implemented in 2011 from the Government of India.

TrafficInfraTech gives the

details.

v
Mumbai Urban Transport Project (MUTP), the multi modal project taken up by
Mumbai Metropolitan Region Development Authority (MMRDA), aims to bring about
improvement in current traffic and transportation situation in the MMR (Mumbai
Metropolitan Region) with the financial assistance of the World Bank. MUTP
envisages investment in suburban railway projects, local bus transport, new roads,
bridges, pedestrian subways and traffic management activities. A major component
of the project is the introduction of an Area Traffic Control (ATC) System in the island
city of Mumbai which is implemented by the Municipal Corporation of Greater
Mumbai (MCGM).
Mumbai ATC Project has a long history dating back to 1995 when the MMRDA took
up the feasibility study of the implementation of a traffic responsive system for the
island city. The work was awarded to M/s Pell Frischmann Consultants of United
Kingdom. As part of the study, a pilot project to check the effectiveness of the vehicle
detection was carried out by the consultants. Detector trials were conducted with the
help of Traffic Police, using the equipment of various leading players in the industry
in the adaptive traffic market. The results were very positive and based on the
recommendation, it was decided to take up the implementation of the project.
The nod from the World Bank came around the year 2000 and the project finally
went to the bid on 2003. As per the World Bank guidelines, all fully adaptive ATC
systems which have been working on other cities were eligible to be selected for the
implementation here. Based on an international competitive bid, the joint venture of
M/s Telvent Trafico y Transporte (Spain) and M/s CMS Computers Ltd (India) was
awarded the work in 2007. The project was divided into two phases Phase I
(Milestone 1) comprising the pilot 53 junctions extending over an area between Haji
Ali, Marine Drive & Regal Cinema and Phase II comprising a further 200 signals in
the island city, eastern and western suburbs.
The Project Components
ATC, as is known, is a system of centrally coordinating traffic signals using real-time
data collected through detectors. This is an advanced tool in traffic management for
efficient urban road network utilisation.

The components of the system procured for

Mumbai:
 Fully Adaptive ATC System which is a software in the control centre. The
system which won the bid was ITACA (Intelligent Traffic Adaptive Control Area),
developed and marketed by the Spanish company, Telvent Trafico y Transporte
now owned by Schneider Electric of France.
As the street furniture was old, it was decided to replace all poles and signal
aspects along with the signal controllers.
Vehicle Detectors.
Leased Data Communication network from MTNL.
Central Control Room at Traffic Police Head Quarters and Information Centre
at MCGM Offices.
Civil Works including development of a fully ducted network which is expected
to ease the maintenance process.
The implementation of the ATC system consisted of a number of stages design,
construction, supply and installation of equipment, system start-up, testing, training,
and system maintenance. There were specific lessons learned in each of these
stages. Whilst certain preventive measures were already in place, other techniques/
methodologies needed to be developed and included in the overall implementation
experience.
Features of the System
The traffic controllers are capable of checking the detection data in every 0.01
second and transmitting it to the control centre every five seconds. The system
stores the data at five minute intervals for every detector along with calculation of
flow, occupancy time and load.
The area can be divided into sub areas of junctions with similar traffic behaviour.
There can be unlimited number of sub-areas and they can be merged or further sub-
divided as per the requirements. The basic three parameters of cycle time, green
splits and offsets are optimised automatically by the system to minimise the stops
and delays. The system, however, may not take short duration traffic surges as the
calculations average out traffic over three cycles in order to avoid drastic changes in
the pattern which may create confusion to the users.
The success of any system will depend upon the level of calibration that is carried
out. The conditions in Mumbai required extensive calibration of the lane capacities,
mix of traffic and driving behaviour. Pell Frischmann Consultants, the engineers for
the project, got directly involved in it through the contractor to help achieve the same
faster and effective.
Innovations introduced
The implementation of an ATC system of this size is done for the first time in India.
The procurement specifications ensured that state-of-the-art technologies and
equipment were brought into the city.
Signal Controllers: The controllers procured facilities for handling bus priority and
emergency services in addition to the requirements of the ATC system. Over and
above these, the following features were also incorporated:
Red Lamp monitoring: This is an in-built safety measure by which the controller will
generate alerts for the loss of lamps, especially the red lamps. If more than one red
lamps are lost on a particular approach, the signal will automatically go to flash
mode. This ensures safety of the road users as there could be confusion to the
drivers if the red lamps are not visible or lost.
Night Time Dimming: The new signal aspects are very bright for better visibility
during the day time. However, at night, the controllers can automatically dim the
lights which reduce the energy consumption.

Overhead Video Detectors: Though initially the

project was implemented with the inductive loops, the same was changed to
overhead detectors using video technology. Accordingly, nearly 800 camera
detectors are being used in the city. Supplied by Belgium based Traficon N V, the
detectors are flexible as one camera can manage four traffic lanes and the detection
area can be modified based on the site requirements a definite advantage in
Mumbai where three lanes handle almost four lanes of moving traffic. These
cameras are very small in size and are located 7 to 10m above ground and as a
result, are not prone to damages like the loops. The last batches of the cameras
(about 500 nos.) are capable of mpeg-4 video streaming as well.
Single Source LED aspects: Mumbai has been using arrays of LED lights for traffic
signals for some time now. However, the damaged LEDs in the array present an
unpleasant sight to the road users. As part of this project, single source LEDs (which
have 6 or 7 LEDs only) were used. The lower number of LEDs used per aspect has
reduced the total power consumption which is a direct saving to the city.
Signal Poles: Signal poles were made of galvanised iron with PU coating which is
resistant to rust without the need of regular paintings. The termination of the wires is
provided at the top of the pole (located within the pole) which has eliminated the
vandalism of the signal system one of the most common problems in the city.

Mumbai ATC is undoubtedly the most difficult urban traffic project handled by
us. We are proud to have helped delivering it and very delighted on its usefulness to
this remarkable City. Ajit Kumar, Resident Manager, Pell Frischmann Consultants
The cantilever poles were designed in a sleek manner which will not become a visual
obstruction on the street even while being extended to the middle lanes of the traffic.
The visibility of the signals is one of the most talked about points by the road users.
Also, the cantilevers are designed in such a way that when the Ganesh procession
(during Ganesh Chaturthhi) or any such activity takes place, they can be swung off
the traffic lanes facilitating unrestricted movement.

Pedestrian Push Buttons: In order to introduce demand

based pedestrian stage at some of the intersections, pedestrian push buttons are
introduced. This was introduced with the audible signals too for everyones use.
Fully ducted Network: This was done on the recommendation of the Consultants to
avoid frequent digging which happens for many other utilities in the city.
- See more at:
http://www.trafficinfratech.com/area_traffic_control_system_improving_traffic_
in_the_island_city/#sthash.XaPYzGpf.dpufOverview[edit]

Traffic control is an outdoors occupation, night or day for long hours in all weathers, and is
considered a dangerous occupation due to the high risk of being struck by passing vehicles.
Safety equipment is vitally important. Fatigue is a big issue, as tired TC's may forget to watch
their traffic, or may inadvertently turn their "Stop bats" to the "Slow" position. Many drivers are
annoyed by the disruption to their route, and some are sufficiently antisocial as to aim at traffic
controllers. Other drivers simply don't pay enough attention to the road, often from using their
mobile (cell-) phones, or because they are tired from a night shift at work. Not a few are
exceeding the posted speed limit.

Traffic cones on the A45 in SouthCoventry (U.K.).

Typically, a worksite will be set up with warning signage well in advance of the actual work area.
This may involve (in Australia) "Roadworks Ahead", temporary speed restrictions, "Worker
Symbolic" (a stylised workman with a pile of rubble, black sihouette on a retroflective orange
background), "Reduce Speed", "Lane Status" boards (indicating that some lanes on a multilane
will be closed), "Prepare to Stop" and advisory signs telling what's happening (e.g. Water Over
Road, Trucks Entering, and Power Line Works Ahead). If lanes have been closed, large flashing
arrows (arrow-boards) on trailers may be utilised to give motorists hundreds of meters warning to
move over. Motorists will be advised they are leaving a worksite by speed reinstatement or "End
Roadworks" signs.

The worksite will usually involve reserving a part of the road for the work area. How this is done
depends on the type of road: on a multi-lane road, one or more lanes will be closed off and traffic
merged into the remaining lane(s), using cones and "Chevron" signs and arrow-boards to guide
motorists. On a wide road (more than 3 meters per lane in Australia), traffic could be "diverted"
around the work area by using cones to define a new road centerline and another line of cones
around the work area. Sometimes, it is necessary to close a road and detour traffic.
Traffic diverted around work area inKwinana, Western Australia

Often, the road is not wide enough to permit opposing streams of traffic past the work area. Then
it is necessary to use "Stop/Slow", where each stream is allowed past the work area in turn. On
an intersection, this may involve four or more streams. At signalised intersections, it may be
necessary to have the traffic lights disabled.

Sometimes on dual carriageways, it is necessary to divert one carriageway onto the opposing
carriageway, forming a "contraflow". This cannot be done "on the fly", as high-speed (100+km/h),
high-volume (500 - 1000+ vehicles per hour) traffic is involved, generating a huge risk to workers.
In this case advisory signs will be erected weeks or even months in advance, and new lanes
defined by bollards anchored firmly to the road-base will be installed, usually at night when traffic
is expected to be minimal. Programmable Variable Message Boardsmay be utilised at strategic
locations to inform motorists. Such "contraflow" situations also pose significant risk to
pedestrians who may not be alert to traffic coming from the wrong direction.

International perspectives[edit]
Australia[edit]

Traffic cones placed around a rollover accident in Sydney.

Traffic control is governed by the Australian Standard AS 1742.3 2009, and by State variations.
Risk management is regulated under AS/NZS 4360:1999. Traffic controllers are required to
wear high-visibility clothing which meets the Australian Standard AS/NZS 4602:1999.

Personal safety is emphasised in all Australian training. This ranges from proper clothing to
learning appropriate behaviour (for example, always face oncoming traffic). Clothing is
considered part of PPEPersonal Protective Equipmentwhich includes steel-capped boots,
sunscreen, broad-brim hats, gloves and sunglasses.
The traffic control process usually starts with a traffic control plan(traffic control plan). A traffic
control crew may consist of one person running a simple diversion or closure of a cul-de-sac, up
to multiple two- or three-person crews for a complex task. One example of such a complex task
is the transport of very wide loads taking all available roadspace, over several kilometers, usually
on an arterial road or highway. In these cases, the affected roads can be closed or contraflowed
for the entire day, creating enormous disruption to motorists. Management of the event involves
monitoring and closing all intersections, Stop/Slow to work traffic streams through partially closed
intersections, and detours. The amount of signage required can be staggering, needing some
hours to put in place. Normally a single two-person crew with one ute is sufficient for most jobs.

Traffic control ute at worksite

Not all TC's are employed by dedicated traffic management companies. Many construction
companies and government authorities employ their own traffic management. In these cases,
TC's will work in other capacities when traffic management is not required.

Traffic control is generally not seen as a career for young people, but rather as a stop-gap while
something better is sought. However, older people are often valued by employers for their life-
experience, and find that the relatively light manual labour compensates for the discomforts and
rigours of the job. There is a career path, but it is dictated by one's own ability and willingness to
work.

Western Australia[edit]

Cone taper for a "slow lane" closure showing small chevron (shifter), 40 km/h repeater, chevron and arrow-board

Accreditation course standards and variations to the Australian Standards are regulated by Main
Roads Western Australia (MRWA), part of the Ministry of Planning and Infrastructure.

In Western Australia, use of the Stop/Slow bat is authorised under Regulation 83 of the Road
Traffic Code 2000it is an offence to disobey a traffic controller's bat, punishable by 3 demerit
points and 3 penalty units (about A$175). Other States have similar provisions.

Traffic controllers must be accredited in Basic Worksite Traffic Management BCC3028A and
the Worksite Traffic Controller Course BCC1014A. These qualifications must be renewed after
three years, and a refresher course is necessary. The courses take about 4 hours each, and are
designed as inductions to on-the-job training.

The Advanced Worksite Traffic Management (AWTM) requires two years experience as a
qualified TC as a minimum prerequisite, and must also be renewed after three years. Roadworks
Traffic Managers can be accredited with a minimum of five years experience, current "Road
Safety Auditor" accreditation and current AWTM accreditation. This qualification is also valid for
three years.

All employers require drug screening at least annually and often randomly, and many others
require daily blood/alcohol tests; some require police clearance checks. Zero-tolerance is
universal. Traffic controllers are usually employed on a casual basis, with wages around A$16 to
A$25 per hour.

Canada[edit]
British Columbia[edit]

In BC, WorkSafeBC regulates the training of Traffic Control Persons (TCPs), stating that TCPs
must be trained in a manner acceptable to the Board. This ensures a high level of training for this
high-risk occupation. Currently, the only acceptable course in the province is a two-day session
which includes theory and practical components. Royal Canadian Mounted
Police (RCMP) Superintendent Derek Cooke of Langley believes that the RCMP should not
perform the function of road traffic control to cater to events in support of for-profit
corporations unless the municipal government has coordinated or is in support of the event.[1]

Nova Scotia[edit]

In Nova Scotia training is regulated by the Nova Scotia Department of Transportation and
Infrastructure Renewal. There is a one-day course for TCPs and a two-day course for Temporary
Workplace Signers. Signers are responsible for the setup of signs, cones etc., and making sure
the setup complies with the NS Temporary Workplace Traffic Control Manual

Newfoundland & Labrador (NL)[edit]

All flag persons or traffic control persons (TCP) in Newfoundland and Labrador are now
required to complete a TCP training course approved by the Workplace Health, Safety and
Compensation Commission.

Proper traffic control is critical for the safety of workers, drivers and the general public. Without
training by a Commission approved training provider, workers are not permitted to work as a TCP
on our provinces roads.

The Commission's Traffic Control Person (TCP) Certification Training Standard establishes
criteria for TCP training providers and trainers.

TCP training providers must apply and be approved by the Commission to deliver TCP
certification training.
The delivery of training prepares the TCP to perform traffic control in a safe and competent
manner by providing them with the knowledge and skills to work safely, consistent with industry
and legislative standards.

Traffic Control Person (TCP) Certification Training has an expiry date of 3 years, upon which the
course must be completed again for renewal.

http://whscc.nl.ca/prevention/TCPTraining.whscc

United Kingdom[edit]
Scotland[edit]

Traffic management in Scotland is handled by Traffic Scotland and Transport Scotland. In

Scotland, as in the rest of the UK, the most iconic image of a traffic controller is in the form of a
"lollipop man" or "lollipop woman" who aids children in road crossing on their journey to school.

United States[edit]
Although the Federal Highway Administration specifies standards and guidelines through
the MUTCD which apply to the usage of traffic control equipment, individual state and local
agencies can provide variations or additions to these standards.

Traffic controller on Michigan Avenue, Chicago

The transportation system in the United States is complex and extensive. Traffic volumes, types
of vehicles, driving styles, population density, speed limits, and many other factors vary
dramatically from one region to the next. As a result, highway traffic control measures (including
type of equipment and implementation), are not strictly consistent. Federal Guidelines do not
address certification methods for traffic controllers, flaggers, or other personnel responsible for
traffic control. This responsibility is managed on a state or local agency level, and therefore
certification requirements are not consistent and are administered locally. Safety standards
(irrespective of traffic control) are mandated by OSHA as well as state-level occupational safety
departments.

A construction traffic control company operates in the same basic way as any other construction
company. Companies submit a bid for a job, the lowest bid is accepted (except in the case of
disadvantaged companies), and the labor is provided to the contractor or agency in charge.
Typically speaking, flaggers work in groups of 5 to 10 under a TCS, or Traffic Control Supervisor.
The TCS is responsible for placing the flaggers correctly, ensuring that they receive the proper
breaks and supervision, and placing the cautionary signs (such as Road Work Ahead, One Lane
Road Ahead, and Uneven Lanes). Flaggers is the second line of attention for drivers. They are
the first people in the work zone to deal with apposing traffic. It is one of the most responsible
jobs in traffic control.[2]

While construction traffic control in the U.S. used to be a widely unionized profession, it is now
dominated by private business and wages are not controlled by the union.