other type of structure over the roadway, and communicate
clearly with the oversize load driver, to ensure that the load you are escorting is in the correct
lane.

For loads with heights close to the bridge and other infrastructure clearance restrictions found
along the route, checking clearance heights with a laser measure or other device should be
considered. When measuring, remember not to make contact with overhead lines. Make
any physical measurements to lines to the side of the line so that the measuring stick does
not make contact. Checking clearance heights is particularly important at bridges, overpass
structures, or power lines that have a variable clearance depending on the lane selected and
direction of travel. Other highway infrastructure that may need to be checked along the route
for clearances, both vertical and lateral are: signs, luminaire poles, power poles, wires and
any device added as part of highway maintenance and construction.

Utility lines can be especially hazardous as many of the lines that cross highway systems are
high voltage systems. The handling of telephone, television, or power lines must be left to
the professionals from the utility organizations. For the protection of all users of the highway
system including those involved with the move, use these precautions:

• Notify utility companies when working near lines when clearances are not known
or where clearances need to be adjusted to get the load through
• Treat all wires and electrical equipment that are encountered with the move to be
energized. Always check with the utility involved about the status of the system
(de-energized or not, etc.)

Figure 10.1 Bridge clearances – Note that available height clearance may vary

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Section 10: Pilot Car Load Movement Layouts − Constriction Points

10.2 Obstacles on the shoulder

Sometimes shoulder space is limited by manmade structures such as supports for railway
overpasses, bridge railings, and signs. It is also common in British Columbia to encounter
natural constriction points such as rock outcroppings or other kinds of steep grades. Room on
the shoulder may be limited, and when a vehicle, pedestrian, cyclist or other obstruction is on
the shoulder, an oversize load may need to move left to avoid the obstacle.

One very important role of a lead or scout pilot car is to communicate about upcoming
obstacles to the load driver, so that he or she can adjust speed and positioning as necessary,
to get around it. Be as clear and descriptive about the situation to be encountered as
possible.

In some cases, it may be necessary to stop the load and do traffic control to make room for
the load to move through.

Figure 10.2A Obstacles on the shoulder

Figure 10.2B Obstacles on the shoulder

Figure 10.2C Obstacles on the shoulder

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Section 10: Pilot Car Load Movement Layouts − Constriction Points

10.3 Weigh Scales and Border Crossings

If an open scale or border crossing is encountered during a load move, Pilot Cars should
accompany the vehicle they are escorting through the scale or border crossing, and re-enter
the highway together, in appropriate positioning.

Figure 10.3A Re-entry from weigh scale

Figure 10.3B Re-entry from weigh scale

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Section 11: Resources

Section 11: Resources

There are many useful links and resources in these guidelines.

11.1 Regulations

• BC Commercial Transport Regulations, Division 7

http://www.bclaws.ca/civix/document/id/complete/statreg/30_78#division_d2e1638
• BC Commercial Transport Regulations, Division 8.
http://www.bclaws.ca/civix/document/id/complete/statreg/30_78#division_d2e4480
• WorkSafeBC Occupational Health and Safety Regulation Guidelines Part 18, Section 9a
https://www.worksafebc.com/en/law-policy/occupational-health-safety/searchable-ohs-
regulation/ohs-guidelines/guidelines-part-18
• Part 19 of the Occupational Health and Safety Regulation
https://www.worksafebc.com/en/law-policy/occupational-health-safety/searchable-ohs-
regulation/ohs-guidelines/guidelines-part-19

11.2 Forms

• T-Forms (All)
http://www.cvse.ca/whatsnew.html
• Extraordinary Load Approval Request Form
http://www.th.gov.bc.ca/forms/getForm.aspx?formId=1262
• CVSE 1000
http://www.th.gov.bc.ca/forms/getForm.aspx?formId=1251
• CVSE1011
http://www.th.gov.bc.ca/forms/getForm.aspx?formId=1258
• CVSE1052
http://www.th.gov.bc.ca/forms/getForm.aspx?formId=1265

11.3 Manuals and Guidelines

• Commercial Transport Procedures Manual

https://www2.gov.bc.ca/gov/content/transportation/vehicle-safety-
enforcement/information-education/commercial-transport-procedures
• 2015 Interim Traffic Management Manual for Work on Roadways
https://www2.gov.bc.ca/gov/content/transportation/transportation-
infrastructure/engineering-standards-guidelines/traffic-engineering-
safety/trafficmanagementmanual/2015trafficmanagementmanual
• Escort Drivers’ Handbook (Rev Nov 29, 2011) Alberta Transportation
http://www.transportation.alberta.ca/Content/docType276/Production/teg054.pdf
• Pilot Car Escort Best Practices Guidelines, SCRA, FHWA, CVSA
http://ops.fhwa.dot.gov/freight/documents/pilotcar_bpguideline/pilot_car.pdf
• Operation Lifesaver Tips for Professional Drivers
http://operationlifesaver.ca/resources/professional-drivers/

Pilot Car Load Movement Guidelines 2020 11-1

Section 11: Resources

• ISED-ISDE2366: Mobile Radio Station Licence Application

http://www.ic.gc.ca/eic/site/smt-gst.nsf/eng/sf06052.html
• Best management practices for mobile 2-way radio use on resource roads in BC,
installation and maintenance. BC Ministry of Forest, Lands, and Natural Resource
Operations
https://www2.gov.bc.ca/assets/gov/farming-natural-resources-and-industry/natural-
resource-use/resource-roads/bmps_for_radio_use_installation_maintenance_final.pdf
• Important Information on Resource Industry Radio Channels used in British Columbia
https://www2.gov.bc.ca/gov/content/industry/natural-resource-use/resource-roads/radio-
communications

11.4 Websites

• BC Construction Safety Alliance

https://www.bccsa.ca/Standardized-Traffic-Control-Training.html
• Drive BC
https://www.drivebc.ca/
• Evergreen Safety Council
www.esc.org
• CV Height Clearance Tool
www.drivebc.ca/cvrp/

11.5 Contacts

• Commercial Vehicle Safety and Enforcement Branch (CVSE) at

[email protected]
• Provincial Permit Centre at
onRouteBC.gov.bc.ca or 1-800-559-9688

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Section 11: Resources

This is the final page.

Pilot Car Load Movement Guidelines 2020 11-3