Ontario Traffic Manualdirecttraffic.ca/wp-content/uploads/2014/02/Book-71.pdf · Ontario Traffic Manual • March 2001 3 Book 7 • Temporary Conditions Enzo Garritano, Construction

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7OntarioTrafficManual

Temporary Conditions

March 2001

Temporary Conditions

Ontario Traffic Manual

March 2001

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ISBN 0-7794-0868-3

Copyright © 2001Queen’s Printer for Ontario

All rights reserved.

Ontario Traffic Manual • March 2001 1

Book 7 • Temporary Conditions

OntarioTraffic Manual

Foreword

The purpose of the Ontario Traffic Manual (OTM) is toprovide information and guidance for transportationpractitioners and to promote uniformity of treatmentin the design, application and operation of trafficcontrol devices and systems across Ontario. Theobjective is safe driving behaviour, achieved by apredictable roadway environment through theconsistent, appropriate application of traffic controldevices. Further purposes of the OTM are to provide aset of guidelines consistent with the intent of theHighway Traffic Act and to provide a basis for roadauthorities to generate or update their own guidelinesand standards.

The OTM is made up of a number of Books, whichare being generated over a period of time, and forwhich a process of continuous updating is planned.Through the updating process, it is proposed that theOTM will become more comprehensive andrepresentative by including many traffic controldevices and applications specific to municipal use.Some of the Books of the OTM are new, while othersincorporate updated material from the OntarioManual of Uniform Traffic Control Devices (MUTCD)and the King’s Highway Guide Signing Policy Manual(KHGSPM).

The Ontario Traffic Manual is directed to its primaryusers, traffic practitioners. The OTM incorporatescurrent best practices in the Province of Ontario. Theinterpretations, recommendations and guidelines inthe Ontario Traffic Manual are intended to provide anunderstanding of traffic operations and they cover abroad range of traffic situations encountered inpractice. They are based on many factors which maydetermine the specific design and operationaleffectiveness of traffic control systems. However, nomanual can cover all contingencies or all casesencountered in the field. Therefore, field experienceand knowledge of application are essential indeciding what to do in the absence of specificdirection from the Manual itself and in overriding anyrecommendations in this Manual.

The traffic practitioner’s fundamental responsibility isto exercise engineering judgement and experience ontechnical matters in the best interests of the publicand workers. Guidelines are provided in the OTM toassist in making those judgements, but they shouldnot be used as a substitute for judgement.

Design, application and operational guidelines andprocedures should be used with judicious care andproper consideration of the prevailing circumstances.In some designs, applications, or operational features,the traffic practitioner’s judgement is to meet orexceed a guideline while in others a guideline mightnot be met for sound reasons, such as spaceavailability, yet still produce a design or operationwhich may be judged to be safe. Every effort shouldbe made to stay as close to the guidelines as possiblein situations like these, and to document reasons fordepartures from them.


Ontario Traffic Manual • March 20012

Custodial Office

Inquiries about amendments, suggestions orcomments regarding the Ontario Traffic Manual orabout training sources may be directed to:

Ontario Traffic Manual CommitteeMinistry of Transportation, OntarioTraffic Office301 St. Paul Street, 2nd FloorSt. Catharines, Ontario L2R 7R4Tel: (905) 704-2960Fax: (905) 704-2888

A user response form is provided at the end of Book1 of this Manual. Inquiries regarding the purchaseand distribution of this Manual may be directed to thecustodial office.

Book 7 (Temporary Conditions) and its associatedField Edition for site workers were developed with theassistance of a Technical Advisory Committeeorganized by the Ministry of Transportation.

Acknowledgements

Project Consultant Team

Milton Harmelink, Dillon Consulting Limited

Rodney Edwards, Harpar Management Corporation

Claudio Covelli, Dillon Consulting Limited

Michael Quinton, IBI Group

Alison Smiley, Human Factors North

Ovi Colavincenzo, Colavincenzo Consulting

Geni Bahar, Delcan Corporation Limited

George McGowan, Delcan Corporation Limited

Robert Dewar, Western Ergonomics

Gerson Alexander, Positive Guidance Applications Inc.

Suzanne Rodenkirchen, Green Leaf Communications

Kelli Carder, Harpar Management Corporation

Technical Advisory Committee

Blair Anderson, Municipality of Chatham-Kent &Ontario Traffic Conference

John Anderson, International Union of OperatingEngineers

Robert Belansky, Ministry of Transportation Ontario(Construction Office)

Dan Buckingham, Ontario Hydro/Toronto Hydro

Nick Buczynsky, Ministry of Transportation Ontario(Traffic Office)

Michael Chappell, Ministry of Labour, Ontario

Ken Doggett, Ontario Road Builders Association

Harold Doyle, Ministry of Transportation Ontario(Traffic Office)



Enzo Garritano, Construction Safety Association ofOntario

Peter Hillier, City of Toronto

Stephen Holmes, Ministry of Transportation Ontario(Value Engineering)

Peter Howes, Ministry of Transportation Ontario(Traffic Office)

Paul Kamber, Municipal Health & Safety Associationof Ontario

Ted Keen, Ministry of Transportation Ontario(Maintenance)

Jim Lafontaine, Dufferin Construction

John Macintosh, Ontario Provincial Police

Brian Malone, City of Hamilton; Ministry ofTransportation Ontario (Traffic Office)

Derek McCaughan, City of Guelph

Sam Morra, Ontario Sewer and WatermainConstruction Association

Richard Noehammer, City of Toronto & MunicipalEngineers Association

William Obee, Ontario Good Roads Association

Neville Ross, Electrical Utilities Safety Association

David Steed, Ministry of Transportation Ontario(Eastern Region Traffic)

Hart Solomon, City of Hamilton

David White, Region of Peel & InternationalMunicipal Signals Association

Additional MTO Reviewers

Nigel Day, Ministry of Transportation(Surveys and Plans)

Gary Todd, Ministry of Transportation(Construction Office)





Table of Contents

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

1.1 Purpose and Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

1.2 Legal Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

1.3 Fundamental Principles of Work Zone Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

1.4 Application of Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

1.5 Appropriate Use of Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

1.6 Rural and Urban Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

1.7 Component Areas of a Temporary Work Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Advance Warning Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Approach Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Transition Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Longitudinal Buffer Area (LBA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Work Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Termination Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

1.8 Duration of Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Mobile Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Very Short Duration Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Short Duration Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Long Duration Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

1.9 Partial Lane Shifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

1.10 Route Detours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

1.11 Speed Control in Temporary Work Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

1.12 Pedestrian Safety Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Section Number – Subject or Sign Message Sign PageNumber Number



1.13 Cyclist Safety Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

1.14 Work Zone Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Lighting of Work Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Roadway Lighting through a Work Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Anti-glare Screening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

2. Procedures for Temporary Work Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

2.1 Preparation before Beginning Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

2.2 General Principles for Set-up and Removal of Traffic Control . . . . . . . . . . . . . . . 35

2.3 Set-up of Freeway Lane Closures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Freeway Closure of Single Right or Left Lane (with shoulders) . . . . . . . . . . . . . . . . . . . . . 36

Freeway Closure of Two Right or Left Lanes (with shoulders) . . . . . . . . . . . . . . . . . . . . . . 37

Freeway Closure of Two Right or Left Lanes

(no shoulder on side of roadway where lanes are being closed) . . . . . . . . . . . . . . . . . . . . 38

2.4 Removal (take-down) of Freeway Lane Closures . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Removal of Single Right or Left Lane Closure (with shoulders) . . . . . . . . . . . . . . . . . . . . . 39

Removal of Two Right or Two Left Lane Closure (with shoulders) . . . . . . . . . . . . . . . . . . 40

Removal of Two Right or Two Left Lane Closure

(no shoulder on side of roadway where lanes are being closed) . . . . . . . . . . . . . . . . . . . . 41

2.5 Inspection and Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

2.6 Traffic Control with Moving Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Pilot Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Pace Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Rolling Closures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

3. Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

3.1 Classification of Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Warning Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Regulatory Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

Guide Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49




3.2 Sign Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

Sign Reflectivity Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

Sign Blanks and Specification Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

Use and Specifications for TC-12 (Flashing Arrow Board Signs) . . . . . . . . . . . . . . . . . . . . 50

3.3 Portable Variable Message Signs (PVMSs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

PVMS Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

Design and Operational Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

Application Guidelines for PVMSs in Work Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

PVMS Message Format and Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

3.4 Installation of Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

Positioning of Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

Low-mounted Portable Sign Stands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

3.5 Maintenance of Signs in Temporary Work Zones . . . . . . . . . . . . . . . . . . . . . . . . . . 63

4. Other Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

4.1 Channelizing Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

4.2 Barricades and Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

Barricades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

4.3 Temporary Markings and Delineation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Temporary Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Delineation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

4.4 Traffic Control Persons (TCPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

Application of TCPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

Qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

TCP Position and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71




TCP Control Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Remote Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

4.5 Portable Traffic Control Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

4.6 Temporary Traffic Control Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

4.7 Supplementary Flashing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

4.8 Application of New Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

Highway Advisory Radio (HAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

Radar – Speed Display Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

Multi-function Dynamic Message Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

Road Information Telephone Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

5. Buffer Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82

5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82

5.2 Buffer Vehicle Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82

5.3 Implementation Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Longitudinal Intrusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Lateral Intrusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

6. Schedule of Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

6.1 Traffic Control Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Sign Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Sign Reflectivity Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

CONSTRUCTION AHEAD Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-1 . . . . . . . . . . 89

CONSTRUCTION AHEAD 1 KM Sign . . . . . . . . . . . . . . . . . . . . . . . . . . TC-1A . . . . . . . . . 89

CONSTRUCTION AHEAD 2 KM Sign (formerly also TC-1A) . . . . . . . . TC-1B . . . . . . . . . 90

ROAD WORK Sign (square) (short duration) . . . . . . . . . . . . . . . . . . . . . TC-2A . . . . . . . . . 90

ROAD WORK Sign (diamond) (short & long duration) . . . . . . . . . . . . . TC-2B . . . . . . . . . 91

RIGHT LANE CLOSED AHEAD Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-3R . . . . . . . . . 91

RIGHT LANE CLOSED (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-3Rt . . . . . . . . 92

LEFT LANE CLOSED AHEAD Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-3L . . . . . . . . . 92




LEFT LANE CLOSED (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-3Lt . . . . . . . . 92

300 M (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-3tA . . . . . . . . 92

LANE CLOSURE ARROW Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-4 . . . . . . . . . . 93

DETOUR AHEAD Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-5 . . . . . . . . . . 94

DETOUR AHEAD 1 KM Sign (formerly TC-6) . . . . . . . . . . . . . . . . . . . . . TC-5A . . . . . . . . . 94

DETOUR AHEAD 2 KM Sign (formerly TC-6) . . . . . . . . . . . . . . . . . . . . . TC-5B . . . . . . . . . 95

DETOUR-TURN OFF/DIVERSION Sign . . . . . . . . . . . . . . . . . . . . . . . . . TC-7 . . . . . . . . . . 96

ROAD CLOSED (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-7tA . . . . . . . . 96

LOCAL TRAFFIC ONLY (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-7tB . . . . . . . . 96

ROADSIDE DIVERSION WARNING Sign (1 arrow) . . . . . . . . . . . . . . . . TC-9 (L or R) . . . 97

ROADSIDE DIVERSION WARNING Sign (2 arrows) . . . . . . . . . . . . . . . TC-9 (L or R) (2) 97

ROADSIDE DIVERSION WARNING Sign (3 arrows) . . . . . . . . . . . . . . . TC-9 (L or R) (3) 98

DETOUR DESIGNATION Sign (Including DETOUR Marker) . . . . . . . . . TC-10 . . . . . . . . . 98

DETOUR Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-10 . . . . . . . . . 98

TC-10A (L or R) . 99

TC-10B (L or R) . 99

TC-10C . . . . . . . 99

TC-10D . . . . . . . 99

TC-10E (L or R) . 100

TC-10F (L or R) . 100

NARROW LANES Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-11 . . . . . . . . . 100

TRUCKS USE CENTRE LANE (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . TC-11t . . . . . . . . 101

FOR XX KM (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-11tA . . . . . . . 101

FLASHING ARROW BOARD Sign (freeway) . . . . . . . . . . . . . . . . . . . . . TC-12 . . . . . . . . . 101

FLASHING ARROW BOARD Sign (non-freeway) . . . . . . . . . . . . . . . . . . TC-12 . . . . . . . . . 102

FLASHING ARROW BOARD Sign (striper) . . . . . . . . . . . . . . . . . . . . . . . TC-12A . . . . . . . . 103

PAVEMENT ENDS Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-13 . . . . . . . . . 105

BUMP AHEAD Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-14 . . . . . . . . . 105

BUMP Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-15 . . . . . . . . . 106

TURN Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-16A (L or R) . 106




SHARP CURVE Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-16B (L or R) . 106

CURVE Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-16C (L or R) . 107

SHARP REVERSE CURVE Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-16D (L or R) . 107

REVERSE CURVE Sign (1 arrow) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-16E (L or R) . 107

REVERSE CURVE Sign (2 arrows) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-16E (L or R)(2) 107

REVERSE CURVE Sign (3 arrows) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-16E (L or R)(3) 108

ADVISORY SPEED (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-17t . . . . . . . . 108

CHEVRON ALIGNMENT Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-18 . . . . . . . . . 109

GROOVED PAVEMENT Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-19 . . . . . . . . . 109

GROOVED PAVEMENT (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-19t . . . . . . . . 110

PREPARE TO STOP Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-20 . . . . . . . . . 110

PREPARE TO STOP Sign (with amber flashers) . . . . . . . . . . . . . . . . . . . TC-20A . . . . . . . 110

WHEN FLASHING (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-20At . . . . . . . 111

TRAFFIC CONTROL PERSON AHEAD Sign . . . . . . . . . . . . . . . . . . . . . TC-21 . . . . . . . . . 111

TRAFFIC CONTROL Sign (STOP/SLOW Paddle) . . . . . . . . . . . . . . . . . TC-22 . . . . . . . . . 112

SIGNALS AHEAD Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-23 . . . . . . . . . 112

REMOTE CONTROL DEVICE AHEAD SIGN . . . . . . . . . . . . . . . . . . . . . . TC-23A . . . . . . . . 113

PREPARE TO STOP (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-23At . . . . . . . 113

UNEVEN LANES Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-24 . . . . . . . . . 113

DO NOT PASS WHEN FLASHING Sign . . . . . . . . . . . . . . . . . . . . . . . . . TC-27 . . . . . . . . . 114

TRUCK ENTRANCE Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-31(L or R) . . . 114

TRUCK ENTRANCE Sign (with amber flashers) . . . . . . . . . . . . . . . . . . TC-31A (L or R) . 114

WHEN FLASHING (Tab Sign) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-120At . . . . . . 115

TEMPORARY BRIDGE Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-32 . . . . . . . . . 116

TEMPORARY BRIDGE XX KM/H (Tab Sign) . . . . . . . . . . . . . . . . . . . . . TC-32t . . . . . . . . 116

LOW BRIDGE AHEAD Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-33 . . . . . . . . . 116

LOW CLEARANCE AHEAD XX M Sign . . . . . . . . . . . . . . . . . . . . . . . . . TC-33A . . . . . . . 117

LOW CLEARANCE XX M Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-33B . . . . . . . . 117

TWO-WAY TRAFFIC Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-34 . . . . . . . . . 118

RAMP CLOSED AHEAD Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-35 . . . . . . . . . 118




MAXIMUM SPEED Advisory Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-36 . . . . . . . . . 119

SOFT SHOULDERS Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-37 . . . . . . . . . 119

NO EXIT Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-39 . . . . . . . . . 120

PEDESTRIAN DIRECTION Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-40 . . . . . . . . . 120

CONSTRUCTION ZONE BEGINS Sign (formerly TC-41A) . . . . . . . . . . . Rb-90A . . . . . . . 120

CONSTRUCTION ZONE ENDS Sign (formerly TC-41B) . . . . . . . . . . . . Rb-90B . . . . . . . 121

YIELD Sign (not shown) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ra-2 . . . . . . . . . . 121

YIELD AHEAD Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wb-1A . . . . . . . . 121

YIELD TO ONCOMING TRAFFIC Sign (formerly TC-43) . . . . . . . . . . . . Rb-91 . . . . . . . . . 122

DO NOT USE RADIO TRANSMITTER Sign . . . . . . . . . . . . . . . . . . . . . . TC-44 . . . . . . . . . 122

RESUME USE OF RADIO TRANSMITTER Sign . . . . . . . . . . . . . . . . . . . TC-45 . . . . . . . . . 123

ROAD CLOSED Sign (formerly TC-46) . . . . . . . . . . . . . . . . . . . . . . . . . . Rb-92 . . . . . . . . . 123

6.2 Channelizing Devices, Barricades and Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

Traffic Cones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-51A, B, C . . . 124

Construction Marker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-52 . . . . . . . . . 124

Flexible Drum (Barrel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-54 . . . . . . . . . 125

Barricades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-53A, B . . . . . 126

Temporary Concrete Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

6.3 Information and Directional Guide Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

New Roadway Open Sign

(NEW ROADWAY OPEN TO ABC ROAD) . . . . . . . . . . . . . . . . . . . . . . . . TC-61 . . . . . . . . . 127

Alternate Highway Route Sign

(THROUGH TRAFFIC USE ROUTE XX TO ROUTE YY) . . . . . . . . . . . . . TC-62 . . . . . . . . . 127

Road Closing/Restriction Notice Sign (full-time)

(EXIT TO ABC STREET TO BE CLOSED FROM MM/DD/YY) . . . . . . . . TC-64 . . . . . . . . . 127

Road Closing Notice Sign

(THIS STREET WILL BE CLOSED MM/DD FOR JJ WEEKS) . . . . . . . . TC-65 . . . . . . . . . 128

Highway Section Closed Sign

(HIGHWAY XX CLOSED AT ABC STREET) . . . . . . . . . . . . . . . . . . . . . . . TC-66 . . . . . . . . . 128

Street Section Closed Sign

(ABC STREET CLOSED AT DEF AVENUE) . . . . . . . . . . . . . . . . . . . . . . . TC-67 . . . . . . . . . 129




Contract Identification Sign (road authority) (not shown) . . . . . . . . . . TC-71 . . . . . . . . . 129

Contract Identification Sign (joint project) . . . . . . . . . . . . . . . . . . . . . . . TC-72A, B . . . . . 129

Contract Identification Sign

(connecting link/development road project) . . . . . . . . . . . . . . . . . . . . . TC-73A, B . . . . . 130

Contract Identification Sign (municipal project) . . . . . . . . . . . . . . . . . . TC-74 . . . . . . . . . 131

Contractor’s Identification Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC-75 . . . . . . . . . 132

7. Traffic Control Devices: Quality Replacement Guidelines . . . . . . . . . . . . . . . . . 133

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

Quality Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Evaluation Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

8. Typical Layouts for Signing Temporary Work Zone Situations . . . . . . . . . . . . . 138

General Notes to the Typical Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

Table A – Work Zone Component Dimensions: Short Duration Work (Non-freeways) . . . . . . . . 143

Table B – Work Zone Component Dimensions: Long Duration Work (Non-freeways) . . . . . . . . . 144

Table C – Work Zone Component Dimensions: Freeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

Table D – Application of Longitudinal Buffer Area and Buffer Vehicles . . . . . . . . . . . . . . . . . . . . 146

Table E.1 – Typical Usage of Signs through a Temporary Work Zone . . . . . . . . . . . . . . . . . . . . . . . 147

Table E.2 – Usage of Channelizing Devices, Barricades, and Barriers . . . . . . . . . . . . . . . . . . . . . . 149

Table F – Decision Matrix: Typical Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

Legend of Symbols used in Typical Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158

Figure 1 – Component Areas of a Temporary Work Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158

Figures A1 to A5 – Frequently Used Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

Typical Layouts – Figures TL-1 to TL-82 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162

9. Manual Revisions Since Last Edition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218

10. Renumbered or Added Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219




Indexes

Subject . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221

Sign Name . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224

Sign Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

Appendix A • Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229

Appendix B • References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249

List of Tables

Table 1 – Longitudinal Buffer Area (LBA) Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Table 2 – Minimum Dimensions of Work Zone Warning Signs . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Table 3 – Minimum Reflectivity Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51, 88

Table 4 – Standard Sign Blank Descriptions (MTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

Table 5 – PVMS Messages for Road Closure Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

Table 6 – Deployment of Traffic Control Persons (TCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

Table 7 – Traffic Control Person Distance from Work Area (TCP Table) . . . . . . . . . . . . . . . . . . . 73

Table 8 – Signal Visibility Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

Table 9 – Service Volume at Signalized Single Lane Construction Sites . . . . . . . . . . . . . . . . . . 77

Table 10 – Vehicle Arrival Rates and Green Plus Amber Times . . . . . . . . . . . . . . . . . . . . . . . . . . 79

Table 11 – Sight Distance Criteria for Truck Entrance Signing . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

Table 12 – Renumbered Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219

Table 13 – Added Signs and New Sign Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220

Table A – Work Zone Component Dimensions: Short Duration Work (Non-freeways) . . . . . . . 143

Table B – Work Zone Component Dimensions: Long Duration Work (Non-freeways) . . . . . . . 144

Table C – Work Zone Component Dimensions: Freeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

Table D – Application of Longitudinal Buffer Area and Buffer Vehicles . . . . . . . . . . . . . . . . . . . 86, 146

Table E.1 – Typical Usage of Signs through a Temporary Work Zone . . . . . . . . . . . . . . . . . . . . . 147

Table E.2 – Usage of Channelizing Devices, Barricades, and Barriers . . . . . . . . . . . . . . . . . . . . . 149

Table F – Decision Matrix: Typical Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150




List of Figures

Figure 1 – Component Areas of a Temporary Work Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22, 158

Figure 2 – Typical Sign Placement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

Figure 3 – Traffic Control Person Use of STOP/SLOW Paddle . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Figure 4 – Positioning of Traffic Control Persons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

Figure 5 – Portable Traffic Control Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

Figure 6 – Buffer Vehicles and LBA Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Figure 7 – Sign Quality Illustration (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136

Figure 8 – Sign Quality Illustration (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136

Figure 9 – Barrel Quality Illustration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

Figure 10 – Traffic Cone Quality Illustration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

Figures A1 to A5 – Frequently used Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

Figures TL-1 to TL-82 – Typical Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162

NOTE: A training package is available separately. For more information, contact:

Ministry of TransportationTraffic Office

301 St. Paul Street, 2nd Floor

St. Catharines, Ontario L2R 7R4

Telephone: (905) 704-2960




1. Introduction

Book 7 (Temporary Conditions) and itsaccompanying Field Edition are part of a series ofvolumes that makes up the Ontario Traffic Manual(OTM). Book 7 and the Field Edition address theapplication of control devices in temporaryconstruction (including pre-engineering),maintenance, and utility work zones. They should beread in conjunction with Book 1 (Introduction to theOntario Traffic Manual) and its three appendices,which contain considerable essential informationabout the fundamental principles and policies behindthe design and application of traffic control signs,signals, markings and delineation devices.

As used in Book 7, the terms “Temporary Conditions,”“Temporary Work Zones,” and “Work Zones” areconsidered to mean essentially the same thing, andare used interchangeably unless otherwise noted.

Book 7 is not intended to provide sufficient detailedinformation to allow the design and fabrication ofindividual signs. For these purposes, reference shouldbe made to Book 1b (Sign Design Principles), Book 2(Sign Patterns and Fabrication), and Book 3 (SignSupport and Installation). Where French language orbilingual versions of signs are available, they have notbeen illustrated in Book 7, but are contained inBook 2 (Sign Patterns and Fabrication).

Other Books in the OTM series provide practicalguidance on a full range of traffic control devices andtheir application. A complete listing of the plannedand currently available volumes, as well as the tablesof contents for all Books and an illustrated masterindex, is found in Book 1 and Book 1a (IllustratedSign and Signal Display Index).

Other documents, not in the OTM series, are alsouseful. The Ontario Geometric Design Manual and theOntario Roadside Safety Manual also provideguidance in the design of temporary conditions.These and other references are listed in Appendix B,References.

1.1 Purpose and Scope

The OTM Book 7 (Temporary Conditions) has beendeveloped to provide basic uniform requirements fortraffic control in work zones during roadway or utilityconstruction (including pre-engineering) andmaintenance operations on or adjacent to publichighways including ramps and municipal roads andstreets, (as well as other public ways to which roadtraffic has access), and is intended for use by thefollowing agencies and organizations:

(1) The Provincial, Municipal, and private roadauthorities in Ontario and their contractors.

(2) Utilities, contractors, and others who may haveapproval to work on public roadways.

Safety for workers and motorists is paramount,including workers setting up, operating, andremoving traffic control. The purpose of thismanual is to provide the basic Minimum TypicalGuidelines for traffic control to be used by personsor agencies performing construction, maintenance,and utility work on any street or highway open to thepublic in the Province of Ontario, in order to achievesatisfactory levels of safety for workers and motorists.

Safety in road work zones depends on the applicationof a number of key elements which must worktogether as a system, or a “safety chain” which isonly as strong as its weakest link. If a key element isweak or absent, safety may be compromised. Theseelements include:



• design of: the road, the construction ormaintenance plan, and staging;

• the traffic control plan, identifying all necessaryelements;

• the traffic protection plan for protection of workers;

• training of all personnel involved in traffic control;

• contractor compliance with the traffic control planand traffic protection plan, including safeinstallation, application, and removal of allnecessary traffic control elements;

• quality assurance checks of contractor compliancewith the traffic control plan, with appropriateconsequences for non-compliance;

• safe work habits on the part of workers;

• appropriate police enforcement.

The scope of Book 7 and the Field Edition includesthe following:

• rural and urban applications, including thoseinvolving pedestrians;

• signs and other traffic control devices to be used intemporary conditions;

• sign specifications, reflectorization, installation,positioning, and maintenance;

• speed control in construction areas;

• mobile operations, very short duration, shortduration, and long duration work zone conditions;

• decision matrix to assist in selection of typicallayouts for work zone traffic control;

• typical sign/device layouts for various work zonedurations, road types, and situations;

• special situations, including pre-engineeringactivities and zone painting.

1.2 Legal Authority

The Ministry of Labour, through the OccupationalHealth and Safety Act (OHSA) and Regulations forConstruction Projects, R.S.O. 1990 and R.R.O. 213/91 as amended by 631/94 and 145/00, and asamended from time to time thereafter, has the legalauthority to regulate the safety of workers. Thisincludes protection measures for all workers,including requirements relating to traffic controlpersons directing traffic through or around a roadconstruction site. The OHSA and regulations takeprecedence over Book 7 in matters of worker safety.

The Ministry of Transportation, through the HighwayTraffic Act, the Public Transportation and HighwayImprovement Act, and various related statutes, has thelegal authority and responsibility to regulate andcontrol traffic on a highway (see definition), and toregulate and control motor vehicles operating in theprovince. Municipalities, through the Municipal Actand various regional municipality acts, and asempowered to enact municipal by-laws throughvarious provisions of the Highway Traffic Act andother provincial acts, have the legal authority andresponsibility to regulate and control traffic on theirhighways. This authority and responsibility alsoapplies to construction and maintenance activities onhighways.

Traffic signs, pavement markings, traffic controlsignals, and other devices to regulate, warn or guidetraffic are to be installed only under the authority ofthe road agency having jurisdiction.



When they have been authorized, work zonecontractors and utility companies may installtemporary conditions signs and devices, or use trafficcontrol persons to protect road users, the public,workers, and equipment, subject to the guidelines ofthis Manual, the Occupational Health and Safety Actand its regulations, and the requirements of the roadauthority.

Contractors may be authorized by the road authorityto slow upstream traffic (e.g., rolling closures). Thecontractor may also implement short-term roadclosures, as authorized by the road authority. As theuse of police to slow traffic or to implement roadclosures is not a legal requirement, it is the roadauthority’s decision whether to use contractor staff orpolice for these operations.

Regulatory devices may need to be supported byapplicable legislation, regulations, or by-laws.Effective traffic control requires both the appropriateapplication of traffic control devices and reasonable,effective enforcement.

1.3 Fundamental Principlesof Work Zone Design

Risk to both drivers and workers can be reduced bythe provision of a predictable, familiar roadwayenvironment, to the extent practicable. The consistentand appropriate application of traffic control devicesincreases the probability of roadway users exhibitingthe desired behaviour, and helps ensure the safety ofworkers. Work zones must be designed with explicitconsideration of worker and traffic safety.

Worker and traffic safety must be designed intoconstruction and maintenance projects, rather thanapplied on a makeshift basis. Positive guidance, andthe avoidance of violating driver expectation, shouldbe used. See also Book 1c (Positive GuidanceToolkit).

Roadway work zones should be designed around thefollowing basic principles:

• Worker Safety;

• Motorist Safety;

• Motorist Mobility;

• Advanced Warning (provision of advance notice tomotorists that they are approaching a work zone);

• Work Site Identification (visible identification of thework area by passive and/or active traffic controldevices to show road users where work is takingplace);

• Positive Guidance (provision to drivers of theinformation they need to avoid hazards, when andwhere they need it, in a form they can best use it).

It is recommended that a traffic control plan beprepared in advance for any construction project, inconformity with road authority policies andguidelines.

If practical, maintenance and construction activitiesshould not be scheduled during peak hours,especially at high traffic volume locations. Peak hoursfor traffic flow are typically from 7:00 a.m. to9:00 a.m. and from 4:00 p.m. to 6:00 p.m. The roadauthority may designate these or other hours asperiods during which maintenance and constructionactivities are not to be conducted.

Where practicable, workers should be positioned atleast 3 m (or 1.5 m for low speed facilities) from alive traffic lane, as stipulated by the road authority.See also General Note 11 in Section 8.

Where work vehicles are present, workers should stayahead of (downstream of) the vehicle, not behind(upstream of) the vehicle.



Traffic movement should be interfered with orinhibited as little as possible. Frequent or unnecessarychanges such as sudden lane narrowing, laneclosings, reductions in speeds and risky manoeuvringshould be avoided. Special precautions must be takento ensure that construction equipment can beoperated safely without making it hazardous topassing traffic. Roadway occupancy and workcompletion time should be minimized to reduceexposure to potential hazards.

Where interference is unavoidable, drivers andpedestrians must be guided in a clear and positivemanner by adequate signs, channelizing devices,pavement markings, traffic signals, or by trafficcontrol persons, whichever control device/measure orcombination of control devices/measures is mostappropriate, in accordance with the basic principlesoutlined above. Approval of the road authority isrequired for the use of any traffic control device(s) notshown in Book 7.

Persons engaged in traffic control must check thetraffic control elements regularly to ensure that thetraffic operations in the work zones are acceptable.

The persons engaged in traffic control must alsocheck the worksites carefully to make sure that trafficcontrols are continually updated to suit changingconstruction conditions due to work staging andprogress, or if an immediate improvement to thetraffic control is needed. Work zone traffic controlsmust reflect actual conditions, so that signing iscredible, increasing the likelihood of drivercompliance. All temporary conditions traffic controldevices should be removed when no longer needed.When work is suspended for short periods, advancewarning signs that are no longer appropriate must beremoved, covered, or turned, and other inappropriatedevices removed from the work area so they are notvisible to drivers.

Maintaining good public relations is necessary. Roadusers should be kept informed of the existence of andreasons for work sites.

1.4 Application of Guidelines

The standard use of traffic control devices isillustrated for typical and most common situations.Hills, curves, intersections, driveways and otherphysical features, and adverse weather conditions,may require variations from the guidelines, and good,informed judgement must be used to select the mostappropriate devices. However, all temporaryconditions installations shall conform to the generalprinciples and guidelines presented in OTM Book 7.

With the possible exception of routine municipalmaintenance and utility operations, to the extent thatthey may be exempted by the road authority, workmust not commence without first obtaining a workpermit or the approval of the road authorityconcerned.

Signs and other devices should be designed to berecognizable and comprehensible at a glance.Uniformity and simplicity in design, position andapplication are of the greatest importance in aidingrecognition. However, it is difficult to illustratedetailed guidelines of applications for all situationsthat may arise. Where special situations occur,requiring more than the minimum guideline,additional protection should be provided. Suchprotection should be determined on the basis oftraffic speeds, vehicle (and pedestrian) volume, sightdistance, duration of operation, and exposure risk tohazards. The Traffic Engineer or Road Superintendentof the road authority should be consulted before anydeviation is made from OTM Book 7 and forguidance in special traffic control circumstances. Anydeviations from Book 7 guidelines should bedocumented, along with the reasons for thedeviations. Where messages are required other than



those provided, signs should be the same shape asstandard signs of the same classification, and shouldbe in the colours described in Book 1, Table 1 (Shapeand Colour Codes for Signs) and Book 7, Section 3.1.

The Ministry of Labour, through the OccupationalHealth and Safety Act, has the authority for regulatingworker safety. Regulation 213/91 as revised byRegulation 145/00 under the OHSA states thatfollowing the OTM Book 7 (Temporary Conditions)meets with the intent of Sections 67, 68, and 69 ofthe Regulations.

It is expected that the temporary conditionsguidelines outlined in Book 7 will be adopted by allpublic authorities and private companies andcontractors with safety responsibilities inconstruction, maintenance and utility work zones onpublic highways and streets. Instructions must begiven to all employees and contractors and theguidelines should be included or referenced in thespecifications for all contracts.

1.5 Appropriate Use ofTraffic Control Devices

Temporary conditions signs, devices, and typicallayouts depicted in this Manual constitute a minimumguideline. Road authorities may have additionaltypical layouts suitable for local requirements. Signs,signals and pavement markings specified in Book 7and the Book 7 Field Edition should be installed andmaintained in accordance with the guidelinesoutlined in the appropriate sections of Book 1(Introduction to the Ontario Traffic Manual), Book 1b(Sign Design Principles), Book 5 (Regulatory Signs),Book 6 (Warning Signs), Book 11 (Markings andDelineation), and Book 12 (Traffic Signals). Thelocation of these signs and devices must be revisedas required to guide drivers safely through thetemporary conditions. All non-essential andinconsistent devices should be removed, since they

divert attention from official devices. Traffic devicesand supports must not bear any unauthorized labels,logos, or commercial advertising on the face ofthe sign.

Flags should not be used as channelizing devices ortraffic control devices. Flags should be used inconjunction with low-mounted signs, to enhance signvisibility. When used with low-mounted signs(A-frame), flags must be 1.5 m to 2.5 m aboveroadways, to improve visibility of signs that mightotherwise not be readily seen.

Flags may also be used as supplements to othertraffic control devices, for example, on zone-stripertrucks, or utility vehicles used for very short durationactivities. Where used, flags must be orange orfluorescent orange, and of solid fabric or plastic,robust, minimum size 45 cm x 45 cm. Flags shouldbe mounted at a 45 degree angle approximately tomaximize their visual effectiveness. When flageffectiveness is lost due to fading, they must bereplaced. Where flags are used on trucks, they musthave a diagonal 5 cm stripe of white retroreflectivesheeting, and additional devices (e.g., cones) will benecessary to delineate the work areas if workers arerequired to enter the space between traffic and thetruck-mounted flags.

Every effort should be made to plan and design workzones to the best possible standard and to maintainthe best possible road conditions through work zones,having regard to the volume and type of traffic beingaccommodated. Special care must be taken in theplanning of traffic control for work zone staging andwith sign placement so that traffic may be guidedthrough the work zone as effectively and safely aspossible.



1.6 Rural and Urban Application

The general principles outlined in this book and theBook 7 Field Edition are applicable to both rural andurban areas. The differences between rural and urbansituations warrant some separate treatment of trafficcontrol requirements because of the lower speeds,higher volumes, limited manoeuvring space, frequentturn and cross movements, need for pedestrianprotection, and encroachment by buildings found inan urban environment. However, many largermunicipalities now include areas which are rural innature, and roads which cover a wide range of postedand operating speeds.

The reader is referred to OTM Book 1, Section 6“Classification of Highways for Application of TrafficControl Devices.” That section indicates that:

• type of signing is affected by the highway/roadclassification, namely urban or rural freeways, andurban or rural non-freeways. (In Book 7, the type ofsigning is affected primarily by whether the road isa freeway or non-freeway, by the cross-section ofthe road, and by the nature and duration of theconstruction or maintenance operation).

• size of signing is related to many factors, butprimarily to highway/road speed and number oflanes. The three speed ranges adopted are based onposted speed limits. The recommended sign sizesfor each speed range have taken into account thefact that 85th percentile operating speeds are oftenhigher than posted speed limits. For determiningsign type, road classifications used in the OTM areshown in Book 1, Figure 3, and defined inAppendix A (Definitions). For determining sign size,the following three speed ranges have beenadopted:

(1) Speed limits of 60 km/h or lower;

(2) Speed limits of 70 or 80 km/h;

(3) Speed limits of 90 km/h or higher.

Where various sign sizes are shown in the OTM, thebase or standard sign size is recommended as theminimum sign size. It is typically the sign size thatwill apply for the lowest speed range. Where specificsign sizes are recommended for the other speedranges, they should also be regarded as minimumsizes for those speeds. For some sign designs, onlyone or two sign sizes are shown. In this case, two ormore of the three speed ranges are combined intoone. Where, in the road authority’s or trafficpractitioner’s judgement, it is felt that therecommended minimum size is too small, and/orgreater emphasis is needed, a larger sign size may beused. Other factors relating to sign design aredescribed in Book 1b (Sign Design Principles). Moreinformation on sign size is provided in Book 1b (SignDesign Principles).

In practical terms, in Book 7, the minimum sign sizesgenerally apply to non-freeways (typically speeds lessthan or equal to 80 km/h), with increased sign sizesspecified for some signs on freeways. As notedabove, these are minimum guidelines. Sign sizes mayand should be increased where the road authority ortraffic practitioner considers it desirable andadvisable. See also Section 3 and Table 2.

At urban locations, standard size warning signs aregenerally acceptable at lower speeds. However, largeror additional signs will generally be needed on widestreets with high traffic speeds and volumes,especially when advertising displays and distractingbackgrounds compete with a standard sized warningsign for the motorist’s attention. The required advancedistances for the placement of warning signs, shownin Book 7 typical layouts, must be adhered to asclosely as is practicable, but may have to be reducedin some areas of urban municipalities, such as central



business districts, characterized by signalizedintersections, low speeds, frequent driveways, andshort block lengths. Where such distances arereduced, active control devices such as flashing arrowboards and/or changeable message signs should beconsidered.

Every precaution reasonable under the circumstancesshould be taken for the protection of workers and themotoring public. For example, although the typicallayouts might recommend a given taper length, thislength might not be possible in an area of the citywith many driveways and entrances. This might beoffset by the additional use of traffic control devicessuch as a TC-12 flashing arrow board or reducedbarrel spacing. Or, if visibility is limited by a horizontalor vertical curve, a taper might be lengthened(beyond the length shown in typical layouts) so as togive drivers adequate warning and visibility of thestart of the taper.

The amount of street space taken up by constructionand maintenance work should be no more than isabsolutely necessary. However, this does not justifyany failure to use sufficient warning and channelizingdevices as may be required for public protection andguidance, or for the protection of the worker.

Pedestrian safety must be given special consideration,particularly when the work encroaches upon asidewalk. Protective barricades, barrels, constructionmarkers, and/or fencing should be used in addition towarning and guidance devices to separatepedestrians from road traffic. Pedestrian barricades,fencing, handrails or specifically designedpassageways should be used to separate pedestriansfrom the work area. See also Section 1.12.

1.7 Component Areas of aTemporary Work Zone

A temporary conditions traffic control work zoneincludes the entire section of roadway from the firstadvance warning sign through to the last trafficcontrol device, where traffic returns to its normal pathand conditions. A well-designed work zone normallycontains six distinct component areas, which are:

• Advance Warning Area

• Approach Area

• Transition Area

• Longitudinal Buffer Area (LBA). See Section 5 forBuffer Vehicle (BV) combinations with the LBA,including Lateral Intrusion Deterrence Gap (LIDG)

• Work Area

• Termination Area

These six areas are illustrated in Figure 1. Eachcomponent area will be present in some form in mostwork zones. Two or more of the component areasmay be combined in situations where traffic volume,speed, and visibility do not permit the use of all ofthe above individually. For example, an LBA is notpossible in a mobile work operation, an LBA is notrequired where Traffic Control Persons are used, and atermination area is generally not required in lowspeed urban situations.

In laying out a work zone, attention must be given toprovisions for the safe access to and egress from thework area for work vehicles.

These six component areas are described below inthe order that drivers encounter them.



Advance Warning Area

The advance warning area is used to alert drivers toroad work ahead. The advance warning may varyfrom a single sign or flashing lights on a vehicle to aseries of signs in advance of the approach areasigning. On freeways and expressways, where driverspeed is generally higher (70 km/h or more), signsmay be placed as far as 2 km or more in advance ofthe approach area. Where it is beneficial to motoriststo give warning in advance of an interchange, thisdistance may be increased. When active devices suchas flashing arrow boards or flashers are used, or when

the activity area is sufficiently removed from thedriver’s path that it does not interfere with traffic, theadvance warning area may be eliminated, as shownin the typical layouts.

Approach Area

In the approach area, the driver is informed of lanechanges, speed reductions, passing restrictions andthe like. Drivers require the information at a sufficientdistance in advance in order to be able to adjust tothe altered situation before reaching it. The devicesmay vary from a single sign or flashing lights to aseries of signs in advance of the transition area.

Transition Area

In the transition area, traffic is channelled from thenormal path to a new path required to move trafficpast the work space. Work material, vehicles, andequipment must not be stored or parked in thetransition area.

The transition area must be delineated bychannelizing devices, unless otherwise indicated inthe typical layouts. It contains the tapers and parallelsections (if more than one lane closed) that are usedto close the lanes effectively. The length of the tapersand the parallel sections are extremely important.Guidelines for taper and parallel section lengths areoutlined in Tables A, B, and C used in conjunctionwith the typical layouts.

Note: the parallel sections referred to here are thelengths between successive tapers, and are not thesame as the longitudinal buffer area described below.

The transition area must be obvious to drivers. Theintended travel path must be clearly delineated sothat drivers will not mistakenly follow the wrong path.For long duration operations, there may be arequirement to remove or mask out existing pavement

Figure 1 – Component Areasof a Temporary Work Zone

Advance Warning Areainforms drivers toexpect work ahead

Approach Areainforms drivers whataction to take

Transition Areamoves traffic out of the normal path

LongitudinalBuffer Areaprovides protection for traffic and workers

Work Areais set aside for workers,equipment and materialstorage

Termination Arealets traffic resumenormal driving

Traffic Spaceallows traffic to pass throughthe activity area

Note:-No vehicle parking permitted-No equipment ormaterial storage, orwork permitted to take place in this area.



markings and possibly to enhance the transition areawith temporary pavement markings to identify a clearroute where there could be confusion regarding theproper path.

Longitudinal Buffer Area (LBA)

In stationary work zones, the longitudinal bufferarea provides protection for traffic and workers, byproviding an opportunity for drivers to brake to ahalt between the end of the transition area and thework space.

Buffer protection is required as described inSection 5, and where shown on the typical layoutsand General Notes to the typical layouts in Section 8.Buffer protection may be provided through use of alongitudinal buffer area alone (non-freeways) or witha buffer vehicle (freeways).

Where indicated as being required, the longitudinalbuffer area must be provided where work zonesrequire a lane closure or reduction of a lane to lessthan 3 m (3.5 m preferable on freeways), and mustbe defined by delineation devices, except for movingoperations. This space provides a recovery area for anerrant vehicle. No work material, vehicles, orequipment should be stored or parked in the bufferarea. A flashing arrow board, if deployed, should belocated at the downstream end of the taper, inadvance of or at the upstream end of the buffer area.

Provided lane widths of at least 3 m are maintained, alongitudinal buffer area is not required for partial laneshifts (See Section 1.9) or for non-freeway shoulderoperations. If a buffer vehicle (blocker truck or crashtruck) is used, either for roadway operations or forshoulder operations, an appropriate Lateral IntrusionDeterrence Gap (LIDG) between the truck and thework area must be provided, as outlined in Section 5and on the typical layouts.

A longitudinal buffer area or a buffer vehicle is notrequired where traffic is controlled by means of trafficcontrol persons, remote control devices, or portabletraffic control signals or temporary traffic signals.Hence, a longitudinal buffer area will usually not berequired on two-lane roads.

The longitudinal buffer area length may be taken fromTable 1. Longitudinal buffer lengths are also includedin Tables A, B, C and D used in conjunction with thetypical layouts, and are illustrated on the typicallayouts, where applicable. As is noted on Tables A, B,and C, when the 85th percentile speed is known, itmay be used instead of the posted regulatory limit.

Roads with posted speeds of 60 km/h or lower areusually located in urban areas, with more frequentintersections, many of them signalized, and drivewaysand entrances. A longitudinal buffer area or buffervehicle is not required where posted speeds are60 km/h or lower because:

• in urban areas there are many more stimuli todrivers, including traffic signals, and drivers are lesslikely to be drowsy or inattentive. The other trafficcontrol devices at the work zone should besufficient to alert the driver of the work area ahead,without requiring a longitudinal buffer area.

• space restrictions in urban areas will often meanthat there is insufficient space for a longitudinalbuffer area.

However, where space permits, and other concerns arepresent, a longitudinal buffer area or a buffer vehicleshould be considered for speeds of 60 km/h orlower, as shown in parentheses in Table 1.



Work Area

The work area is where the work takes place. It is setaside for workers, equipment and material storage.

The work area may be in a fixed location or maymove as work progresses. It may be defined bydelineation devices. In a confined location, the workspace may be shielded by barriers as an additionalfeature. Every practical effort should be made tominimize hazards and distractions to drivers andworkers. See also the requirements of Regulation213/91 under the OHSA.

Termination Area

The termination area is used for traffic to make thetransition back to the normal path of the road. Thetermination area extends from the downstream end ofthe work space to the point where traffic is able toresume normal driving. The spacing between markersmay be opened up in the termination area orextended across only one lane (in the termination of amultiple lane closure) so as not to hinder access/egress of work vehicles.

Linear Space Restrictions

Situations may be encountered where therecommended values for taper lengths andlongitudinal buffer area cannot be achieved withinthe available linear space, e.g., urban areas involvingclosely-spaced intersections and/or many drivewaysand entrances.

The longitudinal buffer area length is derived suchthat the taper plus the longitudinal buffer area lengthare greater than the stopping sight distance. Wherenecessary, the longitudinal buffer area may have to bereduced or even eliminated. In such cases, additionaladvance warning and delineation devices should beconsidered. Reducing or eliminating the longitudinalbuffer area should only be undertaken oncealternatives, such as relocating the taper and bufferarea upstream of the intervening obstruction, havebeen considered and deemed impractical.

There may be situations where, even with theelimination of the longitudinal buffer area, it will benecessary to implement reduced taper lengths. Undersuch conditions, the use of a buffer vehicle or otherprotection/attenuation device, if used, along withadditional advance warning and guidance devices,must be in accordance with the guidelines outlinedin Section 5 and in the General Notes, Section 8.

In the urban situations described above, a buffervehicle is not required. On freeways, where a buffervehicle is required, linear space restrictions are lesslikely to arise. They may arise, however, when workingin the vicinity of interchange ramps, for example. Inthis case, consideration should be given tolengthening the taper and/or LBA, bringing the startof the taper further upstream, and closing theinterchange ramps. If this is not feasible, and somereduction in linear dimensions cannot be avoided, theLBA should be reduced, in conjunction with areduction in the length of the taper. If such reductionsare made, additional active advance warning devices

deepSdetsoP)h/mk(

aerAreffuBlanidutignoL)m(htgneL

05 )03(

06 )04(

07 05

08 06

09 57

001 59

Table 1 – Longitudinal BufferArea (LBA) Length



must be used. The LIDG between the buffer vehicleand the work area should not be reduced, and thetaper should not be reduced by more than 50% of itsnormal length (see Table C).

1.8 Duration of Work

Work duration is a major factor in determining thenumber and types of signs and devices to be used intemporary work zones and the manner in which theyare used. The four categories of work duration usedin Book 7 are:

• Mobile Operations

• Very Short Duration Work

• Short Duration Work

• Long Duration Work

The last three categories are all Stationary Operations.

Mobile Operations

Mobile operations (MO) involve work that is donewhile moving continuously, usually at low speeds(typically 25 km/h), or intermittently, with periodicbrief stops related to the mobile activity, which donot exceed a few minutes in duration. Generally, if ashort stop is required to be made at a specificlocation, it is very short duration (VSD) work ratherthan mobile operations. The advance warning areamoves with the activity area. For some continuouslymoving operations, where volume is light andvisibility is good, a well-marked and well-signedvehicle may be sufficient. If volume and/or speed ishigher, a buffer vehicle equipped with a flashingarrow board should follow the work vehicle. In

addition, vehicles may be equipped with devices suchas flashing vehicle lights, truck-mounted attenuators,and appropriate signs, as illustrated in the typicallayouts.

Where mobile operations are in effect on ahigh-speed travel lane of a multi-lane dividedhighway, flashing arrow boards must be used.

Examples of mobile operations include longitudinalpavement marking, zone painting, and streetsweeping.

Paving operations are a very low-speed type ofmobile operations. However, their speed is so low thatthe typical layouts used for paving operations arethose for stationary operations. Where specificrequirements apply for paving operations, they aredescribed in the General Notes to the typical layoutsin Section 8.

Very Short Duration Work

Very short duration (VSD) work occupies a fixedlocation for up to 30 minutes, including set-up andtake-down time. The work site may be moved alongthe road and make frequent, short stops. Generally, ifa short stop is required to be made at a specificlocation, it is very short duration work rather thanmobile operations.

Examples of very short duration work include someutility work, minor road maintenance, potholepatching, surveying, stormwater catchbasin cleanout,and the like.

The time required to set up and remove normal trafficcontrol devices in these situations may approach orexceed the time required to perform the work itself.Hence, the use of active devices such as flashers andflashing arrow boards, along with simplified set upand removal procedures, is considered mostappropriate for very short duration work. The



investment in these active devices helps ensureadequate traffic control, reduces worker time spentexposed to traffic hazards, and yields more efficient,productive work operations.

Short Duration Work

Short duration (SD) work refers to stationarymaintenance, construction, or utility activities whichrequire a separate work space, which are continuouslyoccupied by workers and/or equipment, and whichare more than 30 minutes and less than one 24-hourperiod in duration. Short duration work does notinclude work at a site extending beyond 24 hours;such work is long duration.

Table A applies to short duration work onnon-freeways. Table C applies to freeways (both shortduration and long duration).

If work is done during nighttime, Nighttime SDProvisions must be followed (see Notes following).

Work at the same location may be extended to morethan one day, and still be considered SD work if (1)the approval of the road authority is obtained for suchwork; (2) any additional conditions stipulated by theroad authority, including working hours, are compliedwith; (3) all other conditions described in thisdefinition are met; and (4) the roadway (and sidewalk,if present) are restored, to the satisfaction of the roadauthority, and returned to normal operation when thedaily work shift (or authorized working period) iscomplete.

For emergency work, short duration traffic controlprovisions should be implemented to the greatestextent practicable, including adequate reflectorizationif at night, in order to avoid the creation of additionalhazard. Also, if emergency work must be done inadverse precipitation or visibility conditions,consideration should be given to using longer taper

lengths and/or additional active devices. All agenciesand vehicles actively involved in emergency trafficcontrol situations should carry at least the equipmentlisted under Condition B for nighttime operations.

Notes: For nighttime work of any duration, trafficgarments meeting OHSA requirements for nighttimework must be used.

Nighttime SD ProvisionsThese provisions are required for nighttime shortduration work, even though one or more may beshown as optional for the daytime short durationoperations illustrated in the typical layouts:

• Condition AShoulder or Road Edge WorkEncroachment on the roadway which still leaves atleast 3 m width (3.5 m preferable on freeways) fortraffic in the adjacent lane:

• TC-2B or TC-2A Sign, as required in typicallayouts, and as per Table A;

• 360 degree flashing amber light and 4-wayflashers (except where a TC-12 flashingarrowboard is shown as a requirement) (truck/trailer mounted TC-12 flashing arrowboard(s) mayalways be used in place of 360 degree flashingamber light and four-way flashers). (Note: inFigures TL-5, TL-6, and TL-8, for shoulder androad edge operations; this requirement does notapply for the situation with no vehicle present.)

• Retroreflective sheeting on all traffic controldevices, to the reflectivity level prescribed foreach device;

• If cones are shown as being required in typicallayouts, they must be 70 cm cones with onestandard white retroreflective (minimum Type III,high intensity) 10 cm to 15 cm wide cone collarmounted on the upper one-third of the conetaper, 10 cm below the top of the cone.



(Reflectorized TC-52s or TC-54s should be usedas an alternative to cones on multi-lane roads,where conditions permit, and must be used onfreeways, such as where shown on the typicallayouts and in Table E.2)

• Condition BLane Closure, or Lane Encroachment leaving lessthan 3 m width (3.5 m preferable on freeways) fortraffic in the adjacent lane:

• Requirements listed under Condition A plus thefollowing:

• Truck/trailer mounted TC-12 flashingarrowboard(s).

• For intersection zone painting: 45 cm coneswith a white retroreflective (minimum Type III,high intensity) cone collar may be used insteadof 70 cm cones during the painting operation;after painting is completed, while paint isdrying, a TC-4 may be used as a replacementfor the TC-12.

• Under normal circumstances, planned shortduration nighttime work should not beconducted in fog or when roads are slippery. Ifwet or slippery roads or poor visibility arepresent when emergency work must beperformed, an advance trailer-mounted TC-12must be used and positioned as soon aspracticable. Long duration taper lengths (TableB) (rather than short duration taper lengths(Table A)) should be considered.

• Condition CSituations requiring traffic control for pedestrians(may be a stand-alone condition, or in combinationwith Condition A or B): See Section 1.12.

• Pedestrian barricades should be used wherenecessary to provide adequate protection andguidance to pedestrians in work zones.

Long Duration Work

Long duration (LD) work refers to stationarymaintenance, construction, or utility activities whichrequire a separate work space for longer than 24hours. At long duration temporary work zones, thereis ample time to install and to realize the benefitsfrom the full range of traffic control devices andprocedures that are available for use. Temporaryroadways and barriers may be provided, andinappropriate markings which cause driver confusionshould be removed and replaced with temporarymarkings.

Long duration work is treated differently fornon-freeways and freeways, because of the greaterdriver expectation of smooth, uninterrupted trafficflow on freeways. For this reason, the tables for thetypical layouts are applied as follows:

• Table B: Long Duration (Non-Freeways);

• Table C: Freeways (both Short Duration and LongDuration).

For stationary operations on freeways longer than fivedays in duration, temporary barriers or appropriatealternatives are required, as described in OHSA. SeeSection 8, General Notes.

1.9 Partial Lane Shifts

Where visibility is good, and for short (up to 50 m)work areas on two-lane roads with posted speeds of60 km/h or lower, partial lane shifting for shortduration roadside operations is an accepted practice.Use of partial lane shifts must be approved by theroad authority. In this practice, where roadsideoperations (for example, utility vehicle outrigger laneencroachment) will result in a remaining lane width ofless than 3 m, but squeezing all lanes minimally willstill result in usable lane widths of at least 3 m ineach lane, the lanes may be temporarily and partially



shifted by demarcating them through use of cones, asshown in Figures TL-9 and TL-10. Normally, partiallane shifting should occur only on hard-surfacedroadways. Motorists should not be directed onto thegravel shoulder of a roadway unless there is a postedspeed reduction. When a lane shift is required on anall-gravel surfaced roadway, vehicles should not bedirected off the roadway onto a shoulder that is softor of a different texture.

This practice avoids closing one lane and the use ofTraffic Control Person(s). However, additional caremust be taken for worker safety in setting up andremoving the cones or barrels demarcating the shiftedlanes.

Where visibility is good, and for short (up to 50 m)work areas on low volume two-lane roads withposted speeds of 70 km/h or 80 km/h, partial laneshifting for short duration roadside operations is alsoacceptable under certain conditions, as shown inFigure TL-9. Each lane must have a usable lane widthof at least 3 m. These higher speeds require moreadvance notice and a more gradual transition, with anappropriate taper length in advance of the lane shift.If the lane shift (measured as the amount of shift ofthe right edge of the shifted lane) is less than orequal to 1 m, the taper length to be used fromTable A is 1b*. If the lane shift is greater than 1 m,the taper length to be used from Table A is one-halfof 1a*.

Lane shifts of more than 1 m on a typical two-laneroad will occur only rarely, as this would create lanewidths of less than 3 m, in which case a lane closuremust be used. Lane shifts of more than 1 m canoccur on two-lane roads with parking spaces on oneor both side, where parking is temporarily removed,and the parking area is occupied by a shifted lane.

Partial lane shifts, demarcating lanes through the useof cones only, must not be used on multi-lane roadsor where posted speeds are higher than 80 km/h. Formulti-lane roads or where posted speeds are higherthan 80 km/h, lane shifting is typically achievedthrough use of one or more of the following:

• temporary concrete barriers to provide work areaprotection;

• construction markers or barrels for tapers; and

• temporary pavement markings for lanedemarcation, along with removal of existingpavement markings.

1.10 Route Detours

A route detour should be signed when a driver isrequired to depart completely from major roads andwill be directed to follow an alternative route. Thealternative route will be signed using a combinationof the appropriate TC-10 directional signs.

Guidance of traffic on detour routes associated withthe above work zone conditions requires detoursigning that is continuous and complete to guidedrivers back to the normal route.

Prior to the closing of a roadway and the opening ofa route detour, a TC-65 “Roadway Closing Notice”sign must be erected at strategically selectedlocations of the road at least one week in advance ofthe actual closing. At the same time, informationregarding the closing may be given to local radio andT.V. stations and local newspapers, in accordancewith road authority policy. Notices may also bedistributed to affected households and businessesadvising them of the upcoming disruption totheir area.



A pre-construction planning meeting should be heldwith representatives of Police, Ministry of Labour, Fire,and Ambulance departments as well as any affectedTransit Authority to advise them of the situation andto allow them to assess how this will affect theirfunctions and responsibilities.

Before a route or a temporary detour is opened to thepublic, all signs pertinent to the condition must beinstalled in their proper positions. Construction aheadsigns must be installed when work first commences.The Detour signs, etc., must not be exposed to viewuntil the detour is required.

On some highways, particularly freeways, it may bedesirable to close specific sections of a highway(such as longitudinal sections, or one of the roadwaysin an express/collector configuration) withoutproviding specific route detours. In this case, drivers,usually commuters familiar with the road network,can make their own decisions on alternate routes.Such advisory signing of road closures may beprovided with either static signs or portable variablemessage signs. Information is typically provided onthe road section closed, the hours closed, and theperiod of closure (starting and finishing date). Suchsigning should be designed in accordance with thesign design principles provided in Book 1b. To avoidinformation overload for drivers, it may be necessaryto provide the information on successive signs (orVMS phases) rather than on a single sign or signdisplay. See also Section 3 for more information onPortable Variable Message Signs.

1.11 Speed Control inTemporary Work Zones

It has generally been found that control of trafficspeeds by imposing unwarranted regulatory speedlimits has not been very effective. The majority ofdrivers disregard posted speed limits if theconstruction activities or hazards encountered are notsevere enough to warrant such lower speeds, or if

there is no visible sign of work activity. The travelledway through the work zone should be designed at adesign speed that is equal to or as close as possibleto that of the approaches to the work zone.

There are many types of construction projects where areduction of the normal speed limit is not required.Work zone speed limit reductions should be avoided,where possible, where all work activities are locatedon shoulder or roadside areas and in work zoneswhere no work activities are under way. A basicguideline to follow is to attempt to reduce speedsonly if there is a good reason for it.

Experience has shown that it is difficult to achieve anaverage speed reduction of more than 15 km/h. Forthis reason, posted speed limits in construction zonesshould not be more than 20 km/h below the normalposted speed limit for that road section, except whererequired by restricted geometrics or other work zonefeatures that cannot be modified.

Experience has also shown that speed reductions aremore likely to be obeyed by the motorist if they areperceived as being necessary. If there is a goodreason for reducing speed which may not be readilyapparent to the motorist, then he/she should beinformed of the reason for speed reduction throughadvance notice, including advance signing, possiblyrepeated, and other means, such as highway advisoryradio. In some cases, advisory speed limit signs(orange and black) together with narrower roadwaysor lanes through the work site may be more effectivein reducing traffic speeds than the posting of legalspeed limit controls. All reduced speed zones shouldbe used in a flexible and up-to-date manner to reflectthe changing conditions within the construction ormaintenance zone.



Measures which have proven to be effective inhelping to manage speeds in work zones include:

• Police presence and enforcement in the work zonehas been shown in some locations to reduce notonly the 85th percentile speeds, but also the speedvariance. In some locations, police presence hasbeen shown to increase speed limit compliance by15% in work zones where speed limits were notreduced. Several studies have shown that policepresence has resulted in significant collisionreductions. In general, most measures are unlikelyto be effective unless supported by some policeenforcement.

• Measurement of drivers’ speed by means of radar,and display of the measured speeds on variablemessage signs (VMSs). The use of radar-controlledspeed signs has been shown to reduce 85thpercentile speeds an additional 4 km/h to 8 km/hover the reduction caused by static signs. Theeffect of a single VMS may be reduced withdistance from the sign, but the reductions can oftenbe sustained with two or more VMSs. This measurewill have lasting effectiveness only if supported byperiodic police enforcement.

• Use of pilot vehicles, pace vehicles or rollingclosures (See Section 2.5) for speed reductions inspecific periods of time or for specific workoperations.

It is strongly recommended that the road authorityand police authority discuss enforcement and speed.

For MTO construction projects requiring trafficcontrol, construction speed zones may be established,as directed by MTO. The contractor does not have theauthority to establish such zones. Only MTO canestablish construction speed zones on provincialhighways. If construction speed zones withenforceable speed limits are to be established onprovincial highways, it is an HTA requirement first toestablish a designated construction zone and to

install Construction Zone Begins and Ends signs(Rb-90A and Rb-90B, formerly TC-41A and TC-41B)at the beginning and end of the construction zone,respectively.

The limits of the construction zone should beselected such that sufficient room within the zone isprovided to accommodate all signs (including speedzone ahead) except for TC-1, 1A, 1B, TC-5, 5A, 5Band the information and directional guide signs inSection 6.3. See Figures TL-3 and TL-4.

Both regulatory and advisory speed limit signs can beused on different portions of the same contract;however, regulatory speed limit signs shall beinstalled only when the appropriate police authorityhas been informed. Otherwise, only advisory signsshould be used and all existing regulatory speed limitsigns within the construction speed zone must becovered or removed for the duration of theconstruction project, or until agreement onenforcement can be reached with the police authority.Reduced speed limit signs should only be used either:

• when work activity is actually occurring, andshould be covered or removed when work issuspended or completed; or

• when reduced or restricted design situations, suchas narrow lanes, detours, diversions, or cross-overs,remain, even though work is suspended.

Where reduced speed limit zones are implemented,contractors and agencies can help achieve effectivespeed control by complying themselves, andencouraging staff compliance, with the speedlimits posted.

For municipal construction projects requiring trafficcontrol, construction speed zones may also beestablished. At present, the establishment ofmunicipal construction speed zones, with enforceable



regulatory reduced speed limit signs, must be doneby municipal by-law. Advisory speed limit signs maybe posted without requiring a by-law.

On a highway, the road authority may permit differentspeed limits in either direction of travel. Ifconstruction involves only one side of a highway, thespeed limit may be lowered in the affected directionof travel but remain unaltered in the oppositedirection, or, in the case of an express/collectorfreeway, may be lowered on one roadway in a givendirection, but not on the other. Caution isrecommended in applying different speed limits forthe two directions on a two-lane highway, as driversin the slow direction may assume drivers in the otherdirection are also travelling slowly.

1.12 Pedestrian Safety Considerations

Traffic control for pedestrians may be necessary toseparate pedestrians from moving traffic, from a workarea (including work vehicles), or from both,particularly in urban areas. Pedestrians should beprovided with a safe, convenient, clearly delineatedtravel path. Pedestrian control may be effectedthrough use of a pedestrian direction sign (TC-40)and/or pedestrian barricades. Minimum sidewalk orpath width for pedestrians should be 1.2 m, andwider if necessary, for example, in commercial orschool areas.

Pedestrian barricades are used to separate pedestriansfrom a work area, and to provide pedestrians a clearindication of a safe path through the work site.Pedestrian barricades are generally of lightconstruction, potentially becoming hazardousprojectiles when struck by a vehicle. They are not tobe used for the control or channelization of movingvehicular traffic, which is to be achieved through theuse of cones, construction markers, flexible drums(barrels), traffic barricades, or barriers.

There are no regulatory requirements or specificationsthat apply specifically to pedestrian barricades. Auseful guideline is that:

• the pedestrian pathway should be clearly definedand the pedestrian barricade should consist of railsor a fence;

• the top of a pedestrian barricade should be locatedapproximately 1 m above the surface on which it isinstalled.

As pedestrian barricades are not to be used forvehicular traffic control, no specific colour orreflectivity specification is prescribed for them.

A number of products are available on the marketwhich are intended to function as pedestrian (and/orworker) barricades.

1.13 Cyclist Safety Considerations

Specific traffic control for cyclists may be necessaryin some circumstances. These arise principally inconnection with bicycle paths/facilities, which arecovered in Book 18 (Bicycle Facilities). If bicyclepaths/facilities are present in the work zone, referenceshould be made to Book 18 and also to the roadauthority with jurisdiction, which may have localpolicies for the treatment of bicycle paths in workzones.

If there are no separate bicycle paths/facilitiesthrough the work zone, there are two alternatives:

• Cyclists use the road, and are subject to the sametraffic control devices that apply to other vehiculartraffic;



• Cyclists are directed to use the pedestrian paththrough the work zone, by a CYCLISTS USEPEDESTRIAN PATH Sign, in which case they shouldbe advised to dismount and walk their bicycle onthe pedestrian path through the work zone, with aCYCLISTS DISMOUNT AND WALK Sign.

1.14 Work Zone Lighting

Lighting of Work Area

OHSA requires adequate lighting for its intended use.

Construction and maintenance activities oftencreate conditions that are particularly hazardous atnight when the ability of drivers to see clearly isreduced. The need for illumination by floodlight orsteady burning lamps must be thoroughlyinvestigated. Care must be taken to ensure thatlighting used to illuminate the work site is not aimedat drivers, making it more difficult for them to seetheir intended path.

Lighting systems used for nighttime work in workzones must be mounted at least 5 m above theroadway, except for dome or balloon style lights withsoft wide light that does not produce glare. Lightingshould be set up so that it is aimed in an arc from90 degrees to the traffic flow, up to 45 degrees awayfrom the traffic, but under no circumstances shouldlights be aimed at, or spill over onto, oncomingtraffic. Any additional lighting mounted onconstruction or maintenance equipment should bedirected and focused on the immediate work area,and should not be used as general floodlights toilluminate a construction site. This lighting should notinterfere with motorists’ ability to navigate their waythrough the work zone.

Roadway Lighting through a Work Zone

Illumination of the driver’s path through aconstruction work zone may assist the driver inmaking timely decisions, partially compensate for anundesirable alignment, or lessen the visual impact ofan illuminated work area on the driver. Nighttimeconstruction often requires that lighting of workingareas be brighter than the adjacent roadway.Construction illumination is directed away from thedriver’s path; however, some illumination typicallyspills onto the pavement surface and is reflected intothe driver’s field of vision. Illumination of the roadwaythrough a work zone can reduce the impact of theconstruction lighting on the driver.

Anti-glare Screening

Anti-glare screening on freeway construction workzones should be considered, to reduce the impact ofheadlights on the driver, when:

• A crossover is built on a freeway;

• Median width is reduced to 4 m or less;

• A curved highway alignment directs headlights intothe path of opposing drivers;

• Nighttime truck volume is greater than 10%;

• Nighttime traffic volume is Level of Service (LOS) Dor greater.

Anti-glare screening should not be used in the winterbecause of the impact on snow drifting.



2. Procedures forTemporary Work Zones

2.1 Preparation beforeBeginning Work

Depending on the organization involved,responsibilities for work zone tasks and activities willbe assigned to various staff positions, each with itsown particular skill and responsibilities. Because of amultiplicity of organizational arrangements, thissection does not allocate tasks to a given individualor position, but rather lists those tasks which shouldbe assigned and carried out in preparation for thetemporary work by the appropriate designatedindividual(s) or position(s).

The following list of tasks should be checked for allwork zone activities, although some of them applyprimarily or exclusively to long duration constructionwork zones.

Preparation tasks to be completed before beginningwork on the road include:

• Obtain the necessary approvals and/or permit fromthe road authority. Be familiar with all applicableregulations.

• Notify the police, fire department, ambulanceservices, transit authorities, and the appropriateroad authority, if required, and any other agencieswhich may be affected by the maintenance orconstruction activities.

• Provide advice to the public of the works plannedor in progress, as appropriate, through local media.

• Inform occupants of abutting properties, eitherorally or by written notice, of parking prohibitionsor access limitations.

• If this is short duration work, determine the postedspeed limit and hourly and daily traffic volumes inorder to establish the signing and channelizationrequirements for the worksite.

The best available traffic count data, or at least athree-minute count of traffic at the site multipliedby 300 will give a workable estimate of the dailytraffic volume. The purpose of this brief count is todetermine whether the road is a low volume orhigh volume road (a low volume road is one withless than 3,000 vehicles per day). Normally, roadwork is not done in peak traffic periods, and henceit is appropriate to take the count in off-peakperiods. If road work must be done in peak trafficperiods, the traffic count should be made in thepeak period.

• Determine the category and duration of the workto be undertaken.

• Select hours of work to avoid peak periods, ifpossible.

• Perform site evaluation:

• level of encroachment

• stopping sight distance

• existing traffic control devices

• need for temporary barriers

• need for Traffic Control Person(s) (TCPs)

• pedestrian routes/school zones

• overhead/underground wiring

• weather conditions

• visibility for night operations, if applicable.



• Prepare a Traffic Control Plan, in detail appropriateto the complexity of the work project. For majorprojects, this plan may be complex and includedetours, staging sequences, construction vehicleaccess to and egress from worksites, temporarybarriers, and removal of old pavement markings. Asthe work is planned and defined, appropriatetypical layouts will be selected for application. Forminor projects, this plan may be primarily theselection of appropriate typical layouts. Ensure thatthe plan is understood by all responsible partiesbefore the site is occupied. Any changes in theTraffic Control Plan should be approved by anauthorized individual/position.

• Discuss enforcement and speed between the roadauthority and police authority.

• Develop a Traffic Protection Plan for the protectionof workers in the work zone, as required byRegulations 213/91 and 145/00 under the OHSA.

• Develop, as part of the Traffic Control Plan, anemergency and incident management traffic controlplan, which facilitates emergency vehicle access towork zone locations as necessary.

• If this is long duration work, determine whetherexisting pavement markings must be removed andreplaced by temporary pavement markings.

• Consider and plan for the safe movements ofpedestrians and cyclists, ensuring that vehicle andpedestrian movements are properly separated.

• Refer to Section 8, or to the Book 7 Field Editionto select the most appropriate typical layout(s) forthe work. Ensure that the staff of the road authority,contractors, and utilities are using the latest editionof Book 7. A copy of the Field Edition should bekept on-site. Consult, if necessary, to confirm thatthe proposed typical layout(s) is appropriate (ifstandard typical layouts are not appropriate, it may

be necessary to design a new typical layout inaccordance with sound traffic engineeringprinciples).

• As required by Regulations 213/91 and 145/00under the OHSA, ensure that all workers responsiblefor, and installing or removing traffic control devicesor measures, and Traffic Control Persons (TCPs) arecompetent workers, are aware of the requirementsof OHSA, have been trained in the application ofBook 7, and have been given written and oralinstructions in a language they can understand.Workers must not perform other functions whileinstalling or removing traffic control devices. (ForTCPs, see also Section 4.4.)

• Record and sign the choice of typical layout(s) tobe used, by the person/position responsible for itsselection. Record that the traffic control deviceswere installed according to the plan (or typicallayout), or any modifications to or deviations fromthe plan.

• Determine sign sizes and sign quantities required.

• Ensure that enough vehicles (including buffervehicles), signs, barriers, barricades, and markers aretaken to the worksite to provide the appropriateprotection, and that Traffic Control Persons areavailable and on site when required. If nighttimeprotection is required, ensure that the appropriatedevices are available.

• Ensure that the vehicles, signs, barricades, andmarkers are in good and clean condition, withspecified reflectivity levels.

• Ensure that approval is requested and obtained, asnecessary, for the use of:

• construction zone speed limits

• temporary traffic control signals

• portable traffic signals.



• Ensure that, where flashing arrow boards (TC-12s)are specified, only equipment complying with thespecification in Section 3.2 is used.

2.2 General Principles for Set-upand Removal of Traffic Control

It is recognized that, even with good signing andadvance warning devices, the set-up or removal oftraffic control (e.g., lane closures) on highwaysinevitably involves an element of risk due to factorssuch as driver inattentiveness or driving at excessivespeeds. There are risks for the traffic control workers,risks for the operators of buffer vehicles (if applicable)and risks for the motorists. The principles andprocedures set out below have been developed with aview to minimizing the risks for all concerned to thegreatest degree possible and, where there have beencompeting risks to be weighed, the safety of theworkers who are actually handling the traffic controldevices on the highway has been consideredparamount since these workers have been deemedthe most vulnerable.

Workers setting up, using, or removing (taking down)work zone traffic control should apply the followingsafety principles. These principles apply to bothnon-freeways and freeways:

• Plan the set-up and take-down in advance.

• Position work vehicles upstream of the work arearather than downstream (between workers andapproaching traffic), so that their flashing lightsand/or flashing arrows indicate a visual presenceand visual obstacle to drivers.

• Assemble and disassemble traffic control devicesaway from the roadway. Where practicable, deposittraffic barrels in advance, along the shouldersadjacent to the lane closure.

• Minimize worker exposure to traffic.

• Make sure workers are visible and conspicuous tooncoming traffic and construction vehicleoperators.

• Set up work zone traffic control devices starting atthe upstream end of the work zone and proceedingdownstream.

• Be aware of approaching traffic when setting upwork zone traffic control. Plan an escape route.

• On multi-lane divided highways, where signing onboth sides of the roadway is required, first place thesigns on the opposite side of the roadway from thelane being closed, and then the signs on the sameside of the roadway as the closed lane. If signscannot be placed on both sides of the roadway,repeat signing on the one side.

• Avoid installer “leapfrogging” when installing acontinuous line of channelizing devices.

• Ensure that traffic control devices are not obscuredby other objects.

• Ensure that any Traffic Control Persons (TCPs)deployed are given written instructions and trainingby a qualified person, and are properly equipped/clothed as per OHSA.

• Cover (or turn or remove) signs and devices attimes when they are not required. Remove the coverimmediately before work at the worksite begins.

• Ensure that the typical layout is implemented asapproved (or as modified), record this, and keep acopy available on site, as part of the Traffic ControlPlan and the Traffic Protection Plan.

• Drive through the work zone before removal oftraffic control devices to ensure that all workers areoff the road, and that there are no gaps in theclosure.



• Remove traffic control devices in the opposite orderfrom which they were installed, starting with theclosed lane(s), that is, the last barrel (or cone)installed is the first barrel removed. Advance signsare an exception. Remove them in the samedirection they were installed.

• Do not point work vehicles upstream whenremoving lane closures except in unusualcircumstances; never point work vehicles upstreamat night.

Additional principles for freeways include:

• Use a buffer vehicle to protect workers installing orremoving lane closures (except when 3 m or morefrom a live lane or when installing or removingadvance signing on shoulders wide enough topark on).

• Position and maintain the buffer vehicle a LateralIntrusion Deterrence Gap (LIDG) distance (see TableD, Stationary Work Operations) upstream ofworkers when lane closures are being installed orremoved.

• Install and remove freeway lane closures as quicklyas possible, particularly the tapers.

• Back up the buffer and work vehicles duringremoval of lane closures to provide protection fordownstream workers. Do not back buffer and workvehicles into a live lane of traffic.

• Use cones for short duration daytime work only(barrels are preferred).

• Consider tightening up of the barrel spacing in thetaper, on the inside of curves, on hills, and in theimmediate vicinity of ramps and of the work area,to reinforce the closure.

2.3 Set-up of Freeway Lane Closures

MTO has identified the set-up and removal of freewaylane closures as one operation that requires specialconsideration. For that reason, the best practicesoutlined in this Section must be used for provincialfreeway lane closure set ups and removals. Sections2.3 and 2.4 must be read in conjunction with theSection 8 Typical Layouts TL-77 to TL-82. The sameprocedures can be used on non-freeways, with orwithout a buffer vehicle (BV).

The ministry and other road authorities may approvethe use of alternative procedures or modifications ofthe procedures listed below to suit particularsituations.

Freeway Closure of Single Right or Left Lane(with shoulders)

The procedure described below is for a single rightlane closure. The same approach (with necessary andappropriate modifications) is to be used for a singleleft lane closure with shoulders.

• At the time of the closure, appropriate signing isinstalled on the shoulders, in the Advance WarningArea (TC-101, TC-101A, TC-101B, TC-2B or TC-2A)and in the Approach Area (TC-103 and TC-104), inaccordance with Figure TL-11 (Very ShortDuration). These signs are not shown on FiguresTL-77A to TL-77C. A BV is not required, to installsigns on the shoulders, if the duration is less than30 minutes and there is no encroachment into theadjacent traffic lane.

• A BV is positioned on the right shoulder,approximately 1 km to 2 km upstream of thebeginning (upstream end) of the taper.



• A sign truck (ST) with installers and a detachableTC-12 arrow board trailer in left arrow modepositions itself on the shoulder at the beginning ofthe lane closure taper. (Figure TL-77A)

• The BV (when directed by the installers) enters thetraffic stream in the right lane with its flashingTC-12 arrow board in left arrow mode and proceedsdownstream. The BV gradually reduces its speedwhile monitoring upstream traffic to ensure that itis responding to the TC-12 flashing left arrowboard.

• When the BV is within the LIDG distance from thestart of the taper, the installers begin retrievingbarrels from the shoulder and place them every24 m (Dimension 3* in Table C) to form the taper.

• The installers move forward installing barrels onfoot, in front of the ST. The BV shadows the ST atan LIDG distance. After reaching the third trafficbarrel placed by the installers, the BV drives throughthe barrels and positions itself downstream of thetaper barrels that have been placed.(Figure TL-77B)

• As the installers place the rest of the taper barrels,the BV then follows the ST at an LIDG distancemoving parallel to the taper.

• As the end of the taper is reached, the BV positionsitself an LIDG distance upstream of the end of thetaper. The ST detaches its TC-12 arrow board trailerat the end of the taper and positions it in the lanebeing closed in left arrow mode. Room is providedon the right to ensure that the BV can pass thearrow board trailer on the right. (Figure TL-77C)

• The installers then begin to install the barrels forthe Longitudinal Buffer Area downstream of the ST.The BV moves downstream maintaining aseparation distance of LIDG to the ST.

• When the BV reaches the TC-12 arrow board trailerat the end of the taper, the BV drives around thetrailer on the right and repositions itself an LIDGdistance from the ST in the lane being closed. TheBV switches its TC-12 arrow board to bar mode.

• The remaining barrels for the Longitudinal Buffer,Work and Termination Areas are installed in adownstream direction with the BV following the STat an LIDG distance.

Freeway Closure of Two Right or Left Lanes(with shoulders)

The procedure described below is for a two right laneclosure. A similar approach (with necessary andappropriate modifications) is to be used for a two leftlane closure with shoulders.

• A BV and a ST (with installers) pulling one TC-12arrow board trailer is used, along with a TC-12trailer pre-positioned on the right shoulder at thedownstream end of the first taper.

• The procedure detailed above for a Single RightLane Closure is used to install the first taper in theright-most (outer) lane (Figure TL-78A). When theend of the right-most lane taper is reached, theTC-12 arrow board pre-positioned on the shoulderis brought over from the shoulder and positioned inthe centre of the lane at the end of the taper in leftarrow mode. (Figure TL-78B)

• The installers then begin to install the barrels forthe tangent or parallel section in front of the ST.The BV shadows the ST at a separation distance ofLIDG.

• When the BV reaches the TC-12 arrow board at theend of the first taper, the BV drives around theTC-12 on the right, and repositions itself an LIDGdistance from the ST in the lane being closed.(Figure TL-78B)



• The remaining barrels for the parallel section areinstalled in a downstream direction with the BVfollowing the ST at an LIDG distance. A TC-103 isinstalled in the parallel section. A TC-104 isinstalled at the start of the second taper. The BVdrives around the TC-103 and TC-104 on the right.

• When the parallel section has been installed, theinstallers place the barrels for the second taper.The installers work in front of the ST. The BVshadows the ST at an LIDG distance. When the endof the second taper is reached, the ST detaches itstrailer-mounted TC-12 and leaves it in left arrowmode. (Figure TL-78C)

• The installers then begin to place the barrels for theLongitudinal Buffer Area in front of the ST. The BVshadows the ST at a distance of LIDG. When theBV reaches the TC-12 arrow board trailer at the endof the second taper, the BV drives around the traileron the right, and repositions itself LIDG distancefrom the ST and switches to bar mode.

• The remaining barrels for the Longitudinal Buffer,Work and Termination Areas are installed in adownstream direction with the BV following the STat an LIDG distance. (Figure TL-78D)

Freeway Closure of Two Right or Left Lanes(no shoulder on side of roadwaywhere lanes are being closed)

This procedure describes a freeway closure for twoleft lanes where the left shoulder is too narrow topermit a BV to use that shoulder to drive around aTC-12 sign trailer positioned in the adjacent lane. Theapproach is similar for a two right lane closure wherethe right shoulder is too narrow to permit a BV to usethat shoulder to drive around a TC-12 sign trailerpositioned in the adjacent lane. In addition, if only the

left-most or right-most lane is to be closed, wherethere is a narrow or minimal shoulder, the proceduresare similar. The steps relating to closure of the secondlane are omitted and only one BV is required.

• At the time of the closure, appropriate signing isinstalled either on both sides of the freeway ifspace permits, or on the right side of the roadwayusing double signing, in the Advance Warning Area(TC-101, TC-101A, TC-101B, TC-2B or TC-2A) andin the Approach Area (TC-103 and TC-104). Thesesigns are not shown on Figures TL-79A to TL-79E.

• If the ST installing advance signing must encroachinto the adjacent live lane, a BV must be used toprotect the ST, located an LIDG distance upstreamof the sign truck.

• A convoy of lane closure work vehicles ispositioned on the right shoulder or an on-ramp,approximately 1 km to 2 km upstream of thebeginning (upstream end) of the taper.(Figure TL-79A)

• Starting at the upstream end, the convoy consistsof Buffer Vehicle #1 (BV#1), Buffer Vehicle #2(BV#2), Sign Truck (ST) with a TC-12 arrow boardtrailer and installers and a Work Truck (WT) loadedwith barrels. BV#1 and BV#2 are crash trucks (i.e.,with truck-mounted attenuators). (Figure TL-79A)

• The WT is needed, as the barrels cannot be placedon the left shoulder in advance of the lane closureoperation because of the lack of a shoulder, andnot all of the barrels required can be carried inthe ST.

• The convoy enters the traffic stream from the rightside. The convoy then gradually changes lanes untilit enters the left-most lane. The TC-12s on the STtrailer and on BV#1 and BV#2 are in flashing barmode, until they enter the left-most lane, at whichtime the BV operators use their in-cab switches to



change their TC-12s to right arrow mode. The WToperates with the 360 beacon and four-wayflashers activated. The convoy slowly decreasesspeed. (Figure TL-79B)

• BV#1 and BV#2 monitor upstream traffic to ensurethat it is responding to the flashing right arrow. Iftraffic is responding, the convoy slows to a stopsuch that BV#2 is positioned an LIDG distanceupstream of the start of the taper. BV#1 stays anLIDG distance upstream of BV#2.

• The ST and WT are positioned downstream of thestart of the taper. The installers remove barrels fromthe ST and quickly install them for the first taper ata 24 m spacing (Dimension 3* in Table C). BV#1and BV#2 move forward as the installers moveforward. BV#2 maintains an LIDG distanceupstream of the installers.

• BV#2 moves through the taper around the thirdbarrel and maintains an LIDG distance upstream ofthe installers, as they continue to install the barrelsand close the lane over a distance of 300 m (seeTable C). BV#1 follows BV#2 through the taperaround the third barrel. (Figure TL-79C)

• The whole convoy moves ahead and approachesthe end of the first taper. When BV#1 reaches theend of the taper, it parks at the end of the taperwith its TC-12 in right arrow mode. The BV#1driver/operator leaves BV#1 on the left and joinsthe installers.

• The barrels in the tangent or parallel section arethen installed in a downstream direction with BV#2following the installers at an LIDG distance. Theinstallers install a TC-103 in the parallel section asfar to the right as possible. When BV#2 reaches theTC-103, it passes it on the left.

• Once the parallel section has been installed, theinstallers begin to place the barrels for the secondtaper in the second lane. A TC-104 is installed atthe start of the second taper. BV#2 drives aroundthe TC-104 on the left and moves forward, parallelto the taper, maintaining an LIDG distance to theST. When the end of the second taper is reachedthe ST detaches its TC-12 trailer and installs it inthe second lane in right arrow mode.(Figure TL-79D)

• The ST then pulls into the left-most lane and movesdownstream, leaving the installation area. BV#2pulls to the left around the TC-12 arrow boardtrailer at the end of the second taper and back intothe second lane and switches its TC-12 to barmode.

• BV#2 maintains a distance of LIDG to the installers.The installers take barrels from the WT and placethem to install the Longitudinal Buffer, Work andTermination Areas. (Figure TL-79E)

Note: On a freeway, drivers may not expect thehigh speed left (median) lane to be closed. To avoidconfusing drivers during extended long duration leftlane closures, the road authority may require thecontractor to close the right-most lane(s) first, shiftthe traffic to the left lane(s), then re-open the rightlane and close the left lane.

2.4 Removal (take-down)of Freeway Lane Closures

Removal of Single Right or Left Lane Closure(with shoulders)

The procedure described below is for removal of asingle right lane closure. A similar approach (withnecessary and appropriate modifications) is to beused for the removal of a single left lane closure withshoulders.



• The ST and barrel installers (now removers) arepositioned at the downstream end of theTermination Area, at the last barrel installed. The BVis located an LIDG distance upstream of the ST. Theremovers work downstream of the ST.(Figure TL-80A)

• The traffic barrels are removed in the reversedirection that they were installed, so that the lastbarrel installed is the first removed. The barrels areset on the shoulder for later re-use or retrieval.

• The ST and BV slowly back up through theTermination Area, Work Area and LongitudinalBuffer Area as the barrels are removed, maintainingthe same relative spacing and positioningthroughout.

• When the BV comes to the TC-12 trailer at theupstream end of the lane closure taper, it backsaround the TC-12 on the right side and positionsitself an LIDG distance upstream of the TC-12.When the lane closure removers come to theTC-12, they place it on the shoulder for laterretrieval.

• The BV then backs up parallel to the taper barrelson the downstream side of the barrels. The BVmaintains an LIDG distance to the ST as the barrelsare quickly moved to the shoulder by the removers.(Figure TL-80B)

• When the BV reaches the last barrel in the taper, itwill be on the shoulder of the road. The last barrelsare quickly moved to the shoulder as the BV backsup on the shoulder while maintaining an LIDGdistance to the removers (Figure TL-80C)

• The ST and BV then proceed downstream to thenext interchange. The ST circles around, drivesdownstream on the right shoulder and retrieves thesigns in the order they were installed in the

Advance Working and Approach Areas using a veryshort duration operation. The ST then circlesaround and removes any advance signs on the leftside of the roadway in a similar manner.

• Depending on the duration of the project, thebarrels on the right shoulder may either be removedor left there for re-installation.

Removal of Two Right or Two Left Lane Closure(with shoulders)

The procedure described below is for the removal of atwo right lane closure with shoulders. A similarapproach (with necessary and appropriatemodifications) is to be used for the removal of a twoleft lane closure with shoulders.

• The ST and the lane closure installers (nowremovers) are positioned in the second lane at thedownstream end of the Termination Area, at the lastbarrel installed. The BV is located in the secondlane upstream of the ST by an LIDG distance.(Figure TL-81A)

• The removers remove the barrels in the reversedirection that they were installed, so that the lastbarrel installed is the first removed. The barrels areset on the shoulder for later re-use or retrieval.

• The ST and BV slowly back up through theTermination Area, Work Area and LongitudinalBuffer Area as the barrels are removed. The BVmaintains an LIDG distance upstream of the ST.

• The BV backs up until it comes to the TC-12 trailerat the upstream end of the centre lane closure taper.The BV backs around the TC-12 on the right sideand positions itself an LIDG distance upstream ofthe TC-12 in the centre lane taper. When theremovers come to the TC-12, they place it on theshoulder for later retrieval. (Figure TL-81B)



• The BV backs up parallel to the taper barrels on thedownstream side of the barrels. The BV maintainsan LIDG distance to the ST. The removers work infront of the ST as the taper barrels are moved to theshoulder.

• When the BV reaches the last barrel in the centrelane taper, it backs down the parallel section withthe ST an LIDG distance downstream of the buffervehicle. The removers continue to remove thebarrels and, as they come to them, the TC-104 andTC-103 signs. (Figure TL-81C)

• The rest of the lane closure removal is the same asthe removal of a single right lane closure removal(see above). (Figure TL-81D)

Removal of Two Right or Two Left Lane Closure(no shoulder on side of roadwaywhere lanes are being closed)

This procedure describes the removal of a freewayclosure of two left lanes where there is no shoulder ora minimal shoulder on the left side of the roadway.The procedure is similar to the removal of a freewayclosure of two right lanes with no or minimal rightshoulder. If only the left lane has been closed, theprocedure is essentially the same, except that thosesteps relating to removal of the closure of the secondlane are omitted.

• The lane closure installers (now removers) and theWT are located in the second lane at thedownstream end of the Termination Area. BV#2 islocated in the second lane an LIDG distanceupstream of the WT with its arrow board sign inbar mode. A ST is located in the left-most lanebeside BV#2. (Figure TL-82A)

• All three vehicles back up through the lane closuremaintaining the same spacing and positioningthroughout as the removers remove the barrels inthe reverse order that they were installed and placethem in the WT.

• When the TC-12 at the downstream end of thesecond lane taper is reached, BV#2 backs around iton the left side and positions itself an LIDGdistance upstream of the TC-12 in the taper with itsarrow board in right flashing mode. The ST hooksup the TC-12 trailer and tows it out of the closureto a storage area with the arrow board collapsedand switched off. (Figure TL-82B)

• The lane closure removers then remove the secondlane taper barrels and place them in the WT. BV#2backs up parallel to the taper as the removersremove the barrels. BV#2 maintains an LIDGdistance upstream of the WT.

• BV#2 backs around the TC-104 into the parallelsection with its TC-12 arrow board in right arrowmode. The removers remove the TC-104 and workupstream removing the parallel section barrels.

• As the removers remove the parallel section, BV#2backs up in the parallel section and around theTC-103. The removers remove the TC-103 andwork upstream removing the parallel sectionbarrels, until BV#1 is reached at the downstreamend of the first taper. (Figure TL-82C)

• BV#2 and the WT leave the work area, turn aroundat the next interchange and circle back to theupstream end of the first taper. BV#2 slows to astop in the left-most lane an LIDG distanceupstream of the start of the taper. (Figure TL-82D)

• The removers exit the WT on the left and quicklyremove the barrels in the first taper and load themin the WT.



• BV#2 moves forward as the WT moves forward,maintaining an LIDG distance upstream of the WT.

• When the end of the first taper is reached, BV#1,the WT and BV#2 move off in a convoy.

• The ST, protected by a BV shadowing it at an LIDGdistance, picks up any advance signs on the leftand right shoulders in a downstream direction.

2.5 Inspection and Documentation

Ongoing inspection of work zones is important to tryto ensure that the appropriate traffic control devicesare in place at all times:

• Inspect the work zone initially by driving through it,by day and by night, as appropriate, after thetemporary traffic control devices for the work zoneare in place.

• Note and record drivers’ actions and reactions, suchas speeds, conflicts, late lane changes, frequentbraking, and the like.

• Correct any problems as soon as possible.

• Document any changes to the Traffic Control Planor typical layouts, and the reasons for the changes,including the reasons for any devices shown butnot used, or used but not shown.

• Inspect the work zone traffic control devices atleast daily over the life of the project, as specifiedby the road authority, while traffic control is ineffect or is to be removed.

• Record in a daily journal the traffic control devicesin place, including starting and ending times whenthey were in effect, locations, names of personnel,and traffic controls used.

• Replace and/or correct any inappropriate, damaged,knocked over, or displaced traffic control devices.

• Ensure that traffic control devices that are no longerneeded, either on a long-term or short-term basis,are either removed from the roadway, removed tothe outside of the shoulder, covered, or turned, soas not to be visible to passing motorists.

2.6 Traffic Control withMoving Vehicles

In some situations the road authority may determinethat it is appropriate to control traffic through the useof moving vehicles. Other than buffer vehicles usedin the set up and take down of lane closures,contractors cannot control traffic with movingvehicles without the road authority’s approval. Thecontrol of traffic with moving vehicles should bedecided by the road authority before contracttendering.

Traffic control with moving vehicles has previouslyoften been considered to fall within police authorityand responsibility. It is now the road authority’sdecision whether to use police for such control, or itsown staff and vehicles, or contractor staff andvehicles, or a combination of these. If forces otherthan the police are to be used for such traffic control,adequate and appropriate training must be providedto the staff operating the vehicles controlling traffic.Traffic control using moving vehicles includes:

• use of pilot vehicles to provide clearer guidance todrivers of the route through a complex constructionproject, or to control the speed of vehicles througha construction site;

• use of pace vehicles to control the speed ofvehicles through a construction site, where reducedspeed is necessary, but it is difficult to achievespeed reductions by other means;



• use of rolling closures, to control the speed ofvehicles upstream of a construction site, so as tocreate a time window when the road downstreamof the lead vehicles is effectively clear of vehicles,creating an unhindered opportunity for workers todo work or make traffic control changes at thework site.

Note: Prevention of traffic getting past the rollingclosure is critical to ensure worker safety.

Pilot Vehicles

A pilot vehicle is used on a two-lane road to guide aqueue of vehicles through a one-lane section of acomplex temporary traffic control zone or detour, orto control the speed of vehicles through theconstruction site, especially immediately adjacent toareas where workers are present. Its operation must becoordinated, and communication links established,with other traffic controls at each end of the one-lanesection, such as Traffic Control Persons (TCPs). Thepilot vehicle should move into the position at thehead of the queue of vehicles about to be released bythe TCP, and, when directed by the TCP, guide thevehicles through the work zone (Direction 1). At thefar end of the one-lane section, beyond the workzone, the pilot vehicle should pull over at theearliest safe opportunity, signaling the followingqueue to pass.

When the last vehicle of that queue clears the one-lane work zone section, the pilot vehicle in the otherdirection (Direction 2) should follow the sameprocedure as outlined above. Preferably, two pilotvehicles are used for this operation, one in eachdirection, to reduce motorist delay and driverfrustration. Alternatively, if traffic volumes are low, thepilot vehicle in Direction 2 may be the same pilotvehicle as in Direction 1 (which turns around at theend of the work zone and takes its position at thehead of the queue).

The pilot vehicle should display the name of thecontractor or road authority. The DO NOT PASSWHEN FLASHING Sign (TC-27) must be mounted ata conspicuous location on the rear of the vehicle.Where significant queuing occurs or is expected tooccur, consideration should be given to using thePREPARE TO STOP Sign (TC-20 or TC-20A) upstreamof the expected end of queue.

Two or more pilot vehicles may be used to guidetwo-way traffic through a particularly complex detour.

Work vehicles entering the work zone should bemanaged by the TCP so that they are the lastvehicle(s) in the queue, to avoid other vehiclesfollowing them into the work area.

Pace Vehicles

The purpose of pace vehicles is to constrain andcontrol the speed of vehicles travelling through thework zone, where reduced speed is necessary but it isdifficult to achieve speed reductions by other means.This kind of situation may arise where, on a longduration construction site, temporary concretebarriers cannot be provided, and yet workers mustwork within 1.5 m to 3 m of a live lane of traffic.Pace vehicles are sometimes required on such freewaypaving operations.

It is the road authority’s decision whether to use pacevehicles. If so decided, it is the road authority’sdecision whether to use the police to act as pacevehicles, or to use its own staff and vehicles, or toauthorize contractors to fulfill this function, or to usea combination of both police and contractor vehicles.Note that driver compliance is likely to be higherwhen paced by a police vehicle than when paced bya contractor vehicle.



The deployment of pace vehicles is not simple orstraightforward, and extra care must be taken toensure that it is done safely. Where significantqueuing and congestion are expected, or where pacevehicles must be deployed in low volume situationswith vehicles approaching at high speed, advancesigning should be provided, to warn of possible stopsor of the use of pace vehicles. Caution andexperience are necessary to apply pace vehicleseffectively and safely in low volume, high speedtraffic situations.

Principles to be followed when pace vehicles are usedinclude:

• The pace vehicle(s) (one per lane) must lead at areasonable speed, not one that is so low thatdrivers approaching the work zone from upstreamhave such a large speed differential relative to thelast vehicles in the queue, that they collide withthose vehicles. A realistically achievable speedreduction from the normal regulatory posted speedis about 10 km/h to 15 km/h. The DO NOT PASSWHEN FLASHING Sign (TC-27) must be mountedat a conspicuous location on the rear of non-policepace vehicles.

• Pace vehicles should generally be used in a singlelane through the work zone. One or more vehiclesmay be necessary to pace traffic through one ormore lane closures to reach the single lane section,with the pace vehicle in the closed lane merginginto the traffic behind the pace vehicle in theremaining open lane.

• Sufficient pace vehicles are required to providespeed reductions on a continuous basis. When thelast vehicle in one queue has entered the workzone, a pace vehicle(s) must be in place to lead andpace the next vehicles through the work zone.Otherwise, a high speed vehicle might reach theend of the slower queue, with a resulting collisionright in the work zone itself, posing a hazard to

workers. This means that the time to traverse thework zone, plus the time required to circle back andtake position back in the traffic stream, must beconsidered.

PV = NL x (Cycle Time/Work Zone Traversal Time)

Where PV is the number of pace vehicles needed,and N

L is the number of lanes in the direction of

interest (assuming one lane is left open to traffic inthe work zone). Work zone traversal time is thetime required to drive through the work zone at thepace vehicle speed, and the cycle time is the timerequired for a given pace vehicle to drive throughthe work zone, plus the time required to circle backto start another run through the work zone. Thecycle time will be affected by traffic volume, andby the characteristics of the road network, that is,how directly and quickly a pace vehicle candrive around and get back to the beginning of thework zone.

For example, consider an operation with three lanesbeing progressively closed down to one, with awork zone traversal time of 10 minutes, and areturn time of 20 minutes from the end of the workzone back to the beginning. To avoid the risk offast vehicles closing in on slow vehicles adjacent toworkers in the work zone, a new set of three pacevehicles will be required every 10 minutes. With areturn time of 20 minutes, this means a total cycletime of 30 minutes for one set of three vehicles.The number of pace vehicles required is then 3vehicles/set x 30/10 work zone passages per cycle= 9 pace vehicles. If the total cycle time is 40minutes, this will require 3 x 40/10 = 12 pacevehicles.

• since the purpose of pace vehicles is to controltraffic speed, pace vehicles are not required duringperiods when traffic congestion alone results intraffic speeds at or below the desired speed. Whencongestion eases, however, and speeds increase, a



careful eye on traffic conditions must bemaintained, so that pace vehicles can bere-introduced into the traffic stream to controlspeeds when required.

In order to estimate the number of pace vehicles(and pace vehicle hours) required over the durationof a contract, it is necessary to relate these to thehours of the day or night during which work willbe done, and to estimate:

• the number of hours during which lane closureswill result in congestion and speeds below80 km/h (pace vehicles not required);

• the number of traffic condition cases (volumes,work zone traversal times, and cycle times) andnumber of hours during which pace vehicles arerequired;

• the number of pace vehicles required for each ofthe traffic condition cases and the number ofhours they are required for each case.

• good communication among pace vehicles isessential for good traffic control.

Rolling Closures

It is the road authority’s decision whether to userolling closures.

The purpose of rolling closures is to control the speedof vehicles upstream of a construction site, so as tocreate a time window when the road downstream ofthe lead vehicles is effectively clear of vehicles,creating an unhindered opportunity for workers to dowork and/or make traffic control changes at thework site.

Example situations of where rolling closures may be agood method of traffic control include the following:

• changing a lane closure on a freeway from a rightlane closure to a left lane closure, or vice versa;

• installing or removing an overhead sign structure.

In such cases, these very short duration operationscan be carried out safely and efficiently if traffic istemporarily prevented from entering the work zone.

The concept embodied in a rolling closure is to letunrestrained traffic (downstream from the selectedpoint at which traffic will be restrained) pass throughthe work area, and to hold back (restrain) all upstreamtraffic at a lower speed, by means of pace vehicles, tocreate a free, clear time window of 5 to15 minutes inwhich the work operation can be carried out. On afreeway with a regulatory speed of 100 km/h, themaximum planned speed reduction should normallybe about 20 km/h, that is a rolling closure speed of70 km/h to 80 km/h, led by the lead vehicles. TheDO NOT PASS WHEN FLASHING Sign (TC-27) mustbe mounted at a conspicuous location on the rear ofnon-police pace vehicles.

One of the following two approaches for rollingclosures should be used:

(1) Urban, high volume freeways,with frequent interchangesOn such freeways, drivers are generallyaccustomed to congestion, which may occurfrequently. Also on such freeways, it is neitherdesirable nor practicable to prevent vehiclesfrom entering the highway at all upstreamentrance ramps. The rolling closure operation isinitiated by sufficient lead pace vehiclestravelling abreast, one vehicle per lane, severalkilometres upstream of the closure site, tocontrol the flow and speed of trafficapproaching the closure site. As they approachthe site, they gradually reduce their speed,allowing traffic ahead of them to clear out atnormal speed. After they pass the entranceramps of the last upstream interchange, the



pace vehicles continue to reduce their speed,coming to a complete halt if necessary, justupstream of the closure site, to create thenecessary time window. If the pace vehicleslowing and stopping is done progressively andgradually, drivers will have time to adjust to thesituation, as in a similar congestion situation.When the work at the closure site is complete,the pace vehicles turn off their flashing lightsand allow traffic to resume normal flow.

(2) Rural, low volume freeways,with infrequent interchangesOn such freeways, drivers expect free flowconditions, and do not expect suddencongestion which may require them to come toa halt. Such a requirement would violate driverexpectation, leading to potential hazard. For thisreason, the approach for rolling closures onsuch freeways needs to be different. The use ofadvance warning signs, such as the PREPARETO STOP Sign (TC-20), should be considered.

The rolling closure operation will have to beinitiated a specific calculated distance upstreamof the work zone, in order to create a timewindow of the desired duration, and for a giventravel speed. This distance may be as great as15 km to 25 km. This means that a rollingclosure is unlikely to be suitable in allsituations, but must be carefully tailored to theroad configuration and network involved. Asthe rolling closure is approaching the workzone, all entrance ramps at intermediateinterchanges must be closed until the rollingclosure has passed, to prevent vehicles (which,being unrestricted, might be travelling at highspeed) from entering the clear zone ahead ofthe rolling closure lead vehicles.

It is often difficult to restrain entrance ramptraffic from entering the freeway if drivers aredetermined to go through. If these drivers see arolling closure approaching, they are likely towant to enter the highway ahead of the queuerather than behind it. If the rolling closure startsa considerable distance upstream of the workzone, more than one interchange back, it maybe desirable to have the lead vehicles in therolling closure drive at a speed closer to thenormal posted speed until they have passed thelast interchange, and then decelerate to a lowerspeed when it is no longer possible forentrance ramp traffic to pass them or enterahead of them. It is essential that all workvehicles involved in the rolling closure, atintermediate interchange entrance ramps, and atthe work area itself, be in good communicationwith each other. It is important, if a determineddriver at an entrance ramp forces his/her wayonto the freeway, that others, particularlyworkers at the work area, can be given timelynotice of such an approaching, unexpectedvehicle.

The rolling closure requires one lead vehicle perlane, travelling side by side to prevent othervehicles from overtaking any of the leadvehicles and entering the clear zone. If the workoperation results in a longer-term single-laneclosure, as the taper is approached by the leadvehicles, the lead vehicle in the closed laneshould merge behind the lead vehicle in theopen lane. If the work operation, whencompleted, leaves both lanes clear, the leadvehicles may speed up at or beyond the workzone, and merge into one lane, permitting othertraffic to pass them. As described above, theoperation is more like a rolling slowdown.However, in some circumstances, it may benecessary or desirable to bring following



vehicles to a very low speed or even to astopped position. In this case the operation istruly a rolling closure. This need may arise ifoperations at the work area run into unexpecteddifficulties and require more time. Where suchrolling closure operations are planned, oranticipated to be necessary, advance signingshould be used to advise drivers that they mayhave to stop. Otherwise, their sudden arrival atthe end of an unexpected queue may pose atraffic hazard.

It may often be best practice to arrange for police (ifavailable) to deploy the lead vehicles in a rollingclosure, although the road authority may authorizecontractors to fulfill this function. An advantage ofusing police for lead vehicles is that drivercompliance is likely to be higher when controlled bya police vehicle than when controlled by a contractorvehicle. This is particularly the case on urban, highvolume freeways.

3. Signs

Most of the signs in Book 7 and the associated FieldEdition are designated by the letters “TC” followed bya number. The letters “TC” indicate the “TemporaryConditions” series of signs. Regulatory signs used inTemporary Conditions have been redesignated asregulatory signs, and have been given “Rb” numbers.

All sign dimensions, including supports, positioningand pertinent installation details are shown in Book 2(Sign Patterns and Fabrication) and Book 3 (SignSupport and Installation) and are given in metricmeasurement standards. The dimensions of signsshown in Book 7 and the Field Edition generally arestandard sizes recommended for typical work zoneson normal two-lane roadways with posted speedlimits of 80 km/h or lower. The use of oversizeddimensions, where illustrated, applies basically tomulti-lane roadways and/or roads with posted speedlimits of 90 km/h or higher. Where sign sizes areprescribed in the descriptions for individual signs(Section 6.1), those sizes must be used. Where theyare not so prescribed, Table 2 provides a generalguideline of sign sizes to be used for a range of workzone situations.

All temporary signs must be removed or coveredimmediately after they are no longer applicable.Permanent standard signs must be in place at thecompletion of each work project. Signs pertaining toa moving operation, e.g., hot mix paving, must beshifted along the roadway as the operation proceeds.

All sign patterns are provided in Book 2 (SignPatterns and Fabrication) and are available in full sizefrom the OTM publisher.



3.1 Classification of Signs

Warning Signs(TC-1 to TC-39, and Wb-1A)

Warning signs for construction and maintenancework are the most important signs used to advisevehicle operators of specific hazards that may beencountered where roadway or utility construction ormaintenance operations are underway.

Warning signs for construction and maintenancemust generally be diamond shaped with an orangereflectorized background and a black symbol and/orlegend message and black sign border. The YIELDAHEAD Sign (Wb-1A) is a standard warning signwhich is black on yellow (containing a red and whiteyield symbol) rather than black on orange. Wherewarning signs refer to permanent conditions that existbefore, during, and after construction (e.g., steep hill,merge), standard black on yellow warning signsshould be used.

Table 2 – Minimum Dimensions of Work Zone Warning Signs

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Regulatory Signs(Rb-90A, Rb-90B, Rb-91, Rb-92)(formerly TC-41 to TC-46)

Regulatory signs impose legal obligations and/orrestrictions on all traffic. While provisional control oftraffic will generally be accomplished throughwarning signs, there are temporary traffic situations inconstruction and maintenance where the use ofregulatory signs becomes necessary.

Regulatory signs, with few exceptions, must berectangular in shape with a white reflectorizedbackground and a black painted symbol or legendmessage and a black sign border, and must conformto the OTM Book 5 (Regulatory Signs).

The regulatory signs which previously were assignedTC numbers have now been renumbered as regulatorysigns as follows. See also Book 5 (Regulatory Signs):

• TC-41A (CONSTRUCTION ZONE BEGINS Sign)renumbered to Rb-90A

• TC-41B (CONSTRUCTION ZONE ENDS Sign)renumbered to Rb-90B

• TC-43 (YIELD TO ONCOMING TRAFFIC Sign)renumbered to Rb-91

• TC-46 (ROAD CLOSED Sign)renumbered to Rb-92

These signs are to be used only in temporaryconditions and are not to be used in permanentinstallations.

Guide Signs(TC-61 to TC-75)

Guide signs are required at construction andmaintenance work areas to guide traffic around orthrough work areas or to provide information tovehicle operators relative to detours, directions, typesof construction and other information consideredbeneficial or essential to the motorist.

Guide signs, with few exceptions, have a rectangularshape with the longer dimension being horizontal. Insome locations, because of lateral space limitations,the longer dimension may be vertical. TemporaryConditions guide signs typically may have one ofseveral designs:

• a white reflectorized background with a blacklegend and a sign border, except as noted in thesign descriptions for Contract Identification signs.Part of the sign legend may be black on orange totell the driver what has changed due to the workzone;

• an orange reflectorized background with a blacklegend and sign border.

Guide signs indicating road names and directionsgenerally have a reflectorized green or bluebackground with a white legend and border, or awhite background with a black legend. To showchanges due to construction, black legends orsymbols on an orange reflectorized background maybe used as an overlay on the existing directionalguide signs.



3.2 Sign Specifications

Sign Reflectivity Standards

Signs that convey regulatory, warning, or guidance(directional) information that is relevant during hoursof darkness need to be legible and conspicuous atnight as well as during the day. Since conspicuitydepends to some degree on colour code recognition,the colour of the sign must appear the same by nightas by day. Reflectorization is important formaintaining a satisfactory level of sign legibility andconspicuity at night.

Three levels of minimum reflectivity are describedbelow for temporary conditions signs. Those signsand devices requiring the highest levels of reflectivityare the more crucial ones for driver recognition andmotorist and worker safety. The reflectivityrequirements are stated as minimums, suggesting thathigher reflectivity sheeting may be used where theroad authority considers it necessary. However, therelative importance of the signs in the three-levelhierarchy should not be lost in doing so.

The lowest reflectivity level specified is Type I(engineering grade). The next higher reflectivity levelis Type III (high-intensity). The highest reflectivity levelis high reflectivity micro-prismatic fluorescentsheeting (diamond grade or equivalent). Reflectivitystandards for Types I and III are defined in ASTMSpcification D 4956-95 or its subsequent revisions.

Minimum reflectivity requirements for various signsare shown in Table 3.

Sign Blanks and Specification Details

Table 4 lists the sign dimensions, sign material andmaterial thickness of the more common signsthrough Blank Numbers as assigned by MTO. (Referalso to Sign Schedule in Section 6.1).

Fibreglass reinforced plastic or other material may besubstituted for some aluminum or galvanized steelsign blanks. The use of plastic or other material assign blank material should be subject to approval bythe road authority’s road engineer or superintendent.

Use and Specifications for TC-12(Flashing Arrow Board Signs)

The use of TC-12 Flashing Arrow Board signs in workzones is covered, in this section, in Section 6.1, and inSection 8 (Typical Layouts). Section 6.1 identifiesand describes different versions of the TC-12 forfreeway and non-freeway use, respectively, includingsign sizes.

Truck- or trailer-mounted flashing arrow boardsdisplay flashing messages, or flashing sequencingarrow panels, and are used not only to increaseconspicuity but also to guide traffic along the desiredpath. They are most frequently used on urban andrural freeways, or other multi-lane major roadwayswhere day or night closures, slow-movingmaintenance or construction activities, and high-riskoperations require more elaborate means to warn andguide traffic through the work area, while alsoproviding some physical protection to the work crew.As shown on the Typical Layouts, a TC-12, being anactive fail-safe device, may sometimes be used toreplace one or more static passive signs. Only TC-12swhich conform to the requirements stated in Book 7may be used as a replacement for the TC-3 and TC-4in very short duration and short duration operations,where shown on various typical layouts.



Table 3 – Minimum Reflectivity Requirements

Notes:

1 Except for the TC-12, signs may be upgraded to higher reflectivity sheeting, where it is considered desirable to do so.

2. Sign size for TC-2A, TC-2B and TC-21 also increases to 90 cm x 90 cm on January 1, 2003.

3. The shape of the TC-22 is octagonal.

4. All cones require white reflective collars for nighttime operations, and for daytime or nighttime after January 1, 2002.

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Table 4 – Standard Sign Blank Descriptions (MTO)

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9-B 09x02

01-B ladiozepart54x54

11-B 54x54

21-B 57x54

31-B 09x54

51-B 06x54

71-B 16x16

81-B 06x06

02-B 09x06

a32-B 57x57

a52-B 06x02

b52-B 06x03

72-B 09x09

92-B 021x09

03-B 021x021

a83-B 081x09

34-B 081x021

44-B 012x021

54-B 042x021

25-B 57x06

45-B 042x09

55-B 042x051



A TC-12 (Freeway) must meet the followingspecifications:

Sign Panel

• The panel shall be one-piece design, equipped withremote-controlled mode activation mechanismsmounted on the panel.

• The actuation time of the mode activationmechanisms from the closed position to the openposition or vice versa shall be 10 secondsmaximum.

• The arrows and arrow shaft (bar) shall be black incolour, also the arrow shaft (bar) shall be 30 cmwide.

• By January 1, 2002, the background must beType III, high intensity, retroreflective orangesheeting, to provide for fail-safe operation in caseof power failure.

• The sign panel should incorporate four modes,right arrow, left arrow, both arrows, and bar mode.Only one mode shall be visible at a time to theapproaching traffic, and only the lights within theoperating mode shall be visible.

Sign Panel Lighting

• 19 or 20 amber sealed beam lamps or halogenlamps or a continuous matrix of programmable LEDlights, or approved equivalent, shall be arranged inthe form of an arrow, as shown in Section 6.1. Ifsealed beam lamps, they shall be G.E. Part #7414Yor approved equivalent.

• The visibility distance, by night or day, must be900 m for the light, and 350 m for therecognizable arrow or bar shape.

• The arrow head and shaft shall flashsimultaneously (arrow on/off). Alternatively, thearrow shaft and head may flash sequentially, withthe arrow shaft coming on first and then the arrowhead, the shaft remaining on so that at the end ofthe cycle the complete arrow appears (shaft andhead).

• A photo-electric cell with 110 lux (10-foot candles)sensitivity for night dimmer shall be supplied forautomatically reducing the lamp intensity.

• The lights shall flash approximately 40 to 50 timesper minute. The “ON” phase must be on for 50% ofthe cycle time.

Electronic Controller

• The controller shall operate the following functions(preferably from inside the cab, if truck-mounted)(some of these functions may be automaticallyadjusted):

• the left flashing arrow

• the right flashing arrow

• the bar mode

• the specified flashes per minutes

• the light intensity

• the keep warm and soft start circuit

• the remote controlled mode activationmechanisms.

Crashworthiness

Since trailer-mounted TC-12s are often located in theroadway, they should be crashworthy. The designshould be lightweight with the centre of gravity of theunit near or below the centre of gravity of impactingvehicles. If impacted, detached elements, fragments,



or other debris from the device should not penetrateor show potential for penetrating the passengercompartments of vehicles or present undue hazard tothe public or workers.

Except for differences in size and number of lamps,the TC-12 (Non-freeway) and TC-12A (Striper) mustmeet the same specifications as for the TC-12(Freeway). The smaller TC-12 (Non-freeway) musthave sufficient lights to provide a distinct arrow shapeand bar shape.

Required visibility distance for the TC-12(Non-freeway) is as follows:

• For speeds of 70 km/h to 90 km/h, the visibilitydistance, by night or day, must be 600 m for thelight, and 250 m for the recognizable arrow or barshape.

• For speeds of 60 km/h and lower, the visibilitydistance, by night or day, must be 450 m for thelight, and 175 m for the recognizable arrow or barshape.

3.3 Portable VariableMessage Signs (PVMSs)

The use of portable variable message signs in workzones is covered in this section of Book 7. Technicaldescriptions and specifications for portable variablemessage signs are included in Book 10 (DynamicMessage Signs).

As defined in OTM Book 10 (Dynamic MessageSigns) (DMSs) is an umbrella term which includesboth Changeable Message Signs (CMSs) and VariableMessage Signs (VMSs). CMSs are limited-functionDMSs, with only one or a few fixed messages, showneither on or off. VMSs are more full-function DMSs,with matrix displays of various degrees of flexibilityfor a variety of messages, including custommessages.

As defined in Book 10, the kinds of DMSs typicallyused in work zones are called Portable VariableMessage Signs (PVMSs), and this is the term used inBook 7.

Previous Ontario practice was to use the termChangeable Message Signs for what are now calledVariable Message Signs. Note that in earlierdocumentation, the terminology may vary from theusage adopted in Books 7 and 10.

Introduction

Portable Variable Message Signs (PVMSs) areintended to provide motorists with advanceinformation of work operations which are outsidetheir expectation, such as closures or speedreductions. Although they may also be used formaintenance and emergency operations, the mostcommon use of PVMSs in work zones is for longduration construction work zones. For this reason, theemphasis in this section is on PVMSs used inconstruction work zones.

The use of pre-programmed messages, and in somecases custom-designed messages, can be an effectivemeans to inform drivers of roadway conditions ahead,thus providing an opportunity to take necessaryprecautions or to select alternate routes. In addition,this information would help ensure a greater marginof safety for workers and responding emergencypersonnel.

In order to achieve a high level of respect for thePVMSs, the message displays must provide motoristswith a concise message relevant to the situation theywill be encountering. Providing accurate informationwill enhance the system’s credibility and thereforeeffectiveness.

The success of these signs and their futureapplications depends upon their proper use.



The determination of whether and where PVMSsmust be used in construction work zones is at thediscretion of the road authority.

In order to establish relatively uniform application ofthe signs, the following guidelines have beenprepared.

PVMS Technologies

PVMS technologies have changed over the years, andcontinue to change, from early electro-mechanicalshuttered signs and bulb matrix displays throughfluorescent flip-disk to fibre optic and light-emittingdiode (LED) displays. Some technologies used in thepast, while possibly the best of their time, have beensuperseded by newer technologies with superiorperformance and lower operating and maintenancecosts.

PVMSs may have various degrees of functionality:

Discrete Character Matrix Signs

These signs are the most limited in function, with thelowest cost. They have a display board containing anindividual display module for each character,separated by a dark space. The size of the modulelimits the size of the characters or symbols.

Line Matrix Signs

These signs have full matrix capability within a line ofone character height, and can display a full array ofcharacters along that line, but have spaces betweenthe lines. This limits the ability to show graphics. Thisis not a commonly available format for PVMSs.

Full Matrix Signs

These signs offer the most flexibility, and are themost expensive. The entire area of the sign face canbe used for display and can be divided into lines todisplay text messages, or used in its entirety to displayfull graphics, or can be broken into sections of textand graphics.

Combination Signs

These signs typically integrate static and dynamiccomponents into one sign, depending on thefunctionality required for the different areas of thesign. They optimize functionality while reducing cost.

The preferred (in some jurisdictions the onlyacceptable) technology option for PVMSs islight-emitting signs, as they provide the best visibilityto motorists over a wide range of lighting conditions.The preferred types of light-emitting signs are LEDs,and hybrid signs. (Hybrid VMSs combine LED orfibre-optic technologies with reflective flip-disktechnology.) These technologies are described inmore detail in Book 10 (Dynamic Message Signs).

Design and Operational Considerations

As outlined in Book 1b (Sign Design Principles) andBook 10 (Dynamic Message Signs), PVMSs should bedesigned and placed, taking into account the need forsign conspicuity, legibility, comprehensibility,credibility, and driver response time.

Sign visibility should be at least 300 m for freewayapplications and at least 200 m for arterial roadapplications.

Colours used should be either amber or white, asthey have good visibility. Orange is not easilyachievable or common on light-emitting signs. Thecolour of all pixels should be uniform across thedisplay. Each PVMS pixel should be capable of



achieving a luminance of 30 to 40 candela at thebrightest level. Signs must have a photosensor arrayto enable the luminance of the sign to be controlledboth automatically and manually in relation toambient light levels.

Contrast ratios should be determined as outlined inBook 10 (Dynamic Message Signs). Luminance of aPVMS pixel should not decrease by more than 50%when viewed at a minimum angle of 15 degreescentred about the optical axis and perpendicular tothe surface of the display (half angle of 7.5 degrees).With such a narrow angle of good luminance, signpositioning (angle) in work zones becomes critical.

Technology details, and line and character spacingand fonts should be designed as outlined in Book 10(Dynamic Message Signs).

On freeways, PVMSs should be located 1,000 m to1,500 m upstream of interchange decision points. Onarterial roads, they should be located 600 m to1,000 m upstream of decision points.

Typically up to four alternate display techniques arepossible with PVMSs:

• Message flashing, where the message cycles onand off several times a minute to draw theobserver’s attention to the message. Flashingmessages may take longer to read than staticmessages and may require a shorter message.

• Message phasing, where two or more parts of amessage are displayed in sequential time slots,separated by a brief blank period, to accommodatelonger messages than would otherwise be possible.Generally, no more than two phases should be usedin high speed applications.

• Message alternating, where two separate messagesare displayed in sequential time slots, separated bya brief blank period, to accommodate moremessages than would otherwise be possible. Twounrelated messages generally require more readingtime than two parts of the same message.

• Message scrolling, where the message appears toscroll from right to left across the screen or fromtop to bottom. Message scrolling generally shouldnot be used on PVMSs in work zones.

On PVMSs in work zones, message flashing ormessage phasing may often be effective in helping toattract the driver’s attention in a complex drivingenvironment. Caution must be exercised againstpresenting PVMS messages which are too long or toocomplex. All messages should be approved by theroad authority.

PVMSs have to be easily moveable and able to beplaced so as to be readily seen from the roadwaywithout compromising public safety. PVMSs can belocated on the back of vehicles or mounted on atrailer and towed from site to site. Where possible, thesigns should be placed in an area with existing barrierprotection. If this is not possible, they must be locateda sufficient distance away from moving traffic so asnot to introduce a hazard to motorists.

Most PVMSs now operate with batteries that arerecharged using solar panels. Consequently, somesigns may not operate continuously over a 24-hourperiod without periodic inspection. Communicationsto temporary sites can also be a challenge if it isintended to change messages displayed withoutrequiring a site visit. This is commonly achieved usingcellular telephone, in which case, care must be takento ensure that sites have good cellular coverage.Security issues also arise with PVMSs, so wheelsand towing devices should be removed to preventtheft and vandal-proof locks should be installed onall controls.



Application Guidelines for PVMSs in Work Zones

• The signs should be displayed primarily to provideadvance notice of road or lane closures forconstruction or maintenance operations.

• The signs should be placed a short time before theconstruction, maintenance, or emergency operationbegins and removed immediately upon completion.

• The distances displayed on the signs should beaccurate.

• Where possible, two signs should be used ondivided highways, one sign on the left shoulder,one on the right, approximately 60 m apart. Thelocation should be prominent but not a hazard tomotorists. If this is not possible, considerationshould be given to placing two PVMSs on theright side.

• Preferably, messages should be developed andselected by the road authority. In the case ofstraightforward, short-term operations, thesupervisor of the work crew may select apre-programmed message. If a pre-programmedmessage does not satisfactorily address thesituation, new custom-designed messages may bedeveloped, subject to procedures and approvals bythe road authority. Custom messages should beaccepted only after processing through adesignated approval path.

• The sign(s) should be located far enough from theconstruction, maintenance, or emergency site so asto provide at least one alternate route. Also, if thework activity is likely to result in congestion (e.g., alane closure), it is beneficial to postion the PVMS(s)advising of a lane closure upstream of expectedends of queues.

• The signs should only be used for real-timesituations which affect traffic flow.

• The signs must not be used to replace any devicesprescribed in the Ontario Traffic Manual, but only asa supplement to such devices.

• If permanent VMSs are also used on the same orother nearby roadways as part of a centrallycontrolled ATMS, to provide information onincidents and on lane or roadway blockages, theinformation on the PVMSs and the permanentVMSs should be coordinated, so that consistent,non-conflicting information can be provided tomotorists. Care must be taken to ensure that thePVMSs and the permanent VMSs are operated in acoordinated manner, not displaying messages onone sign that are in conflict with another or withthe actual traffic conditions on the road. Thedynamic nature of the signs leads the public tobelieve that the information displayed is updatedregularly, and considerable loss of credibility can beexperienced if two signs display conflictinginformation. The contractor and the road authorityresponsible for the ATMS should coordinate PVMSand VMS messages. See Book 10 (DynamicMessage Signs) and Book 19 (Advanced TrafficManagement Systems) on the integration of PVMSsinto the operation of a centrally controlled ATMS.

PVMS Message Format and Content

Sign messages should be designed in accordancewith the sign size selected. Sign messages should fiton no more than three lines displayed at any time.Depending on sign size, line length may range from 8to 12 characters. If messages use two phases, a dwelltime of approximately 2.5 to 3 seconds per phaseshould be used. Where possible, all message linesshould be centre-justified.



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TSAE714DESOLCMA6LLIT

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MA9

Table 5 – PVMS Messages for Road Closure Scenarios



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Table 5 – PVMS Messages for Road Closure Scenarios (cont’d)



The following pre-programmed generic messageshave been adapted for PVMSs in work zones fromMTO freeway use. Road authorities may also developother standard pre-programmed messages appropriateto their use:

• DIAGNOSTICS (Test Pattern)

• DETOUR AHEAD

• RIGHT LANE CLOSED

• 2 RIGHT LANES CLOSED

• 3 RIGHT LANES CLOSED

• LEFT LANE CLOSED

• 2 LEFT LANES CLOSED

• 3 LEFT LANES CLOSED

• ROAD CLOSED 1– 20 km

The message sets shown in Table 5 have beendeveloped by MTO for specific construction projectsand scenarios on freeways, and are included asgeneral guidelines for the use of PVMSs in similarsituations, both freeway and non-freeway. Themessages are designed on the basis of 3 line by 8character PVMS with no graphics capability.

The message formats for total/partial freewayclosures are suitable for PVMSs placed either on theaffected streets or on connecting roads. Messageformats for total/partial exit ramp closures are onlysuitable for PVMSs located on the freeway upstreamof the affected exit ramp.

The message sets presented in Table 5 have beendeveloped on a consistent basis, to provide requiredinformation efficiently. Depending on the scenario(row) in Table 5, some or all of the followinginformation is required in the PVMS message:

For advanced notification

• Identify which road (or exit) is to be closed (fully orpartially) and the direction of travel;

• State (day and) time that the closure will start(specific day(s) or every day), or duration of closure(e.g., weekend);

• Indicate the beginning (and end) of closure locationwith the nearest upstream exit name(s).

During closure

• Identify the road (or exit) and direction of closure,and partial closure conditions as applicable;

• State (day and) time that the closure will end;

• Indicate the beginning and end point of closurewith nearest exit names;

• Indicate which road (or exit) is blocked (e.g.,incident) and the direction of travel;

• Relate the location of the blockage to the nearestupstream exit;

• Indicate which lanes are blocked.

All messages should be pre-approved as required bythe road authority responsible for the work zone andthe PVMSs used in the work zone.

3.4 Installation of Signs

This section addresses a number of important aspectsof sign installation in work zones. A morecomprehensive treatment of this subject is found inOTM Book 1b (Sign Design Principles) and Book 3(Sign Support and Installation). Typical signplacement is shown in Figure 2.



2.0to

4.0m1.5to

2.5m

SHOULDERROADWAY

SINGLE POST

SIGN

GROUND MOUNTED

2.0to

4.0m1.0m

SHOULDERROADWAY

TWO POST

SIGN

PORTABLE STANDS FOR SHOULDER USE

SIGN

FLAGS

TC-2ATC-21ONLY

1.5to

2.5m

LOW MOUNT

75 x 75SIGN

1.5to

2.5m

90 x 90SIGN

1.0to

2.5m

TWOWAY

ROADWAY

ONEWAY

ROADWAY

THE OBJECTIVE IS TO PLACE THE SIGNS IN THE DRIVER'S CONE OF VISION

Figure 2 – Typical Sign Placement



Signs generally must be located where drivers expectto see them, typically on the right side of theroadway. Supplementary signs may be located on theleft side of the roadway where the median is wideenough to accommodate the signs. They should alsobe used on multi-lane, one-way roadways, and insituations where experience has shown that driversfail to see the primary signs.

Adjustments to the height and distance requirementsmay have to be made to allow placement of signs inconstricted urban areas.

Note: Signs must not be mounted in or on weightedbarrels (e.g., 45 gallon steel drums).

Positioning of Signs

Signs must be placed in positions where they willconvey the message most effectively withoutrestricting lateral clearance or sight distance, and atadvance distances that allow sufficient response time.They must be mounted approximately at right anglesto the direction of travel they are to serve.

Sign supports placed in the clear zone adjacent to theroadway should yield or break away upon impact tominimize hazards to motorists and not present anundue hazard to workers.

Signs for construction projects on both freeways andnon-freeways must either be installed on direct buriedposts or mounted on bases with sufficient ballast thatthey will remain in position for the duration of theproject. Fixed supports are preferable for long-termprojects. Sign supports or bases should be designedto be safe when impacted. The ballast should not beof a material and/or size, such as a piece of steel orblock of concrete, that could be hazardous if struckby a vehicle.

For long duration freeway operations, signs 120 cmor less in width must be installed on single or doubleposts with the bottom edge of the sign at a height of1.5 m to 2.5 m above the travelled portion of theroadway. Signs exceeding 120 cm in width must beinstalled on two posts at a general height of 1.5 mabove the travelled portion of the roadway to thebottom edge of the sign, with the exception of thediamond shaped two-post sign which shall have aminimum height of 1 m. The lateral distance fromthe edge of roadway to the nearer edge of the signmust be from 2 m to 4 m on freeways (rural andurban) and roads in rural areas, and 0.3 m to 2 m onnon-freeways in urban areas.

Signs installed for maintenance projects (shortduration) are usually positioned on the usable portionof the shoulder. The portable supports for these signsshould be constructed in such a manner that theywill not be a hazard to errant vehicles, yet besufficient to remain upright. Signs less than 90 cm inwidth must be installed at a height of 1.5 m to 2.5m above the roadway. Signs 90 cm or larger in widthmust be installed at a height of 1 m to 2.5 m abovethe roadway.

Low-mounted Portable Sign Stands

Low-mounted Portable Sign Stands (e.g., A-FrameType) may be used only for the TC-2A or the TC-21.Signs mounted on these stands must have flagsattached to them to bring the drivers’ attention to themessage on the sign. The bottom of the flags shouldbe approximately 1.5 m to 2.5 m from the ground.The sign bases must be of sound material so as tosupport the sign adequately; however, the baseshould not be appreciably wider than the sign.Ballast, if required, will help prevent the sign fromblowing over in the wind. The ballast must not be ofa material and/or size, such as a piece of steel orblock of concrete, that could be hazardous if struckby a vehicle.



3.5 Maintenance of Signs inTemporary Work Zones

All signs for work projects must be where driversexpect to see them, and must be in position wherethey can be readily seen by the travelling public at alltimes. Intersections must be identified with standardintersection signs. Route markers must be locatedalong the roadway to ensure route continuity. All workzone signs are important. The location andmaintenance of all regulatory signs need to be givenhigh priority. STOP signs in particular must bemaintained and visible at all times and must beproperly located and relocated as necessarythrough the various stages of construction ormaintenance, to ensure that the desired,intended right-of-way control is in effect atall times.

On any work project, the supervisor is responsible forkeeping on site a record of traffic control used. Formajor projects, a separate field book should bemaintained. The daily status and the times of anymoves should be recorded. As soon as possible afterany collision, the status of signs in the areaconcerned and the time of inspection shall berecorded and any necessary measurements orphotographs taken.

Signs and other devices that have been damaged ordefaced should be replaced immediately.

Dirty signs and other devices result in poor visibility,particularly at night. Therefore, ALL signs must bemaintained in a clean, legible and good workingcondition in order to be effective.

The maintenance of signs is addressed more fully inOTM Book 3 (Sign Maintenance).

4. Other TrafficControl Devices

4.1 Channelizing Devices

The functions of channelizing devices are:

• to warn and alert vehicle operators to hazardscreated by construction or maintenance activities inor near the travelled way;

• to guide and direct traffic safely past the hazards;

• to produce the desired behaviour in roadway users.

Channelizing devices as used herein include cones,construction markers, flexible drums (barrels),pavement markings and various types of temporarybarriers.

Channelizing devices should provide a smooth andgradual transition in moving traffic from one lane toanother, into a detour, or in reducing the width of thetravelled way. Channelizing devices may also be usedto separate traffic from the work area, pavementdrop-offs, or storage areas. Where possible, theyshould be set 0.3 m to 0.6 m back from the edge ofthe traffic lane.

The single most important element within the systemof traffic control devices used in construction ormaintenance work areas is the transition taper for fulllane closure or for other reductions in pavementwidth. An inadequate taper is likely to produceundesirable traffic operations with resultingcongestion and the possibility of collisions throughthe area. Vehicles and equipment must not be kept inthe taper area, except for TC-12 flashing arrow boards.



The minimum desirable taper length for commonoffset widths has been calculated for variousapproach speeds, and subsequent taper length valuesas well as cone or marker spacings can be read fromthe appropriate Table (A, B, or C) in Section 8. Thesetables also provide guidance as to speed-relateddistances and spacing relationships for the placementof general warning signs and channelizing devices.

Channelizing cones, markers or flexible drums usedfor transition taper alignments may get out of theirnormal alignment and spacing due to being struck byvehicles or moved by the wind and suction createdby fast-moving trucks, construction, maintenance, orutility activities. It is therefore necessary to patrol thechannelization at frequent intervals to ensure it isfunctioning properly. On long-term constructionprojects, repositioning of channelizing devices can beaccomplished expeditiously if the original taperalignment has been indicated by paint markings orthe application of removable marking tape on thepavement.

4.2 Barricades and Barriers

Barricades

A traffic barricade is a device, typically with one tothree rails, which provides a visual indicator of ahazardous location or the desired path a motoristshould take, but is not intended to contain or redirecta vehicle. TC-53A and TC-53B devices are trafficbarricades described in Section 6.2.

The primary function of traffic barricades is to blockoff a portion or all of the road where partial or fullroad closures become a necessity, and to delineateexcavation or construction areas in or near thetravelled portion of the roadways. Barricades are only

supplemental to other delineation devices, and are notthe primary delineation around the excavation orobstacle. Approaches to barricades should beadequately marked.

Markings on barricades must be alternating verticalorange retroreflective and black stripes. Normallystripes must be 15 cm wide, but on rails less than90 cm long, they may be only 10 cm wide.

Barricades for pedestrian safety are generallydescribed in Section 1.12.

Barricades for worker safety, in and around the worksite, including excavations, are covered by OHSA andRegulations for Construction Projects, R.S.O. 1990,213/91, Section 85.

Barriers

A barrier is a device which provides a physicallimitation, through which a vehicle would notnormally pass, and is intended to contain or redirectan errant vehicle of a particular size range, at a givenspeed and angle of impact.

Barriers are required to protect workers from traffic inan adjacent live lane under the following conditions(requirement of Regulation 213/91, Section 67, underthe OHSA):

• construction projects on freeways;

• not a mobile operation; and

• the project requires more than five days tocomplete.



Where all of these conditions are present, but it is notpractical to install the barriers as required, or wherethe project requires five days or less to complete, alongitudinal buffer area (LBA) and a buffer vehiclemust be adequately positioned to protect the workersworking on the highway.

On divided high-speed, high-volume roadways,vehicular penetration into work sites can be preventedor reduced in severity by the use of temporaryconcrete barriers (e.g., “New Jersey” type barrier), orother temporary barriers. Their use should bedetermined by the protective requirements of thelocation, and they should not be considered to bechannelizing devices. Temporary pavement edge linesas well as reflective delineation should be used withtemporary barriers. See also Section 4.3. Any sharpchange in the alignment of temporary barriers shouldbe protected by the use of flexible drums (TC-54s) asrequired in Tables A, B, and C in Section 8.

The standards described in the U.S. NCHRP Report350 have become generally accepted as thestandards for barriers and truck-mounted attenuators(TMAs). For temporary barriers, the followingstandards apply:

• NCHRP TL-2: 70 km/h impact speed;

• NCHRP TL-3: 100 km/h impact speed.

Note: the TL-2 and TL-3 referenced by NCHRP relateto TMAs and are unrelated to the TL- numbers in theTypical Layout figures in Section 8.

Barriers protect work zones and drivers by preventingor reducing penetration to the work zone and througha controlled redirection of the errant vehicle. Theeffectiveness of the barrier system depends on itscorrect placement, and on the size, speed, and angleof approach of the errant vehicle. Most systems canabsorb a hit from a passenger car up to an angle of20 degrees without penetration.

Some of the barrier systems used in Ontario workzones include:

Temporary Concrete Barrier (TCB)

The most common system is temporary concretebarrier. TCBs used in Ontario must meet therequirements of the Ontario Provincial StandardSpecifications (OPSS) for TCBs and be placed inaccordance with the Ontario Roadside Safety Manual.They are commonly used in section lengths of 2.5 mto 4 m, connected together to form a continuousbarrier. Factors to consider include:

• TCBs can be laterally displaced when struck.Vertical excavation behind a barrier should onlyoccur when the barrier is anchored against lateraldisplacement, the probability of a high-energy hit islow, or when the excavation starts at least 1 mfrom the barrier.

• Lane closures are required to place the barrier. Itshould be constructed in the downstream direction.Barrier that is not placed in accordance with theOntario Roadside Safety Manual could constitute ahazard.

• An offset or “shy” distance of at least 0.5 m fromthe edge of the lane to the barrier is desirable. At abarrier offset of 1 m, traffic flow is likely to beunaffected.

• The barrier should be offset in accordance with theOPSS. The leading end of the barrier can then betapered towards the edge of the lane. This practiceshould be undertaken regardless of whether energyabsorbing end treatments are used. Placement ofenergy absorbing terminals without an offset willoften result in expensive hits to the system thatmight have been avoided with a greater offset.



• TCB can impact on roadway drainage. Winter sandand other debris can block drainage channels.Construction of 1 m gaps spanned by steel beamand channel at key drainage locations (sumps,catch basins, etc) should be considered.

Moveable Barrier

A moveable barrier consists of 1 m sections of linkedconcrete barrier that can be mechanically shifted. Thebarrier can be laterally shifted by up to 5 m at aspeed of 12 km/h, using a special purpose vehicle.Moveable barrier is typically used:

• To provide a reversible lane;

• When the risk associated with frequent laneclosures required to accommodate constructionstaging warrants the expense of moveable barrier.

Applications of such barriers must be approved bythe road authority.

Plastic Barriers

Plastic barriers are used for lower speed applications(up to 70 km/h) where the portability of the barriersis desired. These barriers are susceptible to lateraldisplacement when struck. Care must be taken toensure that they are used as intended (filled withwater or sand ballast, for example), and notunderfilled to facilitate portability, which diminishestheir effectiveness as a barrier.

In all cases, attention must be given to the provisionof temporary barrier energy absorbing terminals, if thedesign of the barrier itself does not satisfy thisrequirement.

4.3 Temporary Markingsand Delineation

Temporary Markings

Adequate pavement markings must be maintainedalong paved roads in temporary work zones. To theextent practicable, motorists should be providedpavement markings within a work zone comparableto the markings normally maintained along adjacentroads. Markings must be maintained in long durationstationary work zones on non-freeways, and in bothlong duration and short duration work zones onfreeways. Markings must meet the markings in placeat both ends of the work zone. Markings should beplaced on hard-surfaced detours or temporaryroadways before they are opened to traffic. Directionaldividing lines should be placed, replaced, ordelineated where appropriate before the roadway isopened to traffic.

Temporary pavement markings are normally used incombination with appropriate warning signs,channelizing devices and delineation to mark theintended vehicle path that traffic is to follow.Temporary pavement markings must be used forthose long duration and short duration work zonesindicated in the paragraph above, where traffic isdiverted from normal paths, and where guidance bychannelizing devices, delineation or warning signsdoes not clearly and adequately indicate the requiredvehicle path.

Pavement markings that are no longer applicable orno longer define the safe path of travel must beremoved, masked, or obliterated as soon as practical,to prevent motorist confusion. Markings arecommonly removed by sandblasting, grinding, orchipping. Less commonly, markings can be removedby chemical means, high-pressure water jet, hotcompressed-air burning, or excess-oxygen burning.Removal should minimize damage to the roadsurface or texture. Thermoplastics and permanent



tapes are generally more difficult than paints toremove effectively. Temporary tapes are fabricated tobe easily removed by hand, and are the preferredsolution.

Painting over invalid markings with black paint orbituminous solutions is not a proper removaltechnique. The covering material wears, so that theinvalid markings eventually reappear. Also, markingscovered in this way remain visible under somelow-light conditions.

Temporary pavement markings should also beconsidered on projects with a partial pavementremoval (milling). These markings should as closelyas possible reflect the pavement markings which hadbeen removed.

Where there is little colour contrast between thepavement and the white pavement markings, thecontrast may be improved by using marking tape withwhite stripes bordered by black on both sides, or byapplying white paints over a double-application blackpainted line.

When a temporary roadway is constructed to bypassa closed portion of highway, appropriate reflectorizedpavement markings must be placed on the approachto, and throughout the length of, the hard surfacetemporary roadway. At locations where the temporaryroadway is relatively short, temporary traffic paint orpressure sensitive marking tape, which can besupplemented by raised pavement markers, may beused to provide short-term expendable pavementmarkings.

Permanent pavement markings must be installed onsix-lane freeways before opening to traffic. On otherroads, if permanent pavement markings cannot beinstalled immediately, interim temporary pavementmarkings must be installed, and the permanentmarkings must be installed within the following timeframe, depending on road type:

• four-lane freeways – within 15 working days;

• multi-lane non-freeways – within 15 working days;

• two-lane roads – within 20 working days.

Interim temporary pavement markings in thesesituations should be a 0.3 m marking with a 15 mgap. If no-passing zones cannot be marked withpavement markings during the interim period, theyshould be established through the use of signs(Rb-31 and Rb-35).

Pavement markings are more fully addressed in OTMBook 11 (Markings and Delineation). Temporarypavement markings must comply with the standardsprescribed in OTM Book 7 and Book 11. For moredetailed information on temporary roadway markingand delineation techniques, refer to the U.S. FederalHighways Administration (FHWA) RoadwayDelineation Practices Handbook. Any deviations fromthe standards, for economical or other reasons, aresubject to approval by the road authority, and suchdeviations must not compromise the safety or theproper guidance of the traffic flow.

Where temporary markings are placed in accordancewith the principles of colour and pattern described inBook 11, Section 3.1, temporary roadway pavementmarkers may be used as an enhancement. Temporaryroadway markers may also be used to provideshort-term delineation in construction zones prior tothe placement of permanent markings. In suchshort-term uses, temporary roadway pavementmarkers take the place of short-term markings that arenormally applied. Where a line of temporary roadwaymarkers is used as an alternative to temporarymarkings, the result must be comparable totemporary pavement markings and conform to theprinciples of colour and pattern described in Book 11,Section 3.1.



Delineation

Delineation of the roadside during daytime can beaccomplished effectively with pavement markings.However, nighttime visibility often requires the use ofdelineators to provide long-range delineation of theroadway alignment. Further, delineators remain visibleunder adverse weather conditions. Delineation ismore fully addressed in OTM Book 11 (Markings andDelineation), Section 4.

Delineators are small retroreflective devices that areerected in series to guide drivers, and are typicallymounted on posts or barriers, or in the roadway (e.g.,temporary roadway pavement markers). They areplaced in or on the roadway, adjacent to the shoulder(in rural areas) or on the edge of the travelled portionof the roadway (in urban areas), or on the top or sideof median or temporary barriers. Delineators describethe horizontal alignment of the roadway and help thedriver to identify its limits. Delineators are guidancedevices and are generally not intended as warningdevices.

Effective January 1, 2002, all in-service delineatorsmust, as a minimum, employ materials conforming toASTM Specification D4956-90 or its subsequentrevisions for Type III (high intensity) and Type IV(prismatic) materials.

Off-roadway delineators should be installed so thatthey are within the driver’s cone of vision, andpositioned at 1.25 m to 4 m from the edge ofpavement. They should usually be placed 0.6 m to2.4 m beyond the outside edge of the shoulder, or, ifappropriate, in line with the roadside barrier that is2.4 m or less beyond the outer edge of the shoulder.Delineators should be placed a constant distancefrom the edge of the roadway. Post-mounteddelineators (PMDs) or saddle-mounted delineators(SMDs) should be placed on or as close as possibleto a temporary barrier, at spacings from 20 m to

40 m. Delineator conditions must be regularlyinspected and maintenance or replacement ofdamaged delineators should be implemented as soonas practical.

Delineation devices include:

• traffic cones (TC-51A and B);

• construction markers (TC-52);

• barrels (flexible drums) (TC-54);

• temporary roadway pavement markers;

• painted curb markings for delineation (islands);

• small reflective post-mounted delineators (variousdesigns and manufacturers);

• saddle-barrel delineators (and other barrier-mounteddelineators) (various designs and manufacturers);

• TC-18 CHEVRON ALIGNMENT Sign.

4.4 Traffic Control Persons (TCPs)

When a Traffic Control Person (TCP) is on duty, theTC-21 sign must be used at all times. The TC-21 signmust be removed when the TCP is not on duty. Thesign is placed in advance of the TCP at a distancedetermined by referring to the appropriate typicallayout in Section 8.

Application of TCPs

TCPs are used at work zones to regulate vehicletraffic and to prevent conflicts between construction/maintenance workers, work zone activities, roadtraffic, construction/maintenance vehicles, andpedestrians. They may be used at work sites to stop



traffic intermittently as necessitated by work progress,or to maintain continuous traffic flow past the worksite at reduced speeds to protect workers. They mustbe positioned, and operate, in a manner which willnot conflict with other traffic control devices such asstop signs, traffic signals, or railway crossing signals.(If this is not possible, either the traffic signal shouldbe turned off, or the police should be brought in tocontrol traffic.) Where traffic must use a single lane insituations where the roadway is normally a two-wayoperation, TCPs may be used to control a one-waytraffic movement so that vehicles will not be movingin opposing directions at the same time. On sectionswhere TCPs are not in sight of each other, a third TCPor some other means of communication is required torelay instructions to the TCP at either end.

When a TCP is required for nighttime operations,appropriate lighting must be provided so that the TCPis clearly visible to traffic in both directions.

TCPs must not be used on freeways, or on anyroadway with a TC-12.

TCPs may be deployed in those situations shown inTable 6, Deployment of Traffic Control Persons.

Responsibilities

The responsibilities of TCPs, to meet the objectives ofwork zone traffic control, are:

• To protect construction workers and the motoringpublic by regulating traffic flow and directing trafficsafely through the work zone;

• To stop traffic whenever required by the progress ofthe work, and otherwise to keep traffic moving atreduced speeds to avoid tie-ups and delays;

• To allow construction to proceed safely andefficiently;

• To warn workers of impending danger;

• To ensure that public traffic has priority overconstruction equipment;

• To focus on the traffic control task and not toperform other work while directing traffic.

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Table 6 – Deployment of Traffic Control Persons (TCP)(Workers Directing Traffic by Means of Signs)

Note: See the OCCUPATIONAL HEALTH AND SAFETY ACT AND REGULATIONS FOR CONSTRUCTION PROJECTS, R.S.O.1990, Regulation 213/91 as amended by Regulations 631/94 and 145/00.



Qualifications

The qualifications of a good traffic control personinclude:

• Sound health, good vision and hearing, mental andphysical alertness;

• Mature judgement and pleasant manner;

• Ability to judge speed and distance of oncomingvehicles;

• Meeting the OHSA requirement of a competentworker;

• Preferably a driver’s licence;

• The ability to give motorists simple directions,explain hazards, and answer questions;

• Liking, understanding, and respect for theresponsibilities of the job.

Training

The responsibilities prescribed by the OccupationalHealth and Safety Act make it mandatory thatadequate safety precautions are taken to protect theTCP from particular hazards to which the TCP may beexposed. This includes not only personal protectiveclothing, equipment and devices but extends toappropriate protective measures against dangers andrisks imposed by vehicular traffic. This safety aspectmust receive prime consideration during the planningstages of traffic control. The appropriate equipment,dress, training requirements and the duties of a TCPare outlined in OHSA, in this Manual and in theBook 7 Training Package, as well as in the Handbookfor Construction Traffic Control Persons which is

published by the Construction Safety Association ofOntario. TCPs must be given written and oralinstructions regarding their duties in a languagethey can understand. Information aboutpublications and training courses for Traffic ControlPersons can be obtained from:

The Construction Safety Association of Ontario21 Voyager Court SouthEtobicoke, Ontario, M9W 5M7Telephone: (416) 674-2726or 1-800-781-2726 toll-freeFax: (416) 674-8866e-mail: [email protected]

Equipment

Clothing

A TCP (and indeed any worker who may beendangered by vehicular traffic) must wear a garment,with reflective materials, which meets therequirements of OHSA Reg. 213/91, Section 69.1.

The TCP also requires:

• Hard hat, Canadian Standards Association (CSA)certified, Class B. If used at night, the hard hatmust have reflective tape.

• Safety boots, CSA-certified, Grade 1 (greentriangular CSA patch outside, green rectangularlabel inside).

• Eye protection, e.g., goggles when windy, safetysunglasses when sunny.



Tools

For hand signalling, the standard TC-22 TrafficControl Sign (STOP/SLOW Paddle) (See Section 6.1for description) with extension handle must be usedby TCPs to direct traffic. The use of flags isprohibited. Figure 3 illustrates TCP use of the STOP/SLOW Paddle.

The TCP also requires:

• For nighttime work, a flashlight with a red ororange cone attachment and spare batteries;

• Two-way communication device, depending on thesituation.

Nighttime traffic control requires proper and adequateillumination of TCP and equipment. A well-lightedTCP station, a reflectorized traffic control sign, and aflashlight with a red or orange cone attachment mustbe used. Illumination from above is generally moreeffective than from the side.

TCP Position and Location

TCPs must be clearly visible to the approachingmotorist at all times. The TCP should be located forgood conspicuity and contrast, so that the motoristdoes not have to compete for visual attention withother illuminated or reflective objects. Colour contrastshould be maintained between the TCP and thebackground, to the extent possible. The TCP shouldnot stand in shadow or where the sun impedesvisibility. Typical TCP locations are shown in Figure 4for straight road, hill, and curve situations, and in thetypical layouts in Section 8.

TCPs must also:

• Be alert, standing at all times while on duty;

• Face oncoming traffic, and not turn his/her backon moving traffic;

WORK AREA

10-50 mSEE TCP TABLE

WORK AREA

10-50 mSEE TCP TABLE

Figure 3 – Traffic Control Person Use of STOP/SLOW Paddle



Figure 4 – Positioning of Traffic Control Persons

10-50 m See TCP Table*

TCP

TCP


WORK AREA

WORK AREA

TCP 1

TCP 2

TCP 3



TCP 2

TCP 3

TCP 2 TCP 3

TCP 1



WORK AREA

TCP 1

WORK AREA

Straight Road

Curve

Hill

Note: On curves and hills, three TCPs or some other means of communication are required.The duty of TCP 2 is to relay signals between TCP 1 and TCP 3.

* TCP Table is Table 7.



• Stand alone, not mingling with workers or thepublic;

• Stand just outside the lane of traffic;

• Stand from 10 m to 50 m in advance of the startof the work area (See Table 7, TCP Table), so as tobe able to protect workers and equipment;

• Stand where he/she can be seen in time to allowapproaching traffic adequate time to respond, andwhere he/she can see for 150 m;

• Remove or cover all signs indicating a TCP (TC-21),when a TCP is not present to control traffic,including lunch and other breaks, if applicable;

• Not perform any other work while directing traffic;

• Be alert for emergency vehicles, which have“priority rights,” and allow them to pass as quicklyas possible;

• Coordinate his/her operations with any nearbytraffic control signal systems and railway crossingsignals, and not override or conflict with them.

TCP Control Procedures

When stopping traffic, the TCP must display theSTOP sign to the motorist, extending the trafficcontrol sign into the lane of oncoming traffic, andgiving the motorist enough warning for a safe andcomfortable stop. The TCP must stand off thetravelled portion of the roadway until traffic has cometo a stop. When traffic has stopped, the TCP maymove to a point on the road where traffic in thequeue can see him/her. Before moving traffic from astopped position, the TCP must ensure that theopposing traffic has stopped and that the lastopposing vehicle has passed his/her post.

When slowing traffic, the TCP must display theSLOW sign, slowly moving the sign back and forth, ifnecessary, using hand signals to wave traffic forwardor to command a further reduction in speed.

The most typical TCP situation is that where twoTCPs are used. When two TCPs are required, lines ofcommunication must be established prior to the startof operations. The two TCPs must be able to seeeach other or have two-way radios for propercommunication. One TCP should be the lead TCPand coordinate all activities. When using visualcommunications on curves or hills, a third TCP maybe required to relay signals between the two TCPs atthe ends of the work area.

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Table 7 – Traffic Control Person Distance from Work Area (TCP Table)



A single TCP may be used to control traffic at workareas where the length of closed lane is short (up to50 m), traffic volumes and speeds are low, andvisibility is good, and in daylight hours only. This mayonly be done in such a way that it is effectively one-way control, such as where traffic in one direction hasan unobstructed lane, and the TCP holds traffic in theobstructed lane until the unobstructed lane is clear oftraffic. In this one-way control situation, the TCPserves the same function as the YIELD TOONCOMING TRAFFIC Sign (Rb-91, formerly TC-43).

Remote Control Devices

Remote control devices (RCDs) have recently beendeveloped which may provide a safer operation byacting as supplements to TCPs in certain situations.Before these devices are used, approval from the roadauthority must be obtained.

Where used, the remote control devices (one at eachend of the work area) must be controlled by one ormore on-site TCPs in communication with each other(in the case of two TCPs). In some instances, wherethe work zone is short in length and visibility is good,two remote control devices may be controlled by asingle TCP.

Where remote control devices are used, the followingapplication guidelines must be met:

• RCDs are to be used only in situations where TCPsare used, that is, for the control of two-way trafficon two-lane highways reduced to one lane.

• The RCD must not use a traffic signal head with ared, amber, and green lens.

• A red display, together with a control arm, will beused to stop vehicles from entering a one-lanesection. When the TCP wishes to allow traffic toenter the one-lane section, the red display will turnoff, the amber display will flash, and the controlarm will be raised. When the TCP wishes to stopvehicles again, the amber display will go fromflashing to solid for four to six seconds, before thered display appears and the control arm is lowered.

• A TCP must be nearby, in a safe location away fromlive traffic, and where practicable, at least 3 m offthe roadway, controlling the RCD.

• On longer work areas (from 50 m to 500 m) twoTCPs must be used, in communication with eachother, one at each end, controlling the RCD at thatend.

• On shorter work areas (50 m or less), if only oneTCP controls two RCDs, there must be a failsafemechanism to ensure that both ends of the onelane section will not receive a flashing amberdisplay at the same time.

• The TCPs must be equipped with STOP/SLOWpaddles, readily available in case of failure.

• Traffic must be channelled into a single lane inadvance of the RCD, by means of cones, barrels,and an Rb-25 (KEEP RIGHT Sign).

• Signing for use of the RCD must be in accordancewith Typical Layout TL-20B.

It is important that RCDs be used as prescribed.Misapplication of RCDs can be hazardous, and mayresult in road authority refusal to approve them.



4.5 Portable Traffic Control Signals

Portable traffic control signals may be used as analternative to TCPs, and only to control traffic flowreduced to a single lane in alternate directions at localwork areas on a roadway which requires a laneclosure. The road authority must be advised of theintent to use this device so that road authority staffmay monitor the operation of all portable trafficcontrol signals and require the contractor to adjust thetiming if the traffic flow is adversely affected.

Where portable traffic control signals are used theymust comply in all respects with Regulation 606under the Highway Traffic Act (R.S.O. 1990). Theterm used for these signals in Regulation 606 is“portable lane control signals.” A portable trafficcontrol signal is not to be confused with temporarytraffic signals (see Section 4.6), which must complywith Section 144 (31) of the Highway Traffic Act.

Portable traffic control signals consist of single“standard” vehicle traffic signal heads, normallymounted on moveable poles at a minimum height of2.75 m from the roadway surface to the bottom ofthe backboard around the traffic signal head, asshown in Figure 5. They must be placed to the rightof and facing traffic, and must be used only underconditions where the signal lights are clearly visibleto an approaching motorist such that the vehicle canbe brought to a safe stop having regard for theapproach speeds. Intensity of the signal lamps mustbe maintained in such manner that the lights areclearly visible for a distance of at least 100 m(minimum requirement in the Highway Traffic Act).Recommended signal visibility distances vary withposted speed as shown in Table 8.

For portable traffic control signals, the phasingintervals must be for a two-phase operation only, withthe all-red clearance interval sufficiently long to clearthe previous approach lane of all vehicular trafficwhile travelling at the desired operating speed.Communications between the signal heads on

opposite ends of the lane closure must be provided inorder to prevent conflicting delays. Should conflictingdisplays occur, the system must ensure that bothdirections receive a solid red signal indication.

The closure area controlled by portable traffic controlsignals should not include intersections or driveways,because of the risk of entering traffic travelling thewrong way in the open lane. If the closure continuesat night, consideration should be given to providingillumination.

The signal system must be preceded by the followingthree signs erected to distance specifications as laidout in the appropriate Table (A or B) in Section 8, andin the following order: Rb-31 DO NOT PASS Sign,TC-23 SIGNALS AHEAD Sign and Rb-78 STOP HEREON RED SIGNAL Sign. See Figure TL-21.

Portable traffic control signals must not be used as asignal control system at entrances, truck accessroutes, pedestrian crossings, or other fixed locations. Ifthis condition exists, then Temporary Traffic ControlSignals are required. The design specifications fortemporary signals, which require prior approval byMTO or the appropriate road authority, are thosespecifications which apply to permanent trafficcontrol signals at signalized intersections (for details,

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Table 8 – Signal Visibility Table



see OTM Book 12 (Traffic Signals)). Portable andtemporary traffic control signal systems must not belocated in any place or manner so as to conflict withany existing signals or traffic control systems.

Remember! When operating a portable trafficcontrol signal system or a temporary trafficcontrol system, you are using a legal trafficcontrol device and any improper use couldresult in forcing a motorist into a position wherehe/she could be liable to charges under TheHighway Traffic Act.

Table 9 shows the service volumes at signalizedsingle lane construction sites for a range of lengths ofthe single lane. Table 9 can be used to determine thecycle lengths and all-red times required for a portabletraffic control signal or a temporary traffic signalwhen used to alternate the right-of-way through aone-lane section of roadway.

Note: Table 9 gives a green and all-red timerequirement for a specific speed through theconstruction zone of 40 km/h. When a portabletraffic control signal or temporary signal is set up andturned on, a field review is required. The timingshould be reviewed and modified, if necessary, as thespeed of traffic through the construction zone mayvary from that used to calculate the timing.

Example

Given: Heaviest approach volume(one way) = 520 veh/hrLength of single lane section =150 m

Find: Length of green interval (one direction)Length of all-red interval

Solution: By applying the given figures to Table 9we find(a) Cycle length = 90 s(b) All-red interval = 14 s

The amber clearance from OTM Book 12 (TrafficSignals) using a 1.8 second perception-reaction timeis 3.6 seconds at 40 km/h. Round this value up to4 seconds if the portable traffic control signal isunable to provide 10ths of a second for the amberinterval.

100 cm

50 cm

20 cm LENS

SIGNALBACKBOARD

SIGNAL HEAD

SIGNAL BACKBOARDTO BE YELLOW IN COLOUR

2.75 m

Figure 5 – Portable Traffic Control Signal



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041 008 587 077 547 537 027 596 586 076 546 036 026 595 085 565 045 035 505 094 574 054 044 524 504

031 597 577 067 537 027 507 086 566 056 526 016 595 075 555 045 515 005 074 064 544 524 014

021 587 567 057 027 507 096 066 546 036 006 585 075 045 525 015 094 574 054 034

011 577 557 537 507 096 076 046 526 016 575 065 055 515 005 584 054

001 067 047 027 586 566 056 516 506 085 055 035 515 084 064

09 547 027 007 086 056 046 006 075 075 025 094 084

58 047 027 007 066 536 516 575 055 035 094 564

08 037 007 596 046 036 006 555 045 015 574

57 527 596 576 526 006 575 035 505 594

07 517 596 076 516 095 565 515 094

56 507 566 046 085 075 035 584

06 596 066 036 075 045

55 576 026 026 555

05 066 516 085

54 046 006

04 526

Table 9 – Service Volume at Signalized Single Lane Construction Sites(Vehicles per Hour – One Way)

Notes

1. Operating speed through the work area of 40 km/h.

2. Minimum green approximately 15 seconds.

3. Minimum amber of 4 seconds.

4. Based on 50% probability.



Since the green time for each approach is equal tothe cycle length, minus two all-red intervals (28 s),minus two amber intervals (8 s if minimum) dividedby two, then

Green Time (for each approach) =

90 – (2 x 14) – (2 x 4)

2= 27 s

Not all single lane construction zones will have aspeed of 40 km/h. The following describes how thetiming of portable traffic signals at signalized singlelane construction zones may be calculated for speedsother than 40 km/h.

Given: Heaviest approach volume (one-way) – SVLength of single lane – L

(1) Calculate the all-red interval, AR seconds

Length of Single Lane (m) 3.6 x Length of Single Lane (m)

Operating speed (m/s) Operating speed (km/h)AR (s) = =

(2) Choose a Desired Cycle Length, C seconds(ranging from 40 to 150 seconds)

(3) Calculate the Average Vehicle Arrival Rate, VAR

SV x C

3,600VAR =

Where:VAR = Average Vehicle Arrival Rate obtainedfrom Table 10, showing Vehicle ArrivalRates for rural and urban conditions,for Level of Service “E”.

(4) Calculate Green + Amber time for eachapproach, (G + A) seconds, from Table 10 forrural or urban conditions.

(G + A) (both approaches) = C – AR – AR

(G + A) (one approach) = C – AR – AR

2

(5) Green Time (G) = (G + A) – A (seconds)

Example

Heaviest approach volume = 365 veh/hLength of single lane section = 150 mOperating speed = 25 km/hAmber = 3 s

(1)3.6 x 150

25= 21.6 sAR =

(2) Choose Cycle length of 90 seconds

(3)365 x 90

3,6009.1 passenger carsper cycle per lane

VAR = =

(4) (G + A) from Table 10 for rural conditons= 23 seconds

(5) Green time (G) = 23 – 3 = 20 seconds

4.6 Temporary Traffic Control Signals

Where signal control is required for an extendedperiod, consideration should be given to the use ofTemporary Traffic Control Signals which have aconstant power supply and more closely resemble anormal signal installation. These installations requireMTO or appropriate road authority approval of aschematic layout drawing prepared on the standardsignal base drawing or base plan, as identified inOTM Book 12 (Traffic Signals). The design standards/specifications for temporary traffic signals are thosethat apply to permanent traffic signals as identified inOTM Book 12. Operational and timing requirementsfor temporary traffic signals are the same as forpermanent signals, including the use of Tables 9and 10.



4.7 Supplementary Flashing Lights

Construction and maintenance activities often createconditions that are particularly hazardous at nightwhen the ability of drivers to see clearly is reduced.There are both daytime and nighttime situationswhere it is desirable, or by engineering judgementnecessary, to increase the target value and impact ofwarning signs by installing amber flashing devicesover these signs to attract the driver’s attention to thesign message, or to identify a particular hazard orobstruction.

Truck- or trailer-mounted lighting units (arrow boards)display flashing messages, or flashing sequencingarrow panels, and are used not only to increaseconspicuity but also to guide traffic along the desiredpath. They are most frequently used on high densityurban freeways, or other multi-lane major roadwayswhere day or night closures, slow-movingmaintenance or construction activities, and high-riskoperations require more elaborate means to warn andguide traffic through the work area, while alsoproviding some physical protection to the work crew.

Flashing devices, with the exception of the TC-12,must not be used for channelization purposes aloneas they may obscure the intended vehicle path.

All flashing lights must operate on a lower setting oflight intensity during hours of darkness.

Flashing lights must not be used in conjunction withPortable Variable Message Signs.

4.8 Application of New Technologies

Technology and best practice are not static. Newtechnologies and techniques continue to bedeveloped for application in work zones. Technologydevelopment is welcome, and it is important that newtechnologies and techniques are tested in real-lifesituations. It is also important, however, that new

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6 4.61 7.21

7 6.81 6.41

8 8.02 5.61

9 0.32 4.81

01 1.52 2.02

11 2.72 0.22

21 3.92 8.32

31 4.13 6.52

41 5.33 4.72

51 6.53 2.92

61 7.73 0.13

71 8.93 8.23

81 9.14 6.43

91 0.44 4.63

02 0.64 2.83

12 0.84 0.04

22 0.05 8.14

32 0.25 7.34

42 0.45 6.54

52 0.65 5.74

62 0.85 4.94

72 0.06 3.15

82 0.26 2.35

92 0.46 1.55

03 0.66 0.75

13 0.86 9.85

23 0.07 8.06

33 0.27 7.26

43 0.47 6.46

53 0.67 5.66

Table 10 – Vehicle Arrival Rates and Greenplus Amber Times

(Level of Service “ E” )

Each truck or bus is equivalent to 2 passenger cars.



technologies and techniques be accepted intostandard practice and guidelines through an orderly,controlled process. Initially, some new technologiesmay be accepted as supplements to existingprescribed traffic control devices, but not asreplacements for them. As experience and satisfactionare gained with the new technologies, some of themmay be accepted as part of the family of prescribedtraffic control devices, while others may continue tobe accepted, but as supplemental devices only. Forcompetitiveness or cost-effectiveness reasons,supplemental devices are unlikely to be bid or used ifthey are optional. Their mandatory use will be at thediscretion of the road authority.

The new technologies and techniques described inthis edition of Book 7 are:

• Traffic control with moving vehicles (pilot vehicles,pace vehicles, rolling closures) (See Section 2.5);

• Portable Variable Message Signs (See Section 3.3);

• Use of Remote Control Devices (e.g., Flaggers) (SeeSection 4.4);

• Use of Longitudinal Buffer Areas (LBAs) and BufferVehicles (BVs) (See Section 5);

• Highway Advisory Radio (HAR);

• Radar-speed display signs;

• Multi-function Dynamic Message Signs;

• Road Information Telephone Lines.

The last four of the technologies listed are describedbriefly in this section.

Highway Advisory Radio (HAR)

Highway Advisory Radio (HAR) may be used toprovide travel advisory information to motorists asthey are travelling in their vehicles. Informationprovided may relate to tourism and tourist attractions,major events, road construction or maintenanceactivities and road closures, road collisions, airlineinformation, and border crossing information.

Where HAR is used to provide construction/maintenance related information, it is typicallynecessary to cover only a relatively limitedgeographical area.

HAR systems can use a licensed AM frequency(530 to 1700 kHz) or licensed FM frequency(88 to 108 MHz) for extended range broadcast. Thehigher bandwidth of FM frequencies offers animproved signal, with a shorter range, whencompared to AM frequencies. Where competition forradio frequencies is intense, HAR frequencies tend tobe allocated at the less-attractive extremes of thefrequency bands.

HAR information can be provided by means of:

• a low power radio transmitter with limited range(e.g., 10 to 20 km) which provides area coverage,or

• a very low power transmitter cable laid along thehighway in question and along several approachingor intersecting roads. This often tends to be moreexpensive than the first option, depending on thelength of the system, but is sometimes easier tolicense because of its limited range and henceunlikely interference with other radio stations.

As with any real-time travel advisory system, theinformation must be up-to-date and accurate,otherwise credibility will be lost.



Radar – Speed Display Signs

Some devices are available on the market which, in acombined unit, permit the measurement of vehiclespeed by means of radar, along with a sign display ofthe actual speed travelled. Optionally, the sign mayalso display the legal posted speed at the time ofmeasurement. Such signs, while not used for speedenforcement, have been demonstrated in someapplications to reduce 85th percentile speeds anadditional 4 km/h to 8 km/h over the reductioncaused by static signs. When seeing their speedsdisplayed, some drivers may be genuinely surprisedthat they are travelling that fast, and may reduce theirspeeds. Other drivers may be uncertain whether asign showing their speed means that enforcementis nearby, and may reduce speed to avoid apotential fine.

The effect of a single speed display sign is likely todiminish as motorists travel downstream from thesign. This may be overcome to some degree with theuse of more speed display signs. Regular driversalong the section of road in question may alsobecome accustomed to the signs, with diminishedeffect, if they see that no enforcement is in place. Forthis reason, it is desirable to supplement such signswith enforcement from time to time, to achieve thenecessary degree of uncertainty for drivers, as towhether they may be charged.

Multi-function Dynamic Message Signs

Various signs have been developed in recent yearswhich can fulfill a variety of functions, but whichmay not meet all specified requirements for existingapproved traffic control devices. With time, it will benecessary to reconcile these differences.

These message signs are portable (trailer-mounted)and usually provide message capability that achievesor approaches that of other single-function devices,such as:

• flashing arrow board meeting some but not allTC-12 requirements;

• pre-programmed messages (100 or more) that canbe displayed in flashing, alternating, phased, orscroll modes, and some limited capability forone-off custom messages;

• capability for radar speed measurement and speeddisplay.

While some of these signs may currently be tooexpensive for only one of these functions (e.g.,flashing arrow board), they have considerablepotential, and with time and further development,they are likely to become approved devices. In theinterim, they should be used only for thoseapplications where they fully meet the requirements.

Road Information Telephone Lines

Some road authorities have found road informationtelephone lines to be an effective and useful meansof communicating information to drivers onconstruction activities. The travelling public may beadvised of this service in a variety of ways, includingbrochures, newspaper and radio advertisements, andhighway signs, either static or VMS or both. Highwaysigns usually display a telephone number where theinformation can be accessed. Other media, especiallybrochures, can provide a menu of extension numbersto be dialled for information on specific projects,routes, or areas of the city.



5. Buffer Vehicles

5.1 Introduction

The purpose of a Buffer Vehicle (BV) is to provide aprotective shield for workers against an out of controlvehicle approaching a work area. The purpose of thissection is to provide an overview of how BVs areused most effectively. This section is to be read inconjunction with typical layout diagrams for trafficcontrol (see Section 8).

For stationary operations on freeways, BVs are used incombination with a Longitudinal Buffer Area (LBA).An LBA is an empty space upstream of the BV thatout of control vehicles can use to brake to a full stop.

5.2 Buffer Vehicle Requirements

The Construction Regulations prescribed under theOccupational Health and Safety Act (OHSA)(O. Regulation 213/91) and amended byO. Regulation 145/00, requires the use of BVs, oftenwith a LBA, to enhance worker safety on many workoperations on freeways.

The Construction Regulations define a BV, without atruck mounted attenuator (TMA), as a Blocker Truck(BT). A BV with a TMA is defined as a Crash Truck(CT). As defined, a BV also requires a mountedflashing arrow board and four-way flashers.

TMAs must meet the requirements of NCHRP 350Level TL-2 (70 km/h) or higher. TMAs should beselected for the appropriate posted speed. AfterJanuary 1, 2006, TMAs used on freeways must meetthe requirements of NCHRP 350 Level 3 (100 km/h).

The Construction Regulations also require that BVsused on freeways with an Annual Average DailyTraffic (AADT) of 25,000 vehicles per day or more, orwhere the AADT is not known, must be CTs. AADTvalues should be obtained from the applicable roadauthority. Until January 1, 2003, BVs used onfreeways with an AADT less than 25,000 may be BTsor CTs. After January 1, 2003, all BVs used onfreeways must be CTs. A CT is preferred over a BT.The TMA on the CT reduces the risk of injury to theoccupants of the incoming vehicle and the CT driver.

Temporary barriers are required on freeway projectsexpected to require more than five days to complete.For projects requiring five days or less to complete, orwhere barriers are not practical, BVs and an LBA arerequired for stationary operations, and one or moreBVs are required for mobile operations, to protectworkers. BVs are not required on freeways where alateral offset of 3 m or more exists between the workarea and traffic. BVs are not required for very shortduration work on freeway shoulders, but a vehiclewith 360 beacon and four-way flashers is required.BVs are not specifically required on non-freewaysunder the regulations. However, an LBA is required forstationary operations on multi-lane roads for normalregulatory posted speeds of 70 km/h or higher.

Buffer Vehicles used on ministry contracts must havea minimum mass of 6,800 kg (15,000 pounds) anda maximum mass of 12,000 kg (26,400 pounds),including any ballast, flashing arrow board and TMA.This range is consistent with other jurisdictions andBVs used in service.

If a loose material such as sand is used for ballast itmust be kept below the level of the sides of the BVbox. If solid objects such as concrete blocks are usedthey must be attached to the truck body in such amanner as to withstand a major impact withoutbreaking free of its attachments.



For both stationary work areas and mobile workoperations, no passengers are allowed in the BV whenit is used in traffic control situations, except forspecial reasons.

Buffer vehicle brakes must be mechanically fit andproperly adjusted. A BV with tandem rear axles musthave both axles braked when parked in a stationaryoperation. Air brakes are preferable to hydraulic brakeson a BV. Users should ensure that at least two-thirdsof the BV mass is over the rear axles(s).

Buffer Vehicles used on ministry contracts must have:

• A mounted 1.2 m x 2.1 m flashing arrow board(TC-12) with in-cab remote controls;

• A high back seat and head rest for the operator;

• A competent, trained operator; and

• An audio alert which automatically activates whenbacking up.

Where Buffer Vehicles are used to protect stationarywork operations, the driver of the BV must ensure thatthe BV is positioned in accordance with the TypicalLayout figures in this Book. The driver ensures that theflashing arrow board is operating, locks the brakesand angles the wheels slightly away from the workarea and live traffic. The driver/operator then leavesthe BV for the duration of the work operation.

5.3 Implementation Considerations

For purposes of BV placement, two general types ofout of control vehicular behaviour need to beconsidered: longitudinal and lateral intrusions into thework area.

Longitudinal Intrusions

The first type of out of control vehicle behaviouroccurs when a vehicle intrudes into a closed laneupstream of the work area and approaches the workarea from a longitudinal direction.

To mitigate the risk of longitudinal intrusions intostationary work areas on freeways, a lane closuretaper and an LBA are used in sequence upstream ofthe BV, as illustrated in the middle (freeway) diagramin Figure 6. A BV should not be placed at the end ofthe taper because of the long BV roll-ahead distancethat may result. LBA and lane closure taper distancesused for various freeway speeds are given in Table C,Freeway Conditions; LBA distances are also shown inTable D, Stationary Work Operations.

The driver of an out of control vehicle entering thelane closure taper longitudinally upstream of the workarea will likely begin braking in the taper, afterrunning over the barrels or cones at the start of thetaper, and come to a stop within the taper itself. If thedriver does not begin braking until the end of thetaper, the LBA should provide sufficient additionalbraking distance for vehicles to come to a halt beforethe end of the LBA. If the driver has still not come toa complete stop by the end of the LBA, the BVprovides a third line of defence for workers.

Lateral Intrusions

The second type of out of control vehicle behaviouroccurs when a vehicle, in a live lane adjacent to thework area, intrudes laterally into the gap in the closedlane between the BV and the work area.

(1) Stationary Work AreasTo mitigate the risk of lateral intrusions from theside into the gap between the BV and astationary work area, the BV is positioned about2.5 seconds in travel time upstream of theworkers. It takes the driver of the errant vehicle



Figure 6 – Buffer Vehicles and LBA Scenarios

IV

Taper

Perception / ReactionZone

Initial Braking in taperby incoming vehicle

(IV) begins.

WORK ZONELongitudinal Buffer Area (LBA) Work Area

Full braking by incomingvehicle at 0.45 g

Stationary Operations - Non-freeways (LBA)

IV

Taper

Perception / ReactionZone

Initial Braking in taperby incoming vehicle

(IV) begins.

WORK ZONELBA + BV + LIDG Work Area

Deceleration of Buffer andIncoming Vehicle by BV

(D = 0.375 for BV)

BV LIDG

Stationary Operations - Freeways (LBA + BV + LIDG)

Braking byIV at

0.45 g inLBA

IV

MOBILE WORK ZONEGap

Deceleration of Buffer andIncoming Vehicle by BV

(D = 0.1 for BV)

BV

Mobile Operations - Buffer Vehicle Protection of Mobile Work Vehicle(Illustration shows only one Buffer Vehicle)

WVLIDG



about 2.5 seconds to perceive and react to thegap in front of a BV. An errant vehicle travellingat 100 km/h covers 70 m in 2.5 seconds. If aBV is positioned 70 m upstream of the workarea, the driver of the errant vehicle will likelypass by the work area in front of the BV beforea decision can be made to turn into the gap.The appropriate distance to use in front(downstream) of the BV for stationary workoperations is called the Lateral IntrusionDeterrence Gap (LIDG). Its use on freeways incombination with the taper, the LBA, and theBV, is illustrated in the middle (freeway)diagram in Figure 6. LIDGs for various normalregulatory speeds are chosen from Table D,Stationary Work Operations.

(2) Mobile Work OperationsTo mitigate the risk of lateral intrusions intomobile work operations, a BV is positionedupstream of the moving work vehicle.

The BV shadows the work vehicle as it movesalong the highway. To mitigate the risk oflateral intrusions from the side into the gapbetween the BV and the moving work vehicle,the BV is positioned about 2.5 seconds inrelative travel time upstream of the movingwork vehicle.

It takes the driver of an errant vehicle about 2.5seconds to perceive and react to the gap infront of the moving BV. An errant vehicletravelling at 100 km/h covers 70 m in 2.5seconds. A BV shadowing a moving workoperation typically travels at 20 km/h. In 2.5seconds, the BV would cover 14 m at 20 km/h.If a BV is positioned about 55 m (i.e., 70 mminus 14 m) upstream of the work area, thedriver of the errant vehicle will likely pass by themoving work vehicle in front of the BV before adecision can be made to turn into the gap.

The appropriate distance to use in front of theBVs shadowing moving work vehicles is calledthe Lateral Intrusion Deterrence Gap (LIDG).LIDGs for various normal regulatory speeds arechosen from Table D, Mobile Work Operations.

A stationary LBA cannot be used for mobilework operations, which increases the risk of anout of control vehicle striking the back of theBV in a longitudinal direction. Depending onthe mass, speed, angle and braking of the twovehicles, roadway geometrics, weatherconditions and the reaction of the drivers, theBV may be pushed ahead a distance thatexceeds the LIDG and strike the back of themoving work vehicle.

To mitigate against this risk, contractors andstaff working for the Ministry of Transportationon zone striping operations on high speed,multi-lane provincial highways must use one BVshadowing the zone striper at the LIDGdistance (i.e., BV#3) (Figure TL-68). Twoadditional BVs are added upstream of BV#3(i.e., BV#1 and BV#2). BV#2 shadows BV#3 ata distance of 100 m to 300 m. BV#1 shadowsBV#2 at a distance of 300 m to 600 m. Theadditional BVs are spaced out depending onroadway geometrics and the time it takes forthe paint to dry. In addition, where shoulderconditions and geometrics will permit, apre-warning sign truck with an overheadbeacon shadows BV#1 at a distance of 500 mto 800 m on the right shoulder with a signindicating “Road Painting – Left (or Right) Lane– 2 km”. A pre-warning sign truck is notrequired on high traffic volume, urban freewayswith physical space limitations (e.g., within citylimits of Toronto or Ottawa).

It is recognized that zone striping operations onmunicipal roads do not require the same degreeof protection required on multi-lane high speed,provincial freeways.



Table D – Application of Longitudinal Buffer Area and Buffer Vehicles

(3) Freeway Paving OperationsThe Construction Regulations under theOccupational Health and Safety Act includepaving as a mobile operation and require theuse of BVs for freeway paving operations. Whilepaving operations do move progressively alongthe road, they do so very slowly, at only a fewkilometres each day. In terms of traffic control

required, paving operations are more similar toshort duration or long duration stationaryoperations and are treated as such in theTypical Layouts in Book 7 which fully complieswith the traffic control requirements for mobileoperations as prescribed in Section 67 (12) ofthe Construction Regulations.

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1. See also General Notes to Typical Layouts in Section 8.



6. Schedule of TrafficControl Devices

6.1 Traffic Control Signs

Sign Schedule

In addition to a detailed description in this section ofthe purpose and proper use of each sign, Figures A1to A5 in Section 8 are sign illustrations for frequentlyused traffic control devices for roadway workoperations.

Full Scale patterns for the signs indicated herein areavailable from the publisher.

Sign Reflectivity Standards

Signs that convey regulatory, warning, or guidance(directional) information that is relevant during hoursof darkness need to be legible and conspicuous atnight as well as during the day. Since conspicuitydepends to some degree on colour code recognition,the colour of the sign must appear the same by nightas by day. Reflectorization is important formaintaining a satisfactory level of sign legibility andconspicuity at night.

Three levels of minimum reflectivity are describedbelow for temporary conditions signs. Those signsand devices requiring the highest levels of reflectivityare the more crucial ones for driver recognition andmotorist and worker safety. The reflectivityrequirements are stated as minimums, suggesting thathigher reflectivity sheeting may be used where theroad authority considers it necessary. However, therelative importance of the signs in the three-levelhierarchy should not be lost in doing so.

The lowest reflectivity level specified is Type I(engineering grade). The next higher reflectivity levelis Type III (high-intensity). The highest reflectivity levelis high reflectivity micro-prismatic fluorescentsheeting (diamond grade or equivalent). Reflectivitystandards for Types I and III are defined in ASTMSpcification D 4956-95 or its subsequent revisions.

Minimum reflectivity requirements for various signsare shown in Table 3.



Table 3 – Minimum Reflectivity Requirements

Notes:

1 Except for the TC-12, signs may be upgraded to higher reflectivity sheeting, where it is considered desirable to do so.

2. Sign size for TC-2A, TC-2B and TC-21 also increases to 90 cm x 90 cm on January 1, 2003.

3. The shape of the TC-22 is octagonal.

4. All cones require white reflective collars for nighttime operations, and for daytime or nighttime after January 1, 2002.

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CONSTRUCTION AHEAD Sign

12.5

TC-1 90 cm x 90 cmTC-101 120 cm x 120 cm

Font Highway Gothic CColour Legend & Border – Black

Background – Orange ReflectiveMinimum High reflectivity micro-prismatic fluorescentSheeting after January 1, 2003.

Type I, engineering grade before January 1, 2003

CONSTRUCTION AHEAD 1 KM Sign

12.5

TC-1A 90 cm x 90 cmTC-101A 120 cm x 120 cm






be added at a distance of 1 km in advance of theconstruction zone. For freeways a TC-101A and aTC-101B sign must be installed at distances of 1 kmand 2 km from the work area respectively.

On minor intersecting roads the TC-1 sign must beinstalled in advance of the construction site on themajor roadway at a distance that is to be establishedby referring to the appropriate Table (A, B, or C). Onmajor intersecting roads the TC-101 sign must bepreceded by a TC-101A sign 1 km in advance of theconstruction area on the crossing road.

ROAD WORK Sign (Short duration)


(after January 1, 2003, the oversize signmust be used)

Font N/AColour Legend & Border – Black



CONSTRUCTION AHEAD 2 KM Sign

12.5

TC-1B 90 cm x 90 cmTC-101B 120 cm x 120 cm




The TC-1 sign must be used to provide advancewarning of a major long duration construction zone.The over-sized TC-101 sign must be used onroadways having more than two lanes, and postedspeeds of 70 km/h or higher, except that in urbanareas, the standard size sign may be used if spacedoes not permit the over-sized sign in theseconditions.

On a divided highway, two TC-101 signs must beinstalled, one on each side of the approaching lanes,with the exception that the TC-1 sign may be used inplace of the oversized TC-101 sign on a narrowmedian.

The TC-1 sign must be installed in advance of theconstruction zone at a distance which is to bedetermined by reference to the appropriate Table (A,B, or C). In urban areas (60km/h or lower) one sign issufficient. In rural areas a TC-1A (TC-101A) sign must



within long construction sites whenever and whereverworkers are present. It must be covered or removedwhen activities are temporarily suspended such as atlunch time or at the close of the day.

The signs must be located on the shoulder or at thecurb in full view of approaching traffic. The signsmust be installed at a distance from the work site tobe established by referring to Table A, Table B, orTable C. When the TC-21 TRAFFIC CONTROLPERSON AHEAD sign is used, the ROAD WORK signsmust be located at the same distance as definedabove, in advance of the TC-21 sign.

RIGHT LANE CLOSED AHEAD Sign

TC-3R 75 cm x 75 cmTC-103R 90 cm x 90 cm


Background – Orange ReflectiveMinimumSheeting Type III, high intensity

ROAD WORK Sign (Short and long duration)

TC-2B 75 cm x 75 cmTC-102B 90 cm x 90 cm





The TC-2B or TC-2A sign must be used as indicatedin the typical layouts at all times when maintenancerepairs or minor construction work is carried out. Thesign must be installed on a portable stand and mustbe displayed only during the times when repair orminor construction work is in progress. It must beplaced face down or removed when activities aretemporarily suspended such as at lunch time or atthe close of the day. The TC-2A must be mounted ona portable stand with flagpoles and opaquefluorescent orange flags, 45 cm x 45 cm in size,mounted at a height of 1.5 m to 2.5 m above theground.

The TC-2B sign must be installed when themaintenance or minor construction activity extendsover longer periods of time, and is of a morestationary nature. It should also be used at locations



RIGHT LANE CLOSED Tab Sign

12.5

TC-3Rt 60 cm x 60 cm



LEFT LANE CLOSED AHEAD Sign

TC-3L 75 cm x 75 cmTC-103L 90 cm x 90 cm



LEFT LANE CLOSED Tab Sign

12.5

TC-3Lt 60 cm x 60 cm



300 M Tab Sign

12.5 10

TC-3tA 30 cm x 60 cmTC-103tA 45 cm x 90 cm


Background – Orange ReflectiveMinimumSheeting Type I, engineering grade

The TC-3 sign must be used to provide advancewarning of a lane closed for road work, except where,as shown in the typical layouts, it may be replaced bya TC-12 flashing arrow board. The oversized TC-103sign must be used on roadways with more than twolanes, although the smaller TC-3 signs may be usedwhere they are required only for short duration workoperations in urban work operations where postedspeeds are 60 km/h or less.



LANE CLOSURE ARROW Sign

TC-4L 90 cm x 90 cm(truck-mounted TC-4 may be 75 cm x 75 cm)

TC-104L 120 x 120 cm



Type III, high intensity before January 1, 2003

The TC-4 sign must be installed at or just beyond thebeginning of the lane closure taper, except where, asshown in the typical layouts, it may be replaced by aTC-12 flashing arrow board. For short duration workoperations, and where speeds are 60 km/h or lower,a truck-mounted 75 cm x 75 cm TC-4 sign may beused in place of the standard 90 cm x 90 cmground-mounted sign.

The TC-104 oversized sign must be installed at orjust past the beginning of the lane closure taper onfreeways and must be used together with the TC-103LANE CLOSED AHEAD sign.

On a divided highway, two TC-103 signs must beinstalled, one on each side of the approaching lanes,with the exception that the TC-3 sign may be used inplace of the oversized TC-103 sign on a narrowmedian.

The signs must be installed at a distance in advanceof the TC-4 LANE CLOSURE Sign which is to beestablished by reference to the appropriate Table (A,B, or C).

The tab signs TC-3Rt RIGHT LANE CLOSED andTC-3Lt LEFT LANE CLOSED should be used for“Right” and “Left” lane closures respectively, with theappropriate reversal of the sign symbol layout. Wherelane closures involve more than one lane, signs mustbe used twice in accordance with the staging of twolane closures.

The educational tab sign (TC-3Lt) or (TC-3Rt) shouldbe used until such time that the meaning of thesymbol has become sufficiently familiar to the drivingpublic.

The supplementary tab sign (TC-3tA) may be usedwhere, due to vertical curvature or other reasons, thestart of the lane reduction is not visible in advancefor a sufficient distance.

The TC-3tA tab sign may be used with other signsand other distances where appropriate.



DETOUR AHEAD Sign

15

TC-5 90 cm x 90 cmTC-105 120 cm x 120 cmTC-1105 180 cm x 180 cm

Font Highway Gothic DColour Legend & Border – Black


DETOUR AHEAD 1 KM Sign

15

TC-5A 90 cm x 90 cmTC-105A 120 cm x 120 cmTC-1105A 180 cm x 180 cm





The TC-105 sign must be installed in advance of theTC-7 DETOUR-TURN OFF/DIVERSION Sign (whereused to indicate a detour) on roadways having morethan two lanes. The TC-5 sign may be used in placeof the TC-105 sign on a roadway having more thantwo lanes where the signs are required only for shortduration operations in urban work zones whereposted speeds are 60 km/h or lower.

Two TC-105 signs must be installed, one on eachside of the approaching lanes, if the highway isdivided. A TC-5 sign may be used in place of theTC-105 sign on divided highways where the signmust be mounted on a narrow median.

Two TC-105A signs and two TC-105B signs must beinstalled, one of each pair on each side of theapproaching lanes. The smaller TC-5A or TC-5B signmay be used on a narrow median, or where the signsare required only for short duration work operations.

On freeways, the oversize TC-1105 (180 x 180 cm)sign must be used. A TC-105 sign may be usedwhere the sign must be mounted on a narrowmedian.

On freeways, one pair of oversized TC-1105A and onepair of oversized TC-1105B signs must be installed.TC-105B signs may be used where the sign must bemounted on a narrow median.

DETOUR AHEAD 2 KM Sign

15

TC-5B 90 cm x 90 cmTC-105B 120 cm x 120 cmTC-1105B 180 cm x 180 cm



A TC-5, TC-105 or TC-1105 sign must be installed inadvance of the detour information signs (TC-64 toTC-67 and TC-10) at a distance that is to bedetermined by referring to the appropriate Table (A, Bor C).

The TC-5A sign is positioned 1 km in advance of thedetour, and the TC-5B is positioned 2 km in advanceof the detour.

The TC-5A and TC-5B signs must be used (wherespace permits) where one direction of a dividedhighway detours across the median and travels inone lane of the opposing direction. The signs mustalso be installed 2 km in advance of the TC-7DETOUR-TURN OFF/DIVERSION Sign, where theTC-7 is used to indicate a detour.



DETOUR-TURN OFF/DIVERSION Sign

TC-7R 210 cm x 210 cmTC-7R (urban) 120 cm x 120 cm



The TC-7 sign must be used to indicate a roadclosure or route detour, as illustrated on the typicalsign layouts.

Because of its large size, the TC-7 sign must bemounted on stands at a height of 1.2 m frompavement level to the bottom edge of the sign (ratherthan the normal minimum of 1.5 m).

A light visible for a minimum distance of 150 mmust be used in conjunction with this sign and mustbe exposed and kept in flashing operationcontinuously from sunset until sunrise, except wherethe flashing light would cause confusion where thesign is used near a signalized intersection.

ROAD CLOSED Tab Sign

15

TC-7tA 25 cm x 210 cm



A TC-7tA tab sign should be used as a separate tabwhen a roadway is physically closed and analternative route must be taken.

Note: See section 28(3) and 103(3) of the PublicTransportation and Highway Improvement Act R.S.O.1990, R.R.O. May 1986.

LOCAL TRAFFIC ONLY Tab Sign

15

TC-7tB 25 cm x 210 cm





ROADSIDE DIVERSION WARNING Sign(two arrows)

TC-9L (2) 90 cm x 90 cmTC-109L (2) 120 cm x 120 cm


Background – Orange ReflectiveMinimum High reflectivity micro-prismatic fluorescentSheeting after January 1, 2003


A TC-7tB tab sign should be used as a separate tabwhen access to an area beyond the TC-7 DETOURTURN OFF/DIVERSION Sign or TC-7tA ROADCLOSED Tab is permitted.

ROADSIDE DIVERSION WARNING Sign(one arrow)

TC-9R 75 cm x 75 cmTC-109R 90 cm x 90 cm






ROADSIDE DIVERSION WARNING Sign(three arrows)

TC-9R (3) 120 cm x 120 cm




The TC-9 must be installed at locations where trafficis diverted around work areas, largely or entirelywithin the highway right-of-way. The sign indicatesthe vehicle path to be followed. Where the diversionhas more than one lane, a sign with the appropriatenumber of arrows (one arrow per lane) may be usedto indicate to drivers that the roadway lanes arecontinuous through the diversion. If a sign with morethan one arrow is used, the number of arrows on thesign must match the number of lanes on the road.

The sign must be installed in advance of the roaddiversion at a distance determined by referring to theappropriate Table (A, B, or C).

If the highway is divided, two signs must be installed,one on each side of the approaching lanes.

On freeways, the larger sign sizes must be used.

DETOUR DESIGNATION Sign(including DETOUR Marker)

15

TC-10 Sign 60 cm x 120 cm (Urban, min.) (Non-freeway)120 cm x 210 cm (Freeway)



DETOUR Marker

TC-10 45 cm x 45 cm trapezoidTC-110 60 cm x 60 cm trapezoid





DETOUR Markers

TC-10AR 45 cm x 45 cm trapezoid30 cm x 45 cm arrow

TC-110AR 60 cm x 60 cm trapezoid45 cm x 60 cm arrow



TC-10BR 45 cm x 45 cm trapezoid30 cm x 45 cm arrow

TC-110BR 60 cm x 60 cm trapezoid45 cm x 60 cm arrow



TC-10C 45 cm x 45 cm trapezoid30 cm x 45 cm arrow

TC-110C 60 cm x 60 cm trapezoid45 cm x 60 cm arrow



TC-10D 45 cm x 45 cm trapezoid30 cm x 45 cm “ ENDS” tab

TC-110D 60 cm x 60 cm trapezoid45 cm x 60 cm “ ENDS” tab





TC-10ER 45 cm x 45 cm trapezoid30 cm x 45 cm arrow

TC-110ER 60 cm x 60 cm trapezoid45 cm x 60 cm arrow



TC-10FR 45 cm x 45 cm trapezoid30 cm x 45 cm arrow

TC-110FR 60 cm x 60 cm trapezoid45 cm x 60 cm arrow



The TC-10 DETOUR DESIGNATION sign, TC-10marker, and TC-10 A, B, C, D, E, and F markers mustbe used to indicate an alternate route for traffic tofollow where construction activities require the totalor partial closure of roads or streets, and signeddetour routes are required to handle the traffic. TheTC-10 DETOUR DESIGNATION sign must be used asa tab with a TC-66 or TC-67 in order to providemotorists with advance warning of the detour and toinform them of the signs they are required to follow.In urban areas, the TC-10 may be reduced to aminimum of 60 cm x 120 cm. The oversize DETOURmarkers should be used on freeways.

The detour route will be given a “Detour RouteNumber” in order to clearly indicate to motorists theroute they are required to follow. This will alsominimize the confusion for other motorists who arenot following the detour route.

NARROW LANES Sign

10

TC-11 90 x 90 cm





The TC-11 NARROW LANES sign should be used towarn drivers on multi-lane roads that they areapproaching a long duration work area where,because of work operations, the lane widths havebeen reduced. In addition to the sign, old pavementmarkings should be removed or covered, andtemporary solid edge lines and lane lines should beprovided.

TRUCKS USE CENTRE LANE Tab Sign

10

TC-11t 45 x 75 cm



FOR XX KM Tab Sign

10 7.5

TC-11tA 30 cm x 60 cmTC-111tA 45 cm x 90 cm



The TC-11t TRUCKS USE CENTRE LANE tab signshould be used to advise drivers of trucks which laneto use (e.g., Centre, Right, or Left), where lanes havebeen narrowed and the designated lane is the widestor preferred lane for trucks to use.

The supplementary TC-11tA FOR XX KM tab signmay be used to advise drivers of the length of roadfor which the narrow lanes condition exists.

The TC-11tA tab sign may be used with other signswhere it is considered desirable to advise drivers ofthe length of a given work zone or condition.

FLASHING ARROW BOARD Sign (Freeway)

TC-12L 120 cm x 210 cm

Font N/AColour Black Arrow on Orange Reflective Background

Flashing Amber Lights along Stroke of Arrow andEdges of Arrow Head

MinimumSheeting Type III, high intensity



FLASHING ARROW BOARD Sign (Freeway)

TC-12R 120 cm x 210 cm




FLASHING ARROW BOARD Sign (Freeway)(Bar Mode)

TC-12 120 cm x 210 cm

Font N/AColour Black Line on Orange Reflective Background

Flashing Amber Lights along Stroke of LineMinimumSheeting Type III, high intensity

FLASHING ARROW BOARD Sign (Non-freeway)

TC-12L 60 cm x 75 cm




FLASHING ARROW BOARD Sign (Non-freeway)

TC-12R 60 cm x 75 cm






FLASHING ARROW BOARD Sign (Non-freeway)(Bar Mode)

TC-12R 60 cm x 75 cm



FLASHING ARROW BOARD Sign (Striper)

TC-12AL 60 cm x 150 cm




FLASHING ARROW BOARD Sign (Striper)

TC-12AR 60 cm x 150 cm




FLASHING ARROW BOARD Sign (Striper)(Bar Mode)

TC-12A 60 cm x 150 cm



The TC-12 FREEWAY FLASHING ARROW BOARDsign (or, on non-freeways, the TC-12 NON-FREEWAYFLASHING ARROW BOARD), used for lane closures instationary or mobile work operations, must bemounted on vehicles or trailers, as shown in thetypical layouts.



The black arrow silhouette design and orangereflective background (to act as a fail safe device)must be used on all TC-12s. Only TC-12s whichconform to the requirements stated in Book 7 may beused as a replacement for the TC-3 and TC-4 in shortduration operations where shown on various typicallayouts.

The convention for use of TC-12s in stationary workoperations is to use the flashing arrow mode toindicate that a lane shift is required, and to use theflashing bar mode to indicate that the vehicle ortrailer on which the TC-12 is mounted is in a closedlane or on the shoulder, but that no further lane shiftis required. An exception to this is when two flashingarrow mode TC-12s are used, an advance one on theshoulder and a second one at the end of the taper inthe closed lane, to indicate a single lane shift.

The convention for use of TC-12s in mobile workoperations is to use the flashing arrow mode onmulti-lane roads (to reinforce the need to keep to theside of the vehicle, where no cones can be used), andto use the bar mode on two-lane roads (where aflashing arrow could suggest to drivers that they cansafely overtake the work/buffer vehicle).

The TC-12 FLASHING ARROW BOARD sign must notbe used in arrow or bar mode with:

• a Traffic Control Person;

• a Remote Control Device;

• a traffic control signal (portable or temporary);

• a YIELD TO ONCOMING TRAFFIC Sign.

The TC-12 must not be used in arrow mode ontwo-lane roads.

The amber lights on all TC-12s must flashsimultaneously or sequentially to increase theconspicuity and attention-getting value of the arrow.For night use, the light intensity must be reduced. Forpositive guidance purposes, the two arrowheadsshould not normally be displayed at the same time.

Vehicles used for freeway patrol or emergencyresponse on freeways may be equipped with aflashing arrow board sign measuring a minimum of60 cm x 150 cm. These arrow board signs are strictlyused for emergency use and are not consideredsufficient for any type of planned maintenance orconstruction activity.

For details on the operation and design ofarrowboards please contact the Custodial Office.

Note: The TC-12 must be mounted a minimum of1.5 m above the roadway to qualify as a replacementdevice for other traffic control devices.

The TC-12 must meet the specifications outlined inSection 3.2.

The TC-12 NON-FREEWAY FLASHING ARROWBOARD sign must be a minimum of 60 cm x 75 cm.This smaller TC-12 is approved for non-freeway use asspecified in this manual and the Field Edition. TheTC-12 NON-FREEWAY FLASHING ARROW BOARDsign may also be used at nighttime for non-freewaymobile operations.

Since the TC-12 NON-FREEWAY sign is reduced insize, extra consideration must be given to the lightintensity and mounting height to ensure that theTC-12 sign is visible to approaching motorists andthat the arrow shape is retained.

The TC-12A sign (striper) is truck mounted and maybe used for lane closures in pavement-markingoperations. The arrowhead will indicate the directionin which traffic is permitted to pass.



The black arrow silhouette design and orangereflective background (to act as a fail safe design)must be used on the TC-12A.

The amber lights must flash simultaneously orsequentially to increase the conspicuity andattention-getting value of the arrow. For night use thelight intensity must be reduced. For positive guidancepurposes, the two arrowheads should not normally bedisplayed at the same time.

Except where obviously different in size and numberof lamps, the TC-12 (Non-freeway) and the TC-12A(Striper) must meet the same specifications as for theTC-12 (Freeway), outlined in Section 3.2.

PAVEMENT ENDS Sign

TC-13 90 cm x 90 cm

Font N/A

Colour Legend & Border – BlackBackground – Orange Reflective

MinimumSheeting Type I, engineering grade

The TC-13 sign must be installed in advance of thepoint where the pavement ends because of roadworkand changes to a gravel surface. The advancedistance from this point is established by referring tothe appropriate Table (A, B or C).

The TC-13 sign is to be used only if the gravelsurface extends for more than 10 m. For distancesless than 10 m, a TC-15 BUMP sign should be used.

BUMP AHEAD Sign

TC-14 60 cm x 60 cm



The TC-14 sign must be used as an advance warningsign preceding the TC-15 BUMP sign. The TC-14 signmust be located in advance of the TC-15 sign, at adistance taken from the appropriate Table (A, B or C).It must be removed as soon as the roadwaydeficiency no longer exists. The TC-14 sign may notbe required in low speed urban areas.



BUMP Sign

TC-15 60 cm x 60 cmFont N/AColour Legend & Border – Black


The TC-15 sign must be used to give warning of asharp change in the profile of the road that issufficiently abrupt to create a hazardous discomfortto passengers, to cause a shifting of cargo or todeflect a vehicle from its intended course when thebump is crossed at the posted speed limit. The signmust be installed adjacent to the bump and removedas soon as the roadway deficiency no longer exists.

TURN Sign

TC-16AL 60 cm x 60 cmTC-116AL 75 cm x 75 cm



SHARP CURVE Sign

TC-16BL 60 cm x 60 cmTC-116BL 75 cm x 75 cm





CURVE Sign

TC-16CL 60 cm x 60 cmTC-116CL 75 cm x 75 cm



SHARP REVERSE CURVE Sign

TC-16DL 60 cm x 60 cmTC-116DL 75 cm x 75 cm



REVERSE CURVE Sign (one arrow)

TC-16EL 60 cm x 60 cmTC-116EL 75 cm x 75 cm




REVERSE CURVE Sign (two arrows)

TC-16EL (2) 75 cm x 75 cmTC-116EL (2) 90 cm x 90 cm






REVERSE CURVE Sign (three arrows)

TC-16EL (3) 90 cm x 90 cmTC-116EL (3) 120 cm x 120 cm




Curve warning signs are required in constructionareas to indicate a sharp curve or turn and physicalcurvature of the roadway. Any existing warning signs(yellow background) need not be replaced by theorange signs. In general, oversize curve warning signsmust be used on construction projects in rural areas,and on all road sections where higher operatingspeeds (70 km/h or higher) can be safely maintained.Where there are severe space restrictions in urbanareas, and low vehicle speed conditions prevail, thesmaller curve warning signs may be used.

The TC-16E REVERSE CURVE sign must be usedwhere two curves in opposite directions are separatedby a tangent of less than 120 m. The TC-16D SHARPREVERSE CURVE sign must be used to indicate the

route of a detour. A TC-16ER RIGHT REVERSECURVE sign must be used if the first curve is to theright. A TC-16EL LEFT REVERSE CURVE sign mustbe used where the first curve is to the left.

On freeways, the larger sign sizes must be used.

ADVISORY SPEED Tab Sign

20

8

TC-17t 45 cm x 45 cm



The TC-17t sign should only be displayed where thesafe speed has been determined by the use of a ballbank indicator (or equivalent method) in accordancewith the procedure outlined in OTM Book 6 (WarningSigns), Section 2.

If necessary, the TC-17t sign will be mounted belowthe primary signs TC-9 and TC-16A to E.



CHEVRON ALIGNMENT Sign

TC-18 45 cm x 60 cmTC-118 60 cm x 75 cm



Type III, high intensity before January 1, 2003

CHEVRON ALIGNMENT signs may be used to provideadditional guidance for the vehicle operator as tochanges in the horizontal alignment in the roadway.See also Book 6 (Warning Signs) and Book 11(Markings and Delineation).

CHEVRON ALIGNMENT signs may be installed onlyon the outside of a curve or sharp turn and mustnormally be located at right angles to oncomingtraffic, but must not be so located as to be misreadby opposing traffic. As sight conditions will vary, thespacing of the CHEVRON ALIGNMENT signs shouldbe determined by a field investigation. All signs usedat a location must be of the same size, and spacingof the signs should be such that the motorist alwayshas two signs in view until the change in alignmenteliminates the need for the signs. Where used, aminimum of four CHEVRON ALIGNMENT signs mustbe used.

The signs should be installed at a height of 1.2 m to1.5 m above the near edge of the nearest traffic laneto the bottom of the sign. Otherwise they are to beinstalled in accordance with the general spacingrequirement of Book 6, Table 7, or Book 11, Table 5.

The CHEVRON ALIGNMENT sign consists of a blacksymbol on an orange background. This sign may onlybe installed where in the opinion of the responsibletraffic officials, such a warning is essential.

GROOVED PAVEMENT Sign

TC-19 90 cm x 90 cm



The TC-19 GROOVED PAVEMENT sign may beused to provide warning to motorists, includingmotorcyclists, where the pavement has been milled orgrooved.



GROOVED PAVEMENT Tab Sign

12.5




The supplementary TC-19t GROOVED PAVEMENT tabsign may be used with the TC-19 sign for aneducational period.

PREPARE TO STOP Sign

12.5

TC-20 75 cm x 75 cmTC-120 90 cm x 90 cm



PREPARE TO STOP Sign (with amber flashers)




The TC-20 PREPARE TO STOP sign may be usedwhere there is a high probability, or certainty, thatmotorists will have to stop for particular kinds ofwork operations or for recurring congestion resultingin stop and go traffic. This sign must be covered orremoved in periods where there is not a highexpectation or certainty of having to stop. TheTC-20A PREPARE TO STOP sign with two amberflashers, one on each side of the sign, alternating in a“side to side” manner, may be used together with theTC-20At tab sign, when the amber flashers aretriggered by an event or situation that will requirea stop.



WHEN FLASHING Tab Sign

8

TC-20At 45 cm x 75 cmTC-120At 60 cm x 90 cm



The TC-20At WHEN FLASHING tab sign may be usedwith the TC-20A sign (or with the TC-31 TRUCKENTRANCE sign) when there is a high probability thatmotorists will have to stop, when triggered by anevent or situation that will require a stop.

These signs may be considered at locations such asone or more of the following conditions:

• at work operations where periodic traffic stops arenecessary, and can be signalled to motorists, andvisibility of the operation and the need to stop isotherwise poor;

• at work operations where motorist visibility ofcongested end-of-queue conditions is poor, andwhere the sign can be activated by a presencedetector at such locations.

The amber flashers used with the sign must not flashcontinuously, but only when triggered by an event orsituation that will require a stop.

TRAFFIC CONTROL PERSON (TCP) AHEAD Sign

TC-21 60 cm x 60 cmTC-121 90 cm x 90 cm




Type I engineering grade before January 1, 2003

The TC-21 sign must be used at all times when aTCP is on duty and must be taken down when theTCP is not on duty.

The sign must be placed in advance of the TCP at adistance determined by referring to the appropriateTable (A or B) and must be mounted on a portablestand with flagpoles and opaque fluorescent orangeflags, 45 cm x 45 cm in size, mounted at a height of1.5 m to 2.5 m above the ground.



TRAFFIC CONTROL Sign (STOP/SLOW Paddle)

15 12.5

TC-22 45 cm x 45 cm

Font Highway Gothic CColour SLOW – High reflectivity micro-prismatic& Sheeting fluorescent yellow-green sheeting after

January 1, 2001, for diamond-shapedbackground; black legend, border and cornersSTOP – Type III, high-intensity retroreflective redafter January 1, 2001, for octagon-shapedbackground; Type III, high-intensityretroreflective white legend and border

This double-sided hand-held traffic control devicemust be used by the TCPs to direct traffic bysignaling the desired warning towards oncomingvehicles in accordance with instructions detailed inSection 4.4, and the training given by the roadauthority or the contractor. If only one TCP is beingused, the side of the sign not facing the intendeddirection of control must be covered so as not toconfuse drivers in the opposing direction. The TC-22must meet the requirements of OHSA R.R.O. 213/91and 145/00, Section 68.

SIGNALS AHEAD Sign

TC-23 60 cm x 60 cmTC-123 75 cm x 75 cm

Font N/AColour Legend – Black, with red, yellow, and green balls

Border – BlackBackground – Orange Reflective


The TC-23 sign must be used as an advance warningsign in conjunction with all Portable Traffic ControlSignals or Temporary Traffic Signals.

This sign is to be installed in advance of the signalsystem at a distance specified in the appropriateTable (A or B).

The sign must be removed or covered when thePortable Traffic Control Signal or Temporary TrafficSignal is not in operation.



REMOTE CONTROL DEVICE AHEAD Sign


Font N/AColour Legend – Black, with red and yellow balls

Border – BlackBackground – Orange Reflective


The TC-23A sign must be used as an advancewarning sign in conjunction with Remote ControlDevices.

This sign is to be installed in advance of the RemoteControl Device at a distance specified in theappropriate Table (A or B).

The sign must be removed or covered when theRemote Control Device is not in operation.

PREPARE TO STOP Tab Sign

10

TC-23At 45 cm x 75 cm



The TC-23At PREPARE TO STOP tab sign must beused with the TC-23A sign.

UNEVEN LANES Sign

TC-24 75 cm x 75 cmTC-124 90 cm x 90 cm



The TC-24 UNEVEN LANES sign should be usedduring work operations which create a difference inelevation between adjacent lanes that is large enoughto create a hazard for motorists.



DO NOT PASS WHEN FLASHING Sign

15

TC-27 75 cm x 150 cm

Font Helvetica Bold CondensedColour Legend & Border – Black


The DO NOT PASS WHEN FLASHING sign must beused where a pilot vehicle is used to guide trafficthrough a single lane work zone on a two-lanehighway, or where one or more pace vehicles is usedto control the speed of traffic through a work zone orto implement a rolling closure. The sign is mountedon the rear of the pilot vehicle or pace vehicle(s), inplain view of following vehicles. See Section 2.5 onthe use of pilot vehicles, pace vehicles, and rollingclosures. The sign is not required on police vehiclesacting as pilot or pace vehicles.

TRUCK ENTRANCE Sign




TRUCK ENTRANCE Sign (with amber flashers)

TC-31AL 90 cm x 90 cm





WHEN FLASHING Tab Sign

8

TC-120At 60 cm x 90 cm



These signs must be used when trucks are using atemporary entrance where they would not normallybe expected. The signs may also be used tocompensate for limited vision of a crossing heavilyuse by trucks.

When the signs are used to compensate for limitedvision, this sign must be installed where the sitedistance is less than that given in Table 11. The sightdistance of the vision triangle is measured from thecentre-line of the entry road at a distance of 5 m fromthe edge of the pavement of the travelled portion of

the main road. It is measured from a point at a heightof 1.05 m above the side road level to a point on thecentre line of the main road and 1.05 m above thetravelled surface on the main road.

The TC-31 sign must be installed in advance of thecrossing in accordance with distances set out in theappropriate Table (A, B or C).

If the truck entrance is on the left, the TC-31L shownabove must be used. The reverse symbol sign TC-31Rmust be used where the truck entrance is on theright. For a truck crossing only the TC-31R is tobe used.

Where the presence of a truck about to enter the roadis detected automatically, the TC-31A sign may beused, with two amber flashers, one on each side ofthe sign, alternating in a “side to side” manner,activated by the detector, so that the amber flashersprovide a positive signal to motorists that a truck isabout to enter the road. When the TC-31A sign isused, the TC-120At WHEN FLASHING tab sign mustalso be used. The flashers should not be flashingcontinuously, otherwise they will lose theireffectiveness. Care must also be taken to ensure thatthe detector system activating the flashers is intactand functioning properly.

Table 11 – Sight Distance Criteria for Truck Entrance Signing (m)

)h/mk(timiLdeepS 05 06 07 08 09 001

yawdaorenal-owT 09 501 521 051 561

ehterehw(yawdaordedividenal-ruoF)htdiwnieromrom5.5siredivid

09 501 521 051 561 081

yawdaorenal-eerhT 001 511 531 061 571 002

syawdaorenal-ruofrehtO 011 031 051 081 002 022



TEMPORARY BRIDGE Sign

TC-32 90 cm x 90 cm



TEMPORARY BRIDGE XX KM/H Tab Sign

12.5

10




The TC-32 sign must be used to warn of a temporary(usually a bailey) bridge ahead, on which the trafficspeed is severely reduced, normally to approximately30km/h. The TC-32 sign must be installed about150 m in advance of the bridge.

The TC-32t TEMPORARY BRIDGE XX KM/H tab signis not mandatory but may be used for optionalmessages regarding the bridge, advisory speed rates,or both, if deemed necessary for the safety ofmotorists.

LOW BRIDGE AHEAD Sign

15

TC-33 90 cm x 240 cm


Background – White ReflectiveMinimumSheeting Type I, engineering grade



LOW CLEARANCE AHEAD XX M Sign

152010




LOW CLEARANCE XX M Sign

20 15 10

TC-33B 60 cm x 90 cm



The TC-33 sign must be installed about 400 m inadvance of the last exit that trucks can use to avoidthe low clearance in a construction area. This signmust be used only where the clearance of thestructure is less than 4.5 m.

It should be borne in mind that the clearance may bechanging frequently and that trucks may not beconfined to the normal travelled portion. Frequentchanges may be necessary as the work progresses.

Immediately after construction, resurfacing, or surfacetreatment, or any action which would modify theclearance of the structure, the revised clearanceshould be accurately measured and the obtainedclearance figures reported without any delay to theroad or traffic authority for determination of the needfor clearance signing.

As an alternative to the TC-33 sign, where space islimited and where frequent opportunities exist tobypass the low bridge (e.g., urban areas), the TC-33Aand TC-33B LOW CLEARANCE signs may be used.The TC-33A and the black and orange TC-33 signsshould be used only where the low clearance is aresult of the work zone activities. If the low clearanceis a permanent or semi-permanent condition, theblack and yellow Wa-26 and Wa-27 signs should beused instead.

The advance sign TC-33A is located in advance ofthe low clearance. The TC-33B is installed, if possible,on the structure just above the opening and over thecentre of the roadway, unless the clearance varies overthe width of the structure, in which case a secondsign is installed to indicate the lesser clearance.

Whenever possible, advance warning of the lowclearance condition should be located to permitoverheight vehicles to select an alternate route.Additional advance signing, with a TC-3tA distancetab, may be used for this purpose.



TWO-WAY TRAFFIC Sign

TC-34 90 cm x 90 cm



The TC-34 sign must be used to warn motoristsdriving on a one-way street or highway, that they areapproaching a road section where a two-way trafficflow is temporarily in operation because ofconstruction. This situation will occur mainly whereopposing traffic has been directed across the medianof a multi-lane highway because of construction onthe other side.

The TC-34 sign must be installed in advance of thetwo-way traffic area at a distance defined by theappropriate Table (A, B or C), in order to prepare themotorist for the change in the mode of traffic flow.

Note: The beginning of the two-way traffic flow, andadditional reminder signs as appropriate, will bemarked by regulatory Rb-24 (Rb-124) signs.

RAMP CLOSED AHEAD Sign

12.5

TC-35 90 cm x 90 cm



The TC-35 sign is used to warn motorists driving on amulti-lane street or highway, that they are approachingan exit ramp which is temporarily closed because ofconstruction or maintenance. It must be used for ShortDuration operations, and may be used to supplementLong Duration signs, such as the TC-64A or TC-64B.

The TC-35 sign must be installed in advance of the exittaper/deceleration lane (if present), or channelization, ata distance defined by the appropriate Table (A, B or C),in order to prepare the motorist for the closure.



MAXIMUM SPEED Advisory Sign

10C

30D

10D

TC-36 60 cm x 90 cm

Font “ Maximum” Highway Gothic C“ Speed” Highway Gothic D“ km/h” Highway Gothic D

Colour Legend & Border “ Max. 50” – BlackBackground “ Max. 50” – Orange ReflectiveLegend & Border “ km/h” – Orange ReflectiveBackground “ km/h” – Black


The TC-36 sign is to be used in place of the Rb-1and Rb-7t MAXIMUM SPEED sign where it is notpractical to impose a regulatory speed limit. Thiswould include sections where the geometrics of theroadway are not reduced due to construction butpublic traffic is required to mingle with heavy gradingor similar operations and it is considered that acombination of advisory speed signing and properprocedures by traffic control persons should beadequate provisions for the safe passage of traffic.

The signs should be installed approximately 600 mapart for advisory speed zones up to 2 km long, andapproximately 1.5 km apart for advisory speed zonesof longer distances. Regulatory speed limit signplacement must comply with longitudinal spacingrequirements as stipulated by the Highway Traffic Act.

SOFT SHOULDERS Sign

10

TC-37 60 cm x 60 cm



The TC-37 sign must be used in work zones wheresoft shoulders present a hazard to vehicles that mayget off the pavement.

The signs must be installed at regular intervalsapproximately 300 m apart over a 1 km stretch and900 m apart on longer sections, and must beremoved after the shoulders have become thoroughlycompacted, or are safe for low-speed traversal.



NO EXIT Sign

12.5

TC-39 45 cm x 45 cm



The TC-39 sign must be used to warn motorists atthe entrance to a side road or side street that, due tomaintenance or construction, the highway or thestreet temporarily has no outlet.

This sign must be conspicuously posted, on bothsides of the entrance to the side road eitherindividually on separate posts or mounted on thebarricade blocking the entrance.

PEDESTRIAN DIRECTION Sign




The TC-40 sign is used to indicate to pedestrians theintended pathway through or around a construction,maintenance, or utility work area. The sign should beused where the pedestrian is likely to be uncertain asto the intended pathway.

CONSTRUCTION ZONE BEGINS Sign(formerly TC-41A)

8

10

10

Rb-90A 60 cm x 90 cm

Font “ Construction” Highway Gothic D“ Begins” Helvetica Bold Condensed

Colour “ Construction Zone” :Legend & Border – BlackBackground – White Reflective

“ Begins” :Legend & Border – White ReflectiveBackground – Black




CONSTRUCTION ZONE ENDS Sign(formerly (TC-41B)

8

10

10

Rb-90B 60 cm x 90 cm

Font “ Construction” Highway Gothic D“ Ends” Helvetica Bold Condensed

Colour “ Construction Zone” :Legend & Border – BlackBackground – White Reflective

“Ends” :Legend & Border – White ReflectiveBackground – Black


The Rb-90A and Rb-90B signs are used to indicatethe limits of a construction zone. The Rb-90A(formerly TC-41A) CONSTRUCTION ZONE BEGINSsign must be installed at the beginning of theconstruction zone and the Rb-90B (formerly TC-41B)CONSTRUCTION ZONE ENDS sign must be installedat the end of the construction zone. These signsare required on projects for which the Ministry ormunicipal by-law and associated road authorityprocedures has established a construction speedzone.

YIELD Sign (Ra-2)(not shown)

YIELD AHEAD Sign

Wb-1A 75 cm x 75 cm

Font N/AColour Arrow & Border – Black

Yield Symbol – Red Reflective and White ReflectiveBackground – Yellow Reflective


The use of the YIELD sign for control of normal roadtraffic is described in Book 5 (Regulatory Signs).

If it is considered necessary or desirable to advisedrivers of construction vehicles exiting from workareas into travelled traffic lanes that they must yield totraffic in those lanes, the YIELD sign may be used forthis purpose. The YIELD TO ONCOMING TRAFFICsign (Rb-91) must not be used for this purpose.

The use of the YIELD AHEAD sign for control oftraffic is described in Book 6 (Warning Signs)

A Wb-1a sign should be used in conjunction withthe Rb-91 sign (formerly TC-43 sign) where traffic isapproaching at high speed and an advance warningfor the one lane traffic control is considered essential.



YIELD TO ONCOMING TRAFFIC Sign(formerly TC-43)

12.5

10

60

Rb-91 90 cm x 120 cm


Yield Symbol – Red Reflective and White ReflectiveBackground – White Reflective


The Rb-91 (formerly TC-43) YIELD TO ONCOMINGTRAFFIC sign must be used only on two-lane,two-way roadways, where only one lane is availablefor traffic and the traffic volume is too low to warrantthe installation of portable traffic control signals ortemporary traffic control signals or the use of a TCPon duty for 24 hours a day. See Book 5 (Regulatory

Signs). The sign must be installed in the direction ofthe closed lane only and located at a distance inadvance of the lane closure specified in theappropriate Table (A or B). The sign must be coveredor removed when the TCP is on duty.

In some situations, partial lane shifts (See Section 1.9and Figures TL-9 and TL-10 in Section 8) may beused as an alternative to this form of traffic control.

DO NOT USE RADIO TRANSMITTER Sign

12.5

TC-44 60 cm x 90 cm





RESUME USE OF RADIO TRANSMITTER Sign

12.5

TC-45 60 cm x 90 cm



The TC-44 sign must be installed where blasting isbeing done, whenever an electrical detonating systemis in use adjacent to the highway. The sign must beinstalled 1 km in advance of the blasting area.

The TC-45 sign must be installed in conjunction withthe TC-44 DO NOT USE RADIO TRANSMITTER signwhere blasting is being done, whenever an electricaldetonating system is in use adjacent to the highway.The sign must be installed 1 km past the end of theblasting area.

ROAD CLOSED Sign(formerly TC-46)

10

70

Rb-92 90 cm x 120 cm

Font Highway Gothic EColour Legend & Border – Black

Do Not Enter Symbol – Red Reflectiveand White ReflectiveBackground – White Reflective


The Rb-92 (formerlyTC-46) ROAD CLOSED sign mustbe used where, due to construction activities, aroadway must be temporarily closed. See Book 5(Regulatory Signs). Note: See Subsection 28(3) ofthe Public Transportation and Highway ImprovementAct R.S. O. 1990.

Table E.1 in Section 8 illustrates the typical usage ofsigns through a temporary work zone.



6.2 Channelizing Devices,Barricades and Barriers

Table E.2 (Section 8) provides general guidelines forthe use of cones, markers, barricades, and barriers.

Traffic Cones

45cm

70cm

100cm

Traffic Cones may be used to delineate and tochannelize traffic along a specified route. This markermay be placed at the edge of the closed lane andspaced in accordance with details given in theappropriate Table (A, B or C).

The TC-51A cone (45 cm) may be used only for zonepainting, and must have a white reflective collar. Forall other uses of cones, the TC-51B (70 cm) with awhite reflective collar is the standard cone (with theTC-51C, with white reflective collar as an acceptablealternate).

The white reflective cone collar must be 10 cmto15 cm wide, mounted on the upper one-third of thecone taper, 10 cm below the top of the cone ormarker (Type III or IV, high intensity reflectivesheeting).

Any cones used at night must have a reflective collaras described. As of January 1, 2002, all cones willrequire reflective collars.

Reflectorized TC-52s or TC-54s may be used, and insome cases must be used, as alternatives to cones.See the sections below on these devices.

Cones are easily blown over or displaced unless theirbases are ballasted or enlarged to increase stability.The ballast must not present a hazard if the cone isstruck. Suggested means of ballasting includedoubling the cones, using heavier weighted cones,using special weighted bases, or using masses suchas sandbag rings or ballast rings made out ofrecycled tires.

Construction Marker

10

10

10

10

10

10

10

10

10

120

90

20

TC-52 20 cm x 90 cm, top edge mounted120 cm above ground level

Font N/AColour Alternating black and reflective horizontal

orange bands, 10 cm wideMinimumSheeting Type III, high intensity



The TC -52 marker may be used to delineatediversions and closed lanes, channelize traffic througha construction area, mark channelizing tapers inadvance of closed lanes and generally provideseparation between construction work site and theflow of traffic.

The markers shall be placed at the edge of closedlanes and spaced in accordance with speed relateddistances detailed in the appropriate Table (A, B or C).

Consideration should be given to other channelizingdevices (e.g., TC-54) for high speed, high volumeareas. See Table E.2 in Section 8.

Appropriate bases and uprights (as approved by theroad authority) are necessary to ensure the stability ofthe sign and driver safety in both rural or urban areas.

Flexible Drum (Barrel)

10

10

10

10

10

10

10

10

100

20

TC-54 Approximately 100 cm high, base diameter55 cm minimum, top diameter 33 cm minimum

Font N/AColour Circumferential horizontal alternating black and

reflective orange bands, 10 cm wideMinimumSheeting Type III, high intensity

The TC-54 flexible drum (barrel) may be used todelineate diversions and closed lanes, channelizetraffic through a construction area, mark channelizingtapers in advance of closed lanes and generallyprovide separation between construction work siteand the flow of traffic.

When located near traffic lanes, drums may reducecapacity. Drums should be placed with care to reducethe likelihood of impact.

Where space permits, TC-54s should be used onfreeways and other high speed, high volume roads,rather than TC-52s.

Flexible Drums must be approximately 100 cm inheight and a minimum of 55 cm in diameter at thebase and 33 cm at the top. The markings of theflexible drums must be horizontal, circumferential,alternating black and reflectorized orange stripes (fourbands of approximately 10 cm each).

The drum must be manufactured to include an anti-roll device in case of impact and should not be of aconstruction which creates a hazard to vehicles. Thedrum must be ballasted in such a manner as to notbe a hazard to motorists or workers. Suggestedmeans of ballasting include ballast rings of recycledtires or loose sand placed at the bottom (not morethan 25 kg). Drums should not be ballasted withrocks, chunks of concrete, or similar objects. Ballastshould not be placed at the top of the drums.



Barricades

100 cm

10 cm STRIPES

ORANGE PAINT

BLACK

REFL. ORANGE

20 cm

TC-53A One horizontal cross bar, 20 cm x variablelength, top edge mounted 100 cm aboveground level

Font N/AColour Alternating black and reflective vertical orange

bands, 10 cm wide; orange bases/supportsMinimum Type III, high intensity on horizontal bars;Sheeting bases/supports may be painted

100 cm

10 cm STRIPES

ORANGE PAINT

BLACKREFL. ORANGE

20 cm

TC-53B Two horizontal cross bars, 20 cm x variablelength, top edge of top bar mounted 100 cmabove ground level

Font N/AColour Alternating black and reflective vertical orange

bands, 10 cm wide; orange bases/supportsMinimum Type III, high intensity on horizontal bars;Sheeting bases/supports may be painted

The TC-53A or TC-53B barricades must be usedprimarily for blocking off road excavation sites orother work site hazards and to prevent vehiculartraffic from penetrating into work areas. They mayalso be used for short-term road closures. The use ofthe light or heavier barricades depends on approachspeed of traffic and the nature and severity of hazardsfor which these devices provide protection.

The TC-53A or TC-53B must not be used as achannelizing device.

Temporary Concrete Barriers

On long-term freeway construction projects thefunction of preventing vehicular penetration into thework areas must be carried out by temporaryconcrete barrier walls or equivalents. They may alsobe used to positively separate two-way, high-speed/high-volume traffic flows.

Although barrier walls may serve the additionalfunction of channelizing traffic their use should bedetermined by the protective requirements of thelocation rather than the channelizing needs. Approvedreflective devices are required on temporary concretebarriers at spacings to be determined by the roadauthority.

Information regarding standards and specifications fortemporary concrete barriers including installationdetails, means of reflectorization, end treatment andother particulars are available from the HighwayDesign Office of the Ministry of Transportation.



6.3 Information andDirectional Guide Signs

NEW ROADWAY OPEN Sign

45 20

TC-61 120 cm x 210 cm



The TC-61 sign, when used, must be installedapproximately 1 km in advance of the best alternativeroute and 1 km in advance of the beginning of thenew section of highway. This sign is to be used toinform potential users that a new road is open. Thesign is to be removed one year after it is installed.

ALTERNATE HIGHWAY ROUTE Sign

20

TC-62 120 cm x 240 cm



The TC-62 sign, when used, must be installed 100 mbeyond the TC-66 HIGHWAY SECTION CLOSED signto indicate the alternate route around the closed areaof a through highway.

ROAD CLOSING/RESTRICTION NOTICE Sign(Full-Time)

20

15

TC-64 120 cm x 240 cm



The TC-64 sign must be installed in advance of aninterchange which is to be closed or restricted, atleast one week prior to the actual closing date ofthe ramp.

This sign is to be located in advance of the first guidesign pertaining to the interchange so as not tointerfere with the existing guide signs and is to beremoved immediately after the closing of the ramp.

The regulations concerning road closings by theOntario Municipal Board must be precisely followedand where these exist, full information should beobtained from the appropriate traffic authority.



ROAD CLOSING NOTICE Sign

10

15

TC-65 120 cm x 120 cm



The TC-65 sign must be installed at strategicallyselected locations of the street at least one week priorto the actual closing date of the street. It must beremoved immediately after the street has been closed.

HIGHWAY SECTION CLOSED Sign

2043

TC-66 120 cm x 210 cm



The TC-66 sign must be installed to inform themotorist of a section of through highway that isclosed. This sign must be installed 1 km in advanceof the best detour route.

In urban areas, a reduced size sign may be desirable.



STREET SECTION CLOSED Sign

20

TC-67 120 cm x 210 cm



The TC-67 sign must be installed to inform motoriststhat a street on which they are driving will be closedat its junction with a designated sideroad. This signmust be installed 1 km in advance of the signeddetour turn off.

In urban areas, a reduced size sign may be desirable.

CONTRACT IDENTIFICATION Sign(ROAD AUTHORITY) (not shown)

TC-71 Variable

Font VariableColour Legend & Border – Black

Background – Orange RelfectiveMinimumSheeting Type I, engineering grade

The TC-71 is a generic sign number reserved forcontract identification signs installed by the roadauthority to identify a road construction project, itslength, and the road authority responsible. This sign isnot shown as its design may vary from road authorityto road authority.

CONTRACT IDENTIFICATION Sign(JOINT PROJECT)

10

TC-72A 120 cm x 210 cm

Font Helvetica MediumColour Legend & Border – Blue

Background – WhiteMinimumSheeting None; painted sign



CONTRACT IDENTIFICATION Sign(JOINT PROJECT)

10

TC-72B 120 cm x 210 cm



The TC-72A and TC-72B signs must be installed onprojects for road-rail grade separations when asuccessful application has been made under Part 11of Bill C-27 of the Railway Relocation and CrossingAct. This sign must show specifically the extent offinancial involvement of each of the participants.

On municipal projects where Transport Canada, theProvince of Ontario, a municipality and railway areinvolved, the TC-72A sign must be installed.

On Provincial projects where only Transport Canada,the Province of Ontario and the railway are involved,the TC-72B sign must be installed.

The TC-72A and B signs must be installed in advanceof the CONSTRUCTION AHEAD sign closest to theconstruction site at the distance specified in theappropriate Table (A, B, or C).

CONTRACT IDENTIFICATION Sign(CONNECTING LINK PROJECT)

10

10

5

10

8

10

10

TC-73A 150 cm x 240 cm

Font Helvetica Medium and Highway Gothic CColour Legend & Border – Blue




CONTRACT IDENTIFICATION Sign(DEVELOPMENT ROAD PROJECT)

10

10

5

10

8

10

10

TC-73B 150 cm x 240 cm



The TC-73A CONTRACT IDENTIFICATION(Connecting Link Projects) sign must be installed toidentify construction projects on connecting links forwhich cost sharing has been provided by the Ministryof Transportation. The TC-73B CONTRACTIDENTIFICATION (Development Road) sign must beinstalled to identify construction projects ondevelopment roads for which cost sharing has beenprovided by the Ministry of Transportation. The signmust be installed only if the municipality or townshiphas no objections to the installation of such a sign.

On railroad grade separation projects, the standardTC-72A or B CONTRACT IDENTIFICATION (JointProject) sign should be used instead of the TC-73A orB signs. For connecting link projects which areadministered by the Ministry of Transportation, thestandard TC-71 Contract Identification will be usedinstead of the TC-73A sign.

Two signs will normally be required for each project,one at each end of the section under construction.The TC-73B sign must be installed in advance of theCONSTRUCTION AHEAD sign closest to theconstruction site at the distance specified in theappropriate Table (A, B, or C).

CONTRACT IDENTIFICATION Sign(MUNICIPAL PROJECT)

4.5

10

20

8

TC-74 120 cm x 180 cm

Font Highway Gothic CColour Legend & Border – Blue


The TC-74 sign is to be installed in advance of aconstruction area to indicate that the followingconstruction is being done by the municipality underthe contract number shown as part of the sign.

Two signs will normally be required for each project,one at each end of the section under construction.The TC-74 sign must be installed in advance of the“Construction Ahead” sign closest to the constructionsite at the distance specified in the appropriate Table(A, B or C).



CONTRACTOR’S IDENTIFICATION Sign

15

10

TC-75 Variable; max. of 90 cm x 180 cm



The TC-75 sign may be erected by the contractoreither directly beside the TC-71, TC-73, TC-74signs or, in the case of insufficient space, just pastthe CONTRACT IDENTIFICATION sign. This signshall be restricted to a size of not larger than90 cm x 180 cm. If it is installed, it should givethe contractor’s name and telephone number only.

The background colour shall not be red, yellow ororange and the sign may be non-reflectorized.



7. Traffic Control Devices:Quality ReplacementGuidelines

Introduction

Traffic control devices in work zones must bemaintained in good condition. Section 25 (1) (b) ofthe OHSA places responsibility on employers toensure that equipment, materials, and protectivedevices provided by them are maintained in goodcondition.

Traffic control in work zones depends upon goodvisibility and legibility of the devices used. By thevery nature of temporary conditions, involvingstorage, transport, installation, removal, andrelocation, traffic control devices in work zones areoften subjected to hard use, wear, and damage. Thismay result in loss of effectiveness due to soiling,deformation, gashes, other breakage, and loss of ordamage to reflective sheeting, text, or symbols. Acertain amount of wear degradation of devices can beaccommodated without significant loss ofeffectiveness, and it is not practical to require newdevices at all times. Yet a certain standard of qualitymust be maintained. Traffic control devices must beevaluated, and quality replacement guidelines areneeded to provide guidance as to when used devicesneed to be replaced to assure continued effectiveness.The purpose of this section is to provide illustrativeguidelines of this type, to enhance effectiveness andsafety for motorists and workers.

Device quality should be evaluated at various stages,including storage, preparation for drop off at the workzone, installation, and regularly during the course ofthe work. Good quality control throughout the stagesof the work will reduce costs and minimize the needfor replacement on-site.

Although the principal responsibility for ensuring thattraffic control equipment, materials and protectivedevices are maintained in good condition rests withthe contractor, it is also important that there beperiodic monitoring of contractor compliance by theroad authority in order for the outlined qualityguidelines to be effective. If monitoring ofcompliance is not done, or not effectively andconsistently done, quality will slip. If road authoritiesdo not require, and monitor to ensure, the installationof quality devices, they are inviting contractors not todo so. If contractors believe that monitoring is likelyto be weak, they will have little incentive to installgood quality devices or to base their bid on thesupply of good quality devices.

The material in this section is based on conceptsoutlined in the American Traffic Safety ServicesAssociation’s (ATSSA) “Quality Standards for WorkZone Traffic Control Devices,” but has been modifiedfor purposes of this manual and its application inOntario.

The quality of work zone devices has been dividedinto three categories: acceptable, marginallyacceptable, and unacceptable.

Acceptable devices meet the quality requirementsoutlined herein and all design, size, and colourrequirements, and may be used on highwayconstruction, maintenance and utility projects. Thepercentage of acceptable devices on a work projectshould be at least 50%, at any time, or as containedin the contract specifications or road authorityrequirements.

Marginally acceptable devices are at or near thelower end of acceptability. Such devices may be useduntil they become unacceptable. The percentage ofmarginally acceptable devices on a work projectshould not exceed 50% at any time, and if used,should be interspersed with acceptable devices sothat a sizeable length of a work zone is not allmarginally acceptable.



Unacceptable devices should not be delivered tothe work site, or used on a work project, and shouldbe replaced or repaired within 12 hours ofnotification, or as contained in the contractspecifications or road authority requirements. Where10% or more of the surface of a traffic control device,or 20% of the retroreflective material on the trafficcontrol device is damaged or missing, the device isunacceptable and should be removed from service.

The 50% acceptability criterion outlined aboveapplies to each traffic control device type takenby itself.

Figures 7 to 10, illustrating selected traffic controldevices, together with the accompanying description,should be used as a guide to determine whether thedevice is acceptable, marginally acceptable, orunacceptable. Such assessments are somewhatsubjective, and devices can be worn or damaged in awide variety of ways. All such worn or damagedstates cannot practicably be depicted.

Quality Guidelines

All traffic control devices used in work zones mustconform to the requirements of Book 7 and contractdocuments with regard to size, shape, colour,placement, and legend. Sign positioning at the workzone should be determined based on site conditions.Signs should be as near vertical as practicable. Barrels(Flexible Drums) that are dented severely enough toaffect their overall dimensions or contain fracturesthat affect their stability or ability to retain thereflective sheeting are unacceptable.

Any situation where there are more than two adjacentchannelizing devices missing or substantially out ofalignment will cause an unacceptable situation.

Persons engaged in traffic control should routinelyinspect their equipment at night to assure that thelevel of retroreflectivity is adequate and the devicesare clearly visible and legible.

Evaluation Guide

Work Zone Signs (Figures 7 and 8)

• Acceptable: Minor abrasions, no loss of lettering.The message is legible per design criteria ofBook 1b.

• Marginally acceptable: Many surface abrasions,including individual letters of message. Signsurface is free of residue. Background colour andreflectivity are still apparent at night. The messageis legible per design criteria of Book 1b.

• Unacceptable: Many abrasions and/or splatter;significant loss of letters or colour fading. Themessage is partly missing or illegible per designcriteria of Book 1b.

Note: All TC-21 STOP/SLOW signs and TC-22Paddles in use must meet the “acceptable” criterion.

Flexible Drums (TC-54 Barrels) (Figure 9)

• Acceptable: Minor tears and scratches onsheeting. Any dents do not seriously reducereflectivity. Intended original shape is maintained.

• Marginally acceptable: Numerous tears andscratches, but free of large areas of residue ormissing or damaged reflective material. Intendedoriginal shape and strength are maintained.



• Unacceptable: Large areas of missing or damagedreflective material, or significant splatter residue. If20% of the retroreflective material is damaged ormissing, the device is unacceptable and should beremoved from service. Substantial deformationalone may render a drum unacceptable.

Cones (Figure 10)

• Acceptable: Clearly identifiable conical shape, freestanding in its original position. Surface is free ofpunctures and abrasions, splatter or residue, and iswashable. Reflective bands have little or no loss ofreflectivity, with only minor tears and scratches.

• Marginally acceptable: Some splatter, difficult toclean, minor discoloration. Reflective bands havetears and scratches, but are free of large areas ofresidue or missing material.

• Unacceptable: Punctures, large areas of splatterresidue, large areas of missing or stained reflectivematerial.

TC-12 Flashing Arrow Boards

• Acceptable: Flashing arrow mode: Not more thanone lamp out in stem and none out in arrow head,and dimming properly. Bar mode: Four or morelamps operating and dimming properly.

• Marginally acceptable: Flashing arrow mode: Twoor fewer lamps in stem out, none out in arrowhead, and dimming properly. Bar mode: Minimumof four lamps functioning, dimming properly.

• Unacceptable: Flashing arrow mode: Any lampout in the arrow head, or three or more lamps outin the stem, or arrow panel not dimming properly.

Note: any operating lamp which is out ofalignment will be considered “not functioning”. Barmode: Fewer than four lamps functioning, or notdimming properly. The sign fails to meet thevisibility distance criterion outlined in Section 3.2.

Variable Message Signs

• Acceptable: 90% or more of the pixels percharacter module are operating properly.

• Unacceptable: Fewer than 90% of the pixels percharacter module are operating properly, or notperforming within the criteria of the OTM Book 10(Dynamic Message Signs), or message clarity issignificantly impacted.

Pavement Tape and Paint

• Acceptable: All pavement marking tape or paintrequired (solid lines and skip lines) is in place andmeets all material specifications.

• Marginally acceptable: No more than 10% of alltape, paint, message, or symbol, or no more thantwo consecutive skip lines, or no more than 15continuous metres of solid line is missing.

• Unacceptable: More than 10% of all tape, paint,message, or symbol, more than two consecutiveskip lines, or more than 15 continuous metres ofsolid line is missing.

Temporary Raised Pavement Markers (TRPMs)

• Acceptable: All TRPMs required are in place andmeet all material specifications.

• Marginally acceptable: No more than 10% of thetotal TRPMs or no more than three consecutiveTRPMs are missing.

• Unacceptable: More than 10% of the total TRPMsor more than three consecutive TRPMs are missing.



Figure 8 – Sign Quality Illustration (2)

Figure 7 – Sign Quality Illustration (1)

Acceptable Unacceptable

Acceptable Marginal Unacceptable



Figure 10 – Traffic Cone Quality Illustration

Figure 9 – Barrel Quality Illustration

Acceptable

Acceptable

Marginal

Marginal Unacceptable

Unacceptable

Unacceptable

No Collar

Unacceptable



8. Typical Layouts for Signing Temporary Work Zone Situations

The material in this section is organized as follows:

General Notes to the Typical Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

Table A – Work Zone Component Dimensions: Short Duration Work (Non-freeways) . . . . . . . . 143

Table B – Work Zone Component Dimensions: Long Duration Work (Non-freeways) . . . . . . . . . 144

Table C – Work Zone Component Dimensions: Freeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

Table D – Application of Longitudinal Buffer Area and Buffer Vehicles . . . . . . . . . . . . . . . . . . . . 146

Table E.1 – Typical Usage of Signs through a Temporary Work Zone . . . . . . . . . . . . . . . . . . . . . . . 147

Table E.2 – Usage of Channelizing Devices, Barricades, and Barriers . . . . . . . . . . . . . . . . . . . . . . 149

Table F – Decision Matrix: Typical Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

Legend of Symbols used in Typical Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158

Figure 1 – Component Areas of a Temporary Work Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158

Figures A1 to A5 – Frequently Used Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

Typical Layouts – Figures TL-1 to TL-82 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162



General Notes to the Typical Layouts

(1) For work zone advisory signing forConstruction Zones: Refer to Figure TL-1 orFigure TL-2.

(2) For mobile zone painting operations, refer toFigures TL-67 and TL-68.

(3) Paving operations, using a paving machine,included in mobile operations by the Ministryof Labour, are treated as stationary operationsfor purposes of traffic control. Typical layoutslabelled “Mobile Operations” do not apply topaving operations.

For paving operations on freeways, an80 km/h regulatory (black/white) speed limitmust be used, enforced by police or pacevehicles, at times when work is beingperformed. The reduced speed limit signs mustbe covered when no work is being performed.Portable variable message signs may be placedon one or both sides of the roadway, 500 m inadvance of the work zone to warn motorists ofthe reduced speed (supplementing Figure TL-4).PVMSs advising of a lane closure should bepositioned upstream of expected ends ofqueues.

To enhance visibility for motorists, machineryused in paving operations should haveconspicuity tape appropriately applied.

(4) For Short Duration Nighttime requirements, seeSection 1.8.

(5) The 1 km and 2 km advance constructionsigns (TC-1A and TC-1B) and TC-1 are requiredon all long duration freeway construction workzones. Note that additional provisions apply tolong duration freeway construction work zones

if the work duration is longer than five days(see Note 14). On the typical layouts, whereeither the TC-2B or TC-1 is shown, the TC-1 isshown as a requirement for long duration, eventhough the same sign is also shown on FiguresTL-1 and TL-2. The TC-2B (or TC-2A), shownas required for short duration work, is also to beused for local actual work areas within a longduration work zone, when work is beingperformed.

Sign sizes shown on the typical layouts areusually standard sizes. On multi-lane roads,70 km/h or higher, oversize TC-101, TC-101A,TC-101B, TC-103, TC-104 and TC-105 signsare minimum requirements, where spacepermits.

(6) On multi-lane roads, left-side signing is notrequired if the road is not divided, or if it is notpracticable. See Table 2 in Section 3.

(7) Figure TL-3 represents the signing of aconstruction speed zone of 60 km/h on atwo-lane highway with a normal regulatoryspeed limit of 80 km/h. Similarly, Figure TL-4represents the signing of a construction speedzone of 80 km/h on a multi-lane road with anormal regulatory speed limit of 100 km/h.The “km/h” should be displayed on the speedlimit signs unless the road authority has apolicy that this units information is notrequired.

If a construction speed zone is established andthe reduced speed limit is to be enforced by thepolice, the maximum speed signs must beregulatory (black and white); otherwise theymust be advisory (black and orange). See alsoSection 1.11.

All existing regulatory speed limit signs (Rb-1)in a construction speed zone must be coveredor removed in the zone indicated whenever a



reduced regulatory speed limit is in effect. Thiswill eliminate confusion resulting fromconflicting speed limit signs in the same area.

(8) Partial Lane Shifts may be used on two-laneroads:

• 60 km/h or lower (low- and high-volumeroads);

• 70 km/h or higher (low-volume roads only)

Partial Lane Shifts (TL-9 and TL-10) must notbe used where posted speeds are 90 km/h orhigher, or on multi-lane roads. For high speedmulti-lane roads, use Narrow Lanes (TL-17).

(9) Refer to Table E.1 for guidelines on the typicalusage of signs in a work zone and to Table E.2for guidelines on the use of channelizingdevices, barricades, and barriers.

(10) LBA Longitudinal Buffer Area(dimension 2* on Typical Layouts)(Tables A, B, C, D)

BV Buffer Vehicle = BT or CT

BT Blocker Truck (no TMA),with TC-12 (and four-way flashers)

CT Crash Truck(equipped with TMA, TC-12 andfour-way flashers)

TMA Truck-mounted Attenuator

WV Work Vehicle

LIDG Lateral Intrusion Deterrence Gap(Table D)

IV Incoming Vehicle

(11) In stationary work zones with lane closuresand with normal posted regulatory speeds:

• 60 km/h or lower: An LBA or BV is notrequired, but should be considered wherespace permits and other concerns exist;

• 70 km/h or higher:

• Non-freewaysFor work in closed traffic lanes, an LBA isrequired for full lane closures, but not forpartial lane shifts, or where traffic iscontrolled by a Traffic Control Person, aRemote Control Device, or a Traffic ControlSignal, or intersection work where an LBA isnot shown on typical layouts. This meansthat an LBA will generally not be requiredfor two-lane roads, but will be required formulti-lane non-freeways. A buffer vehicle isnot required but may be considered formulti-lane non-freeways. If a buffer vehicleis used, it must be used with an LBA andan LIDG, as shown for freeways. (For workon shoulders, neither an LBA nor a BV is astandard requirement.) LBA lengths areshown as dimension 2* in Tables A, B, andC and in column 2 in Table D. For longduration, a TC-12 or TC-7 is required at theend of the taper. For short duration, a TC-12is required at night, and may replace theTC-3 and TC-4 in the daytime.

• FreewaysFor work in closed traffic lanes or onshoulders, an LBA plus a BV plus an LIDGmust be used. (For Very Short Durationwork on shoulders, a vehicle with 360degree beacon and four-way flashers mustbe used, but neither an LBA nor a BV is astandard requirement.) LBA lengths areshown as dimension 2* in Tables A, B, andC and in column 2 in Table D. BVs must beused with their associated LBA and LIDG as



shown in Table D. A TC-12 is required at theend of the taper, and the BV at the end ofthe LBA must have a TC-12 in bar mode. Abuffer vehicle should not be positioned atthe end of the taper; it should be positionedat least the LBA distance downstream fromthe end of the taper. If the work area moveswithin the closed lane, the buffer vehicleshould move with it, maintaining a distanceLIDG upstream of the work area and at leastthe LBA distance downstream from the endof the taper.

For both non-freeways and freeways, neitheran LBA nor a buffer vehicle is required if thework area is separated from a live lane oftraffic by a minimum lateral clearance of atleast 3 m.

A BV with tandem rear axles must have bothaxles braked when parked. At least two-thirds ofthe BV mass should be over the rear axle(s).

A BV used in a stationary work zone should beunoccupied (except when being moved), toremove the driver from risk of injury.

Where an LBA is used, but not a BV, one or twocones or barrels should be placed at thedownstream end of the LBA to mark its limit.

For paving operations, where a millingoperation is under way downstream from thepaving machine by a distance greater thanLIDG, one buffer vehicle should be positionedupstream of the milling operation and anotherbuffer vehicle should be positioned upstream ofthe paving operation.

(12) For mobile work operations, including zonepainting (LBAs are not applicable):

• Shoulder operations or road-edge operations:a BV is not required on non-freeways. A BV isrequired on freeways, except for intermittentstops of only a few minutes in duration.

• Operations in traffic lanes, with lane closures,for normal regulatory posted speeds:

• 60 km/h or lower: A BV is not required.

• 70 km/h or higher:

• Non-freewaysA BV is not required on two-lane roads,or on multi-lane roads, except as notedfor zone painting on Figures TL-67 andTL-68. BVs should be used withassociated gaps between vehicles asshown in Table D, Mobile WorkOperations, and for zone painting, asnoted on Figures TL-67 and TL-68.

• FreewaysA BV is required. For zone paintingoperations, see Figure TL-68. BVsshould be used with associated gapsbetween vehicles as shown in Table D,Mobile Work Operations, and for zonepainting, as noted on Figure TL-68.

(13) As required by OHSA and its regulations,Temporary Concrete Barriers (TCBs) must beused for stationary operations on freeways,where practicable, to separate workers fromtraffic, where the duration of the work is longerthan five days. Barrier-mounted delineatorsshould be used with TCBs. Where TCBs are notpracticable on freeways and a minimum lateralclearance from a live lane of traffic cannot beachieved (see Note 11), an LBA plus BV plusLIDG must be used. TCBs should also be



considered for use on non-freeways where theduration is longer than five days, to separateworkers from traffic or to separate opposingtraffic on multi-lane undivided roads.

(14) Narrow lanes on multi-lane roads: Withreference to Figure TL-17, the arrangementshown may be used where traffic volumesrequire that two lanes remain open to traffic.The signing and channelization for thissituation can be used only if the remaining lanewidths are 3 m or greater (3.5 m preferable onfreeways), otherwise a full lane closure isrequired.

The existing pavement markings, where theymay cause driver confusion, should be removedand replaced by temporary pavement markings.Solid edge lines and lane lines should be usedthrough diversion areas (ramps excepted).Figure TL-17 applies to both divided andundivided roads.

(15) Where a TC-7 sign is shown in intersectiontypical layouts, the flashing amber light on theTC-7 must only be used if the intersection isnot signalized.

(16) Many surveying operations do not requireworkers on the roadway (that is, they are on theshoulder or beyond the shoulder). Often, ifworkers are on the roadway, it is only for a fewseconds at a time. Where survey crews mustperform surveying operations on the roadway,appropriate typical layouts for roadside work orfor full lane closures must be used, asapplicable. In addition to the specific surveyingFigures TL-73A to TL-76, it may be necessaryto use Figures TL-11, 20A, 20B, 25, 26, 28 or29, as noted in Table F.

Pre-engineering activities, including surveying,will require the selection of those typical layoutsappropriate to the work activity on the road.TL-73A to TL-76 apply specifically to surveying,but survey operations and other pre-engineeringactivities may also require the use of othertypical layouts, for example, where a laneclosure is required.

(17) A sign truck is a vehicle with a truck-mountedor trailer-mounted TC-12 flashing arrow board.On TL-77 to TL-82, a vehicle shown as a signtruck may start out with a TC-12, but may leavethe TC-12 at the end of the taper. From then on,the vehicle is technically no longer a sign truck,but is shown as such for purposes of continuity.

(18) For freeway ramps, the appropriate TypicalLayout is chosen to suit the specific conditionsincluding speeds, geometrics, and volumes.



Table A – Work Zone Component Dimensions: Short Duration Work (Non-freeways)

Notes:

* When the 85th percentile speed is known, it may be used instead of the normal regulatory speed limit. Table A distances arebased on good visibility, and should be increased if visibility is poor. Cones require reflective collars fornighttime operations, and for daytime or nighttime after January 1, 2002.

Roadside work includes shoulder work and roadway edge work.

** Buffer Vehicles are not required on non-freeways. For application of LBA on non-freeways, see General Notes to TypicalLayouts, Table D, and Section 5. LBAs are not a requirement at speeds of 60 km/h or lower, but should be considered ifsafety concerns exist.

*** Markers are channelizing devices. Application guidelines are shown in Table E.2. Cones may be used for daytime ornighttime operations on non-freeways.

timiLdeepSyrotalugeRlamroN

* noisnemiDroh/mk05

rewolh/mk06 h/mk07 h/mk08 h/mk09

a1rofhtgnelrepaT

)m(erusolcenallluf51–01 03–02 04–03 06–05 08–07

b1rofhtgnelrepaT

)m(krowedisdaor5–3 7–5 01–7 21–01 02–51

2aerAreffuBlanidutignoL

**)m()ABL()03( )04( 05 06 57

3ecnatsidmumixaM

***)m(srekramneewteb

6–4tsaeltaesu()srekram4





4tnegnatmuminiM

)m(srepatneewteb03 03 06 06 08

5neewtebecnatsiD

)m(sngisnoitcurtsnoc03–02 03–02 06–05 06–05 08–07

6

noitidnoC ?deriuqeRA2-CTroB2-CT

m051nahtsselytilibisiV seY seY seY seY seY

retaergrom051ytilibisiV oN oNafi,oN

desusi21-CTseY seY



Table B – Work Zone Component Dimensions: Long Duration Work (Non-freeways)

Notes:

When the 85th percentile speed is known, it may be used instead of the normal regulatory speed limit. Table B distances arebased on good visibility, and should be increased if visibility is poor.


** Buffer Vehicles are not required on non-freeways. For application of LBA on non-freeways, see General Notes to TypicalLayouts, Table D, and Section 5. LBAs are not a requirement at speeds of 60 km/h or lower, but should be considered ifsafety concerns exist.

*** Markers are channelizing devices. Application guidelines are shown in Table E.2. Cones may be used for daytime operations,however, construction markers or flexible drums must be used for nighttime operations.

LV = Low Volume

HV = High Volume

Low volume is defined as an average daily traffic volume less than 3,000 vehicles per day (combined traffic for bothdirections). This figure can be obtained from the local road authority or can be estimated by counting the number of vehiclespassing the work site in 3 minutes and multiplying this figure by 300. The count may be taken in off-peak or peak trafficperiods, corresponding to the period during which the work operations will be carried out.

Example: 20 cars in 3 minutes x 300 = 6,000 vehicles per day. (This would be a high-volume road.)


* noisnemiDroh/mk05

rewolh/mk06 h/mk07 h/mk08 h/mk09

a1rofhtgnelrepaT

)m(erusolcenallluf52–51:VL05–03:VH

06–04 08–06 021–001 061–041

b1rofhtgnelrepaT

)m(krowedisdaor8–5:VL51–9:VH

41–01 02–41 42–02 04–03

2aerAreffuBlanidutignoL

**)m()ABL()03( )04( 05 06 57

3ecnatsidmumixaM

***)m(srekramneewteb






4tnegnatmuminiM

)m(srepatneewteb55 001 021 041 061

5neewtebecnatsiD

)m(sngisnoitcurtsnoc05–04 001–09 021–011 041–031 051



Notes:

When the 85th percentile speed is known, it may be used instead of the normal regulatory speed limit. Table C distances arebased on good visibility, and should be increased if visibility is poor.


** For application of LBA and Buffer Vehicles (BVs), see General Notes to Typical Layouts, Table D and Section 5.

*** Markers are channelizing devices. Application guidelines are shown in Table E.2. Cones may be used for daytime very shortduration or short duration operations only. Construction markers or flexible drums must be used for all other conditions.

Table C – Work Zone Component Dimensions: Freeways


* noisnemiD h/mk08 h/mk09 h/mk001

a1rofhtgnelrepaT

)m(erusolcenallluf022 052 003

b1rofhtgnelrepaT

)m(krowedisdaor52–02 04–03 05–04

2)ABL(aerAreffuBlanidutignoL

**)m(06 57 59

3neewtebecnatsidmumixaM

***)m(srekram41–01 42–81 42–81

4tnegnatmuminiM

)m(srepatneewteb022 052 003

5noitcurtsnocneewtebecnatsiD

)m(sngis061 081 002



Table D – Application of Longitudinal Buffer Area and Buffer Vehicles

Notes:

1. See also Section 5 and General Notes to Typical Layouts.

snoitarepOkroWyranoitatS

GDIL+elciheVreffuB+ABL:)syaweerF(noitcetorPderiuqeRylnoABL:)syaweerf-noN(noitcetorPderiuqeR

)1(timiLdeepSyrotalugeRlamroN

)h/mk(

)2()ABL(aerAreffuBlanidutignoL

)m(

)3()GDIL(paGecnerreteDnoisurtnIlaretaL

)m(

05 )03( )53(

06 )04( )04(

07 05 05

08 06 06

09 57 56

001 59 07

snoitarepOkroWeliboM

)1()h/mk(timiLdeepSyrotalugeRlamroN

)2()m()GDIL(paGecnerreteDnoisurtnIlaretaL

07 53

08 54

09 05

001 55



Table E.1 – Typical Usage of Signs through a Temporary Work Zone

.oNngiS emaNngiSecnavdAgninraW

aerA

hcaorppAaerA

noitisnarTaerA

-idutignoLreffuBlan

aerAaerAkroW

-animreTaerAnoit

1-CT daehAnoitcurtsnoC X

A1-CT daehAmk1noitcurtsnoC X

B1-CT daehAmk2noitcurtsnoC X

A2-CT )erauqs(kroWdaoR X X

B2-CT )dnomaid(kroWdaoR X X

A09-bR snigeBenoZnoitcurtsnoC X

B09-bR sdnEenoZnoitcurtsnoC X

1-bR )yrotaluger(deepSmumixaM X X

13-bR ssaPtoNoD X X X

3-CT daehAdesolCenaL X

4-CT worrAerusolCenaL X

5-CT daehAruoteD X

A5-CT daehAmk1ruoteD X

B5-CT daehAmk2ruoteD X

7-CT noisreviD/ffOnruT-ruoteD X X

At7-CT baTdesolCdaoR X X

Bt7-CT baTylnOciffarTlacoL X X

9-CT gninraWnoisreviDedisdaoR X

01-CT srekraMruoteD X

11-CT senaLworraN X X

21-CT draoBworrAgnihsalF X X

A21-CT )repirts(draoBworrAgnihsalF X

31-CT sdnEtnemevaP X degaruocsiD X X X

41-CT daehApmuB X degaruocsiD X X X

51-CT pmuB X degaruocsiD X X X



Table E.1 – Typical Usage of Signs through a Temporary Work Zone (cont’d)

.oNngiS emaNngiSecnavdAgninraW

aerA

hcaorppAaerA

noitisnarTaerA

-idutignoLreffuBlan

aerAaerAkroW

-animreTaerAnoit

61-CT evruC&nruT X degaruocsiD X X X

t71-CT baTdeepSyrosivdA X degaruocsiD X X X

81-CT tnenmngilAnorvehC X X

91-CT tnemevaPdevoorG X degaruocsiD X X X

02-CT potSoteraperP X degaruocsiD X X X

12-CT daehAnosrePlortnoCciffarT X

22-CT elddaP)WOLS/POTS(lortnoCciffarT X

A1-bW daehAdleiY X

19-bR ciffarTgnimocnOotdleiY X

32-CT daehAslangiS X

A32-CT daehAeciveDlortnoCetomeR X

42-CT senaLnevenU X degaruocsiD X X X

72-CT )elibom(gnihsalFnehWssaPtoNoD X X X X X

13-CT ecnartnEkcurT X X X

23-CT egdirByraropmeT X degaruocsiD X X X

33-CT daehAegdirBwoL X degaruocsiD X X X

43-CT ciffarTyaWowT X degaruocsiD X X X

53-CT daehAdesolCpmaR X degaruocsiD X X X

63-CT )yrosivda(deepSmumixaM X X

73-CT sredluohStfoS X degaruocsiD X X X

93-CT tixEoN tixeonerehwsdaoredisnodesU

04-CT noitceriDnairtsedeP saerallanidaorffodesuebyaM

44-CT rettimsnarToidaResUtoNoD X

54-CT rettimsnarToidaRfoesUemuseR X

29-bR desolCdaoR X

sngiSegasseMelbairaVelbatroP X

ot16-CT57-CT

sngiSnoitamrofnIdnaediuG X



Table E.2 – Usage of Channelizing Devices, Barricades and Barriers

Notes:

* may also be used for VSD or SD, in place of TC-51B or TC-51C, if space permits.

** all cones require white reflective cone collars for nighttime operations, and for daytime or nighttime after January 1, 2002.

*** TCBs required if practicable. If not practicable, an LBA (if physically possible) and buffer vehicle(s) are required.

**** Where space permits, TC-54s should be used on freeways rather than TC-52s.

VSD = Very Short Duration

SD = Short Duration

LD = Long Duration

TCB = Temporary Concrete Barrier

No = Must not be used

roepyTdaoRnoitarepO

eciveD

A15-CT)mc54(

**senoC

)mc07(B15-CT)mc001(C15-CT

**senoC

srekraM25-CTsmurDelbixelF45-CT

slerraBsrekraM

A35-CTB35-CT

sedacirraB

BCT

yraropmeTetercnoCsreirraB

gnitniaPenoZ DS,DSV noitpO deriuqertoN deriuqertoN deriuqertoN

sdaoRenal-owT oN DS,DSV *DL DL deriuqertoN

sdaoRenal-itluM)syaweerf-noN(

oN DS,DSV *DL DL deriuqertoN

syaweerF oNDS,DSV

)ylnoemityad(DS,DSV

****DL,)emitthgin(DL

nahteromDL***syad5



Tab

le F

– D

ecis

ion

Mat

rix:

Typ

ical

Lay

ou

ts

ytivitcA

foe

pyT

kro

Wfo

epyT

elib

oM

sn

oitarep

Oylsuounitnoc(

)gnivo

m

tro

hS

yreV

noitar

uD

rosetuni

m0

3(tes

gnidulcni,ssel

nwo

dekat/

pu)e

mit

noitar

uD

tro

hS

03

naht

erom(

42ot

pu,setunim

)sruoh

1

noitar

uD

gn

oL42

naht

erom(

)sruoh

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

.1gnin

gisyrosiv

daenoz

noitcurtsnoC

1-LT

enal-2

LM

dna

ywF-non

2-LT

ywF-non(

)ywF

&

.2

gningis

enozdee

pS

3-LT

enal-2

LM

dna

ywF-non

4-LT

ywF-non(

)ywF

&

.3

daorenal-o

wta

nokro

we

gde

yaw

daordna

redluo

hS

krow

redluo

hst

hgi

R5-LT

5-LT6-LT

6-LT

)erom

roe

diw

m3

enalgninia

mer(enal

th

girni

tnem

hcaorcnE7-LT

7-LT8-LT

8-LT

)edi

wm

3na

htssel

enalgninia

mer(tfi

hsenallaitraP

tneserp

senalgnikra

po

N9-LT

9-LT

)edi

wm

3na

htssel

enalgninia

mer(tfi

hsenallaitraP

tneserp

enalgnikraP

01-LT01-LT

.4

daorenal-itlu

ma

nokro

we

gde

yaw

daordna

redluo

hS

)de

dividnu

yaweerf-non(

krow

redluo

hst

hgi

R)

dedivi

dya

weerf-non(kro

wre

dluohs

tfelro

th

giR

5-LT5-LT

5-LT5-LT

6-LT6-LT

6-LT6-LT

)yaweerf(

krow

redluo

hstfel

rot

hgi

R)t

hgir

foe

gami

rorrim

sienal

tfel(11-LT

11-LT21-LT

21-LT

)yaweerf-non(

naide

mni

kroW

5-LT5-LT

6-LT6-LT

)yaweerf(

naide

mni

kroW

11-LT11-LT

21-LT21-LT



Tab

le F

– D

ecis

ion

Mat

rix:

Typ

ical

Lay

ou

ts (

con

t’d

)

ytivitcA

foe

pyT

kro

Wfo

epyT

elib

oM

sn

oitarep

Oylsuounitnoc(

)gnivo

m

tro

hS

yreV

noitar

uD

rosetuni

m0

3(tes

gnidulcni,ssel

nwo

dekat/

pu)e

mit

noitar

uD

tro

hS

03

naht

erom(

42ot

pu,setunim

)sruoh

1

noitar

uD

gn

oL42

naht

erom(

)sruoh

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

.4

)d'tnoc(

daorenal-itlu

ma

nokro

we

gde

yaw

daordna

redluo

hS

)yaweerf

&ya

weerf-non(enal

th

girni

tnem

hcaorcnE)ylno

daorde

divid

rof,th

girfo

ega

mirorri

msi

enaltfel(

31-LT31-LT

31-LT31-LT

41-LT

41-LT

-non(

)ywF

51-LT

)ywF(

41-LT

41-LT

-non(

)ywF

51-LT

)ywF(

)yaweerf-non(

deipucco

enalgnikraP

61-LT61-LT

61-LT

snoitcesenal

gnib

milc-kcurt&

gnissaP5-LT

5-LT6-LT

6-LT

)yaweerf

&ya

weerf-non(senal

worraN

71-LT71-LT

.5

desolcenal

elgni

S

desolcenal

–daor

enal-owT

81-LT81-LT

)emulov

wol(ciffart

gnimocno

otdlei

Y)i(

91-LT91-LT

)sP

CT(snosre

plortnocciffarT

)ii(A

02-LT

A0

2-LT

ro

B0

2-LT

A0

2-LT

ro

B0

2-LT

)emulov

hgi

h(slan

gislortnocciffart

yrarop

metro

elbatroP

)iii(12-LT

12-LT

)yaweerf-non(

desolcenal

th

gir–

daorenal-itlu

M)ylno

yaw

hgi

hde

divid

roft

hgir

foe

gami

rorrim

sienal

tfel(2

2-LT2

2-LT2

2-LT2

2-LT32-LT

32-LT42-LT

42-LT



Tab

le F

– D

ecis

ion

Mat

rix:

Typ

ical

Lay

ou

ts (

con

t’d

)

ytivitcA

foe

pyT

kro

Wfo

epyT

elib

oM

sn

oitarep

Oylsuounitnoc(

)gnivo

m

tro

hS

yreV

noitar

uD

rosetuni

m0

3(tes

gnidulcni,ssel

nwo

dekat/

pu)e

mit

noitar

uD

tro

hS

03

naht

erom(

42ot

pu,setunim

)sruoh

1

noitar

uD

gn

oL42

naht

erom(

)sruoh

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

.5

)d'tnoc(

desolcenal

elgni

S

)yaweerf-non(

desolcenal

tfel–

daorenal-itlu

M52-LT

ro2

2-LT

52-LT

-nepe

d

nogni

d

naide

m

htdi

w

52-LT

ro2

2-LT

52-LT

-nepe

d

nogni

d

naide

m

htdi

w

62-LT32-LT

72-LT42-LT

)yaweerf(

desolcenal

tfelro

th

gir–

daorenal-itlu

M)t

hgir

foe

gami

rorrim

sienal

tfel(82-LT

82-LT92-LT

92-LT

)desolc

enalertnec(

daorenal-itlu

M)ya

weerfro

yaweerf-non(

)enalnrut-tfel

yaw-o

wta

ton(6

epyT

ytivitcA

ni"

desolcsenal

owT"

eeS

desolcenal

hguor

httfel

–daor

enal-eviF52-LT

52-LT62-LT

72-LT

desolcenal

nrut-tfelya

w-owt

–daor

enal-eviF0

3-LT0

3-LT

senalgni

bmilc-kcurt

&gnissaP

)noitcerid

enal-owT(

enalt

hgir

dnuob

pU

22-LT

22-LT

32-LT42-LT

)noitcerid

enal-elgni

S(enal

dnuobn

woD

81-LT13-LT

13-LT

enalertne

C52-LT

23-LT23-LT



Tab

le F

– D

ecis

ion

Mat

rix:

Typ

ical

Lay

ou

ts (

con

t’d

)

ytivitcA

foe

pyT

kro

Wfo

epyT

elib

oM

sn

oitarep

Oylsuounitnoc(

)gnivo

m

tro

hS

yreV

noitar

uD

rosetuni

m0

3(tes

gnidulcni,ssel

nwo

dekat/

pu)e

mit

noitar

uD

tro

hS

03

naht

erom(

42ot

pu,setunim

)sruoh

1

noitar

uD

gn

oL42

naht

erom(

)sruoh

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

.6

desolcsenal

owT

)de

dividnu

yaweerf-non(

desolcsenal

owt

–daor

enal-ruoF3

3-LT3

3-LT

rode

divid

yaweerf-non(

desolcsenal

owt

–daor

enal-ruoF)revossorc

naide

m()ya

weerf

A4

3-LT

&

B4

3-LT

)yaweerf-non(

desolcsenal

hguor

hto

wt–

daorenal-eviF

53-LT

53-LT

enalh

guorht

tfel&

enalnrut-tfel

yaw-o

wt–

daorenal-eviF

)yaweerf-non(

desolc6

3-LT6

3-LT

)yaweerf-non(

desolcsenal

tfelo

wtro

)ertnec(eno

–daor

enal-xiS

)desolc

senaltfel

owt

foe

gami

rorrim

sidesolc

senalt

hgir

owt(

73-LT73-LT

73-LT73-LT

)yaweerf(

desolcsenal

th

giro

wtro

)ertnec(eno

–daor

enal-xiS

)desolc

senalt

hgir

owt

foe

gami

rorrim

sidesolc

senaltfel

owt(

83-LT

83-LT

.7revossorc

naide

M

)yaweerf

&ya

weerf-non(noitacol

kcolb-

diM

)edis-raf

dnae

dis-raen(

A4

3-LT

&

B4

3-LT

A4

3-LT

&

B4

3-LT

)noitcesretnini

krow(

desolchcaor

ppa

noitcesretnI9

3-LT9

3-LT



Tab

le F

– D

ecis

ion

Mat

rix:

Typ

ical

Lay

ou

ts (

con

t’d

)

ytivitcA

foe

pyT

kro

Wfo

epyT

elib

oM

sn

oitarep

Oylsuounitnoc(

)gnivo

m

tro

hS

yreV

noitar

uD

rosetuni

m0

3(tes

gnidulcni,ssel

nwo

dekat/

pu)e

mit

noitar

uD

tro

hS

03

naht

erom(

42ot

pu,setunim

)sruoh

1

noitar

uD

gn

oL42

naht

erom(

)sruoh

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

.8

ruoteD

)daor

enal-owt(

noisrevid

yaw

daoR

04-LT

)daor

enal-itlum(

tnemn

gilaerenaL

14-LT14-LT

)sdaor

evitanretla(ruote

detuo

RA

24-LT

&

B24-LT

A24-LT

&

B24-LT

A24-LT

&

B24-LT

A24-LT

&

B24-LT

.9

sp

maR

pmar

tixeta

desolcenaL

34-LT34-LT

34-LT34-LT

pmar

ecnartneta

desolcenaL

44-LT

44-LT

44-LT

44-LT

erusolcp

maR

54-LT

54-LT

54-LT

54-LT

.01

daorenal-o

wtno

desolcenal

noitcesretnI

)ruoted

roP

CT(desolc

enale

dis-raeN

64-LT

64-LT

74-LT

)ruoted

roP

CT(desolc

enale

dis-raF8

4-LT8

4-LT9

4-LT

)ruoted

roP

CT(noitcesretni

nikro

W0

5-LT0

5-LT74-LT

.11daor

enal-itlum

nodesolc

enale

dis-raennoitcesretnI

)ega

mirorri

msi

desolcenal

th

gir(desolc

enaltfeL

15-LT15-LT

15-LT15-LT

15-LT15-LT

desolcenal

nrut-th

giR

25-LT25-LT

25-LT25-LT

25-LT25-LT

desolcenal

nrut-tfeL3

5-LT3

5-LT3

5-LT3

5-LT3

5-LT3

5-LT

desolcenal

hguor

httnecaj

dadna

nepo

enalnrut-t

hgi

R4

5-LT4

5-LT4

5-LT4

5-LT4

5-LT4

5-LT



Tab

le F

– D

ecis

ion

Mat

rix:

Typ

ical

Lay

ou

ts (

con

t’d

)

ytivitcA

foe

pyT

kro

Wfo

epyT

elib

oM

sn

oitarep

Oylsuounitnoc(

)gnivo

m

tro

hS

yreV

noitar

uD

rosetuni

m0

3(tes

gnidulcni,ssel

nwo

dekat/

pu)e

mit

noitar

uD

tro

hS

03

naht

erom(

42ot

pu,setunim

)sruoh

1

noitar

uD

gn

oL42

naht

erom(

)sruoh

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

.11)

d'tnoc(daor

enal-itlum

nodesolc

enale

dis-raennoitcesretnI

desolcenal

hguor

httnecaj

dadna

nepo

enalnrut-tfeL

55-LT55-LT

55-LT55-LT

desolcenal

hguor

httnecaj

dadna

enalnrut-t

hgi

R6

5-LT6

5-LT6

5-LT6

5-LT6

5-LT6

5-LT

desolcenal

hguor

httnecaj

dadna

enalnrut-tfeL

75-LT75-LT

75-LT75-LT

75-LT75-LT

desolcenal

th

gir:noitcesretnini

kroW

85-LT

85-LT

85-LT

85-LT

desolcenal

tfel:noitcesretnini

kroW

95-LT

95-LT

95-LT

95-LT

)ruoted(

desolcsenal

owt:noitcesretni

nikro

WA

06-LT

ro

B0

6-LT

A0

6-LT

ro

93-LT

A0

6-LT

ro

B0

6-LT

A0

6-LT

ro

93-LT

.21

daorenal-itlu

mno

desolcenal

edis-raf

noitcesretnI

)ega

mirorri

msi

desolcenal

th

gir(desolc

enaltfeL

16-LT16-LT

16-LT16-LT

16-LT16-LT

)nepo

enalnrut-t

hgir

edis-raen(

desolcenal

th

giR

26-LT26-LT

26-LT26-LT

26-LT26-LT

)nepo

enalnrut-tfel

edis-raen(

desolcenal

tfeL3

6-LT3

6-LT3

6-LT3

6-LT

.31

yaw

daorotno

ruoted

klawe

dis–

snoitaredisnoc

nairtsedeP

noitacolkcol

b-di

M4

6-LT4

6-LT4

6-LT4

6-LT

noitcesretnina

gnihcaor

pp

A5

6-LT5

6-LT5

6-LT5

6-LT

klawe

dis/daor

notne

mhcaorcne

elciheV

66-LT

66-LT

66-LT

66-LT



Tab

le F

– D

ecis

ion

Mat

rix:

Typ

ical

Lay

ou

ts (

con

t’d

)

ytivitcA

foe

pyT

kro

Wfo

epyT

elib

oM

sn

oitarep

Oylsuounitnoc(

)gnivo

m

tro

hS

yreV

noitar

uD

rosetuni

m0

3(tes

gnidulcni,ssel

nwo

dekat/

pu)e

mit

noitar

uD

tro

hS

03

naht

erom(

42ot

pu,setunim

)sruoh

1

noitar

uD

gn

oL42

naht

erom(

)sruoh

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

.41

snoitarepo

gnitniap

enoZ

daorenal-o

wt–

tniap

gninoc-non–

snoitarepo

elibo

M76-LT

daorenal-itlu

m–

tniap

gninoc-non–

snoitarepo

elibo

M8

6-LT8

6-LT

sworra

nrut–

snoitcesretnI9

6-LT9

6-LT9

6-LT9

6-LT

sklawssorc

dnasenil-

pots–

snoitcesretnI07-LT

07-LT07-LT

07-LT

desolcsenal

tfel–

snoitcesretnI17-LT

17-LT17-LT

17-LT

desolcsenal

th

gir–

snoitcesretnI27-LT

27-LT27-LT

27-LT

.51

snoitarepo

yevruS

daorenal-o

wtno

krow

yevruS

,A

02-LT

,A

37-LT

,47-LT,

B

57-LT

,A

02-LT

B

,A

37-LT

,47-LT,

B

57-LT

enilertnecno

tnemurtsnI

,A

37-LT

,47-LT

,A

37-LT

47-LT

noitcesretnini

krow

yevruS

57-LT57-LT

57-LT57-LT

)yaweerf-non(

daorenal-itlu

mno

krow

yevruS

,11-LT

,52-LT

67-LT

,11-LT

,52-LT

67-LT

,11-LT

,62-LT

67-LT

,11-LT

,62-LT

67-LT

)yaweerf(

daorenal-itlu

mno

krow

yevruS

,11-LT

,82-LT

92-LT

,11-LT

,82-LT

92-LT



No

tes:

1.

Sho

rt D

urat

ion:

Oper

atio

ns tak

ing m

ore

than

30

min

utes

, up to

24

hou

rs in

dur

atio

n. C

onditi

ons

apply

for ni

ght

time

wor

k an

d fo

rre

pea

ted, n

on-c

ontin

uous

oper

atio

ns a

t a g

iven

site

.

2.

If no

typ

ical

layo

ut is

sho

wn

for

Very

Sho

rt D

urat

ion

wor

k, m

ove

to S

hort

Dur

atio

n an

d u

se t

he t

ypic

al la

yout

sho

wn

ther

e.

3.

Inst

alle

r fam

iliar

ity w

ith th

e re

leva

nt ty

pic

al la

yout

s, e

spec

ially

TL-

77 th

roug

h T

L-82

, is

esse

ntia

l bef

ore

goi

ng o

ut o

n th

e ro

ad.

Tab

le F

– D

ecis

ion

Mat

rix:

Typ

ical

Lay

ou

ts (

con

t’d

)

ytivitcA

foe

pyT

kro

Wfo

epyT

elib

oM

sn

oitarep

Oylsuounitnoc(

)gnivo

m

tro

hS

yreV

noitar

uD

rosetuni

m0

3(tes

gnidulcni,ssel

nwo

dekat/

pu)e

mit

noitar

uD

tro

hS

03

naht

erom(

42ot

pu,setunim

)sruoh

1

noitar

uD

gn

oL42

naht

erom(

)sruoh

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

dedivi

dn

Ude

diviD

.61

)yaweerf(

serudecor

ppu-tes

erusolcenaL

)sredluo

hshti

w(enal

tfelro

th

giR

,A

77-LT

C,B

)yaweerf

enal-xis()sre

dluohs

htiw(

senaltfel

rot

hgir

owT

)erusolcsenal

th

giro

wtfo

ega

mirorri

msi

erusolcsenal

tfelo

wt(,

A87-LT

D,C,

B

)yaweerf

enal-xis()sre

dluohs

on(senal

th

girro

tfelo

wT)erusolc

senaltfel

owt

foe

gami

rorrim

sierusolc

senalt

hgir

owt(

,A

97-LT

,C,

B

E,D

.71)ya

weerf(seru

decorp

)nwo

d-ekat(lavomer

erusolcenaL

)sredluo

hshti

w(enal

tfelro

th

giR

,A

08-LT

C,B

)yaweerf

enal-xis()sre

dluohs

htiw(

senaltfel

rot

hgir

owT

th

giro

wtfo

ega

mirorri

msi

nwo

d-ekaterusolc

senaltfel

owt(

)nwo

d-ekaterusolc

senal

,A

18-LT

D,C,

B

)yaweerf

enal-xis()sre

dluohs

on(senal

th

girro

tfelo

wTtfel

owt

foe

gami

rorrim

sin

wod-ekat

erusolcsenal

th

giro

wt()n

wod-ekat

erusolcsenal

,A

28-LT

D,C,

B



XX

CO

NE

, TC

-52,

OR

TC

-54

SIG

N

TR

AF

FIC

CO

NT

RO

L P

ER

SO

N (

TC

P)

WO

RK

VE

HIC

LE, S

IGN

TR

UC

K,

BLO

CK

ER

TR

UC

K,O

R C

RA

SH

TR

UC

K

FLA

SH

ING

AM

BE

R L

IGH

T

AM

BE

R 3

60o

BE

AC

ON

WO

RK

AR

EA

PO

RTA

BLE

TR

AFF

IC

CO

NTR

OL

SIG

NA

L

TC-5

3A, T

C-5

3B (B

AR

RIC

AD

ES

) OR

TEM

PO

RA

RY

CO

NC

RE

TE B

AR

RIE

R

RE

MO

TE C

ON

TRO

L D

EV

ICE

LEG

EN

D

TC-1

2 A

RR

OW

MO

DE

TC-1

2 B

AR

MO

DE

Ad

van

ce W

arn

ing

Are

ain

form

s dr

iver

s to

expe

ct w

ork

ahea

d

Ap

pro

ach

Are

ain

form

s dr

iver

s w

hat

actio

n to

take

Tran

siti

on

Are

am

oves

traf

fic o

ut o

f th

e no

rmal

pat

h

Lo

ng

itu

din

alB

uff

er A

rea

prov

ides

pro

tect

ion

for

traf

fic a

nd w

orke

rs

Wo

rk A

rea

is s

et a

side

for

wor

kers

,eq

uipm

ent a

nd m

ater

ial

stor

age

Term

inat

ion

Are

ale

ts tr

affic

res

ume

norm

al d

rivin

g

Traf

fic S

pace

allo

ws

traf

fic

to p

ass

thro

ugh

the

activ

ity a

rea

Not

e:-N

o ve

hicl

e pa

rkin

g p

erm

itted

-No

equi

pmen

t or

mat

eria

l sto

rage

, or

wor

k pe

rmitt

ed to

ta

ke p

lace

in th

is

area

.

Leg

end

of

Sym

bo

ls U

sed

in

th

e Ty

pic

al L

ayo

uts

Fig

ure

1 –

Co

mp

on

ent

Are

as o

f a

Tem

po

rary

Wo

rk Z

on

e



Fig

ure

A1

– F

req

uen

tly

use

d T

raff

ic C

ont

rol

Dev

ices

Fig

ure

A2

– F

req

uen

tly

use

d T

raff

ic C

ont

rol

Dev

ices

CO

NS

TRU

CTI

ON

AH

EA

DTC

-1 (9

0 X

90)

TC-1

01 (1

20 X

120

)ad

d ta

bs a

s sh

own

for T

C-1

A o

r TC

-1B

TC

-101

A o

r TC

-101

B

RO

AD

WO

RK

TC-2

A (6

0 X

60)

TC

-2B

(75

X 7

5)Af

ter J

an. 1

, 200

3, b

oth

sign

s ar

e (9

0 X

90)

LEFT

or R

IGH

T LA

NE

CLO

SED

AH

EAD

TC-3

L (7

5 X

75)

TC

-3R

(75

X 75

)TC

-103

L (9

0 X

90)

T

C-1

03R

(90

X 90

)

LAN

E C

LOSU

RE

TC-4

(90

X 90

)TC

-104

(120

X 1

20)

TC-4

Tru

ck M

ount

ed (S

hort

Dur

atio

n,

60km

/h o

r low

er) (

75 X

75)

DET

OU

R A

HEA

DTC

-5 (9

0 X

90),

TC-1

05 (1

20 X

120

)TC

-110

5 (1

80 X

180

)ad

d ta

bs a

s sh

own

for T

C-5

A or

B,

TC-1

05A

or B

, TC

-110

5A o

r B

AB

AB

DET

OU

R -T

UR

N O

FF /

DIV

ERSI

ON

TC-7

RU

RAL

(210

X 2

10)

TC-7

UR

BAN

(120

X 1

20)

TC-7

tA

TC-7

tB

TC-1

0

TABS

ASS

OC

IATE

D W

ITH

TC

-7

RO

AD C

LOSE

D T

C-7

tA (2

5 X

210)

LOC

AL T

RAF

FIC

ON

LY T

C-7

tB (2

5 X

210)

DET

OU

R D

ESIG

NAT

ION

TC

-10

(60

X 21

0)

RO

AD

SID

E D

IVE

RS

ION

TC-9

L (7

5 X

75)

TC

-9R

(2) (

90 X

90)

TC-9

R(3

) (12

0 X

120

) TC

-109

(90

X 9

0)

TC-1

09 (2

) (12

0 X

120

)

DE

TOU

R M

AR

KE

RTC

-10C

(45

X 7

5)FO

R A

DD

ITIO

NA

L D

ETO

UR

MA

RK

ER

SIG

NS

SE

E T

L-42

A

NA

RR

OW

LA

NE

S A

ND

TA

BTC

-11

(90

X 9

0)

TC-1

1t (4

5 X

75)

FLA

SH

ING

AR

RO

W B

OA

RD

TC-1

2 (F

RE

EW

AY) (

120

X 2

10)

TC-1

2 (N

ON

-FR

EEW

AY) (

60 X

75)

TC-1

2A (S

TRIP

ER) (

60 X

150

)

PAV

EM

EN

T E

ND

STC

-13

(90

X 9

0)

CU

RV

E W

AR

NIN

G S

IGN

STC

-16E

L (6

0 X

60)

TC

-16E

R(2

) (75

X 7

5)TC

-16E

R(3

) (90

X 9

0)TC

-116

E (7

5 X

75)

TC

-116

E (2

) (90

X 9

0)TC

-116

E (3

) (12

0 X

120)

AD

VIS

OR

Y S

PE

ED

TA

BTC

-17t

(45

X 4

5)

CH

EV

RO

N A

LIG

NM

EN

TTC

-18

(45

X 6

0)TC

-118

(60

X 7

5)G

RO

OV

ED

PAV

EM

EN

T S

IGN

AN

D T

AB

TC-1

9 (9

0 X

90)

TC-1

9t (4

5 X

75)



Fig

ure

A3

– F

req

uen

tly

use

d T

raff

ic C

ont

rol

Dev

ices

Fig

ure

A4

– F

req

uen

tly

use

d T

raff

ic C

ont

rol

Dev

ices

PR

EPA

RE

TO

STO

PTC

-20

(75

X 7

5) T

C-2

0A (7

5X 7

5)TC

-120

(90

X 9

0) T

C-1

20A

(90

X 9

0)

TC-2

0At (

45 X

75)

TC

-120

At (

60 X

90)

STO

P / S

LOW

PAD

DLE

TC-2

2 (4

5 X

45)

SIG

NAL

S AH

EAD

R

EMO

TE C

ON

TRO

L

D

EVIC

E AH

EAD

TC-2

3 (6

0 X

60)

T

C-2

3A (6

0 X

60)

TC-1

23 (7

5 X

75)

TC

-123

A (7

5 X

75)

TC

-23A

t (45

X 7

5)

UN

EVEN

LAN

ESTC

-24

(75

X 75

)TC

-124

(90

X 90

)

TRU

CK

ENTR

ANC

ETC

-31L

(90

X 9

0)

T

C-3

1AR

(90

X 9

0)

TC-1

20A

t (60

x 9

0)

TEM

POR

ARY

BRID

GE

SIG

N A

ND

TAB

TC-3

2 (9

0 X

90)

TC

-32t

(60

X 90

)

RA

MP

CLO

SE

D A

HE

AD

TC-3

5 (9

0 X

90)

PE

DE

STR

IAN

DIR

EC

TIO

N S

IGN

TC-4

0L (4

5 X

45)

TRA

FFIC

CO

NE

S

TC

-51A

T

C-5

1B

TC-5

1CC

ON

STR

UC

TIO

N M

AR

KE

RTC

-52

BA

RR

ICA

DE

TC-5

3A

BA

RR

ICA

DE

TC-5

3B

TEM

PO

RA

RY

CO

NC

RE

TE B

AR

RIE

R

45cm

70cm

100c

m

FLE

XIB

LE D

RU

M (B

AR

RE

L)TC

-54

OB

JEC

T M

AR

KE

RW

a-33

LR (4

5 X

90)

TRA

FFIC

CO

NTR

OL

PE

RS

ON

TC-2

1 (6

0 X

60)

Afte

r Jan

. 1, 2

003,

TC

-21

(90

X 9

0)

100c

m

120c

m

90cm



Fig

ure

A5

– F

req

uen

tly

use

d T

raff

ic C

ont

rol

Dev

ices

TUR

N C

ON

TRO

LR

b-12

(60

x 60

)LA

NE

DE

SIG

NAT

ION

Rb-

41 (6

0 X

60)

Rb-

42 (6

0 X

60)

NO

PA

SS

ING

Rb-

31 (6

0 X

60)

CO

NST

RU

CTI

ON

ZO

NE

BEG

INS

/ EN

DS

Rb-

90A

(60

X 90

)

R

b-90

B (6

0 X

90)

YIEL

D T

O O

NC

OM

ING

TR

AFFI

CR

b-91

(90

X 12

0)

RO

AD C

LOSE

DR

b-92

(90

X 12

0)

KE

EP

RIG

HT

Rb-

25 (6

0 X

75)

AD

VIS

OR

Y M

AX

IMU

M S

PE

ED

TC-3

6 (6

0 X

90)

Rb-

1A (6

0 X

90)



5*

1 km

5*

Rb-

90A

Rb-

90B

TC

-1A

TC

-1

TC

-74

CO

NT

RA

CT

IDE

NT

IFIC

ATIO

NS

IGN

TC

-75

CO

NT

RA

CTO

R'S

SIG

N

. See

Gen

eral

Not

es.

. The

Rb-

90A

and

Rb-

90B

are

to b

e us

ed o

nly

if a

cons

truc

tion

zone

ises

tabl

ishe

d.. T

he s

ame

sign

ing

is r

equi

red

for

oppo

sing

traf

fic o

nly

if w

ork

oper

atio

ns

affe

ct tr

affic

in th

e op

posi

te d

irect

ion.

2 km

TC

-1B

Mul

ti-La

ne R

oad

(Non

-Fre

eway

Div

ided

an

d Fr

eew

ay)

Long

Dur

atio

n

Con

stru

ctio

n Zo

ne A

dvis

ory

Sig

ning

Fig

ure

TL-

2

WO

RK

ZO

NE

*For

Non

-Fre

eway

s: s

ee T

able

B*F

or F

reew

ays:

see

Tab

le C

Incl

udes

all

area

s sh

own

in F

igur

e 1

exce

ptA

dvan

ce W

arni

ng A

rea

5*

1 km

5*

30m

min

imum

Rb-

90A

Rb-

90B

TC

-1A

TC

-1

TC

-74

CO

NT

RA

CT

IDE

NT

IFIC

ATIO

NS

IGN

TC

-75

CO

NT

RA

CTO

R'S

SIG

N

. See

Gen

eral

Not

es.

. The

Rb-

90A

and

Rb-

90B

are

to b

e us

ed o

nly

if a

cons

truc

tion

zone

ises

tabl

ishe

d.. T

he s

ame

sign

ing

isre

quire

d in

the

oppo

site

dire

ctio

n.

Incl

udes

all

area

s sh

own

in F

igur

e 1

exce

ptA

dvan

ce W

arni

ng A

rea

Two

Lane

Roa

dM

ulti-

Lane

Roa

d(N

on-F

reew

ay U

ndiv

ided

)

Long

Dur

atio

n

Con

stru

ctio

n Zo

ne A

dvis

ory

Sig

ning

Fig

ure

TL-

1

WO

RK

ZO

NE

*See

Tab

le B

Des

igna

ted

Con

stru

ctio

nZ

one

Des

igna

ted

Con

stru

ctio

nZ

one

30m

min

imum

30m

min

imum

30m

min

imum



Rb-

90A

Rb-

90B

Two

Lane

Roa

dM

ulti-

Lane

Roa

d(N

on-F

reew

ay U

ndiv

ided

)

Long

Dur

atio

n

Spe

ed Z

one

Sig

ning

Fig

ure

TL-

3 80 6060 6080

5* m

inim

um

5*

80 Rb-

1

TC

-36

TC

-36

TC

-36

Rb-

1

Rb-

1

Des

igna

ted

Con

stru

ctio

nZ

one

Red

uced

Spe

edZ

one

. See

Gen

eral

Not

es.

. Thi

s si

gnin

g is

app

licab

le to

cons

truc

tion

proj

ects

whe

re a

cons

truc

tion

zone

and

a

cons

truc

tion

spee

d zo

ne a

rees

tabl

ishe

d (b

y M

TO o

r by

Mun

icip

al b

y-la

w).

If a

co

nstr

uctio

n sp

eed

zone

is

not e

stab

lishe

d, o

nly

advi

sory

blac

k an

d or

ange

red

uced

sp

eed

sign

s (a

s sh

own)

may

be u

sed.

If a

con

stru

ctio

n sp

eed

zone

is e

stab

lishe

d,re

gula

tory

bla

ck a

nd w

hite

re

duce

d sp

eed

limit

sign

ssh

ould

be

used

.. A

ll re

duce

d sp

eed

advi

sory

m

axim

um s

peed

sig

ns w

ithin

th

e W

ork

Zon

e sh

ould

be

over

size

d by

incr

easi

ng th

e st

anda

rd s

ign

dim

ensi

ons

by 5

0 pe

rcen

t.. T

he s

ame

sign

ing

is r

equi

red

in th

e op

posi

te d

irect

ion.

Var

iabl

e

Var

iabl

e

Rb-

90A

Rb-

90B

Mul

ti-La

ne R

oad

(Non

-Fre

eway

Div

ided

and

Free

way

)

Long

Dur

atio

n

Spe

ed Z

one

Sig

ning

Fig

ure

TL-

4 100

8080 805*

Rb-

1

TC

-36

TC

-36

TC

-36

Rb-

1

Rb-

1

Des

igna

ted

Con

stru

ctio

nZ

one

Red

uced

Spe

edZ

one

. See

Gen

eral

Not

es.

. Thi

s si

gnin

g is

app

licab

le to

cons

truc

tion

proj

ects

whe

re a

cons

truc

tion

zone

and

a

cons

truc

tion

spee

d zo

ne a

rees

tabl

ishe

d (b

y M

TO o

r by

Mun

icip

al b

y-la

w).

If a

co

nstr

uctio

n sp

eed

zone

is

not e

stab

lishe

d, o

nly

advi

sory

blac

k an

d or

ange

red

uced

sp

eed

sign

s (a

s sh

own)

may

be u

sed.

If a

con

stru

ctio

n sp

eed

zone

is e

stab

lishe

d,re

gula

tory

bla

ck a

nd w

hite

re

duce

d sp

eed

limit

sign

ssh

ould

be

used

.. A

ll re

duce

d sp

eed

advi

sory

m

axim

um s

peed

sig

ns w

ithin

th

e W

ork

Zon

e sh

ould

be

over

size

d by

incr

easi

ng th

e st

anda

rd s

ign

dim

ensi

ons

by 5

0 pe

rcen

t.

100

100

60m

60m

60m

Var

iabl

e

Var

iabl

e

*For

Non

-Fre

eway

s: s

ee T

able

B*F

or F

reew

ays:

see

Tab

le C

*See

Tab

le B

30m

min

imum

5* m

inim

um

30m

min

imum



3*

TC

-12

036

0 B

eaco

nP

LUS

Four

-Way

Fla

sher

s

OR

*For

Sho

rt D

urat

ion:

s

ee T

able

A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

VE

HIC

LE

Two

Lane

Roa

dM

ulti-

Lane

Roa

d (N

on-

Free

way,

Undi

vided

or D

ivide

d)

Sho

rt D

urat

ion

Long

Dur

atio

n

Rig

ht S

houl

der W

ork

Fig

ure

TL-

6 TC

-1

TC

-2B

or T

C-2

A

Long

Dur

atio

n

Sho

rt D

urat

ion

5*

1b*

6*

3*1b

*

. See

Gen

eral

Not

es.

. The

top

figur

e re

pres

ents

the

traf

fic

cont

rol r

equi

red

if a

wor

k ve

hicl

e is

pre

sent

, th

e bo

ttom

figu

re

repr

esen

ts th

e tr

affic

co

ntro

l req

uire

d if

no

wor

k ve

hicl

e is

pre

sent

.

WO

RK

AR

EA

can

repl

ace

cone

s

3*

TC

-12

OR

036

0 B

eaco

n

OR

. See

Gen

eral

Not

es.

. The

top

figur

e re

pres

ents

the

traf

fic

cont

rol r

equi

red

if a

wor

k ve

hicl

e is

pre

sent

, th

e bo

ttom

figu

re

repr

esen

ts th

e tr

affic

co

ntro

l req

uire

d if

no

wor

k ve

hicl

e is

pre

sent

.

*For

Ver

y S

hort

Dur

atio

n: s

ee T

able

A

WO

RK

VE

HIC

LE

Two

Lane

Roa

dM

ulti-

Lane

Roa

d (N

on-

Free

way,

Undi

vided

or D

ivide

d)

Mob

ile O

pera

tions

Ver

y S

hort

Dur

atio

n

Rig

ht S

houl

der W

ork

Fig

ure

TL-

5

1b*

WO

RK

AR

EA

. See

Gen

eral

Not

es.

. See

Gen

eral

Not

es.

Fou

r-W

ay F

lash

ers

PLU

S

if av

aila

ble

OR



WO

RK

AR

EA

Two

Lane

Roa

dS

hort

Dur

atio

nLo

ng D

urat

ion

Road

way E

dge W

ork:

Encr

oach

men

t in R

ight L

ane

Fig

ure

TL-

8

3m min

.

TC

-2B

or T

C-2

A

Long

Dur

atio

n

Sho

rt D

urat

ion

1b*

5*

5*

. See

Gen

eral

Not

es.

. If 3

60O b

eaco

n an

d fo

ur-w

ay fl

ashe

rsor

TC

-12

(bar

mod

e) a

re u

sed,

co

nes

are

not r

equi

red

for S

hort

Dur

atio

n.. If

Ava

ilabl

e La

ne W

idth

(A

LW)

is

less

than

3m

, use

par

tial l

ane

shift

(F

igur

es T

L-9,

TL-

10)

or la

ne

clos

ure

(Fig

ures

TL-

20A

, TL-

20B

, TL-

21).

. On

low

vol

ume,

unp

aved

roa

ds:

- T

C-1

2 m

ay r

epla

ce T

C-4

and

TC

-1

(

Long

Dur

atio

n) o

r TC

-2B

or T

C-2

A

(

Sho

rt D

urat

ion)

if v

isib

ility

per

mits

- W

here

rem

aini

ng r

oadw

ay w

idth

is

a

t lea

st 6

m, a

nd A

LW is

less

than

3m

, use

Rb-

91 a

dis

tanc

e 5*

ups

trea

m o

f sta

rt o

f tap

er, a

nd

m

ove

the

TC

-1 o

r TC

-2B

an

a

dditi

onal

dis

tanc

e 5*

ups

trea

m.

TC

-4(L

ong

Dur

atio

n)

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

6*

TC

-1

TC

-12

PLU

S

Fou

r Way

Fla

sher

s

OR

036

0 B

eaco

n

WO

RK

VE

HIC

LE

Two

Lane

Roa

dM

obile

Ope

ratio

nsV

ery

Sho

rt D

urat

ion

Road

way E

dge W

ork:

Encr

oach

men

t in R

ight L

ane

Fig

ure

TL-

7

3m min

.

. See

Gen

eral

Not

es.

TC

-2B or T

C-2A

Long Duration

Short D

uration

6*

TC

-1



WO

RK

AR

EA

orW

OR

KV

EH

ICLE

Two

Lane

Roa

d(P

arki

ng L

ane

Pre

sent

)V

ery

Sho

rt D

urat

ion

Sho

rt D

urat

ion

Par

tial L

ane

Shi

ftF

igur

e T

L-10

5*

5*

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

3*

TC

-4

1a*

1a*

TC

-2B or T

C-2A

(Short D

uration)

TC

-2B

or T

C-2

A(S

hort

Dur

atio

n)

1 /2

(1a*

)

6*

6*

1 /2

(1a*

)

. See

Gen

eral

Not

es.

. Rem

aini

ng r

oadw

ay m

ust b

e at

leas

t 6m

with

a la

ne w

idth

of a

t lea

st 3

m

in e

ach

dire

ctio

n.. T

raffi

c sh

ould

not

be

shift

ed o

nto

asu

rfac

e te

xtur

e di

ffere

nt fr

om th

em

ain

road

way

, with

out a

pos

ted

spee

d re

duct

ion.

TC

-12

PLU

S

Fou

r Way

Fla

sher

s

OR

036

0 B

eaco

n

1a*

1a*

WO

RK

AR

EA

orW

OR

KV

EH

ICLE

Two

Lane

Roa

dV

ery

Sho

rt D

urat

ion

Sho

rt D

urat

ion

Par

tial L

ane

Shi

ftF

igur

e T

L-9

1 /2

(1a*

)

5*

TC

-2B or T

C-2A

(Short D

uration)

5*

. See

Gen

eral

Not

es.

. Rem

aini

ng r

oadw

ay m

ust b

e at

leas

t 6m

with

a la

ne w

idth

of a

t lea

st 3

m

in e

ach

dire

ctio

n.. T

raffi

c sh

ould

not

be

shift

ed o

nto

asu

rfac

e te

xtur

e di

ffere

nt fr

om th

em

ain

road

way

, with

out a

pos

ted

spee

dre

duct

ion.

TC

-4

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

3*

TC

-2B

or T

C-2

A(S

hort

Dur

atio

n)TC

-12

PLU

S

Fou

r Way

Fla

sher

s

OR

036

0 B

eaco

n1 /

2 (1

a*)

1a*

1a*

6*

6*T

C-4

1/2 (1a*)



*For

Fre

eway

s: s

ee T

able

C*F

or L

ater

al In

trus

ion

Det

erre

nce

Gap

(LI

DG

*): s

ee T

able

D

Mul

ti-La

ne R

oad

(Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

Rig

ht o

r Le

ft S

houl

der W

ork

Fig

ure

TL-

12

1b*

LID

G*

5*

BU

FF

ER

VE

HIC

LE

3*

WO

RK

AR

EA

TC

-12

TC

-1Lo

ng D

urat

ion

TC

-2B

Sho

rt D

urat

ion6*

. See

Gen

eral

Not

es.

TC

-12

PLU

S

Fou

r Way

Fla

sher

s

OR

036

0 B

eaco

n

For

Ver

y S

hort

Dur

atio

n

WO

RK

VE

HIC

LE

Mul

ti-La

ne R

oad

(Fre

eway

)M

obile

Ope

ratio

nsV

ery

Sho

rt D

urat

ion

Rig

ht o

r Le

ft S

houl

der W

ork

Fig

ure

TL-

11

WO

RK

VE

HIC

LE

BU

FF

ER

VE

HIC

LE

LID

G*

TC

-12

For

Mob

ile O

pera

tions

PLU

SF

our-

Way

F

lash

ers

OR

036

0 B

eaco

n

. See

Gen

eral

Not

es.

. See

Gen

eral

Not

es.

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: se

e Ta

ble

D2*

TC

-12



*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

Mul

ti-La

ne R

oad

(Non

-Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

Fig

ure

TL-

14

1b*

5*

WO

RK

VE

HIC

LE

3*

OR

. See

Gen

eral

Not

es.

. The

top

figur

e re

pres

ents

the

traf

fic c

ontr

ol r

equi

red

if a

wor

kve

hicl

e is

pre

sent

, the

bot

tom

figur

e re

pres

ents

the

traf

ficco

ntro

l req

uire

d if

no w

ork

vehi

cle

is p

rese

nt. E

ncro

achm

ent i

n th

e le

ft la

ne:

mirr

or im

age

of r

ight

lane

(d

ivid

ed r

oads

onl

y).

3m min

.

TC

-1

TC

-2B

or T

C-2

A

Long

Dur

atio

n

Sho

rt D

urat

ion

TC

-12

PLU

SF

our W

ay F

lash

ers

OR

036

0 B

eaco

n

1b*

5*

WO

RK

AR

EA

3*3m min

.

Road

way E

dge W

ork:

Encr

oach

men

t in R

ight L

ane

TC

-1T

C-2

B o

r TC

-2A

Long

Dur

atio

nS

hort

Dur

atio

n

Mul

ti-La

ne R

oad

(Non

-Fre

eway

and

F

reew

ay)

Mob

ile O

pera

tions

Ver

y S

hort

Dur

atio

n

Fig

ure

TL-

13

LID

G*

WO

RK

VE

HIC

LE

BU

FF

ER

VE

HIC

LE(F

reew

ays)

TC

-12TC

-12

PLU

SF

our W

ay F

lash

ers

OR

036

0 B

eaco

n

Road

way E

dge W

ork:

Encr

oach

men

t in R

ight L

ane

. See

Gen

eral

Not

es.

. Dis

tanc

e be

twee

nve

hicl

es s

houl

d be

in

crea

sed

if hi

lls o

rcu

rves

res

tric

t vis

ibili

ty.

. Enc

roac

hmen

t in

the

left

lane

: mirr

or im

age

of r

ight

lane

(di

vide

d ro

ads

only

).

3m m

in.;

(3.5

m m

inim

umpr

efer

red

on

freew

ays)

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D

. See

Gen

eral

Not

es.

2* 2*



*For

Fre

eway

s: s

ee T

able

C*F

or L

ater

al In

trus

ion

Det

erre

nce

Gap

(LI

DG

*): s

ee T

able

D

Mul

ti-La

ne R

oad

(Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

Road

way E

dge W

ork:

Encr

oach

men

t in R

ight L

ane

Fig

ure

TL-

15

1b*

LID

G*

5*

BU

FF

ER

VE

HIC

LE

3*

WO

RK

AR

EA

TC

-12

TC

-1Lo

ng D

urat

ion

TC

-2B

Sho

rt D

urat

ion6*

. See

Gen

eral

Not

es.

. Enc

roac

hmen

t in

the

left

lane

: m

irror

imag

e of

rig

ht la

ne.

Mul

ti-La

ne R

oad

(Non

-Fre

eway

)(P

arki

ng L

ane

Pre

sent

)

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

nLo

ng D

urat

ion

Par

king

Lan

e O

ccup

ied

Fig

ure

TL-

16

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

1b*

5*

3*

TC

-1

TC

-2B

or T

C-2

A

Long

Dur

atio

n

Sho

rt D

urat

ion

TC

-12

PLU

SF

our W

ay F

lash

ers

OR

036

0 B

eaco

n

Can

repl

ace

the

cone

tape

r.

6*

. See

Gen

eral

Not

es.

2*

3m m

in.;

(3.5

m m

inim

umpr

efer

red

on fr

eewa

ys)



Mul

ti-La

ne R

oad

(Non

-Fre

eway

or

Fre

eway

)

Long

Dur

atio

n

Nar

row

Lan

esF

igur

e T

L-17

*For

Lon

g D

urat

ion

(Non

-Fre

eway

): se

e Ta

ble

B*F

or F

reew

ays:

see

Tab

le C

TC

-1

1a*

X S

hift

_

___

3

.5

5*

x xx x

Ww_ 2

w_ 2

1a*

. See

Gen

eral

Not

es.

. Thi

s Ty

pica

l app

lies

to

both

div

ided

and

und

ivid

ed

road

s.. W

=

_ 2

WO

RK

AR

EA

5*

NA

RR

OW

LAN

ES

TC

-11

3*

TC

-9L(

2)

5*

TC

-7

Shi

ft

TC

-12

PLU

SF

our W

ay F

lash

ers

OR

036

0 B

eaco

n

WO

RK

VE

HIC

LE

Two

Lane

Roa

dM

obile

Ope

ratio

nsV

ery

Sho

rt D

urat

ion

Lane

Clo

sed

Fig

ure

TL-

18

. See

Gen

eral

Not

es.

. Whe

re h

igh

spee

ds, h

igh

volu

me,

and

/or

poor

vis

ibili

ty m

ay r

esul

t in

saf

ety

or tr

affic

con

gest

ion

prob

lem

s, c

onsi

der

othe

r op

tions

suc

h as

u

sing

TL-

19 o

r TL-

20A

, or

wor

king

at l

ess

cong

este

d tim

es.

3m m

inim

um (3

.5m

pre

ferre

don

Fre

eway

s)



TC

-12

(Bar

Mod

e)ca

n re

plac

e th

e T

C-4

and

TC

-1(o

r TC

-2B

/ T

C-2

A)

WO

RK

AR

EA

Two

Lane

Roa

d(L

ow V

olum

e)S

hort

Dur

atio

nLo

ng D

urat

ion

Lane

Clo

sed

(Yie

ld to

Onc

omin

g Tr

affic

)F

igur

e T

L-19

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

5* 5*TO

ON

CO

MIN

GTR

AFF

IC

Rb-

91

5*

3*T

C-4

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

. See

Gen

eral

Not

es. T

o be

use

d fo

r sh

ort l

engt

h w

ork

area

s (le

ss th

an 1

50m

).. M

ay a

lso

be u

sed

on r

oads

with

no

cent

relin

e.

TC

-1TC

-2B or TC

-2ALong D

urationS

hort Duration



Two

Lane

Roa

dS

hort

Dur

atio

nLo

ng D

urat

ion

Lane

Clo

sed

(R.C

. Dev

ice)

Fig

ure

TL-

20B

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

3*

TC

-4

5* 5*

TC

-23A

1a*

. See

Gen

eral

Not

es.

. Tw

o R

emot

e C

ontr

ol D

evic

es

are

req

uire

d fo

r ea

ch la

ne

clo

sure

, one

at e

ach

end.

. The

sam

e si

gnin

g is

req

uire

d in

the

oppo

site

dire

ctio

n ex

cept

for

the

TC

-4.

. TC

P is

req

uire

d to

con

trol

RC

Dev

ice

and

to h

ave

a pa

ddle

(

TC

-22)

ava

ilabl

e in

eve

nt o

f fa

ilure

.

Rb-

31

STO

PH

ER

E

O

N

R

ED

SIG

NA

LR

b-78

5*

10-1

5m

3mE

qual

toA

ntic

ipat

edQ

ueue

Leng

th

Rb-

25

R.C

. Dev

ice

TC

-1T

C-2

B o

r TC

-2A

Long

Dur

atio

nS

hort

Dur

atio

n6*

TC

-54

TC

-54

PREP

ARE

TO S

TOP

TC

-23A

t

Two

Lane

Roa

dV

ery

Sho

rt D

urat

ion

Sho

rt D

urat

ion

Long

Dur

atio

n

Lane

Clo

sed

(Tra

ffic

Con

trol P

erso

ns)

Fig

ure

TL-

20A

*For

Ver

y S

hort

or

Sho

rt

Dur

atio

n: s

ee T

able

A*F

or L

ong

Dur

atio

n:

see

Tab

le B

Rb-31

(Long Duration only)

WO

RK

AR

EA

3*

TC-4

(L

ong

Dur

atio

n on

ly)

5* 5*

TC

-21

TC

-22

5* 5*

See

TC

PTa

ble

See

TC

PTable

TC

-22

TC

-21

. See

Gen

eral

Not

es. O

n lo

w v

olum

e ro

ads,

and

shor

t len

gth

wor

k ar

eas

(less

than

150

m),

Fig

ure

TL-

19 m

ay b

e us

ed to

re

plac

e th

e T

CP.

. Whe

n us

ed a

s pr

escr

ibed

, th

e R

emot

e C

ontr

olD

evic

e m

ay b

e us

ed a

s a

supp

lem

ent t

o T

CP

(S

eeT

L-20

B).

. For

hig

h vo

lum

e ni

ghtti

me

oper

atio

ns, t

he tr

affic

co

ntro

l sho

wn

in F

igur

e T

L-21

sho

uld

be u

sed

whe

n th

e T

CP

is n

ot o

n du

ty.

. For

low

-vol

ume

road

s, a

ndvi

sibi

lity

mor

e th

an 1

50m

,th

e T

CP

and

TC

-21

may

be

elim

inat

ed fo

r th

edi

rect

ion

that

is n

ot c

lose

d.. F

or V

ery

Sho

rt D

urat

ion

oper

atio

ns o

n lo

w-v

olum

e ro

ads,

the

cone

s m

ay n

otbe

req

uire

d

TC

-1T

C-2

B o

r TC

-2A

Long

Dur

atio

nS

hort

Dur

atio

n6*T

C-1

TC

-2B or T

C-2A

Long Duration

Short D

uration 6*

3*

5*

Rb-

31(L

ong

Dur

atio

n on

ly)

Rb-25

TC

P



Mul

ti-La

ne R

oad

(Non

-Fre

eway

)M

obile

Ope

ratio

nsV

ery

Sho

rt D

urat

ion

Rig

ht L

ane

Clo

sed

Fig

ure

TL-

22

varie

s

TC

-12

WO

RK

VE

HIC

LE

. See

Gen

eral

Not

es. F

or P

oste

d S

peed

s of

60

km

/h o

r lo

wer

, the

Sig

nTr

uck

on th

e sh

ould

er is

not r

equi

red,

and

the

TC

-12

on th

e W

ork

Veh

icle

may

be r

epla

ced

by a

TC

-4 a

nda

360o

Bea

con.

TC

-12

(Tru

ck o

r Tra

iler

Mou

nted

)

SIG

N T

RU

CK

Two

Lane

Roa

d(H

igh

Vol

ume)

Sho

rt D

urat

ion

Long

Dur

atio

n

Lane

Clo

sed

(Por

table

or T

empo

rary

Traf

fic C

ontro

l Sig

nals)

Fig

ure

TL-

21

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

TC

-1

Long

Dur

atio

nS

hort

Dur

atio

n

WO

RK

AR

EA

3*

TC

-4

5* 5*

TC

-23

1a*

. See

Gen

eral

Not

es. T

o de

term

ine

the

appr

opria

tetim

ing

of th

e tr

affic

con

trol

si

gnal

s, s

ee S

ectio

n 4.

5 (O

ffice

Edi

tion)

.. T

empo

rary

traf

fic s

igna

ls m

aybe

use

d to

ass

ist c

onst

ruct

ion

vehi

cles

to c

ross

roa

dway

s,ho

wev

er, a

ppro

val m

ust b

eob

tain

ed fr

om th

e ro

ad a

utho

rity

havi

ng ju

risdi

ctio

n.

Rb-

31

STO

PH

ER

E

ON

R

ED

SIG

NA

LR

b-78

5*

10-1

5m

3m

5*

5*T

C-23

Rb-31

STO

PH

ER

E O

N R

ED

SIG

NA

L

Rb-78

5*

10-15m

3m

(1a*

)1_ 2

TC

-2B

or T

C-2

A6*

TC

-1

Long Duration

Short D

urationT

C-2B

or TC

-2A 6*

*For

Ver

y S

hort

Dur

atio

n: s

ee T

able

A



*For

Lon

g D

urat

ion:

see

Tab

le B

Mul

ti-La

ne R

oad

(Non

-Fre

eway

)Lo

ng D

urat

ion

Rig

ht L

ane

Clo

sed

Fig

ure

TL-

24

1a*

5*

3*

2* 5*

TC

-4

TC

-3R

TC

-1

WO

RK

AR

EA

TC

-12

. See

Gen

eral

Not

es.

TC

-7

OR

*For

Sho

rt D

urat

ion:

see

Tab

le A

Mul

ti-La

ne R

oad

(Non

-Fre

eway

)S

hort

Dur

atio

n

Rig

ht L

ane

Clo

sed

Fig

ure

TL-

23

1a*

5*

3*

2* 5*

TC

-4

TC

-2B

or T

C-2

A

TC

-3R

WO

RK

AR

EA

6*TC

-12

can

repl

ace

the

TC

-3 a

nd T

C-4

. See

Gen

eral

Not

es.



*For

Sho

rt D

urat

ion:

see

Tab

le A

Mul

ti-La

ne R

oad

(Non

-Fre

eway

)S

hort

Dur

atio

n

Left

Lane

Clo

sed

Fig

ure

TL-

26

1a*

5*

3*

2* 5*

TC

-4

TC

-2B

or T

C-2

A

TC

-3L

WO

RK

AR

EA

TC

-12

can

repl

ace

the

TC

-3L

and

TC

-4

6*

Mul

ti-La

ne R

oad

(Non

-Fre

eway

)M

obile

Ope

ratio

nsV

ery

Sho

rt D

urat

ion

Left

Lane

Clo

sed

Fig

ure

TL-

25

VA

RIA

BLE

TC

-12

(Bar

Mod

e) if

sig

n tr

uck

ispr

esen

t, ot

herw

ise,

flas

hing

arro

w to

the

right

.

WO

RK

VE

HIC

LE

TC

-12

SIG

NT

RU

CK

.See

Gen

eral

Not

es.

. For

Pos

ted

Spe

eds

of

60 k

m/h

or

low

er, t

he

Sig

n Tr

uck

is n

ot r

equi

red

and

the

TC

-12

on th

e W

ork

Veh

icle

may

be

repl

aced

by

a T

C-4

and

a 36

0o Bea

con.

. See

Gen

eral

Not

es



Mul

ti-La

ne R

oad

(Fre

eway

)M

obile

Ope

ratio

nsV

ery

Sho

rt D

urat

ion

Rig

ht o

r Le

ft La

ne C

lose

dF

igur

e T

L-28

1a

LID

G*

TC

-12

TC

-12

TC

-12

. See

Gen

eral

Not

es. 1

a sh

ould

be

mov

ed

upst

ream

if h

ills

or

curv

es r

estr

ict v

isib

ility

.

*For

Fre

eway

s: s

ee T

able

C*F

or L

ater

al In

trus

ion

Det

erre

nce

Gap

(LI

DG

*): s

ee T

able

D

WO

RK

AR

EA

(Ver

y S

hort

Dur

atio

n)or

WO

RK

VE

HIC

LE(M

obile

or V

ery

Sho

rt D

urat

ion)

BU

FF

ER

VE

HIC

LE SIG

NT

RU

CK

*For

Lon

g D

urat

ion:

see

Tab

le B

Mul

ti-La

ne R

oad

(Non

-Fre

eway

)Lo

ng D

urat

ion

Left

Lane

Clo

sed

Fig

ure

TL-

27

1a*

5*

3*

2* 5*

TC

-4

TC

-3L

TC

-1

WO

RK

AR

EA

. See

Gen

eral

Not

es

TC

-12

OR

TC

-7

. Con

es o

r B

arre

lsre

quire

d fo

r Ver

yS

hort

Dur

atio

non

ly.

2* (V

ery

Shor

t Dur

atio

n on

ly)



3*1a

*

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

Fiv

e-La

ne R

oad

Sho

rt D

urat

ion

Long

Dur

atio

n

Two-

Way

Lef

t Tur

n La

ne C

lose

dF

igur

e T

L-30

WO

RK

AR

EA

. See

Gen

eral

Not

es.

For

Lon

g D

urat

ion

oper

atio

ns,

TC

-12

(bar

mod

e) o

r TC

-7 m

ust b

eus

ed.

For

Sho

rt D

urat

ion

oper

atio

ns,

TC

-12

(bar

mod

e) c

an r

epla

ce

TC

-4 a

nd c

one

tape

r, or

a W

ork

Veh

icle

with

360

O b

eaco

n an

d fo

ur-

way

flas

hers

may

be

used

with

T

C-4

and

con

e ta

per.

TC

-45*

1a*

5*

TC

-4

TC

-7T

C-1

2

OR

To be used as per note shown

for other direction.

TC

-7

TC

-12

OR

TC

-1

TC

-2B

or T

C-2

A

Long

Dur

atio

n

Sho

rt D

urat

ion6*

Mul

ti-La

ne R

oad

(Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

Rig

ht o

r Le

ft La

ne C

lose

dF

igur

e T

L-29

TC

-3R

TC

-4

TC

-1

TC

-2B

Long

Dur

atio

n

Sho

rt D

urat

ion

1a*

5*

LID

G*

5*A

third

TC

-12

on s

houl

der

may

re

plac

e T

C-3

s an

d T

C-4

.60

m

3*

*For

Fre

eway

s: s

ee T

able

C*F

or L

ater

al In

trus

ion

Det

erre

nce

Gap

(LI

DG

*): s

ee T

able

D

60m

WO

RK

AR

EA

. See

Gen

eral

Not

es.

BU

FF

ER

VE

HIC

LE 2*

TC

-1

TC

-2B or T

C-2A

Long Duration

Short D

uration 6*

TC

-12

TC

-12

1b*



5*

*For

Sho

rt o

r Lo

ng D

urat

ion:

see

Tab

le B

Pas

sing

and

Tru

ckC

limbi

ng L

anes

Sho

rt D

urat

ion

Long

Dur

atio

n

Cen

tre

Lane

Fig

ure

TL-

32

1a*

TC

-103L

TC

-12

TC

-45*

1.5 X 1a*

5*

TC

-4

60m

WO

RK

AR

EA

2*2*

TC

-1T

C-2

B o

r TC

-2A

Long

Dur

atio

nS

hort

Dur

atio

n6*

. See

Gen

eral

Not

es.

. Whe

re p

ract

icab

le, t

head

ded

lane

sho

uld

be

allo

wed

to d

evel

op o

nly

beyo

nd th

e w

orkz

one

and

then

onl

y if

ther

e is

su

ffici

ent r

emai

ning

lane

leng

th to

per

mit

safe

pa

ssin

g.

5*

*For

Sho

rt o

r Lo

ng D

urat

ion:

see

Tab

le B

Pas

sing

and

Tru

ckC

limbi

ng L

anes

Sho

rt D

urat

ion

Long

Dur

atio

n

Down

boun

d La

ne (S

ingl

e-La

ne D

irect

ion)

Fig

ure

TL-

31

1a*

TC

-103L

TC

-12

TC

-4

5*

TC

-1T

C-2

B o

r TC

-2A

Long

Dur

atio

n

TC

-16E

L

5*

1.5 X 1a*

5*

60m

WO

RK

AR

EA

6*

. See

Gen

eral

Not

es.

. Whe

re p

ract

icab

le, t

head

ded

lane

sho

uld

be

allo

wed

to d

evel

op o

nly

beyo

nd th

e w

orkz

one

and

then

onl

y if

ther

e is

su

ffici

ent r

emai

ning

lane

leng

th to

per

mit

safe

pass

ing.

TC

-12

OR

TC

-7

TC

-1T

C-2B

or TC

-2ALong D

urationS

hort Duration 6*

TC

-12

OR

TC

-7

TC

-1T

C-2B

or TC

-2ALong D

urationS

hort Duration 6*

TC

-103L

TC

-103LR

b-31

Rb-31

5*

5*2*

Rb-31

5*

5*

Rb-

31

TC

-4



xx x

xxx

4* 1a*

3*

5*

TC

-4

TC

-53A

or

B

1a*

TC

-9L

TC

-4

4*

1a*

5*

1a* xx

TC

-4TC

-12

TC

-7

OR

TC

-12

TC

-7O

R

TC

-12

TC

-1T

C-2

B o

r TC

-2A

Long

Dur

atio

nS

hort

Dur

atio

n

5*

TC

-1

TC

-2B or T

C-2A

Long Duration

Short D

uration

5*

*Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

Fou

r La

ne R

oad

(Non

-Fre

eway

Und

ivid

ed)

Sho

rt D

urat

ion

Long

Dur

atio

n

Two

Lane

s C

lose

dF

igur

e T

L-33

WO

RK

AR

EA

TC

-3R

TC

-12

TC

-12

on s

houl

der

may

rep

lace

TC

-3an

d T

C-4

TC

-3L

. See

Gen

eral

Not

es.

. For

hig

h vo

lum

e ro

ads

or L

ong

Dur

atio

nO

pera

tions

(lo

nger

than

five

days

), th

e us

e of

Tem

pora

ry C

oncr

ete

Bar

riers

sho

uld

be

cons

ider

ed to

sep

arat

e op

posi

ng tr

affic

.

6*

6*

2*

1b*



xx x

xxx

3*

4*1a*

xx

TC

-7 or TC

-12

5*

*For

Lon

g D

urat

ion

(Non

-Fre

eway

): se

e Ta

ble

B*F

or F

reew

ays

: see

Tab

le C

Fou

r La

ne R

oad

(Non

-Fre

eway

Div

ided

or F

reew

ay)

Long

Dur

atio

n

Two

Lane

s C

lose

d (M

edia

n C

ross

over

)

(Dire

ctio

n 2)

Fig

ure

TL-

34B

WO

RK

AR

EA

TC

-3L

TC

-34

5* 5*

5*

1a*

Rb-31

Rb-24

. See

Gen

eral

Not

es.

TO B

E U

SED

WIT

H T

L-34

A

xx x

xxx

4*

1a*

3*

5*

TC-5

3A

or B

1a*

xx

TC

-4

TC

-12

TC

-7

OR

TC

-12

TC

-1

5*

*For

Lon

g D

urat

ion

(Non

-Fre

eway

):se

e Ta

ble

B*F

or F

reew

ays

: see

Tab

le C

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: se

e Ta

ble

D

Fou

r La

ne R

oad

(Non

-Fre

eway

Div

ided

or F

reew

ay)

Long

Dur

atio

n

Two

Lane

s C

lose

d (M

edia

n C

ross

over

)

(Dire

ctio

n 1)

Fig

ure

TL-

34A

WO

RK

AR

EA

TC

-3RTC

-12

TC

-12

on s

houl

der

may

rep

lace

TC

-3s

and

TC

-4

LID

G*

TC

-7

OR

TC

-116

EL

30 km/h

(TC

-17t

if re

quire

d)

TC

-34

TC

-5

60m

60m

2*

. See

Gen

eral

Not

es.

. For

Non

-Fre

eway

s,

LB

A (

2*)

is r

equi

red,

but

B

uffe

r Veh

icle

+ L

IDG

*

are

not

req

uire

d.. T

he m

edia

n cr

osso

ver

as s

how

n is

sch

emat

ic o

nly,

and

mus

t be

impl

emen

ted

acc

ordi

ng to

the

road

a

utho

rity'

s cr

osso

ver

des

ign,

incl

udin

g lo

catio

n, m

edia

n cr

osso

ver

leng

th (

MC

L), c

urve

s an

d s

uper

elev

atio

n.. F

or n

on-f

reew

ays

with

out

a d

esig

ned

cros

sove

r, M

CL

may

be

take

n as

:

TO B

E U

SED

WIT

H T

L-34

B

TC

-12

Rb-

31R

b-24

TC

-116

ER

30 km/h

(TC

-17t

if re

quire

d)

BUFF

ERVE

HIC

LE

TC

-1

BU

FF

ER

VE

HIC

LE

TC

-4

TC

-5B

MC

L

MC

L

1a*

x(M

edia

n W

idth

__

____

____

_ )

Lan

e W

idth



4*3*

5*1a*

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

Fiv

e La

ne R

oad

(Non

-Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

Two

Way

Lef

t Tur

n La

ne a

nd

Left

Thr

ough

Lan

e C

lose

dF

igur

e T

L-36

WO

RK

AR

EA

. See

Gen

eral

Not

es.

TC

-12

5*

1/2(1a*)

2*

1 /2(1

a*)

TC

-3LT

C-4

2*

6*

xx x

xxx

4* 1a*

3*

5*TC

-53

A o

r B

1a*

TC

-9L

TC

-4

1a* xx

TC

-4

TC

-12

TC

-7

OR

TC

-12

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

5*

*Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

Fiv

e La

ne R

oad

(Non

-Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

Two

Thr

ough

Lan

es C

lose

dF

igur

e T

L-35

WO

RK

AR

EA

TC

-3R

TC

-12

TC

-12

on s

houl

der

may

rep

lace

TC

-3an

d T

C-4

.See

Gen

eral

Not

es.

TC

-12

5*

6*

TC

-1

TC-2B

or TC-2A

Long Duration

Short D

uration 6*

TC

-1

TC-2B

or TC-2A

Long Duration

Short D

uration 6*

2*

TC

-12

1b*

TC

-12



Six

Lan

e R

oad

(Non

-Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

One

(C

entr

e) o

r Tw

o Le

ft La

nes

Clo

sed

Fig

ure

TL-

37

4*

TC

-12

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

5*

TC

-4

TC

-1

TC-2

B o

r TC

-2A

Long

Dur

atio

n

Sho

rt D

urat

ion

TC

-3L

3*

5*1a*

1a*

TC

-4

. See

Gen

eral

Not

es. T

C-3

L

6*

TC

-12

. For

two

right

lane

scl

osed

, TC

-4 a

ndT

C-3

R m

ay b

e re

plac

ed b

y T

C-1

2on

sho

ulde

r.

Six

Lan

e R

oad

(Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

One

(C

entr

e) o

r Tw

o R

ight

Lan

es C

lose

dF

igur

e T

L-38

4*

LID

G*

TC

-12

*For

Fre

eway

s: s

ee T

able

C*F

or L

ater

al In

trusi

on D

eter

renc

e G

ap (L

IDG

*): s

ee T

able

D

WO

RK

AR

EA

5*

TC

-4

TC

-1

TC

-2B

or T

C-2

A

Long

Dur

atio

n

Sho

rt D

urat

ion

TC

-3R

3*

5*

TC

-12

on s

houl

der

may

re

plac

e T

C-3

and

T

C-4

mid

way

bet

wee

n.

1a*

1a*

. See

Gen

eral

Not

es.

. For

Fre

eway

s, fo

r lo

ng d

urat

ion

oper

atio

ns

(long

er th

an fi

ve d

ays)

, Tem

pora

ry

Con

cret

e B

arrie

rs m

ust b

e us

ed to

se

para

te th

e w

ork

area

from

traf

fic, i

fpr

actic

able

.

TC

-3R

TC

-4

BU

FF

ER

VE

HIC

LE

60m

60m

60m

6*

TC

-12

2*T

C-1

2

1b*

2*



Mul

ti-La

ne R

oad

(Non

-Fre

eway

)In

ters

ectio

n Ap

proa

ch C

lose

d

Sho

rt D

urat

ion

Long

Dur

atio

n

Inte

rsec

tion

Appr

oach

Clo

sed

(Med

ian

Cros

sove

r)F

igur

e T

L-39

TC

-1

TC-2

B o

r TC

-2A

Long

Dur

atio

n

Sho

rt D

urat

ion

3*

5*1a*

TC

-12

TC

-7

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

5*

TC

-4

.See

Gen

eral

Not

es.

. It m

ay b

e ne

cess

ary

to p

rohi

bit c

erta

intu

rnin

g m

ovem

ents

.

4*30m

TC

-3R

Wa-

33LR

TC

-16E

L

Rb-

42

5*

5*

1a*

Wa-33L

Rb-25

5*

5*

1a*

5*5*

1a*

TC

-3L

TC

-4

TC-2B

or TC-2A

(S

hort Duration)

OR

TC-1 (Long D

uration)

TC-4

1a*

MC

L

1/2 2*

6*

TC-3L

TC-4

TC-2B or TC-2A (Short Duration)

ORTC-1 (Long Duration)

TC-3L

TC-4



X XXX

XX

X X X

X X X

XX

. TC

-53A

or T

C-5

3Bre

quire

d fo

r Lon

gD

urat

ion

only

(MCL

=

Med

ian

Wid

th

1a* X

____

____

___ )

Lan

e W

idth

Wa-

33L

Rb-

25

1/2 2*

1/2 2*



Two

Lane

Roa

dLo

ng D

urat

ion

Roa

dsid

e D

iver

sion

Fig

ure

TL-

40

TC

-1

WO

RK

AR

EA

5* 5*

TC

-13

TC

-9R

TC

-18R

TC

-17t

. See

Gen

eral

Not

es.

. If th

e di

vers

ion

is p

aved

, tem

pora

ry p

avem

ent m

arki

ngs

are

requ

ired,

in

clud

ing

edge

lines

and

TC

-13

shou

ld n

ot b

e us

ed.

. The

sam

e ad

vanc

e si

gnin

g is

req

uire

d fo

r th

e op

posi

ng d

irect

ion.

3*

*For

Lon

g D

urat

ion:

see

Tab

le B

TC

-7

TC

-7

TC

-18L

TC

-18R

Mul

ti-La

ne R

oad

(Non

-Fre

eway

or

Fre

eway

)

Lane

Rea

lignm

ent

Fig

ure

TL-

41

TC

-1

WO

RK

AR

EA

5*

TC

-16E

R(2

)

. See

Gen

eral

Not

es.

3*

*For

Lon

g D

urat

ion

(Non

-Fre

eway

s): s

ee T

able

B*F

or F

reew

ays:

see

Tab

le C

TC

-18R

TC

-18LT

C-18R

TC

-18R

TC

-18L

TC

-18L

Long

Dur

atio

n



Det

our

(Non

-Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

Rou

te D

etou

r (A

ltern

ativ

e R

oads

)F

igur

e T

L-42

B 5*

TC

-10D

TC

-10B

RT

C-1

0AR

TC

-10C

TC

-10C

TC

-39,

TC

-53A

TC

-39,

TC

-53A

TC

-10A

R

TC

-10B

R

TC

-10A

L

TC

-10B

L

Rb-

92

Rb-

92

TC

-7, T

C-7

tA, T

C-7

tB

Rb-

92

TC

-10B

L

TC

-10A

L

TC

-67,

TC

-10

TC

-5

5*5*

M A I N S T.

KIN

G S

T.

SE

E T

L-42

A F

OR

SIG

N D

ETA

ILS

.See

Gen

eral

Not

es.

. The

sam

e ap

proa

ch to

sig

ning

is r

equi

red

in th

e op

posi

te d

irect

ion.

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

Det

our

(Non

-Fre

eway

)S

hort

Dur

atio

nLo

ng D

urat

ion

Rou

te D

etou

r (A

ltern

ativ

e R

oads

)F

igur

e T

L-42

A

TC

-7T

C-7

tAT

C-7

tB

TC

-67

TC

-10

TC

-39

TC

-5R

b-92

TC

-10A

RT

C-1

0BR

TC

-10C

TC

-10D

. The

follo

win

g si

gns

are

to b

e us

ed in

the

layo

ut fo

r Rou

te D

etou

rs (s

ee T

L-42

B).

MA

IN S

T.C

LOSE

D A

TK

ING

ST.

TC

-10F

RT

C-1

0ER

TC

-10A

LT

C-1

0BL

TC

-10F

LT

C-1

0EL

Oth

er ta

bs m

ay b

e us

ed w

ith th

e

sig

n as

follo

ws:

TC

-53A

x xx x



Ram

p(N

on-F

reew

ay a

ndFr

eew

ay)

Sho

rt D

urat

ion

Long

Dur

atio

n

Lane

Clo

sed

at E

ntra

nce

Ram

pF

igur

e T

L-44

1a*

. See

Gen

eral

Not

es.

. For

Rig

ht L

ane

clos

ure

see

Fig

ure

TL-

29.

. Whe

re s

pace

and

wor

k ac

tiviti

es p

erm

it,

the

acce

lera

tion

lane

sho

uld

be m

ade

as

long

as

poss

ible

.. In

the

imm

edia

te a

rea

of th

e en

tran

ce,

cone

or

barr

el s

paci

ngs

of h

alf o

f tho

se s

how

non

Tab

le B

or

C s

houl

d be

use

d.

*For

Sho

rt o

r Lo

ng D

urat

ion

Ent

ranc

e R

amp

onto

N

on-F

reew

ay: s

ee T

able

B*F

or E

ntra

nce

Ram

p on

to F

reew

ay: s

ee T

able

C

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

Wa-

116

MER

GEW

a-11

6t

5*

3*

Ram

p(N

on-F

reew

ay a

ndFr

eew

ay)

Sho

rt D

urat

ion

Long

Dur

atio

n

Lane

Clo

sed

at E

xit R

amp

Fig

ure

TL-

43

EXIT

Gf-

4

1 / 2 1

a*

. See

Gen

eral

Not

es. In

the

imm

edia

te a

rea

of th

e ex

it, c

one

or b

arre

l spa

cing

s of

hal

f of t

hose

sho

wn

on T

able

B o

r C

sho

uld

be u

sed.

. For

Rig

ht L

ane

clos

ure

see

Fig

ure

TL-

29.

*For

Sho

rt or

Lon

g D

urat

ion

Exit

Ram

p fro

m N

on-F

reew

ay: s

ee T

able

B*F

or E

xit R

amp

from

Fre

eway

: see

Tab

le C

3*1 / 2 3

*

4* 1b*

4*



Two

Lane

Roa

d(I

nter

sect

ion)

V

ery

Sho

rt D

urat

ion

Sho

rt D

urat

ion

Nea

r-S

ide

Lane

Clo

sed

(TC

P)

Fig

ure

TL-

46

3*

5* 5*

. See

Gen

eral

Not

es.

. Whe

n tr

affic

vol

umes

are

hig

h or

whe

n th

e in

ters

ectio

n is

sig

naliz

ed, c

onsu

lt th

e ro

ad a

utho

rity

to d

eter

min

e w

heth

er p

olic

e as

sist

ance

is r

equi

red.

Car

e sh

ould

be

take

n by

the

TC

P to

co-

ordi

nate

with

any

inte

rsec

tion

cont

rol s

uch

as tr

affic

sig

nals

or

stop

sig

ns.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

WO

RK

AR

EA

TC

-22

See

TC

PTa

ble

TC

-22

TC-2

B o

r TC

-2A

(Sho

rt D

urat

ion)

TC

-21

5*

5*

TC

-216*

6*

. For

Rem

ote

Con

trol

Dev

ice,

s

ee F

igur

e T

L-20

B.

Ram

p(N

on-F

reew

ay a

ndFr

eew

ay)

Sho

rt D

urat

ion

Long

Dur

atio

n

Ram

p C

losu

reF

igur

e T

L-45

5*

. See

Gen

eral

Not

es.

. "Clo

sed"

sig

n on

Dire

ctio

nal G

uide

Sig

ns to

be

used

for

Long

Dur

atio

n on

ly.

. Con

side

ratio

n sh

ould

be

give

n to

the

use

of a

TC

-64

sign

.

*For

Sho

rt o

r Lon

g D

urat

ion

(Ram

p fro

m N

on-F

reew

ay):

see

Tab

le B

*For

Ram

p fr

om F

reew

ay: s

ee T

able

C

5*

Rb-

92

XX

XX

TC

-53A

,T

C-5

3B o

rT

C-5

4O

RT

C-1

2

. For

Det

ails

see

Offi

ce M

anua

l.

1b*

and

TC

-54s

1 / 2 3

*

TC-2B

or TC-2A

(S

hort Duration)

TC

-35

TC

-35



Two

Lane

Roa

d(I

nter

sect

ion)

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Far-

Sid

e La

ne C

lose

d (T

CP

)F

igur

e T

L-48

3*

5* 5*

. See

Gen

eral

Not

es.

. Whe

n tr

affic

vol

umes

are

hig

h or

whe

n th

e in

ters

ectio

n is

sig

naliz

ed, c

onsu

lt th

e ro

ad a

utho

rity

to d

eter

min

e w

heth

er p

olic

e as

sist

ance

is r

equi

red.

Car

e sh

ould

be

take

n by

the

TC

P to

co-

ordi

nate

with

any

inte

rsec

tion

cont

rol s

uch

as tr

affic

sig

nals

or

stop

sig

ns.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

WO

RK

AR

EA

TC

-22

TC

-22

TC-2

B o

r TC

-2A

(Sho

rt D

urat

ion)

TC

-21

5* 5*

TC

-21

TC-2B

or TC-2A

(Short D

uration)

6*

6*

See

TC

PTable

. For

Rem

ote

Con

trol

Dev

ice,

see

Fig

ure

TL-

20B

.

Two-

Lane

Roa

d(I

nter

sect

ion)

Nea

r-S

ide

Lane

Clo

sure

Long

Dur

atio

n

Wor

k in

Inte

rsec

tion

Nea

r-Sid

e La

ne C

lose

d (D

etou

r)F

igur

e T

L-47

5*

. See

Gen

eral

Not

es.

. Thi

s la

yout

is to

be

used

if a

n al

tern

ate

rout

e de

tour

is a

vaila

ble;

if n

ot, T

CP

's

are

requ

ired

and

the

layo

ut s

how

n in

TL-

46 s

houl

d be

use

d.

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA 5* 5*

TC

-5

TC

-67,

TC

-10

TC

-10A

R

TC

-10B

RT

C-1

0C

TC

-7

TC

-7tA

5*

TOONCOMING

TRAFFIC Rb-915*

5*x

xx

xx

x x

TC-5

3A o

rTC

-53B

SE

E F

IGU

RE

TL-

42B

"R

OU

TE

DE

TOU

R"

FO

R

AP

PLI

CA

BLE

LAY

OU

T

TC-1

TC-1

TC

-1



Two-

Lane

Roa

d(I

nter

sect

ion)

Long

Dur

atio

n

Far-

Sid

e La

ne C

lose

d (D

etou

r)F

igur

e T

L-49

5*

. See

Gen

eral

Not

es.

. Thi

s la

yout

is to

be

used

if a

n al

tern

ate

rout

e de

tour

is a

vaila

ble;

if n

ot, T

CP

's

are

requ

ired

and

the

layo

ut s

how

n in

Fig

ure

TL-

48 s

houl

d be

use

d.

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA 5* 5*

TC

-5

TC

-67,

TC

-10

TC

-10A

R

TC

-10B

R

TC

-7

TC

-7tA

TC-5

3A o

r TC

-53BS

EE

FIG

UR

E T

L-42

B

"RO

UT

E D

ETO

UR

" F

OR

A

PP

LIC

AB

LE L

AYO

UT

xx x

x

xx

x x

TC

-10C

Two

Lane

Roa

d(I

nter

sect

ion)

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Wor

k in

Inte

rsec

tion

Far-S

ide

Lane

Clo

sed

(TC

P)F

igur

e T

L-50

3*

5* 5*

. See

Gen

eral

Not

es.

. Whe

n tr

affic

vol

umes

are

hig

h or

whe

n th

e in

ters

ectio

n is

sig

naliz

ed, c

onsu

lt th

e ro

ad a

utho

rity

to d

eter

min

e w

heth

er p

olic

e as

sist

ance

is r

equi

red.

Car

e m

ust b

e ta

ken

by th

e T

CP

to c

o-or

dina

te w

ith a

ny in

ters

ectio

n co

ntro

l suc

h as

traf

fic s

igna

ls o

r st

op s

igns

.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

WO

RK

AR

EA

TC

-22

TC

-22

TC-2

B o

r TC

-2A

(Sho

rt D

urat

iion)

TC

-21

5* 5*

TC

-216*

6*

See

TC

PTa

ble

5*TO

ONCOMINGTRAFFICRb-91

5*

6*

5*

6*TC-2B or TC-2A(Short Duration)

TC-2B

or TC-2A

(Short D

uration)

TC-2B or TC-2A(Short Duration)

. For

Rem

ote

Con

trol

Dev

ice,

see

Fig

ure

TL-

20B

.

Rb-115*

Rb-125*

Rb-12

Rb-11

.If a detour route isavailable see TL-47.

TC-2B

6*



Mul

ti-La

ne R

oad

(Int

erse

ctio

n)N

ear-

Sid

e La

ne C

losu

re

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

nLo

ng D

urat

ion

Rig

ht T

urn

Lane

Clo

sed

Fig

ure

TL-

52

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

3*

5*1b*

. See

Gen

eral

Not

es.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

6*

Mul

ti-La

ne R

oad

(Int

erse

ctio

n)

Nea

r-S

ide

Lane

Clo

sure

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

nLo

ng D

urat

ion

Left

Lane

Clo

sed

Fig

ure

TL-

51

TC

-4

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

3*

5* 5*1a*

2*

. See

Gen

eral

Not

es.

. Rig

ht la

ne c

lose

d is

mirr

or im

age.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

TC

-3L

TC

-1

TC-2B

or TC-2A

Short D

uration

Long Duration

WO

RK

AR

EA

TC

-12

PLU

SF

our W

ay F

lash

ers

can

repl

ace

TC

-3

OR

036

0 B

eaco

n

Can

rep

lace

TC

-3

and

TC

-4

Fo

r S

ho

rt o

r Ver

yS

ho

rt D

ura

tio

n

TC

-12

TC

-7

OR

Fo

r L

on

g

Du

rati

on

. Cen

tre

Line

Del

inea

tion

is n

ot r

equi

red

on d

ivid

ed

road

s.

. Not

req

uire

d on

div

ided

roa

ds.

6*



X

X X

X

X

X

Mul

ti-La

ne R

oad

(Int

erse

ctio

n)N

ear-

Sid

e La

ne S

losu

re

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

nLo

ng D

urat

ion

Left

Turn

Lan

e C

lose

dF

igur

e T

L-53

TC

-1

TC-2

B o

r Tc-

2A

Long

Dur

atio

n

Sho

rt D

urat

ion

3*

1a*

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA 5*

. Cen

tre

Line

Del

inea

tion

is n

ot r

equi

red

on d

ivid

ed

road

s.6*

Mul

ti-La

ne R

oad

(Int

erse

ctio

n)

Nea

r-S

ide

Lane

Clo

sure

Sho

rt D

urat

ion

Long

Dur

atio

n

Rig

ht Tu

rn L

ane

Ope

n &

Adja

cent

Thr

ough

Lan

e C

lose

dF

igur

e T

L-54

3*1a

*

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

X

X X

X

X

X

5*

. See

Gen

eral

Not

es.

. TC

-53A

or T

C-5

3B (

Bar

ricad

es)

are

requ

ired

for

Long

Dur

atio

n on

ly.

TC

-53A

orT

C-5

3B

TC

-3R

TC

-12

PLU

SF

our W

ay F

lash

ers

OR

036

0 B

eaco

n

Fo

r S

ho

rt

Du

rati

on

TC

-12

TC

-7

OR

Fo

r L

on

g

Du

rati

on

Wa-

33LR

TC

-4

TC

-1

TC

-2B

or T

C-2

A

Long

Dur

atio

n

Sho

rt D

urat

ion6*

5*1a*

1a*

TC

-53A

orT

C-5

3B

. See

Gen

eral

Not

es.

. TC

-53A

or T

C-5

3B (

Bar

ricad

es)

are

requ

ired

for

Long

Dur

atio

n on

ly.

Rb-

42R

b-47



Mul

ti-La

ne R

oad

(Int

erse

ctio

n)

Nea

r-S

ide

Lane

Clo

sure

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

nLo

ng D

urat

ion

Righ

t Tur

n La

ne &

Adj

acen

t Thr

ough

Lan

e Cl

osed

Fig

ure

TL-

56 TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

3*

5*1a*

TC

-12

PLU

SF

our W

ay F

lash

ers

can

repl

ace

TC

-3

OR

036

0 B

eaco

n

Can

rep

lace

TC

-3

and

TC

-4

TC

-12

TC

-7

OR

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

XX

XX

X

XX

X XX

X

5*T

C-3

R

TC

-4

2*

For

Sho

rt o

r Ver

yS

hort

Dur

atio

n

Fo

r L

on

g

Du

rati

on

. See

Gen

eral

Not

es.

. TC

-53A

or T

C-5

3B (

Bar

ricad

es)

are

requ

ired

for

Long

Dur

atio

n on

ly.

TC

-53A

orT

C-5

3B

6*

Mul

ti-La

ne R

oad

(Int

erse

ctio

n)

Nea

r-S

ide

Lane

Clo

sure

Sho

rt D

urat

ion

Long

Dur

atio

n

Left

Turn

Lan

e O

pen

& Ad

jace

nt T

hrou

gh L

ane

Clo

sed

Fig

ure

TL-

55

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

3*

5*1a*

TC

-12

Can

rep

lace

TC

-3 a

nd

TC

-4 fo

r S

hort

Dur

atio

n

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

X

X X

X

X

X

5*

TC

-4

. See

Gen

eral

Not

es.

. Lef

t sid

e si

gnin

g re

quire

d fo

r lo

ng d

urat

ion

on d

ivid

ed r

oads

onl

y. T

C-5

3A o

r TC

-53B

(B

arric

ades

) ar

e re

quire

d fo

r Lo

ng D

urat

ion

only

.

TC

-53A

orT

C-5

3B

TC

-3L

60m

60m

1a*

2*

1 /2(1

a*)

. Cen

tre

Line

Del

inea

tion

is n

ot r

equi

red

on d

ivid

ed

road

s.

6*

Rb-

41

Wa-

33LR

Rb-

44



Mul

ti-La

ne R

oad

Wor

k in

Inte

rsec

tion

Nea

r-S

ide

Lane

Clo

sure

Sho

rt D

urat

ion

Long

Dur

atio

n

Rig

ht L

ane

Clo

sed

Fig

ure

TL-

58

3*

5*1a*

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

5*T

C-3

RTC

-4

2*

. See

Gen

eral

Not

es.

. TC

-53A

or T

C-5

3B (

Bar

ricad

es)

are

requ

ired

for

Long

Dur

atio

n on

ly.

5*

1a*

5*

2*

5*

1a*

5*

2*

TC

-1

TC-2

B o

r TC

-2A

Long

Dur

atio

n

Sho

rt D

urat

ion

TC-3L6* TC-2B or TC-2A (Short Duration)

orTC-1 (Long Duration)

TC-4

TC-4

TC

-7

OR

TC

-12

6*

Mul

ti-La

ne R

oad

(Int

erse

ctio

n)

Nea

r-S

ide

Lane

Clo

sure

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

nLo

ng D

urat

ion

Left

Turn

Lan

e &

Adja

cent

Thr

ough

Lan

e C

lose

dF

igur

e T

L-57

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

3*

5*1a*

TC

-12

PLU

SF

our W

ay F

lash

ers

can

repl

ace

TC

-3

OR

036

0 B

eaco

n

Can

rep

lace

TC

-3

and

TC

-4

TC

-12

TC

-7

OR

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

X

X

X

X

X

X

X

X X

XX

5*

TC

-4

2*

Fo

r S

ho

rt o

r Ver

yS

ho

rt D

ura

tio

n

Fo

r L

on

g

Du

rati

on

. See

Gen

eral

Not

es.

. Lef

t sid

e si

gnin

g re

quire

d fo

r lo

ng d

urat

ion

on d

ivid

ed r

oads

onl

y. T

C-5

3A o

r TC

-53B

(B

arric

ades

) ar

e re

quire

d fo

r Lo

ng D

urat

ion

only

.

TC

-53A

orT

C-5

3B

TC

-3L

60m

60m

6*

. Cen

tre

Line

Delin

eatio

nis

not

req

uire

don

div

ided

road

s.

X

X X

XX X

X

X

TC

-53A

orT

C-5

3B

TC

-12

Can

rep

lace

TC

-3 a

nd T

C-4

TC

-12

TC

-7

OR

Fo

r S

ho

rt D

ura

tio

n

Fo

r L

on

g D

ura

tio

n

TC-3L

6* TC-2B or TC-2A (Short Duration)or

TC-1 (Long Duration)

TC-4TC-12

TC-12

TC

-12



Mul

ti-La

ne R

oad

Wor

k in

Inte

rsec

tion

Nea

r-S

ide

Lane

Clo

sure

Sho

rt D

urat

ion

Long

Dur

atio

n

Left

Lane

Clo

sed

Fig

ure

TL-

59

3*

5*1a*

WO

RK

AR

EA

5*T

C-4

2*

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

xx x

x

xx

x x

. See

Gen

eral

Not

es.

. It m

ay b

e ne

cess

ary

to p

rohi

bit c

erta

in tu

rnin

g m

ovem

ents

.

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le Bxx

xx

TC

-3L

Rb-12

5*

1a*

5*

2*

TC-3L



TC-4

TC

-12

Can

rep

lace

TC

-3 a

nd T

C-4

TC

-12

TC

-7

OR

Fo

r S

ho

rt D

ura

tio

n

Fo

r L

on

g D

ura

tio

n

5*

1a*

5*TC-3L



TC-4

. SE

E F

IGU

RE

T

L-42

B "

RO

UT

ED

ETO

UR

" F

OR

AP

PLI

CA

BLE

LAY

OU

T. TC-7TC-7tATC-10

TC-7



Mul

ti-La

ne R

oad

Wor

k in

Inte

rsec

tion

Sho

rt D

urat

ion

Long

Dur

atio

n

Two

Lane

s C

lose

d - D

etou

r (O

ptio

n 2)

Fig

ure

TL-

60B

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

1a*

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

X

XX

X

X X

X

X

XX X

TC-7TC-7tB

. See

Gen

eral

Not

es.

. It m

ay b

e ne

cess

ary

to p

rohi

bit c

erta

in tu

rnin

g m

ovem

ents

.

Wa-

33LR

TC

-16E

L

Rb-

42

Wa-33L

Rb-25

Rb-

47

TC

-7T

C-7

Wa-

33L

Rb-

25

1a*

1a*

5*

5*

1a*

TC

-4

TC-3L

4*

TC-4

. TC-5

3A o

r TC

-53B

(Bar

ricad

es)

are

requ

ired

for

Long

Dur

atio

n on

ly.

. TC

-67

sign

s (S

tree

t Sec

tion

Clo

sed)

are

requ

ired

on th

e cr

oss-

stre

et in

ad

vanc

e of

the

inte

rsec

tion.

TC

-4T

C-1

2

OR

6*

Mul

ti-La

ne R

oad

Wor

k in

Inte

rsec

tion

Sho

rt D

urat

ion

Long

Dur

atio

n

Two

Lane

s C

lose

d - D

etou

r (O

ptio

n 1)

Fig

ure

TL-

60A

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

5*

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

X

XX

X

X X

X

X

XX XTC-7TC-7tB

5*

. See

Gen

eral

Not

es.

. It m

ay a

lso

be n

eces

sary

to p

rohi

bit

cert

ain

turn

ing

mov

emen

ts.

. TC

-67

sign

s (S

tree

t Sec

tion

Clo

sed)

are

requ

ired

on th

e cr

oss-

stre

et in

ad

vanc

e of

the

inte

rsec

tion.

. Ref

er to

Fig

ure

TL-

47 fo

r A

dvan

ce

Sig

ning

on

clos

ed a

ppro

ache

s.

Rb-12

5*

TC

-67

MA

IN S

T.C

LOSE

D A

TK

ING

ST.

TC-1

0

SE

E F

IGU

RE

T

L-42

B "

RO

UT

E

DE

TOU

R"

FO

R

AP

PLI

CA

BLE

LA

YO

UT

TC-7

tA

TC-7

6* TC-2B or TC-2A (Short Duration)or TC-1 (Long Duration)

5*

1a*

50m

TC-4TC-3L

MAIN ST.

KIN

G S

T.

6* TC-2B or TC

-2A (Short D

uration)or TC

-1 (Long Duration)

5*6* TC-2B or TC-2A (Short Duration)or TC-1 (Long Duration)

5*

1a*

50m

TC-4TC-3L

5*5*5*

TC-10

TC-10

5*T

C-1

2



Mul

ti-La

ne R

oad

(Int

erse

ctio

n)Fa

r-S

ide

Lane

Clo

sure

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

nLo

ng D

urat

ion

Left

Lane

Clo

sed

Fig

ure

TL-

61

TC

-4

TC

-3L

3*

5* 5*1a*

. See

Gen

eral

Not

es.

. Rig

ht la

ne c

lose

d is

mirr

or im

age.

. It m

ay b

e de

sira

ble

to e

limin

ate

the

lane

clo

sure

s in

ad

vanc

e of

the

inte

rsec

tion

if a

heav

y le

ft tu

rn v

olum

e m

ay c

ause

con

gest

ion.

. Mea

sure

s sh

ould

be

take

n to

mak

e su

re o

n-st

reet

pa

rkin

g is

not

allo

wed

nex

t to

the

wor

k ar

ea o

r ta

per.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le BWO

RK

AR

EA

xx x

x

xx

x x

TC

-12

OR

TC

-12

TC

-7

OR

For S

hort

or V

ery

Shor

t Dur

atio

nF

or

Lo

ng

D

ura

tio

n

TC

-4

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

TC-1

2 m

ay re

plac

e TC

-3 a

nd T

C-4

for

Very

Sho

rt or

Sho

rt D

urat

ion

only.

6*

Mul

ti-La

ne R

oad

(Int

erse

ctio

n)Fa

r-S

ide

Lane

Clo

sure

Sho

rt D

urat

ion

Long

Dur

atio

n

Righ

t Lan

e Cl

osed

(Nea

r-Sid

e Ri

ght T

urn

Lane

Ope

n)F

igur

e T

L-62

TC

-1

TC-2

B o

r TC

-2A

Long

Dur

atio

n

Sho

rt D

urat

ion

3*

1a*

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

WO

RK

AR

EA

XX

XX

XX

5*Leng

th o

f rig

ht tu

rn la

ne

Wa-

33LR

Rb-

42R

b-47

. TC

-53A

or T

C-5

3BB

arric

ades

are

req

uire

dfo

r Lo

ng D

urat

ion

only

.

TC

-12

For

pos

ted

spee

ds 7

0 km

/h o

r hi

gher

. See

Gen

eral

Not

es.

. It m

ay b

e ne

cess

ary

to p

rohi

bit c

erta

in

turn

ing

mov

emen

ts.

TC

-12

OR

TC

-12

TC

-7

OR

For S

hort

Dur

atio

nF

or

Lo

ng

D

ura

tio

n

TC

-4 TC

-4

TC

-3R

6*

5*1a*

1a*

. TC

-53A

or T

C-5

3BB

arric

ades

are

req

uire

dfo

r Lo

ng D

urat

ion

only

.



Mul

ti-La

ne R

oad

(Int

erse

ctio

n)

Far-

Sid

e La

ne C

losu

re

Sho

rt D

urat

ion

Long

Dur

atio

n

Left

Lane

Clo

sed

(Nea

r-Sid

e Le

ft Tu

rn L

ane

Ope

n)F

igur

e T

L-63

3*

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

1a*

Leng

th o

f lef

t tur

n la

ne

Wa-

33LR R

b-44

Rb-

41

WO

RK

AR

EA

XX

XX

XX

. TC

-53A

or T

C-5

3BB

arric

ades

are

req

uire

dfo

r Lo

ng D

urat

ion

only

.

TC

-12

OR

TC

-12

TC

-7

OR

For S

hort

D

urat

ion

Fo

r L

on

g

Du

rati

on

TC

-4

5*5*1a*

1a*

TC

-1

TC-2

B o

r TC

-2A

Long

Dur

atio

n

Sho

rt D

urat

ion

TC

-4

6*

TC

-3L

. See

Gen

eral

Not

es.

. It m

ay b

e ne

cess

ary

to p

rohi

bit c

erta

in

turn

ing

mov

emen

ts.

TC

-12

For

pos

ted

spee

ds 7

0 km

/h o

r hi

gher

Pede

stria

n C

onsi

dera

tions

Sid

ewal

k D

etou

ron

to R

oadw

ay

Sho

rt D

urat

ion

Long

Dur

atio

n

Mid

-Blo

ck L

ocat

ion

Fig

ure

TL-

64

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

X X XX

XXX

X

XX

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

5*1a*

5*

TC

-4

2*

TC

-3R

TC

-53A

or T

C-5

3B

. See

Gen

eral

Not

es.

. For

sid

ewal

k cl

osur

es o

f lon

g du

ratio

n, a

boa

rdw

alk

and

raili

ng s

houl

d be

prov

ided

inst

ead

of b

arric

ades

(T

C-5

3A o

r TC

-53B

).. If

clo

se to

a c

ross

wal

k, p

edes

tria

ns c

an b

e di

rect

ed to

the

oppo

site

sid

e of

the

stre

et.

. Min

imum

wid

th o

f tem

pora

ry w

alkw

ay is

1.2

m.

. For

Sho

rt D

urat

ion,

a T

C-1

2 ca

n re

plac

e th

e T

C-3

, a

nd T

C-4

.

X X

3*

TC

-12 T

C-7

OR

Fo

r L

on

g

Du

rati

on



Pede

stria

n C

onsi

dera

tions

Sid

ewal

k D

etou

r on

toR

oadw

ay

Sho

rt D

urat

ion

Long

Dur

atio

n

App

roac

hing

an

Inte

rsec

tion

Fig

ure

TL-

65

3*

5*1a*

WO

RK

AR

EA 5*

TC

-3RTC

-4

2*

TC

-1TC

-2B

or T

C-2

ALo

ng D

urat

ion

Sho

rt D

urat

ion

. See

Gen

eral

Not

es.

. Min

imum

wid

th o

f tem

pora

ry w

alkw

ay is

1.2

m.

. For

Sho

rt D

urat

ion,

a T

C-1

2 ca

n re

plac

e th

e T

C-3

, a

nd T

C-4

.

*For

Sho

rt D

urat

ion:

see

Tab

le A

*For

Lon

g D

urat

ion:

see

Tab

le B

X

X

X

X

XX X XX

XX

X

X

XX

XX

X

TC

-12 T

C-7

OR

SID

EW

AL

KX

XX

XX

SIDEWALK

6*

Fo

r L

on

g

Du

rati

on

5*

5*

1a*

TC-3R

TC-4



Pede

stria

n C

onsi

dera

tions

Veh

icle

Enc

roac

hmen

ton

Roa

d / S

idew

alk

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Veh

icle

s on

/ ov

er S

idew

alks

Fig

ure

TL-

66

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

5*1a*

TC

-4

2*

TC

-12

. See

Gen

eral

Not

es.

.

Loca

tion

of P

edes

tria

n C

ontr

olle

rs if

req

uire

d (e

.g. u

se o

f boo

ms

or h

oist

s).

. Ped

estr

ian

pass

age

unde

r bo

om is

acc

epta

ble

whe

n bo

om is

not

in m

otio

n an

d w

hen

hois

ting

is n

ot u

nder

way

.. W

here

act

iviti

es a

t a w

ork

area

cou

ld e

ndan

ger

the

publ

ic (

e.g.

tren

ches

,ex

cava

tion)

, ped

estr

ian

barr

icad

es m

ust b

e us

ed.

5*

1a*

2*

TC-2B or TC

-2A(Short D

uration)

TC

-2B

or T

C-2

A(S

hort

Dur

atio

n)

PLU

S

036

0 B

eaco

n

PLU

SF

our W

ayF

lash

ers

OR

WO

RK

VE

HIC

LE

Ped

estr

ian

Wal

kway

1.2m

min

imum

PedestrianW

alkway

1.2m m

inimum

SIDEWALK

SIDEWALK

6*6*

TC

-4

TC

-12

PLU

S

0360 B

eacon

PLU

SF

our Way

FlashersO

R

XXX X XXXXX X XX

XXX

XX XX

Boo

m o

rH

oist



Two

Lane

Roa

dM

obile

Ope

ratio

ns(Z

one

Pai

ntin

g)

Non

-Con

ing

Pai

ntF

igur

e T

L-67

ROA

D P

AIN

TIN

G

BU

FF

ER

VE

HIC

LE

ST

RIP

ER

TC

-12

TC

-12A

Var

iabl

e

Mul

ti-La

ne R

oads

(Non

-Fre

eway

and

Free

way

)

Mob

ile O

pera

tions

(Zon

e P

aint

ing)

Rig

ht o

r Lef

t Lan

e C

lose

d (N

on-C

onin

g Pa

int)

Fig

ure

TL-

68

LID

G*TC

-12A

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D

ST

RIP

ER

BU

FF

ER

VE

HIC

LE 2

(Fre

eway

s)

LIDG

* (Bu

fferin

g)

or10

0-30

0m (

MTO

requ

irem

ent

for b

uffe

ring

and

pain

t dry

ing)

BUFF

ERVE

HIC

LE3

TC

-12

TC

-12

LIDG

* TC

-12A

TC

-12

TC

-12

ROA

D P

AIN

TIN

GA

HEA

D

RO

AD

PA

INTI

NG

AH

EAD

ROAD

PAI

NTIN

G

Add

ition

al S

igns

on R

ear o

fVe

hicl

es (M

TO)

(App

lies

to b

oth

left

and

right

lane

ope

ratio

ns)

. See

Gen

eral

Not

es.

. BU

FF

ER

VE

HIC

LES

MU

ST

BE

CR

AS

H T

RU

CK

S F

OR

MTO

OP

ER

ATIO

NS

ST

RIP

ER

BUFFER VEHICLE 3

BUFFER VEHICLE 2(Freeways)

For N

on-F

reew

ays

with

pos

ted

spee

ds80

km/h

or l

ower

,a

Sign

Tru

ck m

ay

be u

sed

inst

ead.

300-

600m

BU

FFE

R V

EH

ICLE

1(M

TO re

quire

men

t on

Free

way

s fo

r pai

nt d

ryin

g.

TC

-12

Sig

n Tr

uck

(MTO

req

uire

men

ton

Fre

eway

s)

Var

iabl

e

TC

-12

ROAD

PAI

NTIN

GRI

GHT

LANE

CLO

SED

For MTO

Freeways,

add two vehicles

as shown in other

direction

Not

e:M

TO: B

V fo

r nor

mal

pos

ted

spee

d of

80

km/h

or h

ighe

r;si

gn tr

uck

belo

w 8

0 km

/h.

Oth

er R

oad

Auth

oriti

es:

BV

not

requ

ired;

a s

ign

truck

m

ust b

e us

ed o

n hi

gh v

olum

e ro

ads

and

/ or w

here

nor

mal

po

sted

spe

ed is

80

km/h

or

high

er.

SIG

N T

RU

CK

TC

-12

(MTO

requ

irem

ent

whe

re s

pace

is a

vaila

ble)

FOR

X km

Tab

Op

tion

al

LIDG*

or 100-300m

(as per note shownfor other direction)

. See

Gen

eral

Not

es.

. BU

FF

ER

VE

HIC

LES

MU

ST

BE

CR

AS

H T

RU

CK

S F

OR

MTO

OP

ER

ATIO

NS



Zon

e P

aint

ing

Ope

ratio

nsIn

ters

ectio

ns

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Turn

Arr

ows

Fig

ure

TL-

69

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

TC

-2B

or T

C-2

A

5*

TC

-4

. See

Gen

eral

Not

es.

. The

sig

ns c

an b

e re

mov

ed w

hen

the

pain

ting

oper

atio

n is

com

plet

e an

d no

wor

kers

are

pre

sent

, the

con

es r

emai

n un

til th

e pa

int h

as d

ried.

. A v

ehic

le w

ith a

360

O b

eaco

n ca

n re

plac

e th

e T

C-2

B o

r TC

-2A

on

the

appr

oach

whe

re th

e 36

0O b

eaco

n is

vis

ible

.. A

TC

-12

and

a 36

0O b

eaco

n m

ay r

epla

ce th

e T

C-2

B o

r TC

-2A

and

the

TC

-4.

6*

3*

Zon

e P

aint

ing

Ope

ratio

nsIn

ters

ectio

ns

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Sto

plin

es a

nd C

ross

wal

ksF

igur

e T

L-70

75 m

TC-2B orTC-2A

. See

Gen

eral

Not

es.

. It m

ay b

e ne

cess

ary

to p

aint

the

stop

line

and

cros

swal

ks in

sec

tions

to

mai

ntai

n tr

affic

flow

.. T

he s

igns

can

be

rem

oved

whe

n th

e pa

intin

g op

erat

ion

is c

ompl

ete

and

no w

orke

rs a

re p

rese

nt, t

he c

ones

rem

ain

until

the

pain

t has

drie

d.. A

veh

icle

with

a 3

60O b

eaco

n ca

n re

plac

e th

e T

C-2

B o

r TC

-2A

on

the

appr

oach

whe

re th

e 36

0O b

eaco

n is

vis

ible

.

6*

3*

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A



Zon

e P

aint

ing

Ope

ratio

nsIn

ters

ectio

ns

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Left

Lane

s C

lose

dF

igur

e T

L-71

3*

5*1a*

TC

-4

5*

1a*

5*

1a*

TC

-2B

or

TC

-2A

5*

1a*

TC-4

TC-2B orTC-2A

TC

-4

TC

-2B or

TC

-2A

TC-4

TC-2B orTC-2A

6*

6*

6*

6*

. See

Gen

eral

Not

es. T

he s

igns

can

be

rem

oved

whe

n th

e pa

intin

g op

erat

ion

is c

ompl

ete

and

no w

orke

rs a

re p

rese

nt, t

he c

ones

rem

ain

until

the

pain

t has

drie

d.. A

veh

icle

with

a 3

60O b

eaco

n ca

n re

plac

e th

e T

C-2

B o

r TC

-2A

on

the

appr

oach

whe

re th

e 36

0O b

eaco

n is

vis

ible

.. A

TC

-12

and

a 36

0O b

eaco

n m

ay r

epla

ce th

e T

C-2

B o

r TC

-2A

and

the

TC

-4.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

Zon

e P

aint

ing

Ope

ratio

nsIn

ters

ectio

ns

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Rig

ht L

anes

Clo

sed

Fig

ure

TL-

72

3*

5*1a*

TC

-4

5*

1a*

5*

1a*

TC

-2B

or

TC

-2A

5*

1a*

TC-4

TC-2B orTC-2A

TC

-4

TC

-2B or

TC

-2A

TC-4

TC-2B orTC-2A

6*

6*

6*

6*

. See

Gen

eral

Not

es. T

he s

igns

can

be

rem

oved

whe

n th

e pa

intin

g op

erat

ion

is c

ompl

ete

and

no w

orke

rs a

re p

rese

nt, t

he c

ones

rem

ain

until

the

pain

t has

drie

d.. A

veh

icle

with

a 3

60O b

eaco

n ca

n re

plac

e th

e T

C-2

B o

r TC

-2A

on

the

appr

oach

whe

re th

e 36

0O b

eaco

n is

vis

ible

.. A

TC

-12

and

a 36

0O b

eaco

n m

ay r

epla

ce th

e T

C-2

B o

r TC

-2A

and

the

TC

-4.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A



Sur

vey

Ope

ratio

nsTw

o-La

ne R

oad

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Inst

rum

ent o

n Sh

ould

er o

r Cen

trelin

e (T

ange

nt)

Fig

ure

TL-

73A

5*

5*T

C-2

B o

rT

C-2

A

TC

-2B or

TC

-2A

R.O

.W.

R.O

.W.

Inst

rum

ent

Tech

nici

an

Obs

erve

r

Tech

nici

an

. See

Gen

eral

Not

es. T

HIS

TY

PIC

AL

LAY

OU

T IS

NO

T F

OR

MTO

US

E.

. LO

W S

PE

ED

AP

PLI

CAT

ION

(no

rmal

pos

ted

spee

d 60

km

/h o

r lo

wer

). T

he O

bser

ver

shou

ld h

ave

a tw

o-si

ded

"SLO

W"

padd

le.

. An

obse

rver

is r

equi

red

on h

igh

volu

me

road

s if

surv

eyor

s ar

e on

roa

dway

.. F

or In

stru

men

t on

Sho

ulde

r, an

obs

erve

r is

not

req

uire

d.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

SU

RV

EY

WO

RK

ZO

NE

Sur

vey

Ope

ratio

ns(N

on-F

reew

ay)

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Inst

rum

ent o

n S

houl

der

Fig

ure

TL-

73B

5*

5*T

C-2

B o

rT

C-2

A

TC

-2B or

TC

-2A

R.O

.W.

R.O

.W.

Inst

rum

ent

. See

Gen

eral

Not

es. T

his

Typi

cal L

ayou

t is

also

app

licab

le fo

r N

on-F

reew

ay r

oadw

ays

with

Tru

ck

Clim

bing

Lan

e.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

SU

RV

EY

W

OR

K Z

ON

E(M

axim

um

leng

th 1

.5 k

m)



Sur

vey

Ope

ratio

nsTw

o-La

ne R

oad

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Wor

k in

Inte

rsec

tion

Fig

ure

TL-

75

5*

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

see

Tab

le A

5*

TC

-2B or

TC

-2A

5*

TC-2B orTC-2A

5*

TC-2B otTC-2A

TC

-2B

or

TC

-2A

SU

RV

EY

WO

RK

ZO

NE

. See

Gen

eral

Not

es

Sur

vey

Ope

ratio

nsTw

o-La

ne R

oad

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Wor

k on

Cen

trel

ine

(Cur

ve o

r H

ill)

Fig

ure

TL-

74

5*

TC

-2B

or

TC

-2A

Inst

rum

ent

. See

Gen

eral

Not

es a

nd F

igur

e 4.

. TH

IS T

YP

ICA

L LA

YO

UT

IS N

OT

FO

R M

TO U

SE

.. L

OW

SP

EE

D A

PP

LIC

ATIO

N (

norm

al p

oste

d sp

eed

60 k

m/h

or

low

er).

. Thi

s fig

ure

appl

ies

to lo

catio

ns w

ith h

igh

volu

mes

and

vis

ibili

ty o

f 150

m o

r le

ss, o

ther

wis

e, T

L-73

A s

houl

d be

use

d.

*For

Ver

y S

hort

or

Sho

rt D

urat

ion:

See

Tab

le A

SU

RV

EY

WO

RK

ZO

NE

5*

TC

-22

See

Tabl

e 7

(TC

P T

able

)

TC

-21

TC

-21

5*TC

-2B or

TC

-2A

5*

TC

-22

See

Table 7(T

CP

Table)



*For

Ver

y S

hort

or

Sho

rt D

urat

ion

(Non

-Fre

eway

) se

e Ta

ble

A*F

or L

ater

al In

trus

ion

Det

erre

nce

Gap

(LI

DG

*) s

ee T

able

D

Sur

vey

Ope

ratio

nsM

ulti-

Lane

Roa

d(N

on-F

reew

ay)

Ver

y S

hort

Dur

atio

nS

hort

Dur

atio

n

Wor

k on

Pav

emen

t Edg

e or

Lan

e Li

neF

igur

e T

L-76

. See

Gen

eral

Not

es.

. For

Sur

vey

Wor

k of

f roa

dway

, o

n N

on-F

reew

ays

or F

reew

ays,

use

TL-

11.

. For

Non

-Fre

eway

, und

ivid

ed,

wor

k on

cen

trel

ine,

use

TL-

26 o

r TL-

25.

. For

sur

vey

wor

k on

fre

eway

s,

use

TL-

28 o

r TL-

29.

. Obs

erve

r m

ay b

e up

stre

am o

r d

owns

trea

m o

f tec

hnic

ian.

. Thi

s Ty

pica

l Lay

out i

s ap

plic

able

whe

re t

he te

chni

cian

is in

term

itten

tly a

nd m

omen

taril

y on

the

road

way

; not

app

licab

le w

here

the

tech

nici

an is

con

tinuo

usly

on

the

road

way

.

Obs

erve

r

Tech

nici

an

Inst

rum

ent

(off

road

way

)

WO

RK

VE

HIC

LE

LID

G*

TC

-12

PLU

SFo

ur W

ay F

lash

ers

OR

036

0 B

eaco

n

5* m

in.

TC

-2B

or

TC

-2A



Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Rig

ht o

r Lef

t Lan

e C

lose

d (W

ith S

houl

ders

)F

igur

e T

L-77

B

TC

-12

(Tra

iler

Mou

nted

)

BU

FF

ER

VE

HIC

LE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)

Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Rig

ht o

r Lef

t Lan

e C

lose

d (W

ith S

houl

ders

)F

igur

e T

L-77

A

TC

-12

(Tra

iler

Mou

nted

)

1 km

BU

FF

ER

VE

HIC

LE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)

. Lef

t lan

e cl

osur

e is

mirr

or im

age

ofrig

ht la

ne c

losu

re.

. For

des

crip

tion

of s

et-u

p pr

oced

ures

,se

e S

ectio

n 2.

3



Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Rig

ht o

r Lef

t Lan

e C

lose

d (W

ith S

houl

ders

)F

igur

e T

L-77

C

TC

-12

(Tra

iler

Mou

nted

)

LID

G*

BU

FF

ER

VE

HIC

LE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D



Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Righ

t or L

eft L

anes

Clo

sed

(With

Sho

ulde

rs)

Fig

ure

TL-

78A

TC

-12

(Tra

iler

Mou

nted

)

1 km

BU

FF

ER

VE

HIC

LE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)

. Lef

t lan

e cl

osur

e is

mirr

or im

age

ofrig

ht la

ne c

losu

re.

. For

des

crip

tion

of s

et-u

p pr

oced

ures

,se

e S

ectio

n 2.

3

Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Righ

t or L

eft L

ane

Clos

ed (W

ith S

houl

ders

)F

igur

e T

L-78

B

TC

-12

(Tra

iler

Mou

nted

, mov

ed fr

om s

houl

der)

BU

FF

ER

VE

HIC

LE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)

TC

-12

TC

-12

(Pre

-pos

ition

ed o

n sh

ould

er)

1a*

*See

Tab

le C



Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Righ

t or L

eft L

anes

Clo

sed

(With

Sho

ulde

rs)

Fig

ure

TL-

78C

T

C-1

2 (T

raile

r M

ount

ed,

mov

ed fr

om s

houl

der)

BU

FF

ER

VE

HIC

LE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)

TC

-12

(Tra

iler

Mou

nted

)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

LID

G*

Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Righ

t or L

eft L

anes

Clo

sed

(With

Sho

ulde

rs)

Fig

ure

TL-

78D

TC

-12

(Tra

iler

Mou

nted

,m

oved

from

sho

ulde

r)

BU

FF

ER

VE

HIC

LE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)

TC

-12

(Tra

iler

Mou

nted

)

LID

G*P

LUS

Four

Way

Fla

sher

s

036

0 B

eaco

n

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D

TC

-104

TC

-103

R

TC

-104

TC

-103

R

5*

5*



Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Left

or R

ight

Lan

es C

lose

d (N

o Sh

ould

ers)

Fig

ure

TL-

79A

BU

FF

ER

VE

HIC

LE #

2

TC

-12

(Tru

ck M

ount

ed)

SIG

N T

RU

CK

with

TC

-12

(Tra

iler

Mou

nted

)

WO

RK

TR

UC

K

Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Left

or R

ight

Lan

es C

lose

d (N

o Sh

ould

ers)

Fig

ure

TL-

79B

BU

FF

ER

VE

HIC

LE #

2

SIG

N T

RU

CK

with

TC

-12

(Tra

iler

Mou

nted

)

WO

RK

TR

UC

K

. Rig

ht la

ne c

losu

re(s

) is

ess

entia

lly

mirr

or im

age

of le

ft la

ne c

losu

re(s

).. F

or d

escr

iptio

n of

set

-up

proc

edur

es,

see

Sec

tion

2.3

TC

-12

(Tru

ck M

ount

ed)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

BU

FF

ER

VE

HIC

LE #

1

TC

-12

(Tru

ck M

ount

ed)

BU

FF

ER

VE

HIC

LE #

1

TC

-12

(Tru

ck M

ount

ed)



Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Left

or R

ight

Lan

es C

lose

d (N

o Sh

ould

ers)

Fig

ure

TL-

79C

BU

FF

ER

VE

HIC

LE #

2

TC

-12

(Tru

ck M

ount

ed)

SIG

N T

RU

CK

with

a T

C-1

2(T

raile

r M

ount

ed)

WO

RK

TR

UC

K

Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Left

or R

ight

Lan

es C

lose

d (N

o Sh

ould

ers)

Fig

ure

TL-

79D

BU

FF

ER

VE

HIC

LE #

2

TC

-12

(Tru

ck M

ount

ed)

SIG

NT

RU

CK

WO

RK

TR

UC

K

LID

G*

TC

-12

(Tra

iler

Mou

nted

fro

m S

ign

Truc

k)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D

BU

FF

ER

VE

HIC

LE #

1

TC

-12

(Tru

ck M

ount

ed)

BU

FF

ER

VE

HIC

LE #

1

TC

-12

(Tru

ck M

ount

ed)

LID

G*

TC

-104

TC

-103

L5*

LID

G*

TC

-103

L

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D



Lane

Clo

sure

Set

-Up

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Left

or R

ight

Lan

es C

lose

d (N

o Sh

ould

ers)

Fig

ure

TL-

79E

BU

FF

ER

VE

HIC

LE #

2

TC

-12

(Tru

ck M

ount

ed)

WO

RK

TR

UC

K

LID

G*

TC

-12

(Tra

iler

Mou

nted

)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D

BU

FF

ER

VE

HIC

LE #

1

TC

-12

(Tru

ck M

ount

ed)

TC

-104

5*

TC

-103

L



Lane

Clo

sure

R

emov

al P

roce

dure

s(F

reew

ay)

Sho

rt D

urat

ion

Rig

ht o

r Lef

t Lan

e C

lose

d (W

ith S

houl

ders

)F

igur

e T

L-80

A

TC

-12

(Tra

iler

Mou

nted

)

LID

G*

BU

FF

ER

VE

HIC

LE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D

Lane

Clo

sure

R

emov

al P

roce

dure

s(F

reew

ay)

Sho

rt D

urat

ion

Rig

ht o

r Lef

t Lan

e C

lose

d (W

ith S

houl

ders

)F

igur

e T

L-80

B

TC

-12

(Tra

iler

Mou

nted

)

BU

FF

ER

V

EH

ICLE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

. Lef

t lan

e re

mov

al is

mirr

or im

age

ofrig

ht la

ne r

emov

al.

. For

des

crip

tion

of r

emov

al p

roce

dure

s,se

e S

ectio

n 2.

4

LID

G*



Lane

Clo

sure

R

emov

al P

roce

dure

s(F

reew

ay)

Sho

rt D

urat

ion

Rig

ht o

r Lef

t Lan

e C

lose

d (W

ith S

houl

ders

)F

igur

e T

L-80

C

SIG

NT

RU

CK

TC

-12

(Tra

iler

Mou

nted

)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

BU

FF

ER

VE

HIC

LET

C-1

2 (T

ruck

Mou

nted

)

LID

G*

*For

Lat

eral

Intr

usio

n D

eter

renc

e G

ap (

LID

G*)

: see

Tab

le D



Lane

Clo

sure

Rem

oval

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Righ

t or L

eft L

anes

Clo

sed

(With

Sho

ulde

rs)

Fig

ure

TL-

81A

TC

-12

(Tra

iler

Mou

nted

)

BU

FF

ER

VE

HIC

LE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)

TC

-12

(Tra

iler

Mou

nted

)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

Lane

Clo

sure

Rem

oval

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Righ

t or L

eft L

anes

Clo

sed

(With

Sho

ulde

rs)

Fig

ure

TL-

81B

TC

-12

(Tra

iler

Mou

nted

)

SIG

NT

RU

CK

TC

-12

(Tra

iler

Mou

nted

)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

BU

FF

ER

VE

HIC

LET

C-1

2 (T

ruck

Mou

nted

)

TC

-104

TC

-103

R

. Lef

t lan

e(s)

rem

oval

is e

ssen

tially

mirr

or im

age

of r

ight

lane

(s)

rem

oval

. For

des

crip

tion

of r

emov

al

pro

cedu

res,

see

Sec

tion

2.4

5*T

C-1

04

TC

-103

R

5*



Lane

Clo

sure

Rem

oval

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Righ

t or L

eft L

anes

Clo

sed

(With

Sho

ulde

rs)

Fig

ure

TL-

81C

Lane

Clo

sure

Rem

oval

Pro

cedu

res

(Fre

eway

)

Sho

rt D

urat

ion

Two

Righ

t or L

eft L

anes

Clo

sed

(With

Sho

ulde

rs)

Fig

ure

TL-

81D

TC

-12

(Tra

iler

Mou

nted

)

SIG

NT

RU

CK

TC

-12

(Tra

iler

Mou

nted

)

PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

BU

FF

ER

VE

HIC

LET

C-1

2 (T

ruck

Mou

nted

)

TC

-12

(Tra

iler

Mou

nted

)

TC

-12

(Tra

iler

Mou

nted

)

BU

FF

ER

V

EH

ICLE

SIG

NT

RU

CK

TC

-12

(Tru

ck M

ount

ed)PLU

SFo

ur W

ay F

lash

ers

036

0 B

eaco

n

LID

G*

*For

Lat

eral

Intr

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9. Manual RevisionsSince Last Edition

Book 7 (Temporary Conditions) of the Ontario Traffic Manual replaces MUTCD Division A.5 (TemporaryConditions). Book 7 is a revision and expansion of MUTCD Part A, Division 5, with many changes, both majorand minor.

Significant changes to Book 7 include:

Section 1.7 Six component areas of a Work Zone, including the Longitudinal Buffer Area (LBA)

Section 1.8 Four categories of Work Duration

Section 1.8 New definition of Short Duration Work, including nighttime work, and traffic controldevices required

Section 1.9 Partial Lane Shifts

Section 1.12, 1.13 More treatment of pedestrians and cyclists

Section 2 Procedures for Temporary Work Zones (preparation, set up, and take down)

Section 2.6 Pilot Vehicle, Pace Vehicles, Rolling Closures

Section 3 New Table 2 (Work Zone Sign Sizes)

Section 3.1, 6.1 New reflectivity requirements

Section 3.2, 6.1 TC-12 Flashing Arrow Board requirements

Section 3.3 Portable variable message signs in work zones

Section 4.4 TCP clothing requirements

Section 4.4 Remote Control Device (Flagger)

Section 4.8 New technologies

Section 5 Application of Buffer Vehicles and the LBA

Section 6.1 New Signs

Section 6.1 New TCP Sign

Section 6.2 Barrier requirements

Section 6.2, 8 New Table E.2 (Usage of Channelizing Devices, Barricades, and Barriers)

Section 7 Traffic control devices: quality replacement guidelines

Section 8 Revisions to Tables A, B, and C

Section 8 New Table D (Buffer Vehicle Positioning)

Section 8 New Table E.1 (Typical Usage of Signs through a Temporary Work Zone)

Section 8 New Table F (Decision Matrix: Typical Layouts) and additional layouts

Training package

Revised and re-formatted Book 7 Field Edition

(Book 1 summarizes the manual revisions for each Book since that Book’s last date of issue.)



10. Renumbered orAdded Signs

In general, sign numbers used in Book 7 areconsistent with those in the MUTCD. In a fewinstances, however, it was necessary to renumbersigns or add new signs and sign numbers. Signs wererenumbered or added for the following reasons:

• To accommodate new similar signs and to maintainconsistency with other sign numbers.

• To accommodate changes in sign sub-classes, andto identify signs which, though used primarily fortemporary conditions, are regulatory in nature.

• To accommodate signs from other sources,including municipalities and the Book 7 TechnicalAdvisory Committee (TAC) and new sign designs.

Table 12 lists signs that have been renumbered.Table 13 lists added signs and new sign designs.

Table 12 – Renumbered Signs

rebmuNweNsuoiverPrebmuN

emaNngiS

B1-CT A1-CT2ehtromk1ehtrehtiededulcniA1-CTylsuoiverP(MK2DAEHANOITCURTSNOCehthtiwngisehtotB1-CT;batmk1ehthtiwngisehtotsreferA1-CTwon;batmk

)batmk2

A5-CT 6-CT MK1DAEHARUOTED

B5-CT 6-CT MK2DAEHARUOTED

At7-CT t7-CT baTDESOLCDAOR

Bt7-CT t8-CT baTYLNOCIFFARTLACOL

A09-bR A14-CT )5kooBnioslawon(SNIGEBENOZNOITCURTSNOC

B09-bR B14-CT )5kooBnioslawon(SDNEENOZNOITCURTSNOC

19-bR 34-CT )5kooBnioslawon(CIFFARTGNIMOCNOOTDLEIY

29-bR 64-CT )5kooBnioslawon(DESOLCDAOR



Table 13 – Added Signs and New Sign Designs

rebmuNngiS emaNngiS tnemmoC/ecruoS

At3-CT baTM003 DCTUM

)2(L9-CT )sworra2()tfel(GNINRAWNOISREVIDEDISDAOR CDCTUM;ngiseDweN

)3(L9-CT )sworra3()tfel(GNINRAWNOISREVIDEDISDAOR CDCTUM;ngiseDweN

)2(R9-CT )sworra2()thgir(GNINRAWNOISREVIDEDISDAOR CDCTUM;ngiseDweN

)3(R9-CT )sworra3()thgir(GNINRAWNOISREVIDEDISDAOR CDCTUM;ngiseDweN

LE01-CT rekraMRUOTED OTM

RE01-CT rekraMRUOTED OTM

LF01-CT rekraMRUOTED OTM

RF01-CT rekraMRUOTED OTM

11-CT SENALWORRAN CAT7kooB;weN

t11-CT baTENALERTNECESUSKCURT CAT7kooB;weN

At11-CT baTMKXXROF DCTUM

)2()RroL(E61-CT )sworra2(EVRUCESREVERTHGIRroEVRUCESREVERTFEL CAT7kooB;weN

)3()RroL(E61-CT )sworra3(EVRUCESREVERTHGIRroEVRUCESREVERTFEL CAT7kooB;weN

91-CT TNEMEVAPDEVOORG ngiseDweN

t91-CT baTTNEMEVAPDEVOORG OTM

02-CT POTSOTERAPERP otnoroT

A02-CT )srehsalfrebmahtiw(POTSOTERAPERP OTM,otnoroT

tA02-CT baTGNIHSALFNEHW OTM,otnoroT

A32-CT DAEHAECIVEDLORTNOCETOMER OTM;ngiseDweN

tA32-CT baTPOTSOTERAPERP OTM

42-CT SENALNEVENU CAT7kooB;weN

72-CT GNIHSALFNEHWSSAPTONOD OTM;ngiseDweN

13-CT ECNARTNEKCURT ngiseDweN

A13-CT )srehsalfrebmahtiw(ECNARTNEKCURT ngiseDweN

A33-CT MXXDAEHAECNARAELCWOL DCTUM

B33-CT MXXECNARAELCWOL DCTUM

53-CT DAEHADESOLCPMAR ngiseDweN

04-CT NOITCERIDNAIRTSEDEP seitilitU



Subject Index

AAdded signs, 10

Advance warning area, 1.7

Application of Book 7 guidelines, 1.4

Approach area, 1.7

Appropriate use of traffic control devices, 1.5

Approvals, 2.1

Authority to stop or slow traffic, 1.2

BBarrel, see Flexible drum

Barricades, 4.2, 6.2, Table E.2

Barriers, 4.2, 6.2, Table E.2

Bilingual sign designs, 1

Blocker truck, 1.7, 2, 5, Table D, Figures TL-1 to TL-82

Buffer vehicle, 1.7, 2.1, 2.2, 2.3, 2.4, 5.1, 5.2, 5.3,Table D, Figures TL-1 to TL-82

Use of, 5, 8 (General Notes)

CChannelizing devices, 4.1, 6.2, Table E.2

Construction markers, 6.2, Table E.2

Construction zone speed limits, 1.11, 2.1,Figures TL-1 to TL-4

Crash truck, 1.7, 2, 5, Table D, Figures TL-1 to TL-82

Cyclist safety considerations, 1.13

DDaily journal, 2.1, 2.3

Decision matrix for typical layouts, 8, Table F

Delineation devices, 4.3

Detours, see Route Detours

Duration of work, 1.8

EEstablishing and setting up work zone traffic control,

2.2

FFlags, 1.5, 6.1

Flashing arrow board (TC-12), 1.7, 2.1, 3.2, 6.1

Flexible drum (TC-54) (barrel), 6.2, 7, Table E.2,Figure 9

Freeway lane closures, Figures TL-1 to TL-82

Set-up, 2.3, Figures TL-77 to TL-79

Take-down, 2.4, Figures TL-80 to TL-82

Fundamental principles, 1.3

GGeneral Notes to typical layouts, 8

HHighway advisory radio, 4.8

IIncoming Vehicle, 5

Information and directional guide signs, 3.1, 6.3

Introduction to Book 7, 1

LLateral intrusion deterrence gap (LIDG), 5, Table D,

Figures TL-1 to TL-82

LBA, see Longitudinal Buffer Area

Legal authority, 1.2

Ministry of Labour, 1.2

Ministry of Transportation, 1.2

Municipalities, 1.2

Legend of symbols, typical layouts, 8

Linear space restrictions, 1.7

Long duration work, 1.8

Longitudinal buffer area (LBA), 1.7, 2, 5, 8 (GeneralNotes), Table 1, Tables A, B, C, D, Figures TL-1to TL-82



MManual revisions since last edition, 9, 10

Mobile operations, 1.8, 5, Figures TL-1 to TL-82

Use of buffer vehicles, 5

Municipal speed control, 1.11

NNew sign designs, 10

New technologies, 4.8

Highway advisory radio, 4.8

Radar-speed display, 4.8

Multi-function dynamic message signs, 4.8

Road information telephone lines, 4.8

Nighttime short duration work, 1.8

Notification of agencies, 1.11, 2.1

PPace vehicles, 2.5

Partial lane shifts, 1.9, Figures TL-9, TL-10

Pedestrian safety considerations, 1.12

Pilot vehicles, 2.5

Portable changeable message signs, see Portablevariable message signs

Portable sign stands, 3.3

Portable traffic control signals, 4.5, 6.1,Tables 8 to 10

Portable variable message signs, 3.2

Basic pre-programmed messages, 3.2

Conditions for use, 3.2

Preparation before beginning work, 2.1

Procedures for temporary work zones, 2

Public information, 1.3, 2.1

Purpose and scope of Book 7, 1.1

QQuality replacement guidelines, see Traffic control

devices

RRAD, see Roll-ahead distance

Radar-speed display, 4.8

Remote control device, 4.4, 6.1, Figure TL-20B

Removal of pavement markings, 4.3

Renumbered signs, 10

Road information telephone lines, 4.8

Roll-ahead distance, 1.7, 5

Rolling closure, 2.5

Route detours, 1.10

Rural application, 1.6

SSafety principles (set up and take down), 2.2

Set-up and removal of traffic control, 2.2, 2.3, 2.4

Short duration work, 1.8

nighttime work, 1.8

Sign sizes, 1.6, 6.1, 6.3, Table 2

Signs, 3, 6.1, 6.3

Added signs, 10

Classification of signs, 3.1

Frequently used signs, Figues A1 to A5

Guide signs, 3.1, 6.3

Information and directional guide signs, 3.1, 6.3

Installation, 3.3, Figure 2

Low-mounted portable sign stands, 3.3

Maintenance of signs in temporary work zones,3.4

New sign designs, 10

Portable variable message signs, 3.2

Renumbered signs, 10

Reflectivity standards, 3.2, 6.1, 7, Table 3

Regulatory signs, 3.1, 6.1

Sign blanks and specification details, 3.2, Table 4

Sign sizes, 1.6, 6.1, 6.3, Table 2

Specifications, 3.2

Warning signs, 3.1, 6.1

Speed control in temporary work zones, 1.11



Stationary operations, 5, Figures TL-1 to TL-82

Use of LBA, buffer vehicles, 5, 8 (General Notes)

Stopping sight distance, 1.7

Supplementary Flashing Lights, 4.7

TTable A, 8

Table B, 8

Table C, 8

Table D, 8

Table E.1, 8

Table E.2, 8

Table F, 8

Tapers, 1.7, Figures TL-1 to TL-82

Taper length, 1.7, Tables A, B, C

Temporary concrete barriers, 4.2, 6.2, Table E.2

Temporary delineation, 4.3

Temporary pavement markings, 2.1, 4.3

Temporary traffic control signals, 4.6, 6.1

Temporary work zone component areas, 1.7, Figure 1

Termination area, 1.7

Traffic control devices

Barricades, 4.1, 6.2, Table E.2

Barriers, 4.1, 6.2, Table E.2

Channelizing devices, 4.1, 6.2, Table E.2

Construction markers, 6.2, Table E.2

Flexible drums (TC-54 barrels), 6.2, 7,Table E.2, Figure 9

Traffic cones, 6.2, 7, Table E.2, Figure 10

Delineation, 4.3

Other traffic control devices, 4

Portable traffic control signals, 4.5, 6.1

Quality replacement guidelines, 7, Figures 7 to 10

Schedule of, 6

Signs, see Signs

Temporary traffic control signals, 4.6, 6.1

Traffic control person (TCP), 2.1, 4.4, Tables 6, 7,Figures 3, 4

Application, 4.4

Control procedures, 4.4

Equipment, 4.4

Position and location, 4.4, Figure 6

Qualifications, 4.4

Responsibilities, 4.4

Traffic control plan, 2.1

Traffic control sign, 4.4, 6.1

Training, 4.4, Book 7 Training Package

Traffic cones, 6.2, 7, Table E.2, Figure 10

Traffic control plan, 2.1, 2.2, 2.3

Traffic control with moving vehicles, 2.5

Traffic protection plan, 2.1

Transition area (taper), 1.7

Truck entrance signing, 6.1, Table 11

Typical layouts, 8, Table F, Figures TL-1 to TL-82

Documentation of use, 2.1

Selection, 2.1, Table F

UUrban applications, 1.6

VVery short duration work, 1.8

WWork area, 1.7

Work site evaluation, 2.1

Work zone lighting, 1.14



Sign Name Index

300 M (Tab Sign) (TC-3tA), 6.1

AADVISORY SPEED (Tab Sign) (TC-17t), 6.1

Alternate Highway Route Sign (TC-62), 6.3

(THROUGH TRAFFIC USE ROUTE XX TO ROUTE YY)

BBarrel, see Flexible drum

Barricades (TC-53A, B), 6.2

BUMP AHEAD Sign (TC-14), 6.1

BUMP Sign (TC-15), 6.1

CCHEVRON ALIGNMENT Sign (TC-18), 6.1

CONSTRUCTION AHEAD Sign (TC-1), 6.1

CONSTRUCTION AHEAD 1 KM Sign (TC-1A), 6.1

CONSTRUCTION AHEAD 2 KM Sign (TC-1B), 6.1

Construction Marker (TC-52), 6.2

CONSTRUCTION ZONE BEGINS Sign (Rb-90A), 6.1

CONSTRUCTION ZONE ENDS Sign (Rb-90B), 6.1

Contract Identification Sign (road authority) (TC-71)

Contract Identification Sign (connecting link/development road project) (TC-73A-B), 6.3

Contract Identification Sign (joint project) (TC-72A-B),6.3

Contract Identification Sign (municipal project)(TC-74), 6.3

Contractor’s Identification Sign (TC-75)

CURVE Sign (TC-16C), 6.1

DDETOUR AHEAD Sign (TC-5), 6.1

DETOUR AHEAD 1 KM Sign (TC-5A), 6.1

DETOUR AHEAD 2 KM Sign (TC-5B), 6.1

DETOUR-TURN OFF/DIVERSION Sign (TC-7), 6.1

DETOUR Marker (TC-10), 6.1

DETOUR Marker (TC-10AL), 6.1

DETOUR Marker (TC-10AR), 6.1

DETOUR Marker (TC-10BL), 6.1

DETOUR Marker (TC-10BR), 6.1

DETOUR Marker (TC-10C), 6.1

DETOUR Marker (TC-10D), 6.1

DETOUR Marker (TC-10EL), 6.1

DETOUR Marker (TC-10ER), 6.1

DETOUR Marker (TC-10FL), 6.1

DETOUR Marker (TC-10FR), 6.1

DO NOT PASS WHEN FLASHING Sign (TC-27), 6.1

DO NOT USE RADIO TRANSMITTER Sign (TC-44),6.1

FFLASHING ARROW BOARD Sign (freeway) (TC-12),

6.1

FLASHING ARROW BOARD Sign (non-freeway)(TC-12), 6.1

FLASHING ARROW BOARD Sign (striper) (TC-12A),6.1

Flexible Drum (Barrel) (TC-54), 6.2

FOR XX KM (Tab Sign) (TC-11tA), 6.1

GGROOVED PAVEMENT Sign (TC-19), 6.1

GROOVED PAVEMENT (Tab Sign) (TC-19t), 6.1

HHighway Section Closed Sign (TC-66), 6.3

(HIGHWAY XX CLOSED AT ABC STREET)



LLANE CLOSURE ARROW Sign (TC-4), 6.1

LEFT LANE CLOSED AHEAD Sign (TC-3L), 6.1

LEFT LANE CLOSED (Tab Sign) (TC-3Lt), 6.1

LOCAL TRAFFIC ONLY (Tab Sign) (TC-7tB), 6.1

LOW BRIDGE AHEAD Sign (TC-33), 6.1

LOW CLEARANCE AHEAD XX M Sign (TC-33A), 6.1

LOW CLEARANCE XX KM Sign (TC-33B), 6.1

MMAXIMUM SPEED Advisory Sign (TC-36)

NNARROW LANES Sign (TC-11), 6.1

New Roadway Open (NEW ROADWAY OPEN TO ABCROAD) Sign (TC-61), 6.3

NO EXIT Sign (TC-39), 6.1

PPAVEMENT ENDS Sign (TC-13), 6.1

PEDESTRIAN DIRECTION Sign (TC-40), 6.1

PREPARE TO STOP Sign (TC-20), 6.1

PREPARE TO STOP Sign (with amber flashers)(TC-20A), 6.1

PREPARE TO STOP (Tab Sign) (TC-23At), 6.1

RRAMP CLOSED AHEAD Sign (TC-35), 6.1

REMOTE CONTROL DEVICE AHEAD Sign (TC-23A),6.1

RESUME USE OF RADIO TRANSMITTER Sign(TC-45), 6.1

REVERSE CURVE Sign (TC-16E (L or R)), 6.1

REVERSE CURVE Sign (2 arrows)(TC-16E (L or R) (2)), 6.1

REVERSE CURVE Sign (3 arrows)(TC-16E (L or R) (3)), 6.1

RIGHT LANE CLOSED AHEAD Sign (TC-3R), 6.1

RIGHT LANE CLOSED (Tab Sign) (TC-3Rt), 6.1

ROAD CLOSED Sign (Rb-92), 6.1

ROAD CLOSED (Tab Sign) (TC-7tA), 6.1

Road Closing Notice Sign (TC-65), 6.3

(THIS STREET WILL BE CLOSED MM/DD FOR JJWEEKS)

Road Closing/Restriction Notice Sign (full-time)(TC-64), 6.3

(EXIT TO ABC STREET TO BE CLOSED FROM MM/DD/YY)

ROADSIDE DIVERSION WARNING Sign (left)(1 arrow) (TC-9L), 6.1

ROADSIDE DIVERSION WARNING Sign (left)(2 arrows) (TC-9L (2)), 6.1

ROADSIDE DIVERSION WARNING Sign (left)(3 arrows) (TC-9L (3)), 6.1

ROADSIDE DIVERSION WARNING Sign (right)(1 arrow) (TC-9R), 6.1

ROADSIDE DIVERSION WARNING Sign (right)(2 arrows) (TC-9R (2)), 6.1

ROADSIDE DIVERSION WARNING Sign (right)(3 arrows) (TC-9R (3)), 6.1

ROAD WORK Sign (square) (short duration) (TC-2A),6.1

ROAD WORK Sign (diamond) (short & long duration)(TC-2B), 6.1

SSHARP CURVE Sign (TC-16B), 6.1

SHARP REVERSE CURVE Sign (TC-16D), 6.1

SIGNALS AHEAD Sign (TC-23), 6.1

SOFT SHOULDERS Sign (TC-37), 6.1

Street Section Closed Sign (TC-67), 6.3

(ABC STREET CLOSED AT DEF AVENUE)



TTEMPORARY BRIDGE Sign (TC-32), 6.1

TEMPORARY BRIDGE XX KM/H (Tab Sign) (TC-32t),6.1

Temporary Concrete Barriers, 6.2

Traffic Cones (TC-51A, B, C), 6.2

TRAFFIC CONTROL Sign (STOP/SLOW Paddle) (TC-22), 4.4, 6.1, Figures 3, 4

TRAFFIC CONTROL PERSON AHEAD Sign (TC-21),6.1

TRUCK ENTRANCE Sign (TC-31(L or R)), 6.1

TRUCK ENTRANCE Sign (with amber flashers) (TC-31A (L or R)), 6.1

TRUCKS USE CENTRE LANE (Tab Sign) (TC-11t), 6.1

TURN Sign (TC-16A), 6.1

TWO WAY TRAFFIC Sign (TC-34), 6.1

UUNEVEN LANES Sign (TC-24), 6.1

WWHEN FLASHING (Tab Sign) (TC-20At), 6.1

YYIELD Sign (Ra-2), 6.1

YIELD AHEAD Sign (Wb-1A), 6.1

YIELD TO ONCOMING TRAFFIC Sign (Rb-91), 6.1



Sign Number Index

Ra Signs

Ra-2 (YIELD), 6.1

Rb Signs

Rb-90A (CONSTRUCTION ZONE BEGINS), 6.1

Rb-90B (CONSTRUCTION ZONE ENDS), 6.1

Rb-91 (YIELD TO ONCOMING TRAFFIC), 6.1

Rb-92 (ROAD CLOSED), 6.1

Wa Signs

Wb-1A (YIELD AHEAD), 6.1

TC Signs

TC-1 (CONSTRUCTION AHEAD), 6.1

TC-1A (CONSTRUCTION AHEAD 1 KM), 6.1

TC-1B (CONSTRUCTION AHEAD 2 KM), 6.1

TC-2A (ROAD WORK (square) (short duration)), 6.1

TC-2B (ROAD WORK (diamond) (short & longduration)), 6.1

TC-3R (RIGHT LANE CLOSED AHEAD), 6.1

TC-3Rt (RIGHT LANE CLOSED (Tab Sign)), 6.1

TC-3L (LEFT LANE CLOSED AHEAD), 6.1

TC-3Lt (LEFT LANE CLOSED (Tab Sign)), 6.1

TC-3tA (300 M (Tab Sign)), 6.1

TC-4 (LANE CLOSURE ARROW), 6.1

TC-5 (DETOUR AHEAD), 6.1

TC-5A (DETOUR AHEAD 1 KM), 6.1

TC-5B (DETOUR AHEAD 2 KM), 6.1

TC-7 (DETOUR-TURN OFF/DIVERSION), 6.1

TC-7tA (ROAD CLOSED (Tab Sign)), 6.1

TC-7tB (LOCAL TRAFFIC ONLY (Tab Sign)), 6.1

TC-9L (ROADSIDE DIVERSION WARNING (left) (1arrow)), 6.1

TC-9L (2) (ROADSIDE DIVERSION WARNING (left) (2arrows)), 6.1

TC-9L (3) (ROADSIDE DIVERSION WARNING (left) (3arrows)), 6.1

TC-9R (ROADSIDE DIVERSION WARNING (right) (1arrow)), 6.1

TC-9R (2) (ROADSIDE DIVERSION WARNING (right)(2 arrows)), 6.1

TC-9R (3) (ROADSIDE DIVERSION WARNING (right)(3 arrows)), 6.1

TC-10 (DETOUR Marker), 6.1

TC-10AL (DETOUR Marker), 6.1

TC-10AR (DETOUR Marker), 6.1

TC-10BL (DETOUR Marker), 6.1

TC-10BR (DETOUR Marker), 6.1

TC-10C (DETOUR Marker), 6.1

TC-10D (DETOUR Marker), 6.1

TC-10EL (DETOUR Marker), 6.1

TC-10ER (DETOUR Marker), 6.1

TC-10FL (DETOUR Marker), 6.1

TC-10FR (DETOUR Marker), 6.1

TC-11 (NARROW LANES), 6.1

TC-11t (TRUCKS USE CENTRE LANE (Tab Sign)), 6.1

TC-11tA (FOR XX KM (Tab Sign)), 6.1

TC-12 (FLASHING ARROW BOARD (freeway)), 1.7,2.1, 3.2, 6.1

TC-12 (FLASHING ARROW BOARD (non-freeway)),1.7, 2.1, 3.2, 6.1

TC-12A (FLASHING ARROW BOARD (striper)), 1.7,2.1, 3.2, 6.1

TC-13 (PAVEMENT ENDS), 6.1

TC-14 (BUMP AHEAD), 6.1

TC-15 (BUMP), 6.1

TC-16A (L or R) (TURN), 6.1

TC-16B (L or R) (SHARP CURVE), 6.1

TC-16C (L or R) (CURVE), 6.1

TC-16D (L or R) (SHARP REVERSE CURVE), 6.1

TC-16E (L or R) (REVERSE CURVE), 6.1



TC-16E (L or R) (2) (REVERSE CURVE) (2 arrows),6.1

TC-16E (L or R) (3) (REVERSE CURVE) (3 arrows),6.1

TC-17t (ADVISORY SPEED (Tab Sign)), 6.1

TC-18 (CHEVRON ALIGNMENT), 6.1

TC-19 (GROOVED PAVEMENT), 6.1

TC-19t (GROOVED PAVEMENT (Tab Sign)), 6.1

TC-20 (PREPARE TO STOP), 6.1

TC-20A (PREPARE TO STOP (with amber flashers)),6.1

TC-20At (WHEN FLASHING (Tab Sign)), 6.1

TC-21 (TRAFFIC CONTROL PERSON AHEAD), 6.1

TC-22 (TRAFFIC CONTROL (STOP/SLOW Paddle)),4.4, 6.1, Figures 3, 4

TC-23 (SIGNALS AHEAD), 6.1

TC-23A (REMOTE CONTROL DEVICE AHEAD), 6.1

TC-23At (PREPARE TO STOP (Tab Sign)), 6.1

TC-24 (UNEVEN LANES), 6.1

TC-27 (DO NOT PASS WHEN FLASHING), 6.1

TC-31(L or R) (TRUCK ENTRANCE), 6.1

TC-31A (L or R) (TRUCK ENTRANCE (with amberflashers)), 6.1

TC-32 (TEMPORARY BRIDGE), 6.1

TC-32t (TEMPORARY BRIDGE XX KM/H (Tab Sign)),6.1

TC-33 (LOW BRIDGE AHEAD), 6.1

TC-33A (LOW CLEARANCE AHEAD XX M), 6.1

TC-33B (LOW CLEARANCE XX M), 6.1

TC-34 (TWO WAY TRAFFIC), 6.1

TC-35 (RAMP CLOSED AHEAD), 6.1

TC-36 (MAXIMUM SPEED Advisory), 6.1

TC-37 (SOFT SHOULDERS), 6.1

TC-39 (NO EXIT), 6.1

TC-40 (PEDESTRIAN DIRECTION), 6.1

TC-41A, see Rb-90A

TC-41B, see Rb-90B

TC-43, see Rb-91

TC-44 (DO NOT USE RADIO TRANSMITTER), 6.1

TC-45 (RESUME USE OF RADIO TRANSMITTER), 6.1

TC-46, see Rb-92

TC-51A, B, C (Traffic Cones), 6.2

TC-52 (Construction Marker), 6.2

TC-53A, B (Barricades), 6.2

TC-54 (Flexible Drum (Barrel)), 6.2

Temporary Concrete Barriers, 6.2

TC-61 (New Roadway Open) (NEW ROADWAY OPENTO ABC ROAD), 6.3

TC-62 (Alternate Highway Route) (THROUGHTRAFFIC USE ROUTE XX TO ROUTE YY), 6.3

TC-64 (Road Closing/Restriction Notice (full-time))(EXIT TO ABC STREET TO BE CLOSED FROMMM/DD/YY), 6.3

TC-65 (Road Closing Notice) (THIS STREET WILL BECLOSED MM/DD FOR JJ WEEKS), 6.3

TC-66 (Highway Section Closed) (HIGHWAY XXCLOSED AT ABC STREET), 6.3

TC-67 (Street Section Closed) (ABC STREET CLOSEDAT DEF AVENUE), 6.3

TC-71 (Contract Identification (road authority)), 6.3

TC-72A-B (Contract Identification (joint project)), 6.3

TC-73A-B (Contract Identification (connecting link/development road project)), 6.3

TC-74 (Contract Identification (municipal project)),6.3

TC-75 (Contractor’s Identification), 6.3



Appendix A • Definitions

AAADTAverage Annual Daily Traffic

Acceleration LaneA speed change lane for the purpose of:

(1) enabling a vehicle entering a roadway toincrease its speed to a rate at which it can moresafely merge with through traffic;

(2) providing the necessary merging distance; and

(3) giving the main road traffic the necessary timeto make appropriate adjustments.

Advance Warning AreaThe first component of a work zone, upstream of theapproach area, used to alert drivers to road workahead.

Advisory SpeedThe speed, determined to the nearest 5 km/h, atwhich traffic may safely negotiate a potential hazardunder favourable driving conditions.

All-red Interval Signal (Traffic Signal)The time in seconds of a red indication for allintersection traffic. It is used following an AmberClearance Interval to permit vehicles or pedestrians toclear the intersection before conflicting traffic receivesa green indication. In Temporary Conditions, the All-red Interval is used to clear a one-lane sectionthrough a work site before opposing traffic receives agreen indication.

Amber Clearance Interval (Traffic Signal)The clearance interval in which the signal indicationfor that Phase is amber. A clearance interval to warnapproaching traffic to clear the intersection beforeconflicting traffic receives a green indication.

Annual Average Daily Traffic (AADT)The total yearly traffic volume on a given roaddivided by the number of days in the year.

Approach AreaThe second component of a work zone, downstreamof the advance warning area, and upstream of thetransition area, in which the driver is informed of lanechanges, speed reductions, passing restrictions andthe like.

ASTMAmerican Society for Testing and Materials.

At-grade IntersectionAn intersection of two roadways where there is novertical separation between the two roadways at theirpoint of intersection.

ATSSAAmerican Traffic Safety Services Association.

Average Daily Traffic (ADT)The total volume during a given time period in wholedays greater than one day and less than one year,divided by the number of days in that time period.

BBarricadeA device which provides a visual indicator of ahazardous location or the desired path a motoristshould take, but is not intended to contain or redirecta vehicle. A barricade is intended to provideseparation or to inform of closure, or to provide



direction to pedestrians. A barricade is not a primarymeans of providing direction to motorists, but issupplemental to other traffic control devices providingdelineation.

BarrierA device which provides a physical limitation,through which a vehicle would not normally pass,and is intended to contain or redirect an errant vehicleof a particular size range, at a given speed and angleof impact.

Blocker Truck (BT)A Buffer Vehicle (BV) not equipped with aTruck-mounted Attenuator.

BrightnessA term that refers to human perception of luminance.Whereas luminance is a photometrically measuredquantity, brightness describes how intense a lightsource or lighted surface appears to the human eye.

Broken LineA Pavement Marking consisting of a cycle of markingsegments and gaps. Broken lines are permissive andinform drivers that they are permitted to cross abroken line (two-lane, two-way highways or multi-laneroadways) or that there is a change in use of aparticular lane (continuity lines).

Buffer Vehicle (BV)A truck positioned in a stationary work zone or in amobile work operation to provide buffer protectionfor workers against errant vehicles intruding into awork zone or mobile work operation. The genericterm Buffer Vehicle refers to either a Blocker Truck ora Crash Truck. As required by OHSA, a Buffer Vehiclemust have a minimum mass of 6,800 kg, and musthave a mounted TC-12 flashing arrow board andfour-way flashers. After January 1, 2003, all BufferVehicles must be Crash Trucks. Before then, a BlockerTruck may be used only where the Annual Average

Daily Traffic (AADT) is known to be less than 25,000vehicles per day; otherwise a Crash Truck must beused. For MTO contracts, additional BV requirementsapply.

Bull NoseThe area or point of divergence between twodiverging roadways, such as between freewaymainline lanes and an exit ramp.

BVBuffer Vehicle.

CCapacityThe maximum number of vehicles which can passover a given section of lane or a roadway in onedirection, or in both directions for a two- or three-lanehighway, during a given time period (usually onehour) under prevailing roadway and traffic conditions.

CentrelineSee Directional Dividing Line.

CGSBCanadian General Standards Board.

Changeable Message SignA Dynamic Message Sign which may display alimited number of fixed messages, any one of whichmay be displayed at any given time, or no message atall. It is an electrical, electro-optical, electro-mechanical, or mechanical sign which permits thesign message to be changed, either locally orremotely. See also Dynamic Message Sign andVariable Message Sign.



ChannelizationThe separation or regulation of traffic movements intodefinite paths of travel by use of Pavement Markings,raised islands, channelizing devices, or other suitablemeans to facilitate the safe and orderly movement oftraffic, both vehicular and pedestrian.

Channelizing DevicesCones, construction markers, flexible drums (barrels),pavement markings and any temporary barriers usedto alert drivers to and direct traffic past hazardscreated by construction or maintenance activities.

Chevron Alignment SignA delineation sign used to delineate sharp roadwayalignment changes. See also Books 6 and 11.

Closed LaneA traffic lane on a roadway that has been closed offto traffic by either channelizing devices, signs,temporary concrete barriers, and/or TC-12 flashingarrow boards.

CollisionAn incident resulting in property damage, personalinjury or death and involving the loss of control and/or the striking of one or more vehicles with anothervehicle, a person, an animal or an inanimate object.

ComprehensionThe ability of drivers to understand the meaning of asign message, including any symbols orabbreviations.

Cone of VisionThe small three-dimensional angle of vision,measured about the axis of the eye’s pupil, and fromthe surface of the eye, within which angle maximumvisual acuity is achieved.

ConspicuityThe ability of a traffic control device to attract orcommand attention, given the visual setting in whichit is placed.

ConstructionAll work zone activities, including pre-engineeringactivities, relating to the building, capitalmaintenance, or rehabilitation of highways or utilitiesalong or crossing highways.

Construction and Maintenance SignsA group of Regulatory and Warning Signs used forthe protection of public traffic and workers in thevicinity of a work area located on or near theroadway.

Construction MarkerA TC-52 Channelizing Device.

Construction ZoneOne or more highway work zones located on or nearthe roadway. A construction zone must be designatedand signed in order to have enforceable maximumspeed limits.

Continuity LineA lane line of reduced spacing and increased width,designed to alert road users to an impending changein lane function.

Continuous Wide MedianOn a divided highway, a median that has acontinuous width of 10 m or more. See also DividedHighway.



ContrastContrast refers to differences in colour or inbrightness which allow a target, such as a signmessage or symbol, to be seen against the signbackground.

Contrast = RL – RB

RB

Contrast Ratio = RL

RB

Where: RL is Reflectance of Legend; and

RB is Reflectance of Background.

For light-emitting dynamic message signs, the samerelationships apply, except that reflectance is replacedby emitted light intensity, for both legend andbackground.

Controlled Access Rights-of-wayControl of access is the condition where the right ofaccess to or from a highway, by owners or occupantsof abutting land or by other persons, is fully orpartially controlled by the road authority.

CrashSee Collision.

Crash CushionA traffic barrier used to safely shield fixed objects orother hazards from approximately head-on impacts byerrant vehicles, consisting of energy-absorbingelements that are progressively deformed on impact.

Crash Truck (CT)A Buffer Vehicle (BV) equipped with a Truck-mountedAttenuator meeting National Cooperative HighwayResearch Program Report NCHRP 350 requirements.

CurveA horizontal or vertical deviation in the roadway. Ahorizontal curve appears as a bend in the roadway,requiring drivers to turn the steering wheel. A verticalcurve appears either as a “crest” or a “sag” to providefor a change in gradient on the profile of the roadway.

Curve SignA Warning Sign used to inform drivers of anupcoming change in roadway alignment. In somecases, a reduction in speed is recommended.

CyclistA person riding a bicycle.

DDeceleration LaneA speed change lane for the purpose of enabling avehicle that is to make an exit from a roadway to slowto the safe speed on the exit after it has left the mainstream of traffic.

DelineationOne, or a combination of several types of devices(excluding Guide Signs) that regulate, warn, or providetracking information and guidance to drivers.

Delineation TreatmentRefers to the higher-level decision process ofdesigning delineation to be installed. Such issuessuch as use of raised pavement markers and postmarkers are part of delineation treatment.

DelineatorsSmall, Retroreflective devices erected in a seriesadjacent to the edge of a travelled portion of theroadway for the purpose of providing positive driverguidance.



Design Incoming Vehicle (DIV)The selected vehicle or vehicles with the size andmass which correspond to a certain proportion of thevehicle population, or to a defined level of protection,used in the determination of Buffer Vehicle mass andRoll-ahead Distances for the design of constructionand maintenance work zones.

Design SpeedA speed selected for purposes of design andcorrelation of those features of a highway, such ascurvature, superelevation, and sight distance, uponwhich the safe operation of vehicles is dependent.

DetectorA device for indicating the presence or passage ofvehicles, including sensor device, lead-in cable anddetector sensor (amplifier) unit.

DetourA diversion from the usual travelled roadway; either acrossover from one multi-lane roadway to another(within the highway right-of-way), or a Route Detour.

Detour MarkerA sign used to identify a Route Detour for detourroute continuity, to assist driver navigation.

DeviceSee Traffic Control Device.

Diamond Grade MaterialA non-metalized, high reflectivity micro-prismatic signsheeting material. The material may be fluorescent ornon-fluorescent.

Directional Dividing LineA yellow Pavement Marking indicating the division ofthe roadway between traffic travelling in oppositedirections.

Directional Guide SignA broad class of signs providing route-finding oroperational guidance to road users, includingdirection to specific destinations.

Divided HighwayA multi-lane highway consisting of roadways foropposing traffic which are separated by an unpavedarea or other physical barrier, including a curbedisland. See also Continuous Wide Median.

DownstreamThe direction that traffic is going to.

DriverA person who operates a vehicle on a highway.

Driver ResponseThe driver action taken as a result of reading a trafficsign or encountering another traffic control device.

Duration(1) The length of time for which a given state,

conditon or phase exists.

(2) In Temporary Conditions, the length of time forspecific construction, maintenance or utilitiywork activities to take place, and for whichspecific requirements and typical layouts apply.See Mobile Operations, Very Short Duration,Short Duration, and Long Duration.

Dynamic Message SignA sign that has the capability of displaying differentmessages to suit changing conditions on theroadway. A dynamic message sign may be aChangeable Message Sign (limited function) or aVariable Message Sign (full function).



EEdge LineA painted line marking the edge of the roadway.

Eighty-fifth (85th) Percentile SpeedThe speed at, or below which, 85% of motorists aretravelling.

EmergencyWith regard to road works, an emergency is anunforeseen, unplanned combination of circumstancesor the resulting situation that calls for immediateaction in order to prevent or reduce damage or hazardto road users, workers, or infrastructure. In anemergency, short duration traffic control provisionsshould be implemented to the greatest extentpracticable, including adequate reflectorization if atnight, in order to avoid the creation of additionalhazard.

Engineering Grade MaterialA retroreflective sign sheeting material meeting ASTMSpecification D-4956-95 for Type I material or CGSBSpecification 62-GP-S11M for Reflectivity Level IImaterial.

ExpectancyUsed in traffic engineering to describe a driver’santicipation of upcoming road design and trafficcontrol conditions. Driver expectancy is usuallyaffected by previous experience and the consistencyand continuity of traffic control devices encountered.Violation of driver expectancy should be avoidedwhenever possible.

ExpresswayA divided, multi-lane arterial highway for throughtraffic with full or partial control of access andgenerally with grade separations at majorintersections. Some intersections may be at-grade.

FfCoefficient of friction; sometimes CoF is used.

Field EditionThe portable, abbreviated field edition of Book 7.

FluorescenceThe emission of light produced by certain substanceswhen excited by an ultraviolet (UV) energy source.This emission ceases when the UV source isremoved.

Fluorescent Orange and Yellow-GreenFluorescent sign sheeting colours designed for highconspicuity in daytime. Fluorescent sign sheeting maybe non-reflective (daytime use only) or reflective(daytime and nighttime use).

FreewayA multi-lane Divided Highway with continuousdividing median, full control of access andinterchanges in place of At-grade Intersections, and aposted speed of 90 km/h or greater. This termincludes Toll Highways built to a freewayconfiguration.

GGeometryWhen referring to roadway design, geometry refers tothe physical characteristics and dimensions of partsof the roadway.

GoreThe area between and immediately adjacent to twomerging or diverging roadways; the area may bepainted or unpainted.



Grade CrossingA railroad crossing a highway at the same elevation(no vertical separation).

Grade SeparationThe vertical separation of two or more intersectingroadways or a roadway and another transportationmode, e.g., railroad, thus permitting traffic on all roadsto cross traffic on all other roads without interference.

Gross Vehicle WeightThe total weight in kilograms transmitted to thehighway by a vehicle or combination of vehicle andload. This is not the same as the Registered GrossVehicle Weight, which is a licensed measure.

Guide RailA fence or barrier to guide and help restrain vehiclesfrom leaving the roadway.

Guide SignA Traffic Sign used to direct traffic along a routetowards a destination.

GuidelineA recommended practice, method or value for aspecific design feature or operating practice.

HHazard MarkerSee Object Marker.

HeadwayThe spatial distance or time interval between the frontends of vehicles moving along the same lane or trackin the same direction.

High Intensity MaterialA retroreflective sign sheeting material meeting ASTMSpecification D-4956-95 for Type III or IV or CGSBSpecification 62-GP-11M for Reflectivity Level Imaterial.

HighwayA general term denoting a public way for purposes ofvehicular and pedestrian travel, including the areawithin the right-of-way. This includes King’sHighways, regional and county roads, rural roads,municipal roads, and streets.

Highway DelineatorOne of a series of short posts with reflective heads orchevrons, used to indicate horizontal alignment.

Highway Traffic Act (HTA)The Ontario Highway Traffic Act.

Human FactorsThe consideration of human physical, perceptual andmental limitations in engineering design, so as tooptimize the relationship between people and things.The objective is to reduce error and increase usercomfort.

IInformation LoadThe amount of information presented to a driver by asign or other traffic control device(s), which is a factorin determining the amount of time drivers require toread, comprehend, and act upon the message.

InstallationThe process or act of placing, erecting, and/orconnecting a traffic control device or system into itsfunctional position and state of operational readiness.



InterchangeA system of interconnecting roadways in conjunctionwith one or more grade separations, providing for theinterchange of traffic between two or more roadwayson different levels.

Interdictory SymbolAn annular (circular) red band with a diagonal redstroke at 45 degrees, or as close to 45 degrees aspracticable, signifying that whatever is depictedwithin the symbol is prohibited.

IntermittentNot continuous. As used for traffic control devices,usually means regularly spaced either in time orspace. Otherwise, may mean regularly or irregularlytimed or spaced.

IntersectionThe area embraced by the prolongation of lateral curblines or, if none, of the rights-of-way of two or morehighways that join one another at an angle, whetheror not one highway crosses the other.

Intersection ApproachThat part of an intersection leg used by trafficapproaching the intersection.

Intersection ChannelizationRaised or painted islands at an intersection thatprevent specific movement(s) from being made orprovide better definition of large uncontrolled areas ofpavement.

Intersection LegThat part of any one of the roadways radiating fromthe intersection which is close to the intersection butoutside the area of the intersection proper.

JJurisdictionA legal or other authority with responsibility andcontrol for specific actions within a defined area.

KKilometre (km)A measure of distance equal to 1000 m (0.622miles).

King’s HighwayA highway, including secondary and tertiary roadsdesignated under the Public Transportation andHighway Improvement Act.

kmAbbreviation for kilometre.

LLaneA defined width of road intended to accommodate asingle line of moving vehicles.

Lane LineA Pavement Marking, other than a DirectionalDividing Line, which separates two traffic lanesassigned to traffic moving in the same direction.

Large Arrow SignA Warning Sign intended to inform drivers of a sharpchange in roadway alignment or of a need for a lanechange. (See Book 6, Sign Wa-108, and Book 7,Signs TC-7 and TC-12).



Lateral Intrusion Deterrence Gap (LIDG)The gap between a buffer vehicle and the work areato discourage lateral vehicle intrusions into a closedlane upstream of a stationary work area, or the gapbetween buffer vehicle and work vehicle (andbetween buffer vehicles) to discourage lateral vehicleintrusions into a lane in which mobile workoperations are taking place.

LBASee Longitudinal Buffer Area.

LeapfroggingThe practice of installing lane closures using two ormore installers, whereby one installer installs barrelsup to where the previous (second) installer started,then drives beyond (leapfrogs) the second installer,leaving a gap in the closure, to resume installation ofthe closure downstream. When the second installerreaches the point where the first installer resumedinstallation, he leapfrogs the first installer, and theprocess is repeated. This procedure should not beused.

Left-turn LaneA lane reserved for left-turning vehicles and sodesignated by pavement markings and/or lane-usesigns.

Legal AuthorityThe authority provided, by legislation and regulation,to a jurisdiction or enforcement body for the actionsit takes.

Legibility DistanceThe distance at which a sign can be read by a givendriver under prevailing conditions.

Legibility Distance, RequiredThe distance at which a sign must be legible, basedon the travel speed and the sum of Reading Time,Perception-reaction Time, and Manoeuvre Time.

Level of ServiceA term which, broadly interpreted, denotes any one ofan infinite number of differing combinations ofoperating conditions that may occur on a given laneor roadway when it is accommodating various trafficvolumes. Level of service is a qualitative measure ofthe effect of a number of factors, which includespeed and travel time, traffic interruptions, freedom tomanoeuvre, safety, driving comfort and convenience,and operating costs. In practice, selected specificlevels are defined in terms of particular limiting valuesof certain of these factors, as in levels A (free-flow) toF (stop and go) in the Highway Capacity Manual.

LIDGSee Lateral Intrusion Deterrence Gap.

Live LaneA roadway lane open to traffic. It includes a trafficlane where vehicles, though they may be present, arebeing diverted away from a stationary or mobile workactivity by work vehicles or Buffer Vehicles equippedwith Traffic Control Devices, such as a TC-12.

Local RoadA street or road primarily for access to residence,business or other abutting property.

Long Duration (LD) WorkStationary maintenance, construction, or utilityactivities which require a separate work space forlonger than 24 hours. See also Short Duration (SD)and Very Short Duration (VSD) work.

Longitudinal Buffer Area (LBA)The fourth component of a stationary work zone,downstream from the transition area and upstream ofthe work area, which provides protection for trafficand workers, by providing errant vehicles anopportunity to brake to a halt between the end of thetransition area and the work space.



Low Volume/High Volume RoadFor Temporary Conditions, low volume roads aredefined as those with a combined traffic volume inboth directions of less than 3,000 vehicles per day.Conversely, high volume roads are those with acombined traffic volume of 3000 vehicles per dayor more.

LuminanceThe luminous flux in a light ray, emanating from asurface or falling on a surface, in a given direction,per unit of projected area of the surface as viewedfrom that direction, per unit of solid angle.(Reflective light)

MmAbbreviation for metre.

MaintenanceThe upkeep of highways, traffic control devices, othertransportation facilities, property and/or equipment.

Major RoadThe principal route of two roads at an intersection.Also called Main Road.

Manoeuvre TimeThe time to complete any required manoeuvre beforereaching a sign, other traffic control device, ordecision point.

MarkerSee Construction Marker, Detour Marker, ObjectMarker.

Marking (Pavement)See Pavement Marking

Maximum SpeedThe maximum speed drivers are permitted to travel.The maximum speed is imposed by the HighwayTraffic Act, or municipal by-laws. See also NormalPosted Regulatory Speed.

MayIndicates a permissive condition. No requirement fordesign of application is intended. However,mandatory requirements apply to some specificoptions if and when they are selected.

MeasureA physical device, traffic control device, regulation orother action which affects the movement of motorvehicles, bicycles, and/or pedestrians.

MedianThat portion of a divided highway separating thetravelled ways for traffic in opposite directions.

Median BarrierA raised island, wall or structure located on theCentreline of a roadway through an intersection oralong a road, that prevents left turns or straightthrough movements from being made to and from aside street or private/commercial driveway.

Median IslandA zone or physical island constructed in the centre ofa roadway to separate opposing directions of traffic.

Median StripAn expanse of hard surface material separatingopposing lanes on a highway. The hard surface isflush or nearly flush with the adjacent lanes.

MergingThe convergence of separate streams of traffic into asingle stream.



MillingThe grinding off and removal of old asphalt forpurposes of recycling and resurfacing. Milling mayproduce undesirable longitudinal grooves whichaffect behaviour of some vehicles.

Minimum Typical GuidelineWhere so described, the guideline depicted in thetypical layouts for Temporary Conditions representsthe minimum requirements that must be achieved.

MinistryUnless otherwise specified, the Ministry ofTransportation Ontario (MTO). Where so specified, theMinistry means the Ontario Ministry of Labour (MOL).

Minor RoadThe lesser of two roads at an intersection.

Mobile OperationsWork that is done while moving continuously, usuallyat low speeds, or intermittently, with periodic, briefstops related to the mobile operation, which do notexceed a few minutes in duration (e.g., centreline oredgeline zone painting operations). The advancewarning area (where required) moves with the activityarea.

MOLThe Ontario Ministry of Labour

Motor VehicleIncludes an automobile, motorcycle, motor-assistedbicycle (moped), and any other vehicle propelled ordriven other than with muscular power, but does notinclude a streetcar, or other vehicles designed tooperate on rails, or a motorized snow vehicle, tractionengine, farm tractor and implements of husbandry orroad-building machine.

MotoristSee Driver.

MTOThe Ministry of Transportation Ontario.

Multi-lane HighwayA roadway with two or more travelled lanes carryingtraffic in each direction.

MustIndicates a mandatory condition. Where certainrequirements in the design or application of thedevice are described with the “must” stipulation, it ismandatory that these requirements be met when aninstallation is made.

MUTCDThe Manual of Uniform Traffic Control Devices forOntario, 1995, superseded over time by the OntarioTraffic Manual.

MUTCDCThe Manual of Uniform Traffic Control Devices forCanada, 1997.

MUTCD-USThe U.S. Manual of Uniform Traffic Control Devicesfor Canada, 1988 and (Part VI) 1993, and itssubsequent revisions.

NNarrow LanesLanes in a work zone which are narrower than usual,as required by construction, maintenance, or utilityoperations. This may be done through partial laneshifting (See Partial Lane Shift) in Short Durationoperations, or through barrels and/or temporaryconcrete barriers (or equivalent) in Long Durationoperations, in which case existing pavement markingsshould be removed and replaced by temporarypavement markings.



NCHRPNational Cooperative Highway Research Program(U.S.)

NighttimeThe hours of darkness, taken as the time period fromone-half hour before sunset to one-half hour aftersunrise.

Nighttime Short Duration ProvisionsProvisions required for nighttime short duration work,even though one or more may be shown as optionalfor the daytime short duration operations illustratedin the typical layouts. See Section 1.8. For nighttimework of any duration, traffic garments meeting OHSArequirements for nighttime work must be used.

Normal Regulatory Posted SpeedThe regulatory maximum speed posted on a highwayunder normal conditions, that is, when noconstruction zone or work activity is present.Guideline provisions required in Book 7 are based onNormal Regulatory Posted Speed, not on temporarilyreduced construction zone regulatory or advisoryspeeds.

OObject MarkerA traffic sign mounted temporarily or permanently onan obstruction, within or adjacent to the roadway, tomake the obstruction as highly visible as possible.

Occupational Health and Safety ActThe Ontario Occupational Health and Safety Act andRegulations for Construction Projects, of the OntarioMinistry of Labour.

Off-peak PeriodThe period of time, usually outside of the morningand afternoon Peak Periods. If there is a Midday Peakwith traffic volumes equalling or approaching thosein the A.M. or P.M. Periods, then this Midday Peakshould be excluded from the off-peak period.

Official SignAny sign approved by the Ministry of TransportationOntario.

OHSASee Occupational Health and Safety Act.

Operating SpeedThe speed at which the majority of vehicles aretravelling, typically the 85th Percentile, regardless ofthe speed limit.

Oversize SignA Traffic Sign with greater proportional dimensionsthan the minimum dimensions specified in thisManual. Such signs are generally required on higherspeed highways, or on other highways in specialcases.

PPartial Lane ShiftThe temporary, partial shifting of travel lanes bydemarcating them through use of cones or barrels, sothat the lanes are squeezed while still maintainingusable lane widths of at least 3 m in each lane. Seealso Narrow Lanes and Roadside Diversions.

PavementThat part of the roadway having a constructed hardsurface for the facilitation of vehicular movement.

Pavement MarkingA coloured marking applied to the pavement toprovide drivers with roadway alignment information.



Peak HourThe one hour each day when traffic volumes are attheir highest on a given road.

Peak Period(s)The one or more periods each day, usually consistingof two or three hours, when traffic volumes are attheir highest on a given road, usually correspondingto a morning “to work” period and an afternoon“from work” period.

PedestrianAny person who is on foot, not in or upon a vehicle,motorized or otherwise propelled, or riding upon ananimal.

Perception-reaction TimeThe time required to make a decision, after reading orencountering a traffic control device, and inititate amanoeuvre if required.

Permissive SymbolAn annular (circular) green band used on a sign tosignify that whatever is depicted within the symbol ispermitted.

Phase (Traffic Signal)A part of a cycle where one or more trafficmovements receive a green indication at the sametime. Phase time is the time required from the start tothe finish of the phase including Amber and All-redInterval times.

Portable Lane Control SignalSee Portable Traffic Control Signal.

Portable Traffic Control SignalA portable traffic control signal may be used as analternative to Traffic Control Persons and such signalsare used only to stop vehicles intermittently whentraffic must use a single lane in situations where theroadway is normally a two-way operation. Portabletraffic control signals must comply in all respects

with Regulation 606 of the Highway Traffic Act.(R.S.O. 1990), where they are referred to as PortableLane Control Signals. (For details, see Book 7, Section4.5, and Book 12 (Traffic Signals)).

Portable Variable Message Sign (PVMS)A Variable Message Sign that may be moved fromplace to place to provide drivers information onconditions, usually work zone conditions, at the timeand place where needed.

Positive GuidanceProvision to road users of the information they needto avoid hazards, when and where they need it, in aform they can best use it. See Book 1c (PositiveGuidance Toolkit).

Posted Advisory SpeedThe maximum advisory speed as indicated byappropriate Warning or Temporary Conditions Signs.

Posted Speed ZoneA section of highway upon which the maximumspeed is indicated by appropriate Regulatory Signs.

Pre-engineering and Engineering ActivitiesActivities carried out in preparation for, during, orafter completion of a construction project (e.g.,surveying, geotechnical sampling or testing,pre-construction inspection). For purposes of Book 7traffic control, pre-engineering activities areconsidered part of construction work activities.

Provincial HighwayAny public highway under the jurisdiction of theMinistry of Transportation of Ontario. See King’sHighway.

Public RoadwayAny roadway under the jurisdiction of and maintainedby a public authority and open to public travel.



Public WayA sidewalk, street, highway, square, or other openspace to which the public has access, as of right orby invitation, either express or implied.

RRailroad CrossingA location where one or more railroad tracks cross apublic highway, road, street, or a private roadway, andincludes sidewalks and pathways at or associatedwith the crossing.

Raised Pavement MarkerA ceramic, metal, glass or plastic marking deviceplaced on or in the roadway to substitute for or act asa supplement to standard pavement markings. Raisedpavement markers are comprised of a variety ofconfigurations including retroreflective and non-retroreflective markers, and markers that employprismatic retroreflection and those that employspherical retroreflection.

RampAn interconnecting roadway of a traffic interchange,or any connection between highways at differentlevels or between parallel highways, on which thevehicles may enter or leave a designated roadway.

Reading TimeThe time required to read a sign with a givenmessage.

ReflectivityA measure of the degree to which a surface reflectsincident light. A related term, reflectance, is theamount of light reflected back from a sign, relative tothe amount of light shining on the sign. SeeRetroreflectivity, Coefficient of (R)

ReflectorizationA method of incorporating light-reflective material onthe approach face of a Traffic Sign so that the facewill reflect light during the hours of darkness whileretaining the same colours as by day.

RegulationA prescribed rule, supported by legislation, such asany regulation made under the HTA or OHSA ormunicipal by-law. Regulations provide the legal basisfor enforcement.

Regulatory SignA Traffic Sign advising drivers of action they shouldor must do (or not do), under a given set ofcircumstances. Disregard of a regulatory sign wouldusually constitute an offence.

Remote-control DeviceAn electro-mechanical device that is remotelycontrolled and performs the function of a TrafficControl Person (TCP), as controlled by a TCP.

Retroreflective MaterialA type of material applied in either strips or sheetswhich reflects illumination back to its source.

Retroreflectivity, Coefficient of (R)R indicates the proportion of light reflected back tothe driver from a retroreflective sign surface, incandelas per lux per square metre. See Book 1b (SignDesign Principles), Section 9.1.

Right-of-way(1) Allocation of right of movement to a road user,

in preference over other road users.

(2) The width of the road allowance from theproperty line on one side to the property lineon the opposite side of the roadway.

RoadSee Highway.



Road AuthorityThe body (Municipal, Provincial, or private) that haslegal jurisdiction over a roadway.

Road ClosureThe closing of a highway to road users. Road closuresare covered by Regulation 599 of the HTA.

Road Edge WorkConstruction, maintenance, or utility work thatencroaches on the edge of the road, with much of thework being done on the shoulder. Road edge work isnot fully on the shoulder, nor does it result in aremaining travel lane width of less than 3.0 m (3.5 mon freeways), which would necessitate a lane closureor a Partial Lane Shift. See also Roadside Work.

Roadside DiversionA deviation of the normal roadway, essentially withinthe highway right-of-way, where traffic is required tomake a short diversion to bypass the work area. Thediversion must be signed, using a TC-9, TC-16, and/or other appropriate signs.

Roadside WorkConstruction, maintenance, or utility work that isdone on the shoulder or on the edge of the road.Roadside Work includes both work on the shoulderand Road Edge Work.

RoadwayThe part of the highway that is improved, designed orordinarily used for vehicular traffic, but does notinclude the shoulder, and, where a highway includestwo or more separate roadways, the term “roadway”refers to any one roadway separately and not to all ofthe roadways collectively.

Roadway Alignment SignA Warning Sign or Temporary Conditions Sign usedto inform drivers of an upcoming change in roadwayalignment, including turns and curves.

Roadway Edge LineSee Edge Line.

Route DetourA detour where a driver is required to departcompletely from the normal route and is directed touse an alternate route. The alternative route must besigned using a combination of the appropriate TC-10directional signs. Prior to the closing of the roadwayand the opening of a detour, a TC-65 “Road ClosingNotice” sign must be erected at strategicially selectedlocations of the road at least one week in advance ofthe actual closing.

RPMRaised Pavement Marker.

Rural AreaAn area outside of the limits of any incorporated orunincorporated city, town, village, or any otherdesignated residential or commercial area.

SSafe Stopping DistanceThe distance required to bring a vehicle completelyand safely to rest with normal braking and roadconditions.

ShallMeans the same as “must”

Short Duration (SD) WorkStationary maintenance, construction, or utilityactivities which require a separate work space, whichare continuously attended by workers, and which aremore than 30 minutes and less than one 24-hourperiod in duration. Under certain conditions (seeSection 1.8), work at the same location may beextended to more than one day, and still beconsidered SD work. See also Long Duration (LD) andVery Short Duration (VSD) Work.



ShouldIndicates an advisory condition. Where the word“should” is used, the action is advised; recommendedbut not mandatory. This term is meant to suggestgood practice in most situations but also to recognizethat in some situations, for good reasons, therecommended action cannot or need not be followed.

ShoulderThe portion of a highway between the outer edge ofthe roadway and the curb, or point of intersection ofthe slope lines at the outer edge of the roadway andthe fill, ditch, or median slope, for theaccommodation of stopped vehicles, for emergencyuse, and for lateral support.

Sight DistanceThe distance visible to the driver of a passengervehicle, measured along the normal travel path of aroadway, to the roadway surface or to a specifiedheight above the roadway, when the view isunobstructed by traffic.

SignA Traffic Control Device mounted on a fixed orportable support which conveys a specific messageby means of symbols or words, and is officiallyinstalled for the purpose of regulating, warning, orguiding traffic.

Sign AssemblyAny Traffic Sign mounted and installed alone or inconjunction with any combination of associated TabSigns.

Sign Blank NumberThe number given to a given size of standard sizeblank (substrate), for purposes of identification,inventory and fabrication.

Sign PatternThe full-size hard copy drawings or electronic imagesof individual signs, showing sufficient detail anddimensional accuracy for sign fabrication.

Sign SheetingThe Retroreflective Material used on the surface of aSign to provide good daytime and nighttime visibility.

Sign SupportThe physical means of holding a sign in its intendedposition.

Sign SymbolA pictogram, depiction, arrow, silhouette or figures,and/or Interdictory or Permissive Symbol, used tosimplify or represent a word message on a sign.

Sign TruckA vehicle that has:

(1) four-way flashers and a mounted flashing arrowboard sign, or

(2) a portable trailer with a mounted flashing arrowboard sign.

Signal Indication (Traffic Signal)The illumination of one or more lenses in a signalhead which conveys a message to traffic approachingthe signal from one direction.

Signalized ControlThe use of a traffic signal control device to controltraffic on a road section or intersection.

Speed Change LaneA tapered auxiliary traffic lane used by traffic enteringor leaving a freeway or expressway for the purpose ofacceleration or deceleration respectively.

Speed LimitThe maximum vehicular speed allowed within anygiven posted or unposted Speed Zone.



Speed ZoneA specific section of roadway upon which amaximum speed limit has been imposed. Such zonesmay be posted or unposted. A construction speedzone must be posted.

StandardA rule, principle, pattern, or measure, which practiceor theory has shown to be appropriate for a given setof conditions, and applicable, as the case may be, toplanning, design, traffic control devices, operations, ormaintenance.

Statutory Speed LimitA maximum speed limit automatically in effect on allroads, unless otherwise signed. The statutory speedlimit applies even where no maximum speed limitsare signed.

Stopping Sight DistanceThe distance required by a driver of a vehicle,travelling at a given speed, to bring the vehicle to astop after an object on the roadway becomes visible.It includes the distance travelled during thePerception-reaction Time and the vehicle brakingdistance.

StreetAn urban highway.

StriperA self-contained marking system mounted on a truckchassis and used to apply Pavement Markings on theroad.

SubstrateThe surface to which the sign sheeting is applied.

TTab SignA sign smaller than the primary sign with which it isassociated, and mounted below it. There are twotypes of tab signs:

(1) Supplementary Tab Sign – contains additional,related information;

(2) Educational Tab Sign – conveys the meaning ofsymbols during their introductory period.

Tangent Section(1) A straight section of roadway between curves.

(2) In Temporary Conditions, the distance betweenthe end of one taper and the beginning of thenext taper, where more than one lane is beingclosed.

TaperThe gradual narrowing of a lane which is intended tosafely guide drivers into the adjacent lane. The taperlength is the length of the section of roadwayrequired to achieve full lane closure (e.g., constructionzone) or full lane transition.

TCAbbreviation for Temporary Conditions.

Temporary ConditionsRoadway and traffic control conditions related to non-permanent construction, maintenance, and utilitywork on any highway open to the public.

Temporary Pavement MarkingA Pavement Marking intended to be used forTemporary Conditions.

Temporary SignA Regulatory, Warning, or Guide Sign, intended to beused for Temporary Conditions.



Temporary Traffic Control SignalA temporary traffic control signal installed to controltraffic at a crossing, such as a temporary roadway, atruck access route, pedestrian crossing, etc. Atemporary traffic control signal must comply withSection 144(31) of the Highway Traffic Act. Thedesign specifications for temporary signals, whichrequire prior approval by the appropriate roadauthority, are those specifications which apply topermanent trafic control signals at signalizedintersections (for details, see Book 7, Section 4.6, andBook 12 (Traffic Signals)).

Termination AreaThe sixth and last component of a work zone,downstream of the work area, used for traffic to makethe transition back to the normal path of the road.The termination area extends from the downstreamend of the work area to the point where traffic is ableto resume normal driving.

TMASee Truck-mounted Attenuator.

Traffic Control DeviceAny sign, signal, marking, or device placed upon, overor adjacent to a roadway by a public authority orofficial, or private road owner, having jurisdiction, forthe purpose of regulating, warning, guiding orinforming road users.

Traffic Control InstallerA person duly trained and authorized to install andremove Traffic Control Devices at a Work Zone.

Traffic Control Person (TCP)A person duly trained and authorized to direct trafficat a work zone through the use of the Traffic ControlSign (STOP/SLOW Paddle).

Traffic Control PlanA detailed plan for the control of traffic duringconstruction, maintenance, or utility operations on ahighway, taking into account the organized,systematic, safe conduct of the project, including, asapplicable, detours, staging sequences, work vehicleaccess to and egress from work sites, temporarybarriers, removal of old pavement markings andselection and planned implementation of appropriatetypical layouts for traffic control.

Traffic Control Signal (Traffic Signal)Any power-operated Traffic Control Device with atleast three signal lenses, whether electrically ormechanically operated, by which traffic is alternatelydirected to stop and permitted to proceed. TrafficSignal:

(1) When used in general discussion, a trafficsignal is a complete installation includingsignal heads, wiring, controller, poles and otherappurtenances.

(2) When used specifically, the term refers to thesignal head which conveys a message to theobserver.

(3) That part of a traffic control signal system thatconsists of one set of no less than threecoloured lenses, red, amber and green, mountedon a frame and commonly referred to as asignal head.

Traffic CountA record of the number of vehicles or people aboardvehicles, or both, and pedestrians that pass a givencheckpoint during a given time period.

Traffic Protection PlanA plan required by the OHSA and its regulations forthe protection of workers in a work zone. The planmust contain a written description of the traffichazards to which workers may be exposed andmeasures used to protect them.



Traffic SignA device (other than Markings, Delineators and TrafficControl Signals) which may be installed beside orabove a roadway for the purpose of regulating,warning, or guiding traffic.

Traffic Signal Control SystemAn area or corridor signal system under signalizedcontrol.

Transition AreaThe third component of a work zone, downstreamfrom the approach area, and upstream of thelongitudinal buffer area, where traffic is channelledfrom the normal path to a new path required to movetraffic past the work space. The transition areacontains the tapers and parallel tangent sections (ifmore than one lane closed) that are used to close thelanes effectively.

TruckA commercial vehicle exceeding a specified weight orlength as defined by the Highway Traffic Act,municipal by-law, or toll agency.

Truck-mounted Attenuator (TMA)An energy-absorbing device mounted on the rear of atruck, to deform on impact in a controlled manner,thereby reducing:

(1) the rate of deceleration (and associated injury)for the occupants of a vehicle striking the TMAfrom the rear; and

(2) the rate of acceleration (and associated injury)for the driver of the truck.

TMAs must satisfy the requirements of NCHRP 350Level TL-2 (70 km/h) or TL-3 (100 km/h), andshould be selected for the appropriate posted speed.After January 1, 2006, all TMAs used on freewaysmust satisfy the TMA TL-3 requirement (100 km/h).

Turn LaneA lane designated to facilitate vehicular turnmovements from the through roadway.

Turn ProhibitionA regulation prohibiting a straight-through movementor a left or right turn at an intersection. Turnprohibitions are sometimes used in association withbarriers that physically prevent a turn from beingmade.

Two-lane HighwayAn undivided two-way facility having one lane fortraffic moving in each direction.

Two-way Left-turn LaneThe centre lane on some three, five, or seven lanesections of undivided highway which is designed tofacilitate left turns from each direction.

UUndivided HighwayA multi-lane highway with no continuous median, orwith a paved flush dividing strip (including a RumbleStrip), or with a two-way left-turn lane.

UpstreamThe direction that traffic is coming from.

VVehicleIncludes a motor vehicle, trailer, traction engine, farmtractor, road-building machine, bicycle, and anyvehicle drawn, propelled or driven by any kind ofpower, including muscular power, but does notinclude a motorized snow vehicle or motorcyclesidecar.



Very Short Duration (VSD) WorkAny work activity which occupies a fixed location forup to 30 minutes duration, including set-up andtakedown of the traffic control provisions (e.g., someutility work, minor road maintenance, stormwatercatchbasin cleanout, etc.). The work site may bemoved along the road and make frequent, short stops.

VolumeThe number of vehicles or pedestrians that pass overa given section of a lane or a roadway or make aparticular movement during a specific time period(such as one hour or 24 hours).

WWarning SignA sign which indicates conditions on or adjacent to ahighway or street that are actually or potentiallyhazardous to traffic operations.

Work AreaThe fifth component of a work zone, downstreamfrom the longitudinal buffer area and upstream of thetermination area, where the work takes place. It is setaside for workers, equipment and material storage.

The work area may be in a fixed location or maymove as work progresses. It may be defined bydelineation devices. In a confined location, the workspace may be shielded by barriers as an additionalfeature.

Work Site IdentificationVisible identification of the work area by passive and/or active traffic control devices to show road userswhere work is taking place.

Work ZoneA section of highway or roadway where highway-related construction, maintenance, or utility worktakes place. A work zone is usually made up of sixcomponent areas (See Figure 1), including the WorkArea where the work takes place. A work zone can bein the travelled portion of the road or on theboulevard or shoulders and may be stationary ormobile. See Mobile Operations, Very Short Duration,Short Duration, and Long Duration Work.

YYieldTo cede the right-of-way.



Appendix B • References

Referenced Documents

Geometric Design Standards for Ontario Highways;Ministry of Transportation Ontario, 1985

Handbook for Construction Traffic Control Persons;Construction Safety Association of Ontario, 1991

Highway Traffic Act (HTA); Office Consolidation;Revised Statutes of Ontario, 1990, and theRegulations thereunder (as amended), 1996

Manual of Uniform Traffic Control Devices; Ministry ofTransportation Ontario, 1985

Manual of Uniform Traffic Control Devices; U. S.Department of Transportation, 1997

Manual of Uniform Traffic Control Devices; Part VI,Standards and Guides for Traffic Controls forStreet and Highway Construction, Maintenance,Utility, and Incident Management Operations;1988 Edition of MUTCD, Revision 3,September 3, 1993

Manual of Uniform Traffic Control Devices forCanada; Fourth Edition, TransportationAssociation of Canada, 1997

Municipal Act; Revised Statutes of Ontario, 1990

Occupational Health and Safety Act and Regulationsfor Construction Projects; Revised Statutes ofOntario, 1990, Revised Regulations of Ontario213/91 as amended by 631/94 and 145/00

Ontario Provincial Specification Standards (OPSS);Ministry of Transportation Ontario and MunicipalEngineering Association

Ontario Traffic Manual; Books 1, 1a, 1b, 1c, 2, 3, 4,5, 6, 11, 12, 2000 and 2001

Proposed PCMS Message Format for IncidentManagement / Construction Closures on StandardProvincial Highways; Ministry of TransportationOntario, 1999

Protection of Workers in a Work Zone from ErrantVehicles, O. Colavincenzo and M. Harmelink,Dillon Consulting Ltd., 2001

Public Transportation and Highway Improvement Act;Revised Statutes of Ontario, 1990, RevisedRegulations of Ontario, 1986

Quality Standards for Work Zone Traffic ControlDevices; American Traffic Safety ServicesAssociation, 1993

Recommended Procedures for the Safety PerformanceEvaluation of Highway Features; NCHRP Report350, Transportation Research Board, WashingtonD.C., 1993

Regulations for Railway and Roadway LevelCrossings; Queen’s Printer for Canada, April, 1994

Roadside Safety Manual; Ministry of TransportationOntario, 1993

Specification 62-GP-11M; Canadian GeneralStandards Board, 1978 (Amendment No. 1, 1987)

Specification D 4956-95; American Society forTesting and Materials, 1995

Temporary Conditions Traffic Management: AdvanceNotification, Advance Warning and AlternativeRoute Signing for Provincial Highways in MTOCentral Region; Ministry of Transportation Ontario,2000

Traffic Control Devices on Federal-Aid and OtherStreets and Highways; Color Specifications forRetroreflective Sign and Pavement MarkingMaterials; Federal Highway Administration FederalRegister, Vol. 64. No. 244, December 21, 1999,23 CFR Part 655, Proposed Changes



Additional References

Highway Capacity Manual; Transportation ResearchBoard, 1994

Manual of Geometric Design Standards for CanadianRoads; Transportation Association of Canada,1998

Roadway Delineation Practices Handbook; U. S.Federal Highways Administration (FHWA), 1994

Section U.D. 18 Urban Supplement to the GeometricDesign Guide for Canadian Roads; TransportationAssociation of Canada, 1995

Transportation and Traffic Engineering Handbook;Institute of Transportation Engineers, 1999