Convoy, Stop-Go and PedestrianManagement in Oxfordshireand across the UK.

Two or more operatives with stop-go boards, in continuous radio contact, release traffic alternately through a single-lane section. It suits sections where visibility or flow rules out priority working and where the flexibility of a human decision beats a fixed signal cycle.

The critical details are the stopping positions, sight lines to the approaching traffic, an agreed radio protocol including what happens if communication is lost, and how private accesses and side roads within the section are managed.

A lead vehicle escorts a group of traffic through the restricted section at a controlled speed. It is used where the section is long, where the surface or alignment demands a low speed, where mobile works move along the road, or where there is no safe intermediate stopping point.

Convoy schemes need a defined turnaround arrangement at each end, a controlled speed appropriate to the works and the surface, and clear signing so drivers understand they must follow rather than overtake.

Portable traffic signals, with vehicle detection where appropriate, handle many single-lane situations more economically than manual control and are the right answer for longer-duration works with steady flows. We supply, install and maintain them as part of the same service.

In practice many schemes are hybrids: signals for the steady overnight and off-peak periods, manned stop-go or convoy during peak flows, plant movements or phases where the layout changes frequently.

A compliant temporary pedestrian route needs adequate clear width, continuous physical separation from traffic using barriers with tapping rails rather than cones, a firm level surface with ramps where levels change, and clear signing at the point where the route diverges from the normal footway.

Where the route must enter the carriageway we provide a protected walkway with barriers on the traffic side, and where it must cross the road we provide a controlled or clearly signed crossing point rather than expecting pedestrians to find their own gap.

Utility works in rural single carriageways, resurfacing and patching on narrow lanes, structures and bridge works with restricted width, tree and vegetation works, surveys and inspections that move along the road, and site accesses where heavy plant crosses a footway or carriageway.

In urban settings it covers footway reconstruction outside shops and schools, scaffold erection over a footway, crane lifts requiring short holds, and events needing marshalled pedestrian crossings across a live road.

Outside commercial frontages the priorities are servicing and delivery windows, keeping shop access visible and open, and avoiding peak footfall periods. Business complaints about lost trade are the usual escalation route, so route width and clear signing matter more than they appear to on the drawing.

In residential streets the priorities are driveway access, refuse collection days, school run timings and parking. Both cases are handled better with the same discipline: plan the phases, keep the route consistent, and tell people what is happening before it happens.