Ask a Highways England Traffic Officer anything
Discussion
Gafferjim said:
Because that would mean you're leaving lane 1 & 2 of the main c/way running up to the point were traffic has then got to go up the slip-road., There are a considerable amount of drivers that would then think that because lane 2 isn't closed, it must carry on past the exit if left as a running lane prior to the exit. Also with only lane 1 running and up to the slip-road, it stops multiple lane changes going up the slip-road where the 2nd lane becomes available, only the drivers turning right at the top of the slip-road can change to lane 2 of the slip safely without muppets wanting to also change from lane 2 to lane 1 at the same time.
Motorways where there are lane splits with more than 1 lane designated for the exit. ie, a 5 lane section, where lanes 1 & 2 are designated slip-road lanes well prior to the exit would be coned so that both lanes can be used to exit.
Not quite, this muppet wanted to turn left at the top of the slip road and knew that most traffic would be going straight on to a dual carriage way. However most of it stayed in the left lane (where it was joined 1/2 a mile on by another slip merge) and then hit the roundabout 1/2 a mile on again at which point this muppet moved to the new left lane (now of 3) maximising lane changes and minimising delaMotorways where there are lane splits with more than 1 lane designated for the exit. ie, a 5 lane section, where lanes 1 & 2 are designated slip-road lanes well prior to the exit would be coned so that both lanes can be used to exit.
Fair point about the other muppets, i guess the number of them that didn't move into the second lane on the slip should have suggested that most of them wouldn't really be looking.
Someone has dropped a b
k.
Part of setting up a roadworks area goes like this;
The TRAFFIC MANAGEMENT foreman is ready to put out his hard signage, (the sings on frames, 800 yds, 600 yds lane closures etc. (along with mandatory speed signs if authorised)
He phones the HE control room, who take all the details of the work, ie. Lane closures, start marker-post & end marker-post, any mandatory speed limits etc.
They now have several things to do, All the signals within the 2 marker-post locations need their HDS (Highest Displayable Speed) altering to 10 mph lower than the mandatory speed informed, or to 50 mph in a roadworks where no mandatory speed has been requested. This means that should any signals need to be set for ANYTHING within those roadworks, they will not show a higher reading than the one set by the altered HDS.
The control room operator has also then got to disable the MIDAS pads within the 2 marker-post locations to stop any automatic signal setting (These are the automatic signals that are triggered by queues etc. in fact ANY signals with a message about "QUEUE" are set this way. (Go Google MIDAS)
Once the operator has done these tasks, they then set the lane closures that the TRAFFIC MANAGEMENT foreman requires,
Note: any lane closure set will automatically put prior warnings signals before them, either with "Lane divert" arrows or reduced speeds, The system will not allow reduction steps larger than 20 mph.
Meanwhile, back on the tarmac, the Traffic Management crews put out the lane closures ready for the roadworks crews to start work within the closure.
Once they have got the closure in place, with all hard signage and cones etc. The TRAFFIC MANAGEMENT foreman then recalls the HE control room to have the electronically set signals cleared. The TM crew will usually then move off to put another closure on elsewhere.
Now the roadworks crew come along and do what-ever it is they have to do.
Once the roadworks are completed, the ROADWORKS foremen will call the TRAFFIC MANAGEMENT crews back to the job to get the lane closures removed etc.
As the TM crew arrive back to the job, they call up the HE control room to get the electronic signals reset, Once set, they then start to remove the closure, cones etc. first, then they need to go around the junctions to come back to remove the hard signage (This is often why signals can be set for lane closures, no coned closure out, but signage not removed until they've gone around to do it.)
Once the TM crew has cleared everything, he recalls the HE control room. The control room operator then cancels the electronic signs, rests the HDS back to normal (= 60) and re-activates MIDAS to allow auto signals to work.
So as you can see, it all depends on everyone doing their bit at the correct time, 99% of the time it works fine, but sometimes things can go wrong with poor communication,
A TM crew can put a closure on and forget to call the HE control room.
Incorrect marker-posts can be given, or they'll move the closure down a bit further without informing the HE control room, so HDS & MIDAS in the extended bit are not adjusted,
The roadworks could be on for several nights (or longer) and the TM crew might says " All off now, see you tonight" meaning the physical closure has been removed. but the HE operator thinks that the whole work is finished, so resets everything back to normal. What they should have said, "Closure off, mandatory speeds still show, we'll be back tonight" Then, HDS & MIDAS would still be adjusted in line with the mandatory speeds.
Note: There are specific crew that put out the closures, ie: TRAFFIC MANAGEMENT" they are not part of the roadworks crew that will be doing the job, and often are responsible for the implementation & removal of several closures through the night (When most roadworks go on)
k.Part of setting up a roadworks area goes like this;
The TRAFFIC MANAGEMENT foreman is ready to put out his hard signage, (the sings on frames, 800 yds, 600 yds lane closures etc. (along with mandatory speed signs if authorised)
He phones the HE control room, who take all the details of the work, ie. Lane closures, start marker-post & end marker-post, any mandatory speed limits etc.
They now have several things to do, All the signals within the 2 marker-post locations need their HDS (Highest Displayable Speed) altering to 10 mph lower than the mandatory speed informed, or to 50 mph in a roadworks where no mandatory speed has been requested. This means that should any signals need to be set for ANYTHING within those roadworks, they will not show a higher reading than the one set by the altered HDS.
The control room operator has also then got to disable the MIDAS pads within the 2 marker-post locations to stop any automatic signal setting (These are the automatic signals that are triggered by queues etc. in fact ANY signals with a message about "QUEUE" are set this way. (Go Google MIDAS)
Once the operator has done these tasks, they then set the lane closures that the TRAFFIC MANAGEMENT foreman requires,
Note: any lane closure set will automatically put prior warnings signals before them, either with "Lane divert" arrows or reduced speeds, The system will not allow reduction steps larger than 20 mph.
Meanwhile, back on the tarmac, the Traffic Management crews put out the lane closures ready for the roadworks crews to start work within the closure.
Once they have got the closure in place, with all hard signage and cones etc. The TRAFFIC MANAGEMENT foreman then recalls the HE control room to have the electronically set signals cleared. The TM crew will usually then move off to put another closure on elsewhere.
Now the roadworks crew come along and do what-ever it is they have to do.
Once the roadworks are completed, the ROADWORKS foremen will call the TRAFFIC MANAGEMENT crews back to the job to get the lane closures removed etc.
As the TM crew arrive back to the job, they call up the HE control room to get the electronic signals reset, Once set, they then start to remove the closure, cones etc. first, then they need to go around the junctions to come back to remove the hard signage (This is often why signals can be set for lane closures, no coned closure out, but signage not removed until they've gone around to do it.)
Once the TM crew has cleared everything, he recalls the HE control room. The control room operator then cancels the electronic signs, rests the HDS back to normal (= 60) and re-activates MIDAS to allow auto signals to work.
So as you can see, it all depends on everyone doing their bit at the correct time, 99% of the time it works fine, but sometimes things can go wrong with poor communication,
A TM crew can put a closure on and forget to call the HE control room.
Incorrect marker-posts can be given, or they'll move the closure down a bit further without informing the HE control room, so HDS & MIDAS in the extended bit are not adjusted,
The roadworks could be on for several nights (or longer) and the TM crew might says " All off now, see you tonight" meaning the physical closure has been removed. but the HE operator thinks that the whole work is finished, so resets everything back to normal. What they should have said, "Closure off, mandatory speeds still show, we'll be back tonight" Then, HDS & MIDAS would still be adjusted in line with the mandatory speeds.
Note: There are specific crew that put out the closures, ie: TRAFFIC MANAGEMENT" they are not part of the roadworks crew that will be doing the job, and often are responsible for the implementation & removal of several closures through the night (When most roadworks go on)
Had my first experience dealing with traffic officers for the first time at the weekend after an unfortunate incident with the mini left me stranded at the bottom of an off slip. Have to say the two chaps were very friendly and professional... even if they did have to close an entire lane for 90minutes whilst we awaited recovery! Great service and meant the three police cars which showed up could get on with their shifts without having to baby sit my stranded car !
Shappers24 said:
Had my first experience dealing with traffic officers for the first time at the weekend after an unfortunate incident with the mini left me stranded at the bottom of an off slip. Have to say the two chaps were very friendly and professional... even if they did have to close an entire lane for 90minutes whilst we awaited recovery! Great service and meant the three police cars which showed up could get on with their shifts without having to baby sit my stranded car !
thanks to the lobbying from the 'police approved' recovery cartels and the big three breakdown services when the TO service was introduced BossHogg said:
That's nice that you had a good experience with our service, wasn't there a more suitable location to clear you to instead of closing a lane?
Unfortunately suspected collapsed wheel bearing had caused the brake calliper to foul (and then seize) the wheel. They didn’t want to drag locked front wheel as they were worried it wouldn’t go where they wanted, or end up doing more damage to the car. 
I applied for the TO role back in February, from start to finish the process was the worst I’ve come across in any job I have applied for before. Still waiting for my feedback from the interview. Could be interesting being a firefighter at the moment and can’t get a job as a TO when all I do is respond to and manage incidents just like what TO’s respond to. Also seeing that I can pass a firefighter PQA interview but not a TO one is beyond me.
FFcookie said:
I applied for the TO role back in February, from start to finish the process was the worst I’ve come across in any job I have applied for before. Still waiting for my feedback from the interview.
Call it a bullet dodged. The HR is shocking and has been for years.
Copy and paste ads, missed interview dates, lack of communication, interviewing for the wrong jobs etc.
You wouldn't think they could get something so simple so wrong.
They arranged 1 lot of interviews for a bank holiday Monday until it was pointed out to them all the office staff were off and offices were closed.
Thick as foook doesn't come close.
It didn't help when in 2015 on the ''switch" from HE to HA the HR dept were royally screwed over.
mintsauce5 said:
did my assessment centre role play and interview on the 12th of September in Birmingham , still haven't heard anything back so I presume it must be a no
I did my assessment centre in Nov 2005, heard nothing until Jan 2006 and started training in March 2006...hopelessly slow doesn't even come close.
TheRainMaker said:
mintsauce5 said:
did my assessment centre role play and interview on the 12th of September in Birmingham , still haven't heard anything back so I presume it must be a no
Did you offer to change a tyre?No I didn't offer to change a tyre ( had already seen before hand about not being allowed to) the role play and interview seemed to go ok I thought but then again it was only my second formal interview in 30 years and apart from a bit of role play during first aid/trauma training and a few exercises over the years I may have been a bit rusty
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