Chapter 6A. General
Section 6A.01 General
Support:
Whenever the acronym "TTC" is used in this Chapter, it
refers to "temporary traffic control."
Standard:
The needs and control of all road users (motorists, bicyclists,
and pedestrians within the highway, including persons with disabilities
in accordance with the Americans with Disabilities Act of 1990 (ADA),
Title II, Paragragh 35.130) through a TTC zone shall be an essential
part of highway construction, utility work, maintenance operations,
and the management of traffic incidents.
Support:
When the normal function of the roadway is suspended, TTC planning
provides for continuity of the movement of motor vehicle, bicycle,
and pedestrian traffic (including accessible passage); transit operations;
and access (and accessibility) to property and utilities.
The primary function of TTC is to provide for the reasonably safe and efficient movement of road users through or around TTC zones while reasonably protecting workers, responders to traffic incidents, and equipment.
Of equal importance to the public traveling through the TTC zone is the safety of workers performing the many varied tasks within the work space. TTC zones present constantly changing conditions that are unexpected by the road user. This creates an even higher degree of vulnerability for the workers and incident management responders on or near the roadway (see Section 6D.03). At the same time, the TTC zone provides for the efficient completion of whatever activity interrupted the normal use of the roadway.
Consideration for road user safety, worker and responder safety, and the efficiency of road user flow is an integral element of every TTC zone, from planning through completion. A concurrent objective of the TTC is the efficient construction and maintenance of the highway and the efficient resolution of traffic incidents.
No one set of TTC devices can satisfy all conditions for a given project or incident. At the same time, defining details that would be adequate to cover all applications is not practical. Instead, Part 6 displays typical applications that depict common applications of TTC devices. The TTC selected for each situation depends on type of highway, road user conditions, duration of operation, physical constraints, and the nearness of the work space or incident management activity to road users.
Improved road user performance might be realized through a well-prepared public relations effort that covers the nature of the work, the time and duration of its execution, the anticipated effects upon road users, and possible alternate routes and modes of travel. Such programs have been found to result in a significant reduction in the number of road users traveling through the TTC zone, which reduces the possible number of conflicts.
Standard:
TTC plans and devices shall be the responsibility of the authority
of a public body or official having jurisdiction for guiding road
users. There shall be adequate statutory authority for the implementation
and enforcement of needed road user regulations, parking controls,
speed zoning, and the management of traffic incidents. Such statutes
shall provide sufficient flexibility in the application of TTC to
meet the needs of changing conditions in the TTC zone.
Support:
Temporary facilities, including reasonably safe pedestrian routes
around work sites, are also covered by the accessibility requirements
of the Americans with Disabilities Act of 1990 (ADA) (Public Law
101-336, 104 Stat. 327, July 26, 1990. 42 USC 12101-12213 (as amended)).
Guidance:
The TTC plan should start in the planning phase and continue through
the design, construction, and restoration phases. The TTC plans
and devices should follow the principles set forth in Part 6. The
management of traffic incidents should follow the principles set
forth in Chapter 6I.
Option:
TTC plans may deviate from the typical applications described in
Chapter 6H to allow for conditions and
requirements of a particular site or jurisdiction.
Support:
The criteria of Part 6 apply to both rural and urban areas. A rural
highway is normally characterized by lower volumes, higher speeds,
fewer turning conflicts, and less conflict with pedestrians. An
urban street is typically characterized by relatively low speeds,
wide ranges of road user volumes, narrower roadway lanes, frequent
intersections and driveways, significant pedestrian activity, and
more businesses and houses.
