This Section along with the Traffic
Control Details presented in the Standard
Roadway Construction / Traffic Control / Bridge Construction Details
and the Traffic Control Plans and Traffic Control and Staging Plans
presented in the Sample
Plans were prepared to provide designers with general guidelines
and examples of minimum desirable applications for typical situations
requiring lane closures and/or lane shifts. This information may be
used along with the current Manual
on Uniform Traffic Control Devices (MUTCD) Part VI to prepare
more detailed and site specific Traffic Control Plans that will enable
the contractor to construct the project with adequate consideration
of safety to motorists, pedestrians and construction workers.
Designers should not refer to or use the Traffic
Control Details without proper evaluation of the specific site
constraints and construction procedures required to construct the
project. Traffic Control Plans should be prepared in accordance with
the current Sample
Plans. The Traffic Control and Staging methods established for
each project should be consistent with the general provisions of this
Section and should be based on good safety practices, engineering
judgment, the speed and volume of traffic, the duration of the operation,
the exposure to potential hazards, sight distance constraints and
the physical features of the roadway including horizontal alignment,
vertical alignment and the presence of intersections and driveways.
The first two sheets of the Traffic Control Plans should be Standard
Traffic Control Detail sheets TCD-1
and TCD-2 as
appropriately modified for individual project needs. These sheets
contain a standard legend of typical traffic control devices, general
traffic control notes, an escape ramp detail, a typical section for
placement of construction barrier, a table showing recommended spacing
of the channeling devices and a table showing recommended sight distances
to the beginning of channelizing tapers. The legend and general traffic
control notes should be reviewed and modified to include other project
specific symbols and notes as necessary for each project. The standard
sheets can also be modified to include other project specific information
necessary to adequately address traffic control needs. Where required
for clarification, sectional views showing the placement of traffic
control devices adjacent to the traveled way and the work site should
Additional Traffic Control Plans should follow standard sheets TCD-1
and TCD-2. These
additional plans should be included to show plan views of project
specific work sites when those locations need to be represented or
where design features of traffic control devices (such as the type
of precast construction barrier) or temporary pavement markings need
to be indicated. The scale of the Traffic Control Plans should be
selected so that the optimum amount of information is shown on a minimum
number of plan sheets. The Traffic Control Plans should include a
tabulation of the channelization devices needed for the project.
As a minimum, Traffic Control Plans should include the following
- Required lane widths for each staging plan
- Grading for temporary roadways and crossovers
- Detours with respective detour signing
- Pay items for temporary work
- Temporary drainage associated with traffic staging
- Temporary staging for drainage and other utilities
- Temporary traffic signals and associated signal phasing design
- Signing for each staging plan
- Traffic control and safety devices that are necessary for each
stage of construction
- Township and county
- Graphic scale and north arrow
- Allowable working hours
- Accommodation for Pedestrian traffic (i.e. locations of temporary
- Appropriate use of temporary / permanent barriers and end treatments
- Appropriate plans and specifications to address safety concerns
Traffic Control and Staging Plans should be utilized when a staging
or sequence of construction needs to be specified. Notes pertaining
to the various stages of construction should be included on these
plans. The notes should thoroughly describe each phase of construction
in the sequence to be performed.
The Legend on standard sheets TCD-1
and TCD-2 should
be modified to show symbols for the work to be performed during each
stage of construction and for work completed while construction is
being performed during subsequent stages. When temporary pavement
areas are required, a typical section should be provided.
During all phases of paving, staging should provide for a minimum
exposure to drop-offs and uneven pavement adjacent to and between
To improve the riding quality of new bituminous concrete pavements,
wherever practical, the top layer of the bituminous concrete surface
course should be paved as a single stage of construction for the full
width of the traveled way, shoulder and auxiliary lanes. Therefore,
development of the Traffic Control and Staging Plans for projects
involving paving operations should specify a Construction Sequence
in which work progresses up to the bottom of the top layer of the
surface course. The top layer should be shown as the final paving
Designers should, upon completion of Traffic Control Plans, review
the use of Unbound Paving Materials in those portions of roadway under
improvement which will incur extensive traffic as a result of stage
construction. In these situations, the designer should substitute
Bituminous Stabilized Base Course for the Unbound Material. This substitution
may be made without a Supplemental Pavement Recommendation. If this
situation occurs during construction, the Resident Engineer should
make this change.
As part of the development of the Traffic Control Plans, designers
should conduct an analysis of construction related impacts. Findings
should be presented in a detailed Traffic Impact Report that addresses
the following items:
- The existing traffic volumes and capacity data on the roads likely
to be substantially impacted.
- The projected traffic data at the start of construction including
nearby highway construction projects as well as private construction
- The potential impacts of the construction on traffic through the
project and along any detours.
- Recommendations for traffic impact mitigation, e.g., nighttime work,
restricted hours of operation, number of lanes available for traffic,
width of lanes, requirement for alternating traffic, staging requirements,
public information program, and transportation demand management strategies
such as park and rides, shuttle buses, flextime, etc.
The Bureau of Transportation and Corridor Analysis should be consulted
during the development and approval of the data in items 1, 2 and
3. The Regional Traffic Operations Unit should be consulted during
the development and approval of the recommendations contained in item
The Department recognizes the need to effectively and efficiently
manage traffic through construction projects in order to reduce congestion,
maintain high levels of safety for workers, pedestrians and motorists,
and minimize impacts to the local community both business and residential.
To this end, the scoping, design, scheduling and construction of
projects should be accomplished in a manner that will provide a high
level of safety for workers and the traveling public, minimize congestion
and community impacts by maintaining levels of service close to preconstruction
levels and provide the contractor with adequate access to the roadway
to complete the work efficiently, while meeting the quality requirements
of the contract.
In order to achieve these objectives, designers can utilize the NJDOT
Road User Cost Manual to evaluate potential alternatives, in terms
of cost to the traveling public. Project should be designed to minimize
road user costs impacts. This may be accomplished through a variety
of means including, but not limited to, reduced daytime hours, nighttime
operations, detours, diversionary roads, crossovers, use of shoulders
as travel lanes, temporary roads and bridges, and alternating traffic
patterns. The incorporation of design elements to ease traffic impacts
during future construction should also be considered. These could
include wider lanes, shoulders or right of way, full depth shoulders,
removable sidewalks on bridges, and other alternatives.
The basic safety principles governing the design of permanent roadways
and roadsides should also govern the design of construction, maintenance
and utility work sites. The goal should be to safely route traffic
through these areas with geometrics and traffic control devices, as
nearly as possible, comparable to those for normal highway situations.
The following items should be considered in determining the overall
approach to project specific traffic control:
- Regarding hours of operation or lane restrictions, consideration
should be given to the location of the project and calendar of events.
Unless there are valid reasons to the contrary, travel lanes should
not be reduced in number or width, nor work be permitted to interfere
with traffic, on weekends, holidays (including the PM peak the day
before and the AM peak the day after) and days of special events of
major traffic generators near the project site, such as the Meadowlands
Complex and shore areas during the summer.
- Using site visit and traffic count information, determine the number
of lanes which can be closed during the day, during the night, or
on weekends. Incorporate seasonal variations into the analysis. Contact
the agency which has jurisdiction and ask what lane or road closings
they will allow and discuss independent findings with them. With concurrence
from the responsible agency, define the allowable lane closings (see
- Provide minimum lane widths of 11 feet for all lane shifts and diversionary
roads, except where existing lane widths are 10 feet or as required
in the Traffic Control Standard Details.
- Determine if detour routes are available. If potential detour routes
exist, determine if their use would enhance the constructability of
- Determine if shoulders or temporary pavements can be used by traffic.
Shoulders may require reconstruction prior to placing traffic on them.
Short temporary roads may provide access to other existing roads making
a detour possible.
- Determine if guide rail has to be removed or relocated. If removal
of guide rail reveals a blunt end then temporary impact attenuators
should be provided.
- Determine if temporary signals are required.
- Determine if there are any reasons why the construction project
should be substantially accelerated when under construction. If there
are reasons for an accelerated construction process, discuss proposed
methods of implementation with the Department's Project Manager and
the QMS Construction Scheduling and Assessment Section to determine
the details of the acceleration (i.e. number of crews required, hours
- Using Preliminary Roadway Plans, determine the duration of the various
construction operations required to build the project. Using this
information, determine if lane closings can be set up and broken down
over one work shift (8 hours±), over the weekend (Friday night to
Monday morning), or must lane closings be maintained for longer continuous
durations. All of the above may apply.
- Determine whether or not Movable Construction Barrier should be
used. Refer to Section 14.9.
- Review the guidelines for nighttime construction described in Section
- Review the time allowed for the staging of paving operations. Determine
that an appropriate amount of time is provided for sufficient curing,
deck patching and/or cooling asphalt pavement.
Department Policy on Traffic Stripes and Traffic Markings is as follows:
- On interstate highways, all permanent lane lines, longitudinal edge lines and edge lines on ramps shall be 6 inch wide long life epoxy resin traffic stripes. The traffic stripes shall be calculated in linear feet for each 6 inch width of actual stripe
(gaps are not counted) under the item TRAFFIC STRIPES, LONG LIFE, EPOXY RESIN, 6 inch.
- On non-interstate highways, all permanent longitudinal center, edge and lane lines, edge lines on ramps and left turn slots shall be 4 inch wide long life epoxy resin traffic stripes. The traffic stripes shall be calculated in linear feet for each 4 inch width of actual stripe (gaps are not counted) under the item TRAFFIC STRIPES LONG LIFE, EPOXY RESIN, 4 inch.
- All permanent gore lines, crosswalks, stop lines, words, arrows and other pavement symbols shall be long life thermoplastic traffic markings. The gore lines shall be of chevron design and shall be calculated in linear feet for each 4 inch width of actual stripe under the item TRAFFIC MARKINGS, LINES, LONG LIFE, THERMOPLASTIC (Linear Foot). The crosswalks and stop lines shall be calculated in linear feet for each 4 inch width of actual stripe under the item TRAFFIC MARKINGS, LINES, LONG LIFE, THERMOPLASTIC (Linear Foot). The words, arrows and other pavement symbols shall be calculated in square feet under the item TRAFFIC MARKINGS, SYMBOLS, LONG LIFE, THERMOPLASTIC (Square Foot).
- Placement of long life material may be delayed for up to 4 days after paving. Temporary pavement markers shall be used to delineate center and lane lines on newly paved sections of roadways that need to be opened to traffic prior to the placement of epoxy resin traffic stripes. The requirements for temporary pavement markers shall be in accordance with the Standard Specifications.
- Traffic paint shall be used when traffic stripes or traffic markings are required on intermediate pavement layers that need to be opened to traffic due to stage construction. The traffic stripes shall be calculated in linear feet for each 4-inch width of actual stripe (gaps are not counted) under the item TRAFFIC STRIPES. Chevrons, crosswalks, and stop lines shall be calculated in linear feet for each 4 inch width of actual stripe under the item TRAFFIC MARKINGS, LINES (Linear Foot). Words, arrows and other pavement symbols shall be calculated in square feet under the item TRAFFIC MARKINGS, SYMBOLS (Square Foot). Where lane shifts are necessary on the intermediate layers, or on existing pavements not being repaved, removable pavement marking tape or temporary pavement markers shall be specified and calculated accordingly. The placement of temporary pavement markers shall be in accordance with the Construction Details.
- Long life traffic stripes or traffic markings may be considered for stage construction, detours, and diversionary roads on those occasions when it can be justified based on cost considerations, site conditions, or length of time when the stripes or markings will be in place.
14.7.1 Lane Closures
Designers should modify standard sheet TCD-1
to provide a table showing specific restrictions placed on travel lanes,
durations of closures and hours when work may be performed, including
holidays and weekends. The closures and lane restrictions shall be evaluated
in the Traffic Impact Report (see Section
14.4) and approved by the Regional Traffic Operations and Local
Authorities. The following table is provided as an example of the form
of presentation of this information:
||One Lane Closure
||Two Lane Closures
||Full Closures (indicate
duration and type of operation)
14.7.2 Total Roadway Closures
Total roadway closures (i.e. all lanes, single direction or two directions)
required for the erection of overhead sign structures, cantilevered
sign structures or bridge steel shall be performed in accordance with
- The use of total roadway closures shall be specifically addressed
in the Traffic Impact Report (see Section
14.4) and shall be considered only after detours have been
determined to be unavailable or infeasible.
- Closures shall be approved by the Regional Traffic Operations
and Local Authorities.
- Closures shall be performed during non-peak hours and with prior
approval of the Engineer concerning the timing and method of operation.
- The application of nighttime operation of the closure shall be
considered (see Section 14.10).
- The erection of overhead and cantilever sign support structures
shall be done when the overhead electric lines have been de-energized.
- Closures shall be initiated with a slow down of traffic 1/2 mile
in advance of the work area. The slow down shall be accomplished
with the assistance of Traffic Safety Services.
- Closures, whether single direction or two directions, shall be
limited to 15 minute intervals. At the end of each 15 minute interval
the work must stop, the span must be secured and traffic allowed
to pass. After traffic has cleared, the roadway may again be closed
for another maximum 15 minute interval (following the procedures
in this section) and work may resume. Continue this procedure until
all work over the roadway is complete.
14.7.3 Center/Interior Lane Closures
Existing roadway facilities with three or more lanes in each direction
often require the closure of interior lanes to perform construction
activities. The Standard Traffic Control Details TCD-16,
"6 Lanes, Divided, Two Lane Closing" and TCD-17,
"6 Lanes, Divided, Center Lane Closure, Maintain Two Through Lanes"
provide two methods for maintaining traffic during construction in an
interior lane. The functional difference between these two details is
the number of through lanes that remain open after the closure is setup.
In general, TCD-16
is the preferred method for closing an interior lane when the open lane
has the capacity to carry the traffic. In addition to this general guideline,
specific project/site conditions should be evaluated when determining
the appropriate use of these details.
The decision to use TCD-17
should consider capacity and safety along with the following:
- Determine if the lane closing is for the short term (one day) or
Determine the type of activity, size of construction equipment and
worker proximity to travel lane. If barriers are not used, work should
not be conducted within 1 ½ feet of a live travel lane.
- The lane closure layout shown on TCD-17
is intended for short term use.
- A buffer space should be used at the upstream end of the closed
interior lane. For long term operations a barrier should be used
to shield the operation in the closed interior lane.
- If barriers are used, sufficient room must be provided for the
placement of end treatments.
- If barriers are not used, traffic and construction personnel should
be monitored by traffic safety services personnel.
- If barriers are not used, a TMA/arrowboard equipped vehicle should
be used at the beginning of the interior buffer. If the work operation
moves more than 150 feet from the buffer zone, a TMA equipped shadow
vehicle should follow the work operation.
- For long term operations, solid white lines should be used in
the two lane section. DO NOT PASS signs may also be used.
Determine if there is adequate distance to establish the lane closures.
Consider volume, speed and road alignment. Installation and removal
of lane closures should be initiated with a slow down of traffic accomplished
with the assistance of Traffic Safety Services.
Determine if there is an exit within the work zone area.
Determine if shoulders can be used in conjunction with TCD-16
to increase capacity in lieu of TCD-17.
- Establish whether the closure should be from the right or left
lane and determine the type and location of signing (i.e. a right
lane exit should use a left lane closure, in this way the right
lane will be continuous and the signing will direct exiting traffic
to keep right).
- When TCD-17
is used and an interchange is located either within the limits of
the closure or within ½ mile of the end of the closure, temporary
guide signs indicating "All Exiting Traffic Keep Right (Left) must
be placed on both sides of the roadway as follows: 1300 feet before
sign W20-1D, "Road Work ½ Mile" and 500 feet before sign W20-5A,
"Right (Left) Lane Closed 1500 Feet".
should not be used when multiple interchanges occur within the limits
of the closure.
The use of Standard Detail TCD-17
should be limited to projects and roadway conditions where a greater
benefit can be attained than if TCD-16
were used. Listed below are examples where the use of TCD-17
should be considered:
- Bridge rehabilitation projects.
can be used as a valve to provide increased capacity by intermittently
controlling the use of one or two through lanes.
- Sign structure and sign repair projects (i.e. changing the existing
sign on an overhead sign structure where working on the catwalk is
14.7.4 Alternate Traffic
Alternate traffic routes located where high approach speeds are anticipated
should be of a high-type design. Transition lengths, curve radii,
superelevation and other design features should be consistent with
the speed of traffic that will be entering the alternate traffic route.
- Diversionary Roads
If a temporary roadway is to be constructed on State right-of-way
or easement as part of the contract to carry traffic around a construction
site it should be referred to as a "diversionary road" and not an
official detour. It is desirable that diversionary roads used for
construction zone traffic control have the same design speed and cross
section as the existing roadway. The minimum design speed of the diversionary
road shall be 20 mph less than the design speed of the existing roadway.
An official detour exists whenever, as a result of State Highway construction,
existing roadways are to be closed temporarily and it becomes necessary
to reroute State Highway, Municipal or County Road traffic over other
existing streets or roads to maintain the normal flow of pedestrian
and vehicular traffic.
Even though the Department is not legally required to obtain County
or Municipal permission to close down roads or streets because of
State Highway construction and designate other roads and streets
for detours, it is the Department's policy to meet with the proper
authorities and to try to obtain their permission and cooperation
The roads or streets to be used for the detour should be examined
to make sure they are acceptable from the standpoint of condition,
safety, necessary signing, lighting and repair. A detour map, together
with recommendations for signing, repair, limitations, if any, should
be prepared and submitted as part of the project design. Approval
of the project makes the detour "legal" and also sets up funds for
the improvement, maintenance and repair that is required. The Department
is required by Statute to obtain prior permission to improve Municipal
The Department is responsible for all of these arrangements. Should
situations of this type exist which are not being handled as described,
the Department's project manager should immediately be contacted
so that proper action can be taken.
- Haul Roads
The local roads which the Contractor uses to transport materials for
the construction project. Haul roads are not considered detours. Municipalities
may not levy charges against the haul vehicles because they are licensed
to travel on any road in the State.
In general, Precast Concrete Curb, Construction Barrier should be installed
only if it is clear that the barrier offers the least hazard potential.
Elimination of the warranting obstruction should always be the first
alternative considered. Limiting excavations to that which can be backfilled
the same work shift or covering minor excavations are practical examples
of how obstructions, commonly encountered during construction, can be
eliminated. In some cases, a detour may be the most practical solution,
especially on projects that would require large quantities of construction
When construction barrier is not warranted, other traffic control
devices such as cones, drums and breakaway barricades are still warranted.
There may be situations where there is not a clear choice as to whether
or not a construction barrier is warranted or where site conditions
or construction operations will exclude the use of a construction
barrier even though one is warranted. The designer should constantly
be on the lookout for situations where the site conditions and/or
the operational characteristics of the road such as adverse geometrics,
high operating speed and high traffic volume, will make the use of
construction barrier appropriate even though not specifically required
by the warrants shown in the next subsection. Such cases should be
evaluated on an individual basis and, in the final analysis, must
usually be resolved by engineering judgment. In such cases, adequate
documentation should be included in the job file so that whatever
action is taken cannot be misconstrued as being arbitrary.
The following guidelines are to be used to establish warrants for using
Precast Concrete Curb, Construction Barrier when developing Traffic
Control Plans. Three factors must be considered in determining if an
obstruction warrants a construction barrier:
- The physical characteristics of the obstruction.
- The distance from the traveled way to the obstruction.
- How long the obstruction will exist.
For an obstruction to warrant a construction barrier, all three of
these criteria must indicate that a barrier is needed.
Physical Characteristics: A warranting obstruction is defined as
a nontraversable roadside or a fixed object which is located within
the clear zone and whose physical characteristics are such that injuries
resulting from an impact with the obstruction would probably be more
severe than injuries resulting from an impact with construction barrier.
8.2.4, "Warrants", for examples of fixed objects and nontraversable
hazards whose physical characteristics are such that they may warrant
a construction barrier.
Also, other examples of using construction barrier to protect vehicles
from warranting obstructions are:
- To protect traffic from entering work areas such as excavations.
- To protect construction such as falsework for bridges and other
- To separate two-lane, two-way traffic on one roadway of a normally
divided roadway. Whenever two-way traffic is to be maintained on
one side of a normally divided highway, opposing traffic shall be
separated as follows and such separation shall be shown on the Traffic
Where the TLTWO is used, the TCP shall include the above provisions
for the separation of opposing traffic except:
- Transition Zones - Positive Barrier (Pre-cast Concrete Construction
Barrier or approved alternate).
- Between Transitions - Positive Barrier, as described in A above
or by delineation devices, such as drums, cones or vertical panels,
as deemed appropriate by the Design Unit and with the concurrence
of the Bureau of Traffic Signal and Safety Engineering.
- Striping and complimentary signing shall be used in conjunction
with A and B above.
Distance From the Traveled Way: An obstruction within the clear zone
may warrant a construction barrier. The clear zone is the area, starting
at the edge of the traveled way, available for safe use by errant
vehicles. See Section
8.2.3, "Clear Zone", on directions on how to determine if an
obstruction is within the clear zone.
Duration of Existence: A construction barrier may be warranted if
an obstruction will remain within the clear zone for more than one
Precast Concrete Curb, Construction Barrier, Types 1 and 4 are the only
types approved for use on construction projects.
Construction Barrier Type 4, Alternate A should only be used at those
locations where an allowable movement of the barrier, when hit, of
11 to 42 inches is acceptable, when the allowable deflection is less
than 11 inches, a Type 1 should be used. The type to be used at specific
locations should be indicated on the Traffic Control and Staging Plans.
An alternate design to the Construction Barrier Type 4, Alternate
A has been developed which may be substituted for the Type 1 barrier.
This alternate Type 4 design, designated as Alternate B, Joint Class
D has the same features as Alternate A, but has pockets to receive
1 inch diameter anchor bolts to meet the requirements for the Type
1 Construction Barrier. Refer to Construction Detail Sheets CD-617-4
When a Type 4 Construction Barrier is specified, the Joint Class
and limits for the barrier should be indicated on the Traffic Control
and Staging Plans. Joint Class A should be specified where an allowable
movement of over 16 to 42 inches is acceptable. Joint Class B should
be specified where an allowable movement of over 11 to 16 inches is
acceptable. Joint Class C should be specified where a maximum allowable
movement of 11 inches is acceptable. Joint Class D (Alternate B) only,
should be specified when there is no allowable movement such as when
a construction barrier is to be used as a bridge parapet.
The following chart summarizes the respective joint treatments:
||Allowable movement over 16 to 42 inches
||Connection Key only
||Allowable movement over 11 to 16 inches
||Connection Key and grout in every
||Maximum allowable movement of 11 inches
||Connection Key and grout in every
joint and pin every other unit. In units to be anchored, pins
should be required in every recess.
||No allowable movement (i.e. bridge
||Connection Key and grout in every
joint and bolt every anchor pocket hole in every unit.
Pinning Type 1 and Type 4 Alternate B to a bridge deck that has an
LMC overlay undermines the effectiveness of the LMC. In addition,
the extra costs associated with placement of LMC make it especially
undesirable to lessen its effectiveness by drilling holes through
it. Designers are advised to investigate alternatives in order to
eliminate the need for pinned barrier on bridge decks, when possible,
so as not to compromise the benefits of the LMC overlay.
Precast Concrete Curb, Construction Barrier shall not be installed
on side slopes steeper than 10H:1V. The approach end shall either
be flared at 8:1 beyond the clear distance or, when terminated within
the clear zone, the approach end of the barrier shall be shielded.
The following temporary crash cushions may be used; Inertial barriers,
Quad GuardCZ, ADIEM, TRACC or REACT 350 CZ.
The approach length of need (L.O.N.) is the minimum length of construction
barrier required in front of the warranting obstruction to shield
the hazard effectively. See Figure
14-A for instructions on how to determine the L.O.N. of a Precast
Concrete Curb Construction Barrier.
The following guidelines are to be used to establish the warrants for
using Precast Concrete Curb, Construction Barrier, Moveable (CBM) to
achieve an efficient and effective Traffic Control Plan. CBM will provide
additional traffic capacity lanes for accommodation of both AM and PM
peak traffic, a safe and expeditious means of expanding the Contractor's
work area (all work is done using positive separation), or the opportunity
to stage projects in a more efficient method.
CBM's should be a type that can be quickly moved laterally from 4
feet to 18 feet in one continuous operation and at speeds of about
5 mph. The decision to use a CBM system should be made by the designer
with capacity, safety and economics as the guidelines and should include
the following considerations:
- Additional traffic lane capacity can be gained during peak hour
- Additional contractor working area can be gained during off peak
hours and substantially reduce construction time.
- Construction time can be shortened either through staging or increased
productivity by the contractor.
- Timing required to set up staging can be kept to a minimum.
- Construction sites with limited work zones in urban or restricted
areas where frequent day or nighttime lane closures will be required.
- Their use will provide a greater degree of safety for motorists.
- Projects which are located in non-attainment areas and Clean Air
Issues require a reduction in emissions.
Input for justification should be obtained from Traffic Signal and
Safety Engineering and Regional Construction.
When developing the Traffic Control Plan, the use of these CBM systems
should be limited to projects where a greater benefit can be attained
than if standard methods and equipment were used. Listed below are types
of projects where it would be a viable option for use.
- Widening or reconstruction projects on highways or expressways with
high peak hour traffic volumes (i.e. 50,000 AADT and greater for four
lane facilities and 90,000 AADT and greater for 6 lane facilities).
- Projects where a reversible traffic lane would be beneficial during
peak traffic durations and which would allow for better staging.
- Median and shoulder reconstruction projects. Examples include shoulder/median
improvements or widenings, such as a new permanent concrete barrier
being installed. The CBM is especially beneficial when the size of
the work zone is either very restricted or if repeated lane closures
- Resurfacing projects. By closing one side of a divided highway and
creating opposing traffic lanes on the open side of the road, a contractor
can resurface one side of the roadway at night without interference
- Reconstruction of parallel structures. Design of a reversible lane
to increase the capacity of one structure while closing down the other.
- Alternate routes do not have excess capacity for suitable detour.
- Alternate routes do not exist.
14.9.3 Safety and
In construction projects, the CBM generally is used to open traffic
lanes during peak traffic periods and close the lanes during off peak
periods to allow improved access to the work zone. In this application
the CBM has the unique ability to provide continuous positive protection
before, during and after the opening and closing of traffic lanes. Once
these barriers are on the road, it takes significantly less time to
perform a lane closure with this barrier than it does using traditional
methods. A determination should be made by the designer that this feature
and resulting increased worker safety makes the use of the CBM system
a viable alternative to conventional traffic control devices. Its use
should be clearly described in the Traffic Control Plan.
When considering this product the designer should also prepare a
cost comparison of the CBM and the next best alternative. The following
items should be considered:
- Cost of the CBM. The designer should work with the supplier to determine
operational costs and a lease price to contractors.
- The next best alternative and its cost.
- If possible, the accident cost savings associated with the use of
the CBM and the next best alternative. It is assumed that there is
no difference in accident costs when CBM is compared to precast concrete
curb construction barrier of other types.
- The savings in time for the projects schedule should also be considered
with the overall savings.
- Consideration for congestion and clean air issues where a reduction
in emissions is required.
Use of CBM on land service roads should take into consideration access
to properties and businesses. Access must be maintained during construction.
When using CBM, consideration for additional wide load signing in
the Traffic Control Plans may be appropriate. If the barrier is used
to reverse traffic flow and there is a single lane in one direction,
it shall not be less than 11 feet.
CBM should only be used on tangent sections and flat curves where
an angle of impact of not more than seven degrees exists and where
an allowable movement of the barrier, when hit, of 1 ½ feet is acceptable.
The CBM can be used on the following sharp curves where an allowable
movement of the barrier, when hit, of 5 feet is acceptable:
Number of Lanes
ft. Deflection where Radius is less than
Approved safety end treatments such as NEAT (Non-Redirective Energy
Absorbing Terminal), Inertial Barriers and Quad Guard CZ must be used
for the CBM to shield the approach ends of the barrier. Where possible,
the barriers may be tucked behind conventional concrete barrier curb.
The NEAT system shall not be used as a safety end treatment when the
posted speed is greater than 45 mph.
In keeping with the Department's mission of delivering a safe, reliable
and affordable transportation system and to alleviate traffic congestion
and improve air quality, it is proposed that any activity that requires
the temporary closing of traffic lanes which results in a sufficient
degradation of the highway level of service, should be performed at
night provided that certain conditions outlined below are met. Excluded
will be emergency operations such as: locations where safety conditions
preclude nighttime work; locations where existing municipal ordinances
have been enacted that prohibit nighttime work; or locations where
the traffic volumes are such that the work activity can be accomplished
during the day without significant negative impacts.
It is the intent of the Department to perform construction activities
at night that would otherwise cause unacceptable negative impact on
traffic flow. It is recognized that there are certain influencing
factors that must be reviewed when considering whether or not to perform
The decision to perform nighttime work will be determined during
the scoping process but the final approval for nighttime construction
should be made by the Department's Project Manager. The following
guidelines are to be used for establishing the warrants for nighttime
- The conditions listed below must be met before nighttime work can
Some factors that may eliminate the need for nighttime work:
- Compliance with local noise restriction ordinances.
- Office of Community Relations has obtained local government approval
for nighttime work within the project limits. (Inform local government
of what type of work will be taking place.)
- Work zone safety must not be compromised by nighttime construction
- The quality of construction work must not be compromised by nighttime
Projects which may require both day and nighttime construction operations
are as follows:
- A shoulder which may be used in place of the lane to be closed.
- A viable detour is available.
- Traffic Operations staff and the Traffic Impact Report indicate
that a lane closure during the day would not cause a significant
- Projects where the location has specific seasonal requirements
(such as shore routes during the summer, major shopping centers
at the Holiday Season).
- Projects where the work required has specific temperature or environmental
- Projects with accelerated construction schedules.
Construction details should be provided for any traffic control device
not adequately covered by the Standard Roadway Construction Details.
14.11.1 Crash Cushions
Crash cushions in construction zones shall not be placed on side slopes
steeper than 5%, or on islands, curbs, platforms, etc. greater than
4 inches in height. Designers should refer to Section
9 - "Guidelines For TDE Selection and Design of Crash Cushions"
for information on the design of the Quad Guard and Inertial Barrier
systems. The designer must provide design specific information such
as the required number of bays or modules for each location. For Inertial
Barrier systems, a layout of the modules including the weight of each
module shall be included as a construction detail in the contract plans.
- Any construction sign not depicted on the Standard Roadway Construction
Details should be shown in detail.
- "Trail blazers" should be sized relative to the posted speed limit
(i.e. use 4 by 3 feet for posted speeds greater than 40 mph).
- · Determine if specific site conditions require special supplemental
signing. The use of variable message boards should be considered
and approved by Regional Traffic Operations.
All projects should include provisions for construction signs with
the legend "GIVE US A BRAKE - SLOW DOWN". These signs should be designated
as W99-2 and should be 4 by 4 feet. The following guidelines should
be used for determination of location and quantity of W99-2 signs:
- Signs will be located 200 feet in advance of the project, one
sign for each direction of traffic flow.
- Signs will be installed on existing highways within the scope
of the project.
- Signs are to be installed in accordance with the Standard Detail
for Construction Signs.
The W99-2 signs are now eligible for Federal-aid funding participation.
Construction Identification Signs
Construction Identification Signs should be included in all projects.
The following guidelines should be used to determine the location
and quantity of Construction Identification Signs:
Tables for Construction Signs
- Signs are to be located in advance of the project, one sign for
each direction of traffic flow.
- Signs are to be installed on major existing intersecting highways
within the limits of the project.
In order to estimate the required quantity of signs in square
feet, designers should prepare a summary of signs for the project.
This summary of construction signs should be shown on a table, and
included on the first sheet of the Traffic Control Plans. An example
of a completed table listing the sign designation, quantity and area
in square feet is shown on TC-1
of the Sample
14.11.3 Guide Rail
Guide rail in construction zones shall not be installed on side slopes
steeper than 10H:1V. Otherwise, guide rail shall be used in construction
zones in accordance with Section
8, "Guidelines For Guide Rail Design and Median Barriers".
Utility relocations that affect staging or traffic control should
be clearly identified on the staging and traffic control plans. This
information should include both temporary and permanent relocation
work. Notes pertinent to the relocations should be provided on the
applicable staging plan(s) and/or traffic control plan(s). In addition,
the designer should review the need for general utility notes to be
added or modified on TCD-1.
Quantities should be estimated based upon actual usage / requirements
shown on the plans.
For quantity purposes, the If and Where Directed number of units
or linear feet of traffic control devices and signs should be the
maximum quantity required to be in use at any one time. Construction
signs should be tabulated by sign designation, quantity and area in
square feet (see Section 14.11.2 above). Signs
indicating speed limits or speed reductions should be included.
Temporary pavement to be used for traffic control should be shown
as plan sheet quantities. Quantities for the removal of temporary
pavement must also be considered. Standard Item Numbers with construct
quantities and a TO BE CONSTRUCTED box should be shown on the Traffic
Control and Staging Plans where temporary pavement is to be constructed
The manner in which traffic control schemes are installed and removed
may affect safety and traffic flow. The following is a suggested guideline
describing the proper installation and removal sequence for work zone
traffic control schemes:
- Required advance warning signs should be installed first so that
protection is provided when channelizing devices are installed near
the work area. If work zone signing is necessary for both directions
of travel, sign installation should begin with the advance warning
sign located furthermost in advance of the work area and on the side
of the roadway opposite the work area. Sign installation should proceed
down the roadway toward the work area. After the necessary signs are
erected on the side of the roadway opposite the work area, sign installation
may begin for the other direction of travel, beginning with the sign
furthermost from the work area. In the process of installing the work
zone signing, existing signs with conflicting messages shall be completely
covered, removed or modified.
- If the work area is such that flagging operations are necessary,
the flaggers may begin flagging operations after the advance warning
signs are in place. Otherwise, the installation of channelizing devices
at the work area can begin after the placement of the advance warning
signs. These devices should also be installed in the direction of
travel starting with the device furthermost in advance of the work
- A shadow vehicle with a TMA should be placed between approaching
traffic and the workers who are installing channelizing devices around
the work area. After the channelizing devices are installed, the vehicle
may be removed or moved inside the work area and the work may begin.
- After work is completed, the work zone traffic control scheme may
be dismantled. The removal of the traffic control scheme should be
carried out in reverse order from the installation procedure. The
channelizing devices which surround the work site should be removed
first, followed by flaggers which may have been used. The work area
signing may then be removed and normal traffic patterns restored.
14.15.1 Initial Submission: Investigate
project site specific conditions and Prepare Preliminary Staging Plans:
- Visit project site and note locations of the following:
Review of Existing Information
- Horizontal and vertical sight distance restrictions due to existing
roadway conditions (i.e. roadside vegetation, adjacent property
usage, overpass bridge structures, sign structures, barrier curb,
guide rail and/or horizontal and vertical geometry).
- Expected pedestrian activity, crosswalks, parks, schools, bus
routes, school bus routes, bus stops, emergency vehicle access routes,
churches, stadiums, and/or shopping and industrial areas. When a
park is located within the project limits, obtain a calendar of
events and the name, address and phone number of the individual
to contact for coordination of construction staging. Also obtain
University calendar events where applicable.
- Existing emergency facilities for fire, rescue and/or police;
where traffic signals exist, note if they are equipped with an optically
controlled emergency vehicle detection system or a pre-empted system
to provide for clearance of adjacent railroad crossings.
- Look for alternate routes which can be used as detour routes.
Prepare Preliminary Roadway plans in accordance with current "Phase
Submission Requirements". Note features that will effect traffic control
such as number of lanes and lane widths, existing shoulder widths
and pavement thickness, lateral clearance restrictions, vertical and
horizontal clearances at structures, structural widths (i.e., parapet
to parapet, abutment to abutment, stringer spacing, etc.) and the
location of major utilities.
- Review as-built plans and/or collect field data necessary to determine
the horizontal and vertical sight distances of the existing roadway
throughout the project limits including 1,000 feet beyond each terminus.
- Obtain existing peak hour traffic counts with vehicle classification
and 24 hour ATR traffic counts. Use this data to support decisions
regarding minimum lanes to be maintained, detour requirements and
- Review existing accident information to determine if any specific
type of vehicle accidents may affect the proposed staging plans.
- Determine if the traffic flow within the project area has any
seasonal characteristics such as shore route, Christmas shopping
- Determine the agencies which have jurisdiction over the project
area and potential detour routes.
Prepare Preliminary Staging Plans to show the overall approach to
the required stages of construction of the project considering site
specific conditions and work to be accomplished. Identify issues,
constraints and time frames associated with the various stages to
be studied in greater detail during Final Design.
Prepare a Traffic Impact Report as discussed in Section
Contact and coordinate
with appropriate State Highway Authorities (i.e. New Jersey Turnpike,
Garden State Parkway, Atlantic City Expressway, etc.) to obtain the
required permits needed to enter upon lands under their jurisdiction.
This coordination effort should include, but not be limited to:
- Permits required and fees.
- Authorities Traffic Control Plan Standards.
- Insurance requirements.
- Materials specifications.
- Agreements between NJDOT and affected Highway agency to perform
certain type of work.
14.15.2 Final Submission: Prepare
Final Traffic Control Plans and Staging Plans:
- Perform field visits and collect additional field data as necessary
during the development of the Final Traffic Control Plans and Staging
- The first two sheets of the Traffic Control Plans should be Standard
Traffic Control Plan sheets TCD-1
modified to address project site specific conditions. This sheet should
contain General Notes, a Standard Legend of typical traffic control
devices and a table showing recommended spacing of the channeling
devices if project specific traffic control plans have been added
to the contract plans.
- Review the Traffic Control Details, select details applicable to
the project and modify to reflect the specific site constraints and
construction procedures required to construct the project.
- Review the Legend and modify to include other project specific symbols
as necessary for traffic control.
- Review the need for travel lane restrictions.
- Review hours of operations or lane restrictions determined in the
Initial Submission, consideration should be given to the location
of the project, calendar of events, etc.
- Review the Traffic Control Detail General Notes and select the notes
applicable to the project. Additional project specific notes should
be added as necessary. The notes should include but not be limited
Standard sheets TCD-1
can be modified to include other project specific information necessary
to adequately address traffic control needs as follows:
- specific restrictions placed on travel lanes,
- durations of closures,
- hours when work may be performed (include holidays and weekend
- number of lanes of unobstructed traffic to be maintained in each
- staging of traffic signals,
- temporary drainage,
- allowable minimum widths of traveled way and if detour routes
have to be established for over width vehicles,
- number of lanes to be open to traffic,
- diversionary routes with any restrictions,
- traffic lanes or patterns to be maintained during construction
for local roads affected by construction,
- contractor's access and staging areas,
- provisions for maintaining access to driveways,
- signing for temporary access driveways to commercial developments.
Following standard sheets TCD-1
prepare additional Traffic Control Plans to show plan views of project
specific work sites when these locations need to be represented or
where design features of traffic control devices or temporary pavement
markings need to be indicated. Issues to address on the plans should
include but are not limited to those listed in Item 7 above. These
plans should contain notes pertaining to the various stages of construction
that thoroughly describe each phase of construction in the sequence
to be performed. In addition, utility relocations that affect the
staging of construction should be clearly identified within the sequence
- Where required for clarification, sectional views showing the
placement of traffic control devices, such as construction barrier,
adjacent to the traveled way and the work site should be provided.
- When ramps or jughandles are to be reconstructed, consideration
should be given to the effect that the work will have on traffic
patterns or flow. Traffic Timing Plans for traffic signals may have
to be altered.
- The need for a detour route should be considered if a ramp or
jughandle is to be closed for construction. Also, where work is
to be performed on a ramp or jughandle whose width is less than
14 feet, that ramp or jughandle should be closed while the work
is being done or if the ramp cannot be closed, a temporary ramp
widening may be required. When reconstructing a shoulder, consider
the use of a temporary traffic shift to provide a buffer.
When temporary pavement areas are required, a typical section should
Prepare and include in the Traffic Control Plans the method of removal
of surface water runoff during each stage of construction.
Review the construction staging to determine any seasonal constraints
due to weather (i.e. snow removal etc).
Determine the constructability of the construction staging by reviewing
the sequencing of work and methods of construction.
When staging the successive passes of resurfacing, consideration
should be given to the location of the longitudinal pavement edge.
Designers should avoid placement of these edges within the wheel path.
Determine if underground work (i.e. new storm drains, pipelines,
gas, electric, etc.) is sequenced to coincide with or enhance construction
phasing, and that this work will meet traffic control constraints
for lanes, etc. (i.e. check limits on applying a back slope in trenches
when calculating lateral clearances. Also check if sheeting or a trench
box will be required. Standard segment lengths of pipe should also
If required, prepare temporary traffic signal plans, details and
traffic signal timing plans associated with the staged installation
of new signals.
Prepare construction details for any traffic control device not
adequately covered in the Standard Roadway Construction Details such
as the following:
Prepare and include in the Traffic Control Plans, a tabulation of
the channelization devices needed for the project.
- Details for all temporary barriers and crash cushions to be utilized
on the project (see Section 14.11
- Construction signs not depicted in the Standard Roadway Construction
Obtain Traffic and Parking restriction ordinances approved by municipalities.
Establish a maximum length of lane closure, length of alternating
traffic and maximum number of intersections affected.
Designers shall review the following checklist throughout the development
of the Traffic Control Plans. Explanations are required for all "No's"
/ Quality Control
|Stage construction is required for
the project and the proposed staging is constructible.
|A Traffic Impact Report was prepared.
|Warrants for nighttime construction
have been evaluated.
|Nighttime construction is warranted
and has been approved by the Department's Project Manager for
use on this project.
|All staging designs and diversionary
roads meet NJDOT Design and Construction Standards.
|All work zone pavement markings and
traffic control devices meet
and NJDOT Standards.
|Adequate work zones and transitions
|Traffic Control Plans provide staging
that facilitates construction phasing.
|Traffic Control Plans include NJDOT
Standard Traffic Control Details that have been modified based
on specific site constraints and construction procedures required
to construct the project.
|The Legend and General Notes contained
within the NJDOT Standard Traffic Control Details were reviewed,
modified and/or expanded to address project specific conditions.
|Where required for clarification,
sectional views showing the placement of traffic control devices,
such as construction barrier, adjacent to the traveled way and
the work site have been provided.
|Construction details for any traffic
control device not adequately covered by NJDOT Standard Roadway
Construction Details have been provided (i.e. temporary crash
|A tabulation of the channelization
devices needed for the project is provided in the Traffic Control
|Appropriate designs, specifications
and/or notes are provided for safety during work and non-work
periods (i.e. storage of equipment, materials and vehicle parking
outside clear zone, use of appropriate channelizing devices, etc.).
|Earthwork phasing is compatible with
the actual construction and Traffic Control Plan for the project.
|The project makes appropriate use
of flaggers, local police and/or State Police to supplement Traffic
|Emergency facilities for fire, rescue
and/or police exist within the project limits.
|Special regulations are needed for
speed limits, turn prohibitions, parking prohibitions and/or one-way
|The hours of operation for this project
(i.e. lane closures) have been established with Traffic Operations
and are provided on the Traffic Control Plans.
|Expected pedestrian activity and crosswalks
for parks, schools, residential, churches, stadiums, shopping,
industrial and other appropriate areas have been identified within
the project limits.
|A schedule of construction staging
has been established to minimize interference with the timing
of local events like shore traffic, county fairs, race tracks,
sporting events, high volume traffic generators, etc.
|A park is located within the project
limits and a calendar of events and the name, address and phone
number of the individual to contact for coordination of construction
staging is provided on the Traffic Control Plans.
|All pay items for temporary work are
|Adjacent projects which may pose au
conflict with traffic management during construction, including
on parallel routes have been reviewed.
|All adjacent projects and/or agreements
have been accounted for in the specifications.
|The completion date for this project
has been reviewed in relation to area traffic management.
|The proper liquidated damages clauses
are included for traffic management.
|Appropriate State Highway Authorities
(i.e. New Jersey Turnpike, Garden State Parkway, Atlantic City
Expressway, etc.) have been contacted and the required permits
have been obtained in accordance with Section
|Detours / Diversionary
|The project will require a detour.
|Resolution(s) of concurrence from
the agency(ies) having jurisdiction over the detour route have
been received and are on file with the designer and the Bureau
of Traffic Signal and Safety Engineering.
|The appropriate Detour Plans are complete
and presented correctly.
|Detour routes meet the minimum requirements
to carry the volume and type of traffic detoured.
|The Traffic Control Plans and Specifications
providing the required maintenance of traffic and/or work zones
are completed and presented correctly.
|The temporary traffic signal timing
and sequence is appropriate for the volumes projected to use the
|Diversionary roads are required for
the proposed stage construction and the design meets the minimum
|The project specifications include
provisions for videotaping the detour road before and after construction.
|Planned detour / diversionary road
grades and existing ground contours appear to reasonably conform
to the existing conditions.
|Temporary roadway/pavement design
fits field needs.
|Detour / diversionary road grades
coincide with crossroads elevations.
|Detour / diversionary road ends meet
the existing or proposed alignment.
|Enough area is available inside the
detour / diversionary road alignment to perform planned work.
|While the detour / diversionary road
is in use, access for affected local business or residents is
|Temporary striping is required.
|The cost of using temporary striping
with latex versus long life striping was evaluated.
|The project site was visited and horizontal
/ vertical sight distance restrictions due to existing roadway
conditions were identified (i.e. roadside vegetation, adjacent
property usage, overpass bridge structures, sign structures, barrier
curb, guide rail and/or horizontal and vertical geometry).
|The limits of construction have been
extended based on field conditions (i.e. insufficient sight distance)
at the proposed end limits.
|Required lane widths are shown for
each staging plan.
|Minimum lane widths of 11 feet have
been provided for all lane shifts and diversionary roads, except
where existing lane widths are 10 feet or as required in the Standard
|Constructability of the horizontal
and vertical alignment was evaluated (i.e., widening on one side
of the roadway may be more cost effective than widening on both
sides because of physical restrictions).
|Widths of roadway widenings are compatible
with equipment sizes (i.e. most placement/finishing units need
widths of 12 feet to operate. Anything less becomes a grading
tractor/hand labor activity with high costs).
|Roadway widths for projects which
are not compatible with standard equipment sizes were avoided
where ever possible (i.e. anything less than 10 feet - 12 feet
in width for base course becomes a grading tractor/hand labor
activity. Asphalt paving machines usually have a standard screed
width of 10 feet.
|Work zones have sufficient size for
the intended construction operation (i.e. allow 30 to 36 inches
for concrete paver tracks for work operations).
|Transition areas meet or exceed the
minimum standards set forth in the
|Grading for all temporary roadways
and cross-overs is shown.
|A maximum length of lane closure,
length of alternating traffic and maximum number of intersections
affected have been established.
|Temporary overlays or patching are
needed for staging.
|Temporary pavement areas are required
and a typical section has been provided.
|Full depth shoulder reconstruction
is needed for staging operations.
|Existing shoulder can be used to carry
traffic for staging operations.
|Distressed areas of existing pavement
will require joint repair or bituminous patch.
|Sawing and sealing of joints is required.
|Rutting in the existing pavement will
require special milling treatments to achieve new cross slope
or typical section.
|Conflicting pavement markings and/or
plowable pavement reflectors have to be removed and replaced.
|Provisions were made for workers,
equipment and material deliveries to safely enter/exit work zones.
|Provisions were made for emergency
vehicle travel through the detour/road closure/lane closure area.
|Provisions were made for bus routes
and bus stops within the detour/road closure/lane closure area.
|Access for local business/residents
|Freeway closure information is clearly
shown in plans.
|Required lanes and closure periods
for freeways and local streets, are clearly listed in the plans
or special provisions.
|Restrictions on access to site or
other sensitive environmental issues were evaluated.
|Areas are available for: stockpiling
processed material, form lay down and fabrication yards, equipment
parking, temporary field offices, personnel parking, and purchased
|Temporary sidewalks are required.
|Where temporary barrier is required,
all staged moves are accounted for.
|The transition lengths for temporary
barrier curb or guide rail meet or exceed the minimum design standards.
|Temporary barriers are flared to 30
feet outside roadway edge where ever space permits to reduce the
use of sand barrel cushions.
|Approved end treatments have been
provided for the ends of the barrier curb, guide rail or bridge
|A warrant evaluation was conducted
regarding the use of the quick change movable barrier system as
a cost effective method to safely expedite or improve productivity
in the construction work zone and shorten the construction duration.
|Input for the justification of use
of a quick change movable barrier system was obtained from Traffic
Engineering and Regional Construction.
|A quick change movable barrier system
will be used on the project.
|Staging requires guide rail to be
extended, removed or upgraded along with appropriate approved
end treatments and attachments.
|Staging requires existing guide rail
to be reset along with appropriate approved end treatments and
|Temporary traffic signals are provided
for the proposed stage construction and the design has been certified
by a New Jersey licensed professional engineer.
|The Traffic Control Plans for the
temporary traffic signal(s), including signal phasing design,
signs, pavement markings and timing sequence(s) are complete and
|The traffic signal timing has the
minimum change, clearance and pedestrian intervals based on the
location and approach speed.
|Existing traffic signals are equipped
with an optically controlled emergency vehicle detection system.
|Traffic signal timing provides for
pre-emption and clearance cycles when adjacent to RR crossings.
|Utilities / Drainage
|All utility conflicts for the stage
construction have been resolved.
|Underground work (new storm drains,
pipelines, gas, electric, etc.) is sequenced to coincide with
or enhance construction phasing.
|Utility relocations that affect the
staging of construction are clearly identified within the appropriate
sequence of work.
|Underground utilities are located
to meet traffic control constraints for lanes, etc. (i.e. check
limits on applying a back slope in trenches when calculating lateral
clearances. Also check if sheeting or a trench box will be required.
Standard segment lengths of pipe should also be considered.)
|Temporary drainage through the project
is provided for specific construction phases.
|Consideration was given to obstructions
that may pose a hazard to the motoring public during the various
stages of construction, i.e. manholes, inlets, sign foundations
and footings. (The Designer should not specify full depth precast
units for various stage construction with elevation changes.)
|Review the construction staging to
determine any seasonal constraints due to weather (i.e. snow removal).
|Consideration was given to the particular
stage of construction that will be in place during the winter
months, i.e. elevation of manholes and inlets. (This is not only
to provide drainage but a smooth pavement and not to interfere
with snow plow operations.)
|Detour/diversionary road drains properly
to avoid ponding on the pavement.
|Conduit for lighting, ITS and/or signals
can be installed during construction sequencing for alignment
|Excavated embankment material is suitable
for conduit trench backfilling.
|Power for temporary lighting, signals
and utilities is provided.
|Existing inlets and drainage structures
need to be cleaned out prior to construction staging.
|Existing inlets and/or manholes need
to be reconstructed or have castings replaced prior to construction
|Drainage problems with adjacent properties
have been evaluated for the construction staging shown on the
Traffic Control Plans.
|Work area needs were considered during
easement procurement (i.e. space is needed adjacent to a major
structure for a form lay down site).
|Sufficient room is provided between
new foundations and existing roadways for the excavation, a working
area, and a barrier.
|Access to structure locations can
be provided which will permit a free flow for transit mixers or
trucking and the access is compatible with traffic patterns and
safe to merge.
|Pedestrian traffic at structures was
addressed and protection provided where required.
|Design of bridges which require falsework
construction over traffic conditions allows a 16 feet minimum
clearance to the bottom of the falsework.
|Falsework requires illumination for
|Traffic flow for phased construction
of elevated or depressed structures was considered (i.e. elevation
differences that may require the use of sheet piling or some other
technique to maintain traffic lanes were evaluated).
|In high volume areas, construction
of temporary over/under passes for hauling equipment were considered
to avoid traffic conflicts.
|Adequate protection has been provided
for the roadway or water course under the structure.
|Traffic stoppage and time limits for
stoppage for setting steel over roadway have been indicated.
|Signing diagram is clear and understandable.
|Traffic Control signing meets
standards and the traffic needs in each phase.
|Traffic Control signing is shown for
|Variable message signs and/or highway
advisory radio are needed.
|Special signs are needed for businesses
and safety of pedestrians.
|Existing highway signing needs refurbishing
or replacement prior to construction staging.
Section 14.3 - Traffic
Control and Staging Plans
- ADU dated May 12, 1992 - "Stage Construction"
- ADU dated January 22, 1990 - "Use of Unbound Materials in Resurfacing
Section 14.4 - Traffic Impact Report
- ADU 93075 dated February 3, 1994 - "Traffic Impact Reports"
14.5 - Development of Traffic Control Design Parameters
- June 24, 1996 Departmental Letter - "Mitigation of Congestion
on Construction Projects"
- ADU 92034 dated December 8, 1992 - "Traffic Control in Construction
Section 14.6 - Traffic
Stripes and Traffic Markings
- ADU 94001 dated October 11, 1995 - "Revised Policy and Specifications
For Traffic Stripes and Traffic Markings"
Section 14.7 - Lane and Road
- ADU dated April 11, 1984 - "Maintenance and Protection of Traffic"
- December 7, 1967 Departmental letter - "Alternate Traffic Routes,
Department Responsibility", James R. Schyler, State Highway Engineer
to Messrs. Cunningham, Doll, all Division Heads, Bureau Heads.
- Precast Concrete Curb Construction Barrier
- ADU 93020 dated September 20, 1993 - "Precast Concrete Curb Construction
- ADU dated April 11, 1984 - "Maintenance and Protection of Traffic"
- ADU dated January 2, 1980 - "2 Way - 2 Lane"
- ADU dated March 6, 1978 - "Traffic Control in Construction Zones"
- ADU dated June 3, 1977 - "Traffic Control in Construction Zones"
- Policy 1.052-A dated March 7, 1975 - "Detours"
Section 14.9 - Movable Construction
- Letter from Dennis Merida, FHWA to Charles Takacs, NJDOT, dated
November 20, 1995 - "Precast Concrete Curb Moveable Construction
Section 14.10 - Nighttime Construction
- Second draft of "Design Guidelines for Nighttime Construction"
dated September 11, 1996 prepared by Traffic Signal and Safety Engineering.
Section 14.11 - Construction Details
- ADU dated November 9, 1990 - "Traffic Control Devices - Give Us
a Brake Sign"
- ADU dated August 1, 1988 - "Construction Identification Signs"
- ADU dated March 14, 1995 - "Signs - Pay Item"
- ADU dated April 11, 1984 - "Maintenance and Protection of Traffic"
- Traffic Control Plan Submission Requirements
Revised as per BDC02MR-3 (12/27/02)
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