Routine Road Maintenance Manual

ROUTINE ROAD MAINTENANCE MANUAL
Compiled by:
South African National Roads Agency Limited (SANRAL) - Focus Group, assisted by Ninham Shand
Consulting Services
Funded by:
SANRAL
Published by:
South African National Roads Agency Limited
PO Box 415
Pretoria
0001
South Africa
Available on the website: http://www.sanral.co.za
ISBN 0-620-2568-7
First Edition: May 2000
Second Edition: January 2009
National Route N1 - Hex River Valley
ROUTINE ROAD MAINTENANCE

MANUAL
i
PREFACE/DISCLAIMER
PREFACE
This Manual is aimed at the Site Management Team who manage routine road maintenance contracts on
South Africa's National Roads. This manual is a tool to guide the Site Management Team in their tasks to
maintain the integrity of the road network.
The original Manual was compiled by Dave Wright and Adrian Bergh in 2000 following numerous
discussions with Engineers and Route Managers engaged in routine road maintenance and was based on
proven South African experience. In 2008 feedback on the contents of the manual, and their applicability,
was again requested from Engineers and Route Managers and these inputs have been incorporated into the
latest edition of the Manual.
Additional background information and extracts from practical repair manuals are included in the Manual
as Appendices. The contributions of SABITA and all other contributors are gratefully acknowledged.
Any comments on this document can be addressed to the Chief Executive Officer: South African National
Roads Agency Limited: P O Box 415, Pretoria 0001, Republic of South Africa.
DISCLAIMER
The information given in this document is based on the knowledge and experience of organizations and
individuals concerned with the routine maintenance of roads in South Africa.
The information contained is given in good faith and provides guidance on how to deal with the problems
likely to be encountered. The Manual does not contain an exhaustive list nor recommendation the well-
established repair methods, products and material options available for repairs. No responsibility will be
accepted by the South African National Roads Agency Limited , its staff members or agents or by any of
the persons involved in drawing up this document for any adverse consequences arising out of the use of
this document.

MANUAL
ii
FOREWORD
FOREWORD
Roads are taken for granted without acknowledging their vital contribution to various aspects of society's well-
being. How effectively we manage our national highways is key to the quality of the environment we live in.
The importance of Routine Road Maintenance (RRM) is generally underestimated in the preservation of the road
infrastructure asset. At SANRAL, RRM is used, inter alia, both for the longevity of the national highway system
and for the development of small, medium and micro enterprises (SMMEs) .
The RRM programme was established on the national road network in 1998 which at the time had a length of
6748km, and has since expanded to well over 16000km. Every metre of the road network is covered by a routine
road maintenance project, which has as its primary objective the provision of a safe road environment to all road
users. Daily inspections by route patrols allow for the identification of possible hazards and the implementation
of appropriate action on the network, within the shortest possible time.
The SANRAL RRM Programme by its very nature offers opportunities for the development of SMMEs. It is a
Condition of Tender that a major portion of the works is set aside for SMMEs. The proportion of works (either
80% or 60%) to be set aside for SMMEs is dependent on the size of the Broad Based Black Economic
Empowerment participation of the main contractor. Ninety percent of the works set aside for SMMEs is carried
out by Black owned companies. Subcontractors with minimal capital cost, technical and entry requirements,
provide an ideal incubator for the economic empowerment, development and training for the "larger" contractors
of tomorrow.
Furthermore, RRM plays an important role in implementing the Incident Management System to clear the
roadways of any obstruction and to restore traffic flow to normality as quickly as possible.
This Manual combines the skills and knowledge that SANRAL and its partners have developed over the years. It
is a tool to assist those involved in RRM to identify remedial actions to be taken to preserve and render the road
safe. The Manual is a guide to take the corrective action not only to provide a safe, efficient road network but also
to protect the environment. Environmental Management is integrated in all the chapters of the Manual.
This second edition of the Manual includes for the first time a chapter on quality control systems for RRM
contracts. The Manual does not contain a set of solutions nor any recommendations regarding the use of any
products - proprietary, experimental any specific type. There is no preferred solution and/or product. I trust that
appropriate designs will be applied based on good engineering judgement.
I trust the information in the Manual will assist the Site Management Team in their tasks to maintain the
functional integrity of the road network.
Nazir Alli
Chief Executive Officer
The South African National Roads Agency Limited

MANUAL
iii
DEFINITIONS
DEFINITIONS
Incident Management System - Co-ordinates the responses of emergency services to an incident and
provides a mechanism for efficiently managing the incident.
Incident - Any occurrence that reduces the capacity of a roadway or creates a hazard for road users.
Incident Management - A planned set of procedures and protocols which come into play whenever an
incident occurs.
Road Reserve - Land acquired by a road authority for the purposes of containing a public road.
Route Manager - Engineer's representative on site with delegated responsibilities relating to the day-to-
day management of the routine road maintenance contract.
Site Management Team - Consulting Engineer's team on site headed by the Route Manager who reports
to the Engineer.
Traffic Safety Officer - Competent member of the Contractor's staff with specific responsibilities to
ensure that the temporary traffic accommodation requirements comply with the specifications.

MANUAL
iv
ABBREVIATIONS
ABBREVIATIONS
AASHTO American Association of State Highway and Traffic Officials

CARA Conservation of Agricultural Resources Act
CBR (walls) Concrete Block Retaining walls
CCC Central Communications Centre
COLTO Committee of Land Transport Officials
DCP Dynamic Cone Penetrometer
DEO Designated Environmental Officer
DME Department of Minerals and Energy
EMP Environmental Management Plan
ETB Emulsion Treated Base
GPS Geographic Positioning System
IMS Incident Managing System
ISO International Organisation for Standardisation
ISO 9001 International Standard prepared by ISO Technical Committee for quality
management and quality assurance
JI Job Instruction
LICT Labour Intensive Construction Techniques
NEMA National Environmental Management Act (Act No 107 of 1998 as amended)
OH&S Act Occupational Health and Safety Act (Act No 85 of 1993)
PLO Public Liaison Officer
PMS Pavement Management System
RRM Routine Road Maintenance
SABITA Southern African Bitumen Association
SADC Southern African Development Community
SANRAL South African National Roads Agency Limited
SARTSM South African Road Traffic Signs Manual
SMS Site Management System or Slope Management System
TMH Technical Methods for Highways
TRH Technical Recommendations for Highways
TSO Traffic Safety Officer

MANUAL
v
TABLE OF CONTENTS
ROUTINE ROAD MAINTENANCE MANUAL

TABLE OF CONTENTS
Page
PREFACE / DISCLAIMER ii
FOREWORD iii
DEFINITIONS iv
ABBREVIATIONS v
TABLE OF CONTENTS vi
1. INTRODUCTION 1.1
2. ROAD MANAGEMENT 2.1

2.1 Management Duties and Inspections 2.1
2.2 Pavement Information 2.2
2.3 SANRAL’s Management Strategy 2.2
2.4 Contract Rates and Quantities 2.2
2.5 Availability of Materials 2.3
2.6 Maintenance Problems 2.3
2.7 Methods for Addressing Problem Areas 2.3
2.8 Special Circumstances 2.3
2.9 Capacity Building 2.3
2.10 Community Engagement 2.4
3. PRIORITIES 3.1
4. ROAD SAFETY 4.1

4.1 Introduction 4.1
4.2 Signs and Road Markings 4.4
4.3 Hazardous Locations 4.5
5. ENVIRONMENTAL MANAGEMENT 5.1

5.2 Environmental Management Plan (EMP) 5.1
5.3 Other Environmental Information 5.2
6. OCCUPATIONAL HEALTH AND SAFETY 6.1
7. ROAD PAVEMENT REPAIRS - GENERAL 7.1

7.2 Materials 7.1
7.3 Asphalt Mixes and Mixing 7.3
7.4 Equipment 7.4

MANUAL
vi
TABLE OF CONTENTS
7.5 Repair of Road Failures 7.5
8. ROAD PAVEMENT REPAIRS - FLEXIBLE PAVEMENTS 8.1

8.1 Surfacing Failures 8.1
8.2 Potholes 8.3
8.3 Pavement Failures 8.4
8.4 Cracks 8.7
8.5 Pumping 8.17
8.6 Deformation 8.18
8.7 Texture 8.21
8.8 Shoulders - surfaced 8.24
8.9 Shoulders - gravel 8.26
8.10 Reinstatement of concrete block paving 8.28
9. ROAD PAVEMENT REPAIRS - RIGID PAVEMENTS 9.1

9.2 Loose/Spalled Concrete 9.1
9.3 Joints/Open Cracks 9.3
9.4 Weeds 9.4
10.DRAINAGE 10.1
10.2 Drainage Maintenance 10.2
10.3 Erosion Control 10.10
11.GEOTECHNICAL AND SLOPE STABILITY 11.1

11.2 Slope Management System 11.1
11.3 Response 11.2
11.4 Soil / Rock problems 11.2
12.ROAD RESERVE MANAGEMENT 12.1

12.2 Litter 12.1
12.3 Barriers 12.2
12.4 Fencing 12.3
12.5 Rest Areas 12.5
12.6 Control of Vegetation 12.5
12.7 Site Disturbance 12.9
12.8 Importation of Materials 12.9
12.9 Arrestor Beds 12.10
13.MAINTENANCE OF STRUCTURES 13.1

13.2 Inventory of Structures 13.1
13.3 Routine Maintenance Inspections 13.1
13.4 Retaining Structures 13.2

MANUAL
vii
TABLE OF CONTENTS
13.5 Gantries 13.3

13.6 Graffiti 13.3
14.STATUTORY CONTROL 14.1

14.2 Areas of Statutory Control 14.1
15.INCIDENT MANAGEMENT SYSTEM 15.1

15.2 Incident Management Guideline Plan 15.1
16.QUALITY CONTROL SYSTEMS 16.1

16.1 Site Management Procedures 16.1
16.2 Road Safety 16.1
16.3 Material Control 16.2
16.4 Financial control 16.4
APPENDICES
APPENDIX A - TYPICAL CROSS SECTIONS AND ROAD NOMENCLATURE
APPENDIX B - EXTRACTS FROM CHAPTER 13, VOLUME 2 OF THE

SOUTH AFRICAN ROAD TRAFFIC SIGNS MANUAL
APPENDIX C - OCCUPATIONAL HEALTH AND SAFETY
APPENDIX D - SABITA: BITUMINOUS PAVEMENT REPAIRS
APPENDIX E - SLOPE MANAGEMENT SYSTEM INFORMATION
APPENDIX F - CONTROL OF VEGETATION
APPENDIX G - NATIONAL VELD AND FOREST FIRE ACT 1998
APPENDIX H - MAINTENANCE OF STRUCTURES
APPENDIX I - STATUTORY CONTROL
APPENDIX J - INCIDENT MANAGEMENT
APPENDIX K - SITE AUDIT FORMS

MANUAL
viii
INTRODUCTION
CHAPTER 1. INTRODUCTION
This manual has been commissioned by SANRAL for use on its routine road maintenance contracts on
the national road network. The intention of the manual is to provide guidance which will assist the Site
Management Team to:
1 appreciate the various aspects of road management, priorities, safety, environmental issues, materials
and equipment
1 identify various problems that need attention
1 understand the reasons for the problems
1 select suitable actions or repair methods
1 prioritise actions required
1 have a systematic approach to maintenance work which is in step with the other national routine
maintenance contracts.
Conditions across South Africa are not the same. Pavement structures, materials, traffic and climate are all
important variables that affect the actions required in response. In addition a balance is required between a
safe, efficient road network and responsible environmental practice. For these reasons there are no
absolute solutions. The aim of this manual is thus to help the Route Managers to make logical decisions
and apply sensible and appropriate methods to carry out the necessary maintenance actions.
As far as possible road pavement terms used are based on the recommendations of TMH9 (Standard visual
assessment manual for flexible pavements) and TRH6 (Nomenclature and methods for describing the
condition of asphalt pavements).
The following references are mentioned in this Manual:

1 Bituminous Pavement Repairs General Repairs and Patching Published by SABITA. SABITA 1997.
1 South African Development Community (SADC) Road Traffic Signs Manual - November 1997
1 South African Road Traffic Signs Manual (SARTSM) Chapter 13 - Roadworks Signing - June 1999
1 Problem plants of South Africa - Clive Bronilow - Briza Publications - 2001
Other manuals and information of SANRAL which have relevance to Routine Road Maintenance and
which can be downloaded from the SANRAL website are:
1 Site Management System for Routine Road Maintenance Contracts - June 2001
1 National Slope Management System (SMS) - May 2006
1 Land Acquisition Guidelines for Consulting Engineers - April 2007
1 Statutory Control Manual - Expected November 2008
1 Road Incident Management System - The South African National Roads Agency Ltd (2006)
1 Drainage Manual (5th Edition)
1 Manual on Bi-Annual Bridge, Culvert and Gantry Inspections (expected in 2009)
In addition, the Standard Drawings of SANRAL should be referred to for standard details on road
infrastructure elements (fencing, guardrails, drainage details, etc)
Typical road cross sections and road nomenclature illustrations are contained in Appendix A

MANUAL
1.1
ROAD MANAGEMENT
CHAPTER 2. ROAD MANAGEMENT
2.1 MANAGEMENT DUTIES AND INSPECTIONS
The Site Management Team on a routine road maintenance contract can be considered the local
representatives of SANRAL, providing assistance in the management of the national road network by
monitoring the performance of the roads and alerting SANRAL to matters like illegal practices, road
safety issues, road performance and encroachments.
The Team is required to inspect the site frequently

so that problems are identified, the causes
investigated and assessed and the actions
required identified and carried out timeously.
The inspections are to be carried out at night as
well to view potentially hazardous locations,
signs and markings, and in adverse weather
conditions (rain and snow) to assess drainage and
the performance of the road elements, like signs
and roadmarkings, under these conditions.
Obvious problems should be noted as soon as

they become evident and serious situations
should be reacted to and reported immediately. A Inspection of road at dusk
list containing the various aspects to be checked, the
frequency of the inspections, previous inspection date and due date of next inspection should be drawn up.
The items to be inspected and the frequency of inspection are likely to vary from contract to contract
depending on climate, road condition, traffic, terrain and season. The following requirements contained in
the engineering services contract must be taken into account in drawing up the check list:
Road Elements Frequency Road Elements Frequency

Signs Yearly Instabilities Dependent
Road marking Yearly on degree of
Guardrails Weekly problems
Structures Yearly Informal
Settlements Weekly
Flexible road Illegal Access Weekly
condition Yearly Fencing Monthly
Rigid road
condition Yearly Illegal signage Weekly
Drainage Monthly

MANUAL
2.1
ROAD MANAGEMENT
2.2 PAVEMENT INFORMATION
Pavement Structure
A basic knowledge of the pavement structures along the route is essential. Where "as built" plans are
available the Route Manager should have a copy. The type of surfacing (and any reseals/overlays), base
and subbase together with the age of the pavement should all be known. This information is usually
available on SANRAL’s pavement management system (PMS) summary sheet. Where a failure extends
into the base it is vital to know what this layer
consists of before patching starts (for example,
one would not place crushed stone in a
bituminous base). Where a pavement has been
successfully carrying traffic for an extended
period without major failures this indicates that
there is little wrong with the pavement structure.
Pavement Condition
The Route Manager should know the overall
condition of the various sections of the route and
rates of deterioration. This information assists in
the decision on what actions need to be taken
particularly with regard to the extent and
prioritisation of repairs. If the incidence of Pavement at end of economic life
pavement failures is increasing rapidly in an area,
SANRAL should be made aware of the situation. With this knowledge, SANRAL may then need to alter
its network strategies to give priority to a special maintenance project on this particular section.
Information such as pavement deflections can also give indications of potential weak areas.
2.3 SANRAL’S MANAGEMENT STRATEGY
SANRAL has various strategies for sections of the route based on its PMS. These will include planned
reseal, rehabilitation or new construction projects. This must be known as it strongly influences possible
routine maintenance measures. For example, where a road has widespread crocodile cracks together with
some rutting, but is due for rehabilitation in the short term, a minimum action such as maintaining the road
surface so that it is safe for public traffic (i.e. a holding operation) may be the right approach. Extensive
patching and repairs would be wasted effort and money.
2.4 CONTRACT RATES AND QUANTITIES
Familiarity with the rates and quantities is needed not only to control expenditure on the project but also to
test the cost implications of various repair methods. Frequently more than one repair method is possible
and cost should be a key factor to be weighed against other issues such as materials availability, weather,
traffic and constructability, in making the right choice. Accurate estimates and the payment items to be
used must be specified in the Job Instructions (JI) where the required work is set out.

MANUAL
2.2
ROAD MANAGEMENT
2.5 AVAILABILITY OF MATERIALS
The Route Manager should have a good idea of which materials are available, their costs and their source
locations. Calling for minor hot asphalt repairs for example in an area remote from an asphalt plant is not
practical unless the Contractor has the capability for on-site manufacture of hot asphalt. Before
considering the use of material from a borrowpit or quarry, the status of the material source must be
clarified in terms of approval by the Department of Minerals and Energy (DME). Advance laboratory
testing also needs to be done as part of quality control.
2.6 MAINTENANCE PROBLEMS
Inability to correctly identify problems and understand the cause, can and has resulted in unnecessary or
wrong repair methods being used. This manual provides information to help the Route Manager to
recognise the common problem areas and have an appreciation of possible causes. A common theme
throughout the pavement section of the manual will be the effects of the age of the pavement (e.g. binder
condition), heavy traffic and the environment on the performance of the pavement.
2.7 METHODS FOR ADDRESSING PROBLEM AREAS
Having correctly identified the problem it is equally important to select an appropriate treatment. Because
situations are not always the same, more than one treatment should be considered. The manual provides
guidance on treatments for various problems including proven repair methods. As far as possible the
intention would be to use recognised and tried methods and new methods must be evaluated and agreed
with SANRAL. Obviously there is a place for the latter but this should be in special situations only where
the recommended methods prove unsuccessful.
2.8 SPECIAL CIRCUMSTANCES
The Route Manager will likely be a general practitioner in the roads field. An understanding is required of
technical limitations and recognition that in some situations the cause of the problem or how to repair it
will not be known. Under these circumstances specialist assistance should be sought.
2.9 CAPACITY BUILDING
Pavement maintenance is a specialist field requiring appropriate knowledge and years of experience to
accurately identify and remedy pavement defects. Unfortunately there is a significant shortage of these
skills in South Africa, and every effort should be made to develop this field. In the interest of maintaining a
high standard of work, and building sufficient capacity within the industry, the Route Manager and Main
Contractor should be on the look out for subcontractors and/or their employees who demonstrate potential
and interest in this field. Such individuals once evaluated may be trained and developed further.

MANUAL
2.3
PRIORITIES
CHAPTER 3. PRIORITIES
It is likely that the roads industry and road maintenance in particular will always be faced with budgetary
constraints and strong competition from other sectors. As a result it is vitally important that maintenance is
cost effective and that the work is prioritised in situations of limited funding.
The three major objectives of routine maintenance are to:

1 provide a safe and acceptable level of service for the travelling public
1 maintain the condition of the road such that maximum life is obtained from the road (asset
preservation).
1 ensure that the road environment is attractive (aesthetically pleasing).
Top priority is to keep the road safe at all times. Situations which may result in accidents or cause damage
to vehicles should be handled first. Generally this will mean that a failed road surface will receive top
priority. However, other situations such as damaged guardrail projecting into the carriageway, a slippery
road surface due to spillage of some material, poor visibility due to smoke from a fire in or close to the road
reserve, a deep slack that is dangerous at the prevailing speeds, the proximity of schools and the presence
of pedestrians, all need to be assessed because of the risk to the travelling and general public.
Secondary issues such as smooth surfaces and rutting also pose a safety threat. Because these are often
widespread the risks are less easy to quantify. Actions like surface texture correction or rutfilling over
widespread areas fall into the category of periodic maintenance.
To prioritize other maintenance actions the question should be asked "will this action protect the pavement
and prevent further deterioration?" Any situation where significant amounts of water can get into the
pavement is critical and, if left unattended, will result in rapid deterioration of the pavement structure.
Such situations could arise from subsurface seepage or springs (mainly in cuts or low lying areas), shallow
side drains in flat grades and water ponding on the road surface or on the shoulders. Unfortunately these
considerations cannot be assessed in isolation.
SANRAL’s PMS strategy regarding reseal and

rehabilitation is critical. For example a road may
have extensive pumping, crocodile cracks and
rutting and is scheduled for rehabilitation within
the next two years. Normally the riding quality
under these circumstances is acceptable and,
provided the cracking does not develop into
extensive failures, a reasonable level of service
will be possible with little or no maintenance
action up to the time of rehabilitation. However,
should SANRAL's strategy be such that no
periodic maintenance is anticipated for the next
few years a different approach would be needed.
Closure of lane - high priority

MANUAL
3.1
PRIORITIES
SANRAL should be informed that the particular section of road is in poor structural condition. If no
changes can be made to the periodic maintenance programme certain interim holding measures could
prevent severe deterioration of the pavement over
few years. These holding measures could include
actions to reduce the ingress of water such as a
geofabric crackseal, roadpatch or a modified
emulsion slurry depending on the extent of the
problem.
Other maintenance actions such as litter removal,

grass cutting, replacing signs and minor repairs
on guardrails and fencing are not as important as
the actions listed above. However each one
should be judged on the circumstances of the
contract. At a time of high fire risk grass cutting
could substantially reduce such a risk. Guardrails
in poor condition on a dangerous curve where
High priority pavement failure
accidents occur frequently hold an increased risk
to traffic.
On certain routes frequent single vehicle accidents are attributed to driver fatigue. Clean, attractive, well-
kept rest areas encourage the travelling public to break their journey. It can be argued that as part of a road
safety campaign attention to rest areas should be considered before certain other actions particularly just
before times of heavy traffic flows.

GUIDANCE MANUAL
MANUAL
3.2 3.2
ROAD SAFETY
CHAPTER 4. ROAD SAFETY
4.1 INTRODUCTION
High volumes of traffic travel at speed on national roads. Working on or close to the road surface can be
very dangerous. Routine maintenance staff need to develop a safety culture or attitude and training courses
to this end should be provided to all workers on the road. Staff should be made aware of the following:
1 Always be aware of potentially dangerous situations
1 Always wear a safety jacket when working in
the road reserve
1 Do not step onto the travelled surface without
first checking for oncoming traffic
1 When not in a delineated work area always
face oncoming traffic and watch traffic
movements.
1 When driving on the road do not make sudden
stops
1 When stopping, park off the road surface
1 All maintenance vehicles should be equipped
with yellow flashing lights and "Maintenance
Vehicle" signs
1 Making a U turn on the road is dangerous and High visibility of workers in road reserve
increases the risk of an accident
1 Remove all loose or foreign objects such as tools, material, broken exhausts, rubber from burst tyres
and signs not in use from the road surface
1 Maintain appropriate temporary signage - when not required remove or cover signs
1 Do not hold discussions on the carriageway or shoulder - inspect the problem area and move to a safe
place in the road reserve for any discussions
1 Do not work simultaneously on both sides of the road at one location
1 Clear accident scenes as soon as possible
Traffic accommodation is vital to the safety of both the contractor's staff and the travelling public. The
SABITA Bituminous Pavement Repairs Manual (Appendix D) given as a reference in the Introduction
covers the subject well, and on page 6 of Task One gives a clear summary of actions needed.
Special attention should be given to training the Stop/Go board operators and the flagmen. The same
people should as far as possible be used for this task throughout the contract, in accordance with clause
M0502(b) in the Standard Specifications for Routine Road Maintenance. The Traffic Safety Officer
(TSO) appointed by the Contractor at the start of the contract must be trained very well to ensure that this
aspect is well managed. The Route Manager, Contractor and TSO should hold a safety meeting once a
fortnight and should check traffic accommodation regularly. Incorrect setups or poor procedures should

MANUAL
4.1
ROAD SAFETY
be changed immediately.
Traffic accommodation must always meet the

appropriate requirements of Chapter 13 Volume 2
of the South African Road Traffic Signs Manual
(SARTSM). Typical traffic accommodation
layouts based on Chapter 13 for temporary day-
to-day partial closures are presented in Appendix
B and on SANRAL’s standard drawings.
For each traffic accommodation set up, a plan of

the traffic accommodation measures must be
produced and the TSO must inspect and sign off Day time traffic accommodation
this plan every day before the accommodation
measures are opened to traffic. Regular
inspections must be made by the TSO and Route
Manager to ensure the measures that are in place
are working correctly.
On freeways, where traffic is reduced from two

lanes to one, the reduction should be effected
over a taper distance of sufficient length for the
prevailing conditions to keep traffic moving even
at a slow pace. In certain extreme conditions a
reduction can be made from three lanes to two
and then one. The reduction should be made over
an extended distance and if at all possible only for Night time traffic accommodation
periods when traffic flows are very low, so that

congestion as a result is limited. When work is
stopped for the night or over a weekend all signs
other than essential warning signs like loose
gravel, potholes and speed restriction signs
should be removed from the road. Signs such as
"Stop ahead" or speed restriction signs on an
open road where no reason is evident cause the
travelling public to lose faith in the messages
given. As a result the travelling public will
disregard them, which could be fatal in a real
situation.
Accommodation signs

MANUAL
4.2
ROAD SAFETY
Regular liaison with the local and provincial traffic police is strongly advised. Traffic accommodation
measures should be referred to the traffic police for their comment. Traffic officers can assist by advising
on standardised hand signals and operating procedures for flagmen and Stop/Go operators. Particularly
where more major work or disruption is about to take place on a portion of the road the local commanding
officer should be informed before work starts.
The public must be warned of potential traffic disruption and the periods when this will occur. This can be
done through information provided to the press, radio and television, the details of which must be agreed
with SANRAL beforehand and through variable message signage. This will allow road users to plan their
travel routes accordingly .
Where traffic accidents occur which are related

to routine maintenance operations the Route
Manager should prepare a report which covers
details such as
1 location
1 date and time
1 persons
1 vehicles involved
1 road condition
1 weather
1 signage
Lane reduction from three lanes to two

Photographs of the road condition and signage
must be taken as they can provide vital evidence in
the event of subsequent legal action which often only takes place months or years later. The procedures for
Incident Management System (IMS) should be used and the records of the incident filed in the Site
Management System.
Timing of work on the road surface is important and should be programmed to avoid peak periods such as
1 morning and afternoon peak periods
1 public holidays like Easter weekend
1 important events such as international sports events, the Comrades and the Argus Pick ‘n Pay Cycle
Tour.
This may mean working over weekends or at night on heavily trafficked routes.
Correct management of traffic and the safety of the public and the routine maintenance staff is an
extremely important part of the contract. Everyone concerned must adopt a safety-conscious attitude and
any poor performance in this area must be dealt with immediately.

MANUAL
4.3
ROAD SAFETY
4.2 SIGNS AND ROAD MARKINGS
Traffic signs and road markings play a significant part in overall road safety. Each element of the signage
has been thought out carefully for the benefit of the public. Lack of appropriate signage can make travel
hazardous, particularly at night and in inclement weather conditions.
An inventory should be kept of all new signs and

road markings on the contract, recording when
they were placed. A formal inspection should be
made at least once a year to assess their condition
both in the day and at night and also during wet
conditions. Typically road sign life could be 7 to 8
years whereas road markings could have a life of
2 to 4 years depending on traffic and climate.
Damaged or broken signs should be repaired or
replaced as soon as possible, particularly
regulatory and warning signs. The lines of sight
to signs must also be checked and obstructions
such as branches or vegetation encroachment
Reviewing signs and markings at night
removed. Particular attention must be paid to
signage at intersections and critical areas such as
blind rises.
The appearance of signs can be much improved by washing them down with water and detergent and
repairing bullet holes and other minor marks with self-adhesive reflective tape.
Where periodic maintenance (i.e. reseal or rehabilitation) is programmed in the short to medium term but
the road markings require attention, painting of the centreline only should be discussed with SANRAL.
The Route Manager should assess the signage and road marking to check whether certain areas or
situations warrant additional measures (for example at recurring accident positions and at or near
intersections). Barrier line lengths and positions should also be checked. On roads where there are no road
studs these could be placed on a limited basis at sharp curves and blind rises. Strict quality control should
be exercised over road marking operations.

MANUAL
4.4
ROAD SAFETY
4.3 HAZARDOUS LOCATIONS
Particular attention must be given to road safety at hazardous locations.

Such locations should be identified during site inspections and in the evaluation of Incident Management
System (IMS) information. Hazardous locations are often associated with -
1 informal settlements abutting the road reserve where fences are broken or absent, access is not
controlled and pedestrians walk within the reserve or cross the road along desire lines;
1 schools situated close to the road reserve where learners cross the road or use the road to cycle or catch
public transport;
1 a peri-urban or smallholdings landuse environment with frequent direct access to the reserve. Farming
equipment and vehicles (tractors, trailers, harvesters) accessing and travelling slowly along the road
can be extremely hazardous.
1 cattle crossings
1 areas experiencing mist and fog conditions frequently
Where hazardous locations are present, the Site Management Team must seek solutions to reduce or limit
the hazards present. The Route Manager must be involved in discussions with local communities for this
purpose.

MANUAL
4.5
ENVIRONMENTAL MANAGEMENT
CHAPTER 5. ENVIRONMENTAL MANAGEMENT
5.1 INTRODUCTION
Environmental matters are governed by the National Environmental Management Act (No. 107 of 1998)
or NEMA. Section 24 of the Act details the processes required for implementation of actions and Section
28 the duty of care and the need to take reasonable measures to protect the environment.
The Act recognises the right of all inhabitants of South Africa to live in an environment that is not harmful
to their health or well-being and to have the environment protected for the benefit of present and future
generations. Accordingly, the Act expressly states that any person undertaking activities with the potential
to damage the environment has a duty to take all reasonable measures to prevent such damage from
occurring. It follows that all actions undertaken during road maintenance operations should be
approached in an environmentally sound and sustainable manner.
In terms of both the National Environment Management Act and Environment Conservation Act (No. 73
of 1989) the term “environment” includes the
natural environment (plants and animals) as well
as the social environment (surrounding
communities), and therefore consideration needs
to be taken of both these aspects during
maintenance activities.
On routine maintenance contracts, the aim is to

ensure that the need to provide a safe, efficient
road network is balanced against ensuring
environmental protection in terms of the
legislation. Thus maintenance actions, be these
for road safety, preserving the road asset or
aesthetic reasons, must take account of the need
to protect the environment.
Vegetation in road reserve
5.2 ENVIRONMENTAL MANAGEMENT PLAN (EMP)
The contract documentation normally includes an EMP which could be generic or contract-specific. The
provisions of the EMP are binding on the Contractor during the life of a contract. The Plan normally
includes:
1 The identification of environmental aspects and impacts
1 Construction activities and the Contractor's duties and responsibilities in terms of environmental
management.
1 Record keeping
1 Compliance and penalties.

MANUAL
5.1
ENVIRONMENTAL MANAGEMENT
In terms of the generic EMP, the Contractor provides a Designated Environmental Officer (DEO) who is
approved by the Engineer and should be suitably skilled and trained for the duties to be performed. The
DEO is required to identify the environmental aspects and impacts of each construction activity and set
out procedures for impact prevention or containment which must then be monitored.
The Site Management Team must be fully aware of the contents of the EMP and ensure that this is applied
to the contract.
5.3 OTHER ENVIRONMENTAL INFORMATION
Other sections in the Manual contain information relating to environmental management. In particular,
attention is drawn to:
1 Chapter 10 Drainage
Information is provided on stormwater management, drains and erosion control.
1 Chapter 11 Geotechnical
Information is provided on slope management and dealing with instabilities.
1 Chapter 12 Road Reserve Management.
Road reserve and environmental management go hand in hand, especially as outlined in the
following paragraphs:
Paragraph 12.1 deals with litter collection.

Paragraph 12.4 deals with management of rest areas.
Paragraph 12.5 deals with control of vegetation in particular:
= Invasive weed management
= Protected plants
= Grass cutting
= Pruning of trees and shrubs
= Burning of vegetation
Paragraph 12.6 deals with site disturbance
Paragraph 12.7 deals with the importation of soil.

MANUAL
5.2
OCCUPATIONAL HEALTH AND SAFETY
CHAPTER 6. OCCUPATIONAL HEALTH AND SAFETY
The Occupational Health and Safety Act 85 of 1993 (OH&S Act) requires that an Employer bring about
and maintain, as far as is "reasonably practicable", a work environment that is safe to all and without risk
to the health of workers. This means the Employer must ensure that the workplace is free of substances,
articles, equipment, processes, etc. that will or may cause injury, damage or disease. Where this is not
possible, the Employer must inform workers of these dangers, how to avoid them and how to work safely.
However, it is not expected of the Employer to take sole responsibility for health and safety. The Act is
based on the principle that dangers in the workplace must be addressed by communication and co-
operation between the employee and the Employer. The employee and the Employer must share the
responsibility for health and safety in the workplace. Both parties must pro-actively identify dangers and
develop control measures to make the workplace safe. To achieve this objective every Employer and
worker has to know their rights and duties as prescribed in the OH&S Act. These factors alone are the most
powerful sections of the OH&S Ac., They emphasise the need for this dual partnership between Employer
and employee and provide for an understanding of the necessary statutory requirements.
For this legislation, SANRAL would be the Employer and Routine Road Maintenance (RRM)
Contractors the employee, notwithstanding that Contractors are employers in their own right. Therefore a
Section 37(2) of the OH&S Act Agreements with Mandataries should be completed. The OH&S Act,
being "Self Regulatory", is supported by a number of Regulations, in particular the Construction
Regulations, that add clarification to the manner in which the above is to be attained. Construction
Regulation 4(5) makes provision for the Employer (SANRAL) to appoint an "Agent" (Consulting
Engineer/Route Manager) who will carry out the duties of the Employer as imposed in Construction
Regulation 4. In order to sufficiently activate these duties the Agent or his representative must be familiar
with the requirement of the OH&S Act and registered with the Board of Registration of the Occupational
Health and Safety Association. Therefore SANRAL, in appointing an Agent will ensure that on awarding
the contract that the necessary OH&S expertise and resources are acquired by the Agent in order that it
may be in a position to maintain the above legislative requirement.
Appendix C contains a document that highlights most of the relevant requirements in terms of the OH&S
Act that may be necessary within the confines of Routine Road Maintenance Contracts. The most
reasonable method of ensuring a safe working environment is by developing an OH&S system based on
the requirements of Appendix C and which includes audits or inspections of the workplace.
Together with this system Appendix C provides for a comprehensive audit schedule that covers all aspects
at any construction site. It is this document or parts thereof that can be used by the Agent and Contractor
alike to satisfy themselves that all statutory requirements have been met.

MANUAL
6.1
ROAD PAVEMENT REPAIRS - GENERAL
CHAPTER 7. ROAD PAVEMENT REPAIRS - GENERAL
7.1 INTRODUCTION
In this section the materials and equipment most commonly used in pavement repair work are outlined.
Then follow descriptions of the various types of pavement and surfacing failures and problem areas
together with the actions required to address these.
7.2 MATERIALS
Cement, lime and emulsions are available from suppliers in sacks or drums. Cement and lime sacks should
not be left outdoors and should be used within the first three months of supply. Certain emulsions such as
latex modified material can separate out with time and become unusable. Crushed stone and crusher sand
should be obtained from reputable commercial sources and should be checked for grading, hardness and
dust content. Where local pavement materials are intended for re-use or to be left in place these should be
tested and laboratory testing should take particular regard of bearing strength and plasticity.
While there are numerous repair materials (normally specified in detail in the contract documents) the
following are commonly used on routine maintenance.
Base Material
Experience indicates that the use of unsuitable
material is the primary cause of early failure of
base repairs. Because it can be difficult to be
certain of the quality of in situ base material it is
suggested that on heavily trafficked routes this
material should be an imported non or low
plasticity crushed stone which should be
stockpiled only when the material will be used
over an extended period. Other base material
should be used only where there is good
confidence that it will perform satisfactorily. The
use of cementing agents such as lime and cement
is not recommended as they can give rise to
cracking and cause the treated material to act as a
Mixing slurry on site
rigid block in a flexible layer giving rise to
unequal performance under traffic. However, as an emergency
temporary repair, a good quality gravel with a small percentage of cement can be used.
Emulsion Treated Base

Emulsion treated base (ETB) is the preferred material to be used in granular pavement repairs. The ETB
should consist of a crushed stone base material treated with 3% anionic stablemix emulsion and 1%
cement (by mass). The treated material should be mixed with water to achieve an optimum fluid content
(emulsion plus water) to enable maximum compaction.

MANUAL
7.1
Asphalt Base
Hot asphalt base should be obtained from commercial sources to a mix design approved by SANRAL. Use
depends on the proximity of an asphalt plant. Cold mix asphalt should only be used as a temporary
emergency repair to maintain road serviceability.
Emulsions
Because of ease of handling and low application temperatures, emulsion is favoured for maintenance
work, particularly where small quantities are required. The use of Latex (3% to 5%) is recommended due
to its improvement of the emulsion properties. Where the emulsion is stored in drums any separation can
be dealt with by rolling the drum (say 20m) before use. Where bulk storage is used the static tank should be
fitted with a pump and the emulsion should be circulated regularly (say once a week).
Handsprayed Seals
These typically consist of a 13mm surfacing chip with split application of emulsion and a grit choke layer
or a 19mm and 6,7mm double seal with a final fog spray.
Modified Cape Seal

This consists of a tack coat of emulsion (preferably modified) with a chip size dependent on the layer
thickness required (19mm recommended) and a slurry. A light penetration cover spray might be necessary
to hold the chip during slurrying.
Preformed Roadpatch
Preformed road patches should be obtained from commercial sources and consist of a range of chip sizes
on bitumen rubber on a backing strip.
Geofabric Bandage
A geofabric bandage consists of a rectangular piece of geofabric tacked to the road surface using a latex
modified emulsion. The bandage should be "armoured" by covering with a further application of latex
modified emulsion and a nominal 4,75mm grit. All binder applications and materials used should be as per
the supplier's specifications.
Slurrybound Macadam
A single size stone aggregate vibrated in place and infilled with a fine slurry.
Asphalt Surfacing
Hot asphalt would normally be obtained from commercial sources to an approved design. Use depends on
the proximity of an asphalt plant and the quantity required.
On site mixing of small amounts of "hot" asphalt can be achieved using a concrete mixer and gas burners
(refer to Figure 1). Using this method, quantities adequate for local patches, edgebreak and pothole repairs
can be produced at a temperature of about 120°C. With care, good mixing and adequate rolling, a dense
asphalt can be achieved.
Cold Mix
Cold asphalts either premixed (with cut backs) or made on site with emulsion have throughout the country
a poor performance record. Either the cold asphalt shoves during hot weather (high binder content) or is

MANUAL
7.2
Figure 1 - Heating of asphalt mixture

porous and allows the ingress of water which causes base failure or the asphalt ravels in wet weather (low
binder content).
Certain proprietary products however, could be considered for use in temporary pothole or road failure
repairs. Such products can be transported in the route patrol vehicles and potholes can be temporarily
repaired immediately they are noticed.
The current industry approach is that these types of products should be Agrément SA approved. SANRAL
should be consulted on the use of proprietory products for temporary repairs. It is important that all cold
mix asphalts are tested for permeability after compaction. Where permeability is a problem, the patch
should be sealed using an appropriate product or the asphalt replaced with an impermeable mix.
7.3 ASPHALT MIXES AND MIXING
Details of mixing and batching for on site mixed materials are given in in SABITA's Bituminous Pavement
Repairs for slurry bound macadam. This document is included in Appendix D. While materials can be
mixed by hand on a hardened piece of ground or in a wheelbarrow, far better control and uniformity can be
achieved using a small concrete mixer which also reduces wastage and contamination.
On Site "Hot" Asphalt

Typical Mix
Using 9,5mm and 6,7mm surfacing stone and a crusher sand (suitable for slurry) make up samples to
achieve a smooth continuous grading. Have the grading checked in the laboratory. Make up trial mixes
with 5% to 6% net bitumen content using a 60% stablemix emulsion heating the mixture to 125°C and
carry out Marshall tests. Obtain advice on the optimum mix proportions. Be very careful in working out
volume proportions on site. The best way to do this is to fill containers (known volume) and weigh the
contents to establish volume-mass relationships. Where the asphalt material is being used in low traffic
areas such as edgebreak repairs the quantity of emulsion added can be increased by 10%. As a very rough
check the amount of 60% emulsion per cubic metre of loose aggregate should be between about 125 and
150l.
Mixing
Work out the quantity of asphalt required and then decide on the size of batch or number of batches needed.

MANUAL
7.3
Using clearly marked standard calibrated containers charge the concrete mixer as follows:
i) Add and heat the stone fraction of the aggregate to at least 110°C
ii) Add the stablemix emulsion
iii) Add the crusher sand
Mix all the constituents while still heating until all the particles are well coated.
As a guide, directly after mixing the asphalt should be at a temperature of between 120° and 125°C and
have a uniform appearance. Before placing the asphalt the road surface should be "tacked" with a dilute
application of emulsion.
7.4 EQUIPMENT
The equipment normally needed on routine

maintenance is conventional small plant used on
civil engineering works. However, special
equipment or modifications to equipment have
been found to work for cracksealing, binder
application, weedkillers and "hot" asphalt.
Backsprayer
The back hand pump delivers a pressure of 2 bars
and can be used for spraying bituminous
emulsions (including polymer modifiers) with a
special spray nozzle. The equipment is ideal for
the handsprays mentioned in the section on
Back sprayer
Materials. By changing the nozzle to a single jet
(3mm) the equipment can be used for
cracksealing of single cracks.
Equipment Modifications for Small Hot

Asphalt Mixes
A standard concrete mixer can be modified by
setting up an industrial gas burner and bottle to
feed hot air into the mouth of the mixer (see
Figure 1). This set up can be used to produce
small amounts of "hot" asphalt on site suitable for
local patch repairs. For mix and mixing
procedures refer to the paragraph on Materials,
Asphalt Surfacing. The material can either be
mixed in the yard and hauled to site by bakkie or
the mixer, burners and aggregate can be set up on
a flatbed truck. Measuring containers can be either buckets or boxes, but should be of standard sizes and
have a handle.

MANUAL
7.4
Equipment for Heating Small Quantities of Binder or Sealant

Binders and sealants are highly flammable and must not be heated with a direct flame. It is strongly
recommended that binders be heated using a double boiler principle as follows:
Cut a 210l drum in half and attach three steel legs to form a boiler. Place the binder in a 25l container but
only half fill. The containers must have handles. Fill the drum with water to just above the binder level in
the containers and heat the drum.
Screedbars/Rails
In order to get a smooth ride over patch repairs and also to control volumes and compaction of material
placed the use of rebars or wooden battens (of set thicknesses) is strongly recommended. The bars should
be placed parallel to the road centreline on either side of the patch. The uncompacted surface can be
screeded off by pulling a board along the top of the rails. The thickness of the bar/batten depends on the
type of material being placed and the thickness of the layer. As a rough guide the loose material should be
about 140% to 150% of the final required compacted thickness ie a layer 100mm thick should be place to a
thickness of 140mm to 150mm before compaction. Once the material has been spread the bars are
removed and the material is compacted down to the level of the surrounding road surface. During final
rolling the newly placed material should be "ironed out" to match the surrounding surface.
Crack sealing
The crack sealant should be hot when applied into
the cleaned out cracks. Heating the sealant in
drums over an open fire is hazardous and not
environmentally responsible.
Equipment which has been developed for crack
sealing consists of a 5l container for the sealant
and industrial gas burner to heat the sealant.
When the sealant is to be applied into a crack, the
sealant is released into a V-channel which
discharges the sealant into the crack. The gas
bottle on a two wheeled trolley providing gas to
the burner follows behind .
Crack sealing equipment
7.5 REPAIR OF ROAD FAILURES
Failure is a term widely used but one that is not clearly defined. For this manual failure is described as a
situation where an element (or elements) in the road system no longer performs satisfactorily and can lead
to a rapid deterioration in the function of other elements in the system or affect safety.
Failure can be indicated by the breaking up of the road surface and in some cases the underlying pavement
layers. While some of the conditions preceding failure such as surface cracking may be due to other
causes, failure of the road surface is usually associated with the action of vehicle wheels and in particular
heavy vehicles. Water increases the rate of deterioration of the road pavement and many more failures can
be expected during or just after wet weather.

MANUAL
7.5
Failures cause significant discomfort to road users and can be extremely dangerous. As a result in most
situations the repair of failures particularly in the wheelpaths should receive priority attention. Where
numerous failures occur the traffic often takes avoiding action which can increase the danger.
Two broad categories can be used to group

failures as follows:
1 Non Structural: Surfacing Failures
Potholes
1 Structural: Pavement Failures
In the following two sections of the manual the

repairs of road pavements for flexible and rigid
pavements are described, with descriptions
provided of the problem, possible causes, action
required based on the extent of the problem, the
timing of repairs and recommended repair
methods.
Multiple surfacing repairs
The actions are described under the following
headings:
Failures: Surfacing Failures

Potholes
Pavement Failures
Active Cracks: Stabilisation Cracks
Volcano Cracks
Expansive Soil Cracks
FLEXIBLE PAVEMENT
Longitudinal Cracks
Passive Cracks: Surfacing Cracks
CHAPTER
Crocodile Cracks
Long Cracks
8
Pumping
Deformation
Rutting
Settlement
Undulations
Texture: Bleeding
Ravelling
Shoulders: Edgebreak
Gravel Loss/Steep Shoulders
Flat/High/Obstructed
PAVEMENT
CHAPTER
Loose/spalled concrete
RIGID
Joints/open cracks
Weeds

MANUAL
7.6
ROAD PAVEMENT REPAIRS
FLEXIBLE PAVEMENTS
CHAPTER 8. ROAD PAVEMENT REPAIRS - FLEXIBLE PAVEMENTS
8.1 SURFACING FAILURES
Description
Surfacing failure is the breaking up of the
surfacing layer (seal or asphalt) exposing but not
affecting the under-lying layer. The resulting
depression is usually of uniform thickness. To
differentiate from structural failures check that
the overall road shape has not changed from
when it was built and that there are no signs of
displacement and little or no rutting. Surfacing
failure should not be confused with a pothole
which extends through the surfacing and at least
into the underlying base.
Causes
1 Old, dry, brittle surfacing which has cracked
in a diamond-like pattern and is debonding Surfacing failure - isolated
from the base in circular patches.
1 Surface layer debonding from the base or the old surface (in the case of a reseal or overlay) because of
poor preparation of that layer before surfacing for the following reasons:
i) the tack coat was poorly applied
resulting in an uneven application
ii) the surfacing was applied to a wet
surface or before the tack coat had
broken, trapping water which with
traffic loading stripped the binder or
lifted the surfacing
iii) the original surface was contaminated
with clayey fines (often caused by
construction traffic from haul roads).
1 Mechanical damage caused during an
accident or where vehicles have burnt out.
Ingress of water always aggravates these
conditions.
Surfacing failure - intermittent
Extent
Isolated: Localised failures occurring at one or two places. These can be treated as isolated repairs.
Intermittent: Where there are a number of failures at close spacings these should be treated as a surface
patch repair.
Extensive: Particularly where the failure is as a result of brittle failure of old surfacing, the area is
extensively cracked and showing widespread debonding. This cannot be treated as routine maintenance
and must be referred to SANRAL for periodic maintenance measures such as milling.

MANUAL 8.1
FLEXIBLE PAVEMENTS
Response time
Loss of surfacing is always serious as it exposes the underlying layers to traffic and weather. Where the
base is a granular material repairs should be carried out as soon as possible. Where the underlying layer is a
cemented material or an old surfacing which is visually sound the repair can be addressed as a routine
operation but should be done before the onset of the rainy season.
Repair methods
Before starting repairs check the surrounding areas for debonding by tapping the surface with a hammer. A
dull sound indicates lack of bond. Mark out the extent of debonding on the surface.
Isolated Repairs: Depending on the thickness of the layer localised failures can be made good either with
a coarse slurry or a fine asphalt. Debonded material adjacent to the hole(s) should be lifted off with a flat
spade. The hole should be well cleaned by washing if contaminated with fines and a light tack coat applied
to the floor and sides (0,2l/m² net cold binder). Good penetration and distribution of the tack coat can be
achieved by "scrubbing" the floor and sides with a bristle broom. It is usually not necessary to trim the hole
to a rectangular shape but all the loose material should be removed and irregular sides should be trimmed
to neat lines.
Intermittent Repairs: Groups of closely spaced failures should be marked out in rectangular shapes, the
surface layer should be removed over the whole area, the underlying layer cleaned, tacked and depending
on the layer thickness replaced either with a coarse slurry or a fine asphalt. Alternatively the condition
could be treated by trimming off the poor surfacing (by hand or with a grader) and clearing out all loose
material. The surface should then be fogged with a diluted emulsion, a skim coat of either coarse slurry or
fine asphalt applied and rolled with a pneumatic roller.
Extensive: No routine maintenance should be carried out other than emergency holding measures in
localised areas using coarse slurry or fine asphalt. Such holding measures should be carried out in
localised areas only where the underlying layer is breaking up and causing a hazard to traffic.
Caution
If the road surface has widespread cracking and is left too long before periodic maintenance measures are
carried out the underlying pavement layers may be damaged. This would result in much more expensive
repair methods being required to restore the serviceability of the road. The Route Manager should thus
ensure that SANRAL is made aware of this situation as soon as possible.

MANUAL 8.2
FLEXIBLE PAVEMENTS
8.2 POTHOLES
Description
Potholes are surface failures which extend into
the base layer forming a hole. Normally such
2
failures would be less than 0,5m in area, are
isolated and are not associated with
displacement. If left for any period of time
particularly in wet conditions potholes could
develop into major structural failures.
Causes
Potholes are caused by traffic which breaks up
the surface and underlying base in areas of
localised weakness or where the surfacing is
damaged or structurally cracked. Water
accelerates the formation and deterioration of
Pothole: note absence of rutting
potholes. and deterioration
Extent
Isolated: Localised failures should be treated as
isolated repairs.
Intermittent: Where there are a number of
potholes closely spaced the failures should be
treated as a patch repair (see Pavement Failures).
Extensive: Provided the pothole failures are not
accompanied by sideways movements
(displacement) their repair can still be carried out
as routine maintenance. However where over a
road length of say greater than 100m more than
5% of the area consists of potholes an estimate of
the cost of such repairs must be compared with
the cost of doing a periodic maintenance repair or
other action on the whole area (eg rip, stabilise,
recompact, seal).
Pothole repair
Response time
Potholes generally increase in size and depth
gradually as a result of traffic action. Periods of rain wet up the base and accelerate the rate of
deterioration. As the pothole grows it becomes noticeable to traffic both visually and from the impact on
the vehicle wheels. Traffic will attempt to avoid larger potholes. Early treatment of potholes is
recommended while they are still small and not a significant disruption to traffic. During the wet seasons
repairs should be carried out as a matter of urgency.

MANUAL 8.3
FLEXIBLE PAVEMENTS
Repairs
All potholes should be cleared of loose material, trimmed to a rectangular shape and primed with a diluted
emulsion. Shallow potholes (<25mm) can be filled with a coarse slurry. Deeper potholes should be
excavated to a minimum depth of 40mm and the base of the hole should always be in sound material. The
holes could be backfilled with either asphalt or slurry bound macadam. Where cold asphalt is used it may
be necessary to seal the surface with Petroseal or similar. Larger potholes can be treated as for patch repairs
(see Pavement Failures). All repairs should be referenced and a number and date painted on the adjacent
road surface.
Caution
Referencing of repairs should be carried out on a daily basis and not left to the end of the month or later.
8.3 PAVEMENT FAILURES
Description
Pavement failure consists of a combination of
rutting, cracking and displacement of the road
surface and base layer usually accompanied by
disintegration of the surfacing. The resulting
surface distress can be a major hazard to traffic.
Apart from crocodile cracking and pumping of
fines lateral movement of the yellow line
provides clear visual evidence of the problem
except in the case of asphalt surfacing where this
may be plastic flow in the asphalt layer only. The
failures occur in the wheelpaths mainly in the
outer wheel track and on surfaced shoulders used
by heavy vehicles as a climbing lane.
Causes Cracking and rutting

The pavement distress is either structural failure
of the pavement layers in fatigue as a result of
repeated deflections under heavy vehicles, or a
bearing capacity failure of poor quality material.
All forms of pavement failure are related to the
frequency and intensity of heavy vehicles and the
rate of deterioration is strongly influenced by the
presence of water. Where the pavement structure
becomes wet even the best quality pavement
materials may fail under heavy loads (see
comments under Drainage) and over a short
period of time. The possible presence of
subsurface water must be checked to ensure that
this is not a contributing factor to the failure.

MANUAL 8.4
FLEXIBLE PAVEMENTS
Extent
Pavement failures can be isolated occurring in
localised places. On older heavily trafficked
roads coming to the end of their pavement life,
failures tend to be intermittent to extensive often
with the worst conditions occurring in cuttings.
Response time
Because of the danger to traffic failed areas
should be repaired as a matter of urgency. Where
these failures are widespread the volume of repair
work will quickly exceed the capacity of the
Contractor. SANRAL should be made aware of
the problem and a suitable holding measure
Wavy yellow line highlights movement
strategy agreed on until such time as
rehabilitation can be carried out. Ideally
widespread failures should be identified before
the start of the maintenance contract and must be
discussed with SANRAL.
Repairs
Patch repair methods are described in detail in
Appendix D: Bituminous Pavement Repairs. The
following summarises the recommended
procedure.
1 Mark out the extent of the area to be patched.
Make sure that the repair extends into the
sound adjacent surface.
1 Excavate the patch to the underside of the base
layer and check the quality of the underlying Pavement repair
subbase by visual assessment and the use of a
DCP. On most of the national roads the
failures are largely confined to the base layer.
However, where necessary continue
excavation until a sound underlying layer is
found.
1 Check the excavation for subsurface water
and where necessary install subsurface drains.
Where the surface has cracked and deformed
water may have entered from the top resulting
in the failed material being wet. There is no
point in installing subsurface drainage in this
case.

MANUAL 8.5
FLEXIBLE PAVEMENTS
1 Backfill the excavation using the better quality existing pavement material for reinstatement of any
lower layers.
1 Reconstruct the base layer using either an ETB or a hot mix asphalt (see Materials in Chapter 7).
ETB: The layer should consist of an imported crushed stone treated with 3% anionic stablemix
emulsion and 1% cement (mass/mass) compacted at optimum fluid content to at least 100% of
modified AASHTO maximum density (check specified compaction requirements). Experience
indicates that particularly under heavy traffic it is important to use a good quality crushed stone rather
than existing pavement material. In finishing off the ETB surface enrich it with emulsion. This allows
the opening of the patch to traffic without the final surfacing and permits the ETB to cure. In all base
layers other than asphalt the use of ETB is preferred.
Asphalt Base: Hot mix asphalt base using an approved mix is recommended for use in existing asphalt
base, for emergency repairs and for situations where traffic volumes are so high that fast repairs are
necessary.
Final base levels: The use of screed rails placed longitudinally either side of the patch is essential to
control the finished level, to provide an even ride and to ensure sufficient fluffed up material for
adequate compaction (140 to 150mm loose compacts to 100mm). The maximum compacted thickness
of any layer should not exceed 150mm. Where an asphalt wearing course is required the top of the base
should be at least 25mm below the existing surfacing (see Appendix D). With an ETB, which should be
allowed to cure before surfacing, this can create a hazard to traffic. For wearing course treatments other
than asphalt the base can be constructed flush with the existing surfacing.
1 Apply a surface treatment either slightly overlapping the patched area or seal around the joint between
the existing and new surface. Surface treatments can consist of asphalt, a prefabricated 13mm bitumen
rubber patch, a "Cape Seal" or a double seal. The latter hand applied seals need to be applied with care
and skill to avoid bleeding. When handspraying mask around the patch with reinforced paper to give a
neat finish.
1 Where the base is surfaced with asphalt a hot mix from commercial sources or an on site "hot" mix (see
Materials in Chapter 7) is preferred.
1 Reference the patch by painting a number and date on the adjacent existing surfacing.
Caution
1 Where the ETB is left open too long under traffic without surfacing or during wet weather, ravelling of
the upper surface can occur. Where such conditions are expected the surface can be protected with a
thin slurry.
1 Cold asphalt has been used with little success. If sufficient emulsion is added for compaction the cold
asphalt is rich and in the summer months shoves under heavy traffic. Alternatively if less emulsion is
used the cold asphalt is stable but due to poor compaction is porous and in the wet season becomes
saturated and ravels.

MANUAL 8.6
FLEXIBLE PAVEMENTS
8.4 CRACKS
Introduction
Before any crack treatment is applied, it is
recommended that the crack mechanisms and
factors affecting the crack behaviour are
understood. Some cracks are superficial and
affect only the surfacing while other cracks can
originate from much lower depths in the
pavement. It is not advisable to apply a
specification based on superficial observations of
the cracks.
Cracks can be broadly classified as active and
passive cracks. The active cracks generally Expansive soil cracks
originate from levels below the surfacing while
the passive cracks apply to the surfacing. Active cracks have significant movement across the joint
horizontally and/or vertically. In this manual the cracks are grouped as follows:
Active cracks:
1 Stabilisation cracks (primary cracks in a block
pattern developing with time into secondary
cracking with pumping of fines).
1 Volcano cracks (often stabilisation cracks in
low traffic areas like the shoulder).
1 Expansive soil cracks (often parallel to road
edge).
1 Longitudinal cracks (settlement/slip).
The active cracks are easily identified and there
should be little difficulty in selecting the most
suitable treatment which should be able to
accommodate movement.
Passive cracks
1 Surfacing cracks (old and brittle surface or
Longitudinal settlement cracks
overstressing of the surfacing layer) - not
limited to wheel tracks.
1 Single cracks (long, transverse and random).
1 Crocodile cracking (overstressing of base/subbase) usually with rutting - limited to wheel tracks.
Passive cracks are less easy to identify and care needs to be taken in dealing with them. Incorrect
identification of the causes of such cracks can lead to expensive and unnecessary repairs.
In the repair of open cracks (say greater than 3mm) hot applied proprietary sealants are frequently used.
There is considerable merit in using a "cold" rubber crumb slurry to form a "wet" seal as an alternative. The
cold sealant is likely to be easier to handle and control particularly on rural projects.

MANUAL 8.7
FLEXIBLE PAVEMENTS
ACTIVE CRACKS
STABILISATION CRACKS
Description
St a b i l i s a t i o n ( " B l o c k " )
cracking is active cracking
with a very distinctive block
form which with time
deteriorates to secondary
cracking at closer spacings. If
untreated large open closely-
spaced cracks develop. In the
latter stages of cracking the
resulting small blocks
become loose and move with
a rocking action under traffic.
These cracks are associated
with cemented pavement
layers particularly the base
and to a lesser extent the
subbase. The secondary
cracking is related to heavy
traffic volumes and is
accompanied by typical
pumping of fines. (See Figure
2 of the crack deterioration
mechanism).
Causes
The cracks are initially caused
by shrinkage of the stabilised
layer material reflecting
through the surfacing and
then by daily movement
(expansion and contraction)
due to thermal variation Figure 2: Stabilisation cracking
between day and night
temperatures. Further vertical movements occur as a result of wheel loads (especially heavy vehicles)
causing deflection of the stabilized blocks or slabs. During wet conditions water penetrates untreated
cracks and under traffic pumping and transportation of fines occurs (Figure 2). Due to the loss of fines
deflections increase with time and secondary cracking occurs.
Extent
The spacing (extent) of block cracking depends on the type of material, the type and quantity of stabilising
agent and whether secondary cracking is taking place. Normally the initial crack spacing would be Large

MANUAL 8.8
FLEXIBLE PAVEMENTS
(TMH9 >2,5m). If these cracks are left untreated over two to three wet seasons this would deteriorate to
Narrow spacing (<0,5m).
Response Time
If stabilisation cracking is left untreated under heavy traffic for any length of time, extensive secondary
cracking is likely to occur. This will make it very difficult to treat as a routine maintenance measure. Thus
stabilisation cracks should be treated as early as possible, preferably before the next wet season.
Repair
The primary objective of the repair is to remove all loose particles and to prevent water ingress. The cracks
vary in width from about 1mm to 3mm depending on the temperature and time of the day. Blow out all
loose material and grit from the cracks. Prime cracks with an inverted emulsion prime (MSP1 or similar).
Fill the cracks with a stable grade anionic emulsion modified with an anionic latex (8% nett rubber on nett
bitumen), or a cationic spray grade emulsion modified with a cationic latex. These materials are to be
injected with special equipment under pressure (see Equipment in Chapter 7), care being taken not to
apply prime or emulsion on the surface outside the cracks - excess to be removed.
Where the block cracking degenerates to secondary cracking (see Figure 2) initially these are hairline
cracks with pumping of fines. These can be treated with a geotextile bandage which can reduce or stop the
pumping of fines. Where the secondary cracks are open and the “blocks” of pavement are not rocking they
should be treated as for open block cracks as described above.
At the stage where isolated areas of blocks are rocking under traffic these should be removed and the areas
repaired as described under repairs for Pavement Failures. Where such areas are occurring more
frequently it may be necessary as a holding measure (to provide a safe ride) to treat the blocks by cleaning
out the loose material in the cracks, sealing them with slurry or fine asphalt and possibly applying a
geofabric bandage.
VOLCANO CRACKS
Description
Volcano cracks are active cracks that usually
occur along with stabilisation cracks in the base
in areas where there is little or no traffic such as
on the shoulders. They can also be seen on some
old bridge joints close to the balustrades. The
cracks are open up to 10mm wide with a raised
edge like the rim of a volcano.
Causes
Fine material and dust fill the active crack and
during expansion conditions (the heat of the day)
inhibit movement forcing the edges of the crack
upwards. During cooler periods the crack opens, Volcano crack

MANUAL 8.9
FLEXIBLE PAVEMENTS
Figure 3: Volcano cracking repair
the fines fall deeper into the crack (assisted by traffic vibration) and additional fines are collected. This
cycle continues progressively forcing up the edges (see Figure 3).
Extent
The extent of volcano cracks is associated with traffic usage and will be more widespread where traffic
does not use certain areas of the road.
Response Time
Treat cracks at the same time as the stabilisation cracks.
Repairs
The crack should be prepared by blowing out all loose material. The surface for a width of 300mm on
either side of the crack should be treated with a rejuvenator or a solution of 1 part RC250 and 2 parts
dieselene. The crack should be primed with an inverted emulsion prime (MSP1 or similar), tacked with a
modified emulsion and filled with a rubber crumb slurry consisting of: 0,2 parts cement to 10 parts rubber
crumb and dry mix before adding about 5 parts water. Then mix 0,3 parts latex with 4,5 parts emulsion,
combine with the rubber crumb and mix thoroughly. Compact the raised areas around the crack with a
pedestrian vibratory roller until the area is level with the surrounding surface. Note: the crack is now in
compression and can accommodate minor movements.
Caution
Do not use anionic and cationic binders in the same operation. If unavoidable ensure that all spray
equipment is thoroughly cleaned, otherwise the emulsion will break prematurely in the equipment.

MANUAL 8.10
FLEXIBLE PAVEMENTS
EXPANSIVE SOIL CRACKS
Description
Expansive soil cracks are active cracks with
cyclical movements related to the wet and dry
seasons of the year. These cracks are generally
wide open and deep, extending down through the
pavement to the subgrade. The cracks are often
parallel to the centreline and occur mainly
towards the edge of the road along shallow fills,
fields and marshy areas.
Causes
The cracks occur where the road is constructed
over expansive clay soils (high PI values and
smectite) which are sensitive to seasonal
moisture changes. These changes are most Open cracks caused by movement of clay
marked towards the edges of the pavement subgrade
structure where most wetting and drying occurs.
Extent
The cracks generally vary from intermittent to
extensive in expansive clay areas where pre-
treatment of the roadbed and fills was not carried
out during construction.
Response Time
The cracks are not a hazard to traffic but because
of their size and depth allow moisture into the
pavement system and the subgrade. Because they
permit water ingress the cracks should be sealed
on a routine basis before the next wet season.
Cracks 10mm to 20mm wide
Repairs
Clean out loose material from the crack and fill with a fine slurry of clean fine sand and lime (in equal
parts) to the underside of the base. Alternatively wider cracks could be filled with a fine dry sand. It may be
necessary to carry out two or three fillings of the crack. Prime the crack with an inverted emulsion prime
(MSP1), then tack the crack with a modified emulsion and fill the crack with a rubber crumb slurry as
described under Volcano Crack repairs. Allow the emulsion to break and then apply a geofabric bandage or
a prefabricated bitumen rubber seal patch. Where cracks occur in the fill slope fill the crack with a
bentonite (2%) and sand slurry to prevent ingress of water. Treat the top 100mm of fill material for a spade
width either side of the crack with 2% bentonite and water and compact lightly to the shape of the slope.

MANUAL 8.11
FLEXIBLE PAVEMENTS
LONGITUDINAL CRACKS
Description
Longitudinal cracks associated with settlement
are close to the edge of the road and often occur
on newly-constructed high fills or widened
sections, parallel to the road centreline. Usually
the cracks are open, wide and deep with little
vertical displacement across the cracks. Slip
failures occur in fill in the road pavement, with
noticeable vertical steps across the crack (lower
towards the outside of the pavement). The cracks
form an arc towards the shoulder edge rather than
a straight crack.
Causes
Longitudinal settlement cracks can be caused by
Longitudinal cracks parallel to road
differential consolidation between old and new centreline
fills, wetting up of newly constructed fill slopes (increasing
the settlement load and reducing inter particle friction) or overbuild on the upper fill slopes.
Slip failure is normally a combination of poor materials (in the fill subgrade), steep side slopes, poor
compaction and water, resulting in a circular or wedge movement outwards and downwards.
Extent
Settlement cracks can be widespread on high fills. Slip cracks are usually isolated.
Response Time
Settlement cracks although often wide can be
successfully handled by sealing at routine
intervals.
Slip cracks are an indication of a potential major
localised failure of the road which could create a
major hazard to traffic. The latter requires urgent
reaction particularly during or after wet weather
and SANRAL should be informed as soon as
possible. As a temporary measure especially
during ongoing wet weather slip cracks should be
sealed as quickly as possible. Extra water
entering open slip cracks will accelerate failure.
See comments in paragraph 11.4: Soil/Rock
Problems. Longitudinal settlement cracks
Repairs
Settlement cracks can be handled as for Expansive Soil Cracks. Where settlement is ongoing the cracks
will need repeated treatment on an annual basis. While expansive crack sealing can be used to treat slip

MANUAL 8.12
FLEXIBLE PAVEMENTS
cracks, in the interest of speed it may be necessary as a temporary measure to use any suitable readily
available material such as clay to quickly close the cracks to prevent water ingress in the next rain storm.
Emergency repairs should be carried out as soon as possible thereafter .
Caution
Failure to react quickly to signs of slip cracks could result in a hazardous situation on the road. For safety
purposes it may be necessary to either close the shoulder or lane and in extreme cases the whole road.
PASSIVE CRACKS
SURFACING CRACKS
Description
Surfacing cracks occur randomly over the road
surface in a map format (diamond shape). These
cracks are often referred to as map cracks. In
extreme cases the surface deteriorates to a pattern
which resembles and can be mistaken for
crocodile cracks. This distress mode is not
accompanied by any marked deformation or
pumping of fines.
Causes
Where the cracks are randomly distributed this is
as a result of drying out (oxidising) of the asphalt
or binder which results in the surfacing becoming
brittle. There is no deformation of the road
Open surfacing cracking without deformation
surface.
Extent
Surfacing cracks are usually widely distributed
varying from intermittent to extensive over a
uniformly constructed piece of road. This can be a
problem for routine maintenance if large lengths
of road are involved.
Response Time
Because the cracks permit ingress of water to the
underlying base or old seal the road should be
sealed under periodic maintenance as soon as
possible to protect the underlying pavement
layers. Note: surface cracking can occur where
the underlying pavement structure is still in a
sound condition and is thus worth saving. Where Diamond crack pattern often confused with crocodile
periodic maintenance in the form of a reseal is cracks. No deformation or rutting

MANUAL 8.13
FLEXIBLE PAVEMENTS
planned within the next 2 years, a fog spray and

slurry treatment can be carried out to localised
more severely distressed areas as a holding
measure prior to this action. This should be done
before the next wet season.
Repairs
Blow out the cracks to remove all loose material.
Apply MSP3 inverted bitumen emulsion to the
surface and squeegee the emulsion into the
cracks. Apply a fine slurry and squeegee into the
cracks.
Caution Example of poor crack sealing

Hot sealing of passive surfacing cracks is an
expensive and unnecessary operation. Milling out of surfacing cracks where there is little sign of
deterioration or structural distress of the pavement is not warranted and is not a routine maintenance
operation.
Care must be taken not to create a smooth or fatty surface with the fine slurry. Restrict the emulsion content
to a maximum of 170 to 180l/m3.
CROCODILE CRACKS
Description
Crocodile cracking consists of a series of small
interlinked near circular cracks often associated
with pumping of fines in or after wet weather. It is
often accompanied by rutting of the pavement in
the wheeltracks and precedes pavement failure.
Causes
Crocodile cracking is caused by repeated
deflections of the upper pavement structure (base
and subbase) under wheel loading, particularly
heavy vehicles, causing fatigue and ultimately
failure of these layers. The failure of the
pavement layers is accelerated by the ingress of
water and hydraulic pressures induced by heavy
Crocodile cracking with deformation
vehicle wheel loads.
Extent
On most national routes crocodile cracking occurs on older pavements which are reaching the end of their
service lives as a result of fatigue brought on by high deflections often accompanied by poor drainage

MANUAL 8.14
FLEXIBLE PAVEMENTS
conditions. The cracks are thus usually extensive.

At the start of the fatigue failure process crocodile
cracks can be isolated or occur where localised
poor pavement materials occur.
Response Time
Where widespread crocodile cracking is
occurring accompanied by pumping and rutting
the pavement is rapidly approaching the end of its
service life. SANRAL should be alerted to the
road condition and actions required under the
maintenance contract agreed on. Where the
overall pavement condition is still fair and only
isolated cracking is taking place limited bandage Geofabric bandage being applied
cracksealing may be justified to extend the
pavement life.
Repairs
Limited areas of crocodile cracking can be
treated by applying a geofabric "bandage" or a
prefabricated road patch as a holding measure.
The bandage should be protected by treating it
with a further application of latex modified
emulsion and a nominal 4,75mm grit (the use of
crusher sand is not recommended) as per the
supplier's specification.
Caution
1 Widespread treatment of crocodile cracking is
not a routine maintenance task.
1 Because of the deflections which accompany
crocodile crack distress, applications of light
sealants such as Petroseal or slurries will
reflect cracking in a short period of time (less
than 6 months) and are not recommended
other than as a very short term holding
measure.
1 Pavement failure patch repairs of crocodile
cracking are not recommended as routine
maintenance except in exceptional
circumstances such as a localised problem in a
relatively new pavement.
Geofabric bandage prior to grit being applied

MANUAL 8.15
FLEXIBLE PAVEMENTS
1 A careful check should be made of the

following drainage conditions which could be
causing the cracking:
+ poor shoulder drainage
+ water standing in mitre drains
+ blocked, shallow or flat side drains
+ blocked culverts
+ water standing on wet road
+ subsurface water
LONG CRACKS
Geofabric bandage with with 4,75mm grit
Description
Fairly straight single cracks which often occur along construction joints in the surfacing or base. Also quite
common where the surfacing meets concrete channels and kerbs. The cracks are generally open but not
wide (say less than 5mm). However, they tend to catch and hold water. Other random single passive cracks
can be grouped under this description.
Causes
At construction joints the crack occurs at a point
of weakness which will be affected by thermal
differences. It is often difficult to determine the
reason for some of the other random long cracks.
Extent
The occurrence of passive long cracks can vary
from isolated to extensive.
Response Time
These cracks can be handled as routine on an
annual basis before the start of the wet season. Crack along asphalt paving joint
Repairs
Depending on the width of the cracks use the same repair method as described for Stabilization Cracks
(smaller cracks) or Expansive Soil Cracks (wider cracks). Where the surfacing abuts concrete elements
clean out all loose material and prime the concrete with creosote to improve adhesion and allow to cure
before treating.

MANUAL 8.16
FLEXIBLE PAVEMENTS
8.5 PUMPING
Description
Pumping is evidenced by the distinctive staining
of the road surface from soils fines from
underlying pavement layers. The stains are
usually in the pattern of associated cracks and can
be "reprinted" away from the cracks by the action
of vehicle tyres.
Causes
The two major factors in pumping are water and
traffic. Pumping mainly occurs when the rate of
flow of water into the system (through open or
cracked surfacing) is more rapid than that
leaving/draining the system. The rate of flow is
often inhibited by dense plastic shoulders or
Typical discoloration caused by pumping of fines
channels and kerbs. This results in a build up of
moisture in the low areas. When the system
becomes saturated all the voids in the base/subbase/surfacing are filled with water. Under heavy vehicle
wheel loads large hydraulic (pore) pressures are generated which:
1 force water out of the system
1 generate sufficient hydraulic force to loosen and transport fines and grit
1 weaken the structure of the pavement resulting in secondary cracks and potholes
1 lift asphalt surfacing in low-lying areas where the asphalt is preventing free flow of the trapped water.
Repairs
No specific repair methods are recommended for pumping alone as the pumping occurs with other forms
of pavement distress such as cracks and pavement failure. The quick answer would be to get rid of either
water or heavy wheel loads. Wheel loads are in fact increasing steadily on our national routes every year in
both volume and intensity. It is thus clear that due
attention must be given to protection of the
pavement layers against water ingress by
efficient drainage and elimination of ponding.
The prevention of water ingress is achieved

mainly by regularly resealing the road surface
(periodic maintenance). Between such reseals
any cracks which allow water into the pavement
structure should be treated. Apart from normal
maintenance of side drains and drainage
structures (see Drainage) the prevention of
ponding on the surfacing or on the shoulders must
be given top priority and shoulder crossfalls
should be checked especially on flat grades. Pumping in wheel track

MANUAL 8.17
FLEXIBLE PAVEMENTS
8.6 DEFORMATION
Introduction
Deformation is the change in road surface profile with the profile either above or below the original
constructed level. The three common forms of deformation are rutting, undulations and settlement
(commonly referred to as "slacks").
RUTTING
Description
Ruts are longitudinal depressions in the surfacing
in the wheel paths. These can be clearly observed
in periods of wet weather especially on flat grades
where the water runs in the depressions. Ruts can
also be identified with a straight edge or
stringline.
Causes
Ruts are caused by the action of heavy vehicles
(made worse by loading) on the pavement
structure which results in compaction and/or
shear deformation in the pavement. Narrow ruts
tend to indicate that the problem lies in the upper
pavement layers whereas wide, even-shaped
Checking rutting
depressions are caused by problems in the lower
layers. The degree of rutting can vary from 3mm to
20mm or more depending on the following factors:
1 the type of surfacing and base (thickness of asphalt, cement treated, emulsion treated or crusher run
base)
1 the age of the road
1 the volume of heavy vehicles using the road and the amount of loading (E80s/day)
1 type of subgrade and drainage conditions
1 construction built in depressions or level irregularities not caused by traffic. Check these with a 2m
straight edge which will only span a rut and not "bridge" an irregularity.
Extent
Rutting is generally intermittent to extensive but can vary considerably in degree (depth).
Response Time
On a relatively new pavement (up to 6 years) ruts deeper than 9mm suggest that something is wrong with
the pavement structure and this should be brought to the attention of SANRAL. Any action required would
not be routine maintenance. Where the pavement is middle aged (say 10 to 15 years) and ruts are in excess
of 8mm it is recommended that nothing be done on rut filling under routine maintenance except where
ponding occurs (typically on flat grades). Any significant ponding should be rectified as soon as possible
especially before the wet season.

MANUAL 8.18
FLEXIBLE PAVEMENTS
Where ruts are greater than 15mm to 20mm these are usually associated with cracking, pumping and
displacement. Where these are isolated urgent repairs should be carried out as described under Pavement
Failure.
Repairs
Fogspray the rutted areas with diluted emulsion. Apply a screed of coarse slurry or hot fine graded asphalt
(the latter is preferred if readily available). Where coarse slurry is to be used a higher than normal cement
content (1,5% to 2,5%) will stiffen up the slurry on curing. Both methods should be pneumatic rolled (the
rear wheel of a laden truck can be used) and should be open to general traffic for several months before any
sealing is carried out.
Caution
Rutfilling of long lengths is not a routine maintenance operation. Rutfilling should be trafficked for a
significant time before reseals are placed to prevent punch in of chips. Normally on periodic maintenance
reseal projects there are contractual time restraints. Where rutting is present on a routine maintenance
project, and the budget permits, discussions should be held with SANRAL regarding a special rutfilling
operation to be carried out by a specialist contractor well in advance of any anticipated periodic
maintenance reseal contract (preferably several months before but never less than 12 weeks).
SETTLEMENT
Description
Settlement is evidenced by depressions (slacks) in the road surface. Slacks affect the riding quality and can
be seen in wet weather when the surface water cannot drain away.
Causes
Settlement slacks are common on the approaches
to structures and are usually as a result of poor
backfilling close to the structure. Slacks can also
occur over short lengths of road at intervals of
approximately 2 to 4m or over fairly long lengths
of road i.e. much greater than 4m. Short slacks
could be caused by pocket failures of the
foundation layers due to seepage from ponding or
poor drainage in the mitre and table drains or
build-up of water in the subgrade at the entrance
and exits from cuttings. These slacks usually
occur in the outer wheelpath adjacent to the
shoulder, or sometimes in the shoulder.
Long slacks are caused mainly by settlement in
Settlement on fill
fills and settlement of subgrade (e.g. collapsing
sands or uncompacted subgrade) or by poor construction practice in end tipping fills or just poor
compaction and poor control in placing fill to the correct widths at the toe of fill.

MANUAL 8.19
FLEXIBLE PAVEMENTS
Extent
Normally slacks are randomly distributed at
isolated places (often at structures). Each one
should be treated on an individual basis.
Response Time
Where water ponds at settlement slacks or the
ride over the slack is very bad a repair should be
urgently effected. Other slacks contribute to a
poor ride and can result in premature failure of the
road pavement on the departure side of the slack
or where standing water seeps into the pavement
layers. The evaluation of the effect on the riding
quality as a result of the slack is quite subjective Settlement at catchpits
but a marked "bump" in the ride should be taken out
as a routine operation.
Repairs
Before work is started it is recommended that the cause of the slack be determined. Side drains and mitre
drains should be checked for standing water and/or wet areas (vegetation such as reeds are clear
indicators). Check the start and end of cuts for water concentrations (see Drainage for suitable measures).
Providing the surface has not failed short slacks can be removed by string lining to beyond the slack,
tacking with a diluted emulsion spray and placing hot asphalt by hand. Where the depth of the slack is
greater than 50mm the asphalt should be placed in more than one layer (no layer > than 50mm). Long
slacks where there are no surfacing or base failures can be repaired but hand work is not recommended as it
is difficult to control the levels.
The following method has worked in practice:

Measure up the slack, arrange for a grader and a pneumatic roller and order hot medium graded asphalt.
Clear off any dirt, silt and loose material from the surface of the road. Tack the surface with diluted
emulsion. Dump the asphalt (delivery
temperature not less than 150°C), spread and cut
to level with the grader using the pneumatic roller
in tandem with the grader. Where the maximum
depth of the slack is greater than 150mm the
asphalt should be placed in more than one layer
possibly even leaving the first layer for a week or
two under traffic. This work should be carried out
on hot days during the middle of the day.
UNDULATIONS
Description
A non-localised wavy form of deformation often
associated with heaving clay. Where significant Swelling clay

MANUAL 8.20
FLEXIBLE PAVEMENTS
undulations occur they can be readily identified

from the yellow line. The crests of the "waves"
can be anything from a few metres to a hundred
metres apart.
Causes
Main cause would be expansive clay subgrade
movements. In certain cases poor compaction of
fills and subgrade collapsing soils can also cause
undulations through differential settlement
(unusual on the national routes).
Extent
Can be extensive in areas of active clays or Undulations on road
collapsing soils.
Response Time
While the rolling ride experienced over these sections is noticeable in most cases it is not necessary to do
anything. Suitable signage can alert the travelling public and explain the uneven ride.
Repairs
Normally it is not possible or practical to carry out repair work under routine maintenance. However,
occasionally at a drainage structure or in a low-lying ponding area treatment of one undulation may be
necessary to deal either with standing water or a very bad bump. Repairs can be effected as described for
Settlement.
8.7 TEXTURE
BLEEDING
Description
Bleeding is the movement of binder (bitumen)
upwards relative to the aggregate or asphalt until
there is a layer of free binder on the road surface.
The road has a smooth slick appearance. In
extreme circumstances small areas of "pluck out"
occur where in hot conditions the free binder
"sticks" to the surface of heavy vehicle tyres and
pieces of the surfacing are lifted out on the tyres.
This "pluck out" often occurs where a modified
binder has been used for resealing over a gap-
graded asphalt surface and punch in of chips has
occurred.
Binder migrating to surface from underlying tack coat

MANUAL 8.21
FLEXIBLE PAVEMENTS
Causes
1 Over-application of binder either due to
inappropriate design or construction
actions.
1 Punching of surface chips into the base or
slurry levelling layer.
1 Unstable asphalt.
1 Problems with the quality of binder.
1 Concentrations of traffic loadings on steep
grades, at sharp corners, breaking on
downgrades, approaching
stops/intersections or sharp turning
movements (intersections).
1 Diesel or oil spillage.
1 Volatiles "locked into" the seal from Area of severe bleeding
uncured prime or the use of cut back
binders.
Extent
Bleeding can be isolated occurring at intersections, spray joints, patches and at random points. Where
problems are due to a specific reason such as a construction overspray or steep grade, bleeding will occur
over a discrete length. Alternatively bleeding can be extensive over long lengths of road.
Response Time
Where bleeding occurs over any significant length, actions to rectify this such as a reseal, an open graded
asphalt overlay or mill out and replace do not
form part of routine maintenance. Localised
problems can be treated where they occur in
potentially dangerous situations such as at an
intersection or at a sharp curve. Warning signs
should be erected indicating slippery conditions.
Repairs
Before attempting localised repairs the surface
should be assessed for texture depth (sand patch
test), presence and thickness of free binder on the
surface and in the case of asphalt, stability (check
line markings for movement). Enquire from
SANRAL whether surface friction information is
available.
Where free binder is present on the surface a Isolated richness in wheeltrack and shoulder
rolled in stone could be considered. The size of
stone, varying from 6,7mm to 9,5mm, would depend on the thickness of free binder. Work should be done
in the middle of the day during periods of hot weather. Pre-treat the surface by spraying lightly with power
paraffin and then heavy brooming the surface to break the oxidised surface and soften the binder. Apply a

MANUAL 8.22
FLEXIBLE PAVEMENTS
light application of pre-coated chips, roll well with a pneumatic roller and broom off loose chips.
Preheating of the aggregate to 150°C either in a local asphalt plant or for small quantities in a 200l half
drum assists adhesion. Particularly where large stone is used or the binder film is thin, a tack coat of diluted
emulsion at 0,6 per square metre may be necessary. A very light application of grit after chipping helps to
lock up the chips under heavy traffic.
Prefabricated 13mm road patches or grit armoured geofabric bandages are ideal for repairing small
bleeding areas (similar to treating of Crocodile Cracks).
As a holding action for a limited period (say 18 months), a lean application of coarse slurry can be applied.
This would apply to the more severe potentially dangerous areas in widespread bleeding before a periodic
maintenance contract is carried out.
An alternative treatment which has been used successfully in the past is to sandblast the excess binder off
the road surface.
Caution
1 Milling out is not appropriate on routine maintenance. This action, a reseal or an overlay, falls into the
category of periodic maintenance.
1 Crusher dust containing fines should not be used on bleeding areas. It forms a slick bitumen-rich
unstable skin on the surface.
RAVELLING
Description
Ravelling is the loss of surfacing stone normally
from seals but can also occur in lean asphalts or
where rolled in chips come loose. Usually the
tack layer of binder remains on the road.
Causes
1 Underspray in seal.
1 Dirty aggregate.
1 Abrasion of traffic.
1 Surfacing in cold weather.
1 Opening the seal too soon to traffic before
the bitumen has set up or because of under
rolling.
1 Ageing of the binder or asphalt. General ravelling
1 Underlying old seal or asphalt too porous and
not pre-treated.
1 Certain types of aggregate (from acidic rocks) used without pre-coating.
Extent
Generally ravelling is isolated and found commonly at surfacing joints. In certain cases it can be extensive.
Often occurs along the centreline and on surfaced shoulders.

MANUAL 8.23
Response Time
Where ravelling is a construction defect and the
exposed binder is undamaged and has aged (no
likelihood of pick-up on vehicles tyres), narrow
widths or localised areas can be left as a low
priority. On an older seal or asphalt where
ravelling is progressively increasing holding
action may be necessary until the road is up for
periodic maintenance.
Repairs
Localised areas of ravelling (construction
related) can be treated in the same way as
described for Bleeding. Apply a light spray of
power paraffin to soften the surface. Apply a tack
Ravelling on surface joint
coat of emulsion, chip with a pre-coated
aggregate (same size as the adjacent seal aggregate) and roll well with a pneumatic roller. Preheating of the
aggregate to 150°C assists with adhesion. Fog spray lightly with a diluted emulsion and apply a very light
application of grit or crusher sand.
Where progressive stone loss is occurring on an aged surface as a short-term holding measure (2 years) in
limited areas, the surface could be treated with a diluted emulsion fog spray to retain the chips and where
loss is severe followed by a fine slurry. A fogspray could be carried out as part of routine maintenance.
Ravelling in bellmouths can be treated by the application of a slurry.
8.8 SHOULDERS - SURFACED
EDGEBREAK
Description
Edgebreak is the failure of the edge of the
surfacing usually accompanied by a loss of gravel
on the shoulder. If allowed to progress edgebreak
can also result in loss of the underlying base layer.
Causes
1 Loss of gravel on the shoulder leaving the
edge of surfacing proud without support.
1 Traffic riding close to or on the edge of the
surfacing.
1 Traffic turning on and off the surfacing e.g.
at accesses, laybyes and parking areas.
Concrete edgebeam would protect surfacing
1 Narrow width of surfaced road (unsurfaced
shoulders) associated with significant
volumes of heavy traffic.

MANUAL 8.24
FLEXIBLE PAVEMENTS
Extent
The distress can be isolated (access) or extensive
(narrow surface or shoulder gravel loss).
Response Time
Where edgebreak is left untreated for any period
of time, the failure can result in progressive
failure towards the centre of the road and also loss
of base. This can become a hazard to road users.
Such increase can be quite rapid at well-used
turn-offs and these should be attended to as soon
as they are identified. Widespread edgebreak
which is occurring gradually should be repaired
on a routine basis.
Edgebreak. Surfacing should be cut back

Repairs before repairs
The preferred repair method is to cut out all breaks
neatly parallel to the centreline, remove all loose material, prime tack and replace with hot asphalt.
The outside edge should be supported with some form of shutter to give good support during the repair.
Cold asphalt may be used but is likely to be porous and should be sealed with Viaseal, Petroseal or similar.
On thin surfacings where the base is still sound a
coarse slurry repair can be successful. Once the
outer edge has been repaired the shoulder gravel
must be made up to level and compacted. At
heavily used intersections where erosion of the
gravel will quickly reoccur construct a concrete
edgebeam. The use of precast blocks for the
edgebeam is not recommended.
Loose gravel carried from intersections onto the

surfacing can cause damage to the seal and also
be a hazard to the travelling public. Loose gravel
should be regularly broomed off the road. Where
this occurs on an ongoing basis consider
surfacing the bellmouth. Repair to gravel verge
Caution
Where gravel loss occurs rapidly over widespread lengths (e.g. narrow surfaced width) the road edge must
be frequently regravelled to prevent ongoing edgebreak. This situation should be brought to SANRAL’s
attention so that during upgrading or rehabilitation this problem can be addressed by widening the
bitumen surfacing.

MANUAL 8.25
FLEXIBLE PAVEMENTS
8.9 SHOULDERS - GRAVEL
GRAVEL LOSS / STEEP SHOULDER

(DROP-OFFS)
Description
The gravel on the shoulder is lower than the
adjacent surfacing causing a step from surfacing
to gravel or falls away too steeply from the
surfacing. This is often accompanied by
surfacing edgebreak either localised at surfaced
intersections, laybyes and informal stopping
places or over longer lengths particularly where
the surfaced width is narrow.
Causes
1 Water and erosion particularly on steep
grades. Edgebreak. Surfacing should be cut back
1 Traffic, particularly heavy vehicles turning on before repairs
and off surfaced pavements (localised).
1 Narrow surfaced width - heavy vehicles are forced to ride close to the edge causing wind and wheel
erosion.
1 Poor quality gravel (not good wearing course material).
1 Lack of regular maintenance/re-gravelling.
Extent
Isolated: Loss of gravel where vehicles turn on
and off
Extensive: Long lengths on steep grades or where
road surfacing is narrow.
Response Time
Gravel loss can give rise to edgebreak and on long
sections can be a hazard to traffic which rides on
the shoulder. At intersections/ accesses gravel
loss should be repaired before edgebreak starts,
say when "step" is greater than 50mm.
Repair Methods
Isolated: At intersections/accesses/laybyes Edge drop off
construct a concrete edgebeam in accordance
with the standard drawings. Check the approach grade from the side. If the transition from the surfacing to
the shoulder crossfall is not gradual the gravel quickly erodes. Where necessary place extra gravel, rip up
and re-compact to reform the shoulder.
Extensive: Import suitable wearing course gravel (refer to TRH2 for gravel specification) to make up
shortfall, rework together with the in situ gravel in layer thicknesses of at least 75mm adding water and

MANUAL 8.26
FLEXIBLE PAVEMENTS
compacting to 93% of Mod AASHTO density. If

the shoulder is too narrow to accommodate a grid
roller oversize must be either broken down in the
borrow pit or finer material located. The shoulder
crossfall should be at least 1% and preferably 2%
steeper than the surfaced road crossfall. Make
sure that the shoulder breakpoint is rounded off
(no windrow) so that water drains off. Provided a
reasonable crossfall and shape can be achieved
the shoulder can be restored by constructing a
wedge rather than reworking the shoulder for the
full width and depth. Where available reclaimed
asphalt material can be used to restore the
shoulder. Concrete edgebeam still to have asphalt infill
Caution
If the gravel loss is widespread and is due to heavy vehicle action on a narrow pavement significant loss
will rapidly occur again especially during a wet season, no matter how good the gravel quality is. Repeated
gravelling of the shoulder at frequent intervals is costly and time consuming. Consideration should be
given by SANRAL to either widening the road or treating the gravel in the worst areas with a diluted
emulsion mixed and compacted into the top 25 to 30mm.
Do not stabilise the shoulder material to the depth of the base layer with cementitious materials if the base
is not stabilized. This will trap moisture in the base preventing drainage and base failure is likely to occur.
FLAT / HIGH (EDGE BUILD-UP)

Description
Locations where the gravel shoulders are either flat or higher than the surfacing, have a windrow of
material at or near the break point or are overgrown usually are associated with either standing water or
ponding during heavy rain.
Causes
1 Lack of corrective maintenance.
1 Incorrect re-gravelling work.
1 Soil fines blown onto shoulder or washed on from surrounding lands during heavy rain.
1 Spillage from quarry or coal trucks.
Extent
Generally these defects occur in a particular area and are intermittent to extensive.
Response Time
Where water ponds on the road and causes a traffic hazard the situation needs urgent attention.

MANUAL 8.27
FLEXIBLE PAVEMENTS
Repair Methods
Flat or high shoulders need to be reshaped to the
crossfall at least 1% and preferably 2% steeper
than the road crossfall . Vegetation can also be
removed during the reshaping operation. Care
should be taken to ensure rounding off at shoulder
break point (no windrows). Where vegetation is a
significant problem herbicides can be sprayed by
a suitably certified person. This can be an
environmentally sensitive issue - (see paragraph
12.6 on control of vegetation). Where fines are
carried onto the road by water suitable catch
drains, mitre drains or side drainage need to be in
place (see Chapter 10 on Drainage) . It may be Reshaping of gravel shoulders using
tractor-drawn equipment
necessary to liaise with the landowner if the
problem lies beyond the road reserve.
At low points in flat grades, concrete lined mitre

drains can be constructed to remove water from
the shoulders more efficiently.
Reshaping must be accompanied by watering and

compaction to ensure performance of the shoulder material

MANUAL 8.28
RIGID PAVEMENTS
CHAPTER 9. ROAD PAVEMENT REPAIRS - RIGID PAVEMENTS
9.1 INTRODUCTION
Most repairs for rigid pavements require

specialist attention and are outside the scope of
routine maintenance. This applies particularly to
such measures as concrete repairs, the treatment
of stepping or faulting and actions where joints
need extensive treatment.
Other routine maintenance operations within the

road reserve such as drainage, guardrails,
fencing, clearing, signs, rest areas, erosion
control and soil/rock problems are common to
both rigid and flexible pavements.
Because the Route Manager will be familiar with

Joint cracking of concrete pavement
all aspects of the pavements on his route,
observations regarding actions that need specialist
attention are important. Thus at least once a year a report should be submitted to SANRAL on the
condition of the rigid pavements, noting such problems as stepping, faulting, extensive problems with
joints (loss of seal or spalling), badly cracked panels, distress due to alkali/aggregate reaction, severe
surface abrasion or any other points of concern such as poor ride or poor drainage.
Experience indicates that the following maintenance actions should be carried out on rigid pavements by
the routine maintenance Contractor. The use of asphalt for these maintenance actions is temporary. When
sufficient work is required to justify a separate specialist repair contract, SANRAL should arrange for this
to happen.
9.2 LOOSE / SPALLED CONCRETE
Description
Loose/spalled concrete is the breaking up of the rigid pavement predominantly either side of joints and at
slab corners. Distress can occur at the edges of the slab and in isolated cases in the centre of the slab.
Causes
1 Joints which have lost their seal and pumping of fines has occurred which in turn has caused
stepping/faulting.
1 Joints with inadequate load transference resulting in cracking of the adjacent concrete under heavy
vehicle loads.
1 Alkali/aggregate reaction in the concrete.
1 Localised poor quality concrete.
1 Pop outs of concrete within the slab.

MANUAL
9.1
RIGID PAVEMENTS
Extent
Isolated: Localised failures occurring at random positions.
Intermittent: Where there are a number of failures, for example at problem joints.
Extensive: Particularly where there are widespread problems at joints or where there is alkali/aggregate
reaction. This is too extensive for routine maintenance and must be referred to SANRAL for periodic
maintenance.
Response Time
Loose or spalling concrete creates a significant hazard for road - users and requires urgent attention. Areas
where there are already holes can be handled on a routine basis provided that all the loose material has
gone and that the ride is not seriously affected.
Repair Methods
Remove all loose material. Where the adjacent
concrete is cracked and it is likely that this will
fail in the short term this should also be removed.
Do not remove material unnecessarily or turn a
small repair into a large one without good reason.
Thoroughly clean the concrete using compressed

air and wire brushes. Fill the spalled area with
asphalt and make sure that sufficient loose
asphalt is placed (required thickness plus 40%)
such that good compaction can be achieved.
Compact the asphalt to just above the existing
road surface (0 to 5mm) as experience shows that
some compaction of the patch always occurs
under traffic.
Where adhesion problems between the asphalt

and concrete are experienced, treat the concrete
with a light application of creosote, allow it to
dry/cure and then tack with a modified emulsion
before placing the asphalt.
Caution
Do not attempt a concrete repair. This requires Loose spalled concrete
specialist knowledge and experience and should be
undertaken through special maintenance contracts.

MANUAL
9.2
RIGID PAVEMENTS
9.3 JOINTS / OPEN CRACKS
Description
Open joints where the seal has failed or cracks
which are sufficiently open so that grit and water
can penetrate.
Causes
1 There are a number of reasons for joint seal
failures such as ageing of sealant, sealant
poorly or incorrectly applied, debonding of
neoprene strips and inappropriate sealant.
1 Open cracks can occur for a variety of
reasons including poor subgrade support
and settlement.
Extent
Problems with joint seals can vary from isolated
Repaired break
to extensive. Where failures are extensive it is
recommended that this should not be handled under routine maintenance but referred to SANRAL for
periodic maintenance.
Response Time
A large number of rigid pavement problems relate to poor performance of the joints. It is therefore
important to maintain the joint seals to keep out both grit and water. Thus at least once a year the joints
should be inspected and any faulty seals repaired.
Repairs
Remove all loose material and any old sealant. Clean thoroughly (where appropriate by sandblasting) and
blow clean with compressed air.
The use and application of all sealants must be confirmed with SANRAL and the suppliers prior to the
work being undertaken.
Note: The treatment of cracks between concrete and adjacent flexible shoulders is given under Passive
Long Cracks in the section on flexible pavements.
Caution
Overfilling the crack or joint will result in excess filler smeared on the road surface which is both wasteful
and unsightly. Desirably sealing of joints or open cracks should be undertaken by a specialist contractor.

MANUAL
9.3
RIGID PAVEMENTS
9.4 WEEDS
Description
Weed growth occurs in the pavement joints particularly close to the shoulder.
Causes
1 Failure of the joint seal allows the collection of grit, soil and seeds.
1 Proximity to a gravel shoulder containing weeds.
Extent
The extent of weeds growing in joints varies from isolated to extensive.
Response Time
Weed treatment can be attended to on a regular routine basis.
Repairs
Treat the weed growth carefully with an approved herbicide applied by a Certified person. Allow the
weeds to die and then remove all growth. Where the joint seal has been damaged or is no longer effective
carry out repairs as recommended under Joints/Open Cracks.

MANUAL
9.4
DRAINAGE
CHAPTER 10 DRAINAGE
10.1 INTRODUCTION
The drainage system manages both surface

and subsurface water coming off the road
surface and from the surrounding countryside.
The purpose of the system is to ensure that the
road and its surrounds are free from standing
water at all times and to have sufficient
capacity to prevent the road from being
overtopped. The principal elements of the
system are:
1 Crossfall on the road and shoulders to
permit free flow off the road. Main
problems are slacks, ruts, flat or obstructed
shoulders, or shoulders with edge build up.
Water standing next to road embankment
1 Side drains, parallel to the road, which
collect run-off from both the road and
countryside. Main problems are standing water often caused by silting up, lack of capacity and
erosion.
1 Bridges and culverts which permit crossflow of water under the road and provide outlets for the side
drains. Main problems are blockage, lack of capacity and poor discharge.
1 Mitre drains which lead water out of side drains onto lands sloping away from the road. Main
problems are blockage or ponding at the entrance of the drain.
1 Berms which channelise water flow particularly into culverts. Main problems are erosion,
breeching and poor positioning.
1 Cut off/catchwater drains situated along
the crests of cuttings to reduce sheet flow
down cut faces from higher lying ground
and prevent cut erosion. Main problems
are blocking, shallow drains, lack of
continuous fall and erosion.
1 Subsurface drains which collect water
below ground level where there is seepage,
springs or saturated conditions. Main
problems are poor construction, incorrect
material specifications, particularly with
regard to the geofabric, subsurface drain
too shallow to cut off the water table and an
Culvert inspection
inefficient drain outlet.

MANUAL
10.1
DRAINAGE
1 Asphalt berms on the road edge particularly on fills. Main problems are damaged or broken berms
which result in concentrated water flow from the road onto fills.
In general many road failures are caused by failure in the drainage system in combination with heavy
wheel loads. Even the best foundation material will fail if subjected to poor drainage. On national roads
the foundation layers have, in most cases, been well designed and construction carefully supervised. It
follows therefore that when road failures are repaired, care must be taken to investigate whether the
drainage system is functioning properly.
On road maintenance contracts, sufficient funds must be made available for the cleaning of drainage
structures. The following sections describe the drainage aspects that must be attended to on an annual
basis. If efficiently carried out, the work will become easier and more economical to do as the years
pass.
Heavy rain presents an ideal opportunity to make sure that the drainage system is working correctly. So
don't stay in the office, go out on the road and observe. Where flooding of the road occurs detailed notes
should be made of the location and SANRAL informed. This is particularly important where this
occurs regularly and there is a likelihood that the drainage structure has insufficient capacity. The
detailed inspection in loco of cut catchwater drains (ie. climb up and inspect) is essential to ensure that
failures in the early stages are rectified before major damage occurs.
Where new developments take place adjacent to the road reserve, it is essential that stormwater
management is appropriate. SANRAL must be informed immediately the Route Manager notices
problems in this regard
10.2 DRAINAGE MAINTENANCE
STANDING WATER (ON ROAD SURFACE)

Description
Water stands on the road surface or road
shoulder and does not drain away.
Causes
1 Slacks due to settlement/subsidence.
1 Rutting in wheel tracks on flat grades.
1 Flat or high gravel shoulders and/or
windrows or vegetation on the gravel
shoulder preventing drainage.
1 Blocked weepholes/scuppers on
Water standing in wheel tracks
structures.
1 Flat grades, particularly at superelevation transitions.

MANUAL
10.2
DRAINAGE
Extent
Can be either isolated (slacks) or extensive (ruts, high shoulders and vegetation).
Response Time
Standing water on the road surface is dangerous to traffic (aquaplaning and loss of control) and can also
result in wetting up of the pavement layers which normally leads to pavement failures. As a result all
areas of standing water should be treated as soon as possible and especially before the start of the next
wet season. Where the areas are extensive this cannot be handled under routine maintenance and
SANRAL should be informed immediately and warning signs erected.
Repairs
Correctly identify the cause of the standing water. Repairs should then be carried out as described in the
various sections on Road Pavement and Gravel Shoulders.
Caution
Standing water is a cause of pavement distress and aquaplaning. Localised problems must be
addressed immediately.
KERBS AND CHUTES

Description
Kerbing and chutes are mainly used to control
sheetflow on the road and to ensure safe
discharge into the side drainage system.
Problems are associated with mechanical
damage, inadequate capacity, poorly placed
chutes, fill settlement or obstructions in
chutes.
Causes
1 Kerbs are damaged by vehicle impact.
1 Lack of capacity is often due to outlets
being spaced too far apart.
1 Chutes perform poorly because they are
badly aligned, have gaps because of fill Asphalt berm below guardrail at
chute inlet
settlement or carry too much water and
overtop because the inlets are spaced too far
apart.
1 Debris in kerbs and chutes causes water to jump out of channel resulting in erosion of the road
prism.
1 Settlement on high fills resulting in chutes not being positioned at low points.

MANUAL
10.3
DRAINAGE
Extent
Isolated problem.
Response Time
Should be dealt with routinely. If left too long
can cause erosion, settlement and failure of
the fill.
Repairs
Replace damaged kerbs. Check inlet spacing
and where necessary place extra chutes.
Check alignment and nesting of chutes and
relocate where necessary. Drainage chute
SIDE DRAINS
Description
Side drains are important links in the road
drainage system. The most common problems
associated with side drains are standing water,
lack of capacity and erosion.
Causes
1 Standing water on flat gradients
1 Blockage due to loose material (often from
eroding cut faces), vegetation and blocked
culverts. This is a particular problem with Energy dissipators at sidedrain outlet
V-shaped earth sidedrains.
1 Lack of capacity caused by silting up with material from
surrounding land or very flat/shallow drains particularly in
cuts where the underlying material may be hard rock.
1 Erosion on steep grades and where the drain floor is in fine
erodible material.
1 Cracked lined sidedrains resulting in the ingress of water into
the pavement layers.
1 Mole activities next to or under the drains.
Extent
The problems can be either isolated or extensive. Wet weather
inspection of the road reserve will facilitate the identification of
the problem areas.
Water running in side drain

MANUAL
10.4
DRAINAGE
Response Time
Lack of attention to problems can lead to flooding, washaways, wetting up of the pavement structure
and consequent pavement failure. Problems should be remedied before the start of the next wet season.
Repairs
Most of the problems can be handled routinely by cleaning drains, cutting vegetation and removing
blockages on a regular basis. Shallow drains (where water often stands or flows onto the road) should
be deepened. This may require the removal of rock. In a number of cases shallow drains are associated
with flat terrain and flat gradients where
deepening of the drain won't help. In such
cases concrete lining of the drain increases the
rate of flow and also prevents saturation of the
road prism. It is important always to have a
continuous fall even if it is small.
V-shaped earth drains are prone to blockages

resulting in erosion of the road prism. Where
these occur they should be reshaped to form a
trapezoidal (table) drain profile.
Where erosion is a problem this can be treated

by concrete lining (expensive), grouted stone Grid inlet being cleaned
pitching, packing of stones in the drain, grassing
of the drain, soil stabilization or putting in
transverse gabion bars/bolsters (the steeper
the grade the closer the spacing). The local
conditions should be examined to determine
which materials are available, which
measures are suitable, and the costs involved
before selecting the best option.
Where inlet grids have been removed or
stolen, these should be replaced immediately
so that large objects do not block the drainage
system and for road safety . Replacement
grids should be welded or chained to the Concrete fibre inlet grids which are
frame, or made with material which has no less susceptible to theft
resale value like concrete.
Caution
1 Remove all debris off site. Do not dump on the side of the drain as this material is likely to be

MANUAL
10.5
DRAINAGE
washed back into the drain during heavy rain.

1 Total removal of vegetation particularly in soils may start erosion.
1 Construction of gabion bars/bolsters requires detailed attention to design and spacing - erosion
around the outside edges can cause further problems.
BRIDGES AND CULVERTS (REFER ALSO TO CHAPTER 13)

Description
Bridge and culvert structures are constructed to allow stormwater to pass beneath the road. Most
common problems relating to bridges and culverts are blockage, flooding, overtopping, collapsing of
culverts through erosion and cavities formed at prefabricated culvert joints.
Causes
1 Blockage is caused by debris transported
during large storms, vegetation in the
water course, poor drainage downstream,
incorrect location of the structures’ invert
level and collapse of culverts.
1 Flooding/overtopping if the opening size
is too small or where rainfall exceeds the
drainage design criteria.
Extent
Normally isolated problems but can be
extensive in areas of fine-grained erodible
soils and farming activity or at times of high
rainfall. All structures should be regularly
Clean bridge watercourse
checked including over and underpasses.
Response Time
Problems should be identified as they occur
and quickly dealt with especially during the
wet season. Blockages at drainage structures
can result in standing water on the road,
alongside the road (wetting up of, pavement
structure) and in heavy rain overtopping and
washaways.
Repairs
Clear out the blockage material making sure
that this is removed from the road reserve to a
suitable spoil site (otherwise it could well get Blocked pipe culverts

MANUAL
10.6
DRAINAGE
washed back into the structure or its drainage path). Poor discharge downstream requires careful
checking of the levels, including the structure's invert levels. If action is needed outside the road
reserve the landowner must be consulted. In some instances the floor of the structure may be so low that
there is not adequate fall downstream and the structure may have to be allowed to silt up to an even
gradient. In this case check the capacity of the structure. This should also be done where water
regularly dams up at the structure or overtops the road. Insufficient capacity requires enlarging of the
structure or the construction of extra drainage structures. Normally this work will not be done under
routine maintenance and the Route Manager must inform SANRAL so that appropriate action can be
taken.
MITRE DRAINS
Description
Mitre drains provide a means for the water in the side drain to be shed away from the road into the
adjacent property. The most common problems are blockage and water not flowing in the mitre drain.
Causes
1 Blockage caused by vegetation, too sharp a change in direction of the water from the side drain to
the mitre drain and too flat a gradient on the mitre drain.
1 The mouth/entrance to the mitre drain in a flat area constructed too deep and the water does not flow.
Where this occurs there is often associated cracking in the adjacent pavement surface.
1 Fenceline debris or soil where the drain extends outside the reserve.
Extent
General problems with mitre drains are isolated.
Response Time
If mitre drains do not function correctly water will continue to run in the side drain and overload its
capacity. These drains should be maintained on a routine basis but particularly just before the wet
season.
Repairs
Identify the cause of the blockage eg. vegetation in the mitre drain, loose material deposited due to poor
alignment of the mitre drain or loose material from the side drain due to other problems, and then take
appropriate action. Check the levels at the entrance and in the mitre drain. It may be better to close the
mitre and have a general gentle slope away from the road prism.
Where the drain extends beyond the reserve fence, the adjacent landowner will need to be contacted for
assistance in resolving the problem.

MANUAL
10.7
DRAINAGE
BERMS
Description
Berms consist of shallow embankments or mounds usually placed transversely to the side drain to
deflect the flow of water. Most common problems are breeching or erosion.
Causes
Erosion and breeching of the berm occurs when the berm material is too fine or there is no
protection to the berm in the form of vegetation or stone pitching. Lack of maintenance to the
protected face can also result in failure.
Berms may be incorrectly positioned resulting in water bypassing the culvert or damming up
without reaching a culvert inlet.
Extent
Usually an isolated problem.
Response Time
Failure of berms can lead to the downstream culverts being overloaded or silted up. The condition
of berms should be routinely checked and repairs should be effected before the next wet season.
Repairs
Depending on the problem either select less erodible material, protect with grassing, stone pitch the
berm or reposition it.
CATCHWATER DRAINS (SUMMIT/CUTOFF DRAINS)

Description
Catchwater drains are usually positioned on the upslope side above the cut face and parallel to the road.
The purpose of the catchwater drain is to intercept sheet flow and prevent erosion of the cut face. Most
common problems are blockage, lack of fall in the drain and erosion.
Causes
1 Blockage caused by debris washed downslope, or vegetation growth.
1 Unevenness in hillside or hardness of underlying rock resulting in a drain that is shallow in places
and may not have adequate fall. During heavy rain the drain overtops at these places and water runs
down the cut face causing severe erosion.
1 Erosion in sandy materials.
Extent
Isolated or intermittent problems but in similar countryside may occur in many of the cuttings.
Response Time
Blockages should be routinely cleaned.

MANUAL
10.8
DRAINAGE
Repairs
Where drains are shallow they should be deepened. Where this is not practical (say hard rock and
undulating hillside) a channel or down chute should be constructed at problem points.
Where erosion occurs in the catchwater drain, particularly on steep downgrades, the drain should be
protected by lining (grass, pitching, concrete, etc).
An earth berm or stone masonry wall could be constructed on the downside of the drain, rather than
deepening the drain which could then erode in soft material.
Loose material spilled onto the road should be broomed off and the side drain cleaned.
Caution
Because of the location of catchwater drains (i.e. Generally above high cut slopes) they are often not
inspected until a failure occurs.
SUBSURFACE DRAINS
Descriptions
Subsurface drains are installed below ground
levels in areas where the subsurface water
could be problematic. The purpose of the
drain is to provide a medium which is more
permeable than the surrounding soil so that
the water will drain away in the subsurface
drain. Main problems with subsurface drains
are incorrect selection of materials, poor
installation and inadequate outlet. Subsurface
drainage is often a problem at the start and end
of cuts and in weathered granite.
The locations of subsurface drains,

particularly the outlets should be identified Construction of subsurface drain
and marked appropriately so that maintenance
teams can inspect regularly.
Where it is evident that subsurface water is a problem (fountains in road after rain, pavement distress
etc) and no drains have been constructed, SANRAL should be informed and actions to correct the
situation agreed on.
Causes
1 Incorrect materials used in construction of subsurface drains resulting in blocking/non
performance.
1 Drains not properly installed with adequate fall and contaminated or not continuous not
performing.
1 The drain not working where either the outlet is blocked or situated below the water table.

MANUAL
10.9
DRAINAGE
Extent
Isolated problem
Response Time
Saturated areas result in wetting up of the adjacent pavement layers and often lead to structural
pavement failure. Repairs should be carried out as soon as possible especially before the next wet
season.
Repairs
Where a rodding eye has been installed, this should be used to clean or flush out the drain as much as
possible. Cleaning or flushing from the outlet may also be effective.
However it is often difficult to identify the reason for non-performance. Investigate by opening up the
obviously saturated area and inspecting the drainage materials, continuity and gradient. If the reason is
not obvious seek specialist advice. Subsurface drain materials should be used in accordance with the
supplier's specifications. Where the drain traverses soft material such as clay it may be advisable to line
the invert with suitable material. This prevents contamination and also sagging of the drain pipe.
Formal outlet structures should be constructed for all subsurface drains. Rodding eyes, where these
have been installed, should also be formally protected and identifiable.
Caution
The subsurface drain must have an outlet point that is free draining.
10.3 EROSION CONTROL
In the preceding paragraphs, erosion is often mentioned as a problem in drainage management. Erosion
can occur widely in the road reserve, at
structures, in drainage paths and on fills or
cuts.
Before protection measures are installed, the

reason for the erosion should be established
(e.g. fill slope next to culvert too steep).
Certain measures such as the provision of
catchwater drains, or raising headwalls, may
cure the problem without resorting to
protection measures such as grassing, stone
pitching, concrete paving or
gabions/mattresses. Should protection
Erosion of fill slope
measures be required existing measures used

MANUAL
10.10
DRAINAGE
in the region should be inspected to establish

whether they work. Often several remedial
treatment options are identified and a decision
should then be made based on relative costs
and competency of the Contractor.
Erosion at the abutments and on the approach

fills can be a problem, particularly on older
bridges . Check all structures carefully and
take appropriate measures in conjunction with
SANRAL.
The concentration of water over long lengths Gabion baskets to prevent erosion
of side drain without adequate cross drainage at drain outlet
structures is often the cause of excessive erosion

in the side drain. Where the earth sidedrain is V-shaped, erosion often results, particularly on
medium to steep grades in erodable material.
Thunderstorm

MANUAL
10.11
GEOTECHNICAL AND SLOPE STABILITY
CHAPTER 11. GEOTECHNICAL AND SLOPE STABILITY
11.1 INTRODUCTION
Geotechnical and stability related problems can occur on cut and fill slopes. These can be in the following
forms:
1 Subsidence resulting in slacks (depressions) in the road surface or differential movement at the
interfaces between bridges and the road.
1 Subsidence of fills due to poor compaction or overbuilding.
1 Slip failures in the road prism, mainly in fills or in cuttings. Failure in the road usually occurs in the
form of semi-circular open cracks close to the shoulder often with significant level differences.
Progressive slips can result in dangerous conditions.
1 Cut instability on steep cuts where loose rocks fall into the side drain or road or when significant
quantities of cut material slide onto the road.
1 Cut and fill erosion where cut slopes or embankment fill material is eroded by weather action (rain,
wind and natural weathering) resulting in material falling into and blocking the side drain.
1 Failure of lateral support (gabions, retaining walls).
1 Expansive, collapsing or failing soft soils which result in deformation of the road.
11.2 SLOPE MANAGEMENT SYSTEM
Because of the importance of managing cut and fill slopes, SANRAL has introduced a Slope Management
System to address slope stability. The Management System comprises three steps:
Inventory
An inventory list of all cut or fill/embankment
slopes higher than 5m, known problem slopes as
well as all retaining structures (anchored cut
faces, reinforced earth walls, gabion walls,
concrete block retaining walls, etc) must be
compiled. An example of an inventory list is
contained in Appendix E.
The inventory list should contain the following

information:
1 Route and section details;
1 Kilometre information at the start and end of
each cut or fill/embankment and the side (L or
R) of the road where these are located. GPS
co-ordinates can be provided as well; Unstable rocks in cut face
1 The approximate maximum vertical height of
the cut or fill;
1 The approximate slope of the cut or fill in degrees or batter (horizontal to vertical);
1 Brief details of known previous problems;
1 Brief details of known historical remedial works;

MANUAL
11.1
1 Descriptions of existing retaining structures or lateral supports, even where these are less than 5m in
height.
Slope Stability Monitoring Form

The Monitoring Form included in Appendix E must be completed and submitted for every significant
stability-related incident occurring at any of the cuts, fills or laterally supported facility. The purposes of
the form is to enable a record to be kept of the slope-related incident and the actions taken to identify and
remedy the problems;
Maintenance Contract Feedback

The Route Manager must report on the condition of the slopes recorded on the inventory list on an annual
basis or after heavy rains.
11.3 RESPONSE
Some of the problems such as subsidence in the

road surface and cut erosion can be addressed
using routine maintenance actions. All
significant problems must be brought to the
immediate attention of SANRAL, either through
the completion and submission of the Slope
Stability Monitoring Form where appropriate or
by contacting SANRAL directly. Actions
required immediately to address the problem
must be agreed with SANRAL.
Because of the danger of progressive failure of

slips, immediate action might be necessary which
could include closing off an adequate portion of Subsidence in road surface
the road. Similar action should be taken where
rockfalls occur which could block the road or cause damage to vehicles or people. As soon as the Route
Manager becomes aware of such problems, he should arrange for the erection of suitable warning signs,
contact the IMS Central Communication Centre (CCC) and the traffic police. On contracts where there is
the potential for such incidents, the necessary signage should be kept on site for use when required.
11.4 SOIL / ROCK PROBLEMS
The failure of road embankments (fills), cuttings and lateral support can have severe consequences such as
closure of the road, damage to property and injury or loss of life. By being aware of and monitoring the
condition of problem areas the Route Manager can assist in ensuring that remedial actions are carried out
in good time or, in disastrous circumstances, prevent damage, injury or loss of life.
Apparently stable slopes can become unstable for a variety of reasons. Failure can take place within hours
or over a long period of months or even years. Little can be done to prevent failure triggered by events such
as abnormal downpours, floods, natural disasters or burst water pipes. However, many failures can be

MANUAL
11.2
prevented by proactively maintaining and/or reinstating the upper catchwater drain along the crests of
cuttings, by monitoring typical indicators of instability and where appropriate instigating remedial
measures. The Route Manager needs to take the lead in these actions.
The Route Manager will have to exercise discretion as to whether observed signs require immediate
reaction but he should as soon as possible in conjunction with SANRAL decide whether specialist
assistance is required. The rate of change of certain signs such as crack widths and deformation can give a
good idea of impending failure. Vegetation often plays an important role in stabilizing slopes and a
number of failures have occurred after the removal of bushes and/or trees.
Photographs in conjunction with the SANRAL Slope Monitoring forms can provide a useful record and
give an indication of change particularly over long periods. Most failures are either caused or accelerated
by water. Therefore suspect areas should be checked after any unusual rainfall and at the start of each wet
season.
The following are regarded as indicators of the development of possibly unstable conditions. Initially only
one indicator may be observed. In general the more indicators that become visible, the more likely it is that
failure will occur.
Instability Indicators: Embankments

1 Longitudinal/semi-circular cracks with level
differences. Particularly where level
differences are large immediate action is
necessary (see Active Cracks - Longitudinal
Cracks in Chapter 8).
Action:
Seal the cracks immediately to prevent the
ingress of water.
Monitor the position, extent and direction of
the cracks and displacement at suitable
intervals. Should further movement or failure
appear imminent particularly in wet weather
such measurements could be at hourly
intervals and would help to decide whether Rocks in sidedrain indicating stability problems
further or total road closure is necessary.
1 Lateral and/or vertical displacement of guardrails, kerbs or road edge markings.

Action:
Note position, extent and direction of movement and monitor at suitable intervals. Check for cracking
and/or displacement in the road surface.
1 Circular depressions in the road surface or on the fill slopes indicating sinkhole development
(chimneying) generally caused by void formation within or below the embankment.
Action:
Note position and size of depression, check for cracks, inspect toe of fill and any nearby drainage

MANUAL
11.3
structures for collapse or open joints. Monitor daily if the embankment is high and inform SANRAL
immediately. Bulging of slope or displacement at the toe of the fill.
1 Bulging of slope or displacement at the toe of the fill

Action:
Note position and extent and monitor to see if any enlargement occurs with time.
1 Road surface heave or settlement indicating possible deep-seated foundation problems.

Action:
Note position and extent and monitor.
1 Seepage out of the slope or at the toe (often shown by greener areas or reeds) especially where there is a
regular (perennial) flow.
Action:
Note position, check for signs of movement such as cracks and bulging in the slope and also check the
road pavement for signs of structural distress.
1 Trees and shrubs that are not vertical indicating movement of the slope.
Action:
Note position and check slope for other signs of movement such as bulging, cracks and seepage
1 Culvert deformation or collapse and, in prefabricated culverts, open joints.

Action:
Note position and monitor. A collapsed culvert must be repaired as soon as possible to prevent
stormwater causing further damage to the road structure.
Instability Indicators: Cuttings

1 Boulders, rocks and soil in the side drain, at
the base of protective nets and on the road
surface.
Action:
Note the position and monitor the frequency
and quantities of debris removed to determine
the extent and severity of the problem. Where
rocks and boulders fall directly onto the road
surface SANRAL should be informed
immediately. Warning signs should be erected
and interim protective measures taken such as
the erection of guardrails or gabion baskets,
the deepening of side drains where they are
unlined and the construction of a catchwater Slip on cutting side slope
drain above the cut.
1 Weathering debris blocking the side drain. Where harder rocks like sandstone overlie degradable rocks
such as mudstones and shales there is a possibility of undercutting and toppling failure.

MANUAL
11.4
Action:
Note the position, evaluate the possibility of toppling and inform SANRAL if there is a likelihood of
serious failure. Monitor these features on the cutting face. Keep a photographic record.
1 Tension cracks above or in the cut slope.

Action:
Note the position, length and monitor daily if movement is taking place. Seal the cracks to prevent
water getting in. Inform SANRAL.
1 Open joints in rock slopes.

Action:
Note the position and width of joints. Monitor to determine whether the joints are opening further and
check for signs of seepage and fines being washed out. Assess whether there is any danger of sliding or
falling rock as a result of the cracks and if this is likely inform the road authority.
1 Trees and shrubs that are not vertical indicating movement of the slope.
Action:
Note position and check for other signs of slope movement including tension cracks and bulging.
1 Bulging or toe kick often accompanied by seepage.

Action:
Note position, extent and check for other signs of movement such as tension cracks. Monitor and if
movement continues or accelerates inform the road authority immediately.
1 Seepage, especially if high flows of water are noted at specific locations (as opposed to widespread
seepage along the toe).
Action:
Note the position and describe flow. Check for open tension cracks, depressions where ponding can
take place (eg blocked catchwater drain) or where piping is evident. Monitor the position for any
deterioration.
1 Erosion concentrating water flow and wetting up of the slope.

Action:
As soon as possible take preventative action such as constructing an additional catchwater drain,
repairing the drain and reinstating the eroded area with vegetation or gabions.
Instability Indicators: Lateral Support

Lateral support to road embankments and cuttings can be provided by several means. Because of the
consequences of failure of lateral support systems, if there is any indication of a problem SANRAL
should be informed immediately. Indicators of distress for the common forms of lateral support are:
1 Gabion retaining walls - displacement, deformation or corrosion and collapse.

Action:
Note position and describe condition.

MANUAL
11.5
1 Concrete retaining walls - bulging, tilting,

cracking or damage.
Action:
1 Proprietary block walls - bulging/ movement.

Action:
1 Anchored slopes and walls - corrosion or

damage to anchor heads or thrust plates.
Action:
Cut face being stabilised

MANUAL
11.6
ROAD RESERVE MANAGEMENT
CHAPTER 12. ROAD RESERVE MANAGEMENT
12.1 INTRODUCTION
Management of the road reserve is all important to enable the road structure to be protected, to provide a
safe operating environment for the road user and to make for pleasurable travel conditions.
The road reserve is part of the natural environment of the area and presents an opportunity to preserve this
environment wherever possible. As stated previously in this Manual, the need to provide a safe efficient
road network should be balanced against this environmental protection.
12.2 LITTER
The amount of litter along the road varies

significantly around the country. At the start of a
contract a special initial clearing operation will
probably be necessary before settling into a
routine cleaning frequency which could be
anything from once a month to once every three
months. As part of litter cleaning, rocks and
debris should be removed to protect the mowers
in areas where grass cutting takes place. In some
areas small anthills can be cleared with a grader
(or by hand) to facilitate mowing.
Clearing of rest areas should be carried out on a

more frequent basis (say once a week or
Rest areas should be cleaned frequently
fortnight) depending on usage. It has been found
that rest areas within 30 kms of towns have more
litter. As part of the public road safety campaign
attractive, well kept rest areas have a major
impact on the perception of the road public.
The Route Manager should ensure that the road is

inspected on a daily basis and make sure that
objects on the road (such as pieces of tyres) are
removed and placed off the road for later removal
during litter collection.

MANUAL
12.1
12.3 BARRIERS
GUARDRAILS
Guardrails as used on the national roads are
generally robust and have a relatively long life.
Where damaged by traffic guardrails themselves
become a hazard and reduce the safety of the road
at an identified risk point. As a result damaged
guardrail units (including posts) should be
removed as soon as possible.
General replacement of undamaged plates is

unusual because of the durable nature of the
materials used. Posts and spacer blocks on the
other hand can with time deteriorate significantly
(rotting, splitting or termite damage) and will
need replacement.
Guardrails being cleaned before painting
An assessment of the overall guardrail system

condition should be made on an annual basis to identify deterioration and allow early forecasting of any
replacement costs. At the start of the contract a general inspection should be made for places which are
unsafe and where guardrails should be installed. In a specific area where repeated damage occurs to
guardrails SANRAL should be informed as this
area may be unsafe. The following points cover
common problems:
1 Where guardrails are damaged regularly,
check road geometry.
1 When replacing a section of guardrails, check
by eye that the height and alignment of the
total guardrail length are correct and a smooth
line is achieved parallel to the road centreline.
1 Missing or damaged reflectors should be
replaced. Reflectors assist the motorist at
night in picking up the outer edge of the road
(and the guardrail). Where reflectors are not
replaced guardrails are damaged more
frequently. Painted guardrail must match galvanising
1 Guardrail plates should be overlapped in the on new guardrail
correct direction. Incorrectly lapped plates can be very
dangerous.
1 Missing splice bolts weaken the whole system. One reason for this could be that the holes on some old
and new units may not match. Under these circumstances make new holes (touch up with cold
galvanising). Ensure that all splice bolts are fitted.
1 Some of the old guardrail plates were painted instead of being galvanised. To prevent corrosion of these
plates it is important that any damage or blemishes are touched up regularly.

MANUAL
12.2
1 Posts should not be shortened.

In instances where roads are taken over from other authorities, the guardrails on these roads should be
examined to determine actions required to bring the guardrail sections to an acceptable standard. Often
guardrails have been painted and appear patchy or tarnished but are otherwise in sound condition. Good
quality paints are now on the market and consideration should be given to sanding down the guardrails and
repainting. The colour of paint chosen should match that of new guardrail plates. This improvement of the
appearance of the guardrails is not overly expensive and gives the road user a good impression. The quality
of paints nowadays is such that repainting is not necessary for many years.
Where guardrails are damaged or bent but not stretched or grossly deformed, it is possible to straighten
such guardrails using heavy machinery designed for this purpose. In certain regions, such machinery is
available and this alternative to the buying of new guardrails (which are becoming increasingly expensive)
should be investigated.
CABLE BARRIERS
Proprietary cable barrier systems are sometimes

favoured over standard guardrails, particularly
for sections that are frequently damaged. Their
advantages are that they can be replaced quickly
and efficiently, provided the anchor sections and
post foundations are not badly damaged and lines
of sight are not completely obstructed by a solid
barrier. Snow does not build-up against the barrier
but this normally is not a problem in South Africa.
The Contractor must be trained up at the start of a

contract to repair damaged cable barrier sections
where these exist. In remote areas it is important
that spare cable barrier elements are kept in stock
Cable barrier installation
so that delays are not experienced in replacing
damaged sections.
12.4 FENCING
The maintenance of fencing is an issue

particularly in certain urban areas. Fencing can
be damaged or lost as a result of ageing,
accidents, theft or cutting to provide access for
grazing animals or people to the road reserve.
Where fences are damaged due to accidents

especially where they act as barriers to livestock
they should be repaired immediately. Style/gate in fencing

MANUAL
12.3
Where fences are stolen or cut (normally adjacent

to residential areas) certain measures can be
taken namely:
1 cut vegetation, including grass, to improve
visibility.
1 consider passing on the responsibility for
fence maintenance to local communities and
reward them accordingly.
1 provide extra straining posts to reduce the
length of fencing to be replaced.
1 provide controlled access points (selected
through consultation with local community),
where fencing is cut indiscriminately
1 over limited lengths use fencing material Concrete palisade fencing
which is difficult to remove and has little re-
use value such as rolled razor wire.
1 continuous guardrail instead of fencing over
limited lengths has been successful in
preventing cattle straying onto the road
surface.
1 consider options such as cattlegrids for access
roads and entrances with no fencing.
Unrestricted movement of livestock and people

on national routes can be extremely dangerous.
Locations where this is a problem need to be
identified and suitable actions proposed to
SANRAL .
Where major lengths of fencing are missing,

Welded mesh fencing
SANRAL must decide on action required. In
these circumstances erect suitable warning signs at regular intervals (no fences) and livestock warning
signs at critical points .
Where continual problems are experienced with the cutting of fences or the theft of fencing material, the
Community Liaison Officer on the contract should consult with the community leaders in the area. If such
discussions fail to achieve results, and particularly on freeway sections where person or animals in the
reserve are very hazardous, consideration should be given to the erection of fencing which is less
susceptible to damage or theft. Metal or concrete palisade fencing or proprietary brand fencing like
Bastian fencing is expensive but, if this proves effective, the investment can be economically justified.

MANUAL
12.4
12.5 REST AREAS
The Arrive Alive campaign has highlighted the

travelling public's very positive response to clean,
attractive rest areas. Particularly on routes where
there are long distances between towns, driver
fatigue and single vehicle accidents (driver
falling asleep) are common. If the motorist is to be
encouraged to stop and take a break on a regular
basis it is important that there are enough
opportunities (say every 10 to 15 kms), the rest
areas have enough capacity (i.e. not just one
table) and are inviting. To promote the use of rest
areas, signs giving advanced warning of rest areas
should be erected. Broken furniture, lack of
shade, poor access and inadequate garbage
Attractive clean rest area
disposal all make for a poor facility. Trees and
vegetation should be trimmed and neatened to
provide shade
It is recommended that at all well-used rest areas SANRAL's standard furniture be installed and the
top and side surfaces of chairs and tables painted with a tennis court paint. Tables and chairs should
be cleaned and repaired on a regular basis. Where trees are too small or there is no shade, shelters
should be erected using premade thatched tiles or other appropriate materials. To manage access
and control vehicle movements, rounded guardrail posts (bollards) can be used to channel traffic.
Entrances and exits from rest areas should be bitumen surfaced and the access roads hardened with a
light surfacing (such as a coarse slurry).
For security reasons rest areas should be open (no thick bush). In fire hazard areas a fire break
should be cleared. Rest areas with a limited sight distance at entry and exit points should either be
improved or closed. Where possible a balanced distribution of rest areas on both the left and right
side of the road should be aimed for.
12.6 CONTROL OF VEGETATION
INTRODUCTION
At the start of a road maintenance project it is good practice to obtain the services of a person
knowledgeable in the local vegetation who can review the vegetation in the road reserve, identify
problem and protected plants and advise on possible management operations under the routine road
maintenance contract.
INVASIVE WEED MANAGEMENT

The amended environmental regulations describe four categories of weeds and plant invaders.

MANUAL
12.5
Category 1 plants or declared weeds will no longer be tolerated except with the written permission
of the executive officer or in an approved biological control reserve. Hakeas, certain species of
Oleander, Guava and Australian Acacias are all Category 1 plants. Some plants are Category 1 in
some provinces and Category 2 in others, depending on their potential to proliferate and invade in
the prevailing conditions.
Category 2 plants or plant invaders have the proven potential of becoming invasive but
nevertheless have certain beneficial properties that warrant their continuing presence in certain
circumstances. Plants in this category include Rooikrans, certain Wattles, Port Jackson, Willow,
several species of Pines, Gums and Poplars.
Category 3 plants or plant invaders are like Category 2 plants except that they are tolerated
because they are not problematic in all circumstances. Some of these plants are popular ornamental
or shade plants which were already in place when the revised regulations came into effect.
However, in certain provinces they are not tolerated and they also cannot be grown within 30 metres
of the 1 in 50 year floodlines or in wetlands. All reasonable steps need to be taken to keep such plants
from spreading. Category 3 plants include some species of Cotoneasters, Moonflower and Morning
Glory in some provinces, New Zealand Christmas tree, Manatoka and Sword Fern.
Category 4 plants or bush encroachers are those indigenous

plants that require sound management practices to prevent them
from becoming problematic. If they are left unmanaged, they
could take over the road reserve vegetation and stifle other more
appropriate natural vegetation.
Lists of plants in each category are provided in Appendix F. The

publication “Problem Plants of South Africa” obtainable from
Briza Publications should be consulted for photographs and
guidance on the identification of the various plants listed.
The amended Environmental Regulations stress that, when

controlling plants occurring in areas where they are not allowed,
the methods used should be appropriate for the species concerned
as well as the ecosystem in which they occur. The following
appropriate methods are normally used:
1 Mechanical - uprooting, felling, removing or burning of

invading alien plants.
1 Chemical - using environmentally safe registered herbicide in a
controlled manner.
1 Biological control - using species-specific insects and diseases from the alien plant's country of
origin.
1 Integrated control - a combination of two or all three of the above approaches. Often an
integrated approach is required to prevent large impacts or for optimum results.
Some of the methods which can be combined are chemical control, biological control, use of fire,

MANUAL
12.6
rehabilitation of cleared areas by over-sowing with desirable plant species (mostly grasses) and
modified management practices. Examples are:
1 Trees can be felled and the cut stumps treated with a chemical herbicide. Bio-control insects or
agents can then be released on the cleared area when the invaders re-grow or when the seeds
germinate.
1 Trees can be felled and then burnt (with the necessary control and permission). The resultant
seedlings can then be physically removed and sprayed with herbicide. Again, bio-control agents
could serve as a backup mechanism in cases of re-growth.
1 Bio-control agents can be released in dense patches of weeds like cactus or Acacia with isolated
plants being treated using herbicides.
PROTECTED PLANTS
Various species of indigenous plants are
protected by legislation and may not be picked,
pruned, transported or traded without the
necessary permits issued by the relevant
authorities. The protection of species is in most
cases successful only when there is a
complimentary protection of their natural
habitats. The verges of National Roads can form
important corridors for the sustained survival of
these habitats. Trees and plants are protected
under the National Forest Act in terms of the
National Environmental Management
Biodiversity Act, and by various provincial
Protected tree in road reserve
ordinances which are regulated by the provincial
Nature Conservation Authorities. Trees protected in terms of the
National Forest Act and other plant types in terms of the
Biodiversity Act, are listed in Appendix F, which also contains the
Western Cape and Gauteng provincial lists of protected species.
The contact details of the various provincial authorities for advice

on protected species are provided in Appendix F.
If protected species, particularly trees, are to be removed or even

pruned, permits must be obtained from the relevant authorities.
The provincial authorities should be contacted for this purpose.
Contact details of nature conservation authorities which issue
permits are contained in Appendix F.
GRASS CUTTING
Grass cutting is carried out for reasons of visibility (especially
curves and intersections), drainage (shoulders and side drains),
plant invader control, security and fire hazard. Because of the

MANUAL
12.7
great variation of climatic conditions in South

Africa all the above conditions vary widely.
Widths of cutting also vary considerably ranging
from fence to fence to a width of 3m from the
shoulder or 6m from the shoulder yellow line.
Grass can form an essential part of the road

reserve environment, preventing dust and
erosion, thus seed propagation and the timing of
cutting can be important to maintain a healthy
grass cover. Local and specialist advice should be
taken in arriving at an annual programme of grass
cutting which covers frequency, response time
and extent. In areas of thick vegetation the cut Cutting grass on road verge
grass should be baled and removed. On the other
hand in arid areas with little vegetation the grass
could be left as mulch.
PRUNING OF TREES AND SHRUBS

Only trees and shrubs which overhang the road,
obscure signs or affect lines of sight on curves or
intersections should be pruned. Any dead
branches or dead trees should be cut down. Where
an extensive pruning or cutting operation is
intended this should be agreed beforehand with
SANRAL. Where indigenous trees and plants are
involved it is strongly recommended that
environmental agencies be consulted.
Bushes in the median of a dual carriageway act as

a screen for headlights . Where pruning of median
vegetation is necessary to improve lines of sight
to pedestrians crossing, this should be done to a
Mowing grass in reserve
height where oncoming headlights are not a
problem.
BURNING OF VEGETATION
In some areas controlled burning of grass within the road reserve and median is carried out. This
should be discussed and agreed with local landowners, traffic police and the road authority. In areas
where veld fires are a problem clearing of grass after the rain season for a radius of about 4m around
all road signs protects them against fire damage.
Burning can have a marked effect on the dispersal and germination of both alien and indigenous
seeds. It is thus essential to seek the advice of local experts with regards to the appropriate burning

MANUAL
12.8
programmes, particularly with respect to timing and frequency. It should be remembered that road
reserves represent important natural corridors and often contain significant pockets of indigenous
flora of conservation value. Accordingly, where the road reserve contains significant indigenous
vegetation, burning as a standard management approach to control plant growth should be avoided.
No rubbish may be disposed of by means of burning in the road reserve.
According to the National Veld and Forest Fire Act, No 101 of 1998 (Appendix G) the road
authority must belong to any fire protection associations which have been established in terms of
this legislation. The Route Manager must identify any fire protection associations applicable to the
relevant section of road. The Route Manager must join any such fire protection associations and
attend all meetings on behalf of SANRAL. Any decisions made at fire protection association
meetings that may impact on SANRAL must be conveyed to SANRAL. The Route Manager must
implement any decisions after consultation with SANRAL.
12.7 SITE DISTURBANCE
The disturbance of any natural or established vegetation will encourage the spread of alien invasive
species. Consequently, every attempt should be made to minimise the area disturbed during road
maintenance operations. Moreover, the disturbance or removal of natural vegetation may
encourage erosion. It is essential that erosion be monitored and controlled, particularly in the light
of its potential to undermine or damage the road, to detract from the visual aesthetics of the area and
to degrade the natural environment.
In the absence of appropriate corrective measures, complete removal of vegetation from side drains
can lead to erosion. Watercourses need to be handled with care, particularly where flow patterns and
discharge points are altered, or where new water courses are formed. Vegetation, including alien
invasive species, can stabilise cut and fill slopes and its removal (in the case of aliens/invasives)
could cause slope failure unless suitable corrective measures are employed. Consequently, where
the potential for erosion exists, alien eradication should be accompanied by an approved re-
vegetation programme. Further information on Erosion can be found in the Erosion Control section.
12.8 IMPORTATION OF MATERIALS
Imported materials may be a significant source of alien invasive seeds and thereby increase control
problems. Imported material should preferably be taken from an adjacent weed-free site or, if
imported from elsewhere, the material should be free from the seeds of alien invasive species. All
areas where materials have been imported should be checked regularly for weeds and appropriate
action taken where these occur.

MANUAL
12.9
12.9 ARRESTOR BEDS
MATERIAL REQUIREMENTS
Only hard natural gravel or crushed stone with a
specific grading should be used in Arrestor Beds.
Rounded river gravel is preferable to crushed
stone as it is a better energy dissipater due to its
lower angle of friction. The gravels must be
durable and resistant to integration and
preferably with a low shear strength. The
optimum material size is between 5mm and
10mm. The primary requirement is that the
material has a large percentage of voids for
optimum drainage and to minimise the
maintenance required.
MAINTENANCE ACTIONS AFTER EACH Gravel in arrestor bed

USE
The bed must be closed off while work is being carried out. Traffic control devices and road signs
must ensure that this closure is effective and road users are informed accordingly.
Ruts formed in the material in the Arrestor Bed by the vehicle entering the bed must be
smoothed out immediately after the vehicle is removed. The gravel may be raked smooth by
hand to restore it to the original shape, or it may
have to be fluffed if the material has compacted
or been contaminated.
Gravel thrown outside the bed must be collected

by hand or swept off the road surface.
ROUTINE MAINTENANCE
Arrestor Beds must be inspected at least at
monthly intervals to determine the condition of
the bed and any maintenance required.
Regularly, preferably twice a year or after the

material has been displaced or compacted from
usage, the bed material must be fluffed. This
Advance signage for arrestor bed
entails loosening up the material to a depth of
about 450mm using a plough or suitable
equipment. Every second fluffing should be to a depth of about 600mm.
Arrestor Bed material which has become contaminated with dirt, fine material or vegetation must
be removed and replaced with clean or recycled material. The frequency of replacement will
depend on prevailing conditions but regular inspections should be made to determine whether the

MANUAL
12.10
material below the surface has the correct grading (ie is not clogged with fine material) and the
gravel is an effective energy dissipater to its full depth.
Replacement of material may be carried out

using one of two techniques:
1 Removal of all the contaminated material

and replacement with new or recycled
material. This means that the bed will be
closed for the entire operation.
1 Removal and replacement in two stages.
The material in the front section of the bed
is removed and stockpiled in the rear bed
section. Replacement material is then
placed in the empty front section before
the rear section is carted away and
replaced. The bed is therefore operational
Entrance to arrestor bed
after the new material has been placed in
the front portion.
In both these procedures, replacement material

must be on site before any removal is started. This
will reduce the time needed for the operation and
the time the bed is closed.
Cleaning of contaminated, removed material

involves loading, transporting and processing
that could entail sieving. This could be an
expensive operation which must be evaluated
against the cost of the supply of new material and
the physical properties of the new material.
The bed must be effectively closed off while

equipment and personnel are working in or in the Vehicle in arrestor bed
vicinity of the bed. Correct road management
devices and signage must be used to ensure that road users are informed that the bed cannot be used.
Freezing of the bed material is not generally a problem in South Africa. Ensuring that the bed
material is freedraining will assist in this.

MANUAL
12.11
MAINTENANCE OF STRUCTURES
CHAPTER 13. MAINTENANCE OF STRUCTURES
13.1 INTRODUCTION
The effective maintenance of bridges, culverts, retaining walls and gantry sign supports is important
for preventing the deterioration or failure of these structures.
This section provides guidance on inspections of structures as well as other matters pertaining to
routine maintenance for structures, including the treatment of graffiti.
13.2 INVENTORY OF STRUCTURES
At the start of a routine maintenance contract,

the Route Manager must identify all bridges
and culverts on the road sections to be
maintained and ensure that the information
contained in the road logs is correct. This also
provides the opportunity to assess the
condition of the drainage systems and note
any apparent problems.
A standard form for recording the locations of

structures is provided in Appendix H.
13.3 ROUTINE MAINTENANCE

INSPECTIONS
The standard procedures of SANRAL include Inventory and inspection of structures

detailed inspection of structures to be carried
out by experts in this field at approximately
five-year intervals. These inspections have
specific reporting procedures that will alert
SANRAL to actions required to keep the
structures in good order.
It is accepted that the Site Management Team

on routine road maintenance contracts might
not have the necessary skills to report on all
aspects of assessing the condition of
structures. Nevertheless, the Team must
inspect all structures on an annual basis (see
the section on management duties and
inspections in this Manual) and after flood
events, and report on the condition of basic
elements. Vegetation blocking culvert inlet
A checklist reflecting items to be inspected and reported on as part of the road routine maintenance
duties is provided in Appendix H. In brief, the various elements that require inspection include:

MANUAL
13.1
Watercourses
1 Waterway clear of obstructions (vegetative growth, silt, rubble, flood debris);
1 Signs of erosion, scour, watercourse rerouting.
Foundations
1 Condition of footings for the piers, abutments, wingwalls;
1 Signs of subsidence, cracking.
Substructure
1 Signs of cracking (horizontal or vertical displacement);
1 Condition of bearing pads, seatings as far as can be determined;
1 Weepholes working.
Superstructure
1 Damage to balustrades, handrails, guardrails;
1 Scuppers cleaned;
1 Joint material in place and cleaned out, cracking at joint edges/noses;
1 Signs of cracking and distress of bridge deck;
1 Road approach signage and traffic aids appropriate and in place.
Inspections should not be limited to the annual inspections or after flood events. If on normal road
maintenance inspections any significant problems are noticed these should be reported to SANRAL
immediately.
13.4 RETAINING STRUCTURES
Retaining structures include gabion walls,

reinforced or mass concrete walls, concrete block
retaining (CBR) walls (Terraforce, Loffelstein,
etc), Reinforced Earth and similar structures.
These all need to be inspected in detail on an

annual basis and as part of the more regular
routine road maintenance duties. Most important
elements to be inspected include:
Drainage
1 Catchwater drains above, water spilling
behind structures and eroding or undermining
the structure stability;
1 Wet areas evidenced by plant growth or
seepage water. Reinforced earth retaining wall
Structures
1 Displacement, movement or cracking of the structures;
1 Insufficient lengths of structure evidenced by erosion or spillage around the structure and slope
instability at extremes.

MANUAL
13.2
13.5 GANTRIES
Gantries are required to support overhead signs and other traffic management equipment. Most gantries
are made of steel and these structures require regular inspection to identify early warnings of deterioration.
Areas to be inspected include:
Footings
1 Evidence of bolts rusting, damage by vehicles or other collisions. In locations which are wet or
regularly inundated, inspections should be frequent;
Supports
1 Evidence of rusting and paint spalling. (Tap on support to detect unsound areas);
Overhead support for signs

1 Cranes or hoists are required to inspect the sign supports closely. Whenever a sign is to be repaired or
replaced, the sign supports should be inspected for evidence of deterioration.
13.6 GRAFFITI
Graffiti is often painted on roadsigns, structures,

or walls. Overseas and local experience has
confirmed that one of the most effective ways of
handling graffiti is to remove this as soon as
possible.
More common treatments for the removal or

obliteration of graffiti are as follows:
On roadsigns:
1 Use a commercial brand remover like
Graffitigo which is obtainable at some
hardware stores. Other commercial products
are also available. A trial should be made on a Graffiti on block wall
small section of sign to check whether the
reflecting of the sign is adversely affected by
the treatment.
On concrete surfaces like bridge abutments,

retaining walls and Vibracrete fences:
1 A cement wash is often effective. Paint the
wash on a neat rectangular area or paint a
section of the wall.
On painted surfaces:
1 Try to match the paint colour, before over-
painting the graffiti.
On exposed aggregate surfaces:

1 This is difficult. Sandblasting may have to be
resorted to. Commercial brand graffiti remover

MANUAL
13.3
STATUTORY CONTROL
CHAPTER 14. STATUTORY CONTROL
14.1 INTRODUCTION
The Statutory Control Manual of SANRAL provides information on Statutory Control on National Roads.
The stated objectives of the Manual are:
1 to ensure a uniform approach by all SANRAL

regional offices to statutory control, and
1 to provide guidance to external parties and
potential applicants who must submit
documentation relating to statutory control.
These applicants could be landowners,
developers, commercial/business owners,
service owners or members of the general
public.
The duties of the Site Management Team include

monitoring and recording all approvals granted
by SANRAL for applications relating to
Statutory Control such as accesses, signs,
wayleaves and developments within the building
restriction area. As agents of SANRAL, The Site Services crossing
Management Team should also advise and
provide comment on the details of the
applications e.g. the desirability of having an
access at the location requested (sight distance,
relation to other accesses).
The Site Management Team does not have the

power to enforce statutory control but must
monitor and report any infringements to
SANRAL without delay. Examples of
infringements are:
1 illegal advertisements and signboards;

1 illegal trading;
1 illegal accesses;
1 illegal services in the road reserve;
1 illegal occupation of the road reserve;
1 building line transgressions. Illegal signboards
The Route Manager should update the road logs for the sections where wayleaves are granted and provide
this information to SANRAL. From time to time the Route Manager may be requested to verify
information relating to wayleaves.
14.2 AREAS OF STATUTORY CONTROL
This Manual is not intended to replace any of the other manuals of SANRAL. Rather it provides guidance
on where the required information can be found. In this instance the Statutory Control Manual of

MANUAL
14.1
STATUTORY CONTROL
SANRAL should be consulted. The areas of statutory control where consulting firms undertaking routine
road maintenance contracts will have the most frequent contact are:
Accesses
Access applications are usually received for new accesses, access relocations, access upgrades because of
a change in land use or traffic volume increase (e.g. service stations or commercial developments).
Applicants must provide the following information:
1 Contact details of applicant.
1 Justification for the new access or change in access.
1 Locality plan to suitable scale.
1 Details of route, section and kilometre distance of access as well as kilometre distances of all other
accesses to applicant's property.
1 Details of other accesses within 1 km of the requested access and on both sides of the road. These
should be shown on a line diagram with their respective distances marked.
1 Copy of Title Deed/Deed of Transfer of the relevant property or property description as per Title
Deed/Deed of Transfer.
Buildings within Building Restriction Area

In terms of Act 7 of 1998 of the National Roads Set, the building restriction area is generally defined in
rural areas as 60m from the reserve on each side of the road as well as within 500m radius of an intersection
outside an approved or recognised township or urban area. Building lines in urban areas are generally 10m
for residential erven, 20m for commercial and industrial erven, measured from the road reserve fence. For
an approved or recognised development, the building lines are agreed with SANRAL and monitored and
enforced by the local council.
Applications to erect structures within the Building Restriction Area must include the following
information:
1 Justification for the development in the Building Restriction Area.
1 Locality plan to suitable scale.
1 Site layout plan also to suitable scale providing locality of the development relative to the national road
reserve.
1 If access is to be obtained from the national
route, a plan showing the location of the
access with a route, section kilometre distance
marked must be provided as well.
Services
All services (waterpipes, electricity or Telkom
cables, etc) which are located within or cross the
road reserve must be authorised by SANRAL.
The application form to be completed is provided
in Appendix I.
Applications must be accompanied by:
1 A locality plan at a suitable scale
1 Details of route, section and kilometre
location of service.
Service pipes through box culvert

MANUAL
14.2
STATUTORY CONTROL
Subdivisions
Subdivision of land adjacent to national routes requires the approval of SANRAL. Applicants must
provide the following information:
1 Contact details of the applicant.
1 Justification for the subdivision.
1 Locality plan at a suitable scale showing the property for subdivision;
1 Subdivision plan with access for each subdivision clearly indicated. Accesses from a national route
must be shown together with kilometre distance of the access.
1 Copy of Deed of Transfer of the property.
1 Power of Attorney.
Outdoor Advertising
1 The display of advertising signs is governed
by Act 7 of 1998, Section 50 and the
Regulations on Advertising on or Visible from
National Roads, promulgated December
2000.
1 This type of advertising means any visible
representation of a word, name, letter, figure,
object, mark or symbol or of an abbreviation
of a word or name, or of any combination of
such elements with the object of transferring
information.
1 All applications for an advertising sign facing
a national road require the written approval of
SANRAL. Illegal signage in road reserve
1 The Route Manager is to inform SANRAL of
all illegal outdoor advertising that is in the
process of erection or which is being erected along the national routes.
The application form to be completed for outdoor advertising is provided in Appendix I.
Tourism Signs
The basic objectives of tourism signs are:
1 To guide tourists, who are in the final stages
of their journeys, to their destinations safely
without wasted travel time or distance; and
1 To inform the road user on the route of the
presence of acceptable service facilities
available;
1 Tourism signs are supplementary to primary
guidance signs and are subject to principles,
design and procedures that are outlined in the
SADC RTSM and SARTSM Vol2 Ch 4 & 9.
1 Tourism signs should not be used for
advertising purposes.
Tourism sign
14.3
MANUAL
STATUTORY CONTROL
Basic tourism signing principles are:

1 A tourism sign should not be used when it is obvious to the road user that the facility is visible from a road;
1 Service and Accommodation facilities must have direct access from the road or be located close to the
junction, under consideration for signing, in order to qualify for a sign;
1 The facility must provide a standard of service that complies to the warrants as contained on the SARTSM;
1 When applicable, tourist facilities shall normally be signed by means of a Symbol and a Primary name only.
This occurs when the Primary name is that part of the name which uniquely identifies the facility from others
of the same type. It must therefore exclude such terms as: hotel, guest house, park, beach , resort, etc;
1 Service facilities, with one or two exceptions, shall be signed using symbols only.
The application form to be completed for tourism signs is provided in Appendix I.
Trading
Application must be made to trade within the
building restriction line. Such trading is usually
in the form of a farmstall selling produce from the
farm. Applicants must provide the following
information:
1 Justification for the application
1 Locality plan at a suitable scale
1 A line diagram showing other accesses on
both sides of the road within 1 km of the
farmstall with kilometre distances of the
accesses marked.
Illegal trading in road reserve

MANUAL
14.4
INCIDENT MANAGEMENT SYSTEM
CHAPTER 15. INCIDENT MANAGEMENT SYSTEM
15.1 INTRODUCTION
Incident Management is a term used to describe the process whereby a set of co- ordinated activities are
initiated when an incident occurs on the rod network, in order to minimise the direct and secondary
effects of the incident, as well as to restore traffic to normal operating conditions.
To achieve this, the use of human, mechanical and electronic resources to manage incidents and to
restore traffic to normal operating conditions needs to be co-ordinated and pre-planned. This is
accomplished through the development of an Incident Management Guideline Plan.
Background and details on incident management are provided in Appendix J.
15.2 INCIDENT MANAGEMENT GUIDELINE PLAN
The Route Manager must become acquainted with the

Incident Management Plan for the roads under the
maintenance contract. In certain instances assistance may be
required in the drawing up or modification of the Plan for the
roads. In particular, the Route Manager must know
1 The IMS area of jurisdiction for the roads;
1 Details of the Central Communications Centre (CCC) for
the area (location, contact persons and details);
1 Persons or bodies to contact for:
# Hazardous material incidents
# Fire and rescue services
# Traffic police
# SA Police services
# Ambulance services
# Breakdown services
1 The alternative routes for each road section should an
incident necessitate the closing off of the section.
Example of an incident
IMS Duties include the following but is not limited to:
1 Obtain all information pertaining to incidents on the roads under the management of the
route manager. These incidents shall be captured electronically monthly on the SANRAL
Incident Capturing Tool.
1 Recommendations on the performance of IMS with respect to response times, duration of
road closures and any general problems.
1 Recommendations for the development or modification of the IMS.
1 Arrange and co-ordinate all steering committees twice a year.
1 Arrange and co-ordinate all debriefings and monitoring if and when required.

MANUAL
15.1
INCIDENT MANAGEMENT SYSTEM
1 Ensure the contractor is aware of his response protocols.

1 Will act as secretariat on all of above-mentioned meetings.
Duties of emergency services at an incident scene

include the following:
1 SAPS: Attend to injured until

emergency medical services arrives,
safeguarding of the scene, crowd
control, safekeeping of property of
injured and deceased, conduct crash
investigation (in serious cases),
complete Arrive Alive Quick response
form (culpable homicide case),
complete AR form, assist in clearing
the scene.
1 Metro Police/ Traffic Authorities: Hazardous material spillage
Safeguarding the scene, control traffic
flow, investigation of minor crashes,
clearing the scene, complete AR form
on minor cases.
1 Fire: Extinguishing of fires, attend to
hazardous substances, freeing people
from wrecks, clearing the scene.
1 Rescue: Attend to and stabilize injured
people, attend to traumatised people.
1 Ambulance: Transport injured to
hospital.
1 Helicopter services: Transport serious
injured people to hospital, uplift
injured people in places where a
vehicle cannot travel e.g. in a
Example of an incident
mountain.
1 Towing services: Remove wrecks from scene, lifting wrecks to free people, assist accident
investigator in lifting up wrecks to investigate.
1 Mortuary vehicle: Do preliminary crash investigation and present case in court (serious cases).
1 Vehicle testing office: Investigate mechanical failure, steering, brakes, tyre etc.
1 Photographer and draughtsman: Crime scene photographing, plan drawing.
1 Forensic experts: Assist in reconstruction of crash.
The Route Manager should keep SANRAL informed of the operations of the IMS in the relevant
jurisdiction area and of any short-comings evident in the system so that such concerns can be
addressed. The Route Manager must also attend the debriefing meeting for the incident and collect the
relevant information to be sent to SANRAL for input into ITIS.

MANUAL
15.2
QUALITY CONTROL SYSTEMS
CHAPTER 16. QUALITY CONTROL SYSTEMS
All Consulting Engineering firms undertaking routine road maintenance work for SANRAL should have
their own ISO 9001 (or equivalent) quality procedures in place and these must be adhered together with
the requirements of SANRAL’s Site Management System.
16.1 SITE MANAGEMENT PROCEDURES
SITE MANAGEMENT SYSTEM

SANRAL's “Site Management System for Routine Road Maintenance Contracts” explains the
requirements for site management procedures. These relate to activities such as the issuing of Site
Instructions, processing payment certificates, maintaining site diaries, communications and road safety.
Also included are other activities described in this Manual such as Statutory Control and the Incident
Management System.
SITE AUDITS
SANRAL also requires that audits of Construction and Routine Road Maintenance Supervision projects
are carried out on a regular basis, both internally by the Consulting Engineer and externally by SANRAL
or an Agent of SANRAL. Internal audits should be carried out every six months by the Consulting
Engineer to ensure that correct procedures are in place and to be ready for an external audit which could
take place unannounced. The Routine Road Maintenance Audit forms are found in Appendix K and an
electronic copy can be sourced from SANRAL's web site.
16.2 ROAD SAFETY
ON SITE
One of the most important quality control aspects
is road safety which is discussed in Chapter 4.
A Traffic Safety Officer (TSO) is appointed at the

start of the contract and the Route Manager must
ensure that the TSO is trained to carry out the
required duties diligently. Regular checks must
be made on traffic accommodation procedures,
record keeping and reporting on incidents, as well
as to ensure that workers in the road reserve
comply with the specified clothing and protection
requirements.
All workers and supervisors on site should attend

a road safety and awareness course at the start of Workers with high visibility overalls and bibs
the contract, regardless of having attended similar
courses in the past. This is to emphasise the importance of road safety. All new workers taken on during the
contract need to undergo this training.

MANUAL
16.1
ROAD SAFETY ASSESSMENT

One of the standard duties of the Consulting Engineer is to conduct a road safety assessment over the
length of the contract and produce a Road Safety Report in which potentially hazardous locations are
identified. Although the initial assessment should be comprehensive, all subsequent audits need only
report on hazardous locations which are still present and new hazards which have materialised.
The South African Road Safety Manual produced by COLTO provides full details of Road Safety Audit
requirements which are comprehensive and sufficient for the Road Safety Assessment. At the start of the
project the Consulting Engineer must confirm the content of the Road Safety Report with SANRAL.
16.3 MATERIAL CONTROL
INTRODUCTION
Routine road maintenance work, unlike road
construction, is generally piecemeal with small
items of work requiring small quantities of
materials. The Contractor's obligations are also
different in that a Defects Liability Period is not
applicable for maintenance contracts. As a result,
the perception may be created that materials
quality control is of less importance.
To the contrary it is required that materials quality

control is carried out on maintenance contracts.
The Contractor is responsible for the quality of
work and control testing will assist in ensuring
that acceptable work standards are achieved.
Results of all testing need to be kept on site as per
Test pit to sample material
the Site Management System and reported on at
the monthly Site Meetings
PROBLEM IDENTIFICATION AND ELIMINATION

The cause of a particular problem that necessitates repair work must be established and attended to.
Spending time and money on repair work and ensuring that materials and construction standards are met
mean very little when the problem remains . Frequent problems include subsurface water, poor material in
lower pavement layer, management of stormwater, and hazardous road alignment.
This Manual contains information on identifying and attending to problems. Often the cause of a failure is
self-evident. Whenever a failure occurs which requires maintenance actions, the questions should be
asked “Why has this failure occurred and what needs to be done to eliminate the cause of the failure before
repair work commences?”
AT COMMENCEMENT OF CONTRACT
All materials used in maintenance actions must meet the specified criteria. At the commencement of the
contract, materials which are likely to be used must be sampled and tested. The status of the source in terms

MANUAL
16.2
of DME approvals must also be ascertained. Pavement repair work is usually an urgent necessity and
cannot wait until materials have been sampled, sent to a laboratory for testing and the results received. The
following materials should be tested:
1 Likely subgrade and subbase materials
1 Base materials
1 Surfacing stone
1 Concrete aggregates (followed by design mixes for strengths likely to be required)
1 Asphalt for pavement repairs.
Confirmation testing may be required later when the materials are used.
Processes for road pavement repairs, temporary pothole repairs and cracksealing should also be discussed
and agreed ahead of time so that material supplies (bituminous and sealants) can be identified and supplies
stored on site.
At the commencement of a contract, it must be agreed which laboratory is to be utilised for the testing of
materials and how the results are to be reported.
DURING CONSTRUCTION
It is essential that the Route Manager is present initially whenever an activity is carried out to monitor the
work and to establish whether acceptable standards are being achieved. Erection of road sign, fencing,
guardrails, erosion protection and pavement repairs all require attendances at the start and control testing
should be arranged.
For road pavement repairs, the material quality

should have been established beforehand. Layer
thickness and density testing should be carried
out on the repairs at random to monitor the
quality of the work. A neuclear gauge can be
utilised on site for initial control testing followed
by DCP testing to establish norms. If significant
pavement repairs are to be done, the testing
equipment might remain on site for the duration
of the contract.
All test results and decisions must be recorded on

TMH10 report sheets and kept with the site
Material sample
records in the Site Management System.
For strength concrete work where control of strengths and quality is necessary, test cubes should be made
and tested.

MANUAL
16.3
APPENDIX A
TYPICAL CROSS SECTIONS AND
ROAD NOMENCLATURE
Roadbed width
Road prism
Formation width
Shoulder Surfacing Shoulder

breakpoint breakpoint
Shoulder Travelled way Shoulder
Formation
Base
Pavement
level
layers
Subbase
Selected layer
Subgrade
Side drain
(channel) Natural ground surface
Roadbed
LEGEND
Topsoil
Fill
Fig. 1 - Typical cross section of single carriageway road - terminology

Verge
Fence
Property line or
reserve boundary
Property line or
reserve boundary
Sidewalk
Kerb & channel
Centre-line
Kerb
Fence
Shoulder
Lane lines
Shoulder
Shoulder
Lane lines
Shoulder
Side strip
Footpath
Centre-line
Kerb
Verge Roadway Outer Roadway Separator Roadway Outer Roadway Verge
or separator or or separator or
Carriageway Carriageway Carriageway C’way
Roadside Outer Travelled Median Travelled Outer Roadside
median way way median
Roadway reserve of single Roadway reserve of dual Roadway reserve of single

carriageway service road double carriageway road carriageway service road
Fig. 2 - Cross section of dual carriageway road - terminology

Asphalt
Mitre drain
Mitre berm
(channel)
Chute inlet bank
Toe drain
Median drain (channel)
Side drain
Lined drain (channel)
Berm (channel)
(channel) Down
chute
Cut slope Discharge
Open channel
Corrugated metal chute
pipe chute Grid Headwall
inlet Fill Wingwall Grouted stone
slope pitching
No-fines concrete
Manhole Culvert
Filter drain Pipe outlet Apron Cut-off
Subsurface culvert slab wall
drain
Gully
Fig. 3 - Road drainage terminology

Dual carriageway
cross-road
Turning lane
slip lane
Left-turn lane
Turning road
slip road
Traffic island
On-ramp
Merging nose
Ramp terminal Ramp entrance nose Merging
end
Speed change lanes Right-turn
Freeway
lane
Taper
Grade Deceleration lane
Gore
separation
Off-ramp Approach nose
Acceleration lane flyover
Ramp exit nose
At-grade
separation
Fig. 4 - Access interchange (diamond type)

Freeway
Taper
Decelaration lane
Approach nose
exit nose
Outer ramp
Direct ramp
Three-level bridge
Three-level crossing
Inner ramp
Merging nose
Entrance nose
Semi-Direct
Subway ramp Acceleration lane
Underpass Merging end
Grade separation
Freeway
Gore
Speed change lanes Flyover
Grade separation
Ramp Two-level crossing
Loop (ramp) Auxiliary
lane Collector-distributor road
Fig. 5 - Systems interchange (semi-direct type with two loops) terminology

Natural Slope higher up
Cut Slope
Catchwall
Edge of carriageway
or
Catchwater Drain
Berm
Bench Catchwater Drain

Paved Debris
Shoulder Trap
Side drain
CUT SLOPE TERMINOLOGY
(a) Circular failure in overburden soil, (c) Wedge failure on two

waste rock or heavily fractured rock intersecting discontinuities
with no identifiable structural pattern
(b) Plane failure in rock with highly (d) Toppling failure in hard rock which can
ordered structure such as slate form column structure separated by steeply
dipping discontinuities
TYPICAL FAILURE MECHANISMS
Fig. 6 - Slope Stability Terminology

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 for

Short Term Works
13.9 Signing Application~ for

Rural Roads

Urban Streets

0 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 INTRODUCTION
13.1.1 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 d
which 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 d
a.driver familiar with the r~ute can~~t rely on his pre- should be kept free of anything which COUI~cre~t:ea
VIOUS knowledge to predict conditions. In order to hazard should the device be struck by a passing vehi-
clearly identify these temporary conditions from perma- cleo
nent ones, exclusive signs with a yellow background
are 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 ,~hIScontext, the meaning of the ROAD ever, it is important that design and site staff adopt a
WORKMAN 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 to
or not manual labour IS.I~ progres.s and whatever the present the driver with changes in conditions, one
scale 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 Signing
space permits, by an adequate number of temporary
road 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 with
of 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 pattern
sition 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 of
appear 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 traffic
which only apply during daylight
circumstances should be removed or or concealed
only to specific
when management used at roadworks' '
their significance does not apply. Nothing encourages (d) to maintain roadway capacity and traffic flow at the
a disregard of signs more than regulatory or warning highest possible levels, particularly on the higher
signs displayed for non-existent conditions or hazards. class routes, where large traffic volumes would
.otherwise result in congestion, delay and accident
6 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;
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS

13.1.2
(h) to make designers and site staff aware of the need
for a very high degree of discipline in the manage-
INTRODUCTION
creased for rural appl~cations to a minimum s!ze
equival~nt to tha~ applicable to a 1~O ~m/~ ~eslgn
l I
ment 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 \'J [
13.1.3 Norms to be Applied to Roadwork urban areas wherever possible using a minimum
Signing sign appropriate to an 80 km/h design speed; I
I
1 The norms listed below comprise the principles, criteria 0) when high approach speeds and/or large traffic
or 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 signs
traffic 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 closer
exceptions noted in paragraph 13.1.3.1 (a) above -spacings for sharper changes of direction;
in
f thist respect
th ' regulatory
. signs must always con-
t ' f' d f .(m)the lateral and vertical positioning of temporary
orm 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 " I
13 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 norms
and 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 to
a vertical rectangular format and display a pictorial altemative routes should use the exclusive colour
representation 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~endedfor
signs 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; ..
(p ) to maIntain the capaci.ty 0 f th e roa dway, taper an d
(iii) unless necessary for effectiveness of the sign crossover design should be directly related to the
message, 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-

piled to yellow retroreflectlve background materials
the reflective index of the yellow material should be
(q) a lane reduction taper should never extend over a
width of more than one lane (or at the most a lane
plus a shoulder); if the required reduction in width
0
at 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
'
pOSSIbl e to..one lane at a time and be separated along the
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, ~Ithout
kilometres 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 conditions
300 m or 400 m " up to 1 km)" to an acceptable
changes in width andlevel of simplicity,
alignment should becomplex
under-
(iii) indicate the distance for which a particular taken one stage at a time i,e.. a lane drop and a
traffic 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 ) speed limits
" .
s hou Id b e app I'Ied rea I.IStIca IIy an d Roadworks
should, where appropriate, be capable of being 1 Several of the norms listed in Subsection 13.1.3 relate to
.
altered to suit changing local conditions and/or time
of day;
d .,. h Id b '
the ~orrect placement of temporary roadworks signs, In
particular paragraphs 13.1.3.1 (k) to 13.1.3.1 (m) state the
general norms applicable to sign positioning at roadworks.
0
(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 sign
three 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 verge
3 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:~o
covered 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 way
come 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 in
to achieve, consideration should be given to reducing Its~lf represents a h~zard. This is one of :~e factors
number of signs because closer spacings will render which ~u~t be take~ I~to accou~t when deciding on the
the 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 on
positioned at close longitudinal spacings to achieve the right sl~e of the roadwa~ is more hazardous than
their intended effect. The longitudinal spacing require- on the left ~Ide. (However, this argument is dependent
ments for such signs is covered in Section 13.5 and on the d~slgn stan?ards o~the median separating the
Table 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 considered
s~ble the lateral cle~rances applicable to pe~anent likely to be effective if a positive answer can be given
signs 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 of
13.19 together with recommended absolute minimum v~hl?!es, and pi\rtlcularly I~rge ~ehlcles, I~ likely to
values 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 13.1

FOR 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.
.
c=\;C4',;,;_-
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 them
missing left side temporary signs?
(e) will right side signs be a no greater a hazard than
left side signs?
-, "c'
..I.. i ,I:;t
.1 (Yi
'..\f)
" ..;,11
;,,:
{j «
iu
i
~;
"
~-
"...I't~H
,:i;~T
r~!.o
.~~
II"}
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 symbols
on a yellow background in place of the standard white used on temporary regulatory sig~s remain the same
symbol, letter or border on a white, blue or green a~ uS7d ~n standard regulatory signs. Examples are
background. 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 Signs
shall 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 temporary
rary 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 temporary
porary signs at roadw.or~s. The ,sl.g,nsmay also be used 'warning signs and the dimensions of all symbols used
for 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;

, ...gular
3 In order to improve th7 targ.et value of th~ b~sic trian-
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 these
signs should be applied are given in later sections. signs. Examples of typical temporary HIGH VISIBILITY
13.2.2
Temporary R egu Ia t ory S Igns
.warning signs are given in Figures 13.4 and 13.10.
..4 HIGH VISIBILITY signs may be square or rectangular
1 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 the
restrictions 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 g
ll certain temporary hazards, It IS recommended that
questIon ' ut genera y. distance plates be use d In
' conjunctIon
..' WIth temporary
4 If a speed limit is reduced at roadworks by the use of a advance warning signs. It is also recommended that
TEMPORARY SPEED LIMIT sign TR201, a return to temporary advance waming signs used on their own
the normal speed limit shall be indicated by the appro- on high speed approaches, be specified one size larger
priate 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
8 ,
5 When localised reductions in speed limit are deemed
necessary, it is recommended that the temporary
SPEED LIMIT sign TR201 be combined with a relevant
particularly hazardous, to repeat the warning message
using a second sign.
temporary warning sign, which indicates the reason for

-
-" "'-","'_c
13.2.2 TYPES OF TEMPORARY SIGNS
13.2.4 Temporary Guidance Signs change in direction for instance, are represented on
DIAGRAMMATIC guidance signs by large red blocks.
1 A number of temporary guidance signs are available o. 0
for use at ~oadworks. These fall into the following 7 DIAGRAMMATI~ ~uldance signs are rectangular In
sub-categories: shape. The basIc sizes match those of standard rec- :J
.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 need
has 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, Chapter
less 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~low
simple change in road conditions. If the roadworks r.etroreflectlve background tooguide dnvers t~ destlna- ~
site requires more than one basic transition or change tlons by ~emporary alternat~ve rou~es. :he ~Igns may 'J
of 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 to
signs according to the degree of change involved, the one carriageway under contraflow conditions and
traffic 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 through
These 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 restncted
designed around these standardised sub-systems and by maJ~r roadwork~ such as a bndge ~Ite. and ~n
signs, 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 or
sign 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 TGA
apparent 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 may
series; 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 paid
series to the approach speed of traffic as this may permit a
Available DIAGRAMMATIC guidance signs are illus- reduction in sign sizes. Typical examples of temporary
trated in Figures 13.11 to 13.15. For further details see direction signs are given in Figure 13.16. The use of
Volume1,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 Signs
monl~. indicate some aspect relating to a change in 1 Temporary INFORMATION signs play an important
condition of a lane of a roadwa y The lan e m ay be the ..
support role to temporary regulatory, warnIng and gUld-
only It.lane for traffic travelling In one direction (com- 0
ance signs a t roa dwor ks. INFORMATION signs0 are
mon 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
obstructions, or apparent obstructions at a sudden
improve driver awareness of circumstances ahead.
0
'1
-..,
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 temporary tra ff IC . d at a roadworks
.. signa Is are require
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 distances
cannot be realised. The generally confused environ-
ment common to a busy roadworks site may also make
the use of such signs, with distance plates, of value.
3 SUPPLEMENTARY PLATE signs are recommended

for use with all classes of sign in temporary signing
situations because standard siting may not be possible
for various reasons. The use of distance supplemen-
tary plates also offers the opportunity to countdown the
distance to an obstruction in the roadway or change of
direction, 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 Road

Traffic 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 colour
code or other visible variations of road markings or
traffic signals for temporary use. If road markings or
traffic 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 wet
surfaces and at night-time or when the angle of the sun
is low. The use of removable adhesive retroreflective
tapes is recommended for short lengths of temporary
0 road marking, but tests should be carried out to ensure

that the materials perform as manufacturers say they
will. Alternatively innovative use of high rate of wear
paints, 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 signs
illustrated 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 is
needed. 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 used
signs, variations on standard signs for particular appli-
cations, and non-standard signs which are
occasionally used, but which are not currently detailed
in Volumes 1 or 4. In some instances the variation from
more common practice is due to the combination of
signs 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
." "'o'o'c' "~"c,"'",",,

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 ni
dbk " b dh " g ht In e xtre .ses,e me ca th
or han 00 users, It IS necessary to go eyon t e illumination of critical si

. f" f ' f d ' d I .yacom
gns ma y be 'Justified b -
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'
ff' f d k t
tra IC management 0 roa wor s Sl es.
Th ' I.Ing
IS app les
. which are too wide for one traffic stream bu t t
Ianes
.
' II h I d " Idll ' noqule t
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
temporary cond 'lt'on h d f th h' h
t IS prlnclp
. h f 'I'
WI~ amllar
e, t e motons
..
situations
f
s
d bl th I
ou
an pre era y WI on y one a

t
en ave
. 0 ea on y
iS a ea 0 em w IC require
particular care. Almost invariably, a stepped reduction
'
a time. ' th e spee d WI11 be requIre d WIth In

In .
' thIS
' area. These . .
2 The layouts provided in later sections have therefore speed reductions should be indicated at reasonable
been prepared with these objectives in mind. Each intervals (200 m minimum), and occur in 20 km/h steps
condition has been subdivided into standard compo- until the speed for which the traffic control has been
nents or sections as shown in Figure 13.20. In some designed is indicated. It is good practice to repeat the
cases, 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 in
i 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 relate
carrl~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 of
Interpret t~elr dlr~ctl?nal ~eeds at the same ,time. Wher- this area is generous, since more time is needed to take
e~er possible this sltuatl~n should be avoided. There in the sign messages and react to them under heavy
wllI,however,always be clr~umstances. v-:here, for rea- traffic conditions. For approach speeds of around 120
sons of cost or physical conditions, such a km/h and moderately high to high volumes a base
superimposing of activit~es i~ u~avoidabl,e. In thi~ event length for the Advance Waming Area of 1000 m is
carefully prepared special signIng techniques will have required. If traffic volumes are low and/or approach
to 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 particularly
carried through to the preparation of less complex when changes in road conditions, such as alignment or
traffic 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 be
likely to r~sul~ In more effl~lent and s.afe site operation under repair or reconstruction -the effects of work on
8 '"
because It will al~ow the ~Ite supervl~or to clearly un-
derstand the traffic operation of the site.
traffic will vary widely through the site -assuming a
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 site
reduced to one-way operation. In this event the pas- is likely to be controlled at 80-60 km/h -at these
sage of traffic will have to be controlled manually or approach speeds the secondary Advance Warning
automatically. Three methods of traffic control avail- Area sign sequence for local deviations can be reduced
able 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 sufficiently
D t 1 f th
e
. t ff.
al s
t I
0 ese ra IC con ro me
th d ,.
0 s are given In
long block lengths to allow Advance Warning Areas
,
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
uslness areas, s 0 er vance
W A
amlng reas In th 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 closures
tors' 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

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 ,
(c) cross the central median (crossover); supplemented . by temporary roadstuds. (3 .
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 designs 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,
approach speed of traffic and the amount of shIft In great care must be taken to control the manner in which I:)
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
Sl ua Ion
t
Invo
..
vlng more
,.
an
th 0
ne
trans 't o
I I n
'
area
th
e.
Ing the normal speed limit conditIons should
.
be erected
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.
.., en 0 e ermlna Ion A rea.
to the work area. The principal functIon of the buffer
zone in such situations is to separate the traffic from 13.3.8Traffic Management Planning 0
the
It canworkers
be a relatively
at the site short
in thedistance
interests but ofnever
worker lesssafety.
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 d I well hawayI fromh the
f h work k area, b ac k a t a II p h ases 0 f th e process. D eal t . , 13 .., 21 1 . In
little actIon IS require aongt e engt

.Igure
0 t ewor area F. 13 21
.I
.
11 us t ra t es a b rea kd own 0 f a s t ruc t ure d
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 (\J
conditions, the minimum treatment should involve the transporting them to site. Detail 13.21.2 shows an \ i '"

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TRAFFIC MANAGEMENT 13.3.5
3 TRANSITION 6 STABILIZING 9 TRANSITION 12 TERMINATION

r
.*
AREA
ACTION
required
froR drivers
AREA
* flow etebilizee
* worker protec-
CI AREA
* ACTION
required
frail drivere
AREA
* return to norllel
flow
* possibJe unstebJe tion , * possibJs unstebJe * possibJedriver
fJow on exit .fJow ACTION
~ * possibJsunetebJe Exi t
flow
Sectioo
1 ~ " t
9 ~
BOm-300N 100m-300m
~ BOm-300m
~
2 AOVANCE 1 5 SECONO B ADVANCE 1~ 11 WORKAREA 1

WARNING TRANSITION WARNING Fj 4 reduced
cJear-
AREA AREA AREAin ances
C * reouJatory end * ACTION reQuired WORK ~ * opposingtraffic
, 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-
werningsigns ~ creesing Jength
1m
~
BOOI-1.5kN 60m-300mE2
~ 30Qrn-400m 500m-15km
. '
.\;
'I
1 PRE
ADVANCE
WARNING
.optioneJ
* werning or infor-
8etion sjgns
~-2kll
1~
~
~
Fj
m
4 STABILIZING
AREA
* fJow stabilizes
.w~rker protec-
tlon
* optioneJB<!vence
werningaree
,QUired
I
7 WORKAREA'
.reducedcJear-
sncss
.opposing traffic
.overteklng op-
portunity treet-
8ent lIeybe re-
wjth in-
creasinglength
I
10 STABILIZING
AREA
.flow stabilizes
* workerprotec-
tlon
, ~
I~
t
En: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
-.
arrangement of typical site components. Almost procedures and STOP/GO control is to regulate and
0
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-
ponents. At a m~jor site each of these may be several
danger ahead. Regulation and control of traffic by
flagmen will normally be undertaken to allow access by , I'
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 i
4 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 if
6 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
are same
illustrated
signals
in Figure
by flagmen
13.23. controlling
The purposetraffic.
of flagging
Details The cycle of a fixed time traffic control signal should be A ~
carefully adapted to the specific work area. The green '

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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 on
through 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 the
traffic. vehicle itself is not suitable for such treatment, it should
tow a trailer suitably provided with a high visibility rear
The installation of temporary traffic control signals to- treatment. The use of a trailer is particularly relevant to
gether 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 condition
cerned. 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/h
control 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 treatment
10 Qne-way operation of long s~tesIS ~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 I
passing places must be located so that they are inter-
visible. This will allow approaching drivers to exercise
a yield procedure. One direction of traffic should be
given priority over the other through the full length of
the site unless some specific condition of the site r~
makes such a control arrangement unsatisfactory. The V
direction of travel which must yield right of way shall be
indicated by appropriate signs. Each passing place
layby 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 the
extent of the site remaining.
13.3.1 0 Traffic Control Methods-

Slow-moving Work
1 Many general maintenance operations on roadways
normally require some form of lane closure. Typical of
such tasks are the following:
(a) road marking;
(b) road surface condition surveys;
(c) alignment surveys;
(d) deflectograph
(e) grass cutting;
surveys;
fJ I
I
(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 nature
of the task this will normally extend over many kilome-
tres. This has traditionally involved dropping one lane
over such a distance, much to the disadvantage of
traffic. The number of traffic cones required and the
time needed to place them can be saved by carrying
out such operations from, or in front of, a vehicle or
vehicles equipped with high visibility rear treatment or
towing trailers with such equipment.
2 Vehicles used for slow-moving maintenance opera-
tions or survey work should be painted in conspicuous
colours and be equipped with one or more yellow
flashing 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 AT

r ROADWORKS
\ 13.4.1 General levels of superelevation are rarely provided (re-
..,.. .verse cambers or superelevations may even
1 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 road
.d I..
IS therefore to reduce the number and severity of
I h h .. conditions bearin g in m l' nd the
' nee
d f I t.
or realslc
.
acci ents to minimum eve s consistent wit t e Speed limits Likel y values for "e" ".1" d "R"
..
provIsion
f
0 smoo
th d ff'.
an e Iclen
t t ff fl
ra IC ow.
A
t
. site can be a
.,an
to d t
for a
.
d k ' h I t.. t d d ..e pp lied to Table 132 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 encounter
with the roadworks, has difficulty in determining a safe In the context of roadworks situations the treatment
speed through the changed road environment. In add i- of tapers in roadway width is also an important
tion, detail changes may be made to long term sites so aspect of the horizontal alignment presented to
that even the regular user may find his judgement of drivers. Design criteria for tapers are covered in
circumstances 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 are
deciding on speed limits for a site the following factors applied to temporary elements such as deviations
should 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.
, .rive r''s eye Ioca ted 1 , 05 m a bove groun d Ieve I t 0
. .
t on th e roa dway a h ea d w h ICh IS,0 15 m In
measures.antake these factors Into account. In planning 0 bjec '
the traffic management and work phases the need .

helg. ht If a Itere d roa d mar kings are a pa rtICU . Iar
f~r unrealistically low ~peed Ilml~s, ,over excessive feature of the site, consideration should be given to
distances, must be avoided. If a site IS long and there reducing the object height to zero so that the driver
is a localis~d need for a low speed, the speed limi.t for can observe the road markings at an adequate
the ",:~ole site shoul,d ~ot be dictated by such locallsed distance. Once stopping sight distances have been
conditions. 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,
0 ;
length of operation within long sites of 300 m to 500 m.
Alternatively the use of localised advisory maximum
speeds should be considered.
(c) Width of Roadway
The travelled way is commonly reduced in width at
13.4.2 Design Speeds roadworks sites. Particular attention should be paid

to conditions when parallel reduced width lanes
1 The basic safety principles governing the design speed pass through reverse curves so that sufficient
of permanent roadways should also govern the design space is available for large vehicles. The following
speed(s)at roadworks sites. Geometric standards and recommended speeds may be related to Table
traffic 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/h
if 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, marked
gives 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 is
tor. Since road surface conditions vary widely at available.
changes of direction and at detours, and correct
-'-';;;~-""".'-"'-
~ ~ "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 80 124 189 248

60 110 186 280 372
70 160 264 393 528
80 210 360 531 720
90 270 477 694 954 1
100 350 618 887 1236 !
110 430 786 1113 1572
120 530 986 1375 1972
NOTES:
(1) The figures in Table 13.2 are derived using the formulae: (J
e+f= ~ and R= v2
127R 127 (e + f)
where e is the superelevation rate (rn/m)

f is the side friction factor
v 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
(mud, bleeding surface or loose gravel or chippings).
()
(
,
' ,
I
,
(4) Table 13.2 is not a design table. It is intended as a guideline to demonstrate the effects of sub-standard superelevation
and/or side friction factor, to assist designers in their choice of curve radius and/or speed according to anticipated
conditions. If values of "e" and "f" can reasonably be assumed, radii can be interpolated, from the table. Since there
is 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
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(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, and
involved 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 ~othe \J
safety, As a guide the following speed limits are prevailing circumstances, the minimum speed limit can
appropriate 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 requirements
for 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 and
ing Roadway enforcement can all be used at roadworks sites. How-
, ., ever, stopping motorists is rarely safe and causes
Large slow-moving c~nstructlon vehicles are a h,az- considerable congestion. There is also rarely adequate
ard, When such v~h~cles ar~ present and active, space to pull offenders out of the traffic stream. The use
temp.orary speed limits as given below should be of speed enforcement by camera, or other similar
considered, 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
(" )
II
t t .
s a lonary more
th
an
2 .1'
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d
spee
important, therefore, to make motorists aware that such
., , ., 0
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 and
rave e way -m rura '
( 'd d t t h' I
provi e cons ruc Ion ve IC e access IS no
.t . contract documents should be flexible enough to be
.." , .
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 officers
ro , 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 all
F' 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
ave an In uence on e severl
' ty f d t A
0 acci en s, s
. are encouraged to make special contractual provIsions
.., .,
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 0 Ta bl e 13 .:3 the traffic control plan.
ere, an re erre
(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 ~s
that the design speed of the roadworks site be kept ~pproprlate to long-term and longer dlstanc~ SI~~S,It IS
as close to the normal design speed of the roadway Important that the. sele~ted speed be not significantly
as 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 into
4 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~~he
increasing the design speed of the whole section above use of fla.gmen In selected locatlo.ns are two poslt~ve
that 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
down whilst pointing to the speed sign or waming sign I
with his other hand (see Figure 13.23). Flagmen should l~
be alert and well trained in flagging techniques. They U
should be clearly visible from at least 60 m to 100 m
and 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 directing
traffic to slow down.
6 Figure 13.26 shows a selection of typical roadworks
environments in which speed reduction is achieved by
a progressive reduction. A reduction in a posted
speed limit should preferably not exceed 15% of the
approach speed if it is to be successful in actually I
d
reducing operating speeds. For practical purposes it j ,
may be necessary to reduce speed limits by more than
one 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 should

not 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.
0
ROADWORKS SARTSM-VOL2 NOVEMBER 1997 ..#
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TEMPORARY DELINEATION 13.5.1
13.5 TEMPORARY DELINEATION

r 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 fluorescent
within transition areas (see Subsection 13.3.3), or on red-orange or fluorescent red plastic material should
detours 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 with
mainly 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 traffic
standard, changes of alignment required by the should be a minimum of 450 mm high. For higher speed
topography of the countryside through which a detour applications a minimum height cone of 750 mm should
has been built. Such situations should be signed in the be used. If work at sites where traffic cones are in use
normal way using warning signs conforming to the is forced to continue into dusk and/or night time, all
temporary road traffic sign colour code. cones must be fitted with white retroreflective sleeves
or they must be replaced with DELINEATOR PLATE
2 Theh channellsatlon required atd change
. .. of alignment IS si gns TW401 or TW 402 Th s Ieeves may b e remov-
ac leve
. .
d using tec hmques an de IIneatlon d evlces
..e
as able .
detailed 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 of
1 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 for
O ?;'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, such
authorities. Drums should be replaced by DELlNE- as a P?rtable shaped concrete barrier, the shape and
ATOR 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 at
ble materials. Plastic delineators and bases are changes of alignment on all Class A and B roads and
available 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 NO
from time to time but additional Initial p.u:chase OVERTAKING line. Temporary roadstuds should only
costs 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 is
plat~ may be used in combinatio~ with other ~elineation equally important that in these situations the existing
devices 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 matt
Four sizes of plate are available and their use is rec- (non-reflective) paint. The painting of temporary road
ommended as follows: markings should be carefully planned and co-ordinated
0 on major roadworks sites to minimise the need to
(a) 1~O mmx6,OOmm ". 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 are
average 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 class
sites; 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 particular
freeway 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 reserved
Examples of the plates are given in Figure 13.27 and for low speed urban environments, or the identification
dimensional details in Volume 4. The delineator stands of specific hazards, obstacles or excavations at the
should 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

13.5.2 TEMPORARY DELINEATION
II
Detail 13.27.1 -DELINEATOR

PLATES
TW401/TW402 ()
Detail 13.27.2 -TRAFFICCONES

T04
~
\J
Detail 13.27.3-GUARDRAILDELINEATORS
TO1
::J
Detail 13.27.4 -BARRICADETW411!K8EP
RIGHTTR104COMBINATION
( Typical Exeip]e )
Fig 13.27 Typical Delineation Devices tJ '

'.
-~--' 0___'0 -
.
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,according
to 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.
~ "
"c",
;'i

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 high
h d .volumes of traffic.
ere to at all changes of alignment and areas of
c?ncentrated work activity. It is characteristic of such 4 Brief details relating to barriers and their use are given
sites, 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 T
structlon. 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 to
tlvely. It should be noted, however, that any spacing a work area to achieve a reduction in road width or to
greater than 50 m makes it relatively easy for vehicles drop a lane altogether, and in termination areas at the
to pass between the delineators, to the wrong side, and end of the work area or deviation, to restore the normal
at speed. roadway width to traffic. It is extremely difficult to predict
13.5.3 Barricades a~tual traffi~ r~nning speeds in roadworks sites. Even
with clear signing and regular enforcement, speeds are
1 Barricades can take many forms, but should always likely to vary widely. It is therefore recommended that
be 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 13.5
site vehicles only. If delineators have been used then and Figures 13.20 and 13.29 give details of different
it. will r~rely be. ~ecessary except at the beginning of a types of taper.
site or m transItion areas to use barricades. For small
amounts of shift m alignment one barricade sign com-
2 .
Tapers are use d manum .
ber 0 f d I fferent wa
ys even
()
:
'
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
b be used. Details of a typical barricade I
.
trated n F. U 13 20
Ig re .,an
d th . I t.
elr re a Ive Iengt hs as a
sign 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 ( ) .
t h. areas rtto Iredirect
I b pedestrians
..a . or to indicate L
merging taper -m;
renc mg, pa ICUar y y service agencies who have to
carry out excavations in the roadway or footpath. (b) shift taper -O,5L m;
Where
have a these are used
night time withcapability.
visibility vehicular traffic, they shall (c) shoulder taper -0 '3L m',
(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 ~ i
W-section steel or portable shaped concrete (New transfer smoothly from its normal roadway position to i
Jersey) 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 conventional
alignment 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 and
night and under conditions of bad visibility. their trailers. This refers to side by side lane layouts in
..either opposing directions or the same direction. An
2 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 the
barrier. On low speed approaches a minimum of three 2 For shorter term installations, the use of parabolic
sections 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 speed
should 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 of
be as for use in arrestor beds). This treatment should more than one lane is required, the use of reverse
always 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 Lights
offset the end from the path of approaching traffic (see
Figure 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 potentially
arners 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

area;
priate either singly, in pairs or in sets, to the following
temporary conditions:
0 , '=:
(b) where water next to the road formation is deeper (continued on page 13.5.7) { ~

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DELINEATOR
PLATES MERGING
TAPER
TW402 0 L
(SeeTable 13.4)
BUFFERZONE
(Longitudinal)
SHIFT
TAPER 0
\
L/2 TRA
TAP
---
DELINEATOR PLATESTW402
WCJ1K
ZOtE taunted back-to-back
n
OOFFERZ~E -
(LCXlgi
tlK1inal) ---
SHIFT DELINEATOR TERMINATION

TAPER
TAPER PLATES (MatchingShift
L/2 TW401 0 T~r)
J
WCJ1
0 0
Longitudinal Buffer Zone
=rs-T~__l : :
1101 '0'
I
Fig 13.29 TaperDetails J

(a) lane drop tapers and crossovers with restricted 2 When flashing lights are to be installed, the following
visibility 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
t II d .c
( ) b . ht
rig ness Ig
(" ht . t .t ) " h d o
In ens I y -Wit I fferent day and
rave e way, " h "
rug t settings;
t
(d) to warn tin advance
(th of limited .
f d flvertical
h clearance at
I" h
(d) ' t
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 British
triggered 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
e ur an service renc Ing WI a Iml e a era u er
Hazard Waming Lamps".
space to the travelled way;
(f) with individual warning signs.
,
"
~;
~~~~
0 Condition 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 m

approach speed to 1 in 40
80 km/h -60 km/h 1 in 30 120 m to 60 m (3)

60 km/h -40 km/h 1 in 20 80 m to 30 m (3)

under 40 km/h 1 in 10 40 m to 20 m (3)

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 overall
lengths 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 the
shoulder 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 subject
to 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 should
be achieved by dropping each lane one at a time separated by a stabilizing area.
0
-' "',., ~ 1_-

CONTRACT SPECIFICATIONS 13.6.1
13.6 CONTRACT SPECIFICATION

13.6.1 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 of
improve safety and efficiency new traffIc management hours), or a non-listed sign within a reasonable number
and signing techniques are available. These "tools" of days (5 days has been used and should be adequate
must be used well to simplify the tasks of the engine.er close to major centres). These same contracts have
in charge, and of the contractor, and to make site also included an ultimate penalty of closing down all
conditions 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 public
accommodation, 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 contract
necessary detail. The complexity of major sites re- specifications require that a member of the contractors
quires 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 traffic
tions to enable fair payment to the contractor and accommodation requirements up to specification.
effective control by road authorities and their agents. ..
T ff . an g ement techni q ues recommended in this
ra IC m a
8 The correct application and enforcement of speed
.. h ff th . h"
c ap er enco
h t U ra g e a S y stematic a pp roach to si g nin g
..
lImits may
f' d (
ave
S
an e
"
ect on e way In w IC h a contrac t
and management which should make tender pricing IS spec! Ie see ectlon 1 3 "4) .
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 for
tenders based on itemised pricing. This approach may
be used in combination with "provisional sums" to cover
unplanned changes in traffic accommodation which will
always occur. However, the "provisional sums" should
be used more as contingency items instead of being
paid 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 temporary
signs 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 in
charge -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-

OTHER SITE FACTORS 13.7.1
13.7 OTHER SITE FACTORS

I 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. This
for ~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 to
draw 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 may
require additional thought and attention. The following have a paint finish, unless otherwise required in
factors should therefore be considered during the plan- terms of the Road Traffic Act (generally regulatory
ning stage of a project, or even once a project has signs). However, care must be taken to avoid their use
started, 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 signing
a higher grade of material help solve an identified system have been developed around a specification for
problem? 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 conspicuity
c s oud? a Ilona Ig VIS I I I Y ec ruques e 0 f pa rts 0 f th e roa dwor k s scene. S uc h an e ff0rt 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), in
2 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
management
d . d ., I t'
eslgn an signing so u Ions.
a wor ers c 0 Ing;
3
Th ... f' t t . t
e most Inslgru Ican main enance opera Ion cou
Id. (b) construction vehicles,plant and machinery;
result 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 direction
site. The factors covered In the following subsections to on-coming traffic ego median grass cutting on a
are 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 operate
cost-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 sort
removed s~veral t.imes duri~g the time-span o~ a job, illustrated in Figure 13.30. This clothing should include
the 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 delivering
materials is parked or operated close to traffic.
3 Those responsible for accepting signs onto a site, or
for ensuring their effectiveness, must make certain that 6 All. vehi~le~ should be regularly c~eaned and should be
the retroreflective materials conform to specifications, painted In light, and preferably bright, colours. The use
Materials of a grade lower than Class 1 may well not of additional boards or rear panels, covered in highly
perform acceptably even from new, and should not visible flu~res.ce.nt and(or retrorefle~tiv~ materials, is
be 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 tasks
time 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).

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, V
delineators and barriers. This will lead to a very rapid
reduction in the daytime conspicuity of the signs. DE-
LINEATOR PLATES, which are mounted very close to
the road surface, will be particulary subject to this
problem. Dirty retrorefJective signs will also rapidly lose
a significant proportion of their nighttime effectiveness. I
A regular cleaning programme must therefore be un- I
dertaken. Signs must be replaced once they are no

longer effective. Site safety personnel must agree on
an inspection procedure to identify signs that should be
replaced.
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ROADWORKS SARTSM -VOL2 NOVEMBER 1997
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13.7.4 OTHER SITE FACTORS ,
Yellowf1ashing I~
lights J
200m
HIGH VISIBILITY WARNING
SIGN
PLUSFLASHINGYELLOW LIGHTS
:)
SWITCHABLE
ILLUMINATED
C1ip-on rotating ARROW
BOARD
Yellow
flashing1ights
Black :)
Yellow
retro- Fo1d
reflective line-
1 --
Clip on
warning
and/or
regu1atory
signs
HIGHVISIBILITY TRAILER
Fig. 13.31 Other High Visibility Treatment Techniques ::)
~cc,."'"CC""~-"-- "". "~, ~ =~"M"&#""'W?'"

""C"'"
,
SHORT TERM WORKS 13.8.1
13.8 SIGNING APPLICATIONS FOR

SHORT TERM WORKS
f 13.8.1 General (ii) triangular signs -900 mm /1200 mm side
1 Th e . .
app IIca tIons 0 f temporary ..
signing for roadwor ks length;
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
categories are: or ks
(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 therefore
13.11). 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 roadway
2 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-hours
seeking in their first choice of category should therefore should be treated in terms of application details given
check other categories. If their required application is in Sections 13.9 to 13.11.
not covered, it will be necessary to determine a similar
situation and to adapt it, with care, to their needs.
3 Sections 13.9 and 13.10 deal with rural and urban
situations respectively. These terms also should be
considered as general and if a "rural" application is
appropriate within an urban area the application details
should be used with appropriate adjustments to sign
spacing 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 or
0 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 appropriate
for 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:
(iii) diagrammatic signs -1200 mm x 1600 mm.
~ (c) Urban streets:

~ (i) circular signs -900 mm /1200 mm diameter;
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS-,

13.8.2 SHORT TERM WORKS
,
13.8.3 Maintenance in Road Reserve

1 This application represents the lowest signing level MAINTENANCE UNIT INVENTORY
covered in this Chapter. This signing level is appropri- 0
ate ONLY when the work concerned does not encroach Sign No Si ze (rom) Quanti ty
nearer to the edge of the roadway than the shoulder
break point. Typical activities which might warrant this
low level of signing are: fA ~ 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 the

travelled 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-- 450

the road reserve, the TW336 signs should be moved
forward with the work so that they are never more than
600 m from the work.
4 All workers should still be provided with the recom- ("8
mended bright clothing, even when working off the road J
edge (see Figure 13.30).
5 The sign inventory indicated is a minimum for the type
of work concerned. Any work unit undertaking this type
of work is likely to be a general maintenance unit and
will probably have a minimum sign inventory consistent
with 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 off

the road?
0 can signs be clearly seen by approaching drivers -if
not move them further out?
0 is a higher level of signing appropriate to ensure worker
and public safety?
0
1
c
0
,_. ~~.
'f:;'T .
-""C" ~",~c" -~"" .-,~---,_!c.
,
U if,
I
I
I
~ oo£ TIN11.3
~TW336
300m
WI
I ~ 1-
I ADVANCE
WARNING
I AREA
I 1
0 I
I
I N8.See Subsection 13.8.3

I for Sign Sizes.
WORK
ZONE I
I
I
I
0 I
ADVANCE
WARNING I
AREA
130om.,;" I
TW33611:; I
TIN11.3~ I
I
if'
0 Fig. 13.32 Maintenance in Road Reserve (off the road)
,:
--"""'~_eCCCC"'-~_o~'o_oo-
..
13.8.4 Firebreak Maintenance
1 Detail 13.33.1 shows a minimum level of signing treat- MAINTENANCE UNIT INVENTORY
ment which may be used if smoke is not likely to
represent a hazard. Activities which may be dealt with Sign No Size (mmJ Quenti ty 0
&
in this manner are grass cutting of a firebreak, including
work 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 fire

itself, represents a hazard or risk to traffic. The most
significant difference between the two details is that
when the smoke is a hazard, the flagmen must be
A /1\\
~
TW343 1200 2
prepared to exercise discretion and stop traffic. Under

extreme circumstances all traffic may have to be
halted. On other occasions one-way operation may
offer adequate levels of safety. As with any STOP-GO
operation queues of waiting traffic will form. Advance
warning signs TW343 -TIN11.3 and TW339 -TIN11.4
Q
~ ~ Ai. 5A/
Ai 58
.
750 2
should be moved away from the standard position so

that they are located appropriately for the likely end of
the traffic queue. The signing requirement of Detail N FLAGS 450 X 2
13.33.2 is recommended for all accidental fires. r---
3
...450
Flagmen operations as required for Details 13.33.1
C)
and 13.33.2 shall be in accordance with the provi-
sions of Figure 13.23. Any unit which is working
according to Detail 13.33.1 must be trained and []B~ TIN 11.3 1200 2
equipped to be in a state of readiness to upgrade its
operation to that shown in Detail 13.33.2.
4 Equipment for operation to Detail 13.33.2 shall include

two-way radios for the STOP/GO flagmen, who, by 2
virtue of the warrant for their operation, will not be able [~:J TIN 11. 4 1200 0 t. 1
to see each other to co-ordinate traffic control. If all P lOne
traffic has been stopped, and if a decision is taken to
implement alternating one-way traffic it is recom-
mended that each "entry" flagman counts all vehicles
passing his control point and relays this information to
the "exit" flagman, who should then count the vehicles
out of the section.
S If the fire or firebreak is on a dual carriageway roadway,
advance warning signs must be placed on both the left
and 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?
0
-*
:
~
\)
'-
SHORT TERM WORKS
OOTE:
1. A workunit at a controlled
fire mustbeequipped
upgrade
to
signingto Detail13.33.2 i VI,.

j\
. ~
= 300m
~ J~ *TINjj.4
\'t/TW339
-A~VA
13.8.5
and to use2-way .150m

radIos. I X.~V'" NCE
WARNING
AREA
(\ e
I ~I~ I
:;. FLAGMAN
I O~ I
ADVANCE FLA6MAN
WARNING
a
.150m
AREA
TW33
~~
. ,
~O~
._-~
i'
I
I
.
Deta]l 13.33.1
Mini mum
Smoke
5igning When
is NOT
a Hazard.
~
0 * TIN11.4 Fire
.
J~ *TINj1.4
* = Optional
signs. .I' W .I TW339
~
I "7"750m-,
NB.See
Subsection
13.8.4 I TIN11.3 ADVANCE
for SignSizes. "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
mustbe equipped
with 2-wayradios.
I 2. Signs mustbe repeated
!i
ADVANCE TW343 450m. I on the right side of one-
WARNING~ = way roadways.
~
j
A1~REA
TINft
300m3 I 3. Thislayoutis recommended
TIN11.3 for all accidental fires.
150m. I
=
TW3
.~/I\\ .I Detail 13.33.2
~ ' Mini mumSigning When
* TIN11.4 Fire Smoke
is AcrossRoadway.
0 Fig.13.33FirebreakMaintenance
-c"',.=,"~,..,,c c,.~,.._~"' ,=
~~T TERMWORKS 13.8:7
~
\
NOTES:
1.Yellowflashing lights
must
bevisibleto
front and rear in
j I'
~
150m~
~ ~~--
W336
r
ADVANCE
all situations. I WARNING
2.Maintenance
vehicle I AREA
equippedwith HIGH
VISIBILITYREAR
T---~~:::- fit@ I
I
PANEL(SeeFigures 13.32
and13.411.
,
ADVANCE
WARNING
~
~ W330
~==
I
I
L L~~~~~== :
AREA I
~TW336
C
I
j, Detai] 13.34.1
NB.SeeSubsection 13.8.5 Single Carriegewey2-Wey
for Sign Sizes. Roads.
j I j
I
I
I
I
() T =~~ I :
ADV
ANCE ~ TW330 I ~ TW330
l
WARNING
14~~== I ==150m
/dL\
AREA
TW336 I
~W3:0:' ~ I ==300, ~ 1TW336
[:~~~J-~~ I ~-t:~~~] TIN11.3
TIN11.3
j j Detai] 13.34.2
Dua1CarriagewayRoads.
() Fig. 13.34Weedspray Maintenance
-,"", =,~
-.,
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) Quantity
work is actually on the shoulder, or is immediately
adjacent but outside the shoulder, but requires occu-
pation of the shoulder by the work unit. In situations
such as this, if the work unit's support vehicle is
A ~
~ TW336 120
0 2
equipped with flashing yellow warning lights, it may
benefit the safety of the workers for the vehicle to be
parked on the shoulder, at the end of the Buffer Zone,
2
between the workers and approaching traffic.
If the work is carried over into darkness, the TRAFFIC

CONE delineation devices TD4 shall be provided with
A TW330 1200 1
retroreflective sleeves or they shall be replaced by

DELINEATOR PLATE hazard marker
TW401/TW402. Cones used on high speed roads shall '
signs
have a height of at least 700 mm. For details of deline-

@ ~
..
TA104 1200 1
ator and cone spacings refers to table 13.4.

3
4
Tapers used for this type of work site treatment should
be in accordance with Table 13.5.
Advance warning signs should be located up to 600 m
! T04
450
750
15Min. Plus
10 per 100m
(
::)
C
,
in advance of the start of the taper for sites with sj te length
operating speeds in excess of 80 km/h. In addition,
because the signing levels are minimised, extreme
care 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 overhanging

vegetation should be assessed. If there are adverse
conditions and operating speeds are in excess of 80
km/h, or even 60 km/h signs, should be displayed in
accordance with Figure 13.26. The requirements of
Table 13.1 should be adhered to with regard to the
minimum 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
Figure 13.20)?
0 is there adverse vertical or horizontal curvature on the
approach to the site?
0 can signs be mounted higher to improve early warning
of the site if required?
0;

._~ .
..;I
SHORT TERM WORKS 13.8~
~ NB.See
Subsection
13.8,6 150m
~ forSign
Sizes, j I' ~~
I
TW33'F1 l'
ADVANCE
WARNING
A: AREA
104 1 NOTES:
1,Cones shouldbe replaced
I by delineators if the work
area representsa night
I time hazard,
I 2,Conesusedon high speed
roadsshould havea
C ) I mini~umheig~t of 700mm,
WORKZONE 3.SpacIngof sIgns may
Demarcated by I be increasedto start
Traffic Cones I from 600mif speeds
are 80 km/hor higher or
I sight distanceis limited.
4,Theimposition of a
I temporaryspeedlimit should
I be consideredif operating
speedsare in exceesof
I 80 km/h.
5,Taperlengthsshould be
I For Taper. .
TRANSITION .In accordancewIth
TR104 detaIls see Table13.5,
AREAI~~~~ .I Section 13.5.5
~
,~)~m == .I
0 W330
I
I
ADVANCE
~ -==
200m
WARNING I * Optional treatment
1
AREA I
~W336 :
L~~~~~ ==
j ,
() Fig. 13.35 Fixed Site -Work on Shoulder
NOVEMBER 1997 SARTSM-VOL2 ROADWORKS' .

~, i="". ..,...,.,.,.," ~-"C'"",- -~ ""~~c",- -
13.8.7 Localised Small Site

1 This application is similar to that illustrated in Figure
13.36 but is for an even shorter, more localised work
area, which may encroach into the roadway but still Sign
MAINTENANCE UNIT INVENTORY
No Size (mm) Quanti tv

0
permit two-way traffic flow. The criterion for two-way
traffic operation under moderate traffic volumes is an
available running width of 6 metres, ~rov!ded spee~s
can be reduced so that such operation IS safe. This
A ~
~ TW336 1200 2
width may include localised use of the opposite side

shoulder.
2 The sign spacings given are for low traffic approach

speeds appropriate to low speed urban environments.
For higher speeds the sign spacings as illustrated in
A /A\
ffn
TW329
TW330
1200 1
1
Figure 13.35 should be used, and the reduction of the
operating speed in 20 km/h increments (see Figure
13.26), by means of temporary speed limit signs
TR201, should' be considered. @ ~ TR104 1200 2
3 If traffic volumes are such that two-way operation will
present unacceptable risk levels to workers and/or
vehicles then STOP/GO or temporary traffic signal
control should be considered (see Subsections 300 X
13.8.11, 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
4
13.20.
TRAFFIC CONE delineation devices TD4 and DE-
LINEATOR
TW401fTW402
PLATE hazard marker signs
shall be spaced in accordance with
! TD4 450
750
20 M'
In. pus
1
1~ per 100m
Table 13.4 and all tapers shall conform to the provi- 51te length
sions of Table 13.5. When cones are to be used during
adverse light conditions, they shall be fitted with
retroreflective sleeves. The mounting height of all signs
shall be at least that given in Table 13.1 or higher. If the
@
80
~
~
TR20 1-80
TR201-60
1200 2
2
work unit's support vehicle is equipped with flashing
yellow warning lights, it may benefit the safety of work-
ers for the vehicle to be parked on the shoulder, at the
work end of the approach Buffer Zone, between the
workers and approaching traffic.
Checklist

0 does the unit have enough cones/delineators
rect spacings?
for cor-
0
:
0 does unit have delineators, or retroreflective sleeves

for cones?
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_~~~~:';.;~',..;
"':'
! ,
I
I
I
=-
45-60m
.~TW336
~ T
ADVANCE
WARNING
I 30m AREA
I ""'-~W329
0 f .A-. I
BUFFERZONE
(incl. Taper)
TERMINATION ~.. I
AREA T04.
~
.t
! , Om
WORK
ZONE NB.
SeeSubsection
13.8.7
Y ~
ACTIVITY
AREA BUFFER
ONE
TR1
04 .
~
for SignSizes.
TW41 15-30m
1Barricade .. .~
=
.For Taper
TRANSITION .I details see
AREA TR104/~\ t I Section 13.5.5
0 -~ ~ t ~ I
4ffi
I
ADVANCE
TW330 I NOTES:
1. A minimum lane width
25-30m ...
L4
WARNING .~ I of 3,OmIn eachdIrectIon
AREA 15mMln. I shouldbeprovidedin the
W336 activi ty areafor two-way
I operationto becontinuous.
~ ~~ ~ 2. Theimposi
tion of a temporary
30mMin. I speedlimit shouldbe
consideredif operatingspeeds
! I , are in exceesof 80km/h.
0 Fig. 13.36 Localised Small Work Site
NOVEMBER 1997 ,SARTSM-VOL2 ROADWORKS

Co
~",.c."C~"'~~-"~ +_.,.,,_cc """""c --

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 U
two-lane/two-way roadway. Refer to Subsection 13.8.2 Sign No Size (mm) Quanti ty
for a description of "short term", Longer term applica-
tions are covered in Sections 13.9 and 13.10.
(Multi-lane situations are generally covered in Section
13.11). Both applications of temporary signing require
A ~
&\ TW336 1200 2
roughly the same signing but are quite different opera-

tionally. Any general maintenance unit should carry a
2
sign inventory capable of sustaining either type of
operation.
Detail 13.37. 1 shows a typical situation where the work
A It\
TW329
TW330
1200 1
1
needs to encroach into one lane but not fully occupy it.
Two-way traffic operation through restricted width
lanes is still possible. Due to the reduced lane width, it
is desirable that vehicle speeds be reduced to a legal
but cautious level ie. reduced speed limit is not consid-
A ~
/1\\ TW343 1200 2
ered necessary. Under these circumstances the use of

a flagman to slow traffic is recommended. TRAFFIC
CON 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 h
cones must be 700 mm or more in height. TR104 V
3 Detail 13.37.2 deals with a similar situation where a full
lane is needed to undertake the work and two-way
traffic is not longer possible. STOP/RY-GO operation ~ R1 5A/
signs R1.5A/R1.5B must therefore be added to those ~~. 750 2
required for Detail 13.37.1. This mode of operation ~ R1.58
~
should not be used into dusk or darkness. If it is
necessary to work outside daylight hours, the site must
either be adjusted to allow it to operate as shown in 50Min. plus
Detail 13.37:1, or temporary traffic signals should be TO4 450 20 per 100m
used (see Figure 13.57). site length
4 If operating speeds are in excess of 80 km/h additional
speed limit signs TR201 should be displayed to reduce
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 (see
P FLAGS 450 X 6
Section 13.4). 450
5 Flagmen must be well trained and shall operate in

accordance with Figure 13.23. I 200 m I
I ~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 2
or nighttime, or for more than 24 hours, all traffic cones I ~Ou mi' 0
should be replaced by delineators. If work is of an
emergency or response nature (rather than planned),
the site supervisor must assess the likely duration of
the work within the first two to three hours and, if
necessary, call for additional signing if these are not
e~O TR201-80
TA201-60
1200
2
2
being carried.
7 In all cases suitable longitudinal and lateral Buffer

Zones must be created to ensure worker and public
safety (see Figures 13.20 and 13.29). If approaches
are 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 d~ehs the dc° r?
h 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? :
ROADWORKS SARTSM-VOL2 NOVEMBER1997 _M

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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
a freeway) where traffic is operating within a three lane
cross-section. Since these applications represent
A~
~ TW336 1500 2
"roadworks-with in-roadworks" situations, their use

should be reserved for very short term needs and
2
should only be considered during off-peak traffic times.
Detail 13.38.1 depicts a work zone within the single
lane in one direction. To accommodate traffic one of
A~
/& TW330 1500 1
the two lanes operating in the opposite direction has to

be dropped. The signs shown represent minimum re-
quirements for maximum portability. LANE DROP sign
TW214 may be replaced by diagrammatic
TGS102 if time, space and convenience permit. The
sign @~ TR103
TR104
1200 1
1
advance signs may be located fur1her from the site if
deemed necessary due to visibility requirements or
traffic 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 be
closed. In this case also sign TW215 may be replaced
by diagrammatic sign TGS101.
speed limit signs TR201 should be displayed to reduce
P FLAGS 450 X 6
speed by a maximum of 20 km/h, or in 20 km/h incre- 450
5
Section 13.4).
Flagmen mus.t be, well trained and shall operate in
accordance with Figure 13.23.
! T04 750
60 Min. plus
20 er 100m
p
site length
6 TRAFFIC CONE delineation devices TD4 and DE-
LINEATOR PLATE hazard marker
TW401/TW402 shall be spaced in accordance with
signs
T.able 13.4 and all tapers shall conform to the pr~vi-

slons of Table 13.5. When cones are to be used dunng
Af r.-
I
TW214
TW215
1500
1500 1
1
adverse light conditions, they shall be fitted with
@
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

workers and approaching traffic. i
,
Checklist
0 are operating speeds in excess of 80 km/h? ~
0 can traffic speeds be reduced effectively to allow these

applications to work safely?
.,
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 assist
driver awareness? .
~
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OJ > OJ L UUI~ ~ L .OJ OJ U ~
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.J: Z -N '" ~ 0
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13.8_10 Installation/Removal of Traffic Data

Logger MAINTENANCE
UNITINVENTORY
1 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
roadway. The made
lapsible signs signs shown are lightweight
from a durable flexible portable/co
and foldable1- A /~ TW336 1200 2
i
1,-
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 in
itself, it is very important that special attention be paid
to high visibility treatment of the area. The use of a
HIGH VISIBILITY REAR TREATMENT on the work unit
A1
~
~ TW214
TW215
1200 2
support vehicle, and/or the use of a HIGH VISIBILITY

TRAilER, and the highest visibility clothing for workers
is recommended (see Figures 13.30 and 13.31).
2 If it is required to install, service or remove data logging ~. TR104 1200 1
loops on a two-way roadway, STOP/GO control should ~
be used (see Figure 13.40).
3 Ifflagmen are used, they must be well trained and shall 30 Mi n
operate in accordance with Figure 13.23. A plus
4 TRAFFIC CONE delineation devices TD4 and DE- g TO4 750 5-10 per
llNEATOR PLATE hazard marker signs 100m 0
TW401ffW402 shall be spaced in accordance with
!
Table 13.4 and all tapers shall conform to the provi- Vehicle High To sui t 1
sions
adverse
of Table
light 13.5.
conditions,
When cones
they are
shall
to be
be used
fittedduring
with I V1S1b1lIty VehIcle
retroreflective sleeves. The mounting height of all signs - AearPooel

shall be at least that given in Table 13.1 or higher. If the .@ TAl03/TAl04 900 1
work unit's support vehicle is equipped with flashing plus
ers for the vehicle to be parked on the shoulder, at the TW336 1200 1
5 Since an operation of this type is only likely to be Yellow 2
undertaken during daylight the use of appropriate high ~ Flash Per
luminance fluorescent colours on the road signs should
be considered. 'h{ . ht
L19 . Ie
Veh1C
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?
0
-' ,~2
~
C' 300m-
Withretroreflective
~
TO4
350m
250m-
.I
.AREA
~ TERMINATION
sleeves 300m
I -beIn~
= } LO~PS WORK
ZONE
TR104/ J .J servIced +
TR103 .I ACTIVITY
Svitchable ~ ! BUFFER AREA
TW336 ~ .ZONE
150m- ,
200m.1 TAPER
HIGHVISIBILITYTRAILER .\ (SeeTable
0 FLAG
..I I
\ 13,.5)TRANSITION
DesIgn AREA
.taper for
~ I \ full speed
Om .approach
I
TR104/TR103
I
NB. SeeSubsection
I 13,8.10 for
SignSizes
I
FLAG
~ : 'f f ADVANCE
200m-..
,-= =- WARNING
~ TW215/TW214
300m I TW215/TW214 AREA
I
FLA
I
I
r\ 400m- r\
-~ ~-
600m 1 1
TW336 TW336
0 Fig. 13,39 Installation/Removal of Traffic Data Logger
~ _.-c.._c_,~~"" .c.."~~C,,, ".~

..
13.8.11 STOP/RY -GO Traffic Control-Minor

VVorks MAINTENANCE
UNITINVENTORY
1 STOP/RY-GO operation may be required to control
traffic at a variety of short term roadworks sites where
the remaining roadway is reduced to less than two
Si gn No Si ze (mm) Guanti ty 0
'
lanes in width, for whatever reason. As such,

~T~P/RY-GO traffic control is effectiv~ly a tem~orary
signing sub-system. It may be used on ItSown or It may
4
~
&\ TW336 1200 2
be used locally, in more than one place, for short

periods within a long roadworks site. The detail in
Figure 13.40 may therefore be incorporated with other
short term applications and is particularly appropriate
for urban areas.
A ~
/1\\
TW343 1200 2
2 The signing given in this detail is a minimised treatment

for a very short term application lasting only one or two
hoi,lrs. For longer applications the signing should be ~
upgraded to that covered by Subsection 13.9.3 and e ~ R1. 5A/ 750 2
Figure 13.44. It should be considered as a daytime ~ A1.58 I
operation unless the site is very well illuminated at
night. NO OVERTAKING signs TR214 should be car-
ried by the maintenance unit and added to the
illustrated sign sequence if required.
@ ~ TR103
TR104
1200 1
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-
Section 13.4). IIIIII TW411 300 X 2
4 Flagmen must be well trained and shall operate in 1BOO
accordance with Figure 13.23. Whilst short term sites
are likely to be short in length, if inter-visibility between
flagmen cannot be guaranteed the flagmen should be
equipped with two-way radios. p FLAGS 450 X 2
5 TRAFFIC CONE delineation devices TD4 and DE- 450
LINEATOR PLATE hazard marker signs :
Table
TW401/TW402
13.4 and shall
all tapers
be spaced
shall conform
in accordance
to the provi-
with ! TD4 450 . pIus
20 MIn. '
sions ofTable 13.5. When cones are to be used during Min 10 per 100m
adverse light conditions, they shall be fitted with si te Iength
work unit's support vehicle is equipped with flashing
9 Vfl
~ ~ TR214 1200 2 ~
!J
Checklist
@) ~
TR201-BO
AND 1200
2
2
TR201-60

0 do advance signs for the STOP/RY-GO control clash
with 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-way
traffic by dusk?
'0
ROADWORKS
--~
SARTSM-VOL2 NOVEMBER 1997 ;
p,
~ ! I, 100m
: ~-'WfN~
.I ADVANCE
NB.SeeSubsectIon 13.8.11 WARN
for Sign Sizes I 50m ING
.I ~-~43 AREA
I
Temporary
STOP
line RTM1 1~m
Mln
i I 1$
~ urn
Om FLA6MAN TRANSITION
() TERMINATION
AREA
I
.
AREA
1
BUFFER
ZONE
T"411
TR103
~
~
wi A ACTIVITY
ZONE TR104~ ,T04 AREA
T"4111rR I !
.
BUFFER .
0
Z E
TRANSITION
AREA
~~
TR104 ~.I
~
~
.detaIls
.Section
For.Taper
see
13.5.5
TERMINATION
AREA
f:] -~ I NOTES:
I
S:
~
FLAGMAN Q
TW343 ~
I
I
1. Flagmen
shouldbeableto
seeeachotheror be
issuedwithtwo-way
radios.
ADVANCE ~ == 2. Applytemporary
STOP
line
WARNING
1
AREA
~
~
W336
.!Q9-m==
I
I
I
markings
tape.
RTM1
usingremovable
3. Spacingof signsshouldbe
increase
by100%
temporary
anda
reduced
speed1imit
! I , imposed
if operating
speeds
exceed
80km/h.
0 Fig. 13.40 STOP/RY-GOTraffic Control -Minor Works

13.8.12 Mobile Maintenance of Road

Shoulder MAINTENANCE
UNITINVENTORY ~
1 Figure 13.41 includes two details of typical short term 'J
or mobile work involving slow-moving vehicles occupy- Sign No Size (mm) OuBnti ty
ing the shoulder of the public road. Detail 13.41.1
shows mobile work occurring ahead of a support vehi-
cle which should maintain a close following distance M FLAGS 450 X 1
behind 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 1
alert, well trained flagman, who shall operate in accord-
ance with Figure 13.23. 11
--
I
/
Visibili ty
-Aear Pellel
Vehicle
3 Detail 13.41.1 shows a support vehicle equipped with .~' TA103/TA104 900 1
a HIGH VISIBILITY REAR PANEL and two FLASHING .~ plus
YELLOW WARNING LIGHTS SS3, whereas the trac-
tor used for grass-cutting operations in Detail 13.41.2 TW336 1200 1
only carries the two FLASHING YELLOW WARNING
LIGHTS. For the safety of workers and road users, it is
essential that these visibility requirements are adhered Y 11 2
to and are functional at all times. The contractor or road ~ e ow
supef'iisor, as appropriate, shall be responsible for ""J..r{ Flash Per
ensuring the functionality of all flashing lights. Light Vehicle ~
4 It is recommended that the tractor, which may operate
on the left or the right side of a one-way roadway,
always works in the direction of traffic flow so that its
flashing lights, which are likely to be on the rear, are as
effective as possible. Every effort should be made to
enhance the visibility of tractors used for road mainte-
nance purposes. The tractors should be kept clean and
freshly painted in a bright colours which will contrast
with 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 PANEL
correctly set? n
0 are all flashing lights working? J
0 is the tractor clean and brightly painted?
0
.,.~": ~'~! "'
~
~"',._.,== .,-,,""C~= ~-" ""__~,~:iI) -
0 WORK~ZONE ,
I NOTE:
1.Maintenance support
BUFFER vehicle shall be
ZONE equippedwith a HIGH
-VISIBILITY REARPANEL
including two flashing
I yellow lights (See
I
Fig.13.311.
2. SeeSubsection13.8.12for
ADVANCE I Sign Sizes.
WARNING
AREA I
0 ._l ~ X .:,
~FLAGMAN
Detail
13.41.1
Mobile Work on the Shoulder.
.I ,
Direction of
1 I
travel of I
mower.
I
,
T I NOTES:
1.Mowerto travel ONLY
<:» I in the direction of travel
ADVANCE I of the adjacentlane.
WARNING 2.Mowershall be equipped
AREA I with twooperational
1--
~
~---~ I flashing
yellow
lights
-one on the left and
300m I one on the right.
:. I
I 8' .I ,
0 Detail
13.41.2
FLAGMAN Tractor Mowing from Shoulder.
0 Fig. 13.41 Mobile Maintenance of Road Shoulder
~ '~-~'""'-~""';""~""-~ ,,~C=-
13.8.13 Mobile Maintenance in Centre of

Carriageway MAINTENANCE
UNITINVENTORY
1 Mobile maintenance in the centre of the roadway or 0
carriageway is always likely to be a hazardous opera- Sign No Size (mm) Quantity
tion, particularly on high speed rural roads. Detail
13.42.1 shows such an operation on a two-lane two-
way roadway and Detail.13.42.2 a similar operation on N FLAGS 450 X 3
a two-lane one-way carriageway. r--'
2 The operation on a two-way roadway is particularly 450
hazardous and requires the services of three flagmen
as illustrated. The vehicle carrying out the work, or in
direct support of it, shall be provided with a HIGH
VISIBILITY REAR PANEL and at least two FLASHING
@ ~ TA103 1200 1
YELLOW WARNING LIGHTS SS3. The two flashing

lights shall be positioned so that they define the front
and rear of the vehicle, and, if practical for this type of Vehicle High To sui t 2
work, the widt~ of the veh!cle as well, since it will be
passed by traffic on both sides.
3 In D~t~iI13.42.2 t~o .highvisibility treated vehicles are
specified and traffic IS controlled to pass only to one
II
---ear
.TA1
@
I Visibility
A Pane I
03/TR104
Vehicle
900 2
side of the two vehicles. The rear most vehicle effec- plus
tively 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 \J
traffic conditions). The second vehicle travels some
150 m in front, either undertaking the work, or in support
of 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 VehIcle
with Figure 13.23.
5 When traffic speeds are high, it is recommended that
at least one advance sign be placed to warn drivers of
the activity ahead. A "public relations" type of message
and/or flashing lights should be considered for such
signs (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 lJ
correctly set?
0 are all flashing lights working?
0
ROADWORKS SARTSM -VOL 2 NOVEMBER 1997 ",",
-, ;.
e
--_c" ,~C,~"",c-, '".'_'~.¥'I_~.c ,," "C"mc"='~ ,,\i;;,:"

U NOTE: .I , P<si
;~
~ \ FLAGMAN
1.Maintenance support >E 300m = ~

vehicle shall be
equipped with a HIGH
TR103on
trolley" @ R103 WARNING
ADVANCE
VISIBILITY REARPANEL =f' #" AREA
including two flashing )(
I
yellowlights (See I
Fig.13.311. .~ "9,, FLAGMAN
\~~f:_IJ (to maintaintrolley
aheadof work areal
ADVANCE
Maintenancevehicle
1ft'-
' ,
WARNING
~ AREA 300
V ~ 300mX .I ,
~ Detai]
13.42.1
~ <>~ Sing]e
Carriageway
FLAGMAN 2-WayRoadway.
NB.SeeSubsection 13.8.13
for SignSizes.
Maintenancevehic]e
I Spacingbetween
0 ,! I vehicles to
be carefully
I 150m maintained.
Support vehicle. I
ADVANCE
WARNING I
AR!EA 300mX I
~ .:. Oetai]
13:42.2
1[ <>~ DUB]
CarrIageWay
FLAGMAN Roadway.
C Fig. 13.42 Mobile Maintenance in Centre of Roadway

,
13.8.14 Mobile Maintenance of Dual

Carriageway Roads MAINTENANCE
UNITINVENTORY ~
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) Ouantity
work, or work within the left lane up to, but excluding
the lane line. For shoulder work, the support vehicle at
the rear shall be equipped with a HIGH VISIBILITY A &\ TW336 1200 2 I
REAR PANEL and two FLASHING YELLOW WARN- ~
ING LIGHTS SS3, whereas the lead vehicle need only
be provided with two flashing lights, unless it may also
be 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 4
kept to a minimum because these should be moved r- 450
forward periodically as work progresses. To maximise
their effectiveness, it is recommended that they be
displayed with one or more flags.
3 The detail given is applicable to one-way roadways, IFor 2kml TIN 11.2 1200 1
normally forming part of a dual carriageway. It is not
applicable to two-way traffic operation (see Figure
13.42). Veh' 1 H.
lCe Ig
h T
0 SUI
t
. 1
Checklist I Visibilitv Vehicle g
0 are flags clean and visible?

[if
--
.@
-Rear P61el
TR1
03/TR104 900 1
0 are the signs on the HIGH VISIBILITY REAR PANELS plus
correctly set? TW336 1200 1
0 are all flashing lights working?
Yellow 2
~ Flash Per
Light Vehicle
,. I
0
if ROADWORKS SARTSM-VOL2 NOVEMBER 1997 ,.,-~",c."",."
n"'~"" yyvn.'~
c- ""cc~"'." =~ill---"
~I ~A
~ !~!
1
MAINTENANCE
VEHICLE
Ii) Grass cutting
, I Iii) Sign cleaning
-I liii) Roadmarking
50m-100m Ii v) Roadstudplacing/cleaning
I Iv) Street lighting
I Ivi) Traffic coneplacing.
ETC.
I
SAFETY
CLEARANCE I
t ~~
~f- I SUPPORT
VEHICLE
~ I -this vehicle must

~ Om d~ followthe workvehicle
I I andmaintain a safe
t I clearance to that vehicle.
~
I
I NOTES:
AOVANCETW336 1.Maintenance
support
I vehicleshallbe
WARNING
AREA I equippedwith a HIGH
~ 200mdb VISIBILITY
REAR
PANEL
For 2 kin I including two flashing
TIN11.2 yellowlights ISee
I Fig.13.31).
I 2.This layout is only

400mdb == suitable for one-way
0 1f4!i[: IfJf! roadways.
T"336 I TW336
I
NB.See
Subsection
13.8.14 ! I !
for Sign Sizes. f
e Fig. 13.43Mobile Maintenanceof DualCarriagewayRoads
~-- ,,*-~~.,,'", """~""'- ",~¥:7,,;~:,;...,,\

RURAL ROADS 13.9.1

RURAL ROADS
r 13.9.1 General deal with applications which are most typical of rural
roads such as:
1 The applications of temporary signing for roadworks
covered 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 areas
13.11). where similar signing principles to those illustrated
should be used. These principles are not repeated in
Section 13.12 provides enlarged details of elements Section 13 10
covered 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 in
2 The categonsation of applications used should only be Section 13.11.
considered to be general in nature. Many applications
may be appropriate in several or all categories. Such
0 applications are only detailed once to avoid duplication.

Practitioners who do not find the application they are
seeking in their first choice of category should therefore
check other categories. If their required application is
not covered, it will be necessary to determine a similar
situation and to adapt it, with care, to their needs.
3 This section and Section 13.10 deal with rural and
urban situations respectively. These terms also should
be considered as general and if a "rural" application is
appropriate within an urban area the application details
should be used with appropriate adjustments to sign
spacing and sizes. The signing of roadworks in peri-ur-
ban areas will most likely be catered for by rural
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 or
markings, 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.
(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
'c-,
--
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 \J
remaining roadway is reduced to less than two lanes in 5i gn No 5i ze (mm) Ouanti tv
width, for whatever reason. As such, STOP/RY-GO
traffic control is effectively a temporary signing sub-
system. It may be used on its own or it may be used
locally, in more than one place, within a long roadworks
@06 TR201-60 1200 2
site. The detail in Figure 13.44 may therefore be incor- @ TR201-80 2
porated into other layouts in this Chapter.
2 Ifa daytime STOP/RY -GO operation cannot be opened
to traffic by dusk, temporary traffic signals must be
provided for night time operation. A portable power
8 100 R201-100 1200 2
source may be required in order to operate the signals,

and such an installation will need to be well secured.
3 All
mustobstructions
be markedclose to a one-way
adequately site of this PLATE
by DELINEATOR nature
signs 1W401 and/or 1W402 and/or flashing yellow

~ (4\ TW336-WA 1200 X
1600
2 or 0(1)
lights. This includes any working or parked construc-

tion vehicles.
4 with
The flags
STOP/RY-GO
and mustoperators must also be equipped
be well trained/experienced flag- A~ TW336 1200 2 or 4(I) 0
men (see Subsection 13.3.9 and Figure 13.23).
Checklist
0 do the advance signs for the STOP/RY-GO control

clash with other roadworks signing within the site?
A~
TW343 1200 2
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 for
worker and public safety?
0 can the restriction be eliminated to permit two-way
traffic by dusk?
A~
/1\\ TW337 1200 2(21
~ (2)
A TW331 1200 2 J
~ (2)
&\ TW339 1200 2
[~mJ TIN 11.3 1200 4
11) TW336
maybe specified for TW336-WA
on low volume
roads.
(2) Only one pair of these signs maybe needed.A large
unit mayneedone pair of each.
0
_1
ROADWORKS SARTSM -VOL2 NOVEMBER 1997 --:;~'i
'&\1,;'.,",'"
,~..~ -~, -,-

RURAL ROADS 13.9.3
~
wOO9TIN11.3
() NB.See
Subsection
13.9.3 ! I' ~
for SignSizes. \~/
BOOm TW336-WA
I =-
..
I "';"
~ S TR2O1~O
r
400m~=7l I
R201-100
~ 1"';"- " ADVANCE
~ =.WARNING
V =-J
200m~\\i /
"';"-
OO~TIN11.3 AREA
TW343
C! \
~
TW336
To be in place
"';"-
100m
8()~ TA2~1-60 ~
STOP/GO
CONTROL
T
WORK TW336/~\(
when STOP/GO
controlnot in
7&'
operation
Flagmen
each
should
be able
other
to see
or
ZONE ~ ~ be issued with
1 2-way radios
STOP/GO
CONTROL -X
r\
V
ADVANCE
TR201-60
WARNING TIN11.3 200m

AREA
@
TW343~~
.!QQ!!)..
-~
== I
200m I
I
"';" ~~
e R201-100
r---8 ~~
Warning
signaccording I
to site ~ ~~
TR201-BO
~~ I
TW336-WA BOOm..
-=
4\ ! I,
TIN11.3 600m
0 Fig.13.44 STOP/RY-GOOperation
~ ~"'",.~",",.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 total
STOP 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
[i
by one of the types of signing arrangements given in
the details of Figure 13.52. The purpose of the signing
given 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
2
site.
When an event requiring this type of signing occurs the
likelihood is that signing will be placed in a number of
"steps". The first will be an "immediate action" signing
8 100 TA201-100 1200 .
2
OptIonal
provision put in place by the incident response team.
This could well take the
Detail 13.52.1 together
closure at the site. This
form of the signing given in
with a minimum level road
latter may well have to be @ 80 T 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 next
step will be to implement the signing given in Figure
13.50 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 .IJ
signing as illustrated in Details 13.52.2 and 13.52.3. SUI t roads
Once work commences at the site to carry out repairs
a work site will be required. This can be created by 2 for
providing another barrier an appropriate distance in ~ 1200 minor
advance 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 for
~
permitted. FlashIng 1200 X .
3 Remote from the actual road closure site it will com- ~ .maJor
lIghts 1600 roads
monly be necessary to provide NO THROUGH ROAD Optional
BARRICADES, 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 roads
of 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 unauthorised
vehicles or road closures.
n
V

-,
RURAL ROADS 13.9.15
~ : ROAD
CLOSURE
BARRIER
~ SeeFigure 13.87
r
WORK
ZONE
1-- ROADCLOSUREBARRIER
I SeeFigure 13.87
BUFFER
ZONE
* Flashing
~
TW301;i~
~
~
~
~
R1
Om .NO
I
I
Roadreserve boundary
UNAUTHORISED
SeeFigure13.87
TRAFFIC
Fixed
BARRIER
Y~llow
lIghts Minorroad @@O
~. = I t--m~~~~~-t
or Ro d Closed
Ci 0 ~
/A\
TR201 I ;-~ :
: Floods: c A
TW302-WA
~ ~ =- l__~~_~-~
i ~
TIN 11.3 600m ~~ InterchangeableMajorroad

Majorroad ~ ~=- plates or
TR201 ,
400m loods
* : Optional -.00 m
I M'
Inor road
ADVANCE
WARNING @)
~ -= 500m .
AREA
TR201 I
TW302-WA
;iA\ ~=-
0 ~~ NB: SeeSubsection
13.9.9
I for Sign Sizes
TIN 11.3 600m 100m
* and/or 1km I
8~=- I
* TR201 I
900m
I
~=-
0 Fig.13.50TotalRoadClosureAhead

.
,.,"'**~"'",' ,~'"~ '" --

13.9.16 RURAL ROADS
.
13.9.10 Detour Signing
1 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 onto

a roadway normally used only by traffic travelling in the
opposite direction, or onto a specially constructed
more-or-less parallel temporary roadway; existing di-
rection signs can commonly be re-iocated to suit the
temporary road alignment"; and
"detour: involves the redirection of traffic to other

parts of the road network and will normally require
the use of temporary direction signs to assist road
users to reach their intended destination by altemative
routes".
2 Figure 13.51 shows a selection of signs suitable for use

at detours required either as a result of major road
rehabilitation, or as a result of some incident such as a
hazchem spill, a major accident or flooding. These
signs 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 the
types of situations given in Figures 13.50 and 13.52.
The temporary DETOUR DIRECTION signs TGD2-D
shown in Detail 13.51.3 are intended to be a rapid
response tool to be put in place immediately the need
for a detour arises. The TGD2-D sign is a universal sign
in that it can be held in stock in some quantity and can
be used to point in any direction to indicate the course
of the detour. When these signs are put in place initially,
it is recommended that they be placed on, or adjacent
to, the relevant panel of an appropriate ADVANCE
DIRECTION sign GD1 or DIRECTION sign GD2 on
which the affected/closed direction panel has been
temporarily been covered, pending a more effective
modification of the signs (see Figure 13.16).
4 Once it becomes possible to upgrade the temporary
signing of an "immediate action" detour, temporary
FINGERBOARD DIRECTION signs TGD4 in Detail
13.51.2, which again can be standard items (with "left" ~
and "right" examples), may be used to replace some or \v
all of the TGD2-D signs. Although still small signs, the
TGD4 signs have a significantly bigger target value.
5 Uitimately, once the length of time is known for which
the detour may have to be operational, larger more
informative signs such as those shown in Detail 13.51.1
may be warranted due to the number of drivers who are
effectively strangers to the area.
0
ROADWORKS" SARTSM-VOL2 NOVEMBER 1997
.-
RURAL ROADS 13.9.17~
Colesberg
Mlddolburg
t 900m
Diameter
elthesdaweg
R57
~
~ (~ R32 0
.
R6~ ~ ~
Detour
t 2400 t t 1800 t t 1200 t()
Detail 13.51.1 EXAMPLES

OFTEMPORARY
MAP-TYPE
DIRECTION
SIBNS
210mm
Letters
140mmLetters
[~~~~~ ~ Detour ~
Typical Sizing for 140mm
and 210mm
Lettering
Via
I PRETORIUS RD I
DetourI)
Urban
Exampl
e
Detail 13.51.2 TEMPORARY

FINGERBOARD
SIGNS-T6D4
~~: Detail 13.51.3 TEMPORARY

DETOUR
DIRECTION
SIGN -T6D2-D 0
Fig.13.51DetourSigning
-""cC,~_., ,c,"-" ~ -
13.9.18 RURAL ROADS
13.9.11 Detour at a Road Junction
1 The s!tuations
to major
the
detours,
closure
illus.trated
either
of a road link
in Figure
urban
due
13.52 are !elevant
or rural, necessitated
to same
by
event, such as Sign

MAINTENANCE
No
UNIT
Size
INVENTORY
(mm) Quanti ty.'

~
I :..
1~
a hazchem spill, a major accident. a flood or subsi-

dence.
from the junction
The
concerned,
actual site of the incident
but on a network
may be remote
basis the II m TW104-WB 1200 X
,
junction 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,
to those
detour
some
illustrated
of which
illustrated. The
may
is likely
need
be useful
to be an
to provide
in situations
unplanned
for the
similar
sort
event.
of
It
A m TW104 1200 1
~
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
PORARY
use
pre-manufactured
detour.
of TGD2-D
FINGER
signs.
BOARD
and quickly
Standard
signs
deployed
left and
TGD4 may
to
right TEM-
also
identify
be
a
~ U I
TIN
TIN
20
21
450 X 600
(urban)
675 X 900
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 450
examples 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 -I
TION 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
approaches
signs are
GD1.shown
The suitably
GD1 and
modified
GD2 to
signs
caterforthe
for two (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.
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-..
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 INVENTORY
a short localised deviation round a bridge construction ""
site. Such deviations are generally kept as short as Si gn No Si ze (mm) Quanti tv iJ
possible and commonly have a steep and tortuous
descent and ascent down to, and awayfrom, a low level
river crossing. The road geometry of the deviation will
often be designed to minimum standards and it is,
~~ TW336-WA 1200 X
1600
2
therefore, particularly important that the quality of the

temporary
ity controlsign installation
involved isshould
of the highest. The qual-
include
maintenance of the signs in a clean and effective
the 8 100
A201-100
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 directview, consideration
should be given to positioning the ADVANCE WARN-
~ "",,
'~TGS
TGS 111
112
1200 X
1600
2
2
ING AREA signs over 800 m to 1000m. Any temporary
speed limit should preferably be within15% (or 20 krn/h)
of that existing prior to the work starting, consistent with
what is safe and practical. Design standards should
take this into account (see Section 13.4).
e~
TA201-60
TR201-BO
TA201-100
1200
2
2
2
3 At the road closure barricades, the use of the strongly
directional TW407 and TW408 CHEVRON signs is 8 TW401 150 X At 10-20m
recommended in place of TEMPORARY BARRICADE TW402 600 interval s 3
sign TW411 when the alignment of the deviation is of
minimum standards. If construction vehicles need to
have access beyond these barricades, on one or both
side of the bridge, then NO ENTRY sign R3 should be
replaced by NO UNAUTHORISED VEHICLES sign
9r&
~ TA214 1200 2
TR208.
I~'\ TA103 3
Checklist ~ 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 2
specification and in good condition? """ '" ~ TW40B 400 2
0 do construction vehicles need to have access from the

deviation to the closed portion of the site? I~~
e A3 1200 2
~ TW202 1500 1 :3
ILCd\ 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

~~RALROADS2~~
ADvlNcE Signingfor this approach
e WARNING asfor,oPPosite direction
~ AREA but usIng TGS111 signs.
TW401& --&-
TW402 TW407 TW407
10-20mintervals.
Back-to-backat ~o~~: 4 ~ R3
TRANSITION
AREA
0
A~
TW326
TEMPORARY
NO
OVERTAKINGLINE
~
TN20~
TR21
TGS112
~~ TR201-60 I
9F-
~
.-u~ TIN11.4
WI TW336
TIN11.3 200m --=200m.. =-
TR201-80 .8 OR(8)
0 ADVANCE
WARNING
AREA TGS112
\~
~ ~
~ ~m~
I
I
R201-100 R201-120
TINJJ.3 4O0m --=400m..

TR20J-100
8~1rb!", I
TW336WA I
! , NB.See
Subsection
13.9.12
TIN11.3 600m 600m.. for SignSizes.
--
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
signing at roadworks the following descriptions of terms
commonly used in this chapter are relevant: Sign
MAINTENANCE UNIT INVENTORY
No Size (mmJ Quanti ty

0 -
"deviation: involves the local redirection of traffic onto I

A~
&\ TW336 1500 3
rection signs can commonly be re-iocated to suit the

"detour: involves the redirection of traffic to other

parts of the road network and will normally require
the use of temporary direction signs to assist road
8 ~ p'fI
~
TR214 1200 2
users to reach their intended destination by alternative

routes".
2 Figure 13.54 shows the signing requirements for the

ADVANCE WARNING AREAS on the approaches to @SG
~ TR201-80
TR201-6022 1 00 2
the start (and end -in the opposite direction) of a
deviation at lengthy road construction or rehabilitation
site. The concept of such signing is very similar to that
depicted in Figure 13.53 but in this example is designed
for low traffic volumes (see Figure 13.55 for appropriate
details for a deviation for higher traffic volumes). Any
Affj 1 TW208 1500 2 r-.
J
;
temporary speed limit through the change of alignment

should preferably be within15% (or 20 km/h) of that
existing on the approaches. Design standards should [~[mJ TIN 11 3 2
take 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 may
change its position according to the terrain and avail-
ablespac~,butitwill:emaininrelative!ycloseproximity
to the main road alignment. According to the space
@ ~
..
TR104 1200 4
available the deviation may cross the road construction

in one or several places. details of the signing for such
situations 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, 400
should be in accordance with figures in Section 13.12 :
"Enlarged Standard Details" (see Figures 13.81 to
13.84 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 entry
to the deviation to accommodate large vehicles in both ,Q
directions 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~ TR214
WORK ~ ~
T TW333 9- ~ WARNING
~ \"'t// TW208 AREA
;
STABILIZING For12kin
AREA TIN11.2
9100m
e 09 TR201-60
TW401
~ ~Jom
~ 1 @
~ TR104
0 TR104
~ ~ TEMPORARY
NOOVERTAKING
TRANSITION
AREA
SeeFig 13.83
TW411
~ ANDEOGE
..See
~
LINES
TR104
TW411
TRANSITION
AREA
Fig 13.83
TR104 @
TR201-60
~
TW208
~~~OO!==
~
TIN1!.3 200m -==
ont
200m
9-
9",
8 TW401
;r
.-u~
\\')
TW336
TIN11.
4
TERMINATION
AREA
1
0 ADVANCE
WARNING TR201-80
80 e 300m
-== Q
~aDI R201-100
AREA
((d.~ 400m
TR214 ~-==
500m NB.SeeSubsection13.9.13.
TW336
~ forSign
Sizes.
TIN11.3
~6~~
0 Fig. 13.54 Deviation -Low Traffic Volumes
~ '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 INVENTORY
signing 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 onto

I ~
w..
TW336-WB 1200 X
1600
2
rection signs can commonly be re-iocated to suit the .

"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 2

users to reach their intended destination by alternative
routes".
2 Detail 13.55.1 in Figure 13.55 is appropriate for the

start (and end -in the opposite direction) of a deviation 8'20 ~ R201-120 1200 1
to be used by medium to high traffic volumes. The detail
shows a similar signing to that given in Figure 13.54 but
with 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 may

closely parallel the road under construction or it may
able spac~, but it will .remain in relative!y close proximity
to the maIn road alignment. According to the space
A ~
/~ \ TW336 1500 2
available, the deviation may cross the road construc-

tion in one or several places as shown in a typical
example in Detail 13.55.2. Detail 13.55.3 shows the
sort of situation detail which may require specific sign- I I I I I I TW411 2400 X 5
ing attention within a deviation, and Detail 13.55.4 400
illustrates how a deviation may be connected to a
section of existing road network to save on deviation
construction.
4 Signing of the TRANSITION AREAS depicted in Figure
13.55, and any others required within the deviation,
@ ~ TR104 1200 7
should be in accordance with figures in Section 13.12 :
A
5
13.84 in particular).
Formal "Road Closed" barricades should be estab- /~\ TW202
TW203 1500 2
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 4
0 is the geometry and road condition of the entry to the
deviation suitable for the indicated speed limit?
0 ~sth~re ~uffi~ient width ~hr?ugh the curves at changes
In direction In the deviation to accommodate large
P?2JfI TG5 111 1200 X 2
vehicles 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-20m
TW402 600 centres
TIN 11.2
I~r ,kin I various 1500 4 '.
[~::mJ TIN :1.3 1200 10 ~~

varIOUS .
ROADWORKS SARTSM-VOL2 NOVEMBER 1997 .

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1>
13.9.26 RURAL ROADS ~..
13.9.15 Deviation -4 Lane t;,~
..r"
Undivided Road MAINTENANCE
UNIT INVENTORY"
1 Figure 13.56 shows the reduction in width of a 4 lane. ..f~, 3 ,,"
undivided road into a 2 lane deviation. The detail con- S1 gn No S1 ze (mm) Quant1 ty
.forms to the description
appropriate to high traffic
Subsection 13.9.14, and will
of a deviation
volumes
warrantlikely
the level
given in
to beofusing its
signing Ii ~ TW336-WA 1200 X 22
4 lane cross-section. w.. 1600 2
2 Because of the two lanes approaching the deviation, it
8
will normally be desirable, on a cost and operational TR201-60 2
basis, to configure the entry to the deviation as a
two-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 2
and it is recommended that the lane nearest the centre
of the road be dropped, particularly if the road carries
even moderate volumes of slow moving vehicles. This
arrangement also improves the ability to provide a
smoother, longer curve through the entry to the devia-
4 TW336 1500
2
tion within the limits of the existing roadway width.

Should there be circumstances which make the drop-
ping of the this
necessary, lane may.be
nearest achieved.
the edge using
of theDIAGRAM-
roadway 9 ~ ~ii TR214 1200 1
~ .'
;:
,
I
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

take this into account (see Section 13.4). [hg
~ TGS101 1200 X 2
I TGS102 1600 2
3 Once the deviation alignment is established, it may
~
closely parallel the road under construction, or it may
able space, but it will remain in relatively close proximity 1200 X
to the main road alignment. Figure 13.55 shows the TGS125 1600 2
sort of situations which may require specific signing
attention within a deviation.
4 Signing of the TRANSITION AREA depicted in Figure
13.56, and any others required within the deviation, []Q~ TIN 11 3 1500 2
should be in accordance with figures in Section 13.12 : .

13.84 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 changes
in direction in the deviation to accommodate large
vehicles in both directions at the same time?
c,
,
:,l f- -" ill;
,,~:;~~
:)
...
0= --.
RURALROADS 1~~~
r T @ 1"6Om \ I 1--0 See

a1
ternati
ve
TRANSITION ! \ ,, I. ~oss~b1e
layouts
AREACD I WORK InFIgure
13.55
See
Fig13.77 0 ZONE
TR214m I I + ! ,
9 STABILIZING
f~ 100m.: : A! I I Om
1 ~ 200m..I I I I
C1
~
TIN11.3
4»1)
~~
I I N8SeeSubsection I
13.9.15
I
~
TR21-60300m. forSign
Sizes.
TGS102 I I TRANSITION
n AREA@)
I~ SeeFig13.81
400m.. I I
~
4OOm I I
TIN11.3 Median
marking
AOVANCE
81) I I
TR2 -80 500m.
WARNING TGS125
BOOm
AREA
CD /JJ;336 I I ~ 1
~ BOOm. CJ
TI
N11.3 I
700m I
I
I
~ 100m
T N11.3
4»0
500m..
T 2 1-60
0 I I @ 400m. I STABILIZING
"TR2Qj-100 TG8125 AREA
18 800m. I I ~ 30;m.. I :~~~~~

~ AREA(D
I I TIN11.3
TW336-WB I
/4, 900m
~~ \ I I 200m
Detour
1km
TIN1 ! I!
1.3 1000tn. , I, 0 ! 0
0 Fig. 13.56 Deviation -4 Lane Undivided Road
~ --c,ic""""", "~, -,~" ,,"~-'.,"

FREEWAYS I DUAL CARRIAGEWAY ROADS 13.11.1

;::!?; FREEWAYS AND DUAL
1,,- CARRIAGEWAY ROADS
13.11.1 General (ii) triangular signs -900 mm/1200 mm side
1 Th e app , .Ica t .Ions 0 f t emporary signing
" " for roadworks length. .
covered in Sections 13.8 to 13.12 have been subdi- (iii) diagrammatic signs -1200 mm x 1600 mm.
vided into categories
categories are:
for ease of reference. These 13 11 2 F
..reeway
ID
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-
...
umes 0 f traffic at the highest possible level of service.
rura roa s ec Ion.
(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 during
considered 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 than
check 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 and
situation 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 dealing
considered as general, and if a "rural" application is with alterations to the normal lane configuration which
appropriate within an urban area, the application de- commonly require a lengthy sequence of many signs
tails should be used with appropriate adjustments to as well as more localised situations which occur within
sign spacing and sizes. The signing of roadworks in interchanges where space for traffic accommodation
peri-urban areas will most likely be catered for by rural measures may be severely limited.
4 The f"Igures an d texts In t hIS
' .
section
, cover mainly the
4 In the various figures the following rules or conventions ADVANCE WARNING AREA(S) of the applications
apply: 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 will
directly 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.
(a) Gravel roads:


(iii) diagrammatic signs -1200 mm x 1600 mm;
(b) Bituminous, concrete or brick surfaced roads:

(iii) diagrammatic signs -1200 mm x 1600 mm.
0 (c) Urban streets:

(i) circular signs -900 mm/1200 mm diameter;
~ ---""~~-""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 drop
situations. The principle differences are that this exam-
pie shows a lane drop on a two-lane, one-way roadway
(normally part of a dual carriageway) and it assumes
@ ~ TA103
TA104
1200 2 or 3(11
high approach speeds. If the situation is not isolated

but occurs within a larger roadworks site, the signing
level should be adjusted in accordance with the, oper-
ating speed prevailing (see Section 13.4).
@ 80
TA201-60
TA201-80 1200
3
2
2 Since the lane drop is short term, and during daytime TA201-100 2
only, delineation may be provided by means of TRAF-
FIC CONES TD4. Signing in the taper area is very limited
compared to long term installations so that 700 mm
TRAFFIC CONES, preferably made more conspicuous
with white retroreflective sleeves, are recommended.
8 120 A201-120 1200 2
Although signing within the transition and work area is

kept to a minimum, the advance signing indicated must
be provided otherwise traffic will arrive at the lane drop
travelling too fast for safe merging to occur. Apart from A TW336 1500 4 ~
the hazard this represents, congestion will occur as a IJ
result, making the installation very inefficient in its
A
operation.
3 Detail 13.66.1 shows dropping of the "Slow" lane. This
application is not recommended for roadways with TW214 1500 2(21
high volumes and/or a significant percentage of 'ff TW215 of each
heavy vehicles. The dropping of the "Fast" lane as
shown 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 this
4
subsection.
If advance signing has to be reduced due to time or
space considerations, it is recommended that a full set
of signs on.on~ side of the road be omitted, rath~r than

~ 1~
TGS101
TGS102
1200 X
1600
2(21
of each
by decreasing In the length of the sequence. Which set
!
may be omitted is likely to be site specific due to space
or 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 10
the "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 Y
reduction 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 2
may be replaced by signs TW214 (or TW215) of an I Lftft- I .
adequate size. I 600 m I TIN 11. 3 1500 2
Checklist
M FLAGS 450 X 4
0 how many lanes are there on the section of road on r-- 450
which the lane is to be closed?
0 what is the anticipated traffic approach speed during (1) If possible provide 2 x TA103/TA104
the 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 accommodated
0
within the space available?
will the lane closure cross off and on ramps -or can this
(]' .
be avoided? I,
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13.11.14 FREEWAYS I DUAL CARRIAGEWAY ROADS
13.11.9 Work in Median

1 This application of temporary traffic signing is very INSTALLATION INVENTORY
specific to a work situation in a dual carriageway road
during 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-
ments are likely to occur with the attendant need for
@~ 60
~
TR201-60
TR201-80
1200 4( )
4 2
higher levels of concentration.

2 Since this type of situation is likely to be only part of a
larger
be roadworks
added operation,
to whatever the required
is needed signingsigning
by the overall has to \8 120 R201-120 1200 2(2)
plan. If necessary, the more general signing level

should be reduced somewhat in order to make sure the
exit and entry signing will be clearly visible. Subject to
prevailing visibility conditions this is a typical situation
where the use of special grades of high luminance
fluorescentlretroreflective material for the median ac-
AA
TW344
TW345
1500 3
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
in speed of construction vehicles prior to leaving the
!D]I TGS131
1200 X
1600 4 to 6
roadway (from the "fast" lane), it is recommended that ~
the signing be supplemented by a flagman instructed "J
to operate only when an exiting truck is approaching.
Temporary speed limits should preferably be related to
8 150 X 600
60 plus
4 per 100m
the general conditions prevailing, and NOT to the local- TW402 200 X 800 .t
ised 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 the
road.
4 A major roadworks site may have a number of such I For 12kmI TIN 11.2 1200 2
median access points. It has proven effective in such

cases to identify each access by a number associated
with the TW344 sign. Construction vehicle drivers can
then be advised which of the several accesses they are I ~"" -I
to use on a trip-by-trip basis. I 300 m I TIN 11. 3 1200 4
Checklist
(3)
0 can access points be sited where visibility is good even [:~~J TIN 11.4 1500 4
if this means that construction traffic may travel some
distance on the median?
0 can exit points from the median be sited so that con- 0
struction vehicle drivers have clear sight in order to r~l
judge 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 construction

vehicles 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 numberthese? roadworks site. Extra advance signs
will be required if used on its own.
(2) Speedsaccording to site.
(3) Special text supplementary plates.
~
ROADWORKS SARTSM-VOL2 NOVEMBER 1997_c":;'..,.
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APPENDIX C
OCCUPATIONAL HEALTH AND
SAFETY
OCCUPATIONAL HEALTH AND SAFETY
GENERIC SPECIFICATIONS
1.0 SCOPE
This part of the specification has the objective to assist Principal Contractors entering into contracts
with SANRAL that they comply with the Occupational Health and Safety (OH&S) Act, No. 85 of 1993.
Compliance with this document does not absolve the Principal Contractor from complying with
minimum legal requirements and the Principal Contractor remains responsible for the health and
safety of his employees and those of his Mandataries. Principal and other Contractors should
therefore insist that this part of the Specification form part of any contract that he may have with other
Contractors and/or Suppliers.
This section covers the development of a health and safety specification that addresses all aspects of
occupational health and safety as affected by this contract. It provides the requirements that
Principal Contractors and other Contractors shall comply with in order to reduce the risks associated
with this contract that may lead to incidents causing injury and/or ill health.
2.0 GENERAL OCCUPATIONAL HEALTH AND SAFETY PROVISIONS
2.1 Hazard Identification and Risk Assessment (Construction Regulation 7)
2.1.1 Risk Assessments
Paragraph 4 contains a generic list of risk assessment headings that have been identified by
SANRAL as possibly applicable to this contract. It is, by no means, exhaustive and is offered as
assistance to Contractors intending to tender.
2.1.2 Development of Risk Assessments
Every Principal Contractor performing construction work shall, before the commencement of any
construction work or work associated with the aforesaid construction work and during such work,
cause a risk assessment to be performed by a competent person, appointed in writing, and the risk
assessment shall form part of the OH&S plan and be implemented and maintained as contemplated
in Construction Regulation 5(1).
The risk assessment shall include, at least:
the identification of the risks and hazards to which persons may be exposed
the analysis and evaluation of the risks and hazards identified
a documented plan of safe work procedures to mitigate, reduce or control the risks and
hazards that have been identified
a monitoring plan and
a review plan
Based on the risk assessment, the Principal Contractor shall develop a set of site-specific OH&S
rules that shall be applied to regulate the OH&S aspects of the construction. The risk assessment,
together with the site-specific OH&S rules shall be submitted to SANRAL before construction on site
commences. Despite the risk assessments listed in paragraph 4, the Principal Contractor shall
conduct a baseline risk assessment and the aforesaid listed risk assessment shall be incorporated
into the baseline risk assessment. The baseline risk assessment shall further include the standard
working procedures and the applicable method statements based on the risk assessments
All variations to the scope of work shall similarly be subjected to a risk assessment process.
# 377437-v1
2.1.3 Review of Risk Assessment
The Principal Contractor shall review the hazard identification, risk assessments and standard
working procedures at each production planning and progress report meeting as the contract work
develops and progresses and each time changes are made to the designs, plans and construction
methods and processes. The Principal Contractor shall provide SANRAL, other Contractors and all
other concerned parties with copies of any changes, alterations or amendments as contemplated in
paragraph 2.1.3.
2.2 Legal Requirements
A Principal Contractor shall, as a minimum, comply with:
• The Occupational Health and Safety Act and Regulations (Act 85 of 1993), an up-to-date
copy of which shall be available on site at all times.
• The Compensation for Occupational Injuries and Diseases Act (Act 130 of 1993), an up-to-
date copy of which shall be available on site at all times.
• Where work is being carried out on a “mine”, the Contractor shall comply with the Mines
Health and Safety Act and Regulations (Act 29 of 1960) and any other OH&S requirements
that the mine may specify. An up-to-date copy of the Mines Health and Safety Act and
Regulations shall be available on site at all times.
2.3 Structure and Responsibilities
2.3.1 Overall Supervision and Responsibility for OH&S
It is a requirement that the Principal Contractor, when he appoints Contractors (Sub-contractors) in

terms of Construction Regulations 5(3), 5(5), 5(9), 5(10) and 5(12) includes in his agreement with
such Contractors the following:
OH&S Act (85 of 1993), Section 37(2) agreement: “Agreement with Mandatary”.
OH&S Act (85 of 1993), Section 16(2) appointee/s as detailed in his/her/their respective
appointment forms.
2.3.2 Further (Specific) Supervision Responsibilities for OH&S
The Contractor shall appoint designated competent employees and/or other competent persons as
required by the Act and Regulations. Below is a generic list of identified appointments and may be
used to select the appropriate appointments for this contract. The Contractor shall note that it is a
generic list only and is intended for use as a guideline.
Ref. Section/Regulation in OH&S Act

Batch Plant Supervisor (Construction Regulation 6(1)
Construction Vehicles/Mobile Plant/Machinery Supervisor (Construction Regulation 21)
Demolition Supervisor (Construction Regulation 12)
Drivers/Operators of Construction Vehicles/Plant (Construction Regulation 21)
Electrical Installation and Appliances Inspector (Construction Regulation 22)
Emergency/Security/Fire Coordinator (Construction Regulation 27)
Excavation Supervisor (Construction Regulation 11)
Explosive Powered Tool Supervisor (Construction Regulation 19)
Fall Protection Supervisor (Construction Regulation 8)
First Aider (General Safety Regulation 3)
Fire Equipment Inspector (Construction Regulation 27)
Formwork & Support work Supervisor (Construction Regulation 10)
Hazardous Chemical Substances Supervisor (HCS Regulations)
Incident Investigator (General Admin Regulation 29)
Ladder Inspector (General Safety Regulation 13A)
Lifting Equipment Inspector (Construction Regulation 20)
Materials Hoist Inspector (Construction Regulation 17)
OH&S Committee (OH&S Act Section 19)
OH&S Officer (Construction Regulation 6(6)
OH&S Representatives (OH&S Act Section 17)
Person Responsible for Machinery (General Machinery Regulation 2)
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Scaffolding Supervisor (Construction Regulation 14)
Stacking & Storage Supervisor (Construction Regulation 26)
Structures Supervisor (Construction Regulation 9)
Suspended Platform Supervisor (Construction Regulation 15)
Tunnelling Supervisor (Construction Regulation 13)
Vessels under Pressure Supervisor (Vessels under Pressure
Regulations)
Working on/next to Water Supervisor (Construction Regulation 24)
Welding Supervisor (General Safety Regulation 9)
In addition SANRAL requires that a Traffic Safety Officer be appointed (see COLTO Section 1500).
The above appointments shall be in writing and the responsibilities clearly stated together with the
period for which the appointment is made. This information shall be communicated and agreed with
the appointees. Notice of appointments shall be submitted to SANRAL. All changes shall also be
communicated to SANRAL.
The Principal Contractor shall, furthermore, provide SANRAL with an organogram of all Contractors
that he/she has appointed or intends to appoint and keep this list updated and prominently displayed
on site. Where necessary, or when instructed by an inspector of the Department of Labour, the
Principal Contractor shall appoint a competent Construction Safety Officer.
2.3.3 Designation of OH&S Representatives (Section 17 of the OH&S Act)
Where the Principal Contractor employs more than 20 (twenty) persons (including the employees of
other Contractors (sub-contractors) he has to appoint 1 (one) OH&S representatives for every 50
(fifty) employees or part thereof. General Administrative Regulation 6 requires that the appointment
or election and subsequent designation of the OH&S representatives be conducted in consultation
with employee representatives or employees. (Section 17 of the Act and General Administrative
Regulation 6 & 7). OH&S representatives shall be designated in writing and the designation shall
include the area of responsibility of the person and term of the designation.
2.3.4. Duties and Functions of the OH&S Representatives (Section 18 of the OH&S Act)
The Principal Contractor shall ensure that the designated OH&S representatives conduct continuous
monitoring and regular inspections of their respective areas of responsibility using a checklist and
report thereon to the Principal Contractor. OH&S representatives shall be included in accident or
incident investigations. OH&S representatives shall attend all OH&S committee meetings.
2.3.5. Appointment of OH&S Committee (Sections 19 and 20 of the OH&S Act)
The Principal Contractor shall establish an OH&S committee, which shall meet as specified in the
Regulations.
2.4. Administrative Controls and the Occupational Health & Safety File
2.4.1. The OH&S File (Construction Regulation 5 (7))
As required by Construction Regulation 5(7), the Principal Contractor and other Contractors shall
each keep an OH&S file on site. The following list is not exhaustive and shall only be used as a
guide:
Notification of construction work (Construction Regulation 3)

Latest copy of OH&S Act (General Administrative Regulation 4)
Proof of registration and good standing with COID Insurer (Construction Regulation 4(g))
OH&S plan agreed with the Client including the underpinning risk assessment/s and method
statements (Construction regulation 5(1))
Copies of OH&S committee and other relevant minutes
Designs/drawings (Construction Regulation 5(8))
A list of Contractors (sub-contractors) including copies of the agreements between the
parties and the type of work being done by each Contractor (Construction Regulation 9)
Appointment/designation forms as per paragraphs 2.1.1 and 2.1.2.
Registers as follows:
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- Accident/Incident register (Annexure 1 of the General Administrative Regulations)
- OH&S representatives’ inspection register
- Asbestos demolition and stripping register
- Batch plant inspections
- Construction vehicles and mobile plant inspections by controller
- Daily inspection of vehicles, plant and other equipment by the operator/driver/user
- Demolition inspection register
- Designer’s inspection of structures record
- Electrical installations, -equipment and -appliances (including portable electrical
tools)
- Excavations inspection
- Explosive powered tool inspection, maintenance, issue and returns register (incl.
cartridges and nails)
- Fall protection inspection register
- First aid box contents
- Fire equipment inspection and maintenance
- Formwork and support work inspections
- Hazardous chemical substances record
- Ladder inspections
- Lifting equipment register
- Materials hoist inspection register
- Machinery safety inspection register (incl. machine guards, lock-outs etc.)
- Scaffolding inspections
- Stacking and storage inspection
- Inspection of structures
- Inspection of suspended platforms
- Inspection of tunnelling operations
- Inspection of vessels under pressure
- Welding equipment inspections
- Inspection of work conducted on or near water
- All other applicable records including traffic safety officer reports.
SANRAL will conduct an audit on the OH&S file of the Principal Contractor from time-to-time.
2.5. Notification of Construction Work (Construction Regulation 3)
The Principal Contractor shall, where the contract meets the requirements laid down in Construction
Regulation 3, within 5 working days, notify the Department of Labour of the intention to carry out
construction work and use the form (Annexure A in the Construction Regulations) for the purpose. A
copy shall be kept on the OH&S file and a copy shall be forwarded to SANRAL for record keeping
purposes.
2.6. Training and Competence
The contents of all training required by the Act and Regulations shall be included in the Principal
Contractor’s OH&S plan. The Principal Contractor shall be responsible for ensuring that all relevant
training is undertaken. Only accredited Service Providers shall be used for OH&S training. The
Principal Contractor shall ensure that his and other Contractors’ personnel appointed are competent
and that all training required to do the work safely and without risk to health, has been completed
before work commences. The Principal Contractor shall ensure that follow-up and refresher training
is conducted as the contract work progresses and the work situation changes. Records of all training
must be kept on the OH&S file for auditing purposes.
2.7 Consultations, Communication and Liaison
OH&S liaison between the Client, the Principal Contractor, the other Contractors, the designer and
other concerned parties will be through the OH&S committee as contemplated in paragraph 2.3.5. In
addition to the above, communication may be directly to the Client or his appointed agent, verbally or
in writing, as and when the need arises.
# 377437-v1
Consultation with the workforce on OH&S matters will be through their supervisors, OH&S
representatives and the OH&S committee. The Principal Contractor shall be responsible for the
dissemination of all relevant OH&S information to the other Contractors e.g. design changes agreed
with the Client and the designer, instructions by the Client and/or his/her agent, exchange of
information between Contractors, the reporting of hazardous/dangerous conditions/situations etc.
The Principal Contractors’ most senior manager on site shall be required to attend all OH&S
meetings.
2.8 Checking, Reporting and Corrective Actions
2.8.1. Monthly Audit by Client (Construction Regulation 4(1)(d)
SANRAL will conduct monthly audits to comply with Construction Regulation 4(1)(d) to ensure that
the Principal Contractor has implemented and is maintaining the agreed and approved OH&S plan.
2.8.2. Other Audits and Inspections by SANRAL
SANRAL reserves the right to conduct other ad-hoc audits and inspections as deemed necessary.
This will include site safety walks.
2.8.3 Contractor’s Audits and Inspections
The Principal Contractor is to conduct his own monthly internal audits to verify compliance with his
own OH&S management system as well as with this specification.
2.8.4 Inspections by OH&S Representative’s and other Appointees
OH&S representatives shall conduct weekly inspections of their areas of responsibility and report
thereon to their foreman or supervisor whilst other appointees shall conduct inspections and report
thereon as specified in their appointments e.g. vehicle, plant and machinery drivers, operators and
users must conduct daily inspections before start-up.
2.8.5 Recording and Review of Inspection Results
All the results of the above-mentioned inspections shall be in writing, reviewed at OH&S committee
meetings, endorsed by the chairman of the meeting and placed on the OH&S File.
2.9 Accidents and Incident Investigation (General Administrative Regulation 9)
The Principal Contractor shall be responsible for the investigation of all accidents/incidents where
employees and non-employees were injured to the extent that he/she/they had to be referred for
medical treatment by a doctor, hospital or clinic. The results of the investigation shall be entered into
an accident/incident register listed in paragraph 2.4.1.
The Principal Contractor shall be responsible for the investigation of all minor and non-injury incidents
as described in Section 24(1)(b) & (c) of the Act and keeping a record of the results of such
investigations including the steps taken to prevent similar accidents in future.
2.10 Reporting
The Principal Contractor shall provide SANRAL with copies of all statutory reports required in terms
of the Act within 7 days of the incident occurring.
3.0 OPERATIONAL CONTROL
3.1 Operational Procedures
Each construction activity shall be assessed by the Principal Contractor so as to identify operational
procedures that will mitigate against the occurrence of an incident during the execution of each
activity. This specification requires the Principal Contractor:
# 377437-v1
• to be conversant with Regulations 8 to 29 (inclusive)
• to comply with their provisions
• to include them in his OH&S plan where relevant.
3.2. Emergency Procedures
Simultaneous with the identification of operational procedures (per paragraph 3.1 above), the
Principal Contractor shall similarly identify and formulate emergency procedures in the event an
incident does occur. The emergency procedures thus identified shall also be included in the Principal
Contractor’s OH&S plan.
3.3 Personal & Other Protective Equipment (Sections 8/15/23 of the OH&S Act)
The Contractor shall identify the hazards in the workplace and deal with them. He must either
remove them or, where impracticable, take steps to protect workers and make it possible for them to
work safely and without risk to health under the hazardous conditions.
Personal protective equipment (PPE) should, however, be the last resort and there should always
first be an attempt to apply engineering and other solutions to mitigating hazardous situations before
the issuing of PPE is considered.
Where it is not possible to create an absolutely safe and healthy workplace the Contractor shall
inform employees regarding this and issue, free of charge, suitable equipment to protect them from
any hazards being present and that allows them to work safely and without risk to health in the
hazardous environment.
It is a further requirement that the Contractor maintain the said equipment, that he instructs and trains
the employees in the use of the equipment and ensures that the prescribed equipment is used by the
employee/s.
Employees do not have the right to refuse to use/wear the equipment prescribed by the employer
and, if it is impossible for an employee to use or wear prescribed protective equipment through health
or any other reason, the employee cannot be allowed to continue working under the hazardous
condition/s for which the equipment was prescribed, but an alternative solution has to be found that
may include relocating or discharging the employee.
The Principal Contractor shall include in his OH&S plan the PPE he intends issuing to his employees
for use during construction and the sanctions he intends to apply in cases of non conformance by his
employees. Conformance to the wearing of PPE shall be discussed at the weekly inspection
meetings.
3.4 Other Regulations
Wherever in the Construction Regulations or this specification there is reference to other regulations
(e.g. Construction Regulation 22: Electrical Installations and Machinery on Construction Sites) the
Principal Contractor shall be conversant with and shall comply with these regulations.
3.5 Public Health & Safety (Section 9 of the OH&S Act)
The Principal Contractor shall be responsible for ensuring that non-employees affected by the
construction work are made aware of the dangers likely to arise from said construction work as well
as the precautionary measures to be observed to avoid or minimise those dangers. This includes:
Non-employees entering the site for whatever reason

The surrounding community
Passers by to the site
4.0 PROJECT/SITE SPECIFIC REQUIREMENTS
4.1 List Of Risk Assessments
Clearing and Grubbing of the area/site
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Site establishment including:
- Office/s
- Secure/safe storage for materials, plant and equipment
- Ablutions
- Sheltered eating area
- Maintenance workshop
- Vehicle access to the site
Dealing with existing structures
Location of existing services
Installation and maintenance of temporary construction electrical supply, lighting and
equipment
Adjacent land uses/surrounding property exposures
Boundary and access control/public liability exposures (NB: the employer is also
responsible for the OH&S of non-employees affected by his/her work activities)
Health risks arising from neighbouring as well as own activities and from the environment
e.g. threats by dogs, bees, snakes, lightning, etc.
Exposure to noise
Exposure to vibration
Protection against dehydration and heat exhaustion
Protection from wet and cold conditions
Dealing with HIV/Aids and other diseases
Use of portable electrical equipment including:
- Angle grinder
- Electrical drilling machine
- Skill saw
Excavations including:
- Ground/soil conditions
- Trenching
- Shoring
- Drainage of trench
Welding including:
- Arc welding
- Gas welding
- Flame cutting
- Use of LP gas torches and appliances
Loading and offloading of trucks
Aggregate/sand and other materials delivery
Manual and mechanical handling
Lifting and lowering operations
Driving and operation of construction vehicles and mobile plant including
- Trenching machine
- Excavator
- Bomag roller
- Plate compactor
- Front end loader
- Mobile cranes and the ancillary lifting tackle
- Parking of vehicles and mobile plant
- Towing of vehicles and mobile plant
Use and storage of flammable liquids and other hazardous substances
Layering and bedding
Installation of pipes in trenches
Pressure testing of pipelines
Backfilling of trenches
Protection against flooding
Gabion work
Use of explosives
Protection from overhead power lines
As discovered by the principal contractor’s hazard identification exercise
As discovered from any inspections and audits conducted by the client or by the principal
contractor or any other contractor on site
As discovered from any accident/incident investigation.
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CONSTRUCTION OCCUPATIONAL HEALTH - SAFETY - ENVIRONMENT
AUDIT SYSTEM
* Denotes items applicable to both Construction sites and Contractors Plant/Storage Yards
Amended: 30 November 2007
AUDIT
1. ADMINISTRATIVE & LEGAL REQUIREMENTS
OHS Act Yes /

Subject Requirements Comments
Section/Regulation No
Construction Notice of carrying out Department of Labour notified.
Regulation 3 Construction work Copy of Notice available on site.
General Administration *Copy of OHS Act Updated copy of Act & Regulations on site.
Regulation 4 (Act 85 of 1993) Readily available for perusal by Employees.
COID Act *Registration with Written proof of registration/Letter of good standing available on
Section 80 Compens. Insurer site.
Construction OHS Specification & OHS Spec received from Client OHS programmed developed
Regulation 4 & 5(1) Programme updated regularly.
Section 8(2)(d) Construction *Hazard Identification & Hazard identification carried out/recorded.
Regulation 7 Risk Assessment Risk assessment and – plan drawn up/updated.
RA Plan available on site.
Employees/Sub-Contractors informed/trained.
Section 16(2) *Assigned duties Responsibility of complying with the OHS Act assigned to other
(Managers) person/s by CEO.
Construction Designation of Person Competent person appointed in writing as Construction
Regulation 6(1) Responsible on site Supervisor.
Construction Designation of Assistant Competent person appointed in writing as Assistant Construction
Regulation 6(2) for above Supervisor.
Section 17 & 18 *Designation of More than 20 employees - one OHS Representative, one
General Administrative Occupational Health & additional OHS Rep. for each 50 employees or part thereof.
Regulations 6 & 7 Safety Representatives Designation in writing, period and area of responsibility specified.
# 377437-v1
OHS Act Yes /
Meaningful OHS Rep. reports.
Reports actioned by Management.
Section 19 & 20 *Occupational Health & OHS Committee/s established.
General Administrative Safety Committee/s Members appointed in writing.
Regulations 5 Meetings held monthly and Minutes kept.
Actioned by Management.
Attendance by (Sub)Contractors.
Section 37(1) & (2) *Agreement with Written agreement with (Sub-)Contractors.
Mandataries/ List of (Sub-)Contractors displayed.
(Sub-)Contractors Proof of Registration with Compensation Insurer/Letter of Good
Standing.
Construction Supervisor designated.
Written arrangements re: OHS Reps & OHS Committee & First
Aid.
General Administration *Investigation and All injuries which resulted in the person receiving medical
Regulation 9 Recording of Incidents treatment other than first aid, recorded and investigated by
investigator designated in writing.
Copies of Reports (Annexure 1) on site.
Tabled at OHS Committee meeting.
Action taken by Site Management.
Construction Fall Prevention & Competent person appointed to draw up and supervise the Fall
Regulation 8 Protection Protection Plan.
Proof of appointees competence available on site.
Risk Assessment carried out for work at heights.
Fall Protection Plan drawn up/updated and available on site.
Openings Unprotected openings adequately
guarded/fenced/barricaded/catch-nets installed.
Construction Roof work Competent person appointed to plan & supervise roof work.
Regulation 8(5) Proof of appointees competence available on site.
Risk Assessment carried out.
Roof work plan drawn up/updated.
Roof work inspect before each shift. Inspection register kept.
Employees medically examined for physical & psychological
fitness. Written proof on site.
Roof work discontinued when bad/hazardous weather.
Fall protection measures (including warning notices when working
close to edges.
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OHS Act Yes /
Construction Structures Information re. the structure being erected received from the
Regulation 9 Designer including:
- geo-science technical report where relevant
- the design loading of the structure
- the methods & sequence of construction
- anticipated dangers/hazards/special measures to construct
safely
Method statement drawn up.
All above available on site.
Structures inspected before each shift. Inspections register kept.
Construction Formwork & Support Competent person appointed in writing to supervise erection,
Regulation 10 work maintenance, use and dismantling of Support & Formwork.
Design drawings available on site.
Support & Formwork inspected:
- before use/inspection
- before pouring of concrete
- weekly whilst in place
- before stripping/dismantling
Inspection register kept.
Construction Scaffolding Competent persons appointed in writing to:
Regulation 14 - erect scaffolding (Scaffold Erector/s)
- act as Scaffold Team Leaders
- inspect Scaffolding weekly and after inclement weather (Scaffold
Inspector/s)
Written Proof of Competence of above appointees available on
site.
Copy of SABS 085 available on site.
Inspected weekly/after bad weather. Inspection register/s kept.
Construction Suspended Platforms Competent persons appointed in writing to:
Regulation 15 - control the erection of suspended platforms
- act as suspended platforms team leaders
- inspect suspended scaffolding weekly and after inclement
weather
Risk Assessment conducted.
Certificate of Authorisation issued by a Registered Professional
Engineer available on site/copy forwarded to the Department of
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OHS Act Yes /
Labour.
The following inspections of the whole installation carried out by a
competent person:
- after erection and before use
- daily, prior to use. Inspection register kept
The following tests to be conducted by a competent person:

- load test of whole installation and working parts every 12 months
- hoisting ropes/hooks/load attaching devices quarterly. Tests log
book kept.
Employees working on suspended platform medically examined
for physical & psychological fitness. Written proof available.
Construction Excavations Competent person/s appointed in writing to supervise and inspect
Regulation 11 excavation work.
Written Proof of Competence of above appointee/s available on
site.
Inspected as required by regs:
- before every shift
- after any blasting
- after an unexpected fall of ground
- after any substantial damage to the shoring
- after rain. Inspections register kept.
Method statement developed where explosives will be/are used.
Shored / Braced to prevent caving / falling in.
Provided with an access ladder.
Excavations deeper than Excavations guarded/barricaded/lighted after dark in public areas.

1.5m. (See section 1 for Soil dumped at least 1m away from edge of excavation.
Designation and Register) On sloping ground soil dumped on lower side of excavation.
Construction Demolition Work Competent person/s appointed in writing to supervise and control
Regulation 12 demolition work.
Written Proof of Competence of above appointee/s available on
site.
Engineering survey and Method Statement available on site.
Inspections to prevent premature collapse carried out by
competent person before each shift.
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OHS Act Yes /
Construction Materials Hoist Competent person appointed in writing to inspect the material
Regulation 17 hoist.
Written Proof of Competence of above appointee available on
site.
Materials hoist to be inspected weekly by a competent person.
Inspections register kept.
Construction Water Environments (Incl Competent person appointed in writing to supervise, control &
Regulation 24 Caissons & Cofferdams) inspect work on or over water and the construction,
installation/dismantling of caissons/cofferdams.
site.
Risk Assessment carried out. To be inspected daily by a
competent person.
Construction Explosive Powered Tools Competent person appointed to control the issue of the explosive
Regulation 19 powered tools & cartridges and the service, maintenance and
cleaning.
Register kept of above.
Empty cartridge cases/nails/fixing bolts returns recorded.
Cleaned daily after use.
*Explosive Powered Only used by trainer/authorised personnel.

Tools (see Section 1 for Prescribed warnings signs placed/displayed where tool is in use.
Designation and Inspected at least monthly by competent person and result
Register) recorded.
Issue and return recorded including cartridges/nails an unused
cartridges/nails/empty shells recorded.
Cleaned daily after use.
Construction Batch Plants Competent person appointed to control the operation of the batch
Regulation 18 plant and the service, maintenance and cleaning.
Register kept of above.
Batch plant to be inspected weekly by a competent person.
Inspections register kept
Construction Tunnelling Complying with Mines Health & Safety Act (29 of 1996).
Regulation130/Mine H&S Act Risk Assessment carried out.
Construction Cranes & Lifting Competent person appointed in writing to inspect cranes, lifting
Regulation 20/Driven Machines Equipment machines & equipment.
# 377437-v1
OHS Act Yes /
Machinery Regulations 18 & Written Proof of Competence of above appointee available on
19 site.
Cranes & lifting tackle identified/numbered.
Register kept for lifting tackle.
Log book kept for each individual crane.
Inspection: - All cranes - daily by operator
- Tower Crane/s - after erection/6 monthly
- Other cranes - annually by comp. person
- Lifting tackle (slings/ropes/chain slings etc.) - 3
monthly
Construction *Inspection & Competent person appointed in writing to inspect/test the
Maintenance of Electrical installation and equipment.
Regulation 22/Electrical Installation & Equipment Written Proof of Competence of above appointee available on
Machinery Regulations 9 & 10/ (including portable site.
Electrical Installation electrical tools) Inspections:
Regulations - Electrical installation & equipment inspected after
installation, after alterations and quarterly.
Inspection registers kept.
Portable electric tools and -lights and extension leads
identified/numbered.
Monthly visual inspection by User/Issuer/Storeman.
Register kept.
Construction *Designation of Stacking Competent person/s with specific knowledge and experience
Regulation 26/General Safety & Storage Supervisor designated to supervise all stacking & storage.
Regulation 8(1)(a) Written Proof of Competence of above appointee available on site
Construction *Designation of a Person Person/s with specific knowledge and experience designated to
Regulation 27/Environmental to Co-ordinate co-ordinate emergency contingency planning must be appointed
Regulation 9 Emergency Planning in writing.
And Fire Protection
*Fire Extinguishing All Fire Extinguishing Equipment identified and on register.

Equipment Inspected.
Serviced annually.
Fire Risks identified and on record.
Fire Extinguishing Equipment available for:

*Offices
# 377437-v1
OHS Act Yes /
*General Stores
*Flammable Store
*Fuel Storage Tank/s
*Gas Welding/Cutting Operations
* Where flammable substances are being used/applied.
*Maintenance Fire equipment serviced minimum annually.
General Safety Regulation 3 *First Aid Every workplace provided with sufficient number of First Aid
boxes. (Required where 5 persons or more are employed.)
First Aid freely available.
Equipment as per the list in the OHS Act.
One qualified First Aider appointed for every 50 employees.
(Required where more than 10 persons are employed.)
List of First Aiders and Certificates.
Name of person/s in charge of First Aid box/es displayed.
Location of First Aid box/es clearly indicated.
General Safety Regulation 2 Personal Safety PPE Risk Assessment carried out.
Equipment (PPE) Items of PPE prescribed/use enforced.
Records of issue kept.
Undertaking by Employee to wear PPE.
*PPE needs analysis Need for PPE identified and prescribed in writing to be verified
against risk assessments and WSP.
As per Risk Assessment
Identified equipment issued free of charge.
*PPE Issue and Control All PPE maintained in good condition (regular checks).
Workers instructed in the proper use and maintenance of PPE.
Commitment obtained for wearer accepting conditions and to
wear the PPE.
Record of PPE issued and kept on file.
General Safety Regulation 9 *Inspection & Use of Competent person/s with specific knowledge and experience
Welding/Flame Cutting designated to inspect electric arc, gas welding and flame cutting
Equipment equipment.
Written Proof of Competence of above appointee available on site
Equipment identified/numbered & entered into a register.
Equipment inspected monthly.
Hazardous Chemical *Control of Storage & Competent person/s with specific knowledge and experience
Substances (HCS) Usage of HCS and designated to control the storage & usage of HCS (including
# 377437-v1
OHS Act Yes /
Regulations Flammables Flammables).
Construction Regulation 23 Written Proof of Competence of above appointee available on site
Register of HCS kept/used on site.
Vessels under Pressure Vessels under Pressure Competent person/s with specific knowledge and experience
Regulations (VUP) designated to supervise the use, storage, maintenance, statutory
inspections & testing of VUP’s.
Written Proof of Competence of above appointee available on site
Certificates of Manufacture available on site.
Register of VUP’s on site.
Inspections & testing by Approved Inspection Authority (AIA):
- after installation/re-erection or repairs
- every 36 months.
- Register/log kept of inspections, tests.
- Modifications & repair
Construction Construction Vehicles & Operators/Drivers appointed to:
Regulation 21 Earth Moving Equipment - carry out a daily inspection prior to use
- drive the vehicle/plant that he/she is competent to
operate/drive Implement Daily Inspection
site.
Record of daily inspections kept.
General Safety *Inspection of Ladders Competent person appointed in writing to inspect ladders.
Regulation 13A Ladders inspected at arrival on site and monthly thereafter.
General Safety Ramps Competent person appointed in writing to supervise the erection &
Regulation 13B inspection of ramps.
# 377437-v1
2. EDUCATION & TRAINING
Yes/
No
*Company OH&S Policy Section 7(1) Policy signed by CEO and published/Circulated to Employees.
Policy displayed on Employee Notice Boards.
*Induction & Task Safety Training All new Employees receive OHS Induction Training.
(Section 13(a) Training includes Task Safety Instructions. WSP.
Employees acknowledge receipt of training.
Follow-up to ensure Employees understand/adhere to instructions.
*General OHS Training All Employees receive basic OHS training: written proof.
(Section 13(a) Operators of Plant & Equipment receive specialised training.
Follow-up to ensure Employees understand/adhere to instructions.
3. PUBLIC SAFETY, SECURITY MEASURES & EMERGENCY PREPAREDNESS

Yes/
Subject Requirement Comments
No
*Notices & Signs Notices & Signs at entrances:
“No Unauthorised Entry”
Notices & Signs at entrance instructing visitors and non-employees what to do,
where to go and where to report on entering of site offices, workshops, borrow pits
and quarries with directional signs. e.g.:
“Visitors to report to Office”
Notices & Signs posted to warn of overhead work and other hazardous activities.
e.g.:
“General Warning Signs”
*Emergency Preparedness Emergency contact numbers displayed with designated person.
*Emergency Drill & Evacuation Adequate number of Employees trained to use fire equipment.
# 377437-v1
4. PLANT & STORAGE YARDS/SITE WORKSHOPS SPECIFICS
Yes/
No
Section 8(2)(1) Person/s with specific knowledge and experience designated to supervise the use &
General Machinery Regulation 2(1): maintenance of machinery.
Supervision of the Use & Maintenance Critical items of machinery identified/numbered/placed on register/inventory.
of Machinery Inspection/maintenance schedules for abovementioned.
Inspections/maintenance carried out to above schedules.
Results recorded.
General Machinery Regulation 9(2): Schedule D Notice posted in work areas.
Notices re. Operation of Machinery
Vessels under Pressure Regulation Person/s with specific knowledge and experience designated to supervise the use &
13(1)(b): maintenance of VuP’s.
Supervision of the Use & Maintenance VuP’s identified/numbered/placed on register/manufacturers plate intact.
of Vessels under Pressure (VuP) Inspection/maintenance schedules for above-mentioned.
Inspections/maintenance carried out to above schedules.
Results recorded/test certificates available.
Lock-out Procedure Lock-out procedure in operation.
Ergonomics Ergonomics survey conducted – results on record.
Survey results applied.
Battery Storage & Charging Adequately ventilated, ignition free room/area/no smoking sign/s.
Batteries placed on rubber/wooden surface.
Emergency shower/eye wash provided.
No acid storage in area.
Ancillary Lifting Equipment Chain Blocks/Tirfors/jacks/mobile gantries etc. identified/numbered on register.
Chains in good condition/links no excessive wear.
Lifting hooks – throat pop marked/safety latch fitted.
SWL/MML marked/displayed.
Presses/Guillotines/Shears Only operated by trained/authorised persons.
Interlocks/lock-outs fitted.
5. WORKPLACE ENVIRONMENT, HEALTH & HYGIENE

Yes/
No
*Lighting Adequate lighting in places where work is being executed e.g. stairwells and
ER 3 basements.
Light fittings placed/installed causing no irritating/blinding glare.
# 377437-v1
Yes/
No
*Ventilation Adequate ventilation/extraction/exhausting in hazardous areas e.g. chemicals/ad-
ER 5 hesives/welding/petrol or diesel/motors running and in confined spaces/basements.
*Noise Tasks identified where noise exceeds 85 dBa.
ER 7 All reasonable steps taken to reduce noise levels at the source.
Hearing protection used where noise levels could not be reduced to below 85 dBa.
*Heat Stress Measures in place to prevent heat exhaustion in heat stress problem areas e.g. steel
ER 4 decks, when the WBGT index reaches 30. (See Environmental Regulation 4.)
Cold drinking water readily available when extreme temperatures are experienced.
*Ablutions Sufficient toilets provided - 1 per 30 employees (National Building Regulations
CR 28 prescribe chemical toilets for Construction sites.)
Toilet paper available.
Sufficient showers provided.
Facilities for washing hands provided.
Soap available for washing hands.
Means of drying hands available.
Changing facilities/area provided.
Ablution facilities hygienic and clean.
*Eating / Cooking Facilities Adequate storage facilities provided.
CR 28 Weather protected eating area provided, separate from changing area.
Refuse bins with lids provided.
Facilities clean and hygienic.
*Hazardous Chemical Substances All substances identified and list available e.g. acids, flammables, poisons, etc.
(See Section 1 for Designation & Material Safety Data Sheets (MSDS) indicating hazardous properties and emergency
Register) procedures in case of incident on file and readily available.
Substances stored safely.
AUDITOR SIGNATURE _________________________________________ DATE ___________________________
RECEIVED BY _________________________________________ DATE ___________________________

MANAGER / SUPERVISOR
TABLED AT OH&S COMMITTEE _________________________________________
# 377437-v1
APPENDIX D
SABITA: BITUMINOUS
PAVEMENT REPAIRS
APPENDIX E
SLOPE MANAGEMENT SYSTEM
INFORMATION
PROCEDURES FOR COMPLETING SLOPE STABILITY

MONITORING FORM
BACKGROUND
SANRAL has developed a Slope Management System (SMS) which by world standards may
be considered simple as the input to the system may also be carried out by non-geotechnical
personnel after receiving some basic training.
The ongoing SMS consists of the following steps:
1. The compilation of a comprehensive data-base of all (ideally) deep cuttings (> 5m) and
(ideally) all high fills (> 5m), as well as all existing retaining structures, such as
permanently anchored faces or walls (of all heights) or Reinforced Earth walls (of all
heights), or Concrete Retaining Block (CRB) wall gravity type walls, per chainage and per
co-ordinates, per Route, and per direction in the case of a freeway, and per SANRAL
Region. This IT - stored data-base contains information on all deep cuttings / high fills or
retaining structures regardless whether any of them have previously presented erosion/
stability/ settlement problems or not.
2. Each of these slopes are then geotechnically evaluated in order to allocate an initial
qualitatively assessed risk rating to each such an asset. A standard SANRAL-developed
method is being used throughout to determine and to allocate these individual
geotechnical risk ratings. For example, for SMS record purposes and slope management
purposes, the serious problematic ones are being rated “red,” the mediocre ones
“orange”, and the non-problematic ones “green”. Another example, of an existing
permanently anchored facility, say one with no known historical stability problems, will
never carry a “green” rating, rather an “orange” rating, simply because such
anchors/anchor heads need to be maintained every 5 -10 yrs say, and the designated
“orange” rating fed into the system, is intended to trigger such an operational
maintenance requirement within the SANRAL SMS.
3. The third, and probably the most important step in the SMS, is the continuous up-keeping
of historical stability-, and/or erosion- incident related data for the affected slopes, using
this prescribed Slope Stability Monitoring Form. This is carried out through the Routine
Road Maintenance contracts, whereby the Route Manager (RM) is required to compile, to
distribute, and to file, a historical portfolio of evidence for each of the slopes 9cuts or
embankments) where stability related incidents, or serious erosion damage had been
recorded. Incident records of a serious or potential serious nature are obviously to be
reported immediately by RM’s to SANRAL, and by obviously providing the properly
recorded evidence.
4. The portfolio is then reported regularly to SANRAL via the road condition report. SANRAL
then re-rate the various affected slopes and/or determine necessary timeous corrective
action for these slopes.
5. The final step is the implementation of the eventual slope rehabilitation measures, or the
improved safety or maintenance measures implemented as the case may be, which then
get reported back to SANRAL for updating the data- base.
Appendix E - SLOPE_STABILITY_MONITORING_FORM_2_-_RRM
A. GENERAL
1. Both the Route Manager (RM, i.e. the appointed Consultant) and Routine Road
Maintenance Contractor should always keep blank copies of this Form, as they do not
necessarily inspect the same portion of the route simultaneously. If it so happens that
both the Contractor and Consultant coincidentally complete a Form for any same
particular incident, the Consultant should ensure that only one of the forms become the
official version thereof . He must also keep an official file of Forms relating to all incidents,
filed per Section per cut or fill/embankment for scrutiny by SANRAL. Detailed records
regarding the reporting by the RM of serious incidents to SANRAL, shall also be
accurately kept separately.
2. All the relevant route details must be completed. Hand-held GPS co-ordinates are
acceptable. These should be taken on the existing centre line of the road. The co-
ordinates should be in WGS84 format with degrees and digital minutes. Please do not
provide the SA grid system co-ordinates or degrees, minutes and seconds.
3. All falling rocks / minor slips, obvious serious erosion damage, cracks, cracks on the
road, seepage etc. must be recorded as these could be a warning of further more serious
incidents. Photographs, sketches or diagrams of approximate/ general arrangement of
cracks, slips, fallen debris, etc should form a part of the permanent records. NB: see D.
on last page of the Form.
4. The Form has been designed for ticking or crossing of applicable blocks. There are a few
items where the Route Manager / Contractor filling out the Form needs to use
engineering judgment and to only do some basic measurements, e.g. approximate cubic
metres of materials that came down the slope and the approximate angle and height of
the cut and natural slope above it etc (these could be verified by also providing
supplementary information in D. as referred to above and provided for at the bottom of
the Form.).
B. BOULDERS (Cuts mostly)
This section is relatively self-explanatory.
1. Tick the shape which most accurately resembles the fallen rock/boulder and measure the
average maximum dimension of the rocks/boulders and record.
2. If matrix material was also transported with the boulder, record the approx. quantity and
type of matrix material e.g. cobbles, clay, clayey gravel etc.
3. Record where the rocks / boulders and matrix material came to rest. This is important in
trying to understand the risk of damage/injury to property and people.
4. Try to ascertain where the rock(s) / boulder(s) originated from. Also the approximate date
when the event occurred. Try to correlate with adverse weather, seismic event etc, if
applicable.
C. SLOPE FAILURE (NB: Either a Fill / Embankment or a Cut, or both)
1. Identify the major geological types / layer – combinations / unfavourable joint orientation /
layering / wedges as observed in cuttings, especially those which are known to give
stability problems, e.g. dolerite on shale, or sandstone on shale, or residual dolerite, or
talus, or quartzite or what?
2. Weathering of cut face – Yes/No – if it is a single type of exposed material. If it is a

geological combination, comment only on the worst material e.g. if dolerite on shale –
Type of rock: shale Y N
3. Describe the slipped material and exposed face in terms of moisture condition, matrix
material etc.
4. Describe the principal failure mode. Use attached FIG.B.
5. Investigate above the slipped area by looking for cracks and other minor slips. Take
numbered photos and record comments for each. Measure the length, widths, depth and
spacing between cracks and other slips. Also measure the distance from the original
edge (upper break point) of the cut. (This may be different as the slip may have caused
the original edge to move back). Observe whether the cracks are water-filled or not.
6. Provide visual details and rate of observed seepage out of slope face, e.g. slight /
medium/ quick.
7. Try to correlate with adverse weather, seismic event etc, if applicable.
8. In case of an embankment fill failure, provide the requested input information.
D. ADDITIONAL COMMENTS / ATTACHMENTS
Any other supporting additional information that the reporter feels necessary to be included.
These could be for example:
Comments
• Perceived degree of danger to road-user public / road itself etc.
• Also whether the road or some lanes had to be closed entirely, or the traffic
diverted?
• Trees and vegetation or services posing a problem
• Cracks above cut slope – water filled? or Cracks on road surface –water filled?
• Reporter’s view as to probable cause of failure.
Any further comments?
Attachments
• Supplementary sketches of failure/ cracks / events vs. dates if possible, shown in
relation to road centre line
• Photographic records /numbers/dates relating to abovementioned sketches
SLOPE STABILITY (CUTS OR FILLS ) MONITORING FORM
ROUTE: SECTION: KM:………….. to……………. CUT / FILL LHS / RHS

GPS X& Y co-
ordinate X Y
of failure
DATE: TIME:
Inspection carried out
and signed by: ( NB Use Sign: Name: Co: Tel:
black pen )
A. GENERAL
Provide
Is it a benched
1 Height of : …………….. (m) Y N
dimensions in D
CUT / FILL slope?
below
2 Angle of : Slope ……….o Ratio: ……….:………... ( v : h )
3
Angle of natural slope above cut slope: Slope……….o Ratio: ……….:………... ( v : h )
4 Height of natural slope above cut slope …………… ( m)

Does the failed embankment slope, or cut slope where the boulders came from , show signs of erosion or is it well
vegetated?
5 Severely Slightly Un- Poorly Well Vegetated: Well Vegetated:
Eroded Eroded Vegetated Vegetated Grass Trees & Grass
Was there a fire or other catastrophic event in the area prior to the incident?
Yes No
6 Other: Fire Rain …………mm Vegetation Clearance

Date:
How long prior to incident?__________________________________

Has there been previous rehab/ maintenance work carried out on the embankment/ cut slope with the view of reducing
slips or boulders?……………. Y / N
7
If so, what and when? (Use separate page if required, to be provided in D below) .................................................................
.......................................................................................................................................................................................
8 Provide Surface Water Drain details by referring to the FIG . A (attached ) Definitions ex TRH 18.
8.1 Upper interceptor drain? Y N Lined drain? Y N Formatted: Font: Arial Narrow, 10
pt, Bold, English (U.S.)
8.2 Upper berm or catchwall? Y N
8.3 Is slope face benched? ( No. of benches = ………. ) Y N
8.4 Is there a catchwater drain? Y N Lined drain? Y N Formatted: Font: Arial Narrow, 10
8.5 Is there a side drain? Y N Lined drain? Y N pt, Bold, English (U.S.)
Are any of the above blocked? Or their catch pits
8.6 Y N
blocked?
Width * of Debris Trap at toe of CUT slope ( see FIG. A attached) = .………………….(.m )
9
NOTE * :-
Including width of Side Drain should it exist.
B BOULDERS ( Cuts mostly)
1 Record the approx .maximum dimension of fallen boulder(s) and

..……….mm
ave. shape (rounded/ cubical ,or rectangular/ sub- angular,
or wedge/ slab- like ?)
2 Did lumps of cobbles /gravels/soils also come down with Yes No

Matrix type:
the boulder?
If yes, describe the matrix (clay / gravel etc) and …………....m3
how much?
Toe /Base of cut Shoulder In lane In opposite On opposite

3 Record where the fallen rock or boulders closest to closest to lane shoulder
came to rest? slope slope
Did it come from the cut slope or perhaps from the natural slope above the
Cut slope Natural slope
4 cut slope? above
Approximately when did boulder(s) come down?
Date(s ) = ………………. +……………
C. SLOPE FAILURE (Cut or Fill)

1 Geology and type of exposed material
Sandstone(S/S) S/S on Shale Shale / MS Dolerite Dolerite Other soil /rock type / fill?
on
Shale/MS
2 a) Is it weathered (see Y/N): b) Worst type of rock.?=………………………….(See Procedures C1 Y N
and C2 ) c) Soil washed onto Side Drain/ Road Surface? Y N
3 Describe the Other? ……………. Wet / Dry? Wet /Dry? Wet/Dry? Well Wet /Dry?
slope matrix ……….……………………………………………….. fine silt- sand-silt drained Corestones/
material clay gravel -sand Rocks in
cobble-
gravel-sand-
silt-clay
4 Failure Mode? :- Toppling / Wedge slip / Plane slip / Rotational slip / Surface sloughing only (See attached FIG. B )
5 Are there cracks on the upper slope above the cut slope, (or on the road if a fill?) Y N
If so: -- How long (L) & wide (W ) are they? L=…………..m W=……….m
-- What is the spacing(S) between cracks and the average depth (D )? S =……….. m D =
-- How far up the slope are they from the top of cut/ fill slope? (Or from fill embankment ………m
break point)?
-- Are they water- filled? ……………..m
Y N
6 Any seepage daylighting / exiting the failure surface? ( If localized flows detected , provide details Y :…….….m N
in D. below ) above toe
7 In case of an embankment / fill failure (or pending failure ) :-
--- Displacement noticeable at toe of fill? Y N
--- Bulging of slope face visible? Y N
--- Possible deformation /collapse/ opening of joints in S/W culvert underneath? Y N
Y N
--- See C6 above. Any seepage noted via joints or elsewhere in culvert(s) underneath?
Y N
---- Erosion features against slope face? (If Y , provide more detail in D. below pls. )
D. ADDITIONAL COMMENTS /ATTACHMENTS
………………………………………………………………………………………………………………………………………………………
………………………………………………………………………………………………………………………………………………………
………………………………………………………………………………………………………………………………………………………
………………………………………………………………………………………………………………………………………………………
………………………………………………………………………………………………………………………………………………………
APPENDIX F
CONTROL OF VEGETATION
APPENDIX F - CONTROL OF VEGETATION
APPENDIX F1: INVASIVE WEED CONTROL
CATEGORIES OF INVASIVE WEEDS
Category 1 plants, or declared weeds
These are prohibited plants that will no longer be tolerated, neither in rural nor urban
areas, except with the written permission of the executive officer or in an approved
biocontrol reserve. These plants may no longer be planted or propagated, and all
trade in their seeds, cuttings or other propagative material is prohibited. They may
not be transported or be allowed to disperse.
Plant species were included in this list for one or more of the following reasons: they
might pose a serious health risk to humans or livestock, cause serious financial
losses to land users, be able to invade undisturbed environments and transform or
degrade natural plant communities, use more water than the plant communities they
replace or be particularly difficult to control. Most of the plants in this category
produce copious numbers of seeds, are wind or bird dispersed or have highly
efficient means of vegetative reproduction. Whereas some of these plants were
introduced inadvertently, have no obvious function to fulfil in South Africa and are
generally regarded as undesirable, many of them are popular garden or landscaping
plants. What they all have in common, however, is the fact that their harmfulness
outweighs any useful properties they might have. Care was taken not to include a
plant in this category if part of the population of South Africa would suffer because of
its absence. The ornamentals in this category ought to be reasonably easy to
replace with less invasive substitutes.
The following species are declared weeds (Category 1 plants):
• Woody plants (trees or shrubs): several Australian Acacia species (A.

implexa, A. longifolia, A. paradoxa and A. pycnantha); two lebbeck trees
(Albizia lebbeck and A. procera); Mauritius thorn (Caesalpinia decapetala);
four cestrum species (Cestrum aurantiacum, C. elegans, C. laevigatum and
C. parqui); triffid weed (Chromolaena odorata); Montpellier and Scotch broom
(Cytisus monspessulanus and C. scoparius); three hakeas (Hakea drupacea,
H. gibbosa and H. sericea); all seed producing species or seed producing
hybrids of Lantana that are non-indigenous to Africa (this excludes the
creeping, purple-flowered Lantana montevidensis, which does not produce
seeds in South Africa); Australian myrtle (Leptospermum laevigatum); Indian
laurel (Litsea glutinosa); purple loosestrife (Lythrum salicaria); cat's claw
creeper (Macfadyena unguis-cati); tree daisy (Montanoa hibiscifolia); the
single-flowered varieties of oleander (Nerium oleander); wild tobacco
(Nicotiana glauca); lesser broomrape (Orobanche minor); stinkbean
(Paraserianthes lophantha); four ornamental granadilla-like species
(Passiflora caerulea, P. mollissima, P. suberosa and P. subpeltata, but not
the edible Passiflora edulis); pereskia (Pereskia aculeata); Australian
cheesewood (Pittosporum undulatum); the ornamental Durban guava
(Psidium x durbanensis); wax tree (Rhus succedanea); bloodberry (Rivina
humilis); eglantine (Rosa rubiginosa); American bramble (Rubus cuneifolius);
red sesbania (Sesbania punicea); silverleaf bitter apple (Solanum
elaeagnifolium); bugweed (Solanum mauritianum); Spanish broom (Spartium
junceum); yellow bells (Tecoma stans); yellow oleander (Thevetia peruviana);
Indian almond (Triplaris americana) and European gorse (Ulex europaeus).
• Succulents: chandelier plant (Bryophyllum delagoense); queen of the night
(Cereus jamacaru); torch cactus (Echinopsis spachiana); harrisia cactus
(Harrisia martinii); jointed cactus (Opuntia aurantiaca); long spine cactus (O.
exaltata); sweet prickly pear (O. ficus-indica - but excluding all spineless
cactus pear cultivars and selections); creeping prickly pear (O. humifusa);
imbricate cactus (O. imbricata); small round-leaved prickly pear (O.
lindheimeri); drooping prickly pear (O. monacantha); rosea cactus (O. rosea);
saucepan cactus (O. spinulifer) and pest pear of Australia (O. stricta).
• Herbaceous plants: burweed (Achyranthes aspera); crofton weed and
mistflower (Ageratina adenophora and A. riparia); two ageratums (Ageratum
conyzoides and A. houstonianum); camel thorn bush (Alhagi maurorum);
Madeira vine (Anredera cordifolia); moth catcher (Araujia sericifera); two
Mexican poppy species (Argemone mexicana and A. ochroleuca); pom pom
weed (Campuloclinium macrocephalum); the small-flowered Indian canna
(Canna indica - but not the common ornamental species or cultivars); balloon
vine (Cardiospermum grandiflorum); spear thistle (Cirsium vulgare); field
bindweed (Convolvulus arvensis); two dodder species (Cuscuta campestris
and C. suaveolens); three thorn apple species (Datura ferox, D. innoxia and
D. stramonium); two echium species (Echium plantagineum and E. vulgare);
four species of ginger lilies (Hedychium coccineum, H. coronarium, H.
flavescens and H. gardnerianum); pepper-cress (Lepidium draba);
parthenium weed (Parthenium hysterophorus); kudzu vine (Pueraria lobata);
potato creeper (Solanum seaforthianum); wild tomato (Solanum
sisymbriifolium); Mexican and red sunflower (Tithonia diversifolia and T.
rotundifolia) and two cocklebur species (Xanthium spinosum and X.
strumarium).
• Grasses or reeds: Spanish reed (Arundo donax); pampas grass (Cortaderia
selloana and C. jubata) - excluding sterile varieties of C. cordata; nassella
tussock (Nassella trichotoma); white tussock (Nassella tenuissima); fountain
grass (Pennisetum setaceum - excluding the sterile cultivar 'Rubrum') and
feathertop (P. villosum).
• Aquatic plants: red water fern (Azolla filiculoides); dense water weed (Egeria
densa); water hyacinth (Eichhornia crassipes); Canadian water weed (Elodea
canadensis); parrot's feather (Myriophyllum aquaticum); spiked water-milfoil
(Myriophyllum spicatum); water lettuce (Pistia statiotes) and Kariba weed
(Salvinia molesta).
Plants that are problematic only in certain areas, but are popular ornamental or utility
plants elsewhere, were declared weeds (Category 1 plants) only in certain provinces.
These include:
• Silver wattle (Acacia dealbata), spider gum (Eucalyptus lehmannii) and

leucaena (Leucaena leucocephala) - Category 1 in Western Cape, but
Category 2 elsewhere.
• Two tamarisk species (Tamarix chinensis and T. ramosissima) - Category 1 in
Northern, Western and Eastern Cape, but Category 3 elsewhere.
• Coral tree (Ardisia crenata) and camphor tree (Cinnamomum camphora)-
Category 1 in only Northern Province, KwaZulu-Natal and Mpumalanga, but
not subject to legislation elsewhere.
• Pitanga (Eugenia uniflora), moonflower (Ipomoea alba) and morning glory
(Ipomoea indica) -Category 1 in Northern Province, KwaZulu-Natal and
Mpumalanga, but Category 3 elsewhere.
• Brazilian pepper tree (Schinus terebinthifolia) and Singapore daisy
(Telechitonia trilobata) - Category 1 in KwaZulu-Natal, Category 3 elsewhere.
The dagga plant (Cannabis sativa), which used to be a declared weed, has been
removed from the list because it is covered by the Narcotics Act.
Category 2 or plant invaders
These are plants with the proven potential of becoming invasive, but which
nevertheless have certain beneficial properties that warrant their continued presence
in certain circumstances. CARA makes provision for Category 2 plants to be
retained in special areas demarcated for that purpose, but those occurring outside
demarcated areas have to be controlled. The exception is that Category 2 plants
may also be retained or cultivated in biological control reserves, where the plants will
serve as host plants for the breeding of biological control agents. The growing of
Category 2 plants in a demarcated area qualifies as a water use, and is subject to the
requirements of section 21 of the National Water Act, 1998 (Act No. 36 of 1998).
An area can only be demarcated for the growing of Category 2 plants by the
Executive Officer. The land user needs to obtain a water use license; the plants
have to primarily serve a commercial or utility purpose, such as a woodlot, shelter
belt, building material, animal fodder, soil stabilisation, medicinal or own
consumption; the conditions under which they are cultivated, have to be controlled;
all reasonable steps have to be taken to curtail the spreading of seeds or vegetatively
reproducing material outside the demarcated area, and all specimens outside the
demarcated area have to be controlled. The Executive Officer has the power to
impose additional conditions to ensure the adequate control of Category 2 plants in
demarcated areas.
Seed or other propagative material of Category 2 plants may only be sold to, and
acquired by, land users of areas demarcated for the growing of that species, or for
the establishment of a biocontrol reserve. Category 2 plants may not occur within 30
m from the 1:50 year flood line of watercourses or wetlands, unless authorisation has
been obtained in terms of the National Water Act. The Executive Officer has the
power to grant exemption from some of the above requirements.
The following species are classified as Category 2 plants: rooikrans (Acacia cyclops);
silver wattle (A. dealbata) - this species not allowed in the Western Cape; green
wattle (A. decurrens); black wattle (A. mearnsii); Australian blackwood (A.
melanoxylon); Port Jackson willow (A. saligna); sisal hemp (Agave sisalana); old man
salt bush (Atriplex nummularia); beefwood and horsetail (Casuarina cunninghamiana
and C. equisetifolia) - neither of which will be allowed for dune stabilisation; several
species of gum trees (Eucalyptus camaldulensis, E. cladocalyx, E. diversifolia, E.
grandis, E. paniculata, E. sideroxylon and E. lehmannii) - the latter species not
allowed in the Western Province (because of their importance for beekeepers,
legislation with regard to Eucalyptus species might still be changed; they might be
exempted from the need of being controlled wherever they occur outside demarcated
areas and, instead, control might only be mandatory in or near watercourses and
wetlands); honey locust (Gleditsia triacanthos), St John's wort (Hypericum
perforatum), which may only be grown under controlled conditions; leucaena
(Leucaena leucocephala) - this species not allowed in the Western Cape; several
pine species (Pinus canariensis, P. elliotti, P. halepensis, P. patula, P. pinaster, P.
radiata, P. roxburghii and P. taeda); white and grey poplars (Populus alba and P. x
canescens); honey and velvet mesquite (Prosopis glandulosa and P. velutina), as
well as their hybrids; the commercial guava (Psidium guajava); castor oil plant
(Ricinus communis); black locust (Robinia pseudoacacia), which may be propagated
as a rootstock only, and then only with special authorisation ; watercress (Rorippa
nasturtium-aquaticum); European blackberry (Rubus fruticosus); the weeping and
crack willows (Salix babylonica and S. fragilis) - not to be confused with the
indigenous Salix mucronata, which should not be removed; and Johnson grass
(Sorghum halepense).
Category 3 or plant invaders
These plants are undesirable because they have the proven potential of becoming
invasive, but most of them are nevertheless popular ornamentals or shade trees that
will take a long time to replace. A few of them were placed into this category instead
of into category 1 because they do not cause problems in all situations. In terms of
Regulation 15 of CARA, Category 3 plants will not be allowed to occur anywhere
except in biological control reserves, unless they were already in existence when
these regulations went into effect. The conditions on which these already existing
plants may be retained are that they do not grow within 30 m from the 1:50 year flood
line of watercourses or wetlands, that all reasonable steps are taken to keep the
plant from spreading, and that the Executive Officer has the power to impose
additional conditions or even prohibit the growing of Category 3 plants in any area
where he has reason to believe that these plants will pose a threat to the agricultural
resources.
Propagative material of these plants, such as seeds or cuttings, may no longer be

planted, propagated, imported, bought, sold or traded in any way. It will, however, be
legal to trade in the wood of Category 3 plants, or in other products that do not have
the potential to grow or multiply. The Executive Officer will have the power to grant
exemption from some of the above requirements.
The following species are Category 3 plant invaders: pepper tree wattle (Acacia
elata); pearl acacia (Acacia podalyriifolia); tree-of-heaven (Ailanthus altissima);
sponge-fruit salt bush (Atriplex lindleyi subsp. Inflata); two species of orchid trees
(Bauhinia purpurea and B. variegata); two species of cotoneasters (Cotoneaster
franchetii and C. pannosus); loquat (Eriobotrya japonica); pitanga (Eugenia uniflora) -
but not allowed in Northern Province, Mpumalanga or KwaZulu-Natal; Australian silky
oak (Grevillea robusta); moonflower (Ipomoea alba) - but not allowed in Northen
Province, Mpumalanga or KwaZulu-Natal; morning glory (Ipomoea indica) - but not
allowed in Northen Province, Mpumalanga or KwaZulu-Natal; another species of
morning glory (Ipomoea purpurea); jacaranda (Jacaranda mimosifolia); five species
of privets (Ligustrum japonicum, L. lucidum, L. ovalifolium, L. sinense and L. vulgare)
- L. lucidum may be propagated only as a rootstock if special permission has been
obtained; St Joseph's lily (Lilium formosanum, also incorrectly called Lilium
longiflorum); "syringa" (Melia azedarach); New Zealand christmas tree (Metrosideros
excelsa); giant sensitive plant (Mimosa pigra); white mulberry (Morus alba) -
excluding clutivar 'Pendula',- may be propagated only as a rootstock , if special
permission has been obtained (note that the black mulberry, Morus nigrum, which is
the better fruit tree of the two, is not subject to legislation); manatoka (Myoporum
tenuifolium subsp. montanum, also sometimes called M. acuminatum); sword fern
(Nephrolepis exaltata) - excluding its cultivars; belhambra (Phytolacca dioica);
'Abyssinian' coleus (Plectranthus comosus); pickerel weed (Pontederia cordata);
strawberry and Durban guavas (Psidium cattleianum and P. x durbanensis); yellow
and Himalayan firethorn (Pyracantha angustifolia and P. crenulata); Brazilian pepper
tree (Schinus terebinthifolius) - but not allowed in KwaZulu-Natal; three senna
species (formerly known as cassias) (Senna bicapsularis, S. didymobotrya and S.
pendula); jambolan (Syzygium cumini); rose apple (Syzygium jambos); Chinese and
pink tamarisk (Tamarix chinensis and T. ramosissima) - neither of which is allowed in
the Northern, Western or Eastern Cape; the tipu tree (Tipuana tipu) and the toon tree
(Toona ciliata).”
APPENDIX F2: PROTECTED PLANTS
NATIONAL ENVIRONMENTAL MANAGEMENT: BIODIVERSITY ACT, 2004:

THREATENED AND PROTECTED SPECIES REGULATIONS
LISTS OF THREATENED AND PROTECTED FLORA ISSUED IN TERMS OF SECTION

56(1) OF THE NATIONAL ENVIRONMENTAL MANAGEMENT: BIODIVERSITY ACT,
2004
SCHEDULE
SCHEDULE A: Threatened Species – Species threatened by one or more restricted

activity (ies) as defined in the National Environmental Management: Biodiversity Act,
2004
CATEGORY: Critically Endangered Species – Indigenous species facing an extremely

high risk of extinction in the wild in the immediate future
Scientific Name Common Name
FLORA
Adenium swazicum Swaziland Impala Lily
Aloe pillansii False Quiver Tree
Diaphananthe millarii Tree Orchid
Dioscorea ebutsiniorum Wild Yam
Encephalartos aemulans Ngotshe Cycad
Encephalartos brevifoliolatus Escarpment Cycad
Encephalartos cerinus Waxen Cycad
Encephalartos dolomiticus Wolkberg Cycad
Encephalartos heenanii Woolly Cycad
Encephalartos hirsutus Venda Cycad
Encephalartos inopinus Lydenburg Cycad
Encephalartos latifrons Albany Cycad
Encephalartos middelburgensis Middelburg Cycad
Encephalartos nubimontanus Blue Cycad
Encephalartos woodii Wood’s Cycad
CATEGORY: Endangered Species – Indigenous species facing a high risk of extinction

in the wild in the near future, although they are not a critically endangered species
FLORA
Angraecum stella Tree Orchid
Encephalartos arenarius Dune Cycad
Encephalartos cupidus Blyde River Cycad
Encephalartos horridus Eastern Cape Blue Cycad
Encephalartos laevifolius Kaapsehoop Cycad
Encephalartos lebomboensis Lebombo Cycad
Encephalartos msinganus Msinga Cycad
Jubaeopsis caffra Pondoland Coconut
Siphonochilus aethiopicus Wild Ginger
Warburgia salutaris Pepper-bark Tree
Newtonia hilderbrandi Lebombo Wattle
CATEGORY: Vulnerable Species - Indigenous species facing a high risk of extinction

in the wild in the medium-term future, although they are not a critically endangered
species or an endangered species
FLORA
Aloe albida Grass Aloe
Encephalartos eugene-maraisii Waterberg Cycad
Encephalartos ngoyanus Ngoye Dwarf Cycad
Scilla natalensis Blue Squill
Zantedeschia jucunda Yellow Arum Lily
SCHEDULE B1: Protected Species – Indigenous species of high conservation value or

national importance that require national protection
FLORA
Clivia mirabilis “Oorlogskloof” Bush Lily
Harpagophytum procumbens Devil’s Claw
Harpagophytum zeyherii Devil’s Claw
Hoodia gordonii Ghaap
Hoodia currorii Ghaap
APPENDIX F3
Provincial Authority Contacts for Advice on Protected Species

Physical
Province Contact Postal Address
Address
Eastern Cape Anet Landman Ethridge road Department of
www.ecprov.gov.za [email protected] Amalinda Economic Affairs,
East London Environment and
Tourism
Tel: 043 741 1994 Private Bag X3
Fax: 043 741 1927 AMALINDA
5252
Free State Diana Nel Landbou Sentrum Department of
www.fs.gov.za Cindy Kgobo 98 Zastron Street Tourism,
Petrus Nhlapo Third floor, Room Environment &
Law enforcement & [email protected] 310 Economic Affairs
Admin P/Bag X20801
(Permits) Tel: 051 400 9527 Bloemfontein
051 400 9526 9300
051 400 9522
Fax: 051 400 9523
051 400 9538
Gauteng Lydia Onsongo Glencaim Department of
www.gdace.gpg.gov.za [email protected] Building 17th Agriculture,
Floor Conservation and
Permits Tel: 011 355 1225 73 Market Street Environment
Fax: 011 355 1239 Johannesburg PO Box 8769
Johannesburg
2000
KwaZulu-Natal Sharron Hughes Queen Elizabeth KwaZule Natal

www.kznwildlife.com [email protected] Park Wildlife
Duncan P O Box 13053
Tel: 033 845 1324 Mackenzie Drive CASCADES
Fax: 033 845 1747 Montrose 3202
Pietermaritzburg
Limpopo Hiadee von Well Corner Dorp and Northern Province
www.limpopo.gov.za [email protected] Suid streets Environmental
Polokwane Affairs
Tel: 015 295 9300 x227 P O BOX 55464
Fax: 015 295 5018 POLOKWANE
0700
Mpumalanga Blackie Swart Halls Gateway Mpumalanga

www.mpumalanga.gov.za [email protected] Mataffin Parks Board
Private Bag
Tel: 013 759 5329 X11338
013 759 5300 NELSPRUIT
Fax: 013 759 5490 1200
Northern Cape Colette Scholtz 224 Du Toitspan Northern Cape

www.northern- [email protected] road Nature
cape.gov.za Kimberley Conservation
Tel: 053 807 4800 Private Bag X6102
Fax: 053 831 3530 Kimberley 8300
North West Stephen Motleagi Agri Centre Room Dept Agriculture,
www.nwpg.gov.za [email protected] E16 Conservation &
Dr James Moroka Environment
Tel: 018 389 5048 drive Private Bag X125
018 389 5731 Mmabatho MMABTHO
Fax: 018 389 5640 2735
Western Cape Deon L. Hignett CapeNature Fauna, Flora,
www.capenature.org.za (Manager: Fauna, Flora, CITES & House CITES & Hunting
Hunting) Belmont Office CapeNature
Permits [email protected] Park Private Bag X29
Belmont Road Rondebosch
Tel: 021 659 3418 RONDEBOSCH 7701
Fax: 021 659 3415
APPENDIX F4: CONTACTS FOR TREE PERMITS IN SOUTH AFRICA
For more information, such as application forms for licences, please visit the Department Of
Water Affairs And Forestry website: http://www.dwaf.gov.za/Forestry/PTlicence.asp
PROVINCE NAME CONTACT DETAILS

GAUTENG Mr Luke Radebe Tel : 012 – 392 1430 / 082 808 0487
Email: [email protected]
FREE STATE Mr David Noha Tel: 082 803 0934
Mr Macolm Procter Email: [email protected]
Cell 082 808 2735
NORTHWEST Mr Sarel van Wyk Tel: 053 – 433 1456
NORTHERN CAPE Ms Jackie Mans Cell: 082 808 2737
LIMPOPO Mr David Mavhungu Tel: 082 809 2066
MPUMALANGA Mr Richard Green Tel : 013 – 755 1678 /
KWA-ZULU NATAL Ms Joyce Nelushi Cell 082 804 6784
EASTERN CAPE Ms Gwen Sgwabe Tel 043 – 604 5400 / 082 805 8825
WESTERN CAPE Ms Cobri Vermeulen Tel 0443 – 825 466
Ms Susan Steyn Email: [email protected]
Tel 021 – 950 7100
PROTECTED TREES IN TERMS OF NATIONAL FORESTS ACT
Botanical Name English Common Other Common Names

National
Names Afrikaans (A), Northern Sotho (NS),
Tree
Southern Sotho (S), Tswana (T), Venda (V),
Number
Xhosa (X), Zulu (Z)
Acacia erioloba Camel thorn Kameloring (A) / Mogothlo (NS) / Mogotlho (T)
168
Acacia haematoxylon Grey camel thorn Vaalkameeldoring (A) / Mokholo (T)
169
Adansonia digitata Baobab Kremetart (A) / Seboi ( NS) / Mowana (T)
467
Afzelia quanzensis Pod mahogany Peulmahonie (A) / Mutokota (V) Inkehli (Z)
207
Balanites subsp. Torchwood Groendoring (A) I Ugobandlovu (Z)
251
maughamii
Barringtonia racemosa Powder-puff tree Poeierkwasboom (A) / Ibogo (Z)
524
Boscia albitrunca Shepherd's tree Witgat (A) I Mohlopi (NS) I Motlhopi (T) I
122
Muvhombwe (V) /Umggomoggomo (X) / Umvithi (Z)
Brachystegia spiciformis Msasa Msasa (A)
1981
Breonadia salicina Matumi Mingerhout (A) / Mohlome (NS) /
684
Mutu-lume (V) / Umfomfo (Z)
Bruguiera gymnorrhiza Black mangrove Swart-wortelboom (A) / Isikhangati (X) /
527
Isihlobane (Z)
Cassipourea swaziensis Swazi onionwood Swazi-uiehout (A)
531.1
Catha edu!is Bushman's tea Boesmanstee (A) / Mohlatse (NS) /
404
Iggwaka (X) / Umhlwazi (Z)
Ceriops tagal Indian mangrove Indiese wortelboom (A) / Isinkaha (Z)
525
Cleistanthus schlechter False tamboti Vals-tambotie (A) I Umzithi (Z)
320
var.schlechteri
Colubrina nicholsoniii Pondo weeping Pondo-treurdoring (A)
453.8
thorn
Combretum imberbe Leadwood Hardekool (A) / Mohwelere-tshipi (NS) /
539
Motswiri (T) / lmpondondIovu (Z)
Curtisia dentata Assegai Assegaai (A) I Umgxina (X) I Umagunda (Z)
570
Elaeodendron Bushveld saffron Bosveld-saffraan (A) / Monomane (T) /
416
transvaalensis lngwavuma (Z)
Erythrophysa Bushveld red Bosveid-rooiklap perbos (A) I MofaIatsane (T)
436.2
Transvaalensis balloon
Euclea pseudebenus Ebonv quarri Ebbehout-ghwarrie (A)
598
Ficus trichopoda Swamp fig Moerasvy (A) I Umvubu (Z) 54
Leucadendron argenteum Silver tree Silwerboom (A) 77
Lumnitzera racemosa var.Tonga mangrove Tonga-wortelboom (A) / Isikhaha-esibo mvu (Z)
552
racemosa
Lydenburgia abottii Pando bushman's Pondo-boesmanste e (A)
407
Tea
Lydenburgia cassinoides Sekhukhuni Sekhukhuni-boesmanstee (A)
406
bushman's tea
Mimusops caffra Coastal red Kusrooimelkhoot (A) I Umthunzi (X) I
583
milkwood Umkhakhayi (Z)
Newtonia hildebrandtii Lebombo wattle Lebombo-wattel (A) I Umfomothii (Z)
191
var. hildebrandtii
Ocatea bullata Stinkwood Stinkhout (A) I Umhlungulu (X) I Umnukane (Z)
118
Ozoroa namaquensis Gariep resin tree Gariep-harpuisbo om (A)
373.2
Philenoptera violacea Apple-leaf AppeIblaar (A) I Mphata (NS) I Mohata (T) /
238
Isihomohomo (Z)
Pittosporum viridiflorum Cheesewood Kasuur (A) / Kgalagangwe (NS) /
139
Umkhwenkwe (X) I Umfusamvu (Z)
Podocarpus elongatus Breede River Breederivier-gee Ihoot (A) 15
yellowwood
Podocarpus falcatus Outeniqua Outniekwa-geelho ut (A) / Mogobagoba (NS )/ 16
yellowwood Umkhoba (X) / Umsonti (Z)
Podocarpus henkelii Henkel's Henkel-se-geelho ut (A) / Umsonti (X) / 17
Umsonti (Z)
Podocarpus latifolius Real yellowwood Opregte-geelhout (A) / Mogobagoba (NS) / 18
Umcheya (X) / Umkhoba (Z)
Protea comptoni Saddleback Barberton-suikerbos (A) 88
sugarbush
Protea curvata Serpentine Serpentynsuikerb os (A)
88.1
Sugarbush
Prunus Africana Red stinkwood Rooi-stinkhout (A) I Umkhakhase (X) /
147
Umdumezulu (Z)
Pterocarpus angolensis Wild teak Kiaat (A) / Moroto (NS) / Mokwa(T) /
236
Mutondo (V) / Umvangazi (Z)
Rhizophora mucronata Red mangrove Rooi-wortelboomm / (A) Isikhangathi (X) /
526
Umhlume (Z)
Sclerocarya birrea Marula Maroela (A) / Morula (NS) / Morula (T) /
360
subsp. Caffra Umganu (Z)
Securidaca Violet tree Krinkhout (A) I Mmaba (T)
303
Iongependunculat a
Sideroxylon inerme White milkwood Wit-melkhout (A) / Ximafana (X) /
579
subsp. inerme Umakhwelafingq ane (Z)
Tephrosia pondoensis Pondo poison pea Pondo-gifertjie (A)
226.1
Warburgia salutaris Pepper-bark tree Peperbasboom (A) / Molaka (NS) / Mulanga (V) /
488
Isibaha (Z)
Widdingloria Clanwilliam cedar Clanwilliam-seder (A) 19
Cedarbergensis
Widdingloria schwarzii Willowmore cedar Baviaamskloof-seder 21
NATIONAL ENVIRONMENTAL MANAGEMENT: BIODIVERSITY ACT, 2004:
THREATENED AND PROTECTED SPECIES REGULATIONS
LISTS OF THREATENED AND PROTECTED FLORA ISSUED IN TERMS OF SECTION

56(1) OF THE NATIONAL ENVIRONMENTAL MANAGEMENT: BIODIVERSITY ACT,
2004
SCHEDULE
SCHEDULE A: Threatened Species – Species threatened by one or more restricted

activity (ies) as defined in the National Environmental Management: Biodiversity Act,
2004
CATEGORY: Critically Endangered Species – Indigenous species facing an extremely

high risk of extinction in the wild in the immediate future
FLORA
Adenium swazicum Swaziland Impala Lily
Aloe pillansii False Quiver Tree
Diaphananthe millarii Tree Orchid
Dioscorea ebutsiniorum Wild Yam
Encephalartos aemulans Ngotshe Cycad
Encephalartos brevifoliolatus Escarpment Cycad
Encephalartos cerinus Waxen Cycad
Encephalartos dolomiticus Wolkberg Cycad
Encephalartos heenanii Woolly Cycad
Encephalartos hirsutus Venda Cycad
Encephalartos inopinus Lydenburg Cycad
Encephalartos latifrons Albany Cycad
Encephalartos middelburgensis Middelburg Cycad
Encephalartos nubimontanus Blue Cycad
Encephalartos woodii Wood’s Cycad
CATEGORY: Endangered Species – Indigenous species facing a high risk of extinction

in the wild in the near future, although they are not a critically endangered species
FLORA
Angraecum stella Tree Orchid
Encephalartos arenarius Dune Cycad
Encephalartos cupidus Blyde River Cycad
Encephalartos horridus Eastern Cape Blue Cycad
Encephalartos laevifolius Kaapsehoop Cycad
Encephalartos lebomboensis Lebombo Cycad
Encephalartos msinganus Msinga Cycad
Jubaeopsis caffra Pondoland Coconut
Siphonochilus aethiopicus Wild Ginger
Warburgia salutaris Pepper-bark Tree
Newtonia hilderbrandi Lebombo Wattle
CATEGORY: Vulnerable Species - Indigenous species facing a high risk of extinction

in the wild in the medium-term future, although they are not a critically endangered
species or an endangered species
FLORA
Aloe albida Grass Aloe
Encephalartos eugene-maraisii Waterberg Cycad
Encephalartos ngoyanus Ngoye Dwarf Cycad
Scilla natalensis Blue Squill
Zantedeschia jucunda Yellow Arum Lily
SCHEDULE B1: Protected Species – Indigenous species of high conservation value or

national importance that require national protection
FLORA
Clivia mirabilis “Oorlogskloof” Bush Lily
Harpagophytum procumbens Devil’s Claw
Harpagophytum zeyherii Devil’s Claw
Hoodia gordonii Ghaap
Hoodia currorii Ghaap
FLORA PROTECTED ITO WESTERN CAPE NATURE CONSERVATION ORDINANCE
[Kaffir Hut] Vetmensie [Kafferhut] Vetmensie Euphorbia symmetrica Euphorbia valida

FamilylFamilie: GEISSOLOMACEAE
All species! AIle spesies
Family/Familie: GESNERIACEAE
Cape Primrose, also known AIle spesies van die genus as Rexia, Streptocarpus
Nodding Bells, Twin Sisters All species of the genus or Wild Gloxinia. Streptocarpus
Family/Familie: GRAMINEAE
Mountain Bamboo Bergbamboes Arundinaria tessel/ata
Wild Rye Grass Wilde RogSecale africanum
FamilylFamilie: GRUBBIACEAE
All species/ Alle spesies
Family/Familie: IRIDACEAE
All species/ Alle spesies
Family/Familie: LEGUMINOSAE
Tambookie Thorn Tamboekiedoring Erythrina acanthocarpa
Elythrina humeana
Klipblom Liparia comantha
Orange Nodding Head, also Geelkoppie Liparia sphaerica known as Mountain Dahlia. Liparia splendens
Wild Sweet Pea Keurtjie Podalyria calyptrata Priestleya vestita
Silver Pea Silwerertjie Priestleya tomentosa
Family/Familie: LILIACEAE
All species of the genus ALOE except those specified in Schedule 3 and the species Aloe ferox./Alle spesies van
die genusALOE behalwe die in Bylae 3 bepaal en die spesie Aloe ferox.
Gasteria beckeri
Gloriosa Lily, also known as Gloriosasuperba Turk's Cap.
Haworthia, also known as Alle spesies van die genus Window Plant. Haworthia All species of the genus
Haworthia
Red-hotPoker VuurpylAlle spesies van die genus Kniphofia
All species of the genus Kniphofia
Viooltjies Alle spesies van die genus Lachenalia
All species of the genus Lachenalia
Climbing Bells Geelk1okkie Littonia modesta
Christmas Bells Sandersonia aurantiaca
Forest Lily Alle spesies van die genus Veltheimia
All species of the genus
Veltheimia
Agapanthus walshii
Daubenyaaurea
100
Family/Familie: MELIACEAE
Chinese Lantem Klapperbos Nymania capensis FamilylFamilie:
MESEMBRYANTHEMACEAE
All species/AIle spesies
Family/Familie: MUSACEAE AIle spesies van die genus Strelitzia
All species of the genus Strelitzia
FamilYi.Familie: NYMPHAEACEAE
Blue Water-lily Blou Waterlelie, ookNymphaea capensis bekend as Kaaimanblom.
FamilylFamilie: ORCHIDACEAE All species/Aile spesies
FamilylFamilie: OXALIDACEAE Watersuring Oxalis nutans
Family/Familie: PEDALIACEAE
Kloudoring Harpagophytum procumbens " (Duiwelsklou)
FamilylFamilie: PENAEACEAE All species/AIle spesies
FamilylFamilie: POL YGALACEAE Nfuraltia minuta
FamilylFamilie: POL YPODIACEAE
Maidenhair Fern Vrouehaar AIle spesies van die genus Adiantum
All species of the genus Adiantum
Tree Ferns I;3oomvarings Hemitelia capensis
Seven Weeks Fern Seweweeksvaring Polystichum adiantiforme
Family/Familie: PORTULACACEAE
Love-plant Hasieskos AIle spesies van die genus Anacampsero$
All species of the genus Anacampseros
Family/Familie: PROTEACEAE
All species except those specified in Schedule 3./Alle spesies behalwe die in Bylae 3 bepaal.
Family/Familie :
RANUNCULACEAE
Anemone AnemoonAnemone capensis
FamilylFamilie: RESTIONACEAE
AIle spesies van die genus Chondropetalum
Chondropetalum
Acockii pillans
Elegia fenestrate
Restio acockii
Restio micans
Restio sabulosus
102
Family/Familie: RETZIACEAE Retzia capensis

FamilylFamilie: RHAMNACEAE Phylica pubescens
FamilylFamilie: RORIDULACEAE All species/AIle spesies
Famil.y/Familie: RUTACEAE Ali species/Aile spesies
FamilylFamilie:
SCROPHULARIACEAE AIle spesies van die genus
Diascia
Diascia
Harveya Inkblom AIle spesies van die genus
Harveya
Harveya
Nemesia Rooileeubekkie
Nemesia strumosa
Al1e spesies van die genus
Halleria
Halleria
Family/Familie:
THYMELAEACEAE
Lachnaea aurea
CONTACT DETAILS FOR PLANT COLLECTING PERMITS IN
SOUTH AFRICA AND NEIGHBOURING COUNTRIES
EASTERN CAPE
General enquiries:
(for collecting in more than one region, application is done at head office.)
(for collecting in one region only, apply to the region directly)
Noluthando Bam [email protected]

Department of Economic Affairs, Environment and Tourism
Private Bag X 9060 0054
East London Bhisho 5605
5200
Tel: (043) 742 0360 040 – 609 4707 / 6
Fax: (043) 742 0365
¾ Amatole Region
Rick Hannan [email protected]
Private Bag X9060
East London
5200
Tel: (043) 742 0340
Fax: (043) 742 0365
¾ Cacadu ( Western ) Region

Allan Southwood [email protected]
Private Bag X5001
Greenacres
Port Elizabeth
6057
Tel: (041) 508 5800
Fax: (041) 585 1964 / 585 1958
¾ O.R.Tambo Region
Gladwell Mpuhlu [email protected]

Private Bag X5029
Umtata
5100
Tel: (047) 531 1191
Fax: (047) 531 2887
¾ Alfred Nzo Region

Div de Villiers [email protected]
Sandiso.Mabongo [email protected]
Private Bag X3513
Kokstad
4700
Tel: (039) 727 2373
¾ Chris Hani & Ukhahlamba Districts (Northern Region)

Tim de Jongh [email protected]
Maria Green [email protected]
1
P.O.Box 9636
Queenstown
5320
Tel: (045) 808 4007
Fax: 086 612 5063
WESTERN CAPE
Deon L. Hignett [email protected] (Manager)

Eric Philander [email protected]
Carlo Arendorf [email protected]
Danelle Kleinhans [email protected]
Lee-Anne Philander [email protected]
Cape Nature
Private Bag X 29
Rondebosch
7701
Tel: (021) 659 3400
Fax: (021) 659 3415
www.capenature.co.za
NORTHERN CAPE
David Paulse [email protected]

Marietjie Smit [email protected]
Lydia Hanser [email protected]
Julius Koen [email protected]
Dept of Tourism, Environment and Conservation

Private Bag X6102
Kimberly
8300
Tel: (053) 807 4800
Fax: (053) 831 1035
Preferred fax: 0866 597 032
FREE STATE
Werner Böing [email protected]

André Schlemmer [email protected]
Tel: (051) 400 9534
Cell: 072 992 1574
Free State Department of Tourism, Environmental & Economic Affairs

Agricultural Building
98 Zastron Street.
Bloemfontein
9300
Private Bag X20801

Bloemfontein - 9300
Call Centre: 086 110 2185 - Fax: +27 51 400 9523
http://www.freestatetourism.gov.za
2
KWAZULU NATAL
Sharron Hughes [email protected]

Wendy Cowley
Ezemvelo-KZN Wildlife
P.O. Box 13053
Cascades
3202
Tel: (033) 845 1324 / 1320 / 1968

Fax: 033 845 1747
[email protected]
GAUTENG
Applications forms can be downloaded from: www.gdace.gpg.gov.za/html/Permits.htm
All applications must be submitted by fax or post
Fax: 011 355 1239/1100
Permits office
GDACE
P. O. Box 8769
Johannesburg
2000
Tel: (011) 355-1207 (General enquiries)
No e-mail options at present.
Coming soon: Application process done over the internet.
MPUMALANGA
Ludwich Swart
Mpumalanga Tourism and Parks Agency
Private Bag X11338
Nelspruit
1200
Tel: (013) 759-5329

Fax: (013) 759-5490
Cell 083 628 1851
[email protected]
[email protected]
LIMPOPO/ NORTHERN PROVINCE
Deon von Wielligh [email protected] Manager: CITES & Permit Management

Rosa Moloto [email protected] Deputy Manager: Permit Processing
Hiadee von Well [email protected] Chief Nature Conservator: CITES Management
Patricia Maesela [email protected] Admin Officer: Revenue
3
James Baloi [email protected] Data typist: Permit Issuing
Jack Seakamela [email protected] Data typist: Permit Issuing
Vivian Chuma [email protected] Data typist: Permit Issuing
Alda Chimanzi [email protected] Data typist: CITES Permit Issuing
CITES and Permit Management

Department of Economic Development, Environment and Tourism
Limpopo
P.O.Box 55464
POLOKWANE
0700
Tel: 015 290 7000

Fax: (015) 295-5018
E-mail: [email protected]
(For CITES enquiries, contact) Hiadee von Well [email protected]

(For Permit enquiries, contact) Rosa Moloto [email protected]
Abraham Matsila [email protected] Manager

Brian Jackson Chief Nature Conservator
Hunting Regulation
Department of Economic Development, Environment and Tourism
Limpopo
P.O. Box 55464
POLOKWANE
0700
Tel: 015-2907000
Fax: 015-2955018
NORTH-WEST
Anuschka Barac [email protected] 018 389 5201 Fax: 018 389 5640
Contact different regional offices, depending on which area to collect.

Department of Agriculture, Environment and Tourism
P.O.Box 6649
Rustenburg
0300
¾ Bojanala region / Eastern region:

Alma Jonker 014 – 592 7378 Fax: 012 – 592 7249
Tebogo Ncapedi (Brits) 012 – 252 0737/8 Fax: 012 – 252 0751
Ephraim Selebalo (Koster) 014 – 592 7378 Fax: 014 – 592 7249
Edward Vilane (Swartruggens) 014 – 544 0262 Fax: 014 – 544 0024
¾ Southern Region:
Gustav Engelbrecht (Potchefstroom) 018 – 299 6500 Fax: 018 – 294 6008
Johannes Mmusi (Wolmaranstad) 018 – 596 1996 Fax: 018 – 597 1996
¾ Vryburg region (Bophirima):

Wimpie Weidemann 053 – 927 6196 Fax: 053 – 927 2904
¾ Central region
Theo Illanga (Marico) 018 – 381 0222/4 Fax: 018 – 381 7020
4
Steve Maqoboza (Mafikeng) 018 – 381 0222/4 Fax: 018 – 381 7020
South African National Parks
All collecting applications in the SANParks have to be registered as a formal research project.
Applications and enquiries should be directed to:
¾ Kruger National Park, Mapungubwe National Park and Marakele National Park
Attention: The Officer in charge of Research
Kruger National Park
e-mail: [email protected]
Tel: +27 (0) 13 - 7354254
Fax: +27 (0) 13 - 7354055
¾ Table Mountain National Park

Table Mountain National Park
Tel: +27 (0) 21 - 7018692
¾ Agulhas National Park, Bontebok National Park, Knysna National Lake Area,
Tsitsikama National Park, West Coast National Park & Wilderness National Park
South African National Parks
P O Box 176, Sedgefield, 6573
Tel: + (0) 44 - 343 1302
Fax: + (0) 44 - 343 2331
¾ Augrabies Falls National Park, Camdeboo National Park, Golden Gate Highlands
National Park, Karoo National Park, Mountain Zebra National Park, Namaqua National
Park & Tankwa Karoo National Park, Kgalagadi Transfrontier Park & Ai-
Ais/Richtersveld Transfrontier National Park
Attention : The Officer in charge of Research
Arid Ecosystem Research Unit (AERU)
P.O. Box 110040
Hadison Park, 8306, Kimberly
e-mail : [email protected]
Tel : +27 (0) 53 – 8325488
Fax : +27 (0) 53 – 8334543
¾ Social Science Research

Attention : The Officer in charge of Research
P.O. Box 787,
Pretoria, 0001
e-mail : [email protected]
Tel : +27 (0) 12 – 4265205
Fax : +27 (0) 12 - 4265547
Department of Water Affairs and Forestry (DWAF)
¾ Head Office (Pretoria)

Izak van der Merwe
Forestry Technical and Information Services
Department of Water Affairs and Forestry
Private Bag X 93, Pretoria 0001
Tel 012 – 336 7731
Cell 084 910 2604
5
JJ le Roux
Forestry Regulations
Tel 012 – 336 6724
Cell 082 809 5759
¾ Central Cluster
• Gauteng Region
Mr Luke Radebe
Private Bag X 995, Pretoria 0001
Tel : 012 – 392 1430
Cell: 082 808 0487
• Freestate
Mr David Noha
PO Box 528, Bloemfontein 9300
Tel: 015 – 516 3463
Mr Malcolm Procter
PO Box 528, Bloemfontein 9300
Tel: 051 – 403 134
Cell: 082 808 2735
• Northwest Province
Mr Sarel van Wyk
PO Box 132, Bloemhof 2660
Tel: 053 – 433 1456
• Northern Cape
Ms Jackie Mans
Private Bag X5912, Upington 8800
Tel: 054 – 334 0201
Cell: 082 808 2737
¾ Northern Cluster
• Limpopo Province
Ms Olga Ligege
Private Bag X2413, Louis Trichardt 0920
Tel: 015 – 516 0202
Cell: 082 809 2066
¾ Eastern Cluster
• Mpumalanga Province
Mr Richard Green
Private Bag X11259, Nelspruit 1200
Tel : 013 – 759 7300
6
• KwaZulu-Natal
Ms Joyce Nelushi
Private Bag X9029, Pietermaritzburg 3200
Tel: 033 – 342 8101
Cell: 082 804 6784
¾ Southern Cluster
• Eastern Cape
Ms Gwen Sgwabe
Private Bag X7485, King Williams Town 5600
Tel: 043 – 604 5400
Cell: 082 805 8825
• Western Cape
Ms Cobri Vermeulen
Private Bag X12, Knysna 6570
Tel: 044 – 302 6902
Cell: 082 802 8631
Ms Susan Steyn
Private Bag X16, Sanlamhof, Belville 7532
Tel: 021 – 950 7121
Cell: 082 808 2720
NAMIBIA
Mr Toivo Uahengo [email protected]

Ministry of Environment and Tourism
Private Bag 13306
Windhoek, Namibia
Tel.: + 264 61 2842506
Fax: + 264 61 258 8861
7
PLANTS PROTECTED ITO GAUTENG NATURE CONSERVATION ORDINANC
SCHEDULE 11
PROTECTED PLANTS (SECTION 86 (1) (a))
In this schedule-
(a) the plants referred to shall not include plants which have been improved by selection or cross-
breeding;
(b) "seedling" means a cultivated plant of which the diameter of the trunk or bulb, either above or below
the ground, does not exceed 150 mm.
Common name Scientific name
all species of tree moss Porothamnium, Pilotrichella and Papillaria spp

all species of true ferns excluding Class Filicinae excluding Pteridium aquillinum
the bracken fern
all plants of cycads not occurring all plants of the genus Encephalartos
in Transvaal and the seedlings of not occurring in Transvaal and the
the species of cycads referred to in seedlings of the species of
Schedule 12 (a) Encephalartos referred to in Schedule 12 (a)
all species of yellow wood Podocarpus spp

all species of wild cypress Widdringtonia spp
borassus palm Borassus aethiopicum
all species of arum lilies Zantedeschia spp
alt species of flame lilies Gloriosa spp
all species of christmas bells Littonia spp
alt species of red-hot pokers Kniphofia sp
all species of aloes excluding- Aloe spp excluding-
(a) all species not occurring in (a) all species not occurring in the
Transvaal; and Transvaal; and
(b) the following species: (b) the following species:
aculeata, ammophilla A. aculeata, A. ammophilla;

arborescens, barbertoniae A. arborescens, A. barbertoniae
castanea, davyana, A. castanae, A. davyana,
globuligemma, grandidentata, A. globuligemma, A. grandidentata,
lutescens, marlothii, A. lutescens, A. marlothii,
mutans, parvibracteata, A. mutans, A. parvibracteata,
transvaalensis and wickensii A. transvaalensis and A.wickensii
all species of gasteria Gasteria spp
all species of hawarthias Haworthia spp.
all species of agapanthus Agapanthus spp.
blue squill Schilla natalensis
all species of pineapple flower Eucomis spp.
all species of galtonia W Galtonia spp.
all species of dracaena Dracaena spp.
all species of paint brush Haemanthus spp.
all species of paint brush Scadoxis spp.
all species of clivia Clivia spp.
all species of nerine Nerine spp.
pink brunsvigia Brunsvigia radulosa
all species of crinum Crinum spp.
ground lily Ammocharis coramica
all species of fire lily Cyrtanthus spp.
all species of elephantsfoot Dioscorea spp.
all species of irises Dietes spp.
river lily Schizostylis coccinea
all species of hairbells Dierama spp.
all species of babiana Babiana spp.
all species of gladioli Gladiolus spp.
all species of laparousia Lapeirousia spp.
all species of watsonias Watsonia spp.
wild banana Ensete ventricosum
Transvaal strelitzia Strelitzia caudata
wild ginger Kaempferia aethiopica
wild ginger Burmannia madagascariensis
all species of orchids excluding Orchidaceae spp. excluding those
those species not occurring in Transvaal species not occurring in Transvaal
all species of proteas excluding those Proteae spp. excluding those
species not occurring in Transvaal species not occurring in Transvaal
pincushion Leucospermum gerrardii
pincushion Leucospermum saxosum
stone plant Frithia pulchra .
stone plant Lithops leslieii
Schreber's waterlily Brasenia schreberi
all species of waterlilies Nymphaea spp.
wonder plant Tinospora fragosum
black stinkwood Ocotea bullata
stinkwood Ocotea kenyensis
kiaat Pterocarpus angolensis
tamboti Spirostachys africana
the following euphorbias the following species of the Genus Euphorbia:
barnardii, clivicola, E. barnardii, E. clivicola
grandialata, groenewaldii, E. grandialata, E. groenewaldii
knobelii, perangusta, E. knobelii, E. perangusta
restricta, rowlandii, E. restricta, E. rowlandii
tortirama and waterbergensis E. tortirama and E. waterbergensis
baoab Adansonia digitata
all species of begonias Begonia spp.
all species of cabbage trees Cussonia spp.
the following species of ericas (heath) the following species of the genus Erica:
alopecurus, cerinthoides and E. alopecurus, E. cerinthoides and
oatesii E. oatesii
big leaf fever tree Anthocleista grandiflora
the following species of impala lilies: the following species of the Genus Adenium
obesum, oleifolium and swazicum A. obesum, A. oleifolium and A. swazicum
kudu lily Pachypodium saundersii
all species of brachystelma Brachystelma spp.
all species of ceropegia Ceropegia spp.
all species of riocreuxias Riocreuxia spp.
all species of ghaap Tavaresia spp.
all species of huerniopsis and heurnia Huerniopsis and Huernia spp.
all species of duvalia Duvalia spp.
all species of stapeliads Stapelia spp.
Stapeliad Hoodia lugardii
all species of orbeanthus Orbeanthus spp.
all species of orbeas Orbea spp.
all species of pachycymbiums Pachycymbium spp.
all species of orbeopsis Orbeopsis spp.
all species of primulas Streptocarpus spp.
SCHEDULE 12
SPECIALLY PROTECTED PLANTS (SECTION 86 (1) (b) )
In this Schedule "seedling" means a cultivated plant of which the diameter of the trunk or bulb,
either above or below the ground, does not exceed 150 mm.
Common name Scientific name
(a) all plants, excluding seedlings, of (a) all plants, excluding seedlings,
the following cycads: of the following species of the
Genus Encephalartos:
dolomiticus E. dolomiticus
dyer E. dyerianus
middelburg E. middelburgensis
eugene marais E. eugene maraissii
heenan E. heenanii
inopinus E. unopinus
laevifolius E. laevifolius
lanatus E. lanatus
lebombo E. lebomboensis
ngoyanus E. ngoyanus
paucidentatus E. paucidentatus
modjadje E. transvenosus
villosus E. villosus
(b) all plants of the following cycads: (b) all plants of the following species:
Cupidus Encepha/artos cupidus
Humilus Encephalartos humilus
APPENDIX G
NATIONAL VELD AND FOREST
FIRE ACT 1998
APPENDIX H
MAINTENANCE OF
STRUCTURES
INVENTORY OF STRUCTURES, CULVERTS
NATIONAL ROUTE: SECTION:
Km GPS Inlet (D;m;s) GPS Outlet (D;m;s)

STRUCTURE
DISTANCE BRIDGE / CULVERT INTERCHANGE RAMP SIZE
No Latitude (S) Longitude (E) Latitude (S) Longitude (E)
(left)
INVENTORY CARRIED OUT BY :

(Name in block letters)
SIGNATURE :
DATE OF INVENTORY :
I:\ROADS\P401756 SANRAL RRMGM\Routine road maintenance guidance manual\Final RRR files\Appendices from SANRAL\Appendix H INVENTORY_OF_STRUCTURES__CULVERTS.docm
APPENDIX I
STATUTORY CONTROL
THE SOUTH AFICAN NATIONAL ROADS
AGENCY LIMITED (SANRAL)
STATUTORY CONTROL OVERVIEW
CONTACT DETAILS: HEAD OFFICE
POSTAL ADDRESS: The Chief Executive Officer

SANRAL
P O Box 415
PRETORIA
0001
PHYSICAL ADDRESS: Ditsela Place 1204

Park Street
Hatfield
0083
ROAD SIGNS & BROWN BOARDS: Mr G Ackermann

E-MAIL: [email protected]
TELEPHONE NO: (012)426-6010
FAX NO: (012) 362-2116
CONTACT DETAILS: WESTERN REGION (Western & Northern Cape)
POSTAL ADDRESS: The Regional Manager

SANRAL
Private Bag X19
BELLVILLE
7535
PHYSICAL ADDRESS: Parc du Cap

Building no 5
Cnr Mispel Street & Willie van Schoor
Avenue
Bellville
7530
TELEPHONE NO: (021) 957-4600

FAX NO: (021) 946-1630
STATUTORY CONTROL OFFICERS: Messrs C Runkel/R de Kock

E-MAIL: [email protected] / [email protected]
WEBSITE: www.nra.co.za
ROAD SIGNS & BROWN BOARDS: Mr Garth Julius

TELEPHONE NO: (021) 957 4600
FAX NO: (021) 946 1630
Notes:
*Any additional information required will be requested from the applicant.
CONTACT DETAILS: SOUTHERN REGION (Southern Cape)

SANRAL
P.O.Box 27230
GREENACRES
6057
PHYSICAL ADDRESS: NRA House

Southern Life Gardens
702 Avenue
Newton Park
6001
TELEPHONE NO: (041) 398-3200

FAX NO: (041) 398-3222
STATUTORY CONTROL OFFICER: Mrs N Gouws & Mr I Botha

E-MAIL: [email protected] / [email protected]
ROAD SIGNS & BROWN BOARDS: Mrs N Gouws / Mr C Arries

E-MAIL: gouwsjAnra.co.za / [email protected]
TELEPHONE NO: (041) 398-3200
FAX NO: (041) 398-3222
CONTACT DETAILS: EASTERN REGION (Kwa Zulu Natal & Free State)

SANRAL
P.O.Box 100410
Scottsville
3209
PHYSICAL ADDRESS: 58 Van Eck Place

Mkondeni
Pitermaritzburg
TELEPHONE NO: (033) 392-8100

FAX NO: (033) 386-6284
STATUTORY CONTROL OFFICER: Mr C Landman

Notes:
ROAD SIGNS & BROWN BOARDS: Mr K Pakkiri

FAX NO: (033)386-3365
CONTACT DETAILS: NORTHERN REGION

SANRAL
Private Bag X17
Lynnwood Ridge
0040
PHYSICAL ADDRESS: 38 Ida Street

Menlo Park
0081

FAX NO: (012)348-1512
STATUTORY CONTROL OFFICERS: Messrs I van der Linde / J Oliver /

A Sibanyoni
E-MAIL: [email protected] / [email protected] /
[email protected]
ROAD SIGNS & BROWN BOARDS: Ms G Bester

TELEPHONE NO: (012) 426-6200
FAX NO: (012) 348-1512
---------------------------------------------------------------------------------------------------------------------
SANRAL is in the process of compiling a Statutory Control Guideline Manual (SCGM)
which will in broader detail cover the legal and procedural aspects and which will be
available on the website.
---------------------------------------------------------------------------------------------------------------------
THE SOUTH AFRICAN NATIONAL ROADS AGENCY LIMITED AND NATIONAL ROADS
ACT, ACT 7 OF 1998
The following applications must be forwarded to SANRAL for consideration in terms of

Act 7 of 1998:
( Accesses (Section 44)
( Building Works/Town Planning/Development (Section 48)
Notes:
( Services on, over or below the Road reserve (Section 48)
( Subdivision of land (Section 49)
( Advertisements (Section 50)
( Trading (Section 52)
INFORMATION NEEDED PER APPLICATION:
( Accesses: (Section 44)
SANRAL’s documents entitled Procedures for Road Planning and Geometric

Design ‘Jan 2003’ and ‘Policy in Respect of Road Planning and Design – Jan 2003’
should be consulted. These and other documents are available on the website by
going to www.nra.co.za and clicking on http://www.nra.co.za/downloads.html.
- Motivation/reason for application, i.e. move access, combine access, upgrade

due to change of land use and traffic volume increase, new service station
development, etc.
- Km distance where access is proposed as well as km distances of all existing
accesses to the applicant’s property. (Obtain info from km marker along
road.)
- Locality plan to suitable scale.
- Indicate accesses within 1 km range on either side of the road on a line
diagram with their respective distances.
- Copy of title deed/deed of transfer of the relevant property or property
description as per title deed/deed of transfer.
- Contact details of applicant.
( Building Works: (Section 48)
SANRAL’s written permission is required for erection of structures and other works
on, over or below national roads or certain other land in a building restriction area.
Appendix I -STATUTORY_CONTROL_OVERVIEW_RRMM
Note:
Building restriction area as per definition in the Act: 60m on both sides of the
national road as well as within a 500-metre radius of an intersection outside an
approved or recognised township or urban area.
SANRAL do not enforce building restrictions on land that has been rezoned from
agricultural to land for township development. The original building line imposed by
SANRAL as a condition for rezoning will however be applicable and enforceable by
the local authority, as SANRAL will not allow future services (not related to a
national road ) to be established within the road reserve of the national road. It
would thus be the responsibility of the local authority’s building inspectorate to
enforce the building line along the national road reserve.
For approval of: Town planning/development, cellular telephone masts, extensions

to existing structures or any other structure on privately owned land adjacent to the
national road.
- Application with contact details/Motivation Report.

- Copy of Deed of Transfer of relevant property.
- Locality plan to suitable scale (can be A4 size with property and national road
indicated on it).
- If access is obtained from a national route, indicate on plan the km distance
where the access is situated. (Obtain info from existing km marker along
road.)
- Site layout plan, with distance of the new building works indicated from the
road reserve fence to suitable scale.
( Services: (Section 48)
Crossing or parallel to the road i.e.: water, sewerage, electricity, telkom.
- Complete Wayleave Application form (Blank form attached).

- Indicate the km distance on plan where the service is located. (Obtain info
from km marker.)
( Subdivisions: (Section 49)
- Application with contact details/Motivation Report.

- Copy of Deed of Transfer of relevant property.
Notes:
- Power of Attorney.
- Locality plan to suitable scale (can be A4 size with property indicated on it).
- If access is obtained from a national route, indicate on plan the km distance
where the access is situated. (Obtain info from km marker along road.)
- Sub-divisional plan: Indicate the subdivision with access to all portions clearly
indicated. Any subdivision/consolidation that may frustrate any of the
objectives of Act 7 of 1998 may be refused by SANRAL.
( Outdoor Advertising: (Section 50)
- Attached herewith copy of blank application form to be completed.
( Brown Tourism Signs: (Section 50)
- Attached herewith copy of blank application form to be completed.
( Trading: (Section 52)
Trading adjacent to the national road within the building restriction area or in the
road reserve is illegal without SANRAL’s formal approval.
Details of illegal trading should be reported to SANRAL.
Purpose of farm stall: To sell farm produce from the farm.

- Motivation/reason
- Indicate accesses within 1 km range on either side of the road on a line
diagram with their respective distances.
WAYLEAVE / ENCROACHMENT
APPLICATION
APPLICATION AND CONSENT IN TERMS OF SECTION 48 OF THE SA NATIONAL ROADS

AGENCY AND NATIONAL ROADS ACT, ACT 7 OF 1998 TO ENCROACH ON THE NATIONAL
ROAD RESERVE BOUNDARY OR WITHIN THE BUILDING RESTRICTION AREA
SERVICE OWNER: APPLICANT:
Address: Address:
Contact Person: Contact Person:
Telephone: Telephone:
Facsimile: Facsimile:
Contractor Contact Details: Telephone:
PURPOSE OF APPLICATION
1. To install a new service

2. To maintain/repair, replace an existing services
3. To occupy or perform other operations
4. Haul new cable in existing Ducts and install new pipes Mark with X
5. Install cable on existing Pole Route
SERVICE DETAILS AND REQUIRED DRAWINGS TO ACCOMPANY THE APPLICATION

FULLY DESCRIBE, TYPE OF SERVICE, AND WORK TO BE UNDERTAKEN IN THE ROAD RESERVE OR BUILDING
RESTRICTION AREA INDICATING CLEARLY THE LOCATION AND POSITION RELATED TO THE BLUE NATIONAL ROAD
MARKER BOARDS AND ROAD RESERVE BOUNDARY. DRAWINGS REQUIRED: (CROSS SECTIONS AND
REINSTATEMENT DRAWINGS AT HOR 1: 500 VERT 1: 50) (DETAIL LAYOUT AT 1:1000) (LOCALITY PLAN 1: 10000)
AND ANY OTHER SPECIAL DRAWING WHICH THE SANRAL MAY REQUIRE
N../..
ROUTE AND SECTION
N2-2 EXAMPLE CROSSING AT KILOMETRE km

12,2N
NATIONAL ROADS PARALLEL FROM KILOMETRE km TO
km
MARKER BOARDS
AT 200 M INTERVALS BETWEEN LANDMARKS/
And
INTERCHANGES
DESCRIPTION
Your Reference: Your Drawing No’s:
Appendix I-NEW_WAYLEAVE_APPLICATION_FORM_WESTERN_REGION
GENERAL INFORMATION [mark with X]
IN CASE OF AN OVERHEAD/UNDERGROUND SERVICE OR CROSSING IN BRIDGE OR OTHER STRUCTURE

ATTACH THREE COPIES OF A CROSS-SECTIONAL DIAGRAM SHOWING THE POSITION OF THE
SERVICE/STRUCTURE IN RELATION TO THE ROAD AND ROAD RESERVE AND HEIGHT ABOVE OR DEPTH
BELOW THE ROADWAY AS WELL AS THREE COPIES OF THE LAYOUT PLAN.
WATER SEWER GAS OTHER ELECTRICITY TELEPHONE

Crossing Overhead [ ]
Crossing under/in road [ ] Parallel Underground [ ]
In existing Duct [ ] Parallel Overhead [ ]
Jacking Under Road [ ]
Through Structure [ ] Street Lighting [ ]
Auger Under Ramps [ ]
GENERAL INFORMATION continued………[Mark with X]
SERVICE PARALLEL TO NATIONAL ROAD:
From To Marker Distance within / outside Road Buried Overhead

Marker Board km. Reserve Boundary (left or right) Depth / Height Size & Type of Service
Board Point North Bound being left
km.
Point
SERVICE CROSSING NATIONAL ROAD

THROUGH CULVERT
Km Buried Overhead Size, Cross-Sectional Cross-
Point Depth below Size & type Dist of structures Type & Area of Structure Sectional Area
or height in Or Voltage from Road Reserve class of of
meters Boundary Left &Right sleeve/ Encroachment
above North being left duct
Roadway
LOCATION OF SERVICE IN BRIDGE STRUCTURE:

Km Point Bridge Number Interchange/Bridge Name
*PLEASE NOTE: CONSENT VALID FOR TWELVE MONTHS FROM APPROVAL
DECLARATION BY SERVICE OWNER:

I ACCEPT ALL CONDITIONS IMPOSED IN TERMS OF ANY AGREEMENT BETWEEN THE SA
NATIONAL ROADS AGENCY AND OUR FIRM AS THE SERVICE OWNER AND ALL CONDITIONS
IMPOSED ON THIS APPLICATION. I AM AUTHORISED TO SIGN ON BEHALF OF THE SERVICE
OWNER
_________________________________ _________________________________
PRINT NAME SIGNATURE DATE
COMPLETED FORM TO BE RETURN TO:
REGIONAL MANAGER
SA NATIONAL ROADS AGENCY LTD
PRIVATE BAG X19,
BELLVILLE, 7535
FOR ATTENTION: STATUTORY SECTION
TEL: +27(21) 957 4600
FAX: + 27(21) 946 1630
FOR SOUTH AFRICAN NATIONAL ROADS AGENCY USE

COMPLETION DATE FILE REFERENCE CONSENT NUMBER
__________________________ ________________________
REGIONAL MANAGER DATE APPROVED
1
ANNEXURE A: APPLICATION FORM FOR APPROVAL

OF AN ADVERTISEMENT
THE SOUTH AFRICAN NATIONAL ROADS AGENCY
LIMITED AND NATIONAL ROADS ACT, 1998 (ACT NO.
7 OF 1998)
APPLICATION FOR APPROVAL OF AN
ADVERTISEMENT IN TERMS OF THE REGULATIONS
ON ADVERTISING ON OR VISIBLE FROM NATIONAL
ROADS, 2000
(1) This application must be accompanied by an application fee in the amount determined by the Agency from time to time.
(2) The Agency may refuse to consider the application if this form has not been completed properly or if the application fee has
not been paid.
(3) Applications must be submitted to the address, or addresses published in the Gazette from time to time.
(4) A separate application must be submitted for each advertisement. An application fee must be paid for each such application.
Advertisement identifying information

Office to which submitted ……………………………………………………………………………………..
Route number ………………. Section number .………..…………. Kilometre distance ….……….
Advertisement is located on the side of road on which traffic is travelling in direction ……………… (N,E,S,W)
Advertisement details
Description of property on which advertisement will be situated.............................................................................
Reference number of regulation in terms of which the approval is required.............................................................
Advertisement category description ........................................…………………………………………………….
Full description of approval required ………………………………………………………………………………
Agent of applicant (if applicable)

Name of representative of agent …………………………………………………………………………………..
Identification number of representative ……………………………………………………………………………
Name of agent or company, corporation or other juristic person ...................................................………………..
First names of agent ……….....................................................................................................................................
Identity/registration number/other identification number of agent ...............................................................………
Street address and code …………….…………........................................................................................................
Postal address and code ........................................................................................................................................….
Telephone no (s) ...............................................................................................................................................…….
Fax no ......................................................................................................................................................…………..
E-Mail address ...........................................................................................................................................…………
Signature of representative of agent ………………………………………..….. Date ……………………………

DOCS_NRA-#377969-v1
2
Applicant (owner of advertisement structure)

Name of representative of applicant ………………………………………………………………………………..
Name of applicant or company, corporation or other juristic person ............................…..............………………..
First names of applicant ………................................................................................................................................
Identity/registration number/other identification number of applicant .............................................................……
Trade name (if applicable) .........................................................................................................................................
Type of business ........................................................................................................................................................
Telephone no (s) ...............................................................................................................................................…….
Fax no ......................................................................................................................................................…………..
E-Mail address ...........................................................................................................................................…………
Signature of representative of applicant..…………………………………..….. Date ……………………………
Land owner (if different from applicant)

Name of representative of land owner ……………………………………………………………………………..
Name of land owner or company, corporation or other juristic person ............................…..........………………..
First names of land owner ...............................................................................................................................……..
Identity/registration number/other identification number of applicant .............................................................……
Telephone no (s) ...............................................................................................................................................…….
Fax no ......................................................................................................................................................…………..
E-Mail address ...........................................................................................................................................…………
Signature of representative of land owner…………………………………..….. Date ……………………………
Local authority or municipality

Name of representative of local authority or municipality ………………………………………………………..
DOCS_NRA-#377969-v1
3
Name of local authority or municipality ............................…..........……………………………………………….
Telephone no (s) ...............................................................................................................................................…….
Fax no ......................................................................................................................................................…………..
E-Mail address ...........................................................................................................................................…………
Name of local by-law dealing with advertisement …………………………………………………………………
Area designation by local authority (not allowed, natural, rural, urban area of maximum control, urban area of
partial control or urban area of minimum control) …………………………………………………………………
Note – letter of approval by local authority or municipality to be submitted when requested by the
Agency.
Advertisement structure
Detailed information regarding the size, height, width and clearance height of the advertisement as well as areas
to be illuminated or animated.
Site sketch plan
A sketch plan of the site on which the advertisement is to be erected or displayed:, drawn to a scale of roughly
1:500 and for a distance not less than 100m upstream and downstream of the advertisement, showing all natural
features and also buildings and structures which may affect sight distance, roads and streets, the national road
reserve boundary, street names, route and section numbers, kilometre distances along the national road, all
existing advertisements in the area, road traffic signs and traffic signals, the approximate extent of the visual
zone, and the dimensional position of the advertisement being applied for.
Elevation plan or photographs
Elevations of the proposed advertisement to a scale of not less than 1:500, or photographs of a size not less than
200 x 250 mm, taken from points on the road reserve from which the advertisement will be visible, at 50 metre
intervals along the left hand-most lane of the roadway over a distance of 500 metres upstream of the
advertisement, showing the proposed advertisement superimposed thereon. Elevation plans or photographs are
only required for large and small electronic billboards, large and small billboards, tower structures, product
replicas and three-dimensional advertisements, balcony and under-awning advertisements, forecourt
advertisements, tower and pylon advertisements and aerial advertisements. Details of the position from which
an elevation plan is provided or a photograph has been taken, the distance from the advertisement, the position
of the advertisement and its structure in relationship to its surroundings and the national road must be provided,
as well as any other information subsequently required by the Agency.
Additional information to be submitted when requested
When required, the Agency will request the applicant to submit any or all of the following additional
information:
Layout plan
A layout plan, drawn to a scale of at least 1:2000 and showing a distance of not less than 500m upstream and
downstream of the proposed site of the advertisement being applied for. This plan must accurately show all the
information as required for the site sketch plan, the positions from which elevations or photographs are
provided, horizontal curve positions, road gradients, speed limits, street and road lighting poles, as well as any
other information required by the Agency which will allow a detailed evaluation of any factor which could
affect road safety.
Such layout plans may be prepared using 1:2000 completion survey drawings obtainable, when available, from
the Agency.
Electrical engineer’s certificate
DOCS_NRA-#377969-v1
4
When electricity is used, an electrical certificate signed by a licensed electrical engineer or by an inspector duly
authorised by a municipality must be submitted stating that the advertisement will comply with the requirements
of these regulations as well as any other regulations and requirements related to the use of electricity. The
certificate must also show the engineer’s name, registration number, postal address, telephone no, fax no and e-
mail address.
Structural engineer’s certificate
If required by the Agency, additional drawings, calculations and other information and a certificate by an
engineer giving details to the Agency's satisfaction to enable it to establish the adequacy of the proposed means
of securing, fixing or supporting the advertisement, to resist all loads and forces to which the advertisement may
be exposed and the sufficiency of the margin of safety against failure to comply with the provisions of the
national building regulations contemplated in section 17 of the National Building Regulations and Building
Standards Act, 1977 (Act No. 103 of 1977). The certificate must also show the engineer’s name, registration
number, postal address, telephone no, fax no and e-mail address.
Additional information on advertisement contents
When required, the Agency will request the applicant to submit a drawing or photograph at a suitable scale of
the advertisement, showing all details of the contents of the advertisement, including words, numbers, symbols,
colours, graphics, illumination and animation
The Agency may also require the applicant to submit an electronic photograph of the erected advertisement,
showing the advertisement structure as well as the contents of the advertisement.
Letter of approval by local authority or municipality
A letter approval the advertisement structure and contents from the local authority or municipality must be
submitted when requested by the Agency.
Other information
The Agency may request you to submit additional information or documents.
DOCS_NRA-#377969-v1
APPLICATION FOR TOURISM ROAD SIGNS
(To be completed by the Applicant)
1. SUBMIT TO:
(Name of Local Tourism Bureau)
2. DETAILS OF APPLICANT (Facility Owner):
Name:
Identity Number:
3. DETAILS OF TOURISM FACILITY:
Name:
CC / Business No: Erf / Farm No:
Street Address:
Postal Address: Post Code:
Tel: Fax: Cell:
Email: Website:
Name contact person: Position:
Main activity, attraction or services:
Other activities, attractions or services:
Indicate duration of availability (please tick):
Full-time: Part-time: Occasional:
4. LOCATION OF FACILITY:
Indicate location of Facility (please tick):
Urban: Peri-urban: Rural:
State nearest numbered road to FaciIity:
5. DETAILS OF TOURISM ROAD SIGN REQUESTED:
• Main symbol:
• Alternative symbols (if needed):
• Primary name:
1
6. STANDARDS, QUALITY ASSURANCE AND SAFETY:
Facility Inspection (please tick):
YES NO ORGANISATION DATE
• Certification: ___________________________ __________
• Accreditation: ___________________________ __________
• Recommendation: ___________________________ __________
• Grading: ___________________________ __________
7. SUPPORTING INFORMATION:
The following documentation must be attached:

• Brochure of Facility
• Accommodation Grading Certificate of Facility
• lnspection / Registration Certificate from Tourism Bureau in Association
• Zoning Compliance Certificate (or statement from local Municipality/District Council)
• Traffic Impact Statement / Assessment by recognized Traffic Engineer
• Map or sketch indicating:
* Numbered routes, roads and streets providing access to Facility
* Speed limits and surfaces of relevant roads at the required location
* Existing road signs within 400 m either side of the access at required location
* Position of required tourism sign(s)
* Sight distance in all directions
* Location of Facility (Route number and kilometre distance of the access relating to the
blue 200 metre marker boards situated alongside the national road).
* The distance the facility is situated from the national road and the condition of the road
leading to the facility.
Attach the following documentation only where applicable:

• Business Licence, Liquor Licence, Health Certificate, Other relevant certificates or documents.
• Permits (e.g. permit to operate as hunting contractor), approval to operate from Department of
Nature Conservation and/or approval to operate from recognized animal protection
society/Zoological Society of Southern Africa.
8. DECLARATION:
I, ______________________________, hereby declare that the information supplied by me and

contained in this Application is complete and correct. Futhermore, I undertake to accept all
Conditions applicable to Tourism Signs on National, Provincial and Municipal roads.
Signed: Date:
I:\ROADS\P401756 SANRAL RRMGM\Routine Road Maintenance Manual\Final RRR files\Appendices from SANRAL\DOCS-
Tourism_signs___Application_forms_&_detail.docm 2
STANDARD CONDITIONS APPLICABLE TO TOURISM SIGNS ON
NATIONAL AND PROVINCIAL ROUTES
The following standard conditions must be complied with at all times in the case of any work
undertaken within the statutory width or within a distance 95 metres of the centre line of any building
restriction road (Advertising on Roads and Ribbon Development Act, No 21 of 1940) or within the
statutory width or within 5 metres of the statutory boundary of any public road (Roads Ordinance, 19 of
1976).
1. All applicants for tourism signs must accept in writing all conditions laid down for the display of
such signs before any signs will be erected.
2. No tourism sign will be displayed unless satisfactory arrangements for the display of follow-up
signs to the specific facility have been made.
3. All signs erected within the road reserve will become the property of the controlling/road
authority. The cost incurred by the applicant for the supply and maintenance of the signs, will be
seen as compensation for the privilege to convey the relevant information to the motorist.
4. Applicants shall be aware that subsequent applications for tourism signing may be approved
which may result in a reduction of detail such as the name of the facility.
5. All tourism sign approvals issued by the controlling/road authority concerned will only be valid
for a period of twelve (12) months from the date of issue. If the approval is not acted upon within
the aforementioned period, the approval will lapse and the normal procedure (as for new
applications) must then be followed again. In all cases the reference numbers and dates of
previous applications and approvals must be quoted.
6. Facility owners indicated on the tourism sign/signs shall be responsible for their pro-rata cost of
manufacture, erection and maintenance of the signs.
7. When applications for further tourism signing are received subsequent to the original approval,
the new applicant will be responsible for the total cost of all alterations, including the
manufacture and erection of new signs where necessary.
8. No other free standing advertising sign or flag may be displayed in the vicinity of the tourism
sign/s.
9. The facility owner or applicant shall undertake the following: -
To manufacture - at his own cost - the approved road traffic sign(s) strictly in accordance with the
specifications and instructions of the controlling/road authority. The quality of materials and the
workmanship shall comply with the requirements set and shall be subject to such tests and by
such persons as to controlling/road authority may direct at the place of manufacture or on the
site or at all or any such places. The road signs shall be manufactured by a registered approved
road traffic sign manufacturer.
To supply - at his own cost - the approved road traffic sign(s) to the controlling/road authority in
good condition for erection by the controlling/road authority.
I:\ROADS\P401756 SANRAL RRMGM\Routine Road Maintenance Manual\Final

3 RRR files\Appendices from SANRAL\DOCS-
Tourism_signs___Application_forms_&_detail.docm _____________________________
Signature of Applicant / Facility Owner
To compensate in full the controlling/road authority for any expenditure incurred by such
controlling/road authority in connection with erection, installation of the road traffic signs and
completion of the works within the road reserve.
To compensate in full the controlling/road authority for any expenditure incurred by such
controlling/road authority in connection with repairs to the sign damaged as a result of –
a) the installation or maintenance of or repairs to, or
b) any shortcomings or defects, caused in any way whatsoever in the relevant road traffic
sign installed or any section of such sign.
9.5 Not to hold the controlling/road authority responsible or liable for any costs incurred or any loss
suffered in the event of such controlling/road authority directing for any reason whatsoever the
removal or the shifting or the relocation of or any alteration to any pole, stay, strut, sign, etc.
erected or laid within the statutory width of any public road or within a distance of five (5) metres
of such statutory width.
9.6 To indemnify the controlling/road authority against all claims of whatever nature, including legal
costs, by any person, including the facility owner, originating from or as a result of the erection
of any pole, stay, strut, sign, etc, or as a result of the negligence of the controlling/road authority
to maintain or safeguard properly the said pole, stay, strut, sign. etc.
9.7 Not to hold the controlling/road authority liable for any damage to any pole, stay, strut, sign, etc.
by whomsoever including any damage caused by the activities of the controlling/road authority
in connection with the construction, reconstruction or maintenance of the building restriction
road/public road concerned or by any other action of the controlling/road authority unless
negligence on the part of such controlling/road authority or its officials or employees can be
proved.
9.8 If in the opinion of the controlling/road authority a facility to which a tourism sign has previously
been provided no longer complies with the basic warrants for such a facility, such a sign shall
be removed at the sole discretion of the controlling/road authority and the facility owner shall be
liable for all incurred costs associated with the removal of or alteration to the relevant facility
sign.
10. Only the relevant controlling/road authority is authorized to erect the tourism signs. The
nominated facility owner shall be responsible for contacting the controlling/road authority to
erect the signs once the signs have been manufactured. Only signs with approved sign-face
designs shall be erected. The signs will then be handed to the controlling/road authority who will
erect the signs on behalf of the applicant. The controlling/road authority will recover the erection
cost from the applicant by submitting a written quotation that must be accepted and settled by
the applicant before the erection of the sign will take place.
11. The maintenance cost for signs leading to facilities that belong to a number of different owners
will be claimed from the original owner who in turn will recover such costs proportionally from
the different owners.
12. The work may only be carried cut provided the foregoing conditions, where applicable, were
accepted in full and provided all the prescriptions requirements and obligations, which the
controlling/road authority might impose in connection with the work over, under or along the
road(s), are accepted and complied with.

Tourism_signs___Application_forms_&_detail.docm _____________________________
Signature of Applicant / Facility Owner
13. DECLARATION
I, (name of applicant / facility owner) of
(name of facility),
hereby accept the above Conditions for the erection of tourism road signs.
Signature of Applicant / Facility Owner Date

Tourism_signs___Application_forms_&_detail.docm
APPENDIX J
INCIDENT MANAGEMENT
THE BACKGROUND TO INCIDENT MANAGEMENT
This guideline plan is designed to help emergency services manage incidents.
PURPOSE OF THE GUIDELINE PLAN
The plan provides:

A step-by-step guide to the basic procedure and response protocols to follow in order to
manage an incident efficiently.
An approved set of alternative routes, including manpower/signage requirements in the
event if the road has to be closed and an alternative road has to be used.
An approved set of areas of jurisdiction.
WHAT IS INCIDENT MANAGEMENT?
Incident Management is a pre-planned, agreed set of procedures and protocols activated when
an incident occurs. It co-ordinates the responses of all emergency services and provides a
mechanism for efficiently managing the incident at the location scene. Its primary aim is to
clear the roadway of any obstruction and to restore traffic flow to normality as quickly as
possible.
WHAT IS AN INCIDENT?
An incident is any occurrence, which reduces the capacity of the roadway or creates a hazard
to road users. An incident is not only a major accident. It can be:
- a minor accident
- a shoulder/lane blockage e.g. spilled load, broken down vehicle
- a construction zone
- a random event e.g. veld fire, fog/mist affecting the road
1
Each Incident Management System (IMS) within the Western Province has agreed to a
specific definition of an incident for their region.
More specifically the Incident Management procedures and protocols should be applied when:-
- an incident requires a multi-disciplinary response i.e. two or more services are

required on-scene
- a hazardous substance is involved
- traffic flow is obstructed
WHY THE NEED FOR INCIDENT MANAGEMENT?
i. To establish a common set of protocols for the management of incidents to which all
services adhere.
ii. To encourage on scene co-ordination and co-operation (teamwork) amongst all
responding services.
iii. To make more efficient use of limited resources.
iv. To establish alternative routes to be used in the event of road closure.
v. To improve on scene safety for emergency personnel.
vi. To reduce the risk of secondary incidents.
HOW WAS THE SYSTEM ESTABLISHED?
All services that play a part in responding to roadway incidents were asked to participate in the
development of the Incident Management System. Workshops were held at which these
participants were encouraged to discuss problems and determine the best way to resolve
these and improve the management of incidents on national and provincial roads.
The ideas generated from these discussions were combined to form one set of procedures and
protocols and agreed to by all participants, to be used at the scene of incidents on national
routes.
2
WHO WAS INVOLVED IN ESTABLISHING THE SYSTEM?
Each Incident Management System was designed by emergency services that respond to the
relevant area of operation on the national road network. The services involved comprise of
primary emergency services including the Traffic Authorities, Fire and Rescue Services,
Emergency Medical Services and the SAPS. Other relevant agencies were also included such
as the Directorate of Traffic Safety, Mossgas and other relevant authorities. Together these
services were responsible for drawing up an acceptable set of procedures and protocols for
the management of incidents.
WHAT ARE THE BENEFITS OF INCIDENT MANAGEMENT?
There are a number of potential benefits to the implementation of an Incident Management

system. A few are listed below:
i. More efficient use of the limited resource available for responding to incidents on the
roadway.
ii. Improved co-ordination and co-operation at the scene of incidents, leading to a
reduction in the time taken to clear the scene.
iii. Awareness amongst emergency services of each other’s expectations, capabilities and
resources.
iv. Formalisation of agreements between organizations.
v. Spill over of Incident Management onto other roads.
vi. Availability of traffic safety information from the monitoring system.
vii. Streamline communication and prevent duplication.
viii. Safety for emergency service personnel.
HOW DOES INCIDENT MANAGEMENT WORK?
1. The first person to arrive secures the scene. He becomes the first member of the
Management Team and updates the Centralized Communication Centre (CCC) of the
incident details.
3
2. All subsequent arrivals report to the Forward Control Point (FCP)/Management Team
and so it evolves.
3. One member of the Management Team is nominated as Coordinator and the CCC is
informed.
4. The Management Team assess the incident regularly and makes decisions about an
action plan.
5. The Coordinator ensures decisions are carried out.
6. The Coordinator liaises regularly with the CC about:-

- first arrivals and final departures of each service on scene
- requests for additional services
- road closures and alternative route usage
- media liaison
7. The Coordinator keeps a record of events on scene (he can appoint a note-keeper to
help him with this).
8. The Coordinator must inform the CC when the incident is over (stood down).
DETECTION AND MOBILISATION
1. When a call for an incident is received by the Centralized Communication Centre, an

Incident report form will be opened by the CCC.
2. When a call is received by another emergency service control room, it will

simultaneously mobilize its own personnel and notify the Centralized Communication
Center who will then notify the relevant primary emergency services. The emergency
service receiving the call will not notify other emergency services directly.
4
3. If an incident is detected by a patrol vehicle, the officer will directly notify the CCC if
possible, or he will notify his control center who will immediately hand the incident over
to the CCC who will then in turn notify the necessary primary services.
4. The CCC will at all times adhere to the Areas of Jurisdiction protocols agreed upon
jointly by the respective participating emergency services and will be responsible for
notifying the appropriate emergency services.
5. The CCC will notify the relevant back-up responding services of the incident only at the
request of the incident Co-ordinator on scene.
EMERGENCY CALL
ANY SERVICES CONTROL CENTRE
NOTIFY MOBILISE
CENTRALISED OWN
COMMUNICATION VEHICLES
CENTRE
CENTRALISED
COMMUNICATION
CENTRE TO NOTIFY
OTHER SERVICES
5
ASSESSMENT
6. On approach and arrival at the scene of the incident, the first responder will:
- Verify the incident with the Centralised Communication Centre,

- Assess the scope of the incident,
- Request further assistance from other disciplines required on scene via the
Centralised Communication Centre,
- Secure the scene of the incident from a traffic point of view,
- Consult the Incident Management Guideline Plan,
- Set up a forward Control Point by placing a cone on the roof of his vehicle.
A situation report (sitrep) to the Centralised Communication Centre should report the following
relevant information:
• Location of the incident

• Nature/type of incident
• Objects involved in the incident
• Injuries or entrapments
• Traffic obstruction
• Weather conditions
• Evaluation of the services required on scene
• Chemical spillages
• Need for maintenance contractor
Location of an incident along the national route can be identified as follows by a blue marker
board:
Route Section
N2 – 4
26.8 N
KM Point Direction
6
ON-SCENE MANAGEMENT
FORWARD CONTROL POINT (FCP)
7. A FCP will be established at every incident where more than one emergency service is
present. The FCP will be set up by the first person on the scene.
8. This FCP will be made clearly visible to all emergency services arriving at the incident
by placing a cone on top of the vehicle acting as the co-ordination point.
CONE
9. The vehicle acting as the co-ordination point must be able to communicate directly with
the CCC. In the event that no direct communication with the CCC can be obtained, the
FCP must communicate with the CCC via the control centre of one of the emergency
services involved on scene.
10. One representative of each emergency service that arrives at the scene of the incident
will report briefly to the FCP before proceeding into the operational area to perform their
specific tasks.
11. The tow operator should report at the FCP on arrival.
MANAGEMENT TEAM (MT)
12. A MT will be set up at the FCP. This team will consist of one representative from each
of the emergency services present at the scene of the incident. These representatives
do not spend the entire duration of the incident at the FCP. They continue with their
7
respective tasks and when a decision needs to be made they meet at the FCP to
discuss it.
13. The MT will develop a plan of action for the management of the incident. This plan of
action should be adhered to by all services at the incident.
14. The MT will be responsible for collectively co-ordinating the scene of the incident and
will ensure that consensus-based decisions are carried out by all responding
emergency services. No one person or service will be “in charge” of the incident.
15. The MT decision-making will not supersede the line responsibility of each responding
emergency service in attendance at the scene.
CO-ORDINATOR
16. One person from within the MT will be elected as the Co-ordinator of the incident.
Co-ordinator
8
17. The Co-ordinator’s role will be to co-ordinate all the decisions made by the MT and
regularly report back to the CCC. No communication / instruction from another agency
to the CCC will be accepted by the dispatcher.
18. All requests for assistance at the scene other than from within a service’s own will be
made by the Co-ordinator to the CCC only and not by another emergency service to its
control centre. This is to prevent duplication.
19. No emergency service is to call out a contract service/secondary responder unless it is

from within their own discipline or unless this has been agreed upon with the Co-
ordinator and communicated to the CCC to notify.
20. The Co-ordinator will notify the CCC of the first arrival and last departure of all primary
services.
21. The Co-ordinator will notify the CCC when the incident is stood down.
22. Should the Co-ordinator leave the scene, another member of the Management team will
be elected as Co-ordinator and the Centralised Communication Centre will be updated
accordingly.
23. If possible, the Co-ordinator should not be directly involved in actively attending to the
incident (although it is accepted that at many incidents this may not be possible).
CENTRALISED COMMUNICATION CENTRE (CCC)
24. The CCC has no control function. Its role is to channel and co-ordinate information
about the incident.
25. A specific Incident Report Form will be completed by the CCC staff as the incident
unfolds. The Dispatcher must request information not forthcoming from the scene from
the Co-ordinator. The completed Incident report Form will be faxed to the Monitoring
Team as soon after the incident as possible but not later than 24 hours thereafter.
9
26. The CCC staff should prompt the Co-ordinator on scene should they notice that
something might have been overlooked or, if regular updates are not forthcoming from
the scene. They should use the Incident Report Form and Guideline Plan to assist with
this.
27. The CCC staff will liaise only with the Co-ordinator of the MT and will not take
instruction from any other service/individual on scene.
EMERGENCY CALL OUT
CENTRALISED
COMMUNICATION
CENTRE
MANAGEMENT
TEAM
CO-ORDINATOR
INCIDENT SCENE
DEBRIEFINGS
28. The Co-ordinator or any other service on scene may call for a debriefing.
29. The Monitoring Team can either be contacted directly, or the Co-ordinator / any other
service on scene can update the CCC to indicate the request for a debriefing on the
Incident Report Form.
30. As far as possible debriefing should be held within seven days of being called for.
10
31. Debriefings will be multi-disciplinary and should be attended by the actual personnel
involved at the incident. Services who were present on scene will also be invited to
attend debriefings so that lessons may be shared. Those who were not on scene will
however not be allowed to comment on/criticize the action of those who were on scene.
32. Debriefings will be a positive learning exercise and no “finger-pointing” will be allowed.
The discussions will be treated in confidential manner.
33. Minutes (including recording of apologies) will be circulated to those on attendance and
a summary of lessons learnt will be circulated to the heads of all services participating in
Incident Management.
TRAINING
34. The training officer of every emergency service involved in the Incident Management
System will be trained in the meaning and application of Incident Management.
35. An Incident Management training module will be incorporated into every emergency
organisation’s training programme. It is the responsibility of every service to ensure that
their personnel are fully versed in the Incident Management protocols and that all new
personnel are promptly trained.
11
SYSTEM MAINTENANCE
F MEETINGS F
E E
E E
D D
B B
A A
C MONITORING C
K K
TRAINING DEBRIEFING TRAINING
THE INCIDENT REPORT FORM
The Incident Report Form:

- Helps the CCC co-ordinate communication concerning incidents
- Ensures all incidents are handled consistently
- Is only completed by the CCC
- Is the basis of the Incident Management monitoring system
A large amount of information is recorded on this form including:
- Incident location
- Nature of the incident
- Vehicles involved
12
- Chemical spillage details
- Casualties
- Service notified
- Traffic information
GENERAL PROTOCOLS
36. Every service present at the scene an incident will be responsible for performing the
duties of its particular discipline. There will, as far as possible, be no overlapping of
responsibility at the scene of an incident.
37. The Traffic Authorities will have primary responsibility for closing the road and
redirecting traffic onto the alternative route. They will also be responsible for initiating
the use of an alternative route in the event of the need to re-route traffic. These
decisions will be sanctioned by the MT at the FCP and will be communicated to the
CCC.
38. Use of alternative routes must be according to the appropriate alternative route diagram
contained in the Guideline Plan, unless there is a problem with that particular route at
the time.
39. The South African Police Service will have primary responsibility for collecting evidence
at the scene of an incident although Traffic Officers may provide assistance on scene.
They will also be responsible for crowd control on scene.
40. The Ambulance services are responsible for the transportation of the patients to the
hospital.
41. The tow operators will be called out by the CCC according to the operational list. The
type of vehicle involved in the incident will determine which of the tow operators will be
called out.
# 173636 v1
13
APPENDIX K
SITE AUDIT FORMS

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Available on the website: http://www.sanral.co.za

First Edition: May 2000

Second Edition: January 2009

National Route N1 - Hex River Valley

ROUTINE ROAD MAINTENANCE

ROUTINE ROAD MAINTENANCE

ROUTINE ROAD MAINTENANCE

ROUTINE ROAD MAINTENANCE

AASHTO American Association of State Highway and Traffic Officials

ROUTINE ROAD MAINTENANCE

ROUTINE ROAD MAINTENANCE MANUAL

2. ROAD MANAGEMENT 2.1

4. ROAD SAFETY 4.1

5. ENVIRONMENTAL MANAGEMENT 5.1

6. OCCUPATIONAL HEALTH AND SAFETY 6.1

7. ROAD PAVEMENT REPAIRS - GENERAL 7.1

ROUTINE ROAD MAINTENANCE

7.5 Repair of Road Failures 7.5

8. ROAD PAVEMENT REPAIRS - FLEXIBLE PAVEMENTS 8.1

9. ROAD PAVEMENT REPAIRS - RIGID PAVEMENTS 9.1

11.GEOTECHNICAL AND SLOPE STABILITY 11.1

12.ROAD RESERVE MANAGEMENT 12.1

13.MAINTENANCE OF STRUCTURES 13.1

ROUTINE ROAD MAINTENANCE

13.5 Gantries 13.3

14.STATUTORY CONTROL 14.1

15.INCIDENT MANAGEMENT SYSTEM 15.1

16.QUALITY CONTROL SYSTEMS 16.1

APPENDIX A - TYPICAL CROSS SECTIONS AND ROAD NOMENCLATURE

APPENDIX B - EXTRACTS FROM CHAPTER 13, VOLUME 2 OF THE

APPENDIX C - OCCUPATIONAL HEALTH AND SAFETY

APPENDIX D - SABITA: BITUMINOUS PAVEMENT REPAIRS

APPENDIX E - SLOPE MANAGEMENT SYSTEM INFORMATION

APPENDIX F - CONTROL OF VEGETATION

APPENDIX G - NATIONAL VELD AND FOREST FIRE ACT 1998

APPENDIX H - MAINTENANCE OF STRUCTURES

APPENDIX I - STATUTORY CONTROL

APPENDIX J - INCIDENT MANAGEMENT

APPENDIX K - SITE AUDIT FORMS

ROUTINE ROAD MAINTENANCE

The following references are mentioned in this Manual:

ROUTINE ROAD MAINTENANCE

CHAPTER 2. ROAD MANAGEMENT

2.1 MANAGEMENT DUTIES AND INSPECTIONS

The Team is required to inspect the site frequently

Obvious problems should be noted as soon as

Road Elements Frequency Road Elements Frequency

ROUTINE ROAD MAINTENANCE

2.2 PAVEMENT INFORMATION

2.3 SANRAL’S MANAGEMENT STRATEGY

2.4 CONTRACT RATES AND QUANTITIES

ROUTINE ROAD MAINTENANCE

2.5 AVAILABILITY OF MATERIALS

2.6 MAINTENANCE PROBLEMS

2.7 METHODS FOR ADDRESSING PROBLEM AREAS

2.8 SPECIAL CIRCUMSTANCES

2.9 CAPACITY BUILDING

ROUTINE ROAD MAINTENANCE