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Construction traffic management plan builder
Build the written traffic management plan for works affecting a road or footpath: impacts, controls, approvals and notifications. The traffic guidance scheme stays with your accredited designer.
A TMP is not a TGS, and the difference matters
The Traffic Management Plan is the written plan. It states why the work affects the road network, who is affected, how each impact is managed, who was notified, and what happens when something goes wrong.
The Traffic Guidance Scheme is the scaled drawing. It shows the signs and devices, their positions, the taper, the buffer and the working space, and it is prepared by a person holding the accreditation the road authority requires.
Conflating them is the most common reason a road occupancy application is knocked back. Applicants arrive with a drawing and no plan, or a plan and no drawing, and in both cases the authority is missing the half it needs to assess. They are two deliverables and you need both.
Why this tool will not draw your taper
Sign spacing, taper length, buffer zones and longitudinal safety zone dimensions come from AS 1742.3 and your jurisdiction’s supplement. Those documents are copyright, and more importantly we cannot verify that any particular figure is current for your road, your speed zone and your authority’s amendments.
The consequence of being wrong here is not a rejected application. It is a worker standing closer to moving traffic than the Standard allows, on the authority of a free web page. That is not a gap we are willing to fill with a guess, and any free tool that does fill it should be treated with suspicion.
So this builds the framework, and names the accredited person who prepares the scheme. The framework is worth giving away. The geometry is not ours to give.
The activities that actually trigger an application
On a mid-sized job the road-affecting work is fairly predictable: crane and hoist lifts over the footpath or carriageway, deliveries and oversize vehicles, concrete pours, footpath closures and scaffold over the path, excavation in the verge, service connections in the road reserve, hoarding for the project duration, and night works.
Each has a characteristic set of impacts and a characteristic set of controls, and the tool loads them so the plan starts from something real rather than a blank page. Every control is a management measure (a booked window, a spotter, an exclusion zone, a notification) rather than a dimension.
The long-duration items are the ones that get forgotten. A hoarding permit for the project duration needs its renewal diarised, and an excavation occupancy has to be approved for the full period rather than just the hours anyone is working in it.
Pedestrians are the risk people underestimate
Vehicle speed dominates the conversation, but on urban construction the more common serious exposure is a pedestrian displaced onto or across a carriageway because the footpath was closed without a compliant alternative.
A detour signed at the obstruction is not a detour. By the time someone reads it they have already committed to that side of the street, and the ones who will not walk back are the ones least able to. The sign belongs at the last decision point.
Maintaining a continuous accessible path of travel is the requirement that most often gets treated as optional and most often should not be. A person using a wheelchair, a mobility aid or a pram cannot step around a barrier, and a route that works for everyone else can be genuinely impassable for them.
Approvals, and who you actually have to tell
Permits come from the road authority and the relevant council, and which one depends on the road’s classification. Requirements, lead times and accreditation schemes differ between jurisdictions and change, so confirm them directly rather than relying on any checklist including this one.
The notifications people forget are the ones without a permit attached: the bus operator whose stop is affected, emergency services where access changes, the waste contractor whose truck cannot get through, the school on the affected route, and the residents and businesses who find out when the work starts.
Review the plan when the staging changes, when a new road-affecting activity is added, after any near miss or complaint, when the authority imposes a new condition, and whenever the guidance scheme is amended. A fixed review cycle will always be either too often or too late.
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