APPENDIX B EXTRACTS FROM CHAPTER 13, VOLUME 2 OF THE SOUTH AFRICAN ROAD TRAFFIC ......
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APPENDIX B EXTRACTS FROM CHAPTER 13, VOLUME 2 OF THE SOUTH AFRICAN ROAD TRAFFIC SIGNS MANUAL
Transcript of APPENDIX B EXTRACTS FROM CHAPTER 13, VOLUME 2 OF THE SOUTH AFRICAN ROAD TRAFFIC ......
APPENDIX B
EXTRACTS FROM CHAPTER 13,
VOLUME 2 OF THE SOUTH
AFRICAN ROAD TRAFFIC SIGNS
MANUAL
'C' ~ ~
~ROADWORKS SIGNING
SECTIONS
13.1 Introduction
13.2 Types of Temporary Signs
13.3 Traffic Management
0 13.4 Setting of Speed Limits
13.5 Temporary Delineation
13.6 Contract Specification
13.7 Other Site Factors
13.8 Signing Applications forShort Term Works
13.9 Signing Application~ forRural Roads
13.10 Signing Applications forUrban Streets
13.11 Signing Applications for0 Freeways and Dual
r Carriageway Roads
13.12 Enlarged Standard Details-All Applications
NOVEMBER 1997
EXTRACTS FROM
TH E SOUTH AFRICAN ROAD ~ G?)0 TRAFFIC SIGNS MANUAL ~[}={]~[PJ1I~~ U c9)
VOLUME 2
INTRODUCTION 13.1.1
CHAPTER 13:ROADWORKS SIGNING
13.1 INTRODUCTION13.1.1 General the alignment to be followed by vehicles should be
., delineated by delineators, cones, barricades, barriers,1 The tem~orary and ~ontlnually vana~le nature of road roadstuds or roadmarkings, or an appropriate combi-
construction and maintenance operations on roadways nation of these devices. Delineation should be c e t dwhich are open to traffic makes such sites ~otentially in such a manner as to give an impression of con;in~i~y,more dangerous than a permanent hazard since even both by day and night. The delineation dev'ces da.driver familiar with the r~ute can~~t rely on his pre- should be kept free of anything which COUI~ cre~t:eaVIOUS knowledge to predict conditions. In order to hazard should the device be struck by a passing vehi-clearly identify these temporary conditions from perma- cleonent ones, exclusive signs with a yellow backgroundare used. 8 The manner in which a roadway may be affected by
construction or maintenance operations varies consid-2 ~s p.~rt of ~n holistic .approach to roadworks ~Igmng, a erably. Complete standardisation of practices for
C signIficant Incr.ease In the use of symbols IS ,~ecom- signing and delineating such sites is impractical. How-mended. In ,~hIS context, the meaning of the ROAD ever, it is important that design and site staff adopt aWORKMAN symbol ~as b~,en broadened ~? encom- disciplined approach to the traffic management of road-pass the general mea~ln~ of ROADWORKS, whether works sites. A systematic approach should be used toor not manual labour IS. I~ progres.s and whatever the present the driver with changes in conditions, onescale of ro.adwo~ actl~lty. In this way, the use of change at a time, by the use of standardised sub-com-~dvance signs dlsplaY~,n~ text. messages, such a ponents. In this way the action or reaction of the driver
ROADWORKS AHEAD, IS avoided. can be anticipated and provided for with an acceptable
3 Any work activity which results in a reduction in the road degree of certainty and effectiveness.
space avail~ble to drivers should be preceded, where 13.1.2 Objectives of Roadworks Signingspace permits, by an adequate number of temporaryroad signs. The number and spacing of these signs is 1 In order to achieve the safest possible operating envi-dependent on the site conditions and the design speed ronment the following objectives should be sought withof the roadway. disciplined attention to detail:
4 All appropriate temporary road signs should be in po- (a) to establish, as far as possible, a standard patternsition prior to the commencement of work. The crew of traffic control devices for typical road construc-placing the signs should use a vehicle which has been tion and maintenance operations which is simple
specially designed to make it highly visible to approach- and clear to understand;
ing drivers. (b) to develop in drivers, by means of exclusive signs
5 Great care should be taken that only those temporary which are visible and have a simple and easily. signs appropriate to the current work activity are dis- understood message, a high level of awareness
played. All actions required of a driver should that a reduced standard of roadway exists ahead ofappear obviously realistic to him. When work con- them, and the knowledge that this requires their
ditions are variable, the temporary signing must be increased vigilance;
maintaine.d. so that t.he signs co~rectly. repre~ent (c) to generate a high level of driver respect and famili-the conditions applicable the given time. Signs arity for the efficiency and adequacy of the trafficwhich only apply during daylight or only to specific management used at roadworks'circumstances should be removed or concealed when '
their significance does not apply. Nothing encourages (d) to maintain roadway capacity and traffic flow at thea disregard of signs more than regulatory or warning highest possible levels, particularly on the highersigns displayed for non-existent conditions or hazards. class routes, where large traffic volumes would
.otherwise result in congestion, delay and accident6 Only temporary road signs covered by the South Afrl- potential'
can Road Traffic Signs Manual should be used. The '
use of signs not covered by the manual negates on-go- (e) to keep roadwork related accident levels at a mini-
ing efforts to achieve a high degree of standardisation mum;
of tempo!a~ si~n~ng pr~ctices. This high degree of (f) to provide adequate information to redirect drivers
standardlsatlon IS In the Interest of the general safety via alternative routes when detours are imple-of road users and site staff and failure to achieve it can mented'result in the actual creation of hazards and confusion '
on the part of drivers. (g) to provide designers of traffic management sys-Q) ...tems, and the site staff who implement them, with
'" 7 Where a roadway IS closed, partially closed, or dl- adequate tools with which to accomplish the above
verted, or where an obstruction exists in the roadway, objectives;
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l13.1.2 INTRODUCTION
(h) to make designers and site staff aware of the need creased for rural appl~cations to a minimum s!zefor a very high degree of discipline in the manage- equival~nt to tha~ applicable to a 1 ~O ~m/~ ~eslgn Iment of their sites on a day to day basis. speed, Irrespective of the speed limit within the !~ '
[.roadworks; the same principle should be applied in \'J13.1.3 Norms to be Applied to Roadwork urban areas wherever possible using a minimum
Signing sign appropriate to an 80 km/h design speed; II
1 The norms listed below comprise the principles, criteria 0) when high approach speeds and/or large trafficor standards by which the signing of roadworks sites volumes pertain, sign messages should be re-should be developed: peated along the length of a roadway, and, in the
(a) all temporary signs shall conform to the exclusive case of dual carriag:way roadways should be dis-colour code except for regulatory control signs e.g. played on both sides of the roadway (see
STOP, YIELD and NO ENTRY, and existing direc- paragraph 13.1.4.6),tion signs which can be easily re-positioned at (k) the minimum spacing between repeated signstraffic deviations (see paragraph 13.2.2.2); along the length of a roadway should be 100 metres
(b) signs from the regulatory, warning or guidance on high speed roads and ~O.metres on lower speed(direction and diagrammatic) classes may all be roads where space permits,
used, either individually or in combination, as ap- (I) the spacing of delineation devices should be re-propriate, in the exclusive colour code with the lated to the rate of change of direction, using closerexceptions noted in paragraph 13.1.3.1 (a) above -spacings for sharper changes of direction;in this respect regulatory signs must always con-f t th ' .
t ' f' d f .(m)the lateral and vertical positioning of temporaryorm 0 e size require men s speci Ie or various, .
d k I ' t. ( I h signs at roadworks should, wherever possible, ad- ,.roa wor s app Ica Ions see a so paragrap " I13 1 3 10)' here to the norms applicable to permanent signs -f~'...I , see Volume 1, Chapter 1, Table 1.4 -however, it J
(c) all signs should have retroreflective backgrounds will often not be possible to adhere to these normsand regulatory and warning signs should have -recommended norms for the positioning of tempo-retroreflective borders; rary signs in such instances are given in Table 13.1 ;
(d) diagrammatic guidance signs should generally use (n) temporary direction signs used to redirect traffic toa vertical rectangular format and display a pictorial altemative routes should use the exclusive colourrepresentation of the road condition immediately code and comply with all other design parameters
ahead; of permanent direction signs; the use of DIN 1451
(e) the design of temporary diagrammatic guidance Style"A"compr~sse~lettering!s.re,com~endedforsigns embodies the following principles: temporary direction signs to mmlmlse sign area;
(i) red retroreflective areas shall be used to indi- (0) s!andard .road markings, which ,may. cause confu-cate an obstruction in the road ahead; SIO~, particularly at changes of dlre~tlon, should be
obliterated; temporary road markings should be(ii) one arrow shall be used per lane of traffic in the used to emphasise the new alignment;
direction of travel to which the sign applies; ) .. h .ty f th d t d(p to maIntain t e capaci 0 e roa way, aper an
(iii) unless necessary for effectiveness of the sign crossover design should be directly related to themessage, one or more lanes of opposing traffic design speed of the temporary change of align-shall be indicated by one arrow; ment;
(f) w~en red areas of retror~flective material are ~p- (q) a lane reduction taper should never extend over a 0piled to yellow retroreflectlve background materials width of more than one lane (or at the most a lanethe reflective index of the yellow material should be plus a shoulder); if the required reduction in widthat least 3,5 times that of :he red material; amounts to two lanes or more, two or more tapers
(g) distance information plates shall be used wherever should be used, each to extend over a maximum of'bl t .one lane at a time and be separated along thepOSSI e o. b" .
roadway by a sta Illslng area;(i) indicate the length of a site (only appropriate to ., ,
sites over 2 km in length -distances given in (r) to a?~ieve a major chang~ In, alignment, ~Ithoutkilometres only e.g.. "6 km"); significant or further reduction In roadway width, a
reverse curve should be used;(ii) indicate the distance to a change in road con- ...
ditions (transition area -normally 100 m, 200m, (s) to reduce complex traffic man~ge~e.nt conditions300 m or 400 m up to 1 km)" to an acceptable level of simplicity, complex" changes in width and alignment should be under-
(iii) indicate the distance for which a particular taken one stage at a time i,e.. a lane drop and atraffic configuration applies (can be used to reverse curve should not occur at the same place,"countdown" a long site to reassure motorists .ego "For 14 km"); 13.1.4 Placement of Temporary SIgns at
) " h Id b I' d I. t. II d Roadworks (h speed limits s ou e app Ie rea IS Ica y an
should, where appropriate, be capable of being 1 Several of the norms listed in Subsection 13.1.3 relate toaltered to suit changing local conditions and/or time the ~orrect placement of temporary roadworks signs, In 0of day; particular paragraphs 13.1.3.1 (k) to 13.1.3.1 (m) state the
. d .,. h Id b ' general norms applicable to sign positioning at roadworks.(I) regulatory an warning sign sizes s ou e In-
ROADWORKS SARTSM-VOL2 NOVEMBER 1997
INTRODUCTION 13.1.3
2 The position of a temporary sign can be specified in vertically to conform to the norms for permanent signthree ways, namely: installations. If a temporary sign is to be mounted on a
~ (a) longitudinally in relation to the roadway alignment; ~ole su~port which is placed in the ground, the mount-~ ) ., .Ing height should be as for a perman&nt sign.
.(b) laterally In relation to the roadway cross section; Guidelines are given in Table 13.1 and illustrated in(c) vertically. Figure 13.19 for the vertical mounting of temporary or
portable signs on stands placed on the road or verge3 The longitudinal positioning of temporary signs at road- surface. Such stands may be ballasted to limit accid -
works is specified for each of the typical layouts tal movement but are generally not otherwised fixe:~ocovered in Sections 13.8 to 13.12. One of the most the road surface.important aspects of longitudinal positioning of road- " .works signs is the separation longitudinally between 6 Throu~hout this chapter It IS recommended that tempo-successive signs. This separation should not be- rary signs be repeated on the right side of one waycome less than recommended in paragraph roadway~ such as carriageways of dual carriageways.13.1.3.1 (k). If provision of such separations is difficult !he placing of any temporary sign at the roadside into achieve, consideration should be given to reducing Its~lf represents a h~zard. This is one of :~e factorsnumber of signs because closer spacings will render which ~u~t be take~ I~to accou~t when deciding on thethe signs ineffective in any case. Certain signs, such reduction In speed limit appropnate to a roadworks site.as DELINEATOR signs TW401 and TW402, should be It ca~ be a:gued that the placing of temporary signs onpositioned at close longitudinal spacings to achieve the right sl~e of the roadwa~ is more hazardous thantheir intended effect. The longitudinal spacing require- on the left ~Ide. (However, this argument is dependentments for such signs is covered in Section 13.5 and on the d~slgn stan?ards o~ the median separating theTable 13.4. two carnageways I.e. a wide grass median versus a
0 ...' concrete barrier.) The following factors should be con-4 !he lateral posl~loning of ~empor~'Y signs at roadworks sidered before deciding whether to use right side
I~ often constrained by site condl~lons. Wherever pos- temporary signs, and the signs could be considereds~ble the lateral cle~rances applicable to pe~anent likely to be effective if a positive answer can be givensigns should be achieved. These are covered In Vol- to any of the questions:ume 1, Chapter 1, in Figures 1.23 and 1.24. The basic ...requirements of these figures are repeated in Figure (a) IS tr.afflc likely to ~e so dense that .the n~m~ers of13.19 together with recommended absolute minimum v~hl?!es, and pi\rtlcularly I~rge ~ehlcles, I~ likely tovalues for roadworks situations. significantly obscure left side sIgns to drivers In a
second or third lane from the signs?5 Due to the temporary or portable method of mounting. ..
signs at roadworks it is not practical to position signs (b) IS there a change of roadway conditions ahead on
TABLE 13.1 RECOMMENDED MINIMUM VERTICAL CLEARANCE (mm) TABLE 13.1FOR TEMPORARY TRAFFIC CONTROL DEVICES (1)
Sign Class 85%lle Approach Speed
or Type <60 km/h 60 km/h -80 km/h > 80 km/h
Short term (4) 200 200 200
~, Cluster stand 200 N/A N/A
'-- Delineators 200 200 200
Barricades 600 750 750
Chevrons 600 750 1200
Regulatory (2) 200 750 1500
Advance warning (2) 200 750 1500
Diagrammatic 800 800 1200
High visibility 800 800 1200
Traffic signals (5) 2300 2300 2300
NOTE:
(1) The recommended minimum vertical clearance given is between the underside of the sign and the edge of the trav-
elled way.(2) Wherever possible a greater than minimum vertical clearance should be provided.(3) Signs should preferably not be mounted in the vertical clearance range 1500 mm to 2000 mm to avoid the risk of
signs hitting vehicle windscreens during collisions.(4) Short term work should be limited to work of duration of 24 hours or less.
~ (5) The vertical clearance of a traffic signal is specified as being between the centre of the lowest lens and the edge
~ travelled way.
.
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13.1.4 INTRODUCTION.[
the right side of the carriageway?
(c) is traffic from left being diverted towards the right?
(d) is the work load of drivers on the right side of the
.carriageway so much greater than the normal work-load for such an environment that drivers'concentration on traffic is likely to result in themmissing left side temporary signs?
(e) will right side signs be a no greater a hazard thanleft side signs?
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ROADWORKS SARTSM-VOL2 NOVEMBER 1997I
TYPES OF TEMPORARY SIGNS 13.2.1
13.2 TYPES OF TEMPORARY SIGNS
() " 13.2.1 General t~e speed limit redu~tion~ such that the regulatory sign,!,~," SitS above the warning sign.
1 Almost any type of standard or permanent sign may be ..,produced as a temporary type of sign by using the 6 The shape, proportions and dimensions of all tempo-
exclusive colour code of a black symbol, letter or border rary regulatory signs and the dimensions of all symbolson a yellow background in place of the standard white used on temporary regulatory sig~s remain the samesymbol, letter or border on a white, blue or green a~ uS7d ~n standard regulatory signs. Examples arebackground. When used with temporary signs, all given In Figures 13.1 to 13.3.
forms of supplementary, distance or in!ormation plates 13.2.3 Temporary Warning Signsshall also conform to the temporary sign colour code.Details of the relevant signs in each of the major sign 1 Temporary advance warning signs may be used in
categories are given in subsequent sections. sequE.nces of signs approaching a change of direction..or transition area at roadworks sites, or they may be
2 There are certain exceptlon~ to the use of the. tempo- used individually to warn of specific local temporaryrary colour code. Those relating to regulatory signs are hazards within sections of roadway detours or tempo-c?vered in Subsection 13.2,2. rary roadways. '
3 The con.tents of this chapter de~1 with the use of tem- 2 The shape, proportions and dimensions of temporaryporary signs at roadw.or~s. The ,sl.g,ns may also be used 'warning signs and the dimensions of all symbols usedfor other temporary signing activities such as: on temporary warning signs remain the same as used
(a) general maintenance (eg. tree cutting); on permanent warning signs.
0" (b) police or other roadblocks; 3 In order to improve th7 targ.et value of th~ b~sic trian-, ...gular temporary warning sign the consplculty of the
(c) Interview traffic surveys, sign may be increased by incorporating it into a rectan-
(d) sports events; gular background sign with a retroreflective yellow...colour and a black border. The triangular border used(e) school activIties. within such temporary HIGH VISIBILITY warning signs
4 Details of the manner in which temporary road traffic has been modified to improve the proportions of thesesigns should be applied are given in later sections. signs. Examples of typical temporary HIGH VISIBILITY
T R I t S .warning signs are given in Figures 13.4 and 13.10.13.2.2 emporary egu a ory Igns
..4 HIGH VISIBILITY signs may be square or rectangular1 Reg.ulatory signs ar,e necessary ~o Inform us7rs ~f in shape. They should only be manufactured in one of
traffic laws or regulations and to Indicate the appllcabll- the following standard sizes (width x height):ity of these legal requirements. As a result of therestrictions in roadway width common to roadworks (a) square:sites the modification of permanent regulatory signs to (i) 900 mm x 900 mm.temporary regulatory signs and the use of additional .' '
temporary regulatory signs are commonly required. (II) 1200 mm x 1200 mm;
2 Regulatory signs related to traffic control DO NOT (iii) 1800 mm x 1800 mm;
adopt the temporary sign colour code. These are: (b) standard rectangle (one included sign):
(a) the STOP sign R1; (i) 900 mm x 1200 mm;
(» (b) the YIELD sign R2; (ii) 1200 mm x 1600 mm;
(c) the NO ENTRY sign R3; (iii) 1800 mm x 2400 mm;
(d) the ONE WAY sign R4; (c) large rectangle (two included signs):
(e) YIELD TO ONCOMING TRAFFIC sign R6. (i) 900 mm x 1800 mm;
3 In order to maintain driver respect for standard and (ii) 1200 mm x 2400 mm;temporary regulatory signs these should not be used ...without a commitment from the road authority to en- (III) 1800 mm x 3400 mm
force the relevant regulations as and when necessary. For further details see Volume 4, Chapters 2 and 3,Failure to do so will result in an increased lack of .com liance with re ulations, not just at the site in 5 Due ~o the often confusing n~t~re of the approach to
p. b gll certain temporary hazards, It IS recommended that
questIon ut genera y. b d ' ..' th t' distance plates e use In conjunctIon WI emporary
4 If a speed limit is reduced at roadworks by the use of a advance warning signs. It is also recommended thatTEMPORARY SPEED LIMIT sign TR201, a return to temporary advance waming signs used on their ownthe normal speed limit shall be indicated by the appro- on high speed approaches, be specified one size largerpriate standard PERMANENT SPEED LIMIT sign than would be used for a permanent installation.
R201. 6 It may be advisable, when the situation being signed is
5 When localised reductions in speed limit are deemed particularly hazardous, to repeat the warning message8 necessary, it is recommended that the temporary using a second sign., SPEED LIMIT sign TR201 be combined with a relevant
temporary warning sign, which indicates the reason for
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13.2.2 TYPES OF TEMPORARY SIGNS
13.2.4 Temporary Guidance Signs change in direction for instance, are represented onDIAGRAMMATIC guidance signs by large red blocks.
1 A number of temporary guidance signs are available o. 0for use at ~oadworks. These fall into the following 7 DIAGRAMMATI~ ~uldance signs are rectangular In
:Jsub-categories: shape. The basIc sizes match those of standard rec-.0 tangular HIGH VISIBILITY signs as follows (width x
(a) DiagrammatIc; height):
(b) Direction. (a) 900 mm x 1200 mm;
2 Temporary guidance signs are particularly effective at (b) 1200 mm x 1600 mm.the more complex roadworks site where drivers need '
the highest possible level of positive guidance in order (c) 1800 mm x 2400 mm.
that they may proceed through the site safely and with When a multiple lane layout requires a wider format,the minimum of delay and disruption. the basic width may be increased in regular increments
3 DIAGRAMMATIC guidance signs have been devel- as follows (width x height):
oped to give drivers a pictorial representation of (d) 900 mm to 1125 mm or 1350 mm x 1200 mm;changes in conditions on the road ahead. This needhas arisen from major rehabilitation work which has (e) 1200 mm to 1500 mm or 1800 mm x 1600 mm;
become necessary on the higher class roads in the (f) 1800 mm to 2250 mm or 2700 mm x 2400 mm.country. Their application is of greatest effect on dual ...carriageway roads but they are equally applicable to ' For further dimensional details see Volume 4, Chapterless complex sites to give a clear and simple message 8.
to the driver. 8 DIRECTION guidance signs may be manufactured
4 The diagram on each sign must represent only one using blac~ symbols, letters or. bord~rs on a ye~lowsimple change in road conditions. If the roadworks r.etroreflectlve background too guide dnvers t~ destlna- ~site requires more than one basic transition or change tlons by ~emporary alternat~ve rou~es. :he ~Igns may 'Jof circumstances, then each transition should be be used In any of the following typical situations:
signed separately using the appropriate sequence of (a) when dual carriageway traffic has been diverted tosigns according to the degree of change involved, the one carriageway under contraflow conditions andtraffic speed, and/or volume. original permanent signs on the closed carriageway
5 The number of diagrammatic sign designs is limited to a~e too remote for adequate visibility by day and
those which represent the more common single traffic nIght;
management techniques available to control traffic. (b) when a route is completely closed to all throughThese represent sub-systems within the overall traffic traffic and an alternative route is available;management system for a given roadworks site. It is .,.recommended that the traffic management of a site be (c) when ~he capacity of a route IS s~verelyo restncteddesigned around these standardised sub-systems and by maJ~r roadwork~ such as a bndge ~Ite. and ~nsigns, rather than by creating new and unnecessarily altematlve route wIth adequate capacity IS avall-
complex systems and signs. The following are the able;
standard categories of DIAGRAMMATIC guidance (d) when partial closures of routes, street networks orsign based on the type of roadworks circumstance they freeway interchanges become essential to the effi-
represent: cient progress of a roadworks site.
(a) Traffic Movement Affected by an Obstruction (or 9 A modified, temporary GORE EXIT direction sign TGAapparent obstruction) -TGS101 series; 4(V)has been developed which occupies a minimum
(b) Lane Use Control by Regulation -TGS301 series. side space. This is particularly appropriate to tempo- I~, rary alignments of freeway off-ramps. Alternatively, for J
(c) Lanes Merge/Converge -TGS401 series; better visual impact, a black and yellow version of the
(d) Heavy Vehicle Guidance and Control -TGS501 standard. GA4 GORE ~XIT sign. numbered TGA4 mayseries; be used If space permits (see Figure 13.18).
(e) Unique Overhead Signs -TGS600 series. 10 Temporary DIRECTION guidance signs should be, manufactured according to the appropriate standards
(f) Ov~rhead versions of other sign types -TGS6000 as cove~ed by the Volume 4. Attention should be paidseries to the approach speed of traffic as this may permit a
Available DIAGRAMMATIC guidance signs are illus- reduction in sign sizes. Typical examples of temporarytrated in Figures 13.11 to 13.15. For further details see direction signs are given in Figure 13.16. The use ofVolume1,Chapter4. DIN 1451 Style "A" compressed lettering is recom-
mended in order to minimise sign sizes.6 As indicated in paragraph 13.2.4.5 by the category
description DIAGRAMMATIC guidance signs com- 13.2.5 Temporary Information Signsmonl~. indicate some aspect relating to a change in 1 Temporary INFORMATION signs play an importantcondition of a lane of a roadwa y The lan e may be the ..
support role to temporary regulatory, warnIng and gUld-only lane for traffic travelling In one direction (com- 0 t d k INFORMATION 0 It. ance signs a roa wor s. signs aremon y o~ a wo-way road), or It may ~e one of several commonly used in temporary circumstances to supple-on a. carnageway (commonly one carriageway of a d.ual ment other signs by giving additional information to
carrlage:-vay road). Hazards repres.ented by physical improve driver awareness of circumstances ahead. 0obstructions, or apparent obstructions at a sudden
ROADWORKS SARTSM-VOL2 NOVEMBER 1997'1
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TYPES OF TEMPORARY SIGNS 13.2.3
The most commonly used types of t~mporary INFOR- temporary signs given in Figure 13.19 and Table 13.1.
MA TION signs which are illustrated in Figure 13.17 are: 4 If t t ff.. I . d, emporary ra IC signa s are require at a roadworks
F (a) COUNTDOWN signs TIN 1, TIN2 and TIN3; site they may be manufactured to be moveable, but(b) CUL-DE-SAC signs TIN4, TINS and TIN6 (used they shall.conform to the r~~uirements of legislation~ in
mainly in urban areas). terms of Size, number, position and modes of operation.(see Volume 1, Chapter 6).
(c) SUPPLEMENTARY PLATE signs TIN11.
2 Countdown signs may be used in advance of tempo-rary freeway off-ramps which are often, of necessity,sited in such a manner that standard visibility distancescannot be realised. The generally confused environ-ment common to a busy roadworks site may also makethe use of such signs, with distance plates, of value.
3 SUPPLEMENTARY PLATE signs are recommendedfor use with all classes of sign in temporary signingsituations because standard siting may not be possiblefor various reasons. The use of distance supplemen-tary plates also offers the opportunity to countdown thedistance to an obstruction in the roadway or change ofdirection, particularly on higher speed approaches.Distance plates should match the width of the sign
F' which they supplement.
~/i 13.2.6 Other Forms of Temporary RoadTraffic Signs
1 In terms of the statement made in paragraph 13.2.1.1,road markings and traffic signals may be used in tem-porary situations. However, there are no specific colourcode or other visible variations of road markings ortraffic signals for temporary use. If road markings ortraffic signals are required to be used for a temporary j
period, they shall be used according to the normal ;visual and size requirements and specifications for
permanent use.
2 It should, however, be remembered that the removal of :road markings is often difficult and can result in confus-ing visual messages to drivers, particularly on wetsurfaces and at night-time or when the angle of the sunis low. The use of removable adhesive retroreflectivetapes is recommended for short lengths of temporaryroad marking, but tests should be carried out to ensure0 that the materials perform as manufacturers say theywill. Alternatively innovative use of high rate of wearpaints, such as water-based paints, may be appropri-ate for short term applications depending on the nature
of the road surface.
3 The needs of roadworks, in terms of temporary signs,can be many and varied. The wide range of signsillustrated in this section provides for most situations.Indeed an effort should always be made to try to
design the temporary traffic management configu-ration within this range of signs. There are, however,times when this cannot be done or an extra effort isneeded. Very short term work also often requires that
signs be portable, light weight, and/or collapsible. Fig-ure 13.18 illustrates a collection of less commonly usedsigns, variations on standard signs for particular appli-cations, and non-standard signs which areoccasionally used, but which are not currently detailedin Volumes 1 or 4. In some instances the variation frommore common practice is due to the combination ofsigns displayed. In other instances it may be the use of
0 different materials which is relevant. The use of such! signs should conform to the positional requirements for
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TRAFFIC MANAGEMENT 13.3.1
13.3 TRAFFIC MANAGEMENT
~ 13.3.1 General shou~d pay partic,ular ~ttention to the effectiveness of\ ' the signs and delineation under adverse weather con-
-1 In order to adequately deal with the needs of manual ditions at dusk and at night In e xtre me ca thdbk " b dh " .ses,e
or han 00 users, It IS necessary to go eyon t e illumination of critical si gns may be J'ustified b -.f" f ' f d 'd I .yacom
specllcatlon 0 sign ace eslgns,an sequences. tiS bination of such conditions and high traffic volumes.
necessary to develop a standardlsed approach to the Care should be exercised not to create runn' Iff' f d k .t Th ' I.Ing anestra IC management 0 roa wor s Sl es. IS app les which are too wide for one traffic stream bu t t .
t' II h I d " Idll ' noqule
partlcu ar y to t e more comp ex con Itlons. ea y It wide enough for two traffic streams (see pa h
should be possible for almost any site condition to be 13,4.3.2(c)). rag rap
simplified to a number of standard treatments and,therefore, traffic should be accommodated within the 13.3.2The Advance Warning Area
range of signs detailed in this Chapter. According to ..'.h ... 1 h . t h Id th h t d 1 1 1 This area IS used to advise motorists that there are
t IS prlnclp e, t e motons s ou en ave 0 ea on y temporary cond 'lt'on h d f th h ' h '. h f 'I' .. d f bl .th I t iS a ea 0 em w IC requireWI~ amllar situations an pre era y WI on y one a particular care. Almost invariably, a stepped reductiona time. ' th d .11 b . d .th ' h ' TIn e spee WI e requIre WI In t IS area. hese
2 The layouts provided in later sections have therefore speed reductions should be indicated at reasonablebeen prepared with these objectives in mind. Each intervals (200 m minimum), and occur in 20 km/h stepscondition has been subdivided into standard compo- until the speed for which the traffic control has beennents or sections as shown in Figure 13.20. In some designed is indicated. It is good practice to repeat thecases, one or more of the area or zone subdivisions final speed limit at least once. It should be noted that,may be repeated. The primary reason for this ap- depending on the nature of the change ahead, any of
0 proach is the ultimate safety of drivers and the DIAGRAMMATIC guidance sign layouts given ini workers. It is not an uncommon practice to complicate Figures 13.11 to 13.15 may be used, but the use of
the situation presented to drivers by superimposing non-standardised sign layouts should be avoided.cha~ging conditions such as road width reductions or 2 The length of the Advance Waming Area should relatecarrl~geway cros.sovers upon ea~h other ~nd/~r by directly to measured approach speeds. A realistic dis-lo~atlng them ~t Interchanges. This :esults I.n, drivers tance must be allowed for speed reduction. High traffic~rylng to n~go.tlate. these changes In co~dltlon and volumes will be better handled if th~ standard length ofInterpret t~elr dlr~ctl?nal ~eeds at the same ,time. Wher- this area is generous, since more time is needed to takee~er possible this sltuatl~n should be avoided. There in the sign messages and react to them under heavywllI,however,always be clr~umstances. v-:here, for rea- traffic conditions. For approach speeds of around 120sons of cost or physical conditions, such a km/h and moderately high to high volumes a basesuperimposing of activit~es i~ u~avoidabl,e. In thi~ event length for the Advance Waming Area of 1000 m iscarefully prepared special signIng techniques will have required. If traffic volumes are low and/or approachto be employed. speeds in the region of 80 km/h, this length may be
3 In the interests of safety these principles should be reduced to 600 m. This reduction applies particularlycarried through to the preparation of less complex when changes in road conditions, such as alignment ortraffic management situations. A systematic break- width, occur within the main site.
~own of any si~e into sta~d~rdised sub-co.mponent~ is ego a section of 16 kilometres of rural road may belikely to r~sul~ In more effl~lent and s.afe site operation under repair or reconstruction -the effects of work onbecause It will al~ow the ~Ite supervl~or to clearly un- traffic will vary widely through the site -assuming a8'" derstand the traffic operation of the site. 120-100 km/h approach speed and high traffic vol-
~~;;\ 4 In certain instances it will be necessary to create,within umes, a full Advance Waming Area sign sequence
sections of a roadworks site, conditions where traffic is covering 1000 m should be used -speed within the sitereduced to one-way operation. In this event the pas- is likely to be controlled at 80-60 km/h -at thesesage of traffic will have to be controlled manually or approach speeds the secondary Advance Warningautomatically. Three methods of traffic control avail- Area sign sequence for local deviations can be reducedable are: to 600 m in length, or, for simple cases, even to 400 m.
(a) flagmen; 3 Urban sites will commonly have limited space for Ad-..vanced Warning Area signs. However, every attempt
(b) STOP/RY-GO signs, should be made to provide adequate advance signing.
(c) temporary traffic signals. High speed arterials should normally have sufficientlyD t .1 f th t ff. t I th d ,. long block lengths to allow Advance Warning Areas in
e al s 0 ese ra IC con ro me 0 s are given In ,S b t ' 13 3 9 the range of 600-300 m. On lesser roads or In busy
u seclon ... b . h rt Ad W . A .thuslness areas, s 0 er vance amlng reas In e
5 As part of the general traffic management effort at a range of 150-75 m should be used. In the latter cases,roadworks site, the resident engineer AND the contrac- consideration should be given to taking lane closurestors' representative dealing with temporary signing and and the relevant signing into the preceding block.delineation should institute a regular programme of ..checking the site for compliance with specifications, 13.3.3The Transition Area
including sign cleanliness, This inspection programme 1 This is the area in which drivers are required to take an~ should occur as frequently as necessary to keep the action, such as:\J site correctly signed and delineated. This may need ,. , ., ,
several inspections a day. The inspection programme (a) shift position on the roadway wIthout reduction In
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
13.3.2 TRAFFIC MANAGEMENT
the number of lanes; marking of a temporary DIVIDING or NO OVERTAK- I
(b) merge two lanes into one (lane drop); ING line where appropriate. This line should be ,
supplemented by temporary roadstuds. (3 . (c) cross the central median (crossover); .
3 If the section of detour running parallel to the work area
(d) enter a detour completely separate from the road uses asymmetrical lane configurations, drivers should.
under construction. be reminded of this situation by using lane arrangement
2 The transition area must be clearly defined using de- signs as.shown in ~igure 13.:0: If the condition exists
lineator plates and should conform to the layout for con.slderable distances, It IS ~ecommended that
depicted on the guidance signs preceding it. The more t~ese signs be ~ep.eat~d at regular I.n~ervals and that a
complex roadworks sites should be broken down into dlsta~?e plate IndIcating t~e remaining extent of the
a number of standard transition situations. No signing condition be added to the signs.
for subsequent transition conditions should be included 4 Where an asymmetrical lane configuration is varied to
within a transition area. permit overtaking through a long site for instance, then
3 The transitionary action required of traffic can be the si~ni~g and ~arking of this tre~t~ent should !~'I.ow
achieved in a limited number of ways eg.: the pnnclples laid down for transItion and stablllslng, areas. An example is given in Figure 13.70.
(a) a taper;5 Experiences with major road rehabilitation contracts
(b) a crossover; , have shown a tendency towards increasingly long road
(c) a deviation (normally reserved for complete re-rout- sections under construction. There may be very valid
ing). economic reasons for such a practice. However, if a
site is going to be long, extra care must be taken to
4 The length of a transiti.on area will depend on. t~e ensure adequate overtaking opportunities. In addition,
I:)approach speed of traffic and the amount of shIft In great care must be taken to control the manner in which
alignment involved by the transition. Details of the work phases are completed and reopened to traffic. ",..
length of tapers and crossovers are given in Subsec- The random mixture of full construction, with and with-
tions 13.5.5. and 13.5.6. out road markings, and short incomplete sections of
13.3.4The Stabilising Area work ~hould be avoided .at all. costs. The resultant
confusion on the part of drIvers IS to be expected, and
1 The purpose of this area is tc allow traffic flow to can be extremely hazardous.
stabilise after negotiating a transition area before ..
reaching another change of condition. If more than one 13.3.7The Termination Area
transition area is required to achieve the final traffic 1 This area involves the return of traffic to normal flow
configuration, the signing for second or subsequent conditions. In simple cases this can be achieved by a
transitions should be located within the stabilising relatively rapid taper of delineator signs. In more com-
area{s). The stabilising area is normally defined by plex conditions a reverse crossover may be required.
delineator plates. This should follow the same principles given for such
13.3.5The Buffer Zone conditio~s at the start of a site and dealt with under
Subsections 13.3.3 and 13.3.4.
1 This is the limiting form of stabilising area.lt is normally 2 C .d d r "t .used between a transition area and the work area. In a .ourtesy signs an pe:~anent ~'pee Iml sIgns restor-
.t t.. , . th 0 trans ' t ' o th Ing the normal speed limit conditIons should be erectedSl ua Ion Invo vlng more an ne I I n area e. .b ff .11 ft th t .t . I t adjacent to each other as soon as possible after the
u er zone WI occur a er e ransl Ion area c oses d f th T . t.A.., en 0 e ermlna Ion rea.
to the work area. The principal functIon of the buffer 0zone in such situations is to separate the traffic from 13.3.8Traffic Management Planning
the workers at the site in the interests of worker safety. It can be a relatively short distance but never less than 1 It. IS not possible to predetermine how all construction
50 m. Provision of a longitudinal buffer zone, and slte.s shall be managed bec~use there. are too many
indeed a lateral buffer zone within the work area must varIables. As has been mentioned earlier, however, It
be considered as fundamental to effective ~orker is considered very important to plan, and work, in a
safety. systematic manner and in standardised steps. The
objective of such an approach is to optimize site effi-
13.3.6The Work Area ciency, traffic flow and all aspects of safety.
1 This area must be adequately defined by delineators in 2 The temporary road signing system covered by the
the less complex conditions. Where there is a risk to typical applications in this chapter have been docu-
traffic or workers of vehicles entering the work area, mented and in use for several years. However well
temporary barriers of a standard sufficient to prevent developed the system may be, there will always be
vehicle penetration are recommended (see Subsection scope for improvement and refinement. It is therefore
13.5.3). important that practitioners develop their utilization of
..the system along disciplined lines and include feed-2 When traffIc IS relocated well away from the work area, b k t II h f th D t . , 13 21 1 .d I h I h f h k ac a a p ases 0 e process. eal .., In
little actIon IS require aongt e engt 0 t ewor area F. 13 21 .11 t t b kd f t t d.Igure .I us ra es a rea own 0 a s ruc ure
other than to protect contractors' vehicles and employ- I .'f I . I . t t ff. fl P anmng process.
ees. I such a re ocatlon resu ts In wo-way ra IC ow
then special atte~tion should be. paid to the definition 3 At a more detailed lev.el planners should !den~ify the ~
of the line separating the two traffic flows. Under normal component parts of a site long before ordenng signs or (\Jconditions, the minimum treatment should involve the transporting them to site. Detail 13.21.2 shows an \ i '"
ROADWORKS SARTSM-VOL2 NOVEMBER 1997..
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TRAFFIC MANAGEMENT 13.3.5
3 TRANSITION 6 STABILIZING 9 TRANSITION 12 TERMINATIONr AREA AREA AREA AREA
.* ACTION required * flow etebilizee CI * ACTION required * return to norllelfroR drivers * worker protec- frail drivere flow
* possibJe unstebJe tion , * possibJs unstebJe * possibJe driverfJow on exit .fJow ACTION~ * possibJs unetebJe Exi t
flow
Sectioo1 ~ " t
9 ~BOm-300N 100m-300m ~ BOm-300m ~
2 AOVANCE 1 5 SECONO B ADVANCE 1~ 11 WORK AREA 1WARNING TRANSITION WARNING Fj 4 reduced cJear-AREA AREA AREA in ances
C * reouJatory end * ACTION reQuired WORK ~ * opposing traffic, werning eigne frail drivers ~ * overtakIng op-
* NO specieJ ec- * dependent on site AREA portunity treet-.tion fro~ a-ive9 * possibJe unstebJe * Jillited space .ent lIey be ra-
fJowon exit .reouJetory and ~ Quired with in-werning signs ~ creesing Jength
1m
~~
BOOI-1.5kN 60m-300m E2 30Qrn-400m 500m-15km
1 PRE 1~ 4 STABILIZING 7 WORK AREA' 10 STABILIZINGADV ANCE ~ AREA .reduced cJear- I AREAWARNING * fJow stabilizes sncss .flow stabilizes
.optioneJ m .w~rker protec- .opposing traffic * worker protec-* werning or infor- tlon .overteklng op- tlon.' 8etion sjgns * optioneJ B<!vence portuni ty treet-
.\; ~-2kll werning aree 8ent lIey be re-'I ~ ,QUired wj th in- , ~
Fj I creasing length I~
tEn:Y ~
Section 9
~NOTE:This diegral represents a typical work si te wi th two lain areas of work.
0 Fig 13.22 Schematic Arrangement of System Sections,
~
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS-~
13.3.6 TRAFFIC MANAGEMENT-.
arrangement of typical site components. Almost procedures and STOP/GO control is to regulate and
everyroad construction or maintenance site, however control traffic flow, and to warn drivers of a potential
small, can be broken down into the basic system com- danger ahead. Regulation and control of traffic by 0 Iponents. At a m~jor site each of these may be several flagmen will normally be undertaken to allow access by , '
hundred metres In length, whereas, for a small urban construction vehicles or to operate one-way traffic flow.
maintenance exercise they may each be only a few Such interruptions in an already restricted traffic flow
metres in length. At a training level it is important that should be kept to a minimum. Drivers will become
maintenance crews "think" out all the components, irritated by delays in excess of two minutes. Irate,
even if all that is placed on the road is a set of deline- impatient drivers will be inclined to disobey traffic con- :
ators or traffic cones. trol measures and speed limits at roadworks, to the risk i4 Figure 13.22 shows a similar arrangement to that given of site staff an~ th~mselve~. Flaggin.g procedures can !
in Detail 13.21.2 but gives more detail on the function be very effectIVe In dra~lng attention to hazardous
of each component of the site and illustrates how the featur~s of a roadworks sl~e beca~se of the flag move-
different components form a cohesive and flowing site. ment Involved. The basIc flagging procedures are
described briefly below and in full detail in Figure 13.23.
13.3.9Traffic Control Methods -One Way Detail 13.23.3 illustrates some innovative flagging
Traffic techniques.
1 The choice of the traffic control method to be used will To stop traffic flagmen shall face approaching traffic
depend on the speed and volume of traffic,and on the and extend the flag horizontally, at right-angles to the
length of, and visibility on, the section of roadway traffic lane, in a stationary position so that the full area
subject to control. of the flag is visible hanging below the staff. The free
...arm should be raised with the palm towards the ap-2 Flagmen are a simple and flexible method of traffic proaching traffic (see Detail 13.23.1) .
control suitable for use when traffic volumes are less ~than 200 vehicles per hour. The flagmen at each end The signal to proceed may be given when it is safe ~
of the one-way traffic section must be clearly visible to for traffic to proceed. The flagmen shall stand parallel
each other and the section should not exceed 100 m to the flow of traffic and, with flag and arm removed from
in length. If the obstruction is intermittent the need for the view of the driver, shall signal traffic with his free
flagmen may be occasional. arm to proceed. The red flag shall not be used to
signal traffic to proceed.3 Flags should be at least 450 mmx450 mm and should
be made of a durable fluorescent red-orange or red To slow traffic down flagmen shall stand in the posi-
cloth fastened to a staff at least 1 metre long. The free tion for stopping traffic as set out above and move the
edge of the flag should be weighted to ensure a vertical flag up and down at a steady pace. When the approach-
position during windy weather. A diagonal stiffener may ing vehicle has slowed down sufficiently, the flagman
also be used for the same purpose. shall change his stance and give the signal for traffic to
proceed.4 Flagmen stations should be located far enough from
the roadworks to ensure that drivers have sufficient 8 STOP/RY-GO R1.5A and R1.58 portable sign should
distance to slow down before entering the work-site but be used when traffic volumes exceed 200 vehicles per
not so far away that the drivers will tend to increase hour and one-way traffic operation is essential for safe
speed before passing the work-site. The flagmen passage thro.ugh a work section greater than 1 00 ~ in
should stand either on the shoulder adjacent to the lane length. The signs should be controlled by a responsible
of traffic they are controlling or in the barricaded lane. person who should have at least the qualities referred
Under no circumstances should they stand in the traffic to in pa~~graph .13.~.~.6. The sign should. be p~sitioned :
lane. In rural areas flagmen should be clearly visible to so th~t It IS readily vls~ble to the app~oachlng drIVer (~ee ~
the traffic they are controlling from a distance of at least Detail 13.23.2). A typical advance sign sequence which V
150 m. For this reason they should stand alone/never should be set up a.head of t~e ~TOP and GO/RY signs !
permitting a group of workmen to congregate around R 1.5A and R1.58 IS shown In Figures 13.40 and 13.44. I
them. The workers controlling the signs should be visible to
each other, or be in radio contact, and the most respon-5 Distinctive clothin~ s~ould be .worn by flagmen on sible employees should be detailed for the purpose of
duty so that the public will recogmse them and respect co-ordinating traffic flow.
indications given by them. They should be issued with ...fluorescent-coloured helmets and safety jackets as 9 Temporary TraffIc Signals should be used If one lane
illustrated in Figure 13.30. one-way traffic is required to operated at night. Tempo-
...rary traffic signals should also be used if6 The careful selection and training of flagmen before flagmen/STOP-RY/GO/radio operation of a one-way
making them responsible for the flow of traffic is essen- section without intervisibility is not satisfactory for what-
tial. The efficiency of flagging control is often ever reason. As traffic volumes increase above 500
dependent on the intelligence of the flagmen. Flagmen vehicles per hour, the use of temporary traffic signals
should have good eyesight and hearing, and be men- to minimise delay to traffic is recommended at all one
tally alert. lane one-way sites (see also paragraph 13.3.9.3).
7 Flagging procedures are prescribed in the Road Traf- Temporary traffic signals should always be used with
fic Act and must be standardised so that the travelling the appropriate warning signs. The temporary marking
public throughout South Africa can expect to be given of a stop line is recommended.
the same signals by flagmen controlling traffic. Details Aare illustrated in Figure 13.23. The purpose of flagging The cycle of a fixed time traffic control signal should be ~
carefully adapted to the specific work area. The green '
ROADWORKS SARTSM-VOL2 NOVEMBER 1997--. ..-
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13.3.8 TRAFFIC MANAGEMENT
signal face should be illuminated for a period which contra-fl~w ~peration, suc~ as gr~ss cuttin~ on.a cen-would be sufficient to permit a group of vehicles to pass tral me~lan, It must b.e equipped with a flashmg light onthrough the area followed by an all-red period for both each side of the vehicle.
directions ~o allow complete clearance of the section 3 In addition, it is r~commended that slow-mov!ng ve~i- ~by the vehicle group. cles used for mobile or stop-start work be provided with J
Depending on the anticipated traffic pattern, a vehicle high visibility rea~ tr~atment. Th!s treatment may. in-
actuated traffic control signal with temporary actuation c~u~e a road traffic sl~n appropr~ate. to the operation,loops is likely to be more efficient in the handling of similar to the example Illustrated In Figure 13.31. If thetraffic. vehicle itself is not suitable for such treatment, it should
tow a trailer suitably provided with a high visibility rearThe installation of temporary traffic control signals to- treatment. The use of a trailer is particularly relevant together with the proposed timings sequence should operations which can be carried out from a conven-receive the prior approval of the road authority con- tional motor car, such a", road surface conditioncerned. surveys. Such a vehicle cannot be easily differentiated
Atypical traffic management layout for temporary traffic from normal traffic and it may be travelling at 10 km/hcontrol signals is shown in Figure 13.57. instead of 100 km/h, an extremely hazardous opera-
...tion. In this event a trailer with high visibility treatment10 Qne-way operation of long s~tes IS ~ot generally reco~- will offer a simple safety device together with a conven-
mended. If no other alternative exists, then such a site ient way of carrying test equipment.must be provided with adequate passing places. The Ipassing places must be located so that they are inter-visible. This will allow approaching drivers to exercisea yield procedure. One direction of traffic should begiven priority over the other through the full length ofthe site unless some specific condition of the site r~makes such a control arrangement unsatisfactory. The Vdirection of travel which must yield right of way shall beindicated by appropriate signs. Each passing placelayby shall be signed to indicate the right of way priority.It is recommended that on sites over 1 km in length,reassurance signs be located to advise drivers of theextent of the site remaining.
13.3.1 0 Traffic Control Methods-Slow-moving Work
1 Many general maintenance operations on roadwaysnormally require some form of lane closure. Typical ofsuch tasks are the following:
(a) road marking;
(b) road surface condition surveys;
(c) alignment surveys;
(d) deflectograph surveys;
(e) grass cutting; fJ II
(1) street lighting maintenance;
(g) gardening/weed spraying;
(h) roadstud application;
(i) service installation.
These operations all require a slow-moving, or stop-start operation on the roadway, and due to the natureof the task this will normally extend over many kilome-tres. This has traditionally involved dropping one laneover such a distance, much to the disadvantage oftraffic. The number of traffic cones required and thetime needed to place them can be saved by carryingout such operations from, or in front of, a vehicle orvehicles equipped with high visibility rear treatment ortowing trailers with such equipment.
2 Vehicles used for slow-moving maintenance opera-tions or survey work should be painted in conspicuouscolours and be equipped with one or more yellowflashing lights. If the vehicle (or tractor) is used in a :::)
ROADWORKS SARTSM-VOL2 NOVEMBER 1997! ..
.c' 'C,,~-~~
SETTING SPEED LIMITS 13.4.1
13.4 SETTING OF SPEED LIMITS ATr ROADWORKS\ 13.4.1 General levels of superelevation are rarely provided (re-
..,.. .verse cambers or superelevations may even1 Excessive vehicle speed IS a majorcontrlbutorto.ac.cl- occur), the design engineer should relate his tem-
~ents at roadwork sites. The purpose of speed I!mlts porary road geometry to the anticipated roadIS therefore to reduce the number and severity of conditions bearin g in m 'lnd the d f I. t..d .. I I .. h h ' nee or realslcacci ents to minimum eve s consistent wit t e Speed limits Likel y values for "e" ".1" d "R"
f.. f th d ff'. t t ff. fl A .,an or aprovIsion 0 smoo an e Iclen ra IC ow. t site can be applied to Table 132
to d t .d k ' h I t.. t d d ..e ermine an
roa wor ,s sites t e norma '. or an Icl~a ~ ,roa envl- appropriate design speed/speed limit.
ronment IS changed. The driver, on his first encounterwith the roadworks, has difficulty in determining a safe In the context of roadworks situations the treatmentspeed through the changed road environment. In add i- of tapers in roadway width is also an importanttion, detail changes may be made to long term sites so aspect of the horizontal alignment presented tothat even the regular user may find his judgement of drivers. Design criteria for tapers are covered incircumstances inadequate. Section 13.5.
2 It is essential that speed limits are realistic and that The vertical profile of a road is also a critical geo-the public can learn to respect and rely on them. In metric element particularly when low standards aredeciding on speed limits for a site the following factors applied to temporary elements such as deviationsshould be taken into consideration: or detours. In the past, poor attention to the combi-
..nation of temporary vertical and horizontal(a) the d,eslgn speed of the geometrIc components of alignment has often created hazardous conditions
C the site; within roadworks sites. The effects of low standard
(b) the applicability of advisory speeds; vertical alignment must be analysed as part of the.., .traffic accommodation planning process including
(c) the proximity of works and machinery, adjustments to standard positions for signs relating
(d) traffic volumes and the effects of loss of road ca- to a subsequent hazard.
pacity; (b) Stopping Sight Distance
(e) t.he, likelihood of adequate enforcement of speed The stopping sight distance is the distance a driver
limits; must be able to see ahead in order to stop in safety
(f) the length of the site. as illustrated in Figure 13.25. This is normally based., ...on the vertical or horizontal sight line between a
3 It IS Important that designs of traffic accommodation d . r' I t d 1 05 b d I I t, .rive s eye oca e , m a ove groun eve 0measures take these factors Into account. In planning b ' t th d h d h. h . 0 15 ' .an 0 jec on e roa way a ea w IC IS, m Inthe traffic management and work phases the need h . ht If It d d ki rt. Ielg. a ere roa mar ngs are a pa ICU arf~r unrealistically low ~peed Ilml~s, ,over excessive feature of the site, consideration should be given todistances, must be avoided. If a site IS long and there reducing the object height to zero so that the driveris a localis~d need for a low speed, the speed limi.t for can observe the road markings at an adequatethe ",:~ole site shoul,d ~ot be dictated by such locallsed distance. Once stopping sight distances have beenconditions. Speed limits ~hould rather be redu,c~d 10- determined relevant design speeds can be ob-cally where nec~ssary, :.vlth a re,commended minimum tained from graphs in Figure 13.25,length of operation within long sites of 300 m to 500 m.0 Alternatively the use of localised advisory maximum (c) Width of Roadway
; speeds should be considered. The travelled way is commonly reduced in width at
13.4.2 Design Speeds roadworks sites. Particular attention should be paidto conditions when parallel reduced width lanes
1 The basic safety principles governing the design speed pass through reverse curves so that sufficientof permanent roadways should also govern the design space is available for large vehicles. The followingspeed(s)at roadworks sites. Geometric standards and recommended speeds may be related to Tabletraffic control should be kept at the highest levels 13.3:possible. The traffic control plan should be designed on .the assumption that drivers will reduce their speed only (I) Rural 3,6 m-3,1 m -100 km/hif they clearly perceive a need to do so. 3,1 m and lower -80 km/h
2 The following factors should be taken into account (ii) Urban 3,6 m and higher -~r~vailing speed
when deciding on design speeds and these speeds limit. .applied to Table 13.3 as potential speed limits: 3,6 m-3,1 m -~r~vailing speed
lImit(a) Geometry of Travelled Way 3,1 m and lower -60 km/h.
A most important factor in relation to. temporary If more than one lane width of roadway is available,alignment is the horizontal curvature. Figure 13.24 but insufficient width for two, even narrow, markedgives details of reverse curve treatment and Table lanes, it is recommended that the lane be deline-13.2 covers a range of minimum radii in relation to ated at a standard width. This will discourage
0 desig~ speed, superelevation,~nd side frict!on fac- attempts to overtake when insufficient lane width istor. Since road surface conditions vary widely at available.changes of direction and at detours, and correct
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
-'-';;;~-""".'-"'-~ ~ "O'---, c--- -
13.4.2 SETTING SPEED LIMITS
TABLE 13.2 MINIMUM RADII OF HORIZONTAL CURVATURE TABLE 13.2 (~
Anticipated 85% ile Speed (km/h) R1 (1) R2(1) R3(1) R4(1)
(m) (m) (m) (m)
50 80 124 189 24860 110 186 280 37270 160 264 393 52880 210 360 531 72090 270 477 694 954 1100 350 618 887 1236 !
110 430 786 1113 1572120 530 986 1375 1972
NOTES:
(1) The figures in Table 13.2 are derived using the formulae: (J
e+f= ~ and R= v2127R 127 (e + f)
where e is the superelevation rate (rn/m)f is the side friction factorv is vehicle speed (krn/h)R is the curve radius (m)
and where -for R1 e = 0,1 (1 in 10) and f = fmax-for R2 e = 0 and f = fmax-for R3 e = 0,025 (1 in 40) and f = 0,5 fmax-for R4 e = 0 and f = 0,5 fmax
and fmax = 0,19 -~ (ie 0.16 at 50 krn/h to 0,10 at 100 krn/h for GOOD road surface)
(2) For practical purposes a minimum 85% ile/design speed of 50 krn/h is considered realistic. (If significant delays are
acceptable this minimum may be reduced 30 km/h in urban areas.)(3) Values of "e" and "t" have been chosen to cover a normal design range with respect to roadworks deviations. It ()should be borne in mind that "f" values could be very much lower than 0.5 fmax due to poor road surface conditions ( I
, ,(mud, bleeding surface or loose gravel or chippings). ' ,
(4) Table 13.2 is not a design table. It is intended as a guideline to demonstrate the effects of sub-standard superelevationand/or side friction factor, to assist designers in their choice of curve radius and/or speed according to anticipatedconditions. If values of "e" and "f" can reasonably be assumed, radii can be interpolated, from the table. Since thereis a wide daily variation in site conditions this method of selection is likely to be adequate provided the designer
assumes the worst likely conditions.
a.:ROADWORKS SARTSM-VOL2 NOVEMBER 1997
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13.4.4 SETTING SPEED LIMITS
(d) Workmen Near or Crossing Travelled Way 13.4.3Summary -Temporary Speed Limits
Pedestrians and workers are very vulnerable when 1 Once the various factors have been considered, andinvolved in an accident with a motor vehicle. Spe- the design speed/limits appropriate to those factors ~cial efforts must, therefore be ,!,ade to en~ur.e their which, ~re r~levant have been se.'e.cted accordi~g ~o the \Jsafety, As a guide the following speed limits are prevailing circumstances, the minimum speed limit canappropriate when workers are on site (refer to Table be selected with the help of Table 13.3. If this speed
13.3): limit is considered unrealistically low, the factor which(i) 3 m or less from the travelled way determined it should be re-examined with a view to
-50 km/h upgrading the relevant standards to the requirementsfor at least a speed limit equal to that determined by the
(ii) more than 3 m from travelled way next lowest factor, or the use of a localised advisory-60 km/h(urban) maximum speed should be considered.
and no need to cross travelled way-80 km/h(rural), 13.4.4Speed Limit Enforcement
(e) Construction Vehicles Near, Entering or Leav- 1 The traditional methods of speed measurement anding Roadway enforcement can all be used at roadworks sites. How-
, ., ever, stopping motorists is rarely safe and causesLarge slow-moving c~nstructlon vehicles are a h,az- considerable congestion. There is also rarely adequateard, When such v~h~cles ar~ present and active, space to pull offenders out of the traffic stream. The usetemp.orary speed limits as given below should be of speed enforcement by camera, or other similarconsidered, and referred to Table 13.3: means, is therefore considered to be the most effective
(i) stationary within 2 m -60 km/h(urban) way of apprehending offenders. The objective, never--80 km/h(rural) theless, is to get all motorists to reduce speed. It is
(" ) t t. th 2 .1' d important, therefore, to make motorists aware that such0II s a lonary more an m -prevallng spee ., , .,
I.. t( rb ) enforcement IS In progress by the use of very vIsible 'Iml u an '
-100 km/h(rural) and repeated signs.
( ." ) t ' I . th 50 km/h( rb ) 2 If the need for speed limit enforcement has been iden-III en erlng or eavlng e -u an .,. , ,
t II d 60 k /h( I) tlfled In the planning stage, traffic control plans andrave e way -m rura '
( 'd d t t. h ' I . t contract documents should be flexible enough to beprovi e cons ruc Ion ve IC e access IS no .." , .th ' t II d ' b STOP GO easily modified to Include provIsion forthe use of speed
0 erwlse con ro e I.e. y -con- ..t I fl t t ff ' , I ) control methods such as extra flagmen, traffic officersro agman or emporary ra IC signa s ...,, and enforcement equipment, A unit Item approach for
(f) Proximity of Fixed Objects or Excavation the relevant traffic safety items would allow for allF' d b ' t t ' I t th d contingencies. State, provincial and local authorities
Ixe 0 Jec s or excava Ion c ose 0 e roa way ., ,h ' fl th ' ty f .d t A are encouraged to make special contractual provIsions
ave an In uence on e severl 0 acci en s, s .., .,a guide the following speed limits should be consid- for the I~cluslon of the employment of traffic officers In
d d f d t T bl 13 3 the traffic control plan.ere, an re erre 0 a e .:
(i) urban area with more than 20 fixed objects 13.4.5 Speed Reductions
per km 1 The need for speed reduction can be effectively indi--less than 1 m from edge or road 60 km/h cated by one of two methods:-between 1 m and 2 m 70 km/h-between 2 m and 3 m 80 km/h (a) warning of an advisory maximum speed; or
(ii) rural area with more than 10 fixed objects (b) red~cing the regulatory speed limit. ,~
per km 2 An advIsory speed supplementary plate may be used ~-less than 1 m from edge of road 70 km/h in conjunction with an appropriate warning sign to-between 1 m and 3 m 80 km/h recommend the maximum speed at which a local po-.more than 3 m 100 km/h tentiallY hazardous section of roadway should be-more than 5 m 120 km/h negotiated. The advisory speed should be determined
(iii) excavation greater than 300 mm -60 km/h by the resident engineer and the site safety officer after-70 km/h. field trials.
3 In the case of high traffic volumes, it is essential 3 The spe.cification of a reduced regula~ory spee? limit ~sthat the design speed of the roadworks site be kept ~pproprlate to long-term and longer dlstanc~ SI~~S, It ISas close to the normal design speed of the roadway Important that the. sele~ted speed be not significantlyas possible to reduce congestion, delay and acci- lower than th~t which drivers woul~ r~asonably exp~c~,dent potential to a minimum. or that they will tolerate. In determining the speed limit
various design speed factors should be taken into4 If drivers have to travel for long distances at slow account.
speeds, they are likely to become frustrated and make, .errors of judgement. The length of a section of road- 4 Motorists may well be reluctant to reduce speed suffl-
works should not be used as an argument for ciently.Thepres~nceoflawenfor~ementofficerso~~heincreasing the design speed of the whole section above use of fla.gmen In selected locatlo.ns are two poslt~vethat applicable to localised areas. Rather the length of steps which can be taken to achieve more effective ..the site should be limited to avoid widely ranging design speed control. (\'
speeds within one section. 5 A flagman may be used to bring greater emphasis to \J.
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bear on the posted advisory or regulatory speed. The details refer to the notes with Figure 13.26. I
flagman can use his flag to indicate to the traffic to slow Idown whilst pointing to the speed sign or waming sign
with his other hand (see Figure 13.23). Flagmen should l~be alert and well trained in flagging techniques. They Ushould be clearly visible from at least 60 m to 100 mand should wear high visibility clothing. They should i
stand so that they contrast well with their background. I
Law enforcement officers may be employed effectively
in either, or both, of two ways:
(a) a highly visible patrol car can be parked adjacent to
the roadway;
(b) the traffic officer, altematively, may perform a simi-
lar function to the flagman, by actively directingtraffic to slow down.
6 Figure 13.26 shows a selection of typical roadworksenvironments in which speed reduction is achieved bya progressive reduction. A reduction in a postedspeed limit should preferably not exceed 15% of theapproach speed if it is to be successful in actually Ireducing operating speeds. For practical purposes it j ,
may be necessary to reduce speed limits by more than done such increment due to site limitations. In the ma-jority of figures detailed in Sections 13.8 to 13.12 this Ii,..latter approach is illustrated because it represents the "
greater space and signing requirement. This shouldnot be interpreted as over-riding the preferred 15%maximum reduction in the speed limit. For further
TABLE 13.3 SELECTION OF SPEED LIMIT TABLE 13.3
Factor Selected Speed Limit
(i) Geometry 50 60 70 80 90 100 120(ii) Stopping sight distance 50 60 70 80 90 100 120(iii) Width of roadway 60 70 80 100(iv) Workmen near 50 60 80 100 A(v) Construction vehicles 50 60 70 80 100 \J(vi) Proximity of fixed objects 60 70 80 100 120
NOTES:
(1) It is presumed that the road surface of a detour or deviation is maintained in a condition which is safe at a speed limit
selected from Table 13.3.(2) In deciding on the speed limit for the "geometry" factor other secondary factors may be used to "weight" the speed
limit chosen (either up or down).Such factors are:-.quality of delineation;.traffic volumes;.class/standard of roadway (single/dual carriageway).
(3) The "width of roadway" factor may be adjusted according to the following secondary factors:-
.number of lanes per direction;.availability of shoulders;
(4) .passing opportunity.(5) Every effort should be made to keep the length of a long construction site to a minimum consistent with the design
speed of the roadworks deviation and the acceptability of a similar speed limit to motorists.
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TEMPORARY DELINEATION 13.5.1
13.5 TEMPORARY DELINEATIONr 13.5.1 General Sections 13.8 to 13.12.
"'-- 1 -A change of alignment at roadworks generally occurs 3 TRAFFIC CONES TD4 manufactured in a fluorescentwithin transition areas (see Subsection 13.3.3), or on red-orange or fluorescent red plastic material shoulddetours completely separated from the road under be used only at minor short-term roadworks sites dur-construction. The details given in this section refer ing daylight. They may also be used in connection withmainly to conditions where such changes of alignment mobile maintenance operations such as grass cutting,require particular attention and action on the part of the sign cleaning, road marking, street light repair, etc.driver. They do not cover normal, and sometimes sub- Cones used in urban areas with low speed trafficstandard, changes of alignment required by the should be a minimum of 450 mm high. For higher speedtopography of the countryside through which a detour applications a minimum height cone of 750 mm shouldhas been built. Such situations should be signed in the be used. If work at sites where traffic cones are in usenormal way using warning signs conforming to the is forced to continue into dusk and/or night time, alltemporary road traffic sign colour code. cones must be fitted with white retroreflective sleeves
or they must be replaced with DELINEATOR PLATE2 The channellsatlon required at change of alignment IS signs TW401 or TW 402 Th I bh. d . h . d d I.. d ..e s eeves may e remov-
ac leve using tec mques an e Ineatlon evlces as abledetailed in the following sub-sections. .
..~4 GUARDRAIL DELINEATORS TDI, or similar deline-13.5.2 Delineation ation devices, should be used to demarcate the line of1 The traditional device used to provide delineation in any temporary barrier provided at a roadworks site in
South African has been the 200 litre drum. The use of terms of Subsection 13.5.4. Device TDI is designed forO ?;'f} drums should be phased out and they should no use ~ith a W-Section Guardrail. If a similar device is
., longer be specified in contracts or used by road required to demarcate some other form of barrier, suchauthorities. Drums should be replaced by DELlNE- as a P?rtable shaped concrete barrier, the shape andA TOR PLATES which should be manufactured to the mounting may have to be adapted.
requirements given in Volume 4 from the safest possi- 5 Temporary ROADSTUDS are recommended atble materials. Plastic delineators and bases are changes of alignment on all Class A and B roads andavailable and are recommended. The specification other hazardous locations. They may be used to sup-
of pla~tic deli~eators may ~~ve c~s~ .implications plement DELINEATOR PLATES and/or temporary NOfrom time to time but additional Initial p.u:chase OVERTAKING line. Temporary roadstuds should onlycosts may well be offset due to re-usability and be used strictly in accordance with the standard road-reduced claims for damages from the public. stud colour code given in Volume 1, Chapter 7.
2 DELINEATOR PLATE signs TW401 and TW402 6 Temporary ROADMARKINGS should be retroreflec-have been developed to provide a safer, more visible tive and are essential at any position where the(by day and night) device with which to indicate to temporary roadway is diverted from the normal road-drivers changes in alignment or areas of work. The way, such as at tapers, crossovers and detours. It isplat~ may be used in combinatio~ with other ~elineation equally important that in these situations the existingdevices such as tem~orary barncades, barriers, road- standard road markings be erased or covered by tem-
studs and road markmgs. porary black tape or by painting out with a mattFour sizes of plate are available and their use is rec- (non-reflective) paint. The painting of temporary roadommended as follows: markings should be carefully planned and co-ordinated
0 on major roadworks sites to minimise the need to(a) 1 ~O mmx6,OO mm ". change or erase these temporary markings. Constant
-Int~rmedlate use on long rural sites with straight erasing and variation in longitudinal road markings can
seC,tlons of roadway; produce a situation which, under adverse light condi--minor urban works; tions, makes it impossible for drivers to tell which lines
(b) 200 mmx800 mm are correct. Temporary retroreflective road marking-short rural sites and localised sections of above tape is best suited to temporary markings which areaverage hazard potential at rural sites; going to be in position unchanged, for a long period of-urban class"B" (arterial) streets and other complex time, or for a very short period of time. On high classsites; roads, the erasure of markings by wet (or dry if traffic
permits) grit blasting or high pressure water jet is rec-(c) 250 mmx1000 mm om mended.
-higher speed rural and urban sites, in particularfreeway sites. 7 Plastic DELINEATOR TAPE TD5, Is widely used for
delineation purposes. however, the capability of the(d) 300 m~x120~ m~ ' .tape to provide effective delineation, as opposed to
-special applications where extra emphasIs IS re- hazard identification, should not be over-estimated. It
quired. is recommended that the use of TD5 tape be reservedExamples of the plates are given in Figure 13.27 and for low speed urban environments, or the identificationdimensional details in Volume 4. The delineator stands of specific hazards, obstacles or excavations at theshould be designed not to overturn when subjected to roadside, or within the work area, in addition to the
~ wind gusts of 6? km/h and to coll~~se under impact in other necessary delineation devices.
'-7 the safest possible manner. Specific examples of how (continued on page 13.5.4)and where delineators should be used are given in the
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
13.5.2 TEMPORARY DELINEATIONII
Detail 13.27.1 -DELINEATOR PLATES TW401/TW402 ()
Detail 13.27.2 -TRAFFIC CONES T04
~\J
Detail 13.27.3 -GUARD RAIL DELINEATORS TO1
::JDetail 13.27.4 -BARRICADE TW411!K8EP RIGHT TR104 COMBINATION ( Typical Exeip]e )
Fig 13.27 Typical Delineation Devices tJ '
ROADWORKS SARTSM-VOL2 NOVEMBER 1997'.
-~--' 0___'0 -
TEMPORARY DELINEATION 13.5.3
.
C' TABLE 13.4 DELINEATOR, CONE AND ROADSTUD SPACING AT ROADWORKS TABLE 13.4
Temporary Condition Delineator or Cone Roadstud
Spacing (m) Spacing (m)
Transition taper -1 in10 3 1-2(4)-1 in 20 5 5 or 6 (1)-1 in 30 7 5 or 6 (1)-1 in 40 10 5 or 6 (1)
Transition crossover -curve (2) 5to 10 1-2 (4)-straight (3) 10 12
Stabilising of work area 10 to 15 12(according to site conditions) 20 to 50 24
Termination taper -1 in 5 5 12 or 24
C 'I -1 in 10 7 12 or 24
Straights -short 10 12
-long rural (5) 200 max (6)
-freeway or 50 max (6)
high speed road (7)
NOTES:
(1) Choose spacing to best fit with adjacent sections. Different spacing should be used on adjacent sections,accordingto the table, to achieve the necessary visual impact on the sections of greatest hazard.
(2) The figures given apply to outer curves at crossovers; the spacing may be increased to 10m to 20 m on inner curves
or the delineators omitted altogether.(3) This spacing refers for straights between reverse curves, if used.(4) In urban areas or where the curve radius is 60 m or less a 1 m spacing is recommended.
(5) On long rural straights the delineator size may be reduced to 600 mm x 150 mm as well.
(6) Temporary roadstuds need onlybe used on straights if conditions required by the warrants given in Volume 1, Chapter
7 are applicable i.e. standing water, construction dirt, fog etc.~ (7) Experience has shown that spacings greater than 50 m on freeways may encourage drivers to move onto the work
\-:1 area.
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NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
13.5.4 TEMPORARY DELINEATION
8 Delineator spacing depends on the speed and volume' than 1,5 m; ,of traffic, and the vertical and horizontal alignment at ..[the change of direction. Table 13.4 gives guidance on (c) at all bndges,
sp~cings: Site engineers should be prepared to adjust (d) where obstructions appear to be more dangerous()their delineator plates to best advantage by visual than a guardrail would be;
inspection on site. For rural sites it is recommended ..that the standard spacings given in the table be ad- (e) In restncted are.as between opposing flows of highh d .volumes of traffic.
ere to at all changes of alignment and areas ofc?ncentrated work activity. It is characteristic of such 4 Brief details relating to barriers and their use are givensites, however, that long sections of often straight road in Figures 13.28.
will st~nd for periods of time between phases of con- 13 5 5 Tstructlon. In this event the spacing and size of ..apers
~elineators may be increased and reduced respec- 1 Tapers are used in transition areas on the approach totlvely. It should be noted, however, that any spacing a work area to achieve a reduction in road width or togreater than 50 m makes it relatively easy for vehicles drop a lane altogether, and in termination areas at theto pass between the delineators, to the wrong side, and end of the work area or deviation, to restore the normalat speed. roadway width to traffic. It is extremely difficult to predict
13.5.3 Barricades a~tual traffi~ r~nning speeds in roadworks sites. Evenwith clear signing and regular enforcement, speeds are
1 Barricades can take many forms, but should always likely to vary widely. It is therefore recommended thatbe visible and portable. The objective of a barricade taper lengths (or rates) be specified which are appro-is to demarcate the work area or an area restricted to priate to the top of the likely speed range. Table 13.5site vehicles only. If delineators have been used then and Figures 13.20 and 13.29 give details of differentit. will r~rely be. ~ecessary except at the beginning of a types of taper. ()site or m transItion areas to use barricades. For small 2 T d . b f d.ff : apers are use manum er 0 I erent wa
ys evenamounts of shift m alignment one barricade sign com- 'bination should b d If th h.ft. I" t. within, for example, a transItion area. The function of
.e use. e s I I~ a Ign~en IS on~ the taper has an effect on its recommended length
lan~ width or more, two or mo~e barrlcad.e sign c?mbl- The following types of taper may be specified as illus~nations should be used. Details of a typical barricade trated .n F. U 13 20 d th . I t.
I h. b I Ig re .,an elr re a Ive engt s as asign com matlon are given In Figure 13.27. "rule of thumb," are indicated as a function of'L (as
2 Barricades may commonly be used on their own in given in Table 13.5):
urban areas to redirect pedestrians or to indicate ( ) .t Lt h. rt. I I b ..a merging aper -m;
renc mg, pa ICU ar y y service agencies who have tocarry out excavations in the roadway or footpath. (b) shift taper -O,5L m;
Where these are used with vehicular traffic, they shall (c) shoulder taper -0 3L m'have a night time visibility capability. ' ,
(d) termination taper -O,3L m.13.5.4 Barriers '
13.5.6 Crossovers ~;
1 Barriers must be sufficiently fixed to give physical pro-tection to traffic and workers alike. Typical barriers are 1 When a crossover is provided, it should allow traffic to ~ iW-section steel or portable shaped concrete (New transfer smoothly from its normal roadway position to iJersey) section mounted in accordance with prevailing a temporary position. The treatment of such a cross- '
South African Bureau of Standards requirements. The over must take into account the likely conventionalalignment of barriers shall be defined for night time reverse curve standards for the anticipated speed and, (\)visibility by GUARDRAIL DELINEATORS or similar if lane widths have been reduced on the approaches, "
devices. Special effort should be taken to make the extra widening should be provided through the reverse:face of concrete section barriers visible, particularly at curve to allow for the swept path of heavy vehicles andnight and under conditions of bad visibility. their trailers. This refers to side by side lane layouts in
..either opposing directions or the same direction. An2 When. portable concret~ barriers are used, particular example of this treatment is given in Figure 13.24.
attention should be paid to the end treatment of thebarrier. On low speed approaches a minimum of three 2 For shorter term installations, the use of parabolicsections should be tapered away from the line of traffic reverse curves set out using offsets is recommended.flow and a loose sand bag or open graded stone heap The design of these should take into account speedshould be placed at the end facing on-coming traffic. and shift. An example is given in Figure 13.24. On wide(Note: the specification for open-graded ~tone should carriageways of three lanes or more, when a shift ofbe as for use in arrestor beds). This treatment should more than one lane is required, the use of reversealways be used on high speed approaches unless a full curves in preference to a taper is recommended.
standard taper or curve of portable barri.ers is u.sed to 13.5.7 Flashing Lightsoffset the end from the path of approaching traffic (seeFigure 13.28). 1 Yellow flashing lights may be used to give added
3 B. h Id b. II d. h fl.. emphasis to the signing or delineation of a potentiallyarners s ou e Insta e In t e 0 lowing cases. hazardous location. Their application could be appro-
(a) where the fill is more than 4 m with no recovery priate either singly, in pairs or in sets, to the followingarea; temporary conditions: 0, '=:
(b) where water next to the road formation is deeper (continued on page 13.5.7) { ~
ROADWORKS SARTSM-VOL2 NOVEMBER 1997._i
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13.5.6 TEMPORARY DELINEATION
1 1 ~0 0 y
0
DELINEATOR PLATES MERGING TAPERTW402 0 L
(See Table 13.4)
0
0
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(Longitudinal)
SHIFT 0TAPER \
L/2 TRA
TAP---
DELINEATOR PLATES TW402WCJ1K ZOtE taunted back-to-back
n
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SHIFT DELINEATOR TERMINATION TAPERTAPER PLATES (Matching Shift
L/2 TW401 0 T~r)
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=rs- T~__l : :
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Fig 13.29 Taper Details J
ROADWORKS SARTSM-VOL2 NOVEMBER 1997
TEMPORARY DELINEATION 13.5.7
(a) lane drop tapers and crossovers with restricted 2 When flashing lights are to be installed, the followingvisibility or potentially high approach speeds; factors should be considered:
~ (b) at barricades or barriers particularly at road clo- (a) mounting height;~ sures' , (b) frequency of flash;
(c) at deep excavations in front of or to the side of the ( ) b . ht (" ht . t .t ) " h d o
fft II d .c rig ness Ig In ens I y -Wit I erent day andrave e way, " h "
rug t settings;(d) to warn in advance of limited vertical clearance at (d) ' tt t (th f d fl h.
I" h main enance.a s ruc ure e use 0 re as Ing Ig ts,repre-senting a STOP condition, should be considered at There are no South African specifications for flashing
the structure; these should be capable of being lights as used at roadworks. For details refer to Britishtriggered by an advance height sensing device); Standards or Australian Standard 1165-1982 -"Traffic
( ) b . t h " "th I" .t d I t I b ff Hazard Waming Lamps".e ur an service renc Ing WI a Iml e a era u er
space to the travelled way;
(f) with individual warning signs.
,"
~;
~~~~'
0Condition Taper Rate (2) Rounded Length (L) for 4 m shift
(nominal lane width 3,7 m) (3)
A. Transition Tapers (1)
120 km/h -80 km/h 1 in 50 200 m to 150 mapproach speed to 1 in 40
80 km/h -60 km/h 1 in 30 120 m to 60 m (3)approach speed to 1 in 20
60 km/h -40 km/h 1 in 20 80 m to 30 m (3)approach speed to 1 in 10
under 40 km/h 1 in 10 40 m to 20 m (3)approach speed to 1 in 5
Ct B. Termination Tapers
All (4) 1in10 40mt020m(4)to 1 in 5
NOTES:
(1) Refer to Volume 1, Glossary of Terms. Other tapers may be used to close off shoulders on high class roadways.These may be much shorter than transition and termination tapers. (1 in 5).
(2) When writing specifications for tapers on plans or in documents it is preferable to give pre-determined overalllengths rather than taper rates.
(3) Urban lane widths will normally be less than 3,7 m. The shorter lengths given equate to a 3,0 m lane width.
(4) Depending on the side on which a lane may be re-developed, the added lane side should develop at 1 in 10 and theshoulder side at 1 in 5 (Termination tapers).
(5) The lengths given may be increased or reduced proportionally for tapers over more or less than a lane width subjectto an overall minimum taper length of 10 m (and three delineation devices).
(6) A taper should never be extended continuously over two lanes. If it is required that two lanes be dropped this shouldbe achieved by dropping each lane one at a time separated by a stabilizing area.
0
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
"',., ~ 1_- -'
CONTRACT SPECIFICATIONS 13.6.1
13.6 CONTRACT SPECIFICATION13.6.1 General rary signing and to get the support needed for the
~ contractor to achieve this objective. These penalties.' 1 It is important that the specification and control of can be specified by the hour, for failure to supply listed
roadworks sites be si~n!ficantly impro~ed. In order to signs within a specified time period (a number ofimprove safety and efficiency new traffIc management hours), or a non-listed sign within a reasonable numberand signing techniques are available. These "tools" of days (5 days has been used and should be adequatemust be used well to simplify the tasks of the engine.er close to major centres). These same contracts havein charge, and of the contractor, and to make site also included an ultimate penalty of closing down allconditions more predictable and credible to drivers. work if the contractor has failed to take necessary
2 A traditional method of contract payment for traffic precautions for the safety and convenience of publicaccommodation, namely that of "lump sum" payment, traffic.
results in an inability of an engineer in charge to ade- 7 Such drastic measures should never need to be imple-quately ensure that the contractor pays attention to the mented. It is, therefore, recommended that contractnecessary detail. The complexity of major sites re- specifications require that a member of the contractorsquires a flexible approach to signing and management. staff be nominated as the "Site Safety Officer" with
.This has to be carried through into contract specifica- specific responsibilities to keep the temporary traffictions to enable fair payment to the contractor and accommodation requirements up to specification.effective control by road authorities and their agents. ..T ff. an gement techni ques recommended in this 8 The correct application and enforcement of speed
ra IC m a .. h ff th . h "h th t U ra g e a S y stematic a pp roach to si g nin g lImits may ave an e ect on e way In w IC a contracc ap er enco .. f' d ( S "
3 4)and management which should make tender pricing IS spec! Ie see ectlon 1 " .
0 more simple for co~tracto~s, and insta~lati?n and reac-tion to change on site, easier once the Job IS underway.
3 It is recommended that contract specifications call fortenders based on itemised pricing. This approach maybe used in combination with "provisional sums" to coverunplanned changes in traffic accommodation which willalways occur. However, the "provisional sums" shouldbe used more as contingency items instead of beingpaid out on a proportional basis through the contract
period.
4 Temporary items which should be covered by individ-ual rates are:
(a) temporary signs (rate per sign area including direc-
tion signs);
(b) delineator plates and stands;
(c) traffic cones;
(d) barricades;
(e) barriers (guardrail, portable concrete etc);
() (f) flashing lights;
(g) roadmarking (rate per width, colour, type 01 tempo-
rary marking);
(h) roadstuds;
(i) sandbags;
U) cleaning of road traffic signs.
5 Care must be taken in specifying how the temporarysigns should be provided on the site. This can be done
in a number of ways:
(a) supply only -with separate rates for erection and
relocation;
(b) supply, erect and maintain for contract period;
(c) supply and erect with a daily or weekly mainte-nance extra rate (to be ordered by the engineer incharge -maintenance rates may include for clean-ing, inspection, relocation or put into storage).
~ 6 Major contracts have, in th~ past, included severe'-' penalties in an effort to keep tight control of the tempo-
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
OTHER SITE FACTORS 13.7.1
13.7 OTHER SITE FACTORSI 13.7.1 General part of a roadworks site the use of special grade or even\ , .development of grade yellow retroreflective sheeting,
1 Whilst the mal~ objective of this Chapter IS to ,provide available from some suppliers,is recommended. Thisfor ~s standardlsed an approach to the. a~alysls of the material has very high quality retroreflective prop-traffic management and temporary signing of road- erties and excellent daytime luminance.works situations as is practical, it is also necessary todraw the attention of practitioners to aspects which can 5 Although not recommended, as an absolute economy,easily be forgotten or taken for granted. In fact they may signs which will only be used during daylight hours mayrequire additional thought and attention. The following have a paint finish, unless otherwise required infactors should therefore be considered during the plan- terms of the Road Traffic Act (generally regulatoryning stage of a project, or even once a project has signs). However, care must be taken to avoid their usestarted, if certain hazardous areas have been identi- under adverse visibility conditions, at dusk or at night,fied. All signface materials used should conform to the re-
quirements of SASS 1519-1990.(a) are retroreflective materials according to specifica-
tiE>ns? 13.7.3High Visibility Treatment
(b) would replacement of an existing sign with one with 1 The signs comprising the temporary roadworks signinga higher grade of material help solve an identified system have been developed around a specification forproblem? high conspicuity. There are times, however, when an
( ) h Id dd . t ' I h . h .. b. I 't t h ' b even greater effort is needed to improve the conspicuityc s ou a Ilona Ig VIS I I I Y ec ruques e f rt f th d k S h ff rt ' d? 0 pa s 0 e roa wor s scene. uc an e 0 IS
0 use, particularly appropriate when the object concerned is
(d) are signs and markings being properly maintained? small (a worker), or on its own (a singl~ vehicle), in2 No site should therefore be considered to be, in fact, ~mongst the confused backdrop of a typical construc-
"standard". Site staff responsible for traffic manage- tlon area.
ment should develop an awareness for whatever 2 Special high visibility treatment is therefore recom-unique or peculiar factors a site may have, and should mended for:be prepared to compensate for these in their traffic ( ) k I th O
d . d ., I t ' a wor ers c 0 Ing;management eslgn an signing so u Ions.Th ... f' t . t t. Id (b) construction vehicles,plant and machinery;
3 e most Inslgru Ican main enance opera Ion couresult in the death of a worker if a high level of aware- (c) slow-moving maintenance and survey vehicles;n~ss of prevailing conditio~s is not mai~tained by a!1 on (d) any vehicle used to travel in the opposite directionsite. The factors covered In the following subsections to on-coming traffic ego median grass cutting on aare all important in ensuring that all roadworks sites freeway.operate safely and efficiently,
..3 All workers at roadworks sites should wear conspicu-13.7.2 Matenals for Temporary Signs ously coloured clothing. Overalls and "hard" hats
1 When ordering signs for temporary roadworks use, the should be red-orange, orange or yellow in colour.
rough handling which these signs are commonly sub- 4 Any worker, or official, involved in traffic control opera-jected to should be borne in mind. It is not generally tions or in work which requires him to regularly operatecost-effective to specify long-life materials for tempo- close to the travelled way, orto cross the travelled way,
0 rary signs. Since many signs need to be erected and should wear a high visibility waistcoat or vest of the sortremoved s~veral t.imes duri~g the time-span o~ a job, illustrated in Figure 13.30. This clothing should includethe use of light-weight matenals should be considered. fluorescent materials for best performance during dusk
2 The retroreflective and other materials recommended or in mist, and retroreflective materials for night time
for use on temporary roadworks signs are as follows: visibility.
(a) black -semi-matt finish. 5 All site vehicles should be equipped with one or more, yellow flashing lights which shall be maintained in
(b) yellow background -Class I; working order. Flashing lights fitted must be in use at
(c) red -Class I. any time when a site vehicle or any vehicle deliveringmaterials is parked or operated close to traffic.
3 Those responsible for accepting signs onto a site, orfor ensuring their effectiveness, must make certain that 6 All. vehi~le~ should be regularly c~eaned and should bethe retroreflective materials conform to specifications, painted In light, and preferably bright, colours. The useMaterials of a grade lower than Class 1 may well not of additional boards or rear panels, covered in highlyperform acceptably even from new, and should not visible flu~res.ce.nt and(or retrorefle~tiv~ materials, isbe used. It must also be remembered that although very effective In Improving the consplculty of construc-covered with a retroreflective material all signs also tion vehicles, plant and machinery.
have to perform effectively during daytime. The day- 7 If certain vehicles are regularly used for specific taskstime luminance of certain retroreflective materials, or in close proximity to traffic it is recommended that the
worn or dirty signs, may be inadequate particularly rear of the vehicles be specially treated to make them" when displayed against a wintery bushveld back- highly visible. Such high visibility treatment may include
\-oJ ground. an appropriate temporary road traffic sign (see Figure
4 If it is required to draw special attention to a particular 13.31).
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
13.7.2 OTHER SITE FACTORS
13.7.4Maintenance of Temporary Signs
1 !he natu~e of roadworks sites is ~uch that dust or .mud ,~IS deposited on the retrorefJectlve surface of signs, Vdelineators and barriers. This will lead to a very rapidreduction in the daytime conspicuity of the signs. DE-LINEATOR PLATES, which are mounted very close tothe road surface, will be particulary subject to thisproblem. Dirty retrorefJective signs will also rapidly losea significant proportion of their nighttime effectiveness. IA regular cleaning programme must therefore be un- I
dertaken. Signs must be replaced once they are nolonger effective. Site safety personnel must agree onan inspection procedure to identify signs that should be
replaced.
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13.7.4 OTHER SITE FACTORS ,
0
Yellow f1ashing I~lights J
200mHIGH VISIBILITY WARNING SIGNPLUS FLASHING YELLOW LIGHTS
:)
SWITCHABLE ILLUMINATEDC1ip-on rotating ARROW BOARD
Yellow flashing 1ights
Black :)
Yellow
retro- Fo1dreflective line- 1 --Clip on
warningand/orregu1atorysigns
HIGH VISIBILITY TRAILER
Fig. 13.31 Other High Visibility Treatment Techniques ::)
ROADWORKS SARTSM-VOL2 NOVEMBER 1997
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SHORT TERM WORKS 13.8.1
13.8 SIGNING APPLICATIONS FORSHORT TERM WORKS
f 13.8.1 General (ii) triangular signs -900 mm /1200 mm side
1 Th I. t. f t .. f k length; e app Ica Ions 0 emporary signing or roadwor s
covered in Sections 13.8.to 13.12 have been subdi- (iii) diagrammatic signs -1200 mm x 1600 mm.
vided i~to categories for ease of reference. These 13.8.2 Short Term W kcategories are: or s
(a) short term works (Section 13.8). 1 "Short term work" is generally defined for the purposes, of this chapter as work during which the "site" is af-
(b) rural roads (Section 13.9); fected by the work being undertaken for a duration of(c) urban roads (Section 13.10); up to 24-hours.
(d) freeways and dual carriageway roads (Section 2 ~ost light to medium maintenance work is therefore13.11). Included by "short term work". Maintenance operations
which are:Section 13.12 provides enlarged details of elements .cbvered in other sections and may be appropriate to (a) mobile (or move along the road at a steady rate); or
any or all of the categories listed above. (b) such that at the end of the days work the roadway2 The categorisation of applications used should only be is returned to full use by traffic until maintenance
considered to be general in nature. Many applications recommences the next day (or after a weekend);
may be appropriate in several or all categories. Such are therefore classified as short term work. Conversely,C applications are only detailed once to avoid duplication. any maintenance work during which road traffic signs
Practitioners who do not find the application they are are kept in place for periods longer than 24-hoursseeking in their first choice of category should therefore should be treated in terms of application details givencheck other categories. If their required application is in Sections 13.9 to 13.11.not covered, it will be necessary to determine a similarsituation and to adapt it, with care, to their needs.
3 Sections 13.9 and 13.10 deal with rural and urbansituations respectively. These terms also should beconsidered as general and if a "rural" application isappropriate within an urban area the application detailsshould be used with appropriate adjustments to signspacing and sizes. The signing of roadworks in peri-ur-ban areas will most likely be catered for by rural
category applications.
4 In the various figures the following rules or conventions
apply:
(a) all signs are correctly oriented for the direction of
travel to which they apply;
(b) to avoid confusion with any arrows on road signs or0 markings, the direction of travel of traffic is, where
relevant, indicated thus ;
(c) all details are given in metres but all may be
directly used as "paces" in practice.
5 Signs should be sized as recommended in Volume 1.As a rule of thumb the following sizes are appropriatefor regulatory, warning and diagrammatic signs:
(a) Gravel roads:
(i) circular signs -1200 mm diameter;
(ii) triangular signs -1200 mm side length;
(iii) diagrammatic signs -1200 mm x 1600 mm;
(b) Bituminous concrete or brick surfaced roads:
(i) circular signs -1200 mm diameter;
(ii) triangular signs -1500 mm side length;
(iii) diagrammatic signs -1200 mm x 1600 mm.
~ (c) Urban streets:
~ (i) circular signs -900 mm /1200 mm diameter;
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS-,
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13.8.2 SHORT TERM WORKS,
13.8.3 Maintenance in Road Reserve
1 This application represents the lowest signing level MAINTENANCE UNIT INVENTORY0covered in this Chapter. This signing level is appropri-
ate ONLY when the work concerned does not encroach Sign No Si ze (rom) Quanti tynearer to the edge of the roadway than the shoulderbreak point. Typical activities which might warrant this fAlow level of signing are: ~ TW336 1200 2
(a) verge grass-cutting; ~
(b) cleaning of side drains or cross drain inlets and
outlets;
.[]~~:mJ(c) fence repairs; TIN 11. 3 1200 4
(d) kilometre post repair/maintenance/replacement. []§]
2 As soon as workers are required to move closer to thetravelled way. additional signing consistent with Fig-ures 13.35,13.36 or 13.41 to 13.43 should be used. M FLAGS 450 X 2
3 If the maintenance work gradually progresses along r-- 450the road reserve, the TW336 signs should be movedforward with the work so that they are never more than600 m from the work.
4 All workers should still be provided with the recom- ("8mended bright clothing, even when working off the road J
edge (see Figure 13.30).
5 The sign inventory indicated is a minimum for the typeof work concerned. Any work unit undertaking this typeof work is likely to be a general maintenance unit andwill probably have a minimum sign inventory consistentwith most tasks in this section.
Checklist
0 is the site set up with adequately safe Buffer Zones (see
Figure 13.20)? ]0 are workers likely to get within 3 m of passing vehicles? .J
0 is the maintenance unit vehicle and equipment well offthe road?
0 can signs be clearly seen by approaching drivers -ifnot move them further out?
0 is a higher level of signing appropriate to ensure worker 01and public safety? c
0
ROADWORKS SARTSM-VOL2 NOVEMBER 1997,_. ~~.'f:;'T .
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SHORT TERM WORKS 13.8.3
U if,I
I
I~oo£ TIN11.3
I ~TW336300m WI
I ~ 1-
I ADVANCEWARNING
I AREA
I 1
I
0 I
I
I N8.See Subsection 13.8.3
I for Sign Sizes.
WORK ZONE I
I
I
I
I
I
0 IADVANCEWARNING I
AREA130om.,;" I
TW33611:; I
TIN11.3~ I
I
if'
0 Fig. 13.32 Maintenance in Road Reserve (off the road)
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
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13.8.4 SHORT TERM WORKS..
13.8.4 Firebreak Maintenance
1 Detail 13.33.1 shows a minimum level of signing treat- MAINTENANCE UNIT INVENTORYment which may be used if smoke is not likely to 0represent a hazard. Activities which may be dealt with Sign No Size (mmJ Quenti tyin this manner are grass cutting of a firebreak, includingwork within the public road reserve, and controlled &burning of grass within the verge or close to the road-way, with a low risk of smoke being carried over the ~ TW339 1200 2
roadway due to the prevailing wind direction.
2 Detail 13.33.2 is appropriate when smoke, or the fireitself, represents a hazard or risk to traffic. The most Asignificant difference between the two details is that /1\\ TW343 1200 2when the smoke is a hazard, the flagmen must be ~prepared to exercise discretion and stop traffic. Underextreme circumstances all traffic may have to behalted. On other occasions one-way operation may Qoffer adequate levels of safety. As with any STOP-GO ~ ~ Ai. 5A/ 750 2operation queues of waiting traffic will form. Advance Ai 58warning signs TW343 -TIN11.3 and TW339 -TIN11.4 .
should be moved away from the standard position sothat they are located appropriately for the likely end ofthe traffic queue. The signing requirement of Detail N FLAGS 450 X 213.33.2 is recommended for all accidental fires. r--- C)...450
3 Flagmen operations as required for Details 13.33.1and 13.33.2 shall be in accordance with the provi-sions of Figure 13.23. Any unit which is workingaccording to Detail 13.33.1 must be trained and []B~ TIN 11.3 1200 2equipped to be in a state of readiness to upgrade itsoperation to that shown in Detail 13.33.2.
4 Equipment for operation to Detail 13.33.2 shall includetwo-way radios for the STOP/GO flagmen, who, by 2virtue of the warrant for their operation, will not be able [~:J TIN 11. 4 1200 0 t. 1to see each other to co-ordinate traffic control. If all P lOne
traffic has been stopped, and if a decision is taken toimplement alternating one-way traffic it is recom-mended that each "entry" flagman counts all vehiclespassing his control point and relays this information tothe "exit" flagman, who should then count the vehiclesout of the section.
S If the fire or firebreak is on a dual carriageway roadway,advance warning signs must be placed on both the leftand right sides of the carriageway. ()
Checklist
0 do workers have effective high visibility clothing?
0 are the flagmen correctly trained for their task?
0 are radios in working order?
0 can signs be clearly seen by approaching drivers?
0 is the unit ready to upgrade to STOP/GO control?
0 should consideration be given to a traffic detour?
0ROADWORKS SARTSM-VOL2 NOVEMBER 1997
:-*
SHORT TERM WORKS 13.8.5
.~ OOTE: ~J~ *TINjj.4 \) 1. A work unit at a controlled ~
'- fire must be equipped to j\ = 300m \'t/TW339
upgrade signing to Detail 13.33.2 i VI,. -A~VANCEd .150man to use 2-way radIos. I X.~V'" WARNING AREA
(\ eI ~I~ I
:;. FLAGMAN
I O~ I
ADVANCE FLA6MAN ._-~ I.150m .WARNING AREA I Deta]l 13.33.1
a TW33~~~O~ i' Mi ni mum 5i gni ng When, Smoke is NOT a Hazard..
0 * TIN11.4 Fire ~J~ *TINj1.4 ..I TW339* = Optional signs. .I' W
I "7" 750m-,
NB.See Subsection 13.8.4 I TIN11.3 ADVANCEfor Sign Sizes. "7" 4~ ~oo£ WARNING
I ~ AREA
I 150m TW343
r 5TOP/GO-RY
r .CONTROL
STOP/GO-RY I
CONTROL NOTE:150m X 1. Flagmen must be equipped
with 2-way radios.I 2. Signs must be repeated
ADVANCE!i TW343 450m. I on the right side of one-
WARNING ~ = way roadways.
A j TINft 3 1~REA 300 m I 3. This layout is recommendedTIN11.3 for all accidental fires.
150m. I=TW3~.~/I\\ .I Detail 13.33.2
~ ' Mi ni mum Si gni ng When
* TIN11. 4 Fire Smoke is Across Roadway.
0 Fig. 13.33 Firebreak Maintenance
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
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~~T TERM WORKS 13.8:7
~ NOTES: ~\ 1.Yellow flashing lights 150m~ W336must be visible to j I' ~ ~~-- rfront and rear in ADVANCEall situations. I WARNING
2.Maintenance vehicle I AREA
equipped wi th HIGHfitVISIBILITY REAR I
PANEL (See Figures 13.32T---~~:::- @ I
and 13.411. ~W330 IADVANCE, WARNING ~ ~== I
AREA IL ~TW336C L~~~~~== :
Ij, Detai] 13.34.1
NB.See Subsection 13.8.5 Single Carriegewey 2-Weyfor Sign Sizes. Roads.
j I j
I
I
I
I
() T =~~ I :
ADV ANCE ~ TW330 I ~ TW330
WARNING 14~~== I == 150m /dL\AREAl I TW336
I TW336~W3:0:' ~ == 300, ~ 1
[:~~~J-~~ I ~-t:~~~] TIN 1 1 .3TIN11.3
j j Detai] 13.34.2Dua1 Carriageway Roads.
() Fig. 13.34 Weeds pray Maintenance
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
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13.8.8 SHORT TERM WORKS-.,
13.8.6 Fixed Site -Work on Shoulder
1 The temporary signing treatment illustrated in Figure MAINTENANCE UNIT INVENTORY ,~13.35 is intended for short term work located on the \~ .shoulder of a public road, either in the sense that the Sign No Size (mm) Quantitywork is actually on the shoulder, or is immediatelyadjacent but outside the shoulder, but requires occu- Apation of the shoulder by the work unit. In situations ~ TW336 120such as this, if the work unit's support vehicle is ~ 0 2
equipped with flashing yellow warning lights, it maybenefit the safety of the workers for the vehicle to beparked on the shoulder, at the end of the Buffer Zone,between the workers and approaching traffic. A TW330 1200 12 If the work is carried over into darkness, the TRAFFICCONE delineation devices TD4 shall be provided withretroreflective sleeves or they shall be replaced byDELINEATOR PLATE hazard marker signs @TW401/TW402. Cones used on high speed roads shall ' ~ TA104 1200 1
have a height of at least 700 mm. For details of deline- ..ator and cone spacings refers to table 13.4.
3 Tapers used for this type of work site treatment shouldbe in accordance with Table 13.5. ! 15 Min.Plus
450 ( C4 Advance warning signs should be located up to 600 m T04 750 10 per 100m ::) ,
in advance of the start of the taper for sites with sj te lengthoperating speeds in excess of 80 km/h. In addition,because the signing levels are minimised, extremecare must be taken to note any features of each specific
@8 0 TA201-80 2
,,"-:ork site wh!ch may r~duce the effectiveness of ~he ~ TA201-60 1200 2
signs. In particular, vertical curvature and overhangingvegetation should be assessed. If there are adverseconditions and operating speeds are in excess of 80km/h, or even 60 km/h signs, should be displayed inaccordance with Figure 13.26. The requirements ofTable 13.1 should be adhered to with regard to theminimum mounting height of temporary signs.
Checklist
0 are operating speeds in excess of 80 km/h?
0 does the unit have enough cones/delineators for cor-rect spacings?
0 does the unit have delineators or retroreflective sleeves ~for cones for night time use? 'd
0 is the site set up with adequately safe Buffer Zones (see
Figure 13.20)?
0 is there adverse vertical or horizontal curvature on theapproach to the site?
0 can signs be mounted higher to improve early warningof the site if required?
0;
ROADWORKS SARTSM-VOL2 NOVEMBER 1997._~ .
..;I
SHORT TERM WORKS 13.8~
~ NB.See Subsection 13.8,6 150m~ for Sign Sizes, j I' ~~
l'TW33'F1I
ADVANCE
WARNINGA: AREA
104 1 NOTES:1,Cones should be replaced
I by delineators if the workarea represents a night
I time hazard,I 2,Cones used on high speed
roads should have aC ) I mini~um heig~t of 700 mm,WORK ZONE 3. SpacIng of sIgns may
Demarcated by I be increased to start
Traffic Cones I from 600 m if speedsare 80 km/h or higher or
I sight distance is limited.
4,The imposition of aI temporary speed limit should
I be considered if operatingspeeds are in excees of
I 80 km/h.
5,Taper lengths should beI For Taper. .
TRANSITION .In accordance wIthTR104 detaIls see Table 13.5,
AREA I~~~~ .I Section 13.5.5
,~)~m == .I
0 I~W330 I
200mADVANCE ~ -==WARNING I * Optional treatment
AREA I
1~W336 :L~~~~ ~ ==
j ,
() Fig. 13.35 Fixed Site -Work on Shoulder
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS' .~, i="". ..,...,.,.,.," ~-"C'"",- -~ ""~~c",- -
13.8.10 SHORT TERM WORKS
13.8.7 Localised Small Site
1 This application is similar to that illustrated in Figure MAINTENANCE UNIT INVENTORY 013.36 but is for an even shorter, more localised workarea, which may encroach into the roadway but still Sign No Size (mm) Quanti tvpermit two-way traffic flow. The criterion for two-waytraffic operation under moderate traffic volumes is an Aavailable running width of 6 metres, ~rov!ded spee~s ~ TW336 1200 2can be reduced so that such operation IS safe. This ~width may include localised use of the opposite sideshoulder.
2 The sign spacings given are for low traffic approach Aspeeds appropriate to low speed urban environments. /A\ TW329 1200 1
For higher speeds the sign spacings as illustrated in ffn TW330 1Figure 13.35 should be used, and the reduction of theoperating speed in 20 km/h increments (see Figure13.26), by means of temporary speed limit signs @TR201, should' be considered. ~ TR104 1200 2
3 If traffic volumes are such that two-way operation willpresent unacceptable risk levels to workers and/orvehicles then STOP/GO or temporary traffic signalcontrol should be considered (see Subsections 300 X13.8.11, 13.9.3 and 13.10.3). Safety "Buffer Zone" I [~ LJ I TW411 1 /"7')
spacing must be provided in accordance with Figure 1800 \J
13.20.
4 TRAFFIC CONE delineation devices TD4 and DE- ! 20 M' 1LINEATOR PLATE hazard marker signs TD4 450 In. pus
TW401fTW402 shall be spaced in accordance with 750 1~ per 100m
Table 13.4 and all tapers shall conform to the provi- 51 te length
sions of Table 13.5. When cones are to be used duringadverse light conditions, they shall be fitted with @retroreflective sleeves. The mounting height of all signs ~80 TR20 1-80 1200 2shall be at least that given in Table 13.1 or higher. If the ~ TR201-60 2work unit's support vehicle is equipped with flashingyellow warning lights, it may benefit the safety of work-ers for the vehicle to be parked on the shoulder, at thework end of the approach Buffer Zone, between theworkers and approaching traffic.
Checklist
0 are operating speeds in excess of 80 km/h?
0 does the unit have enough cones/delineators for cor- :0rect spacings?
0 does unit have delineators, or retroreflective sleevesfor cones?
0 is the site set up with adequately safe Buffer Zones (see
Figure 13.20)?
0 is there adverse vertical or horizontal curvature on the
approach to the site?
0 is there safe operating width for two-way traffic opera-
tion?
0 should the use of STOP/GO control or temporary traffic
signals be considered?
10
ROADWORKS SARTSM-VOL2 NOVEMBER 1997 ,.-~.'...~*c_~~~~:';.;~',..;,~~~
SHORT TERM WORKS 13.8.11"':'
! ,I
45-60mI =- ~ T
.~TW336 ADVANCEI WARNING
I 30m AREA
I ""'-~W329
I
I
IBUFFER ZONE0 f .A-. I (incl. Taper)
TERMINATION ~.. IAREA T04.
~
.t! , Om
WORK ZONE NB. See Subsection 13.8.7
ACTIVITY for Sign Sizes.AREA BUFFER
~ TR1 04 .Y ONE ~15-30m ..TW41 1 Barri cade = .~
.For TaperTRANSITION .I details see
AREA TR104/~\ t I Section 13.5.5
0 -~ ~ t ~ I
I ffi4 TW330 I NOTES:ADVANCE 1. A minimum lane width
25-30m ...WARNING .~ I of 3,Om In each dIrectIon
AREA 15m Mln. I should be provided in theL 4 W336 acti vi ty area for two-wayI operation to be continuous.
~ ~~ ~ 2. The imposi tion of a temporary30m Min. I speed limit should be
considered if operating speeds! I , are in excees of 80 km/h.
0 Fig. 13.36 Localised Small Work Site
NOVEMBER 1997 ,SARTSM-VOL2 ROADWORKSCo
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13.8.12 SHORT TERM WORKS
13.8.8 Short Term Lane Closure
1 Fig.ure 13.37 illustrates two short term conditions MAINTENANCE UNIT INVENTORY I~
which can commonly occur on any rural or urban Utwo-lane/two-way roadway. Refer to Subsection 13.8.2 Sign No Size (mm) Quanti tyfor a description of "short term", Longer term applica-tions are covered in Sections 13.9 and 13.10. A(Multi-lane situations are generally covered in Section &\ TW336 1200 213.11). Both applications of temporary signing require ~roughly the same signing but are quite different opera-
tionally. Any general maintenance unit should carry asign inventory capable of sustaining either type of Aoperation. TW329 1200 1
2 Detail 13.37. 1 shows a typical situation where the work It\ TW330 1needs to encroach into one lane but not fully occupy it.Two-way traffic operation through restricted widthlanes is still possible. Due to the reduced lane width, it Ais desirable that vehicle speeds be reduced to a legal /1\\ TW343 1200 2but cautious level ie. reduced speed limit is not consid- ~ered necessary. Under these circumstances the use ofa flagman to slow traffic is recommended. TRAFFICCON ES TD4 may be used for short term work but if this
@situation occurs on a high speed road or freeway, the ~ TR103 1200 2 hcones must be 700 mm or more in height. TR104 V
3 Detail 13.37.2 deals with a similar situation where a fulllane is needed to undertake the work and two-waytraffic is not longer possible. STOP/RY-GO operation ~ R1 5A/signs R1.5A/R1.5B must therefore be added to those ~~. 750 2required for Detail 13.37.1. This mode of operation ~ R1.58
should not be used into dusk or darkness. If it isnecessary to work outside daylight hours, the site musteither be adjusted to allow it to operate as shown in ~ 50 Min. plusDetail 13.37:1, or temporary traffic signals should be TO4 450 20 per 100mused (see Figure 13.57). site length
4 If operating speeds are in excess of 80 km/h additionalspeed limit signs TR201 should be displayed to reducespeed by a maximum of 20 km/h, or in 20 km/h incre- P FLAGS 450 X 6ments to 80 km/h or 60 km/h as appropriate (seeSection 13.4). 450
5 Flagmen must be well trained and shall operate inaccordance with Figure 13.23. I 200 m II ~uu III I TIN 11.3 2
6 If the site has to be maintained in operation into dusk I 3no- I TIN 11 3 1200 20or nighttime, or for more than 24 hours, all traffic cones I ~Ou mi'
should be replaced by delineators. If work is of anemergency or response nature (rather than planned),the site supervisor must assess the likely duration of e~OTR201-80 2the work within the first two to three hours and, if 1200necessary, call for additional signing if these are not TA201-60 2
being carried.
7 In all cases suitable longitudinal and lateral BufferZones must be created to ensure worker and publicsafety (see Figures 13.20 and 13.29). If approachesare subject to high vehicle speeds or visibility limita-tions, sign spacings may be increased out to 600 m.
Checklist
0 are operating speeds in excess of 80 km/h? 0 is visibility to the work area or the first sign in any way
0 are enough cones available for the length of site? limited?
0 is the site set up with adequately safe Buffer Zones (see 0 hd~ehs the dc°r?ntrol of the site need to be upgraded to a , "'Figure 13.20)? Ig er or e .~
0 will the work extend beyond the balance of the working ~day? :
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13.8.14 SHORT TERM WORKSj
"13.8.9 Short Term Lane Drop within ; C!r,
Deviations 'oil'
1 Fi.gu!e 13.3~ shows t.w~ detai!s f?r short term work MAINTENANCE UNIT INVENTORY ~within a multi-lane deviation which Involves the tempo- ...,rary closure of one of the lanes. The treatments shown Si gn No Si ze (mm) Quanti ty , Co"!"..
are only appropriate on deviations on one of the car-riageways of a dual carriageway roadway (commonly Aa freeway) where traffic is operating within a three lane ~ TW336 1500 2cross-section. Since these applications represent ~"roadworks-with in-roadworks" situations, their useshould be reserved for very short term needs andshould only be considered during off-peak traffic times. A2 Detail 13.38.1 depicts a work zone within the single /& TW330 1500 1
lane in one direction. To accommodate traffic one of ~the two lanes operating in the opposite direction has tobe dropped. The signs shown represent minimum re-quirements for maximum portability. LANE DROP sign @TW214 may be replaced by diagrammatic sign ~ TR103 1200 1TGS102 if time, space and convenience permit. The TR104 1advance signs may be located fur1her from the site ifdeemed necessary due to visibility requirements ortraffic speeds.
3 Detail 13.38.2 shows a similar arrangement when it is [~~ TIN 11.3 1500 2 ,one of the two lanes in one direction which needs to beclosed. In this case also sign TW215 may be replacedby diagrammatic sign TGS101.
4 If operating speeds are in excess of 80 km/h additional P FLAGS 450 X 6speed limit signs TR201 should be displayed to reducespeed by a maximum of 20 km/h, or in 20 km/h incre- 450ments to 80 km/h or 60 km/h as appropriate (seeSection 13.4). ! 60 Min. plus
5 Flagmen mus.t be, well trained and shall operate in T04 750 20 er 100maccordance with Figure 13.23. p
site length6 TRAFFIC CONE delineation devices TD4 and DE-
LINEATOR PLATE hazard marker signsTW401/TW402 shall be spaced in accordance with A TW214 1500 1T.able 13.4 and all tapers shall conform to the pr~vi- r.-f TW215 1500 1slons of Table 13.5. When cones are to be used dunng I
adverse light conditions, they shall be fitted withretroreflective sleeves. The mounting height of all signsshall be at least that given in Table 13.1 or higher. If the @work unit's support vehicle is equipped with flashing 80 TR201-BO 1200 2 '
yellow waming lights, it may benefit the safety of work- TR201-60 2
ers for the vehicle to be parked on the shoulder, at thework end of the approach Buffer Zone, between theworkers and approaching traffic. i
,
Checklist
0 are operating speeds in excess of 80 km/h? ~
0 can traffic speeds be reduced effectively to allow theseapplications to work safely?
0 is the site set up with adequately safe Buffer Zones (see.,
Figure 13.20)? J
0 can signs be displayed at a greater than minimum
mounting height?
0 are flagmen alert and well motivated?
0 would flags on the first sign in each direction assistdriver awareness? .
~J:
ROADWORKS SARTSM-VOL2 NOVEMBER 1997
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13.8.16 SHORT TERM WORKS
13.8_10 Installation/Removal of Traffic Data
Logger MAINTENANCE UNIT INVENTORY1 Figure 13.39 illustrates recommended signing for the. ..~
installation, servicing or removal of traffic data logging 51 gn No 51 ze (mm) Ouent1 ty ,.,.,loops on the road surface of a multi-lane, one-way iroadway. The signs shown are lightweight portable/co 1- A 1,- lapsible signs made from a durable flexible and foldable / ~ TW336 1200 2
material for ease of quick placing and removal. Con- ~ventional signs may alternatively be used. Since the"work" being undertaken has very little visual impact initself, it is very important that special attention be paid Ato high visibility treatment of the area. The use of a ~ 1 TW214 1200 2HIGH VISIBILITY REAR TREATMENT on the work unit ~ TW215support vehicle, and/or the use of a HIGH VISIBILITYTRAilER, and the highest visibility clothing for workersis recommended (see Figures 13.30 and 13.31).
2 If it is required to install, service or remove data logging ~. TR104 1200 1loops on a two-way roadway, STOP/GO control should ~be used (see Figure 13.40).
3 If flagmen are used, they must be well trained and shall 30 Mi noperate in accordance with Figure 13.23. A plus
4 TRAFFIC CONE delineation devices TD4 and DE- g TO4 750 5-10 per
0llNEATOR PLATE hazard marker signs 100mTW401ffW402 shall be spaced in accordance withTable 13.4 and all tapers shall conform to the provi- Vehicle High To sui t 1sions of Table 13.5. When cones are to be used during adverse light conditions, they shall be fitted with I V1S1b1lIty VehIcle
retroreflective sleeves. The mounting height of all signs -! Aear Pooelshall be at least that given in Table 13.1 or higher. If the .@ TAl 03/TAl 04 900 1work unit's support vehicle is equipped with flashing plusyellow warning lights, it may benefit the safety of work-ers for the vehicle to be parked on the shoulder, at the TW336 1200 1
work end of the approach Buffer Zone, between theworkers and approaching traffic.
5 Since an operation of this type is only likely to be Yellow 2undertaken during daylight the use of appropriate high ~ Flash Perluminance fluorescent colours on the road signs should 'h{ L. ht V h. Ibe considered. 19 e 1C e
C
Checklist
0 0
0 is the roadway one-way or two-way?
0 is a STOP/GO sign inventory carried by the unit?
0 does the unit have trained flagmen?
0 is a high visibility vehicle or trailer available?
0ROADWORKS SARTSM-VOL2 NOVEMBER 1997
-' ,~2
SHORT TERM WORKS 13.8.17
~C' 300m-350m
TO4~ .I ~ TERMINATION
With retroreflective 250m- .AREAsleeves 300m
= } LO~PS WORK
I -beIn~ ZONETR104/ J .J servIced +TR103 .I ACTIVITY
Svitchable ~ ! BUFFER AREA
TW336 ~ .ZONE150m- ,
200m.1 TAPERHIGH VISIBILITY TRAILER .\ (See Table
0 ..I \ 13,.5) TRANSITIONFLAG I DesIgn AREA
.taper for~ I \ full speed
Om .approach
ITR104/TR103
INB. See Subsection
I 13,8.10 forSign Sizes
IFLAG
~ : 'f f ADVANCE200m- ..,-= =- WARNING
~ TW215/TW214 300m I TW215/TW214 AREA
I
I
IFLA
I
Ir\ 400m- r\
-~ ~-600m 1 1
TW336 TW336
0 Fig. 13,39 Installation/Removal of Traffic Data Logger
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
~ _.-c.._c_,~~"" .c.."~~C,,, ".~
13.8.18 SHORT TERM WORKS..
13.8.11 STOP/RY -GO Traffic Control-Minor
VVorks MAINTENANCE UNIT INVENTORY1 STOP/RY-GO operation may be required to control '0traffic at a variety of short term roadworks sites where Si gn No Si ze (mm) Guanti ty
the remaining roadway is reduced to less than twolanes in width, for whatever reason. As such, 4~T~P/RY-GO traffic control is effectiv~ly a tem~orary &\ TW336 1200 2signing sub-system. It may be used on ItS own or It may ~be used locally, in more than one place, for shortperiods within a long roadworks site. The detail inFigure 13.40 may therefore be incorporated with other Ashort term applications and is particularly appropriate /1\\for urban areas. ~ TW343 1200 2
2 The signing given in this detail is a minimised treatmentfor a very short term application lasting only one or twohoi,lrs. For longer applications the signing should be ~upgraded to that covered by Subsection 13.9.3 and e ~ R1. 5A/ 750 2
IFigure 13.44. It should be considered as a daytime ~ A1.58operation unless the site is very well illuminated atnight. NO OVERTAKING signs TR214 should be car-ried by the maintenance unit and added to the @illustrated sign sequence if required. ~ TR103 1200 1
3 If operating speeds are in excess of 80 km/h additional TR104 2 ~speed limit signs TR201 should be displayed to reduce J
speed by a maximum of 20 km/h, or in 20 km/h incre-ments to 80 km/h or 60 km/h as appropriate (seeSection 13.4). IIIIII TW411 300 X 2
4 Flagmen must be well trained and shall operate in 1 BOO
accordance with Figure 13.23. Whilst short term sitesare likely to be short in length, if inter-visibility betweenflagmen cannot be guaranteed the flagmen should beequipped with two-way radios. p FLAGS 450 X 2
5 TRAFFIC CONE delineation devices TD4 and DE- 450LINEATOR PLATE hazard marker signs :
TW401/TW402 shall be spaced in accordance with ! . Table 13.4 and all tapers shall conform to the provi- TD4 450 20 MIn. pIus '
sions of Table 13.5. When cones are to be used during Min 10 per 100madverse light conditions, they shall be fitted with si te Iengthretroreflective sleeves. The mounting height of all signsshall be at least that given in Table 13.1 or higher. If thework unit's support vehicle is equipped with flashing 9Vfl yellow warning lights, it may benefit the safety of work- ~ ~ TR214 1200 2 ~
ers for the vehicle to be parked on the shoulder, at the !Jwork end of the approach Buffer Zone, between theworkers and approaching traffic. @) TR201-BO 2
Checklist ~ AND 1200 2
TR201-60
0 are operating speeds in excess of 80 km/h?
0 do advance signs for the STOP/RY-GO control clashwith other roadworks signs within the site?
0 are the flagmen alert and well trained for their task?
0 are the flagmen fully visible to oncoming traffic?
0 are the flagmen standing in a safe position?
0 can the restriction be eliminated to permit two-waytraffic by dusk?
'0
ROADWORKS SARTSM-VOL2 NOVEMBER 1997--~ ;
SHORT TERM WORKS 13.8.19
p,~ ! I , 100m
: ~-'WfN~.I ADVANCE
NB.See SubsectIon 13.8.11 WARNfor Sign Sizes I 50m ING.I ~-~43 AREA
ITemporary STOPline RTM1 1~m
Mln1$Om FLA6MAN i I ~ urn TRANSITION
() TERMINATION I AREAAREA .
1 T"411~BUFFERZONE TR103 ~
wi A ACTIVITYZONE TR104~ ,T04 AREA
T"4111rR I !BUFFER .
Z E ~.~TR104 ~.I For. Taper TERMINATIONTRANSITION ~ .detaIls see AREA
0 AREA ~ .Section 13.5.5
f:]-~ I NOTES:FLAGMAN Q I 1. Flagmen should be able to
I S:TW343 ~ see each other or be~ I issued with two-way radios.
ADVANCE ~ == 2. Apply temporary STOP lineWARNING I markings RTM1 using removable
AREA I tape.1 ~W336 3. Spacing of signs should beI increase by 100% and a
~ .!Q9-m== temporary reduced speed 1 imi t! I , imposed if operating speeds
exceed 80 km/h.
0 Fig. 13.40 STOP/RY-GO Traffic Control -Minor Works
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
--,~-'",._~;~~- -".c.._c~, ---
13.8.20 SHORT TERM WORKS
13.8.12 Mobile Maintenance of RoadShoulder MAINTENANCE UNIT INVENTORY ~
1 Figure 13.41 includes two details of typical short term 'Jor mobile work involving slow-moving vehicles occupy- Sign No Size (mm) OuBnti tying the shoulder of the public road. Detail 13.41.1shows mobile work occurring ahead of a support vehi-cle which should maintain a close following distance M FLAGS 450 X 1behind the workers (of the order of 20 m to 50 m). In r--Detail 13.41.2 a single vehicle is performing a mecha- 450
nised maintenance function.
2 In each case the vehicles should be supported by an Vehicle High To sui t 1alert, well trained flagman, who shall operate in accord- I Visibili ty Vehicleance with Figure 13.23. --11/ -Aear Pellel
3 Detail 13.41.1 shows a support vehicle equipped with .~' TA1 03/TA1 04 900 1a HIGH VISIBILITY REAR PANEL and two FLASHING .~ plusYELLOW WARNING LIGHTS SS3, whereas the trac-tor used for grass-cutting operations in Detail 13.41.2 TW336 1200 1only carries the two FLASHING YELLOW WARNINGLIGHTS. For the safety of workers and road users, it isessential that these visibility requirements are adhered Y 11 2to and are functional at all times. The contractor or road ~ e ow
supef'iisor, as appropriate, shall be responsible for ""J..r{ Flash Perensuring the functionality of all flashing lights. Light Vehicle ~
4 It is recommended that the tractor, which may operateon the left or the right side of a one-way roadway,always works in the direction of traffic flow so that itsflashing lights, which are likely to be on the rear, are aseffective as possible. Every effort should be made toenhance the visibility of tractors used for road mainte-nance purposes. The tractors should be kept clean andfreshly painted in a bright colours which will contrastwith the grass background within which it is working.
Checklist !
0 are workers equipped with high visibility clothing?
0 are flagmen alert and well trained?
0 are all flags clean and bright?
0 are the signs on the HIGH VISIBILITY REAR PANELcorrectly set? n
0 are all flashing lights working? J
0 is the tractor clean and brightly painted?
0
ROADWORKS SARTSM-VOL2 NOVEMBER 1997.,.~": ~
~'~! "'
~"',._.,== .,-,,""C~= ~-" ""__~,~:iI) -
SHORT TERM WORKS 13.8.21
0 WORK~ZONE ,I NOTE:
1.Maintenance supportBUFFER vehicle shall beZONE equipped with a HIGH
-VISIBILITY REAR PANEL
including two flashingI yellow lights (See
Fig.13.311.I 2. See Subsection 13.8.12 for
ADVANCE I Sign Sizes.WARNING
AREA I
0 ._l ~ X .:,
~ Detail 13.41.1FLAGMAN Mobile Work on the Shoulder.
.I ,
Direction of 1 I
travel of Imower.
I
T I NOT E S :, 1.Mower to travel ONLY
<:» I in the direction of travel
ADVANCE I of the adj acent lane.WARNING 2.Mower shall be equipped
AREA I with two operational
1-- ~---~ I flashing yellow lights-one on the left and
300m I one on the right.~:. II 8' .I ,0 Detail 13.41.2
FLAGMAN Tractor Mowing from Shoulder.
0 Fig. 13.41 Mobile Maintenance of Road Shoulder
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
~ '~-~'""'-~""';""~""-~ ,,~C=-
13.8.22 SHORT TERM WORKS
13.8.13 Mobile Maintenance in Centre of
Carriageway MAINTENANCE UNIT INVENTORY1 Mobile maintenance in the centre of the roadway or 0
carriageway is always likely to be a hazardous opera- Sign No Size (mm) Quantitytion, particularly on high speed rural roads. Detail13.42.1 shows such an operation on a two-lane two-way roadway and Detail.13.42.2 a similar operation on N FLAGS 450 X 3a two-lane one-way carriageway. r--'
2 The operation on a two-way roadway is particularly 450
hazardous and requires the services of three flagmenas illustrated. The vehicle carrying out the work, or in @direct support of it, shall be provided with a HIGH ~ TA103 1200 1VISIBILITY REAR PANEL and at least two FLASHINGYELLOW WARNING LIGHTS SS3. The two flashinglights shall be positioned so that they define the frontand rear of the vehicle, and, if practical for this type of Vehicle High To sui t 2work, the widt~ of the veh!cle as well, since it will be I Visibility Vehiclepassed by traffic on both sides. II A P I---ear ane
3 In D~t~iI13.42.2 t~o .high visibility treated vehicles are .TA1 03/TR1 04 900 2specified and traffic IS controlled to pass only to one @side of the two vehicles. The rear most vehicle effec- plustively closes one lane (it could be the left lane or the TW336 1200 2 1'\right lane subject to the nature of the work and local \Jtraffic conditions). The second vehicle travels some150 m in front, either undertaking the work, or in supportof it if the work is being done manually. ~ Yellow 2
4 In each case the vehicles should be supported by alert, ~ F~ ash p~r
well trained flagmen, who shall operate in accordance LIght VehIclewith Figure 13.23.
5 When traffic speeds are high, it is recommended thatat least one advance sign be placed to warn drivers ofthe activity ahead. A "public relations" type of messageand/or flashing lights should be considered for suchsigns (see Figure 13.18).
Checklist
0 are workers equipped with high visibility clothing?
0 are flagmen alert and well trained?
0 are all flags clean and bright? ~
0 are the signs on the HIGH VISIBILITY REAR PANEL lJcorrectly set?
0 are all flashing lights working?
0
ROADWORKS SARTSM -VOL 2 NOVEMBER 1997 ",",-, ;.
e
--_c" ,~C,~"",c-, '".'_'~.¥'I_~.c ,," "C"mc"='~ ,,\i;;,:"
SHORT TERM WORKS 13.8.23
P<siFLAGMAN ~ \ U NOTE: .I , ;~
1.Maintenance support >E 300m = ~
vehicle shall be TR103 on @ R103 ADVANCE equipped with a HIGH trolley" WARNING
VISIBILITY REAR PANEL =f' #" AREA
including two flashing )(yellow lights (See I
Fig.13.311. I .~ "9,, FLAGMAN\~~f:_IJ (to maintain trolley
ahead of work arealMaintenance vehicle 1ft'- ADVANCE ' ,
WARNING~ AREA 300V ~ 300m X .I ,
~ Detai] 13.42.1~ <>~ Sing]e CarriagewayFLAGMAN 2-Way Roadway.
NB.See Subsection 13.8.13
for Sign Sizes.
Maintenance vehic]e
I Spacing between0 vehicles to,! I be carefully
I 150m maintained.
Support vehicle. I
ADVANCEWARNING I
AR!EA 300m X I
~ .:. Oetai] 13:42.21[ <>~ DUB] CarrIageWay
FLAGMAN Roadway.
C Fig. 13.42 Mobile Maintenance in Centre of Roadway
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
~c.c",CCC.", """," ,~~,--,~",,'~,~"'= =--- -
13.8.24 SHORT TERM WORKS,
13.8.14 Mobile Maintenance of DualCarriageway Roads MAINTENANCE UNIT INVENTORY ~
1 Figure 13.43 shows similar treatments to those in De- ~tails 13.41.1 and 13.42.2, but refers to shoulder area Sign No Size (mm) Ouantitywork, or work within the left lane up to, but excludingthe lane line. For shoulder work, the support vehicle at
Athe rear shall be equipped with a HIGH VISIBILITY &\ TW336 1200 2 IREAR PANEL and two FLASHING YELLOW WARN- ~ING LIGHTS SS3, whereas the lead vehicle need onlybe provided with two flashing lights, unless it may alsobe used for the role depicted in Detail 14.42.2.
2 The advance signing used in support of the vehicles is M FLAGS 450 X 4kept to a minimum because these should be moved r- 450forward periodically as work progresses. To maximisetheir effectiveness, it is recommended that they bedisplayed with one or more flags.
3 The detail given is applicable to one-way roadways, IFor 2kml TIN 11.2 1200 1normally forming part of a dual carriageway. It is notapplicable to two-way traffic operation (see Figure13.42). Veh' 1 H. h T .
t 1lC e Ig 0 SUIChecklist I Visibili tv Vehicle g
--[if -Rear P61el0 are flags clean and visible? .@ TR1 03/TR1 04 900 1
0 are the signs on the HIGH VISIBILITY REAR PANELS pluscorrectly set? TW336 1200 1
0 are all flashing lights working?
Yellow 2~ Flash Per
Light Vehicle
I
Q
,. I
0
i ROADWORKS SARTSM-VOL2 NOVEMBER 1997 ,f n"'~"" yy vn.'~ .,-~",c."",."
c- ""cc~"'." =~ill---"
SHORT TERM WORKS 13.8.25
~I ~A~ !~!
MAINTENANCE VEHICLE
Ii) Grass cutting, I Iii) Sign cleaning1-I liii) Road marking
50m-100m Ii v) Roadstud placing/cleaningI Iv) Street lighting
I Ivi) Traffic cone placing.ETC.
I
SAFETYCLEARANCE I
t ~f- I ~~ SUPPORT VEHICLE
~ I -this vehicle must~ Om d~ follow the work vehicle
I I and maintain a safe
t I clearance to that vehicle.
I
I NOTES:AOVANCE TW336 1.Maintenance support
WARNING~ I vehicle shall be
AREA I equipped with a HIGH~ 200m db VISIBILITY REAR PANELFor 2 kin I including two flashing
TIN11.2 yellow lights ISeeI Fig.13.31).
I 2.This layout is only400m db == suitable for one-way
0 1f4!i[: IfJf! roadways.
T"336 I TW336
I
I
I
I
NB.See Subsection 13.8.14 ! I !for Sign Sizes. f
e Fig. 13.43 Mobile Maintenance of Dual Carriageway Roads
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
~-- ,,*-~~.,,'", """~""'- ",~¥:7,,;~:,;...,,\
RURAL ROADS 13.9.1
13.9 SIGNING APPLICATIONS FORRURAL ROADS
r 13.9.1 General deal with applications which are most typical of ruralroads such as:
1 The applications of temporary signing for roadworkscovered in Sections 13.8.to 13.12 have been subdi- (a) gravel road construction including re-gravelling;
vided i~to categories for ease of reference. These (b) reseal/chip-and-spray type surfacing operations;
categories are:(c) partial road closure/reduced width operations;
(a) short term works (Section 13.8);(d) separately constructed deviations around the work
(b) rural roads (Section 13.9); site.
(c) urban roads (Section 13.10); 2 Although.common to rural roads, the conditions listed
(d) freeways and dual carriageway roads (Section in (a), (b) and (c) above may also occur in urban areas13.11). where similar signing principles to those illustrated
should be used. These principles are not repeated inSection 13.12 provides enlarged details of elements Section 13 10covered in other sections, and may be appropriate to ...any or all of the categories listed above. 3 Temporary signing applications appropriate to multi-
...lane and dual carriageway roads are covered in2 The categonsation of applications used should only be Section 13.11.
considered to be general in nature. Many applicationsmay be appropriate in several or all categories. Suchapplications are only detailed once to avoid duplication.0 Practitioners who do not find the application they areseeking in their first choice of category should thereforecheck other categories. If their required application isnot covered, it will be necessary to determine a similarsituation and to adapt it, with care, to their needs.
3 This section and Section 13.10 deal with rural andurban situations respectively. These terms also shouldbe considered as general and if a "rural" application isappropriate within an urban area the application detailsshould be used with appropriate adjustments to signspacing and sizes. The signing of roadworks in peri-ur-ban areas will most likely be catered for by rural
category applications.
4 In the various figures the following rules or conventions
apply:
(a) all signs are correctly oriented for the direction of
travel to which they apply;
(b) to avoid confusion with any arrows on road signs ormarkings, the direction of travel of traffic is, where
0 relevant, indicated thus"" ;
(c) all details are given in metres but all may be
directly used as "paces" in practice.
S Signs should be sized as recommended in Volume 1.As a rule of thumb the following sizes are appropriatefor regulatory, warning and diagrammatic signs:
(a)_Gravel roads:
(i) circular signs-1200 mm diameter;
(ii) triangular signs-1200 mm side length;
(iii) diagrammatic signs-1200 mm x 1600 mm;
(b) Bituminous or concrete surfaced roads: .(i) circular signs-1200 mm diameter;
(ii) triangular signs-1S00 mm side length;
(iii) diagrammatic signs-1200 mm x 1600 mm.
C 3.9.2 Rural Roadworks
1 The examples of temporary signing given in this section
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
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13.9.2 RURAL ROADS.
13.9.3 STOP/RY-GO Operation
1 STOP/RY-GO operation may be required to control MAINTENANCE UNIT INVENTORY ;~traffic at a wide variety of roadworks sites where the \Jremaining roadway is reduced to less than two lanes in 5i gn No 5i ze (mm) Ouan ti tvwidth, for whatever reason. As such, STOP/RY-GOtraffic control is effectively a temporary signing sub- @system. It may be used on its own or it may be used 0 TR201-60 2locally, in more than one place, within a long roadworks 6 1200site. The detail in Figure 13.44 may therefore be incor- @ TR201-80 2porated into other layouts in this Chapter.
2 If a daytime STOP/RY -GO operation cannot be opened 8to traffic by dusk, temporary traffic signals must be 100 R201-100 1200 2provided for night time operation. A portable powersource may be required in order to operate the signals,and such an installation will need to be well secured.
3 All obstructions close to a one-way site of this nature ~ (1) must be marked adequately by DELINEATOR PLATE (4\ TW336-WA 1200 X 2 or 0
signs 1W401 and/or 1W402 and/or flashing yellow 1600lights. This includes any working or parked construc-tion vehicles.
4 The STOP/RY-GO operators must also be equipped A (I) 0with flags and must be well trained/experienced flag- ~ TW336 1200 2 or 4
men (see Subsection 13.3.9 and Figure 13.23).
Checklist A TW343 1200 20 do the advance signs for the STOP/RY-GO control ~
clash with other roadworks signing within the site?
0 is the flagman fully visible to oncoming traffic?
0 are all signs fully visible to oncoming traffic? fA. TW344 1200 2(21
0 is the flagman standing in a safe position? L~~~~
0 is the lateral Buffer Zone within the site adequate forworker and public safety? A (21 0 can the restriction be eliminated to permit two-way /1\\ TW337 1200 2
traffic by dusk? ~
~ (2)A TW331 1200 2 J
~ (2)&\ TW339 1200 2
[~mJ TIN 11.3 1200 4
11) TW336 may be specified for TW336-WA on low volumeroads.
(2) Only one pair of these signs may be needed. A large
unit may need one pair of each.
0_1
ROADWORKS SARTSM -VOL2 NOVEMBER 1997 --:;~'i'&\1,;'.,",'"","C"
,~..~ -~, -,-
RURAL ROADS 13.9.3~
wOO9 TIN11.3() NB.See Subsection 13.9.3 ! I ' ~
for Sign Sizes. \~/BOOm TW336-WA=-I ..
I "';" ~ S TR2O1~O r
400m ~=7l IR201-100 ~ 1"';"- " ADVANCE
~ .WARNING= VOO~ TIN11.3 AREA200m ~ =-J"';"- \ \i / TW343
TW336\ 100m 8C! ~ "';"- STOP/GO
To be in place ()~ TA2~1-60 ~ CONTROL
when STOP/GOT control not in Flagmen shouldo7&'peration be able to see WORK TW336/~\( each other or
ZONE ~~ be issued with
1 2-way radios
STOP/GOCONTROL -X
TR201-60 @ .!QQ!!).. == I
TW343~200m I ~~ADVANCE ~ -~ "';" e R201-100r\ WARNING TIN11.3 200mV AREA I
r---8 ~~
Warning sign according Ito site ~ ~~
TR201-BO ~~ I
BOOm..TW336-WA -=
4\ ! I,
TIN11.3 600m
0 Fig.13.44 STOP/RY-GO Operation
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
~ ~"'",.~",",.C'.c7C",3"=-"' ~-- --
13.9.14 RURAL ROADS .13.9.9 Total Road Closure Ahead
1 Figure 13.50 shows the approach signing to a totalSTOP condition such as might be required at a bridge MAINTENANCE UNIT INVENTORY ~wash-away or other flooding, or at the site of a road V
collapse. A situation such as this should be preceded Si gn No Si ze (mm) Quanti ty
by one of the types of signing arrangements given inthe details of Figure 13.52. The purpose of the signing [igiven in Figure 13.52 is to reduce the number of drivers /A\ TW302-WA 1200 X 2
who might end up approaching the site of the road ~ 1600
closure and to provide them with a detour round the
site.
2 When an event requiring this type of signing occurs the 8 2likelihood is that signing will be placed in a number of 100 TA201-100 1200 ."steps". The first will be an "immediate action" signing OptIonal
provision put in place by the incident response team.This could well take the form of the signing given inDetail 13.52.1 together with a minimum level road @ T -closure at the site. This latter may well have to be 80 A201 60 1200 2
attended by workers or a flagman in the first instance. TA201-80 2
If the incident is going to be a long term one the nextstep will be to implement the signing given in Figure13.50 together with a ROAD CLOSURE BARRIER Size 2 for(see Figure 13.87), In order to make the site safe. This Ii~:i~ FIG. 13.87 to maj or (~should be closely followed by more informative detour I ~ ~J .IJsigning as illustrated in Details 13.52.2 and 13.52.3. SUI t roads
Once work commences at the site to carry out repairsa work site will be required. This can be created by 2 forproviding another barrier an appropriate distance in ~ 1200 minoradvance of the road closure barrier, which can be ~considered to be a NO UNAUTHORISED TRAFFIC roads
BARRIER (see Figure 13.87), through which only con-tractors and road authority vehicles should be II TW302.-WA 2 forpermitted. FlashIng 1200 X .
.maJor3 Remote from the actual road closure site it will com- ~ lIghts 1600 roads
monly be necessary to provide NO THROUGH ROAD OptionalBARRICADES, as detailed in Figure 13.88, at one or
more junctions. ~ TW302 2 for
4 Subject to the time that the road is going to be closed ~ Flash light 1500 minor
to traffic a "public relations" message high visibility sign 0 Optional roadsof the type illustrated in Figures 13.18 and 13.50 may
be specified.
Checklist ~ Aj 1200 2 0
0 are the optional signs shown, warranted due to high I
traffic approach speeds? [J~J TIN j 1. 3 2 I
0 has an effective detour been put in place? [~:mJ TIN jj.3 j200 2
0 will the site require major reconstruction when the [~:mJ TIN j 1. 3 2
effects of the incident are over?(i) Refer to Figures 13.87 and 13.88
for traffic barriers for unauthorisedvehicles or road closures.
nV
ROADWORKS SARTSM-VOL2 NOVEMBER 1997-,
CCC~"'~ ...~-.~,.c, ,"~
RURAL ROADS 13.9.15
~ : ROAD CLOSURE BARRIER
~ See Figure 13.87
r WORK
ZONE
1-- ROAD CLOSURE BARRIERI See Figure 13.87
BUFFER
ZONE I Road reserve boundaryTW30~1;i~ ~ Om .NO UNAUTHORISED TRAFFIC BARRIER
~ ~ I See Figure 13.87* Flashing ~ R1 Fixed
Y~llow Minor road @@O~. I t--m~~~~~-tlIghts =or Ro d ClosedC i 0 ~ TR201 I ;-~ : A/A\ : Floods: c
TW302-WA ~ ~ =- l__~~_~-~ i ~
TIN 11.3 600m ~~ Interchangeable Major roadMajor road ~ ~=- plates or
TR201 ,400m loods
* : Optional -.00 mI M'
Inor roadADVANCE @) 500m .WARNING ~ -=
AREATR201 I
TW302-WA ;iA\ ~=-0 ~~ NB : See Subsection 13.9.9
I for Sign SizesTIN 11.3 600m 100m
* and/or 1km I
8~=- I
* TR201 I900m
I~=-
0 Fig. 13.50 Total Road Closure Ahead
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS.
,.,"'**~"'",' ,~'"~ '" --
13.9.16 RURAL ROADS.
13.9.10 Detour Signing1 For the purposes of categorising temporary road traffic !~
signing at roadworks, the following descriptions of ~terms commonly used in this chapter are relevant: I
"deviation: involves the local redirection of traffic ontoa roadway normally used only by traffic travelling in the
opposite direction, or onto a specially constructedmore-or-less parallel temporary roadway; existing di-rection signs can commonly be re-iocated to suit thetemporary road alignment"; and
"detour: involves the redirection of traffic to otherparts of the road network and will normally requirethe use of temporary direction signs to assist roadusers to reach their intended destination by altemativeroutes".
2 Figure 13.51 shows a selection of signs suitable for useat detours required either as a result of major roadrehabilitation, or as a result of some incident such as ahazchem spill, a major accident or flooding. Thesesigns are additional to the many temporary regulatory,warning and guidance signs illustrated in Section 13.2 ~which may also be required in such circumstances. i'J
3 The signs shown in Figure 13.51 are appropriate at thetypes of situations given in Figures 13.50 and 13.52.The temporary DETOUR DIRECTION signs TGD2-Dshown in Detail 13.51.3 are intended to be a rapidresponse tool to be put in place immediately the needfor a detour arises. The TGD2-D sign is a universal signin that it can be held in stock in some quantity and canbe used to point in any direction to indicate the courseof the detour. When these signs are put in place initially,it is recommended that they be placed on, or adjacentto, the relevant panel of an appropriate ADVANCEDIRECTION sign GD1 or DIRECTION sign GD2 onwhich the affected/closed direction panel has beentemporarily been covered, pending a more effectivemodification of the signs (see Figure 13.16).
4 Once it becomes possible to upgrade the temporarysigning of an "immediate action" detour, temporaryFINGERBOARD DIRECTION signs TGD4 in Detail13.51.2, which again can be standard items (with "left" ~and "right" examples), may be used to replace some or \vall of the TGD2-D signs. Although still small signs, theTGD4 signs have a significantly bigger target value.
5 Uitimately, once the length of time is known for whichthe detour may have to be operational, larger moreinformative signs such as those shown in Detail 13.51.1may be warranted due to the number of drivers who areeffectively strangers to the area.
I
0
ROADWORKS" SARTSM-VOL2 NOVEMBER 1997.-
~~---
RURAL ROADS 13.9.17~
ColesbergMlddolburg t 900m Diameter
elthesdaweg R57 ~
~ ( ~ .R32 0
R6~ ~ ~
Detourt 2400 t t 1800 t t 1200 t()
Detail 13.51.1 EXAMPLES OF TEMPORARY MAP-TYPE DIRECTION SIBNS
210mm Letters140mm Letters
[~~~~~ ~ Detour ~Typical Sizing for 140mm and 210mm Lettering
ViaI PRETORIUS RD I
DetourI)
Urban Exampl e
Detail 13.51.2 TEMPORARY FINGERBOARD SIGNS -T6D4
~~:Detail 13.51.3 TEMPORARY DETOUR DIRECTION SIGN -T6D2-D0
Fig. 13.51 Detour Signing
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
-""cC,~_., ,c,"-" ~ -
13.9.18 RURAL ROADS
13.9.11 Detour at a Road Junction
1 The s!tuations illus.trated in Figure 13.52 are !elevant MAINTENANCE UNIT INVENTORY ~:.. to major detours, either urban or rural, necessitated by I 1~
the closure of a road link due to same event, such as Sign No Size (mm) Quanti ty.'
a hazchem spill, a major accident. a flood or subsi-
dence. The actual site of the incident may be remote IIfrom the junction concerned, but on a network basis the m TW104-WB 1200 Xjunction is the best one from which to provide a detour 1600 1
to the cut-off destination. DItM8'
2 The first action, in such circumstances, will normally be
the provision of a barricade on the entry to the closed ,section, and the effective conversion of the junction to ~ TW302 1500 1
a 4-way STOP control. Details of barricade treatment ~
are given in Figures 13.87 and 13.88.
3 Figure 13.51 shows a range of specialised detour
signs, some of which may be useful in situations similar Ato those illustrated. The need to provide for the sort of m TW104 1200 1
detour illustrated is likely to be an unplanned event. It
will therefore commonly be necessary to react quickly
to establish a detour. TEMPORARY DIRECTION sign
TGD2.D can be utilised for this purpose. Sign TGD2-D ~is a compact sign which can be pre-manufactured $'iI@~ R1 1200 1 '
because this one sign may be pointed left, right or
straight on. Detail 13.52.1 shows a typical example of
the use of TGD2-D signs. Standard left and right TEM- 450 X 600
PORARY FINGER BOARD signs TGD4 may also be ~ TIN 20 (urban) 2pre-manufactured and quickly deployed to identify a U I TIN 21 675 X 900detour. 2
{rural)4 Apart from the regulatory and warning signs associated X
with the modified junction control, alterations will be 384 288 10-20
needed to existing direction signs if the detour is to be ~ T602-0 (urban) in
in place for some time. Details 13.52.2 and 13.52.3 give ~~ 600 X 450examples of such alterations for a minor, but priority (rural) Store
road and similarly for a major road, respectively. In
Detail 13.52.2 the junction is provided only with DIREC- I I.ftft -ITION signs GD2. These have been altered to display I 600 m I TIN 11. 3 1500 2
the new direction to destination "A". The major junction D~ TIN 11.3 1200 2
in Detail 13.52.3 has, in addition, ADVANCE DIREC-
TION signs GD1. The GD1 and GD2 signs for two approaches are shown suitably modified to caterforthe (1) Add temporary panels and crosses to exIstIng
new routing to destination "A". direction signs where necessary and when
5 Drivers faced with an unexpected detour may be reluc- required.
tant to follow temporary directions without confirmation (2) For the placement of "No Through Road" Barriers
that the new routing will lead to their intended destina- refer to Figure 13. BB ..
tion. A version of temporary MAPTYPE ADVANCE
DIRECTION sign TGD9 may be considered if such
circumstances become evident.
6 No checklist or sign inventory is given for this example
of temporary signing applications because each site is
likely to be unique.
":,~ 7'
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"
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ROADWORKS SARTSM-VOL2 NOVEMBER 1997..
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0 , .a: 'M ~ 0 ~ '" m '"NN> +"'0 '-- oo~ » "'~ GJ. .--1-cococ= ., 'M. +"'.- -~-0 z x ~ 0c="'c= UJ < Z -ZCDC=O ;:! ~;:!
'M CD'Mon 'M +"'cn U ,,-.~ -GJ a: o-or ~~ 0 '- '- UJ 'it -.,- .~ *
cn 0) :0 'M a: ~ ~ ., 0 » ~ ~.GJ 00 a: 0 ., 0 0 w.
0 '"' "'+"' < ~c= m ~"- .--::) GJ GJ = ~ m ,~ ., ~ "-<t .oc= "0. ,, ,m a:c= '" 0 .>- 0. :J >- ~.0 ., = >- 0 0 >- .~W,~ N -"0 < c= "- "- "- c= "- .
..,~ .GJ '- = 0 '" 0. 0 m >- N ...ucn NUO ooa: -,,6 <u m 0."- <0 ,,-m an ...
m anm- ~"'C uo. m6 ~g't:: ."0 ~.D §, .~ ,",m m m E ..."'.. ..m E., '" m
:J'~ ",o.c= ~=o~" m., +"'+"'~"> ~O Wcncn ~» .0,,- 00.. '" '" '" '0 '" '" 00"0 a: >>0 CD a: GJ GJ GJ » GJ GJ ~GJ"- ~~.c ~:J:"- 0 0 0~0+' o-~ °M'- 08?,.£ °M"Ocn c g ~ t8! ~o mo
moM "OoM + ~ .<.D ~ .+"'C= Z
00 +"'aGJ .,zx N N GJoMz GJm'- tn. -0 * 0 oxoa:m co co
'-- _,-,_"OO"
-..
13.9.20 RURAL ROADS
13.9.12 Deviation at a Bridge Site
1 Figure 13.53 shows a typical signing arrangement for MAINTENANCE UNIT INVENTORYa short localised deviation round a bridge construction ""site. Such deviations are generally kept as short as Si gn No Si ze (mm) Quanti tv iJpossible and commonly have a steep and tortuousdescent and ascent down to, and away from, a low level ~river crossing. The road geometry of the deviation will ~ TW336-WA 1200 X 2
often be designed to minimum standards and it is, 1600therefore, particularly important that the quality of thetemporary sign installation is of the highest. The qual- 8 A201-100 ity control involved should include the
100maintenance of the signs in a clean and effective or 1200 2
condition. R201-120
2 If approach speeds are known to be high and/or if the ~site is in any way hidden from direct view, consideration "",, TGS 111 1200 X 2
should be given to positioning the ADVANCE WARN- '~TGS 112 1600 2ING AREA signs over 800 m to 1000 m. Any temporaryspeed limit should preferably be within 15% (or 20 krn/h) TA201-60 2of that existing prior to the work starting, consistent with ewhat is safe and practical. Design standards should ~ TR201-BO 1200 2
take this into account (see Section 13.4). TA201-100 2
3 At the road closure barricades, the use of the strongly 8directional TW407 and TW408 CHEVRON signs is TW401 150 X At 10-20mrecommended in place of TEMPORARY BARRICADE TW402 600 interval s 3sign TW411 when the alignment of the deviation is ofminimum standards. If construction vehicles need tohave access beyond these barricades, on one or both 9r&side of the bridge, then NO ENTRY sign R3 should be ~ TA214 1200 2replaced by NO UNAUTHORISED VEHICLES signTR208.
I~'\ TA103 3Checklist ~ TA104 1200 3
0 is the deviation alignment to minimum standards?
0 are the signs clean and is the retroreflective material to !.I' .I .Il TW407 2400 X 2specification and in good condition? """ '" ~ TW40B 400 2
0 do construction vehicles need to have access from thedeviation to the closed portion of the site? I~~
e A3 1200 2
~ TW202 1500 1 :3ILCd\ TW203 1
A TW326 1500 2
[~~~ TIN 11.4 1500 2
A TW336 1500 2
[]~ 2.
[]QQ:!!!J TIN 11.3 1200 2
[]:Q:Q~ 2:J
ROADWORKS SARTSM-VOL2 NOVEMBER 1997
~~RALROADS2~~
ADvlNcE Signing for this approache WARNING as for,oPPosite direction
~ AREA but usIng TGS111 signs.
TW401& --&-
TW402 TW407 TW407
Back-to-back at ~o~~:10-20m intervals. 4 ~ R3
TRANSITIONAREA
A~0 TW326TEMPORARY NO
OVERTAKING LINE
TN20~TR21
TGS112~~ 9F- ~.-u~ TIN11. 4
TR201-60 I ~WI TW336
TIN11.3 200m 200m..--= =-TR201-80 .8 OR (8)
0 ADVANCE ~ I R201-100 R201-120WARNING ~ ~ ~m~AREA TGS112 \~ I
TINJJ.3 4O0m 400m..--=TR20J-100
8~1rb!", I
TW336WA I
! , NB.See Subsection 13.9.12TIN11.3 600m 600m.. for Sign Sizes.--
0 Fig. 13.53 Deviation at a Bridge Site
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS--
13.9.22 RURAL ROADS
13.9.13 Deviation -Low Traffic Volumes
1 For the purposes of categorising temporary road traffic MAINTENANCE UNIT INVENTORYsigning at roadworks the following descriptions of terms 0 -
commonly used in this chapter are relevant: Sign No Size (mmJ Quanti ty
"deviation: involves the local redirection of traffic onto Ia roadway normally used only by traffic travelling in the Aopposite direction, or onto a specially constructed &\ TW336 1500 3more-or-less parallel temporary roadway; existing di- ~rection signs can commonly be re-iocated to suit thetemporary road alignment"; and
"detour: involves the redirection of traffic to other 8parts of the road network and will normally require ~ p'fI TR214 1200 2
the use of temporary direction signs to assist road ~
users to reach their intended destination by alternativeroutes".
2 Figure 13.54 shows the signing requirements for the @SG TR201-6022 ADVANCE WARNING AREAS on the approaches to ~ TR201-80 1 00 2
the start (and end -in the opposite direction) of adeviation at lengthy road construction or rehabilitationsite. The concept of such signing is very similar to thatdepicted in Figure 13.53 but in this example is designed A1for low traffic volumes (see Figure 13.55 for appropriate ffj TW208 1500 2 r-. ;
details for a deviation for higher traffic volumes). Any Jtemporary speed limit through the change of alignmentshould preferably be within15% (or 20 km/h) of thatexisting on the approaches. Design standards should [~[mJ TIN 11 3 2take this into account (see Section 13.4). .1500
[i~ TIN 11.3 1:; Once the deviation alignment IS established It may
closely parallel the road under construction or it maychange its position according to the terrain and avail- @ablespac~,butitwill:emaininrelative!ycloseproximity ~ TR104 1200 4to the main road alignment. According to the space ..available the deviation may cross the road constructionin one or several places. details of the signing for suchsituations are given in Figure 13.55.
4 Signing of the TRANSITION AREA depicted in Figure I (-I I I I TW411 2400 X 2
13.54, and any others required within the deviation, 400should be in accordance with figures in Section 13.12 :"Enlarged Standard Details" (see Figures 13.81 to13.84 in particular). ~ TW401 150 X 5m-10m
Checklist TW402 600 Centres ::)
0 are traffic volumes sufficiently low ~or this level of
signing? ~0 is the geometry and road condition of the entry to the l~~ TW333 1500 1
deviation suitable for the indicated speed limit?
0 is there sufficient width through the curves of the entryto the deviation to accommodate large vehicles in both ,Qdirections at the same time? e R201-100 1200 1
I For 12km I TIN11.2 1500 2~:3 TIN11.4 1
~\J
,
I.
ROADWORKS SARTSM -VOL2 NOVEMBER 1997 ", ..
RURAL ROADS 13.9.23
C DEVI~DN/rro~ DETDUR
TR201-80~
TW336 & \ 9100m ~ TR214WORK ~ ~
T TW333~ 9- ~ WARNING~ \ "'t/ / TW208 AREA
STABILIZING For 12 kin 9100me; AREA TIN11.2 09 TR201-60
TW401 ~ ~Jom@~ 1 ~ TR1040 TR104~~ TEMPORARY NO OVERTAKING
TW411 AND EOGE LINESTRANSITION TRANSITION
AREA ~ TW411 AREA See Fig 13.83 ..See Fig 13.83
~ TR104
TR104 @
ont 8 TW401TR201-60 ~
~~OO!== 9- TERMINATIONTW208~ ;r.-u~ TW336 AREA
~ 200m \\') 1TIN1!.3 200 m -== 9", TIN11. 4
0 ADVANCE e 300m QaDIWARNING TR201-80 80 -== ~ R201-100
AREA
((d.~ 400mTR214 ~-==
500m NB.See Subsection 13.9.13.TW336 ~ for Sign Sizes.
TIN11.3 ~6~~
0 Fig. 13.54 Deviation -Low Traffic Volumes
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
~ 'C.,-~,.," ",-",-, """,..."-,,,.. "c ,
13.9.24 RURAL ROADS
13.9.14 Deviation -High Traffic Volumes
1 For the purposes of categorising temporary road traffic MAINTENANCE UNIT INVENTORYsigning at roadworks the following descriptions of terms \
commonly used in this chapter are relevant: 5i gn No 5i ze (mm) Ouanti ty
"deviation: involves the local redirection of traffic ontoa roadway normally used only by traffic travelling in the Iopposite direction, or onto a specially constructed ~ TW336-WB 1200 X 2
more-or-less parallel temporary roadway; existing di- w.. 1600rection signs can commonly be re-iocated to suit the .
temporary road alignment"; and
"detour: involves the redirection of traffic to other @) TR201-60 2
parts of the road network and will normally require 80 TR201-80 1200 2
the use of temporary direction signs to assist road TR201-100 2users to reach their intended destination by alternativeroutes".
2 Detail 13.55.1 in Figure 13.55 is appropriate for the 8'20start (and end -in the opposite direction) of a deviation ~ R201-120 1200 1
to be used by medium to high traffic volumes. The detailshows a similar signing to that given in Figure 13.54 butwith DIAGRAMMATIC signs in the ADVANCE WARN-ING AREA instead of the advance warning signs ~depicted in Figure 13.54. ~ TR214 1200 2
3 Once the deviation alignment is established, it mayclosely parallel the road under construction or it maychange its position according to the terrain and avail- Aable spac~, but it will .remain in relative!y close proximity / ~ \ TW336 1500 2to the maIn road alignment. According to the space ~available, the deviation may cross the road construc-tion in one or several places as shown in a typicalexample in Detail 13.55.2. Detail 13.55.3 shows thesort of situation detail which may require specific sign- I I I I I I TW411 2400 X 5ing attention within a deviation, and Detail 13.55.4 400illustrates how a deviation may be connected to asection of existing road network to save on deviationconstruction. @4 Signing of the TRANSITION AREAS depicted in Figure ~ TR104 1200 713.55, and any others required within the deviation,should be in accordance with figures in Section 13.12 :"Enlarged Standard Details" (see Figures 13.81 to13.84 in particular). A TW202 2 ,5 Formal "Road Closed" barricades should be estab- /~\ TW203 1500 2 O-~
lished at the limits of each Work Area (see Figures zcj
13.18 and 13.87).
Checklist Djjl TG5 113 1200 X 4
[([Q TG5 114 1600 40 is the geometry and road condition of the entry to the
deviation suitable for the indicated speed limit?
0 ~s th~re ~uffi~ient width ~hr?ugh the curves at changes P?2JfITG5 111 1200 X 2In direction In the deviation to accommodate largevehicles in both directions at the same time? TG5 112 1600 2
0 can the deviation be satisfactorily connected to adja-cent roads to limit construction costs?
~ TW401 150 X 10m-20mTW402 600 centres
TIN 11.2I~r ,kin I various 1500 4 '.
[~::mJ TIN :1.3 1200 10 ~~varIOUS .
ROADWORKS SARTSM-VOL2 NOVEMBER 1997 .J--
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13.9.26 RURAL ROADS ~..
13.9.15 Deviation -4 Lane t;,~..r"
Undivided Road MAINTENANCE UNIT INVENTORY"3 ,," 1 Figure 13.56 shows the reduction in width of a 4 lane. ..f~,
undivided road into a 2 lane deviation. The detail con- S1 gn No S1 ze (mm) Quant1 ty
.forms to the description of a deviation given inSubsection 13.9.14, and will warrant the level of signing Ii 2 appropriate to high traffic volumes likely to be using its ~ TW336-WA 1200 X 2
4 lane cross-section. w.. 1600 2
2 Because of the two lanes approaching the deviation, itwill normally be desirable, on a cost and operational TR201-60 2basis, to configure the entry to the deviation as a 8two-lane two-way section of roadway. This configura- 100 TR201-80 1200 2
tion requires the dropping of one of the approach lanes, TR201-100 2and it is recommended that the lane nearest the centreof the road be dropped, particularly if the road carrieseven moderate volumes of slow moving vehicles. This 4 2arrangement also improves the ability to provide a TW336 1500smoother, longer curve through the entry to the devia-tion within the limits of the existing roadway width.
IShould there be circumstances which make the drop-ping of the lane nearest the edge of the roadway 9 ;: necessary, this may.be achieved. using DIAGRAM- ~ ~ii TR214 1200 1
~ .' ,
MATIC sign TGS1011n place of sign TGS102. Any ~
temporary speed limit through the change of alignment ;,y, .should preferably be within15% (or 20 km/h) of that '
existing on the approaches. Design standards should [hg TGS101 1200 X 2 take this into account (see Section 13.4). ~
2I TGS102 16003 Once the deviation alignment is established, it may
closely parallel the road under construction, or it maychange its position according to the terrain and avail-able space, but it will remain in relatively close proximity ~ 1200 Xto the main road alignment. Figure 13.55 shows the TGS125 1600 2
sort of situations which may require specific signingattention within a deviation.
4 Signing of the TRANSITION AREA depicted in Figure13.56, and any others required within the deviation, []Q~ TIN 11 3 1500 2should be in accordance with figures in Section 13.12 : .
"Enlarged Standard Details" (see Figures 13.77 to13.84 in particular). I ~"" -I
I 200m I TIN 11.3 1200 2
Checklist GQ~ TIN 11. 3 1200 2
r 1m 1 TIN 11.3 1200 2 ~0 is it appropriate to drop the "fast" lane under the condi- l I NIl J J
tions prevailing on the approaches?
0 is the geometry and road condition of the entry to the rn9:mJ TIN 11. 3 1500 2
deviation suitable for the indicated speed limit? rn9:mJ TIN 11.3 1500 2
0 is there sufficient width through the curves at changesin direction in the deviation to accommodate largevehicles in both directions at the same time?
c,,:,l f- -" ill;
,,~:;~~
:)
ROADWORKS SARTSM-VOL2 NOVEMBER 1997...
0= --.
RURAL ROADS 1~~~
r T @ 1"6Om \ I 1--0 See a1 ternati veTRANSITION ! \ , , I. ~oss~b1e layouts
AREA CD I WORK In FIgure 13.55See Fig 13.77 0 ZONE
TR214 m I I + ! ,
9 STABILIZING
f~ 100m.: : A! I I Om
1 ~ 200m.. I I I I
TIN11.3~4»1) I I N8 See Subsection I I~~ 13.9.15C 1 TR2 1-60 300m. for Sign Sizes.TGS102 I I TRANSITION~n AREA@)I~ See Fig 13.81
400m.. I I4OOm I I
TIN11.3 Median~ markingAOVANCE 81) I I500m.WARNING TR2 -80 TGS125 BOOmAREA CD /JJ;336 I I ~ 1
~ BOOm. CJTI 100 mN11.3 I I T N11.3 500m..
T~2 1-60
700m I I 4»00 I I @ 400m. I STABILIZING"TR2Qj-100 TG8125 AREA
18 800m. I I ~ 30;m.. I :~~~~~
~ AREA(DI I TIN11.3
ITW336-WB
/4, 900m~~ \ I I 200mDetour1km ! ! , , !TIN1 1.3 1000tn. I I 0 0
0 Fig. 13.56 Deviation -4 Lane Undivided Road
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
~ --c,ic""""", "~, -,~" ,,"~-'.,"
FREEWAYS I DUAL CARRIAGEWAY ROADS 13.11.1
13.11 SIGNING APPLICATIONS FOR;::!?; FREEWAYS AND DUAL1,,- CARRIAGEWAY ROADS
13.11.1 General (ii) triangular signs -900 mm/1200 mm side
1 Th , . t . f t " " length.e app Ica Ions 0 emporary signing for roadworks .
covered in Sections 13.8 to 13.12 have been subdi- (iii) diagrammatic signs -1200 mm x 1600 mm.
vided into categories for ease of reference. These 13 112 F I D .categories are: ..reeway ual Carriageway
Roadworks(a) short term works (Section 13.8)(b) I d (S t. 13 9) 1 Freeways and dual carriageway roads carry large vol-
rura roa s ec Ion.f ... umes 0 traffic at the highest possible level of service.
(c) urban roads (Section 13.10) It is therefore imperative that the traffic management..and temporary signing of such roads during roadworks
(d) ~r;~~ays and dual carriageway roads (Section be of the highest possible standard. The traffic man-, ). agement and signing techniques illustrated in the
Section 13.12 provides enlarged details of elements examples in this section have been used widely, and,covered in other sections and may be appropriate to when correctly operated, have proven to be very effec-any or all of the categories listed above. tive.
2 The categorisation of applications used should only be 2 Due to widely varying operating characteristics duringconsidered to be general in nature, Many applications a single 24-hour period, one freeway roadworks traffic
0 may be appropriate in several or all categories. Such management solution normally has to be effective for; applications are only detailed once to avoid duplication. conditions ranging from severe congestion, to high
Practitioners who do not find the application they are speed free-flowing traffic. Under these circumstances,seeking in their first choice of category should therefore accident levels are almost certain to be higher thancheck other categories. If their required application is those pertaining prior to the roadworks. Careful atten-not covered, it will be necessary to determine a similar tion to detail and frequent monitoring of signs andsituation and to adapt it, with care, to their needs. conditions will ensure that any increase in the
3 Sections 13.9 and 13.10 deal with rural and urban accident rate will be kept to a minimum.
situations respectively. These terms also should be 3 The examples in this section include situations dealingconsidered as general, and if a "rural" application is with alterations to the normal lane configuration whichappropriate within an urban area, the application de- commonly require a lengthy sequence of many signstails should be used with appropriate adjustments to as well as more localised situations which occur withinsign spacing and sizes. The signing of roadworks in interchanges where space for traffic accommodationperi-urban areas will most likely be catered for by rural measures may be severely limited.
category applications.4 Th f" d t . h ' , e Igures an exts In t IS section cover mainly the
4 In the various figures the following rules or conventions ADVANCE WARNING AREA(S) of the applicationsapply: being discussed. All of these applications will require
." .one or more TRANSITION AREA, BUFFER(a) all signs ar~ correctly oriented for the direction of ZONE/STABILIZING AREA and TRANSITION AREA
travel to which they apply" Th , e sign InventOries given In each subsection ap-0 , (b) to av?id confus!on ,,:,ith any arrows on r?a~ signs or p!y ~n principle. to the ~dvance warning area
, marking, the directIon of travel of traffic IS, where signing. To obtain a total Inventory for a site de-relevant, indicated thus ~; signers will have to identity all components and
(c) all details are given in metres but all may be add toget~er the inv~ntory requ~rements. This willdirectly used as "paces" in practice. c~m~on~y Invol.ve adding the requirements for an ap-
plication In Section 13.11 to one or more enlarged detail
5 Signs should be sized as recommended in Volume 1. requirements from Section 13.12.
As a rule of thumb the following sizes are appropriatefor regulatory, warning and diagrammatic signs:
(a) Gravel roads:
(i) circular signs -1200 mm diameter;
(ii) triangular signs -1200 mm side length;
(iii) diagrammatic signs -1200 mm x 1600 mm;
(b) Bituminous, concrete or brick surfaced roads:
(i) circular signs -1200 mm diameter;
(ii) triangular signs -1500 mm side length;
(iii) diagrammatic signs -1200 mm x 1600 mm.
0 (c) Urban streets:
(i) circular signs -900 mm/1200 mm diameter;
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS
~ ---""~~-""c,'", -,~,~ , =-
13.11.2 FREEWAYS / DUAL CARRIAGEWAY ROADS
13 11 3 L CI D T . 0 I INSTALLATION INVENTORY :)'
..ane O5ure- ay Ime ny !U
1 The application of temporary signing shown in Figure Sign No Size (mm) (}uanti ty
13.66 is similar to other figures illustrating lane dropsituations. The principle differences are that this exam- @pie shows a lane drop on a two-lane, one-way roadway ~ TA103 1200 2 or 3(11
(normally part of a dual carriageway) and it assumes TA104high approach speeds. If the situation is not isolatedbut occurs within a larger roadworks site, the signinglevel should be adjusted in accordance with the, oper- @ TA201-60 3ating speed prevailing (see Section 13.4). 80 TA201-80 1200 2
2 Since the lane drop is short term, and during daytime TA201-100 2only, delineation may be provided by means of TRAF-FIC CONES TD4. Signing in the taper area is very limitedcompared to long term installations so that 700 mm 8TRAFFIC CONES, preferably made more conspicuous 120 A201-120 1200 2with white retroreflective sleeves, are recommended.Although signing within the transition and work area iskept to a minimum, the advance signing indicated mustbe provided otherwise traffic will arrive at the lane drop
Atravelling too fast for safe merging to occur. Apart from TW336 1500 4 ~the hazard this represents, congestion will occur as a IJresult, making the installation very inefficient in its
operation.
3 Detail 13.66.1 shows dropping of the "Slow" lane. This A TW214 2(21application is not recommended for roadways with 1500high volumes and/or a significant percentage of 'ff TW215 of each
heavy vehicles. The dropping of the "Fast" lane asshown in Detail 13.66.2 is generally preferred. If nec-essary, this can be followed by a lane shift to the right 300 X(see Figures 13.77to 13.79). The sign inventories for III LII TW411 1800 1
all taper details must be added to that given in thissubsection.
4 If advance signing has to be reduced due to time or ~ 2 space considerations, it is recommended that a full set TGS101 1200 X 2( 1
of signs on.on~ side of the road be omitted, rath~r than 1~ TGS102 1600 of eachby decreasing In the length of the sequence. Which setmay be omitted is likely to be site specific due to spaceor visibility conditions. The side offering the best visibil- 35 Mi n
ity to all traffic should be retained with a preference for ! TD4 5 plus 10the "fast" side of the carriage.way..I~ this event t~e start 7 0 per 100m ~
of the taper must be clearly Identified to all traffic. The I d Yreduction in signing referred to is not recom- case
mended on three or more lane cross sections.According to experience, signs TGS101 (or TGS102) [l~:g:m] TIN 11 3 1200 2may be replaced by signs TW214 (or TW215) of an I Lftft- I .
adequate size. I 600 m I TIN 11. 3 1500 2
ChecklistM FLAGS 450 X 4
0 how many lanes are there on the section of road on r-- 450which the lane is to be closed?
0 what is the anticipated traffic approach speed during (1) If possible provide 2 x TA103/TA104the period of lane closure? signs at the start of the taper.
0 can lane closure during peak traffic periods be (2) TW214/TW215 may be used instead of
avoided? TGS101/TGS102.
0 can the required level of signing be accommodatedwithin the space available?
0 will the lane closure cross off and on ramps -or can this(]' .
be avoided? I,c
ROADWORKS SARTSM-VOL2 NOVEMBER 1997
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13.11.14 FREEWAYS I DUAL CARRIAGEWAY ROADS
13.11.9 Work in Median1 This application of temporary traffic signing is very INSTALLATION INVENTORY
specific to a work situation in a dual carriageway roadduring which the road is being widened within the Sign No Size (mm) Quantity'"median. The main purpose of the signing is to control J
the entry and egress of construction traffic from the @median and to warn the general public that the move- ~ 60 TR201-60 1200 4( )ments are likely to occur with the attendant need for ~ TR201-80 4 2
higher levels of concentration.
2 Since this type of situation is likely to be only part of alarger roadworks operation, the required signing has to \8 (2) be added to whatever is needed by the overall signing 120 R201-120 1200 2
plan. If necessary, the more general signing levelshould be reduced somewhat in order to make sure theexit and entry signing will be clearly visible. Subject toprevailing visibility conditions this is a typical situation A TW3 3 where the use of special grades of high luminance 44 1500
fluorescentlretroreflective material for the median ac- A TW345 3
cess control signs may be worthy of consideration.
3 If there are early indications that the driving public is
not observing the hazard represented by the reduction !D]I 1200 Xin speed of construction vehicles prior to leaving the TGS131 1600 4 to 6
roadway (from the "fast" lane), it is recommended that ~the signing be supplemented by a flagman instructed "Jto operate only when an exiting truck is approaching. 60 plus
Temporary speed limits should preferably be related to 8 150 X 600 4 per 100m
the general conditions prevailing, and NOT to the local- TW402 200 X 800 .tised requirements of the construction vehicle 300 X 1200 S1 e
movements. Flagmen may also be effective to wam the I eng th
public when a construction vehicle is re-entering theroad.
4 A major roadworks site may have a number of such I For 12km I TIN 11.2 1200 2
median access points. It has proven effective in suchcases to identify each access by a number associatedwith the TW344 sign. Construction vehicle drivers canthen be advised which of the several accesses they are I ~"" -I
TIN 3 1200 4to use on a trip-by-trip basis. I 300 m I 11.
Checklist(3)
0 can access points be sited where visibility is good even [:~~J TIN 11.4 1500 4if this means that construction traffic may travel somedistance on the median?
00 can exit points from the median be sited so that con-
struction vehicle drivers have clear sight in order to r~ljudge gaps in traffic? L_:i~J TIN 11.5 1500 2
0 if gaps in traffic are likely to be very limited can traffic _.
be effectively slowed by a flagman to allow constructionvehicles entry? .
0 is the use of special grades of high luminance fluores- r1 FLAGS 450 X 6
cent/retroreflective material warranted to assist r-- 450
identification of entry/exit points?
0 arethereseveralentrypointsandwillitbeofassistance (1) This installation is for use within a
to number these? roadworks site. Extra advance signs
will be required if used on its own.
(2) Speeds according to site.
(3) Special text supplementary plates.
,
~ROADWORKS SARTSM-VOL2 NOVEMBER 1997_c":;'..,.
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