ROADWORKS SIGNING

SECTIONS

13.0 Contents

13.1 Introduction

13.2 Types of Temporary Signs

13.3 Traffic Management

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 Applications for Rural Roads

13.10 Signing Applications for Urban Streets

13.11 Signing Applications for Freeway and

Dual Carriageway Roads

13.12 Enlarged Standard Details

– All Applications

MAY 2012

SARTSM – VOL 2
CHAPTER 13
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© National Department of Transport 1999, 2012

KEYWORDS
ROAD SIGN, ROAD MARKING, REGULATORY, WARNING

COST: VOLUME 2

VOLUME SET R

Chapter 1 R Chapter 11 R
Chapter 2 R Chapter 12 R
Chapter 3 R Chapter 13 R
Chapter 4 R Chapter 14 R
Chapter 5 R Chapter 15 R
Chapter 6 R Chapter 16 R
Chapter 7 R Chapter 17 R
Chapter 8 R Chapter 18 R
Chapter 9 R Chapter 19 R
Chapter 10 R
CONTENTS 13.0.1

CHAPTER 13:
ROADWORKS SIGNING

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.0.2 CONTENTS

ROADWORKS SARTSM – VOL 2 MAY 2012

CONTENTS 13.0.3

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.0.4 CONTENTS

ROADWORKS SARTSM – VOL 2 MAY 2012

CONTENTS 13.0.5

MAY 2012 SARTSM – VOL 2 ROADWORKS

 INTRODUCTION 13.1.1

CHAPTER 13:
ROADWORKS SIGNING

13.1 INTRODUCTION
13.1.1 General
1 The temporary and continually variable nature of road followed by vehicles should be delineated by delineators,
construction and maintenance operations on roadways which cones, barricades, barriers, roadstuds or road markings, or an
are open to traffic makes such sites potentially more dangerous appropriate combination of these devices. Delineation should
than a permanent hazard since even a driver familiar with the be created in such a manner as to give an impression of
route cannot rely on his previous knowledge to predict continuity, both by day and night. The delineation devices used
conditions. In order to clearly identify these temporary should be kept free of anything which could create a hazard
conditions from permanent ones, exclusive signs with a yellow should the device be struck by a passing vehicle.
background are used. 8 The manner in which a roadway may be affected by
2 As part of an holistic approach to roadworks signing, a construction or maintenance operations varies considerably.
significant increase in the use of symbols is recommended. In Complete standardisation of practices for signing and
this context, the meaning of the "ROAD WORKMAN" symbol delineating such sites is impractical. However, it is important
has been broadened to encompass the general meaning of that design and site staff adopt a disciplined approach to the
"ROADWORKS", whether or not manual labour is in progress traffic management of roadworks sites. A systematic approach
and whatever the scale of roadwork activity. In this way, the should be used to present the driver with changes in conditions,
use of advance signs displaying text messages, such a one change at a time, by the use of standardised
"ROADWORKS AHEAD", is avoided. sub-components. In this way the action or reaction of the driver
can be anticipated and provided for with an acceptable degree
3 Any work activity which results in a reduction in the road space
of certainty and effectiveness.
available to drivers should be preceded, where space permits,
by an adequate number of temporary road signs. The number 13.1.2 Objectives of Roadworks Signing
and spacing of these signs is dependent on the site conditions 1 In order to achieve the safest possible operating environment
and the design speed of the roadway. the following objectives should be sought with disciplined
4 All appropriate temporary road signs should be in position prior attention to detail:
to the commencement of work. The crew placing the signs (a) to establish, as far as possible, a standard pattern of traffic
should use a vehicle which has been specially designed to control devices for typical road construction and
make it highly visible to approaching drivers. maintenance operations which is simple and clear to
5 Great care should be taken that only those temporary signs understand;
appropriate to the current work activity are displayed. All (b) to develop in drivers, by means of exclusive signs which
actions required of a driver should appear obviously are visible and have a simple and easily understood
realistic to him. When work conditions are variable, the message, a high level of awareness that a reduced
temporary signing must be maintained so that the signs standard of roadway exists ahead of them, and the
correctly represent the conditions applicable the given knowledge that this requires their increased vigilance;
time. Signs which only apply during daylight or only to specific
(c) to generate a high level of driver respect and familiarity for
circumstances should be removed or concealed when their
the efficiency and adequacy of the traffic management used
significance does not apply. Nothing encourages a disregard of
at roadworks;
signs more than regulatory or warning signs displayed for
non-existent conditions or hazards. (d) to maintain roadway capacity and traffic flow at the highest
possible levels, particularly on the higher class routes,
6 Only temporary road signs covered by the South African Road
where large traffic volumes would otherwise result in
Traffic Signs Manual should be used. The use of signs not
congestion, delay and accident potential;
covered by the manual negates on-going efforts to achieve a
high degree of standardisation of temporary signing practices. (e) to keep roadwork related accident levels at a minimum;
This high degree of standardisation is in the interest of the (f) to provide adequate information to redirect drivers via
general safety of road users and site staff and failure to achieve alternative routes when detours are implemented;
it can result in the actual creation of hazards and confusion on
(g) to provide designers of traffic management systems, and
the part of drivers. the site staff who implement them, with adequate tools with
7 Where a roadway is closed, partially closed, or diverted, or which to accomplish the above objectives;
where an obstruction exists in the roadway, the alignment to be

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.1.2 INTRODUCTION

(h) to make designers and site staff aware of the need for a (i) regulatory and warning sign sizes should be increased for
very high degree of discipline in the management of their rural applications to a minimum size equivalent to that
sites on a day to day basis. applicable to a 100 km/h design speed, irrespective of the
13.1.3 Norms to be Applied to Roadworks speed limit within the roadworks; the same principle should
Signing be applied in urban areas wherever possible using a
minimum sign appropriate to an 80 km/h design speed;
1 The norms listed below comprise the principles, criteria or
standards by which the signing of roadworks sites should be (j) when high approach speeds and/or large traffic volumes
developed: pertain, sign messages should be repeated along the
length of a roadway, and, in the case of dual carriageway
(a) all temporary signs shall conform to the exclusive colour
roadways should be displayed on both sides of the
code except for regulatory control signs e.g. STOP, YIELD
roadway (see paragraph 13.1.4.6),
and NO ENTRY, and existing direction signs which can be
easily re-positioned at traffic deviations (see paragraph (k) the minimum spacing between repeated signs along the
13.2.2.2); length of a roadway should be 100 metres on high speed
roads and 60 metres on lower speed roads where space
(b) signs from the regulatory, warning or guidance (direction
permits;
and diagrammatic) classes may all be used, either
individually or in combination, as appropriate, in the (l) the spacing of delineation devices should be related to the
exclusive colour code with the exceptions noted in rate of change of direction, using closer spacings for
paragraph 13.1.3.1(a) above B in this respect regulatory sharper changes of direction;
signs must always conform to the size requirements (m) the lateral and vertical positioning of temporary signs at
specified for various roadworks applications (see also roadworks should, wherever possible, adhere to the norms
paragraph 13.1.3.1(i)); applicable to permanent signs - see Volume 1, Chapter 1,
(c) all signs should have retroreflective backgrounds and Table 1.4 - however, it will often not be possible to adhere
regulatory and warning signs should have retroreflective to these norms - recommended norms for the positioning of
borders; temporary signs in such instances are given in Table 13.1;

(d) diagrammatic guidance signs should generally use a (n) temporary direction signs used to redirect traffic to
vertical rectangular format and display a pictorial alternative routes should use the exclusive colour code and
representation of the road condition immediately ahead; comply with all other design parameters of permanent
direction signs; the use of DIN 1451 Style "A" compressed
(e) the design of temporary diagrammatic guidance signs
lettering is recommended for temporary direction signs to
embodies the following principles:
minimise sign area;
(i) red retroreflective areas shall be used to indicate an (o) standard road markings , which may cause confusion,
obstruction in the road ahead; particularly at changes of direction, should be obliterated;
(ii) one arrow shall be used per lane of traffic in the temporary road markings should be used to emphasise the
direction of travel to which the sign applies; new alignment;

(iii) unless necessary for effectiveness of the sign (p) to maintain the capacity of the roadway, taper and
message, one or more lanes of opposing traffic shall be crossover design should be directly related to the design
indicated by one arrow; speed of the temporary change of alignment;

(f) when red areas of retroreflective material are applied to (q) a lane reduction taper should never extend over a width of
yellow retroreflective background materials the reflective more than one lane (or at the most a lane plus a shoulder);
index of the yellow material should be at least 3,5 times that if the required reduction in width amounts to two lanes or
of the red material; more, two or more tapers should be used, each to extend
over a maximum of one lane at a time and be separated
(g) distance information plates shall be used wherever possible
along the roadway by a stabilising area;
to:
(r) to achieve a major change in alignment, without significant
(i) indicate the length of a site (only appropriate to sites
or further reduction in roadway width, a reverse curve
over 2 km in length - distances given in kilometres only
should be used;
e.g.. "6 km");
(s) to reduce complex traffic management conditions to an
(ii) indicate the distance to a change in road conditions
acceptable level of simplicity, complex changes in width
(transition area - normally 100 m, 200 m, 300 m or 400
and alignment should be undertaken one stage at a time
m, up to 1 km);
i.e.. a lane drop and a reverse curve should not occur at the
(iii) indicate the distance for which a particular traffic same place.
configuration applies (can be used to "countdown" a
13.1.4 Placement of Temporary Signs at
long site to reassure motorists e.g. "For 14 km");
Roadworks
(h) speed limits should be applied realistically and should, 1 Several of the norms listed in Subsection 13.1.3 relate to the
where appropriate, be capable of being altered to suit correct placement of temporary roadworks signs. In particular
changing local conditions and/or time of day;

ROADWORKS SARTSM – VOL 2 MAY 2012

 INTRODUCTION 13.1.3

paragraphs 13.1.3.1 (k) to 13.1.3.1 (m) state the general norms 5 Due to the temporary or portable method of mounting signs at
applicable to sign positioning at roadworks. roadworks it is not practical to position signs vertically to
2 The position of a temporary sign can be specified in three conform to the norms for permanent sign installations. If a
ways, namely: temporary sign is to be mounted on a pole support which is
placed in the ground, the mounting height should be as for a
(a) longitudinally in relation to the roadway alignment;
permanent sign. Guidelines are given in Table 13.1 and
(b) laterally in relation to the roadway cross section; illustrated in Figure 13.19 for the vertical mounting of temporary
(c) vertically. or portable signs on stands placed on the road or verge
surface. Such stands may be ballasted to limit accidental
3 The longitudinal positioning of temporary signs at roadworks is
movement but are generally not other-wised fixed to the road
specified for each of the typical layouts covered in Sections
surface.
13.8 to 13.12. One of the most important aspects of longitudinal
positioning of roadworks signs is the separation longitudinally 6 Throughout this chapter it is recommended that temporary
between successive signs. This separation should not signs be repeated on the right side of one way roadways such
become less than recommended in paragraph 13.1.3.1 (k). as carriageways of dual carriageways. The placing of any
If provision of such separations is difficult to achieve, temporary sign at the roadside in itself represents a hazard.
consideration should be given to reducing number of signs This is one of the factors which must be taken into account
because closer spacings will render the signs ineffective in any when deciding on the reduction in speed limit appropriate to a
case. Certain signs, such as DELINEATOR signs TW401 and roadworks site. It can be argued that the placing of temporary
TW402, should be positioned at close longitudinal spacings to signs on the right side of the roadway is more hazardous than
achieve their intended effect. The longitudinal spacing on the left side. (However, this argument is dependent on the
requirements for such signs are covered in Section 13.5 and design standards of the median separating the two
Table 13.4. carriageways i.e. a wide grass median versus a concrete
barrier.) The following factors should be considered before
4 The lateral positioning of temporary signs at roadworks is often
deciding whether to use right side temporary signs, and the
constrained by site conditions. Wherever possible the lateral
signs could be considered likely to be effective if a positive
clearances applicable to permanent signs should be achieved.
answer can be given to any of the questions:
These are covered in Volume 1, Chapter 1, in Figures 1.23 and
1.24. The basic requirements of these figures are repeated in (a) is traffic likely to be so dense that the numbers of vehicles,
and particularly large vehicles, is likely to significantly
Figure 13.19 together with recommended absolute minimum
obscure left side signs to drivers in a second or third lane
values for roadworks situations.
from the signs?

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.1.4 INTRODUCTION

(b) is there a change of roadway conditions ahead on 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 workload 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?
13.1.5 Road Traffic Sign Colour Indication
1 The chapters of Volume 2 of the South African Road Traffic
Signs Manual (SARTSM) are not prepared in colour.
Relevant examples used to illustrate appropriate
signs, signals and markings are shaded in a
black and white coding which is illustrated
below.
2 The basic principles of the road traffic sign colour coding
system are shown, in colour, in the SADC-RTSM Volume 1,
Chapter 1, Section 1.4, and in the Contents sections of
relevant Volume 1 and 4 Chapters.

ROADWORKS SARTSM – VOL 2 MAY 2012

 TYPES OF TEMPORARY SIGNS 13.2.1

13.2 TYPES OF TEMPORARY SIGNS

13.2.1 General
1 Almost any type of standard or permanent sign may be warning sign, which indicates the reason for the speed limit
produced as a temporary type of sign by using the exclusive reduction, such that the regulatory sign sits above the warning
colour code of a black symbol, letter or border on a yellow sign.
background in place of the standard white symbol, letter or 6 The shape, proportions and dimensions of all temporary
border on a white, blue or green background. When used with regulatory signs and the dimensions of all symbols used on
temporary signs, all forms of supplementary, distance or temporary regulatory signs remain the same as used on
information plates shall also conform to the temporary sign standard regulatory signs. Examples are given in Figures 13.1
colour code. Details of the relevant signs in each of the major to 13.3.
sign categories are given in subsequent sections.
13.2.3 Temporary Warning Signs
2 There are certain exceptions to the use of the temporary colour
code. Those relating to regulatory signs are covered in 1 Temporary advance warning signs may be used in sequences
Subsection 13.2.2. of signs approaching a change of direction or transition area at
roadworks sites, or they may be used individually to warn of
3 The contents of this chapter deal with the use of temporary
specific local temporary hazards within sections of roadway,
signs at roadworks. The signs may also be used for other
detours or temporary roadways.
temporary signing activities such as:
2 The shape, proportions and dimensions of temporary warning
(a) general maintenance (e.g. tree cutting);
signs and the dimensions of all symbols used on temporary
(b) police or other roadblocks; warning signs remain the same as used on permanent warning
(c) interview traffic surveys; signs.

(d) sports events; 3 In order to improve the target value of the basic triangular
temporary warning sign the conspicuity of the sign may be
(e) school activities.
increased by incorporating it into a rectangular background sign
4 Details of the manner in which temporary road traffic signs with a retroreflective yellow colour and a black border. The
should be applied are given in later sections. triangular border used within such temporary HIGH VISIBILITY
13.2.2 Temporary Regulatory Signs warning signs has been modified to improve the proportions of
these signs. Examples of typical temporary HIGH VISIBILITY
1 Regulatory signs are necessary to inform users of traffic laws or warning signs are given in Figures 13.4 and 13.10.
regulations and to indicate the applicability of these legal
requirements. As a result of the restrictions in roadway width 4 HIGH VISIBILITY signs may be square or rectangular in shape.
common to roadworks sites the modification of permanent They should only be manufactured in one of the following
regulatory signs to temporary regulatory signs and the use of standard sizes (width x height):
additional temporary regulatory signs are commonly required. (a) square:
2 Regulatory signs related to traffic control DO NOT adopt the (i) 900 mm x 900 mm;
temporary sign colour code. These are: (ii) 1200 mm x 1200 mm;
(a) the STOP sign R1; (iii) 1800 mm x 1800 mm;
(b) the YIELD sign R2; (b) standard rectangle (one included sign):
(c) the NO ENTRY sign R3; (i) 900 mm x 1200 mm;
(d) the ONE WAY sign R4; (ii) 1200 mm x 1600 mm;
(e) YIELD TO ONCOMING TRAFFIC sign R6. (iii) 1800 mm x 2400 mm;
3 In order to maintain driver respect for standard and temporary (c) large rectangle (two included signs):
regulatory signs these should not be used without a
(i) 900 mm x 1800 mm;
commitment from the road authority to enforce the relevant
regulations as and when necessary. Failure to do so will result (ii) 1200 mm x 2400 mm;
in an increased lack of compliance with regulations, not just at (iii) 1800 mm x 3400 mm
the site in question, but generally.
For further details see Volume 4, Chapters 2 and 3.
4 If a speed limit is reduced at roadworks by the use of a
TEMPORARY SPEED LIMIT sign TR201, a return to the 5 Due to the often confusing nature of the approach to certain
normal speed limit shall be indicated by the appropriate temporary hazards, it is recommended that distance plates be
standard PERMANENT SPEED LIMIT sign R201. used in conjunction with temporary advance warning signs. It is
also recommended that temporary advance warning signs used
5 When localised reductions in speed limit are deemed on their own on high speed approaches, be specified one size
necessary, it is recommended that the temporary SPEED larger than would be used for a permanent installation.
LIMIT sign TR201 be combined with a relevant temporary
6 It may be advisable, when the situation being signed is
particularly hazardous, to repeat the warning message using a
second sign.

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.2.2 TYPES OF TEMPORARY SIGNS

13.2.4 Temporary Guidance Signs

7 DIAGRAMMATIC guidance signs are rectangular in shape. The
1 A number of temporary guidance signs are available for use at basic sizes match those of standard rectangular HIGH
roadworks. These fall into the following sub-categories: VISIBILITY signs as follows (width x height):
(a) Diagrammatic; (a) 900 mm x 1200 mm;
(b) Direction. (b) 1200 mm x 1600 mm;
2 Temporary guidance signs are particularly effective at the more (c) 1800 mm x 2400 mm.
complex roadworks site where drivers need the highest
When a multiple lane layout requires a wider format, the basic
possible level of positive guidance in order that they may
width may be increased in regular increments as follows (width
proceed through the site safely and with the minimum of delay
x height):
and disruption.
(d) 900 mm to 1125 mm or 1350 mm x 1200 mm;
3 DIAGRAMMATIC guidance signs have been developed to give
drivers a pictorial representation of changes in conditions on (e) 1200 mm to 1500 mm or 1800 mm x 1600 mm;
the road ahead. This need has arisen from major rehabilitation (f) 1800 mm to 2250 mm or 2700 mm x 2400 mm.
work which has become necessary on the higher class roads in
For further dimensional details see Volume 4, Chapter 8.
the country. Their application is of greatest effect on dual
carriageway roads but they are equally applicable to less 8 DIRECTION guidance signs may be manufactured using black
complex sites to give a clear and simple message to the driver. symbols, letters or borders on a yellow retroreflective
background to guide drivers to destinations by temporary
4 The diagram on each sign must represent only one simple
alternative routes. The signs may be used in any of the
change in road conditions. If the roadworks site requires
following typical situations:
more than one basic transition or change of circumstances,
then each transition should be signed separately, using the (a) when dual carriageway traffic has been diverted to one
appropriate sequence of signs according to the degree of carriageway under contraflow conditions and original
change involved, the traffic speed, and/or volume. permanent signs on the closed carriageway are too remote
for adequate visibility by day and night;
5 The number of diagrammatic sign designs is limited to those
which represent the more common single traffic management (b) when a route is completely closed to all through traffic and
techniques available to control traffic. These represent an alternative route is available;
sub-systems within the overall traffic management system for a (c) when the capacity of a route is severely restricted by major
given roadworks site. It is recommended that the traffic roadworks such as a bridge site and an alternative route
management of a site be designed around these standardised with adequate capacity is available;
sub-systems and signs, rather than by creating new and
(d) when partial closures of routes, street networks or freeway
unnecessarily complex systems and signs. The following are
interchanges become essential to the efficient progress of a
the standard categories of DIAGRAMMATIC guidance sign
roadworks site.
based on the type of roadworks circumstance they represent:
9 A modified, temporary GORE EXIT direction sign TGA 4(V) has
(a) Traffic Movement Affected by an Obstruction (or apparent
been developed which occupies a minimum side space. This is
obstruction) - TGS101 series;
particularly appropriate to temporary alignments of freeway
(b) Lane Use Control by Regulation - TGS301 series; off-ramps. Alternatively, for better visual impact, a black and
(c) Lanes Merge/Converge - TGS401 series; yellow version of the standard GA4 GORE EXIT sign numbered
TGA4 may be used if space permits (see Figure 13.18).
(d) Heavy Vehicle Guidance and Control - TGS501 series;
10 Temporary DIRECTION guidance signs should be
(e) Unique Overhead Signs - TGS600 series;
manufactured according to the appropriate standards as
(f) Overhead versions of other sign types - TGS6000 series covered by the Volume 4. Attention should be paid to the
Available DIAGRAMMATIC guidance signs are illustrated in approach speed of traffic as this may permit a reduction in sign
Figures 13.11 to 13.15. For further details see Volume 1, sizes. Typical examples of temporary direction signs are given
Chapter 4. in Figure 13.16. The use of DIN 1451 Style "A" compressed
lettering is recommended in order to minimise sign sizes.
6 As indicated in paragraph 13.2.4.5 by the category description
DIAGRAMMATIC guidance signs commonly indicate some 13.2.5 Temporary Information Signs
aspect relating to a change in condition of a lane of a roadway. 1 Temporary INFORMATION signs play an important support
The lane may be the only lane for traffic travelling in one role to temporary regulatory, warning and guidance signs at
direction (commonly on a two-way road), or it may be one of roadworks. INFORMATION signs are commonly used in
several on a carriageway (commonly one carriageway of a dual temporary circumstances to supplement other signs by giving
carriageway road). Hazards represented by physical additional information to improve driver awareness of
obstructions, or apparent obstructions at a sudden change in circumstances ahead. The most commonly used types of
direction for instance, are represented on DIAGRAMMATIC
guidance signs by large red blocks.

ROADWORKS SARTSM – VOL 2 MAY 2012

 TYPES OF TEMPORARY SIGNS 13.2.3

temporary INFORMATION signs which are illustrated in Figure should conform to the positional requirements for temporary
13.17 are: signs given in Figure 13.19 and Table 13.1.
(a) COUNTDOWN signs TIN1, TIN2 and TIN3; 4 If temporary traffic signals are required at a roadworks site they
may be manufactured to be moveable, but they shall conform
(b) CUL-DE-SAC signs TIN4, TIN5 and TIN6 (used mainly in
to the requirements of legislation, in terms of size, number,
urban areas);
position and modes of operation (see Volume 1, Chapter 6).
(c) SUPPLEMENTARY PLATE signs TIN11.
2 Countdown signs may be used in advance of temporary
freeway off-ramps which are often, of necessity, sited in such a
manner that standard visibility distances cannot be realised.
The generally confused environment 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 supplementary 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
which they supplement.
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 temporary
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 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 confusing 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 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
appropriate 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 configuration 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. Figure
13.18 illustrates a collection of less commonly used signs,
variations on standard signs for particular applications, 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
different materials which is relevant. The use of such signs

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.2.4 TYPES OF TEMPORARY SIGNS

Fig 13.1 Regulatory Signs for Use at Roadworks - 1

ROADWORKS SARTSM – VOL 2 MAY 2012

TYPES OF TEMPORARY SIGNS 13.2.5

Fig 13.2 Regulatory Signs for Use at Roadworks - 2

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.2.6 TYPES OF TEMPORARY SIGNS

Fig 13.3 Regulatory Signs for Use at Roadworks - 3

ROADWORKS SARTSM – VOL 2 MAY 2012

TYPES OF TEMPORARY SIGNS 13.2.7

Fig 13.4 Warning Signs for Use at Roadworks - 1

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.2.8 TYPES OF TEMPORARY SIGNS

Fig 13.5 Warning Signs for Use at Roadworks - 2

ROADWORKS SARTSM – VOL 2 MAY 2012

TYPES OF TEMPORARY SIGNS 13.2.9

(1) The warning signs in Detail 13.6.2 may be required at roadworls under certain circumstances but their use is not
likely to be common. The signs are not listed exclusively in numerical order due to the previous listing in Details
13.4.2, 13.5.1 and 13.6.1 of the more commonly used warning signs. SCHOLAR PATROL sign and FARM
ANIMALS signs TW310, TR311 and TW312 have not been illustrated as they are unlikley to be required at
roadworks sites.

Fig 13.6 Warning Signs for Use at Roadworks - 3

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.2.10 TYPES OF TEMPORARY SIGNS

Fig 13.7 Warning Signs for Use at Roadworks - 4

ROADWORKS SARTSM – VOL 2 MAY 2012

TYPES OF TEMPORARY SIGNS 13.2.11

Fig 13.8 Warning Signs for Use at Roadworks - 5

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.2.12 TYPES OF TEMPORARY SIGNS

Fig 13.9 Warning Signs for Use at Roadworks - 6

ROADWORKS SARTSM – VOL 2 MAY 2012

TYPES OF TEMPORARY SIGNS 13.2.13

Fig 13.10 High Visibility Signs for Use at Roadworks

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.2.14 TYPES OF TEMPORARY SIGNS

Fig 13.11 Diagrammatic Guidance Signs for Use at Roadworks - 1

ROADWORKS SARTSM – VOL 2 MAY 2012

TYPES OF TEMPORARY SIGNS 13.2.15

Fig 13.12 Diagrammatic Guidance Signs for Use at Roadworks - 2

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13.2.16 TYPES OF TEMPORARY SIGNS

Fig 13.13 Diagrammatic Guidance Signs for Use at Roadworks - 3

ROADWORKS SARTSM – VOL 2 MAY 2012

TYPES OF TEMPORARY SIGNS 13.2.17

Fig 13.14 Diagrammatic Guidance Signs for Use at Roadworks - 4

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13.2.18 TYPES OF TEMPORARY SIGNS

Fig 13.15 Diagrammatic Guidance Signs for Use at Roadworks - 5

ROADWORKS SARTSM – VOL 2 MAY 2012

TYPES OF TEMPORARY SIGNS 13.2.19

Fig 13.16 Guidance Signs for Use at Roadworks

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13.2.20 TYPES OF TEMPORARY SIGNS

Fig 13.17 Information Signs for Use at Roadworks

ROADWORKS SARTSM – VOL 2 MAY 2012

TYPES OF TEMPORARY SIGNS 13.2.21
13.2.7 Notes on Figure 13.18
(1) Figure 13.18 shows a selection of temporary signs which
are used occasionally at roadworks, not all of which are
specified in detail in the Manual.
(2) Detail 13.18.1 illustrates two examples of a horizontally
formatted type of HIGH VISIBILITY sign. The size of this
sign type is not standardised because of the variety of text
messages which can be displayed. Dimensional details
are included in Volume 4, Chapters 2 and 3.
(3) Detail 13.18.2 shows a lightweight form of collapsible sign
which can be useful for short term operations, particularly
on multi-lane roads. Typical operations for which such
signs might be used include installing and servicing traffic
measuring devices, and localised repairs to roadstuds or
road markings.
(4) Detail 13.18.3 gives an example of a typical arrow board
made up of light sources mounted on a backing board. A
variety of light positional patterns may be specified. The
example shown may be switched to display a single shaft
arrow to the left or right, or a set of three "chevron" arrows,
also to left and right.
(5) Detail 13.18.4 illustrates a typical lightweight barricade
made of fencing posts, DELINEATION TAPE TD5, and a
highly visible fencing mesh. A number of suitable bright
fluorescent meshes are on the market.
(6) When no suitable symbol is available for a warning
message, the message may be given as text on a warning
sign as shown in Detail 13.18.5.
(7) Detail 13.18.6 shows the principle of a changeable
temporary SPEED LIMIT sign TR201. The sign comprises
an extra hinged plate which can be "flipped" over to
change the value of the speed limit, or to remove the
temporary speed limit by displaying a blank face.
(8) It is recommended that portable regulatory and warning
signs, particularly those which are on stands which place
the signs only 200 mm above the road surface, be marked
on the reverse side with alternating 150 mm wide black
and yellow stripes as shown in Detail 13.18.7.
(9) Detail 13.18.8 gives the range of temporary GORE EXIT
signs TGA4, available for use at temporarily relocated
freeway exits.
(10) Detail 13.18.9 illustrates a range of arrow-based lane
configuration signs which are occasionally seen at
roadworks. These signs, which are appropriate during
temporary contra-flow traffic operation, are compact in
size.
(11) It is sometimes necessary to close a section of road over
a full city block for maintenance. When this occurs in a
CBD environment with one-way roads a special type of
MAP TYPE sign TGD9, as shown in Detail 13.18.10, may
be warranted.

Fig 13.18
Other Temporary Signs Used At
Roadworks

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13.2.22 TYPES OF TEMPORARY SIGNS

13.2.8 Notes on Figure 13.19

(1) Temporary signs of all classes may be provided at
roadworks mounted in one of two ways:
(a) pole-mounted and buried in the ground as for a
permanent sign, and therefore not portable: or
(b) frame and/or stand mounted, and therefore portable or
movable.
(2) Detail 13.19.1 illustrates basic pole-mounted clearance
criteria which should conform to the provisions of Volume
1, Chapter 1, Table 1.4. The basic minimum clearances
should be:
(a) lateral - A: 1200 mm;
(b) vertical - B: 750 mm;
(c) vertical - C: 800 mm (small signs up to 2 m2) to 1600
mm (larger signs).
The lateral clearances should be maintained if the signs
are mounted behind barricades, but may be reduced to be
flush with the rear of a barrier.
(3) Detail 13.19.2 shows two types of delineators. All sizes of
delineator should be mounted with a minimum vertical
clearance of 200 mm.
(4) Detail 13.19.3 shows typical portable sign frames for single
signs and a single vertical cluster of signs. Such portable
signs are used for all types of short term work. Whilst the
mode of operation requires easy portability, operators
must be aware that signs placed only 200 mm above the
road or verge surface can very easily become ineffective.
Care has to be exercised over longitudinal positioning to
ensure that the signs are in fact visible to drivers. Failure to
achieve adequate visibility of signs could result in legal
action against the responsible road authority or contractor.
(5) Detail 13.19.4 illustrates two typical movable barricades
which display road signs. Whilst general dimensions are
given for information these are not obligatory, although
size will be dictated to a certain extent by the signs to be
displayed. The height of sign indicated should be
considered as a minimum.
(6) Detail 13.19.5 also illustrates typical larger movable sign
supports and frames. Again the dimensions given are
representative and may be varied within the constraints of
the sizes of the signs to be displayed and the stability of
the overall frame.
(7) Ballast sandbags are shown in the examples. These
sandbags should have a mass of around 30 kg each and
must be maintained and replaced as necessary to ensure
the stability of the signs and their supports.
(8) Minimum vertical clearance requirements are recorded in
Table 13.1 in Section 13.1.

Fig 13.19
Mounting of Temporary Signs –
Options and Minimum Clearances

ROADWORKS SARTSM – VOL 2 MAY 2012

 TRAFFIC MANAGEMENT 13.3.1

13.3 TRAFFIC MANAGEMENT

13.3.1 General night. In extreme cases, the illumination of critical signs may be
1 In order to adequately deal with the needs of manual or justified by a combination of such conditions and high traffic
handbook users, it is necessary to go beyond the specification volumes. Care should be exercised not to create running lanes
of sign face designs and sequences. It is necessary to develop which are too wide for one traffic stream but not quite wide
a standardised approach to the traffic management of enough for two traffic streams (see paragraph 13.4.3.2(c)).
roadworks sites. This applies particularly to the more complex 13.3.2 The Advance Warning Area
conditions. Ideally it should be possible for almost any site
condition to be simplified to a number of standard treatments 1 This area is used to advise motorists that there are temporary
and, therefore, traffic should be accommodated within the conditions ahead of them which require particular care. Almost
range of signs detailed in this Chapter. According to this invariably, a stepped reduction in the speed will be required
principle, the motorist should then have to deal only with within this area. These speed reductions should be indicated at
familiar situations and preferably with only one at a time. reasonable intervals (200 m minimum), and occur in 20 km/h
steps until the speed for which the traffic control has been
2 The layouts provided in later sections have therefore been
designed is indicated. It is good practice to repeat the final
prepared with these objectives in mind. Each condition has
speed limit at least once. It should be noted that, depending on
been subdivided into standard components or sections as
the nature of the change ahead, any of the DIAGRAMMATIC
shown in Figure 13.20. In some cases, one or more of the area
guidance sign layouts given in Figures 13.11 to 13.15 may be
or zone subdivisions may be repeated. The primary reason
used, but the use of non-standardised sign layouts should be
for this approach is the ultimate safety of drivers and
avoided.
workers. It is not an uncommon practice to complicate the
situation presented to drivers by superimposing changing 2 The length of the Advance Warning Area should relate directly
conditions such as road width reductions or carriageway to measured approach speeds. A realistic distance must be
crossovers upon each other and/or by locating them at allowed for speed reduction. High traffic volumes will be better
interchanges. This results in drivers trying to negotiate these handled if the standard length of this area is generous, since
changes in condition and interpret their directional needs at the more time is needed to take in the sign messages and react to
same time. Wherever possible this situation should be avoided. them under heavy traffic conditions. For approach speeds of
There will, however, always be circumstances where, for around 120 km/h and moderately high to high volumes, a base
reasons of cost or physical conditions, such a superimposing of length for the Advance Warning Area of 1000 m is required. If
activities is unavoidable. In this event carefully prepared special traffic volumes are low and/or approach speeds in the region of
signing techniques will have to be employed. 80 km/h, this length may be reduced to 600 m. This reduction
applies particularly when changes in road conditions, such as
3 In the interests of safety these principles should be carried
alignment or width, occur within the main site.
through to the preparation of less complex traffic management
situations. A systematic breakdown of any site into e.g. a section of 16 kilometres of rural road may be under repair
standardised sub-components is likely to result in more efficient or reconstruction - the effects of work on traffic will vary widely
and safe site operation because it will allow the site supervisor through the site - assuming a 120-100 km/h approach speed
to clearly understand the traffic operation of the site. and high traffic volumes, a full Advance Warning Area sign
sequence covering 1000 m should be used - speed within the
4 In certain instances it will be necessary to create, within
site is likely to be controlled at 80-60 km/h - at these approach
sections of a roadworks site, conditions where traffic is reduced
speeds the secondary Advance Warning Area sign sequence
to one-way operation. In this event the passage of traffic will
for local deviations can be reduced to 600 m in length, or, for
have to be controlled manually or automatically. Three methods
simple cases, even to 400 m.
of traffic control available are:
3 Urban sites will commonly have limited space for Advanced
(a) flagmen;
Warning Area signs. However, every attempt should be made
(b) STOP/RY-GO signs; to provide adequate advance signing. High speed arterials
(c) temporary traffic signals. should normally have sufficiently long block lengths to allow
Advance Warning Areas in the range of 600-300 m. On lesser
Details of these traffic control methods are given in Subsection
roads or in busy business areas, shorter Advance Warning
13.3.9.
Areas in the range of 150-75 m should be used. In the latter
5 As part of the general traffic management effort at a roadworks cases, consideration should be given to taking lane closures
site, the resident engineer AND the contractors' representative and the relevant signing into the preceding block.
dealing with temporary signing and delineation should institute
13.3.3 The Transition Area
a regular programme of checking the site for compliance with
1 This is the area in which drivers are required to take an action,
specifications, including sign cleanliness. This inspection
such as:
programme should occur as frequently as necessary to keep
the site correctly signed and delineated. This may need several (a) shift position on the roadway without reduction in the
inspections a day. The inspection programme should pay number of lanes;
particular attention to the effectiveness of the signs and (b) merge two lanes into one (lane drop);
delineation under adverse weather conditions, at dusk, and at

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 13.3.2 TRAFFIC MANAGEMENT

(c) cross the central median (crossover); of this situation by using lane arrangement signs as shown in
(d) enter a detour completely separate from the road under Figure 13.70. If the condition exists for considerable distances,
construction. it is recommended that these signs be repeated at regular
intervals and that a distance plate indicating the remaining
2 The transition area must be clearly defined using delineator
extent of the condition be added to the signs.
plates and should conform to the layout depicted on the
guidance signs preceding it. The more complex roadworks 4 Where an asymmetrical lane configuration is varied to permit
sites should be broken down into a number of standard overtaking through a long site for instance, then the signing and
transition situations. No signing for subsequent transition marking of this treatment should follow the principles laid down
conditions should be included within a transition area. for transition and stabilising areas. An example is given in
Figure 13.70.
3 The transitionary action required of traffic can be achieved in a
limited number of ways, e.g.: 5 Experiences with major road rehabilitation contracts have
shown a tendency towards increasingly long road sections
(a) a taper;
under construction. There may be very valid economic reasons
(b) a crossover; for such a practice. However, if a site is going to be long, extra
(c) a deviation (normally reserved for complete re-routing). care must be taken to ensure adequate overtaking
opportunities. In addition, great care must be taken to control
4 The length of a transition area will depend on the approach
the manner in which work phases are completed and reopened
speed of traffic and the amount of shift in alignment involved by
to traffic. The random mixture of full construction, with and
the transition. Details of the length of tapers and crossovers are
without road markings, and short incomplete sections of work
given in Subsections 13.5.5. and 13.5.6.
should be avoided at all costs. The resultant confusion on the
13.3.4 The Stabilising Area part of drivers is to be expected, and can be extremely
1 The purpose of this area is to allow traffic flow to stabilise after hazardous.
negotiating a transition area before reaching another change of 13.3.7 The Termination Area
condition. If more than one transition area is required to
1 This area involves the return of traffic to normal flow conditions.
achieve the final traffic configuration, the signing for second or
In simple cases this can be achieved by a relatively rapid taper
subsequent transitions should be located within the stabilising
of delineator signs. In more complex conditions a reverse
area(s). The stabilising area is normally defined by delineator
crossover may be required. This should follow the same
plates.
principles given for such conditions at the start of a site and
13.3.5 The Buffer Zone dealt with under Subsections 13.3.3 and 13.3.4.
1 This is the limiting form of stabilising area. It is normally used 2 Courtesy signs and permanent speed limit signs restoring the
between a transition area and the work area. In a situation normal speed limit conditions should be erected adjacent to
involving more than one transition area the buffer zone will each other as soon as possible after the end of the Termination
occur after the transition area closest to the work area. The Area.
principal function of the buffer zone in such situations is to
13.3.8 Traffic Management Planning
separate the traffic from the workers at the site in the interests
of worker safety. It can be a relatively short distance but never 1 It is not possible to predetermine how all construction sites shall
less than 50 m. Provision of a longitudinal buffer zone, and be managed because there are too many variables. As has
indeed a lateral buffer zone within the work area, must be been mentioned earlier, however, it is considered very
considered as fundamental to effective worker safety. important to plan, and work, in a systematic manner and in
standardised steps. The objective of such an approach is to
13.3.6 The Work Area
optimize site efficiency, traffic flow and all aspects of safety.
1 This area must be adequately defined by delineators in the less
2 The temporary road signing system covered by the typical
complex conditions. Where there is a risk to traffic or workers of
applications in this chapter have been documented and in use
vehicles entering the work area, temporary barriers of a
for several years. However well developed the system may be,
standard sufficient to prevent vehicle penetration are
there will always be scope for improvement and refinement. It is
recommended (see Subsection 13.5.3).
therefore important that practitioners develop their utilization of
2 When traffic is relocated well away from the work area, little the system along disciplined lines and include feedback at all
action is required along the length of the work area other than phases of the process. Detail 13.21.1, in Figure 13.21,
to protect contractors' vehicles and employees. If such a re- illustrates a breakdown of a structured planning process.
location results in two-way traffic flow then special attention 3 At a more detailed level planners should identify the component
should be paid to the definition of the line separating the two parts of a site long before ordering signs or transporting them to
traffic flows. Under normal conditions, the minimum treatment site. Detail 13.21.2 shows an arrangement of typical site
should involve the marking of a temporary DIVIDING or NO components. Almost every road construction or maintenance
OVERTAKING line where appropriate. This line should be site, however small, can be broken down into the basic system
supplemented by temporary roadstuds. components. At a major site each of these may be several
hundred metres in length, whereas, for a small urban
3 If the section of detour running parallel to the work area uses
asymmetrical lane configurations, drivers should be reminded (continued on page 13.3.6)

ROADWORKS SARTSM – VOL 2 MAY 2012

TRAFFIC MANAGEMENT 13.3.3

Fig 13.20
Component Parts of a Temporary
Traffic Control Zone

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13.3.4 TRAFFIC MANAGEMENT

Fig 13.21
Components of a Systematically
Deceloped Site

ROADWORKS SARTSM – VOL 2 MAY 2012

TRAFFIC MANAGEMENT 13.3.5

Fig 13.22 Schematic Arrangement of System Sections

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 13.3.6 TRAFFIC MANAGEMENT
(continued from page 13.3.2)
maintenance exercise they may each be only a few metres in will be inclined to disobey traffic control measures and speed
length. At a training level it is important that maintenance crews limits at roadworks, to the risk of site staff and themselves.
"think" out all the components, even if all that is placed on the Flagging procedures can be very effective in drawing attention
road is a set of delineators or traffic cones. to hazardous features of a roadworks site because of the flag
movement involved. The basic flagging procedures are
4 Figure 13.22 shows a similar arrangement to that given in
described briefly below and in full detail in Figure 13.23. Detail
Detail 13.21.2 but gives more detail on the function of each
13.23.3 illustrates some innovative flagging techniques.
component of the site and illustrates how the different
components form a cohesive and flowing site. To stop traffic flagmen shall face approaching traffic and
extend the flag horizontally, at right-angles to the traffic lane, in
13.3.9 Traffic Control Methods - One Way
a stationary position so that the full area of the flag is visible
Traffic hanging below the staff. The free arm should be raised with the
1 The choice of the traffic control method to be used will depend palm towards the approaching traffic (see Detail 13.23.1).
on the speed and volume of traffic, and on the length of, and
The signal to proceed may be given when it is safe for traffic
visibility on, the section of roadway subject to control.
to proceed. The flagmen shall stand parallel to the flow of traffic
2 Flagmen are a simple and flexible method of traffic control and, with flag and arm removed from the view of the driver,
suitable for use when traffic volumes are less than 200 vehicles shall signal traffic with his free arm to proceed. The red flag
per hour. The flagmen at each end of the one-way traffic shall not be used to signal traffic to proceed.
section must be clearly visible to each other and the section
To slow traffic down flagmen shall stand in the position for
should not exceed 100 m in length. If the obstruction is
stopping traffic as set out above and move the flag up and
intermittent the need for flagmen may be occasional.
down at a steady pace. When the approaching vehicle has
3 Flags should be at least 450 mmx450 mm and should be made
slowed down sufficiently, the flagman shall change his stance
of a durable fluorescent red-orange or red cloth fastened to a
and give the signal for traffic to proceed.
staff at least 1 metre long. The free edge of the flag should be
weighted to ensure a vertical position during windy weather. A 8 STOP/RY-GO R1.5A and R1.5B portable sign should be used
diagonal stiffener may also be used for the same purpose. when traffic volumes exceed 200 vehicles per hour and
one-way traffic operation is essential for safe passage through
4 Flagmen stations should be located far enough from the
a work section greater than 100 m in length. The signs should
roadworks to ensure that drivers have sufficient distance to
be controlled by a responsible person who should have at least
slow down before entering the work-site but not so far away
the qualities referred to in paragraph 13.3.9.6. The sign should
that the drivers will tend to increase speed before passing the
be positioned so that it is readily visible to the approaching
work-site. The flagmen should stand either on the shoulder
driver (see Detail 13.23.2). A typical advance sign sequence
adjacent to the lane of traffic they are controlling or in the
which should be set up ahead of the STOP and GO/RY signs
barricaded lane. Under no circumstances should they stand in
R1.5A and R1.5B is shown in Figures 13.40 and 13.44. The
the traffic lane. In rural areas flagmen should be clearly visible
workers controlling the signs should be visible to each other, or
to the traffic they are controlling from a distance of at least 150
be in radio contact, and the most responsible employees
m. For this reason they should stand alone, never permitting a
should be detailed for the purpose of co-ordinating traffic flow.
group of workmen to congregate around them.
9 Temporary Traffic Signals should be used if one lane
5 Distinctive clothing should be worn by flagmen on duty so
one-way traffic is required to operate at night. Temporary traffic
that the public will recognise them and respect indications given
signals should also be used if flagmen/STOP-RY/GO/radio
by them. They should be issued with fluorescent-coloured
operation of a one-way section without inter-visibility is not
helmets and safety jackets as illustrated in Figure 13.30.
satisfactory for whatever reason. As traffic volumes increase
6 The careful selection and training of flagmen before making above 500 vehicles per hour, the use of temporary traffic
them responsible for the flow of traffic is essential. The signals to minimise delay to traffic is recommended at all one
efficiency of flagging control is often dependent on the lane one-way sites (see also paragraph 13.3.9.3).
intelligence of the flagmen. Flagmen should have good
Temporary traffic signals should always be used with the
eyesight and hearing, and be mentally alert.
appropriate warning signs. The temporary marking of a stop
7 Flagging procedures are prescribed in the Road Traffic Act line is recommended.
and must be standardised so that the travelling public The cycle of a fixed time traffic control signal should be
throughout South Africa can expect to be given the same carefully adapted to the specific work area. The green signal
signals by flagmen controlling traffic. Details are illustrated in face should be illuminated for a period which would be
Figure 13.23. The purpose of flagging procedures and sufficient to permit a group of vehicles to pass through the area
STOP/GO control is to regulate and control traffic flow, and to followed by an all-red period for both directions to allow
warn drivers of a potential danger ahead. Regulation and complete clearance of the section by the vehicle group.
control of traffic by flagmen will normally be undertaken to allow Depending on the anticipated traffic pattern, a vehicle actuated
access by construction vehicles or to operate one-way traffic
traffic control signal with temporary actuation loops is likely to
flow. Such interruptions in an already restricted traffic flow
be more efficient in the handling of traffic.
should be kept to a minimum. Drivers will become irritated by
delays in excess of two minutes. Irate, impatient drivers

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TRAFFIC MANAGEMENT 13.3.7

Fig 13.23
Flag Procedures

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.3.8 TRAFFIC MANAGEMENT

The installation of temporary traffic control signals together with to operations which can be carried out from a conventional motor
the proposed timings sequence should receive the prior approval car, such as road surface condition surveys. Such a vehicle
of the road authority concerned. cannot be easily differentiated from normal traffic and it may be
A typical traffic management layout for temporary traffic control travelling at 10 km/h instead of 100 km/h, an extremely
signals is shown in Figure 13.57. hazardous operation. In this event a trailer with high visibility
treatment will offer a simple safety device together with a
10 One-way operation of long sites is not generally recommended.
convenient way of carrying test equipment.
If no other alternative exists, then such a site must be provided
with adequate passing places. The 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 makes such a
control arrangement unsatisfactory. The 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.
13.3.10 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 surveys;
(e) grass cutting;
(f) 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 kilometres. 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 operations 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 contra-flow operation, such as grass
cutting on a central median, it must be equipped with a flashing
light on each side of the vehicle.
3 In addition, it is recommended that slow-moving vehicles used
for mobile or stop-start work be provided with high visibility rear
treatment. This treatment may include a road traffic sign
appropriate to the operation, similar to the example illustrated in
Figure 13.31. If the vehicle itself is not suitable for such
treatment, it should tow a trailer suitably provided with a high
visibility rear treatment. The use of a trailer is particularly relevant

ROADWORKS SARTSM – VOL 2 MAY 2012

 SETTING SPEED LIMITS 13.4.1

13.4 SETTING OF SPEED LIMITS AT

ROADWORKS
13.4.1 General
engineer should relate his temporary road geometry to the
1 Excessive vehicle speed is a major contributor to accidents at
anticipated road conditions, bearing in mind the need for
roadwork sites. The purpose of speed limits is therefore to
realistic speed limits. Likely values for "e", "i" and "R" for a
reduce the number and severity of accidents to minimum
site can be applied to Table 13.2 to determine an
levels consistent with the provision of smooth and
appropriate design speed/speed limit.
efficient traffic flow. At roadworks sites the normal, or
anticipated, road environment is changed. The driver, on his In the context of roadworks situations the treatment of
first encounter with the roadworks, has difficulty in determining tapers in roadway width is also an important aspect of the
a safe speed through the changed road environment. In horizontal alignment presented to drivers. Design criteria for
addition, detail changes may be made to long term sites so that tapers are covered in Section 13.5.
even the regular user may find his judgement of circumstances The vertical profile of a road is also a critical geometric
inadequate. element particularly when low standards are applied to
2 It is essential that speed limits are realistic and that the temporary elements such as deviations or detours. In the
public can learn to respect and rely on them. In deciding on past, poor attention to the combination of temporary vertical
speed limits for a site the following factors should be taken into and horizontal alignment has often created hazardous
consideration: conditions within roadworks sites. The effects of low
standard vertical alignment must be analysed as part of the
(a) the design speed of the geometric components of the site;
traffic accommodation planning process including
(b) the applicability of advisory speeds; adjustments to standard positions for signs relating to a
(c) the proximity of works and machinery; subsequent hazard.

(d) traffic volumes and the effects of loss of road capacity; (b) Stopping Sight Distance

(e) the likelihood of adequate enforcement of speed limits; The stopping sight distance is the distance a driver must be
able to see ahead in order to stop in safety as illustrated in
(f) the length of the site.
Figure 13.25. This is normally based on the vertical or
3 It is important that designs of traffic accommodation measures horizontal sight line between a driver's eye located 1,05 m
take these factors into account. In planning the traffic above ground level to an object on the roadway ahead
management and work phases the need for unrealistically which is 0,15 m in height. If altered road markings are a
low speed limits, over excessive distances, must be particular feature of the site, consideration should be given
avoided. If a site is long and there is a localised need for a low to reducing the object height to zero so that the driver can
speed, the speed limit for the whole site should not be dictated observe the road markings at an adequate distance. Once
by such localised conditions. Speed limits should rather be stopping sight distances have been determined relevant
reduced locally where necessary, with a recommended design speeds can be obtained from graphs in Figure
minimum length of operation within long sites of 300 m to 500 13.25.
m. Alternatively the use of localised advisory maximum speeds
(c) Width of Roadway
should be considered.
The travelled way is commonly reduced in width at
13.4.2 Design Speeds
roadworks sites. Particular attention should be paid to
1 The basic safety principles governing the design speed of conditions when parallel reduced width lanes pass through
permanent roadways should also govern the design speed(s)at reverse curves so that sufficient space is available for large
roadworks sites. Geometric standards and traffic control should vehicles. The following recommended speeds may be
be kept at the highest levels possible. The traffic control plan related to Table 13.3:
should be designed on the assumption that drivers will reduce
(i) Rural 3,6 m-3,1 m -100 km/h
their speed only 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 when
deciding on design speeds and these speeds applied to Table (ii) Urban 3,6 m and higher - prevailing speed limit
13.3 as potential speed limits: 3,6 m-3,1 - prevailing speed limit
(a) Geometry of Travelled Way 3,1 m and lower - 60 km/h.
A most important factor in relation to temporary alignment is If more than one lane width of roadway is available, but
the horizontal curvature. Figure 13.24 gives details of insufficient width for two, even narrow, marked lanes, it is
reverse curve treatment and Table 13.2 covers a range of recommended that the lane be delineated at a standard
minimum radii in relation to design speed, superelevation width. This will discourage attempts to overtake when
and side friction factor. Since road surface conditions vary insufficient lane width is available.
widely at changes of direction and at detours, and correct
levels of superelevation are rarely provided (reverse (continued on page 13.4.4)
cambers or superelevations may even occur), the design

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.4.2 SETTING SPEED LIMITS

ROADWORKS SARTSM – VOL 2 MAY 2012

SETTING SPEED LIMITS 13.4.3

Fig 13.24
Geometry of Travelled Way at
Roadworks

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.4.4 SETTING SPEED LIMITS
(continued from page 13.4.1)
(d) Workmen Near or Crossing Travelled Way 13.4.3 Summary - Temporary Speed Limits
Pedestrians and workers are very vulnerable when involved
1 Once the various factors have been considered, and the design
in an accident with a motor vehicle. Special efforts must
speed/limits appropriate to those factors which are relevant have
therefore be made to ensure their safety. As a guide the
been selected according to the prevailing circumstances, the
following speed limits are appropriate when workers are on
minimum speed limit can be selected with the help of Table 13.3.
site (refer to Table 13.3):
If this speed limit is considered unrealistically low, the factor
(i) 3 m or less from the travelled way - 50 km/h which determined it should be re-examined with a view to
(ii) more than 3 m from travelled way - 60 km/h(urban) upgrading the relevant standards to the requirements for at least
a speed limit equal to that determined by the next lowest factor,
and no need to cross travelled way - 80 km/h(rural).
or the use of a localised advisory maximum speed should be
(e) Construction Vehicles Near, Entering or Leaving considered.
Roadway
13.4.4 Speed Limit Enforcement
Large slow-moving construction vehicles are a hazard. When
1 The traditional methods of speed measurement and enforcement
such vehicles are present and active, temporary speed limits
can all be used at roadworks sites. However, stopping motorists
as given below should be considered, and referred to Table
is rarely safe and causes considerable congestion. There is also
13.3:
rarely adequate space to pull offenders out of the traffic stream.
(i) stationary within 2 m - 60 km/h(urban) The use of speed enforcement by camera, or other similar
- 80 km/h(rural) means, is therefore considered to be the most effective way of
apprehending offenders. The objective, nevertheless, is to get all
(ii) stationary + 2 m -prevailing speed limit(urban)
motorists to reduce speed. It is important, therefore, to make
- 100 km/h(rural) motorists aware that such enforcement is in progress by the use
(iii) entering or leaving the travelled - 50 km/h(urban) of very visible and repeated signs.

- 60 km/h(rural) 2 If the need for speed limit enforcement has been identified in the
planning stage, traffic control plans and contract documents
(provided construction vehicle access is not otherwise
should be flexible enough to be easily modified to include
controlled i.e. by STOP-GO control, flagman or
provision for the use of speed control methods such as extra
temporary traffic signals).
flagmen, traffic officers and enforcement equipment. A unit item
(f) Proximity of Fixed Objects or Excavation approach for the relevant traffic safety items would allow for all
Fixed objects or excavation close to the roadway have an contingencies. State, provincial and local authorities are
influence on the severity of accidents. As a guide the encouraged to make special contractual provisions for the
following speed limits should be considered, and referred to inclusion of the employment of traffic officers in the traffic control
Table 13.3: plan.

(i) urban area with more than 20 fixed objects per km 13.4.5 Speed Reductions
- less than 1 m from edge or road - 60 km/h 1 The need for speed reduction can be effectively indicated by one
of two methods:
- between 1 m and 2 m - 70 km/h
(a) warning of an advisory maximum speed; or
- between 2 m and 3 m - 80 km/h
(b) reducing the regulatory speed limit.
(ii) rural area with more than 10 fixed objects per km
2 An advisory speed supplementary plate may be used in
- less than 1 m from edge of road - 70km/h
conjunction with an appropriate warning sign to recommend the
- between 1 m and 3 m - 80 km/h maximum speed at which a local potentially hazardous section of
- more than 3 m - 100 km/h roadway should be negotiated. The advisory speed should be
determined by the resident engineer and the site safety officer
- more than 5 m - 120 km/h
after field trials.
(iii) excavation greater than 300 mm - 60 km/h
3 The specification of a reduced regulatory speed limit is
- 70 km/h. appropriate to long-term and longer distance sites. It is important
3 In the case of high traffic volumes, it is essential that the that the selected speed be not significantly lower than that which
design speed of the roadworks site be kept as close to the drivers would reasonably expect, or that they will tolerate. In
normal design speed of the roadway as possible to reduce determining the speed limit various design speed factors should
congestion, delay and accident potential to a minimum. be taken into account.

4 If drivers have to travel for long distances at slow speeds, they 4 Motorists may well be reluctant to reduce speed sufficiently. The
presence of law enforcement officers, or the use of flagmen in
are likely to become frustrated and make errors of judgement.
selected locations, are two positive steps which can be taken to
The length of a section of roadworks should not be used as an
achieve more effective speed control.
argument for increasing the design speed of the whole section
above that applicable to localised areas. Rather the length of the
site should be limited to avoid widely ranging design speeds
within one section.

ROADWORKS SARTSM – VOL 2 MAY 2012

SETTING SPEED LIMITS 13.4.5

Fig 13.25
Stopping Sight Distance –
Vertical and Horizontal Curves

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.4.6 SETTING SPEED LIMITS

5 A flagman may be used to bring greater emphasis to bear on the 6 Figure 13.26 shows a selection of typical roadworks
environments in which speed reduction is achieved by a
posted advisory or regulatory speed. The flagman can use his
progressive reduction. A reduction in a posted speed limit
flag to indicate to the traffic to slow down whilst pointing to the
should preferably not exceed 15% of the approach speed if
speed sign or warning sign with his other hand (see Figure
it is to be successful in actually reducing operating speeds.
13.23). Flagmen should be alert and well trained in flagging For practical purposes it may be necessary to reduce speed
techniques. They should be clearly visible from at least 60 m to limits by more than one such increment due to site limitations. In
100 m and should wear high visibility clothing. They should stand the majority of figures detailed in Sections 13.8 to 13.12 this
so that they contrast well with their background. latter approach is illustrated because it represents the greater
Law enforcement officers may be employed effectively in either, space and signing requirement. This should not be interpreted
or both, of two ways: as over-riding the preferred 15% maximum reduction in the
speed limit. For further details refer to the notes with Figure
(a) a highly visible patrol car can be parked adjacent to the 13.26.
roadway;
(b) the traffic officer, alternatively, may perform a similar function
to the flagman, by actively directing traffic to slow down.

ROADWORKS SARTSM – VOL 2 MAY 2012

SETTING SPEED LIMITS 13.4.7

Fig 13.26
Recommended Speed Limit Signing for
Speed Reduction Within an Advance
Warning Area

MAY 2012 SARTSM – VOL 2 ROADWORKS

 TEMPORARY DELINEATION 13.5.1

13.5 TEMPORARY DELINEATION

13.5.1 General
1 A change of alignment at roadworks generally occurs within manner. Specific examples of how and where delineators
transition areas (see Subsection 13.3.3), or on detours should be used are given in the Sections 13.8 to 13.12.
completely separated from the road under construction. The 3 TRAFFIC CONES TD4 manufactured in a fluorescent
details given in this section refer mainly to conditions where red-orange or fluorescent red plastic material should be used
such changes of alignment require particular attention and only at minor short-term roadworks sites during daylight. They
action on the part of the driver. They do not cover normal, and may also be used in connection with mobile maintenance
sometimes sub-standard, changes of alignment required by the operations such as grass cutting, sign cleaning, road marking,
topography of the countryside through which a detour has been street light repair, etc. Cones used in urban areas with low
built. Such situations should be signed in the normal way using speed traffic should be a minimum of 450 mm high. For higher
warning signs conforming to the temporary road traffic sign speed applications a minimum height cone of 750 mm should
colour code. be used. If work at sites where traffic cones are in use is forced
2 The channelisation required at change of alignment is achieved to continue into dusk and/or night time, all cones must be fitted
using techniques and delineation devices as detailed in the with white retroreflective sleeves or they must be replaced with
following sub-sections. DELINEATOR PLATE signs TW401 or TW402. The sleeves
may be removable.
13.5.2 Delineation
4 GUARDRAIL DELINEATORS TDI, or similar delineation
1 The traditional device used to provide delineation in South
devices, should be used to demarcate the line of any temporary
African has been the 200 litre drum. The use of drums should
barrier provided at a roadworks site in terms of Subsection
be phased out and they should no longer be specified in
13.5.4. Device TDI is designed for use with a W-Section
contracts or used by road authorities. Drums should be
Guardrail. If a similar device is required to demarcate some
replaced by DELINEATOR PLATES which should be
other form of barrier, such as a portable shaped concrete
manufactured to the requirements given in Volume 4 from the
barrier, the shape and mounting may have to be adapted.
safest possible materials. Plastic delineators and bases are
available and are recommended. The specification of 5 Temporary ROADSTUDS are recommended at changes of
plastic delineators may have cost implications from time to alignment on all Class A and B roads and other hazardous
time but additional initial purchase costs may well be locations. They may be used to supplement DELINEATOR
offset due to re-usability and reduced claims for damages PLATES and/or temporary NO OVERTAKING line. Temporary
from the public. roadstuds should only be used strictly in accordance with the
standard roadstud colour code given in Volume 1, Chapter 7.
2 DELINEATOR PLATE signs TW401 and TW402 have been
developed to provide a safer, more visible (by day and night) 6 Temporary ROADMARKINGS should be retroreflective and
device with which to indicate to drivers changes in alignment or are essential at any position where the temporary roadway is
areas of work. The plate may be used in combination with other diverted from the normal roadway, such as at tapers,
delineation devices such as temporary barricades, barriers, crossovers and detours. It is equally important that in these
roadstuds and road markings. situations the existing standard road markings be erased or
covered by temporary black tape or by painting out with a matt
Four sizes of plate are available and their use is recommended
(non-reflective) paint. The painting of temporary road markings
as follows:
should be carefully planned and co-ordinated on major
(a) 150 mm x 600 mm roadworks sites to minimise the need to change or erase these
- intermediate use on long rural sites with straight temporary markings. Constant erasing and variation in
sections of roadway; longitudinal road markings can produce a situation which,
- minor urban works; under adverse light conditions, makes it impossible for drivers
(b) 200 mm x 800 mm to tell which lines are correct. Temporary retroreflective road
- short rural sites and localised sections of above marking 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 time, or
- urban class "B" (arterial) streets and other for a very short period of time. On high class roads, the erasure
complex sites; of markings by wet (or dry if traffic permits) grit blasting or high
pressure water jet is recommended.
(c) 250 mm x 1000 mm
- higher speed rural and urban sites, in particular 7 Plastic DELINEATOR TAPE TD5, Is widely used for
freeway sites. delineation purposes. however, the capability of the tape to
provide effective delineation, as opposed to hazard
(d) 300 mm x 1200 mm
identification, should not be over-estimated. It is recommended
- special applications where extra emphasis is
that the use of TD5 tape be reserved for low speed urban
required.
environments, or the identification of specific hazards,
Examples of the plates are given in Figure 13.27 and obstacles or excavations at the roadside, or within the work
dimensional details in Volume 4. The delineator stands should area, in addition to the other necessary delineation
be designed not to overturn when subjected to wind gusts of 60 devices.
km/h and to collapse under impact in the safest possible
(continued on page 13.5.4)

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.5.2 TEMPORARY DELINEATION

Fig 13.27 Typical Delineation Devices

ROADWORKS SARTSM – VOL 2 MAY 2012

TEMPORARY DELINEATION 13.5.3

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.5.4 TEMPORARY DELINEATION
(continued from page 13.5.1)
(d) where obstructions appear to be more dangerous than a
8 Delineator spacing depends on the speed and volume of traffic, guardrail would be;
and the vertical and horizontal alignment at the change of
(e) in restricted areas between opposing flows of high volumes
direction. Table 13.4 gives guidance on spacings. Site
of traffic.
engineers should be prepared to adjust their delineator plates
to best advantage by visual inspection on site. For rural sites it 4 Brief details relating to barriers and their use are given in
is recommended that the standard spacings given in the table Figures 13.28.
be adhered to at all changes of alignment and areas of 13.5.5 Tapers
concentrated work activity. It is characteristic of such sites,
1 Tapers are used in transition areas on the approach to a work
however, that long sections of often straight road will stand for
area to achieve a reduction in road width or to drop a lane
periods of time between phases of construction. In this event
altogether, and in termination areas at the end of the work area
the spacing and size of delineators may be increased and
or deviation, to restore the normal roadway width to traffic. It is
reduced respectively. It should be noted, however, that any
extremely difficult to predict actual traffic running speeds in
spacing greater than 50 m makes it relatively easy for vehicles
roadworks sites. Even with clear signing and regular
to pass between the delineators, to the wrong side, and at
enforcement, speeds are likely to vary widely. It is therefore
speed.
recommended that taper lengths (or rates) be specified which
13.5.3 Barricades are appropriate to the top of the likely speed range. Table 13.5
1 Barricades can take many forms, but should always be and Figures 13.20 and 13.29 give details of different types of
visible and portable. The objective of a barricade is to taper.
demarcate the work area or an area restricted to site vehicles 2 Tapers are used in a number of different ways even within, for
only. If delineators have been used then it will rarely be example, a transition area. The function of the taper has an
necessary except at the beginning of a site or in transition effect on its recommended length. The following types of taper
areas to use barricades. For small amounts of shift in alignment may be specified as illustrated in Figure 13.20, and their
one barricade sign combination should be used. If the shift in relative lengths, as a "rule of thumb," are indicated as a function
alignment is one lane width or more, two or more barricade sign of L (as given in Table 13.5):
combinations should be used. Details of a typical barricade sign
(a) merging taper - L m;
combination are given in Figure 13.27.
(b) shift taper - 0,5L m;
2 Barricades may commonly be used on their own in urban areas
to redirect pedestrians or to indicate trenching, particularly by (c) shoulder taper - 0,3L m;
service agencies which have to carry out excavations in the (d) termination taper - 0,3L m.
roadway or footpath. Where these are used with vehicular
13.5.6 Crossovers
traffic, they shall have a night time visibility capability.
1 When a crossover is provided, it should allow traffic to transfer
13.5.4 Barriers
smoothly from its normal roadway position to a temporary
1 Barriers must be sufficiently fixed to give physical protection to position. The treatment of such a crossover must take into
traffic and workers alike. Typical barriers are W-section steel or account the likely conventional reverse curve standards for the
portable shaped concrete (New Jersey) section mounted in anticipated speed and, if lane widths have been reduced on the
accordance with prevailing South African Bureau of Standards approaches, extra widening should be provided through the
requirements. The alignment of barriers shall be defined for reverse curve to allow for the swept path of heavy vehicles and
night time visibility by GUARDRAIL DELINEATORS or similar their trailers. This refers to side by side lane layouts in either
devices. Special effort should be taken to make the face of opposing directions or the same direction. An example of this
concrete section barriers visible, particularly at night and under treatment is given in Figure 13.24.
conditions of bad visibility.
2 For shorter term installations, the use of parabolic reverse
2 When portable concrete barriers are used, particular attention curves set out using offsets is recommended. The design of
should be paid to the end treatment of the barrier. On low these should take into account speed and shift. An example is
speed approaches a minimum of three sections should be given in Figure 13.24. On wide carriageways of three lanes or
tapered away from the line of traffic flow and a loose sand bag more, when a shift of more than one lane is required, the use of
or open graded stone heap should be placed at the end facing reverse curves in preference to a taper is recommended.
on-coming traffic. (Note: the specification for open-graded
13.5.7 Flashing Lights
stone should be as for use in arrestor beds). This treatment
should always be used on high speed approaches unless a full 1 Yellow flashing lights may be used to give added emphasis to
standard taper or curve of portable barriers is used to offset the the signing or delineation of a potentially hazardous location.
end from the path of approaching traffic (see Figure 13.28). Their application could be appropriate either singly, in pairs or
in sets, to the following temporary conditions:
3 Barriers should be installed in the following cases:
(a) where the fill is more than 4 m with no recovery area;
(continued on page 13.5.7)
(b) where water next to the road formation is deeper than 1,5
m;
(c) at all bridges;

ROADWORKS SARTSM – VOL 2 MAY 2012

TEMPORARY DELINEATION 13.5.5

Fig 13.28
Barrier Details

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.5.6 TEMPORARY DELINEATION

Fig 13.29 Taper Details

ROADWORKS SARTSM – VOL 2 MAY 2012

TEMPORARY DELINEATION 13.5.7

2 When flashing lights are to be installed, the following factors

(a) lane drop tapers and crossovers with restricted visibility or should be considered:
potentially high approach speeds;
(a) mounting height;
(b) at barricades or barriers particularly at road closures;
(b) frequency of flash;
(c) at deep excavations in front of or to the side of the travelled
(c) brightness(light intensity)-with different day and night
way;
settings;
(d) to warn in advance of limited vertical clearance at a
(d) maintenance.
structure (the use of red flashing lights, representing a
STOP condition, should be considered at the structure; There are no South African specifications for flashing lights as
these should be capable of being triggered by an advance used at roadworks. For details refer to British Standards or
height sensing device); Australian Standard 1165-1982 - "Traffic Hazard Warning
Lamps".
(e) urban service trenching with a limited lateral buffer space to
the travelled way;
(f) with individual warning signs.

MAY 2012 SARTSM – VOL 2 ROADWORKS

 CONTRACT SPECIFICATIONS 13.6.1

13.6 CONTRACT SPECIFICATION

13.6.1 General
1 It is important that the specification and control of roadworks get the support needed for the contractor to achieve this
sites be significantly improved. In order to improve safety and objective. These penalties can be specified by the hour, for
efficiency new traffic management and signing techniques are failure to supply listed signs within a specified time period (a
available. These "tools" must be used well to simplify the tasks number of hours), or a non-listed sign within a reasonable
of the engineer in charge, and of the contractor, and to make number of days (5 days has been used and should be
site conditions more predictable and credible to drivers. adequate close to major centres). These same contracts have
also included an ultimate penalty of closing down all work if the
2 A traditional method of contract payment for traffic
contractor has failed to take necessary precautions for the
accommodation, namely that of "lump sum" payment, results in
safety and convenience of public traffic.
an inability of an engineer in charge to adequately ensure that
the contractor pays attention to the necessary detail. The 7 Such drastic measures should never need to be implemented.
complexity of major sites requires a flexible approach to signing It is, therefore, recommended that contract specifications
and management. This has to be carried through into contract require that a member of the contractors staff be nominated as
specifications to enable fair payment to the contractor and the "Site Safety Officer" with specific responsibilities to keep the
effective control by road authorities and their agents. Traffic temporary traffic accommodation requirements up to
management techniques recommended in this chapter specification.
encourage a systematic approach to signing and management 8 The correct application and enforcement of speed limits may
which should make tender pricing more simple for contractors, have an effect on the way in which a contract is specified (see
and installation and reaction to change on site, easier once the Section 13.4).
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 individual rates
are:
(a) temporary signs (rate per sign area including direction
signs);
(b) delineator plates and stands;
(c) traffic cones;
(d) barricades;
(e) barriers (guardrail, portable concrete etc);
(f) flashing lights;
(g) road marking (rate per width, colour, type of temporary
marking);
(h) roadstuds;
(i) sandbags;
(j) 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 maintenance extra
rate (to be ordered by the engineer in charge - maintenance
rates may include for cleaning, inspection, relocation or put
into storage).
6 Major contracts have, in the past, included severe penalties in
an effort to keep tight control of the temporary signing and to

MAY 2012 SARTSM – VOL 2 ROADWORKS

 OTHER SITE FACTORS 13.7.1

13.7 OTHER SITE FACTORS

13.7.1 General
1 Whilst the main objective of this Chapter is to provide for as 5 Although not recommended, as an absolute economy, signs
standardised an approach to the analysis of the traffic which will only be used during daylight hours may have a paint
management and temporary signing of roadworks situations as finish, unless otherwise required in terms of the Road
is practical, it is also necessary to draw the attention of Traffic Act (generally regulatory signs). However, care must be
practitioners to aspects which can easily be forgotten or taken taken to avoid their use under adverse visibility conditions, at
for granted. In fact they may require additional thought and dusk or at night. All signface materials used should conform to
attention. The following factors should therefore be considered the requirements of SANS 1519-1:2006 and 1519-2:2004.
during the planning stage of a project, or even once a project 13.7.3 High Visibility Treatment
has started, if certain hazardous areas have been identified.
1 The signs comprising the temporary roadworks signing system
(a) are retroreflective materials according to specifications?
have been developed around a specification for high
(b) would replacement of an existing sign with one with a conspicuity. There are times, however, when an even greater
higher grade of material help solve an identified problem? effort is needed to improve the conspicuity of parts of the
(c) should additional high visibility techniques be used? roadworks scene. Such an effort is particularly appropriate
when the object concerned is small (a worker), or on its own (a
(d) are signs and markings being properly maintained?
single vehicle), in amongst the confused backdrop of a typical
2 No site should therefore be considered to be, in fact, construction area.
"standard". Site staff responsible for traffic management should
2 Special high visibility treatment is therefore recommended for:
develop an awareness for whatever unique or peculiar factors a
site may have, and should be prepared to compensate for (a) workers clothing;
these in their traffic management design and signing solutions. (b) construction vehicles, plant and machinery;
3 The most insignificant maintenance operation could result in (c) slow-moving maintenance and survey vehicles;
the death of a worker if a high level of awareness of prevailing
(d) any vehicle used to travel in the opposite direction to
conditions is not maintained by all on site. The factors covered
on-coming traffic e.g. median grass cutting on a freeway.
in the following subsections are all important in ensuring that all
roadworks sites operate safely and efficiently. 3 All workers at roadworks sites should wear conspicuously
coloured clothing. Overalls and "hard" hats should be
13.7.2 Materials for Temporary Signs red-orange, orange or yellow in colour.
1 When ordering signs for temporary roadworks use, the rough 4 Any worker, or official, involved in traffic control operations or in
handling which these signs are commonly subjected to should work which requires him to regularly operate close to the
be borne in mind. It is not generally cost-effective to specify travelled way, or to cross the travelled way, should wear a high
long-life materials for temporary signs. Since many signs need visibility waistcoat or vest of the sort illustrated in Figure 13.30.
to be erected and removed several times during the time-span This clothing should include fluorescent materials for best
of a job, the use of light-weight materials should be considered. performance during dusk or in mist, and retroreflective
2 The retroreflective and other materials recommended for use materials for night time visibility.
on temporary roadworks signs are as follows: 5 All site vehicles should be equipped with one or more yellow
(a) black - semi-matt finish; flashing lights which shall be maintained in working order.
(b) yellow background - Class I; Flashing lights fitted must be in use at any time when a site
vehicle or any vehicle delivering materials is parked or operated
(c) red - Class I. close to traffic.
3 Those responsible for accepting signs onto a site, or for 6 All vehicles should be regularly cleaned and should be painted
ensuring their effectiveness, must make certain that the in light, and preferably bright, colours. The use of additional
retroreflective materials conform to specifications. Materials of boards or rear panels, covered in highly visible fluorescent
a grade lower than Class 1 may well not perform and/or retroreflective materials, is very effective in improving
acceptably even from new, and should not be used. It must the conspicuity of construction vehicles, plant and machinery.
also be remembered that although covered with a
retroreflective material all signs also have to perform effectively 7 If certain vehicles are regularly used for specific tasks in close
during daytime. The daytime luminance of certain retroreflective proximity to traffic it is recommended that the rear of the
materials, or worn or dirty signs, may be inadequate particularly vehicles be specially treated to make them highly visible. Such
when displayed against a wintery bush veld background. high visibility treatment may include an appropriate temporary
road traffic sign (see Figure 13.31).
4 If it is required to draw special attention to a particular part of a
roadworks site the use of special grade or even development of
13.7.4 Maintenance of Temporary Signs
grade yellow retroreflective sheeting, available from some 1 The nature of roadworks sites is such that dust or mud is
suppliers, is recommended. This material has very high deposited on the retroreflective surface of signs, delineators
quality retroreflective properties and excellent daytime and barriers. This will lead to a very rapid reduction in the
luminance. daytime

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.7.2 OTHER SITE FACTORS

conspicuity of the signs. DELINEATOR PLATES, which are

mounted very close to the road surface, will be particularly
subject to this problem. Dirty retroreflective signs will also
rapidly lose a significant proportion of their night-time
effectiveness. A regular cleaning programme must therefore be
undertaken. 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.

ROADWORKS SARTSM – VOL 2 MAY 2012

OTHER SITE FACTORS 13.7.3

13.7.5 Notes on Figure 13.30

(1) Standard specifications are not fully developed for high
visibility workers clothing for use at roadworks sties. The
details given in Figure 13.30 represent guidelines for good
practice. The specific style or type of article of clothing is not
prescribed to permit flexibility of choice. The following
categories of work require that all workers involved in them
be dressed in the most visible possible clothing:
(a) any function involving direction or control of traffic,
including functions related to accidents;
(b)any function involving the placing of signs, traffic cones
or road markings;
(c) all work carried out under reduced visibility conditions
such as in mist or fog, at dawn or dusk, during any type
of fire, and at night.
(2) Whilst emphasis is always on night-time visibility the
difficulty in achieving high visibility during daytime must be
recognised. The use of fluorescent and retroreflective
materials is therefore recommended.
(3) Three levels of clothing are illustrated:
(a) Level 1 clothing is appropriate for daytime use
only - the possible need to supplement the above
articles of clothing with fluorescent harnesses or vests
must be considered - if a work function is likely to carry
over into darkness then the work unit must carry
adequate supplies of removable retroreflective vests or
harnesses;
(b) Level 2 clothing is appropriate for use at night (or at
other times of reduced visibility) at roadworks sites
where vehicle speeds are under 50 km/h - Level 2
clothing should incorporate a visible minimum of 0,50
m2 of background material and 0,13 m2 of Class 3
retroreflective material - the retroreflective materials
should be in bands of not less than 50 mm width - for
larger sizes of clothing to conform to these requirements
the retroreflective material bands will need to exceed 50
mm (i.e. for a 107 mm chest the bands will need to be
62 mm wide);
(c) Level 3 clothing is appropriate for use at night (or at
other times of reduced visibility) at roadworks sites
where vehicle speeds are over 50 km/h - Level 3
clothing should incorporate a visible minimum of 0,80
m2 of background material and 0,20 m2 of retroreflective
material - the retroreflective materials should be in
bands of not less than 50 mm width - for larger sizes of
clothing to conform to these requirements the
retroreflective material bands will need to exceed 50
mm (i.e. for a 107 mm chest the bands will need to be
62 mm wide).

Fig 13.30
High Visibility Treatment Techniques

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.7.4 OTHER SITE FACTORS

Fig 13.31 Other High Visibility Treatment Techniques

ROADWORKS SARTSM – VOL 2 MAY 2012

 SHORT TERM WORKS 13.8.1

13.8 SIGNING APPLICATIONS FOR

SHORT TERM WORKS
13.8.2 Short Term Works
13.8.1 General
1 "Short term work" is generally defined for the purposes of this
1 The applications of temporary signing for roadworks covered in chapter as work during which the "site" is affected by the work
Sections 13.8.to 13.12 have been subdivided into categories for being undertaken for a duration of up to 24-hours.
ease of reference. These categories are:
2 Most light to medium maintenance work is therefore included
(a) short term works (Section 13.8); by "short term work". Maintenance operations which are:
(b) rural roads (Section 13.9); (a) mobile (or move along the road at a steady rate); or
(c) urban roads (Section 13.10); (b) such that at the end of the days work the roadway is
(d) freeways and dual carriageway roads (Section 13.11). returned to full use by traffic until maintenance
recommences the next day (or after a weekend);
Section 13.12 provides enlarged details of elements covered in
other sections and may be appropriate to any or all of the are therefore classified as short term work. Conversely, any
maintenance work during which road traffic signs are kept in
categories listed above.
place for periods longer than 24-hours should be treated in
2 The categorisation of applications used should only be terms of application details given in Sections 13.9 to 13.11.
considered to be general in nature. Many applications may be
appropriate in several or all categories. Such 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 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-urban 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
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 - 200 mm side length;
(iii) diagrammatic signs - 1200 mm x 1600 mm;
(b) Bituminous concrete or brick surfaced roads:
(i) circular signs - 1200 mm diameter;
(ii) triangular signs - 1500 mm side length;
(iii) diagrammatic signs - 1200 mm x 1600 mm.
(c) Urban streets:
(i) circular signs - 900 mm /1200 mm diameter;
(ii) triangular signs - 900 mm /1200 mm side length;
(iii) diagrammatic signs - 1200 mm x 1600 mm.

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.2 SHORT TERM WORKS

13.8.3 Maintenance in Road Reserve

1 This application represents the lowest signing level covered in
this Chapter. This signing level is appropriate ONLY when the
work concerned does not encroach nearer to the edge of the
roadway than the shoulder break point. Typical activities which
might warrant this low level of signing are:
(a) verge grass-cutting;
(b) cleaning of side drains or cross drain inlets and outlets;
(c) fence repairs;
(d) kilometre post repair/maintenance/replacement.
2 As soon as workers are required to move closer to the travelled
way, additional signing consistent with Figures 13.35, 13.36 or
13.41 to 13.43 should be used.
3 If the maintenance work gradually progresses along 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 recommended
bright clothing, even when working off the road 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

 is the site set up with adequately safe Buffer Zones (see Figure
13.20)?
 are workers likely to get within 3 m of passing vehicles?
 is the maintenance unit vehicle and equipment well off the
road?
 can signs be clearly seen by approaching drivers - if not move
them further out?
 is a higher level of signing appropriate to ensure worker
and public safety?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.3

Fig 13.32 Maintenance in Road Reserve (off the roadway)

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.4 SHORT TERM WORKS

13.8.4 Firebreak Maintenance

1 Detail 13.33.1 shows a minimum level of signing treatment
which may be used if smoke is not likely to represent a hazard.
Activities which may be dealt with 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 roadway, with a low risk of smoke being carried
over the 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 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 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 13.33.2 is recommended for all
accidental fires.
3 Flagmen operations as required for Details 13.33.1 and
13.33.2 shall be in accordance with the provisions of
Figure 13.23. Any unit which is working according to Detail
13.33.1 must be trained and 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 virtue of the warrant
for their operation, will not be able to see each other to
co-ordinate traffic control. If all traffic has been stopped, and if a
decision is taken to implement alternating one-way traffic it is
recommended 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.
5 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

 do workers have effective high visibility clothing?

 are the flagmen correctly trained for their task?
 are radios in working order?
 can signs be clearly seen by approaching drivers?
 is the unit ready to upgrade to STOP/GO control?
 should consideration be given to a traffic detour?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.5

Fig 13.33 Firebreak Maintenance

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.6 SHORT TERM WORKS

13.8.5 Weedspray Maintenance

1 Weedspraying may be a mechanised operation or it may be a
manual operation with a team of workers, working on the
ground, either with or without a support vehicle present. The
signing requirements for such maintenance are given in Figure
13.34.
2 Figure 13.34 includes two signing details. Detail 13.34.1 is
appropriate for maintenance operations on one side of a
two-way roadway, whereas Detail 13.34.2 applies for
maintenance on a multi-lane one-way roadway (normally part
of a dual carriageway road). The main differences between the
two requirements is that a two-way road requires the placing of
a ROADWORKS sign TW336 facing the opposing stream of
traffic, and the one-way operation requires advance signs on
both the left and right sides of the carriageway. This latter
requirement is applicable whether the work is being undertaken
on the left side or on the right side.
3 When weedspraying is supported by a vehicle, the work can be
considered as "mobile". Subject to the proximity of the work to
the roadway and the rate of movement of the work, the
requirements of Subsection 13.8.12 and Figure 13.41 may be
relevant.
4 The vehicle carrying out the spraying or supporting the manual
team should occupy the far left side of the roadway or shoulder
(or the far right side in the case of a median spraying
operation). The vehicle shall be provided with a HIGH
VISIBILITY REAR PANEL of the type illustrated in Figure
13.31.
5 The vehicle shall also have two FLASHING YELLOW
WARNING LIGHTS, SS3, of which, at least one shall be visible
from the front, and one shall be visible from the rear. In
practical terms, if a vehicle is likely to work on the right side of a
roadway, the two flashing lights should also define the vehicle
width to approaching drivers so that, wherever it is working, the
near side is identified by at least one flashing light. The
contractor or road supervisor shall be responsible for ensuring
that the flashing light requirement is functioning during day and
night, at all times whilst the vehicle is working or within 2 metres
of the roadway.

Checklist

 do workers have adequate high visibility clothing?

 is there a support vehicle?
 does the support vehicle have a high visibility rear panel?
 are the signs on the rear panel correctly set?
 will the advance warning signs need to be moved to follow the
work (see Subsection 13.8.12)?
 will work encroach into the roadway significantly (see
Subsections 13.8.11 and 13.9.8)?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.7

Fig 13.34 Weedspray Maintenance

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.8 SHORT TERM WORKS

13.8.6 Fixed Site - Work on Shoulder

1 The temporary signing treatment illustrated in Figure 13.35 is
intended for short term work located on the shoulder of a public
road, either in the sense that the work is actually on the
shoulder, or is immediately adjacent but outside the shoulder,
but requires occupation of the shoulder by the work unit. In
situations such as this, if the work unit's support vehicle is
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, between the workers
and approaching traffic.
2 If the work is carried over into darkness, the TRAFFIC CONE
delineation devices TD4 shall be provided with retroreflective
sleeves or they shall be replaced by DELINEATOR PLATE
hazard marker signs TW401/TW402. Cones used on high
speed roads shall have a height of at least 700 mm. For details
of delineator and cone spacings refers to table 13.4.
3 Tapers used for this type of work site treatment should be in
accordance with Table 13.5.
4 Advance warning signs should be located up to 600 m in
advance of the start of the taper for sites with 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 work site which may reduce the
effectiveness of the 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

 are operating speeds in excess of 80 km/h?

 does the unit have enough cones/delineators for correct
spacings?
 does the unit have delineators or retroreflective sleeves for
cones for night time use?
 is the site set up with adequately safe Buffer Zones (see Figure
13.20)?
 is there adverse vertical or horizontal curvature on the
approach to the site?
 can signs be mounted higher to improve early warning of the
site if required?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.9

Fig 13.35 Fixed Site – Work on Shoulder

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.10 SHORT TERM WORKS

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 permit two-way traffic flow.
The criterion for two-way traffic operation under moderate traffic
volumes is an available running width of 6 metres, provided
speeds can be reduced so that such operation is safe. This
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 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.
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 13.8.11, 13.9.3 and 13.10.3).
Safety "Buffer Zone" spacing must be provided in accordance
with Figure 13.20.
4 TRAFFIC CONE delineation devices TD4 and DELINEATOR
PLATE hazard marker signs TW401/TW402 shall be spaced in
accordance with Table 13.4 and all tapers shall conform to the
provisions 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 work unit's support vehicle
is equipped with flashing yellow warning lights, it may benefit
the safety of workers 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

 are operating speeds in excess of 80 km/h?

 does the unit have enough cones/delineators for correct
spacings?
 does unit have delineators, or retroreflective sleeves for cones?
 is the site set up with adequately safe Buffer Zones (see Figure
13.20)?
 is there adverse vertical or horizontal curvature on the
approach to the site?
 is there safe operating width for two-way traffic operation?
 should the use of STOP/GO control or temporary traffic signals
be considered?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.11

Fig 13.36 Localised Small Work Site

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.12 SHORT TERM WORKS
13.8.8 Short Term Lane Closure
1 Figure 13.37 illustrates two short term conditions which can
commonly occur on any rural or urban two-lane/two-way
roadway. Refer to Subsection 13.8.2 for a description of "short
term". Longer term applications 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
roughly the same signing but are quite different operationally.
Any general maintenance unit should carry a sign inventory
capable of sustaining either type of operation.
2 Detail 13.37.1 shows a typical situation where the work 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 I e. reduced speed limit is
not considered necessary. Under these circumstances the use
of a flagman to slow traffic is recommended. TRAFFIC CONES
TD4 may be used for short term work but if this situation occurs
on a high speed road or freeway, the cones must be 700 mm or
more in height.
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 no longer
possible. STOP/RY-GO operation signs R1.5A/R1.5B must be
added to those required for Detail 13.37.1. This mode of
operation 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 Detail 13.37.1, or
temporary traffic signals should be used (see Figure 13.57).
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 increments to 80 km/h or
60 km/h as appropriate (see Section 13.4).
5 Flagmen must be well trained and shall operate in accordance
with Figure 13.23.
6 If the site has to be maintained in operation into dusk or night-
time, or for more than 24 hours, all traffic cones 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
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 limitations, sign spacings may be increased
out to 600 m.

Checklist

 are operating speeds in excess of 80 km/h?

 are enough cones available for the length of site?
 is the site set up with adequately safe Buffer Zones (see Figure
13.20)?
 will the work extend beyond the balance of the working day?
 is visibility to the work area or the first sign in any way limited?
 does the control of the site need to be upgraded to a higher
order?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.13

Fig 13.37
Short Term Lane Closure

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.14 SHORT TERM WORKS

13.8.9 Short Term Lane Drop within Deviations

1 Figure 13.38 shows two details for short term work within a
multi-lane deviation which involves the temporary closure of one
of the lanes. The treatments shown are only appropriate on
deviations on one of the carriageways of a dual carriageway
roadway (commonly a freeway) where traffic is operating within a
three lane cross-section. Since these applications represent
"roadworks-within-roadworks" situations, their use should be
reserved for very short term needs and should only be
considered during off-peak traffic times.
2 Detail 13.38.1 depicts a work zone within the single lane in one
direction. To accommodate traffic one of the two lanes operating
in the opposite direction has to be dropped. The signs shown
represent minimum requirements for maximum portability. LANE
DROP sign TW214 may be replaced by diagrammatic sign
TGS102 if time, space and convenience permit. The advance
signs may be located further 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 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.
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 increments to 80 km/h or 60
km/h as appropriate (see Section 13.4).
5 Flagmen must be well trained and shall operate in accordance
with Figure 13.23.
6 TRAFFIC CONE delineation devices TD4 and DELINEATOR
PLATE hazard marker signs TW401/TW402 shall be spaced in
accordance with Table 13.4 and all tapers shall conform to the
provisions 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 work unit's support vehicle is
equipped with flashing yellow warning lights, it may benefit the
safety of workers 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

 are operating speeds in excess of 80 km/h?

 can traffic speeds be reduced effectively to allow these
applications to work safely?
 is the site set up with adequately safe Buffer Zones (see Figure
13.20)?
 can signs be displayed at a greater than minimum mounting
height?
 are flagmen alert and well-motivated?
 would flags on the first sign in each direction assist driver
awareness?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.15

Fig 13.38
Short Term Lane Drop
Within Deviation

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.16 SHORT TERM WORKS
13.8.10 Installation/Removal of Traffic Data
Logger
1 Figure 13.39 illustrates recommended signing for the installation,
servicing or removal of traffic data logging loops on the road
surface of a multi-lane, one-way roadway. The signs shown are
lightweight portable/collapsible signs made from a durable
flexible and foldable material for ease of quick placing and
removal. Conventional 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 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 loops on
a two-way roadway, STOP/GO control should be used (see
Figure 13.40).
3 If flagmen are used, they must be well trained and shall operate
in accordance with Figure 13.23.
4 TRAFFIC CONE delineation devices TD4 and DELINEATOR
PLATE hazard marker signs TW401/TW402 shall be spaced in
accordance with Table 13.4 and all tapers shall conform to the
provisions 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 work unit's support vehicle is
equipped with flashing yellow warning lights, it may benefit the
safety of workers for the vehicle to be parked on the shoulder, at
the work end of the approach Buffer Zone, between the workers
and approaching traffic.
5 Since an operation of this type is only likely to be undertaken
during daylight the use of appropriate high luminance fluorescent
colours on the road signs should be considered.

Checklist

 is the roadway one-way or two-way?

 is a STOP/GO sign inventory carried by the unit?
 does the unit have trained flagmen?
 is a high visibility vehicle or trailer available?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.17

Fig 13.39 Installation/Removal of Traffic Data Logger

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.18 SHORT TERM WORKS
13.8.11 STOP/RY-GO Traffic Control-Minor
Works
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 lanes in 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, 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.
2 The signing given in this detail is a minimised treatment for a
very short term application lasting only one or two hours. For
longer applications the signing should be upgraded to that
covered by Subsection 13.9.3 and Figure 13.44. It should be
considered as a daytime operation unless the site is very well
illuminated at night. NO OVERTAKING signs TR214 should be
carried by the maintenance unit and added to the illustrated
sign sequence if required.
3 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 increments to 80 km/h or
60 km/h as appropriate (see Section 13.4).
4 Flagmen must be well trained and shall operate in 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.
5 TRAFFIC CONE delineation devices TD4 and DELINEATOR
PLATE hazard marker signs TW401/TW402 shall be spaced in
accordance with Table 13.4 and all tapers shall conform to the
provisions 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 work unit's support vehicle
is equipped with flashing yellow warning lights, it may benefit
the safety of workers 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

 are operating speeds in excess of 80 km/h?

 do advance signs for the STOP/RY-GO control clash with other
roadworks signs within the site?
 are the flagmen alert and well trained for their task?
 are the flagmen fully visible to oncoming traffic?
 are the flagmen standing in a safe position?
 can the restriction be eliminated to permit two-way traffic by
dusk?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.19

Fig 13.40 STOP/RY-GO Traffic Control – Minor Works

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.20 SHORT TERM WORKS
13.8.12 Mobile Maintenance of Road Shoulder
1 Figure 13.41 includes two details of typical short term or mobile
work involving slow-moving vehicles occupying the shoulder of
the public road. Detail 13.41.1 shows mobile work occurring
ahead of a support vehicle which should maintain a close
following distance behind the workers (of the order of 20 m to
50 m). In Detail 13.41.2 a single vehicle is performing a
mechanised maintenance function.
2 In each case the vehicles should be supported by an alert, well
trained flagman, who shall operate in accordance with Figure
13.23.
3 Detail 13.41.1 shows a support vehicle equipped with a HIGH
VISIBILITY REAR PANEL and two FLASHING YELLOW
WARNING LIGHTS, SS3, whereas the tractor used for
grass-cutting operations in Detail 13.41.2 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 to and are functional at all times. The
contractor or road supervisor, as appropriate, shall be
responsible for ensuring the functionality of all flashing lights.
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 maintenance purposes. The tractors should be kept clean
and freshly painted in a bright colour which will contrast with the
grass background within which it is working.

Checklist

 are workers equipped with high visibility clothing?

 are flagmen alert and well trained?
 are all flags clean and bright?
 are the signs on the HIGH VISIBILITY REAR PANEL correctly
set?
 are all flashing lights working?
 is the tractor clean and brightly painted?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.21

Fig 13.41 Mobile Maintenance on Road Shoulder

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.22 SHORT TERM WORKS
13.8.13 Mobile Maintenance in Centre of
Carriageway
1 Mobile maintenance in the centre of the roadway or
carriageway is always likely to be a hazardous operation,
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 a two-lane one-way carriageway.
2 The operation on a two-way roadway is particularly 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 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 work,
the width of the vehicle as well, since it will be passed by traffic
on both sides.
3 In Detail 13.42.2 two high visibility treated vehicles are specified
and traffic is controlled to pass only to one side of the two
vehicles. The rear most vehicle effectively closes one lane (it
could be the left lane or the right lane subject to the nature of
the work and local 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.
4 In each case the vehicles should be supported by alert, well
trained flagmen, who shall operate in accordance 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

 are workers equipped with high visibility clothing?

 are flagmen alert and well trained?
 are all flags clean and bright?
 are the signs on the HIGH VISIBILITY REAR PANEL correctly
set?
 are all flashing lights working?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.23

Fig 13.42 Mobile Maintenance in Centre of Roadway)

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.8.24 SHORT TERM WORKS
13.8.14 Mobile Maintenance of Dual
Carriageway Roads
1 Figure 13.43 shows similar treatments to those in Details
13.41.1 and 13.42.2, but refers to shoulder area 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 REAR PANEL and two FLASHING
YELLOW WARNING 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 kept to a
minimum because these should be moved 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, normally
forming part of a dual carriageway. It is not applicable to
two-way traffic operation (see Figure 13.42).

Checklist

 are flags clean and visible?

 are the signs on the HIGH VISIBILITY REAR PANELS correctly
set?
 are all flashing lights working?

ROADWORKS SARTSM – VOL 2 MAY 2012

SHORT TERM WORKS 13.8.25

Fig 13.43 Mobile Maintenance of Dual Carriageway Roads

MAY 2012 SARTSM – VOL 2 ROADWORKS

 RURAL ROADS 13.9.1
13.9 SIGNING APPLICATIONS FOR
RURAL ROADS
13.9.1 General
1 The applications of temporary signing for roadworks covered in (a) gravel road construction including re-gravelling;
Sections 13.8.to 13.12 have been subdivided into categories for (b) reseal/chip-and-spray type surfacing operations;
ease of reference. These categories are: (c) partial road closure/reduced width operations;
(a) short term works (Section 13.8); (d) separately constructed deviations around the work site.
(b) rural roads (Section 13.9); 2 Although common to rural roads, the conditions listed in (a), (b)
(c) urban roads (Section 13.10); and (c) above may also occur in urban areas where similar
(d) freeways and dual carriageway roads (Section 13.11). signing principles to those illustrated should be used. These
principles are not repeated in Section 13.10.
Section 13.12 provides enlarged details of elements covered in
3 Temporary signing applications appropriate to multi-lane and
other sections, and may be appropriate to any or all of the
dual carriageway roads are covered in Section 13.11.
categories listed above.
2 The categorisation of applications used should only be
considered to be general in nature. Many applications may be
appropriate in several or all categories. Such 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-urban 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
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 or concrete surfaced roads:
(i) circular signs - 1200 mm diameter;
(ii) triangular signs - 1500 mm side length;
(iii) diagrammatic signs - 1200 mm x 1600 mm.
13.9.2 Rural Roadworks
1 The examples of temporary signing given in this section deal
with applications which are most typical of rural roads such as:

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.2 RURAL ROADS
13.9.3 STOP/RY-GO Operation
1 STOP/RY-GO operation may be required to control traffic at a
wide variety of roadworks sites where the remaining roadway is
reduced to less than two lanes in 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
site. The detail in Figure 13.44 may therefore be incorporated
into other layouts in this Chapter.
2 If a 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 source may be required
in order to operate the signals, and such an installation will
need to be well secured.
3 All obstructions close to a one-way site of this nature must be
marked adequately by DELINEATOR PLATE signs TW401
and/or TW402 and/or flashing yellow lights. This includes any
working or parked construction vehicles.
4 The STOP/RY-GO operators must also be equipped with flags
and must be well trained/experienced flagmen (see Subsection
13.3.9 and Figure 13.23).

Checklist

 do the advance signs for the STOP/RY-GO control clash with

other roadworks signing within the site?
 is the flagman fully visible to oncoming traffic?
 are all signs fully visible to oncoming traffic?
 is the flagman standing in a safe position?
 is the lateral Buffer Zone within the site adequate for worker
and public safety?
 can the restriction be eliminated to permit two-way traffic by
dusk?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.3

Fig 13.44 STOP/RY-GO Operation

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.4 RURAL ROADS

13.9.4 Gravel Road Blading/Re-Shaping

1 Figure 13.45 illustrates the signing for grader operations
involving the blading and reshaping of gravel roads in rural
areas. It is recommended that the signs required to cover a
section of road of about 10 km in length, or approximating a
days work, be set out at the beginning of the day. On this basis
TW337 signs should be placed at 2 km to 3 km intervals
through the section on both sides of the road. Typically a
grader will run four or five blade widths over such a 10 km
section in a day. This signing application is also appropriate
when a grader is being used for cleaning and reshaping of side
drains.
2 The grader shall be fitted with at least one FLASHING
YELLOW WARNING LIGHT SS3 to assist visibility of the
vehicle. This light shall be switched on at all times whilst the
grader is working or stopped in the roadway, or it is within 3
metres of the edge of roadway. In hilly terrain the use of a high
mounted flag (located on a 3 metre aerial or similar device
mounted above the cab) is recommended to further enhance
the warning given to approaching drivers.
3 The grader inventory may include two or more flags which the
grader operator's assistants can use to mark problem areas in
the road surface exposed by the blading operation.
4 It is possible that labourers may be working within a typical 10
km section undergoing blading and reshaping. When this
occurs, the labour gang should be provided with at least a pair
of TW336 signs. It is likely that such gangs of workers will move
from place to place, in which case any of the short term sign
applications given in Section 13.8 (Figures 13.32 to 13.37) may
be appropriate within the overall section.
5 If sight conditions are particularly poor, or a section of road is
has fairly high traffic volumes, flagmen may be used to slow
oncoming vehicles. The flagmen shall be familiar with the
standard flagging procedures given in Figure 13.23.

Checklist

 is the grader's flashing light operational?

 is the grader working in hilly terrain and/or on winding roads?
 are labourers also present in the section?
 are flagmen required?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.5

Fig 13.45 Gravel Road Blading/Re-Shaping

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.6 RURAL ROADS

13.9.5 Gravel Roads - Gravel Heaps

1 In constructing gravel roads it is normal practice to stockpile
gravel heaps on the section of roadway being worked, as
shown in Figure 13.46. Whenever possible, gravel heaps must
be spread before the end of the day’s activities and should not
be left in place overnight. If it is not possible to achieve this,
there must be sufficient width for two-way traffic and adequate
signing must be in place for drivers to determine that:
(a) there is an obstruction in the roadway; and
(b) there is limited space for two-way traffic.
2 Figure 13.46 shows signing appropriate to a working period
and to a situation when gravel heaps may have to be left in
place overnight. Double sided DELINEATOR hazard marker
signs TW401/TW402 should be provided at 50 metre centres
along the full length of any heaps which will remain in place
overnight. At least three delineators shall be visible in each
direction to establish the horizontal and vertical alignment of the
road. Where possible, a reduction in speed limit should not
exceed 15% of the operating speed (or 20 km/h).
3 This type of roadwork activity is traditionally very hard on road
signs. Given the possible nature of the hazard, particularly at
night, it is essential that the signs be maintained in good
condition and that they are regularly inspected for the quality of
their retroreflectivity.
4 Subject to the size of the maintenance unit, the length of a
section of road being gravelled should be kept within the limits
of good management and control. A maximum length of 2 km is
recommended whilst work is in progress, but this should be
significantly reduced, if at all possible, if gravel heaps are to be
left in place overnight.

Checklist

 are gravel heaps to be left in place overnight?

 do all signs have good retroreflective properties?
 what is a safe manageable length of site for the size of work
unit and likely traffic?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.7

Fig 13.46 Gravel Roads – Gravel Heaps

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.8 RURAL ROADS
13.9.6 Gravel Road Reconstruction
1 Figure 13.47 includes two typical details which may occur
during gravel road construction. These details are similar to
those in Figures 13.44 and 13.46 but are shown together here
to illustrate the likely need to cater for both types of activity at
one site. Detail 13.47.1 shows a typical STOP/RY-GO traffic
control situation (for further details see Subsections 13.3.9,
13.9.3, and Figure 13.23). STOP/RY-GO control is likely to be
required regularly as follows:
(a) whilst material is being delivered to the site;
(b) whilst gravel is being spread and worked;
(c) whilst heavy of plant or equipment is being moved.
2 Detail 13.47.2 shows the signing arrangement once traffic is
able to pass the working area. Subject to the expected nature
of the work, advance signing may be arranged according to
either detail. However, if STOP/RY-GO control is expected, the
greater distances shown in Detail 13.47.1 should be used
throughout the working period. The size and position of the first
sign in the sequence may be varied according to known local
conditions. If speeds are known to be low, sign TW336-WA
may be replaced by a TW336 sign or omitted all together.
However, if approach speeds are likely to be high, it may be
appropriate to move the TW336-WA sign further out to 800 m
or 1000 m and adjust the spacing of the other advance signs
accordingly.
3 If the pattern of work is such that a relatively short section of
road is being actively worked on at a time, but that the effects
of work are evident over some greater distance, this should be
indicated at the beginning of the site by means of a
SUPPLEMENTARY PLATE sign TIN11.2 displayed with sign
TW336.
4 If the extent of work and traffic is such that the occurrence of
unacceptable delays to traffic and disruption to the smooth
progress of the work are likely, a deviation or detour of the
types illustrated in Figures 13.53 to 13.56 may need to be
considered.

Checklist

 are gravel heaps to be left in place overnight?

 do all signs have good retroreflective properties?
 is a deviation or detour likely to be required?
 what is a safe manageable length of site for the size of work
unit and likely traffic?
 is the unit equipped for STOP/RY-GO operation?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.9

Fig 13.47
Gravel Road Construction

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.10 RURAL ROADS

13.9.7 Reseal/Resurfacing Work – Just

Completed
1 Figure 13.48 illustrates recommended signing levels where work
on resealing of a section of roadway has just been completed.
This work activity may occur on sections of roadway within a
larger site and may occur in more than one place at a time within
such a site. When this is the case, the signing should be
adjusted to suit the overall signing requirements of the site. Any
temporary speed limit should relate to that operating within the
rest of the site and should be as high as is practical and safe
(see Section 13.4).
2 Sign TW333 and sign TW338 should be considered when there
is significant horizontal road curvature and/or the road crossfall
or superelevation is also significant, as in hilly country, since the
combination of loose stone chippings or dust on the road surface
together with this type of road profile can lead to slippery
conditions. Alternatively, sign TW333 may be used instead of
sign TW338 if the condition of the road surface is considered to
be a greater hazard than the risk of stone chippings being thrown
up.
3 The sign sequence shown should be repeated at approximately
three kilometre intervals and, if the road is one carriageway of a
dual carriageway road, the signs shall be repeated on the right,
on the median island.
4 A similar level of signing is appropriate if an asphalt overlay or
concrete surface has just been laid and traffic is using it for the
first time. With this type of surfacing the use of SURFACE STEP
advance warning signs TW340 and TW341 may also be
appropriate.
5 If road markings are not likely to be re-marked shortly after
re-opening the road to traffic, NO LINES advance warning signs
should also be provided (see Volume 4, Chapter 3, Section 3.1).

Checklist

 is a 3 km spacing of sign sets adequate?

 is the road surface slippery?
 is there a temporary step in the road surface?
 will road markings be re-marked shortly after re-opening the
road?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.11

Fig 13.48 Reseal/Resurfacing Work – Just Completed

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.12 RURAL ROADS
13.9.8 Reduced Width Operation - 2-Way Traffic
1 Figure 13.49 should be read with Figures 13.78 and 13.79.
2 The detail given in Figure 13.49 is suitable for general use
when a rural 2-lane 2-way road is being resurfaced or
reconstructed. The layout is based on a road cross-section
which is wide enough to permit approximately half of the road
to be resurfaced or reconstructed whilst traffic is diverted to run
on the other half of the road. Such operation will require that
the cross-section of the road includes useable shoulders, or
that temporary shoulders are created for the duration of the
deviation. Any temporary speed limit should preferably be
within15% (or 20 km/h) of that existing prior to the work starting.
Cross section design standards should take this into account
(see Section 13.4).
3 Figure 13.49 represents the main signing requirements for the
ADVANCE WARNING AREAS to the deviation. The signs
indicated in the "Maintenance Unit Inventory" opposite are for
this purpose. To determine a full signing inventory, further
signs will have to be added for the TRANSITION AREAS, the
WORK AREA, and the TERMINATION AREAS. The majority of
signs in these areas will be DELINEATOR PLATE signs
TW401/TW402. For details of the signs inventories for these
areas, refer to Section 13.12 - Enlarged Standard Details and
particularly to Figures 13.78 and 13.79.
4 Particular attention should be paid to the transition area
treatment. Tapers should be sized and delineated in
accordance with Section 13.5, and in particular with Tables
13.4 and 13.5 and Figures 13.20 and 13.29. Retroreflective
temporary road markings should be applied in the transition
areas and should be kept in good condition for the duration of
work.
5 If flagmen should be deemed necessary due to specific
hazards at the approaches to the transitions, or as a result of a
poor accident history in these positions, they shall operate in
accordance with the provisions of Subsection 13.3.9 and Figure
13.23.

Checklist

 does the maintenance unit have sufficient DELINEATOR

PLATES for its task?
 are there vertical and/or horizontal curves on the approaches
which should be taken into account when positioning signs?
 are flagmen required?
 if flagmen are required are they well trained and alert?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.13

Fig 13.49 Reduced Width Operation – 2-Way Traffic

MAY 2012 SARTSM – VOL 2 ROADWORKS

 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 wash-away or
other flooding, or at the site of a road collapse. A situation such
as this should be preceded 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 who might end up approaching the site of the road
closure and to provide them with a detour round the site.
2 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 provision put in
place by the incident response team. This could well take the
form of the signing given in Detail 13.52.1 together with a
minimum level road closure at the site. This latter may well
have to be attended by workers or a flagman in the first
instance. 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 (see Figure
13.87), in order to make the site safe. This should be closely
followed by more informative detour signing as illustrated in
Details 13.52.2 and 13.52.3. Once work commences at the site
to carry out repairs a work site will be required. This can be
created by providing another barrier an appropriate distance in
advance of the road closure barrier, which can be considered to
be a NO UNAUTHORISED TRAFFIC BARRIER (see Figure
13.87), through which only contractors and road authority
vehicles should be permitted.
3 Remote from the actual road closure site it will commonly be
necessary to provide NO THROUGH ROAD BARRICADES, as
detailed in Figure 13.88, at one or more junctions.
4 Subject to the time that the road is going to be closed to traffic a
"public relations" message high visibility sign of the type
illustrated in Figures 13.18 and 13.50 may be specified.

Checklist

 are the optional signs shown, warranted due to high traffic

approach speeds?
 has an effective detour been put in place?
 will the site require major reconstruction when the effects of the
incident are over?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.15

Fig 13.50 Total Road Closure Ahead

MAY 2012 SARTSM – VOL 2 ROADWORKS

 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:
"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 direction signs can commonly be
re-located 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 alternative 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.
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 all of the TGD2-D signs. Although they are
still small signs, the TGD4 signs have a significantly bigger
target value.
5 Ultimately, 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.

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.17

Fig 13.51 Detour Signing

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.18 RURAL ROADS
13.9.11 Detour at a Road Junction
1 The situations illustrated in Figure 13.52 are relevant to major
detours, either urban or rural, necessitated by the closure of a
road link due to same event, such as a hazchem spill, a major
accident, a flood or subsidence. The actual site of the incident
may be remote from the junction concerned, but on a network
basis the junction is the best one from which to provide a
detour to the cut-off destination.
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 a 4-way STOP
control. Details of barricade treatment are given in Figures
13.87 and 13.88.
3 Figure 13.51 shows a range of specialised detour signs, some
of which may be useful in situations similar to those illustrated.
The need to provide for the sort of detour illustrated is likely to
be an unplanned event. It will therefore commonly be
necessary to react quickly to establish a detour. TEMPORARY
DIRECTION sign TGD2-D can be utilised for this purpose. Sign
TGD2-D is a compact sign which can be pre-manufactured
because this one sign may be pointed left, right or straight on.
Detail 13.52.1 shows a typical example of the use of TGD2-D
signs. Standard left and right TEMPORARY FINGER BOARD
signs TGD4 may also be pre-manufactured and quickly
deployed to identify a detour.
4 Apart from the regulatory and warning signs associated with the
modified junction control, alterations will be needed to existing
direction signs if the detour is to be in place for some time.
Details 13.52.2 and 13.52.3 give examples of such alterations
for a minor, but priority road and similarly for a major road,
respectively. In Detail 13.52.2 the junction is provided only with
DIRECTION signs GD2. These have been altered to display
the new direction to destination "A". The major junction in Detail
13.52.3 has, in addition, ADVANCE DIRECTION signs GD1.
The GD1 and GD2 signs for two approaches are shown
suitably modified to cater for the new routing to destination "A".
5 Drivers faced with an unexpected detour may be reluctant to
follow temporary directions without confirmation that the new
routing will lead to their intended destination. 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.

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.19

Fig 13.52
Detour at a Road Junction

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.20 RURAL ROADS
13.9.12 Deviation at a Bridge Site
1 Figure 13.53 shows a typical signing arrangement for a short
localised deviation round a bridge construction site. Such
deviations are generally kept as short as possible and commonly
have a steep and tortuous descent and ascent down to, and
away from, a low level river crossing. The road geometry of the
deviation will often be designed to minimum standards and it is,
therefore, particularly important that the quality of the temporary
sign installation is of the highest. The quality control involved
should include the maintenance of the signs in a clean and
effective condition.
2 If approach speeds are known to be high and/or if the site is in
any way hidden from direct view, consideration should be given
to positioning the ADVANCE WARNING AREA signs over 800 m
to 1000 m. Any temporary speed limit should preferably be
within15% (or 20 km/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).
3 At the road closure barricades, the use of the strongly directional
TW407 and TW408 CHEVRON signs is recommended in place
of TEMPORARY BARRICADE 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 TR208.

Checklist

 is the deviation alignment to minimum standards?

 are the signs clean and is the retroreflective material to
specification and in good condition?
 do construction vehicles need to have access from the deviation
to the closed portion of the site?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.21

Fig 13.53 Deviation at a Bridge Site

MAY 2012 SARTSM – VOL 2 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:
"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 direction signs can commonly be
re-located 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 alternative routes".
2 Figure 13.54 shows the signing requirements for the
ADVANCE WARNING AREAS on the approaches to 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 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 take this into account
(see Section 13.4).
3 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 available space, but it will
remain in relatively close proximity to the main road alignment.
According to the space 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 13.54,
and any others required within the deviation, should be in
accordance with figures in Section 13.12:"Enlarged Standard
Details" (see Figures 13.81 to 13.84 in particular).

Checklist

 are traffic volumes sufficiently low for this level of signing?

 is the geometry and road condition of the entry to the deviation
suitable for the indicated speed limit?
 is there sufficient width through the curves of the entry to the
deviation to accommodate large vehicles in both directions at
the same time?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.23

Fig 13.54 Deviation – Low Traffic Volumes

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.24 RURAL ROADS
13.9.14 Deviation - High 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:
"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 direction signs can commonly be
re-located 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 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 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 WARNING AREA instead of the
advance warning signs depicted in Figure 13.54.
3 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 available space, but it will
remain in relatively close proximity to the main road alignment.
According to the space available, the deviation may cross the
road construction 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 signing attention
within a deviation, and Detail 13.55.4 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, should be in
accordance with figures in Section 13.12: "Enlarged Standard
Details" (see Figures 13.81 to 13.84 in particular).
5 Formal "Road Closed" barricades should be established at the
limits of each Work Area (see Figures 13.18 and 13.87).

Checklist

 is the geometry and road condition of the entry to the deviation

suitable for the indicated speed limit?
 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?
 can the deviation be satisfactorily connected to adjacent roads
to limit construction costs?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.25

Fig 13.55
Deviation – High Traffic Volumes

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.9.26 ROADWORKS
13.9.15 Deviation - 4 Lane Undivided Road
1 Figure 13.56 shows the reduction in width of a 4 lane undivided
road into a 2 lane deviation. The detail conforms to the
description of a deviation given in Subsection 13.9.14, and will
warrant the level of signing appropriate to high traffic volumes
likely to be using its 4 lane cross-section.
2 Because of the two lanes approaching the deviation, it will
normally be desirable, on a cost and operational basis, to
configure the entry to the deviation as a two-lane two-way
section of roadway. This configuration requires the dropping of
one of the approach lanes, 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 deviation within the limits of
the existing roadway width. Should there be circumstances
which make the dropping of the lane nearest the edge of the
roadway necessary, this may be achieved using
DIAGRAMMATIC sign TGS101in place of sign TGS102. Any
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 take this into account (see
Section 13.4).
3 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 available space, but it will remain in
relatively close proximity to the main road alignment. Figure
13.55 shows the 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, should be in accordance
with figures in Section 13.12: "Enlarged Standard Details" (see
Figures 13.77 to 13.84 in particular).

Checklist

 is it appropriate to drop the "fast" lane under the conditions

prevailing on the approaches?
 is the geometry and road condition of the entry to the deviation
suitable for the indicated speed limit?
 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?

ROADWORKS SARTSM – VOL 2 MAY 2012

RURAL ROADS 13.9.27

Fig 13.56 Deviation – 4 Lane Undivided Road

MAY 2012 SARTSM – VOL 2 ROADWORKS

 URBAN STREETS 13.10.1
13.10 SIGNING APPLICATIONS FOR URBAN
STREETS
13.10.2 Urban Roadworks
13.10.1 General
1 The temporary signing of urban roadworks situations is
1 The applications of temporary signing for roadworks covered in
commonly influenced by the following factors, either separately,
Sections 13.8 to 13.12 have been subdivided into categories for
or in combination:
ease of reference. These categories are:
(a) limited space to accommodate signs and traffic;
(a) short term works (Section 13.8);
(b) high traffic volumes (even moderate urban traffic flows are
(b) rural roads (Section 13.9);
high by rural standards);
(c) urban roads (Section 13.10);
(c) the presence of pedestrians;
(d) freeways and dual carriageway roads (Section 13.11).
(d) the need to maintain access to many properties.
Section 13.12 provides enlarged details of elements covered in
2 Roadworks situations in urban areas vary widely in their signing
other sections, and may be appropriate to any or all of the
requirements and operational characteristics including, as they
categories listed above.
do, such environments as:
2 The categorisation of applications used should only be
(a) quiet residential streets;
considered to be general in nature. Many applications may be
appropriate in several or all categories. Such applications are (b) high capacity arterial streets;
only detailed once to avoid duplication. Practitioners who do (c) congested central business districts
not find the application they are seeking in their first choice of
3 Factors which commonly mitigate against the effectiveness of
category should therefore check other categories. If their
temporary road signs in urban areas, and which must be
required application is not covered, it will be necessary to
recognised and taken into account, include:
determine a similar situation and to adapt it, with care, to their
needs. (a) street lighting - which may not, as might be expected,
improve signing at night, due to stray reflections and
3 Section 13.9 and this section deal with rural and urban
reduced luminance contrast so that signs need to be
situations respectively. These terms also should be considered
positioned with care;
as general and if a "rural" application is appropriate within an
urban area, the application details should be used with (b) obscuration of signs by trees, street furniture and by large
appropriate adjustments to sign spacing and sizes. The signing vehicles;
of roadworks in peri-urban areas will most likely be catered for (c) limited sight distances.
by rural category applications.
4 The examples covered in this section illustrate individual
4 In the various figures the following rules or conventions apply: situations. In practice a large urban roadworks site may include
(a) all signs are correctly oriented for the direction of travel to several such situations within the one site. The signing
which they apply; treatment must therefore take into account the individual
situations and the collective effect of all situations from a
(b) to avoid confusion with any arrows on road signs or
driver’s perspective.
markings, the direction of travel of traffic is, where relevant,
5 Many roadworks tasks in urban areas will be of short term
indicated thus ;
duration, commonly undertaken between morning and evening
(c) all details are given in metres but all may be directly used peak traffic. Those examples within an obviously urban
as "paces" in practice. environment are included in this section, but many of the
examples given in Section 13.8 are also relevant to urban
5 Signs should be sized as recommended in Volume 1. As a rule
areas.
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:
(i) circular signs - 1200 mm diameter;
(ii) triangular signs - 1500 mm side length;
(iii) diagrammatic signs - 1200 mm x 1600mm.
(c) Urban streets:
(i) circular signs - 900 mm/1200 mm diameter;
(ii) triangular signs - 900 mm/1200 mm side length;
(iii) diagrammatic signs - 1200 mm x 1600 mm.

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.10.2 URBAN STREETS
13.10.3 Temporary Traffic Signals
1 Temporary traffic signals are an alternative form of temporary
traffic control for use on two-way roads which are reduced to
one-way operation during roadworks. The use of temporary
traffic signals is appropriate at any time, subject to cost
effectiveness, as an alternative to the manual STOP/RY-GO
operation. However, their use is recommended when such
restricted conditions have to be maintained during the hours of
darkness.
2 The arrangement of light aspects of temporary traffic signals
shall conform to the prescribed arrangements for permanent
signals as illustrated in Volume 1. All component dimensions
and installation dimensional criteria for temporary traffic signals
shall conform to details given in Volumes 3 and 4.
3 The operation of temporary traffic signals may utilize any
appropriate, proven, electrical/electronic control system, either
linked by cable or not, provided adequate fail-safe back-up
systems are included.
4 Ideally, the timing of temporary traffic signals should be closely
related to actual vehicle arrivals (vehicle actuation) rather than
by means of fixed time cycles. Where necessary, detection
devices should include the ability to detect the presence of
vehicles at the STOP LINE and give an indication of queue
length. Due to the dual direction, alternating one-way operation
associated with traffic signals in a roadworks installation, it is
necessary that a long, specifically calculated, clearance all-red
period be provided. This will allow the last vehicle to enter the
section sufficient time to leave it, before opposing traffic is
released.
5 In a similar manner to STOP/RY-GO operation, temporary
traffic signals may be operated in isolation at a localised site or
as part of the overall traffic control signing of a major roadworks
site.
6 Figure 13.57 shows a typical urban traffic signal application
with short advance warning distances. Provided a power
source is available, temporary traffic signals may be used in
rural situations. When used on a road with high vehicle
approach speeds, all advance warning signs should be located
at distances consistent with rural roadworks sign sequences
(see Section 13.9).

Checklist

 will the need for one-way operation extend into dusk and night
time?
 is a power supply available?
 are traffic volumes known in order to set up cycle limit criteria
under vehicle actuated operation?
 what are the fail-safe characteristics of the equipment?
 are the advance warning signs correctly located for appropriate
vehicle approach speeds?
 will the end of a queue always be visible to approaching
vehicles within stopping sight distance requirements?

ROADWORKS SARTSM – VOL 2 MAY 2012

URBAN STREETS 13.10.3

Fig 13.57 Temporary Traffic Signals

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.10.4 URBAN STREETS
13.10.4 Sidewalk Deviation
1 It is an important aspect of the safety arrangements of urban
(and other) roadworks sites that specific accommodation shall
be made for pedestrians. It is too common an occurrence that
pedestrians are left to their own devices and expected to just
disappear, or to walk within reduced spaces provided for
vehicles, totally without protection. Given the numbers of
pedestrians on our roads at all times of day and night, it is quite
unreasonable that, if the exclusion of pedestrians should be
required, or advisable, adequate provisions are not made to
redirect the pedestrians to an alternative route. Any authority or
contractor not making adequate provision for pedestrians could,
in the event of an accident, find themselves facing serious
litigation.
2 Figure 13.58 shows a typical arrangement for the
accommodation of pedestrians due to the temporary, and
localised, excavation of the sidewalk. Such a situation may be
an isolated excavation, with no other associated roadworks,
such as a local repair to a water main, sewer, electrical cable or
other underground service, or similar excavations may be
required at one or more places within a larger site. In the latter
case the signs provided within the ADVANCE WARNING
AREA may be modified according to specific site requirements.
It should be noted that the table of signs opposite is a typical
listing only, and is not intended to be a definitive inventory.
3 Figure 13.58 shows the option to use modular PEDESRIAN
DIRECTION signs (see Volume 1, Chapter 4). The
manufacture of temporary arrow signs TGP1, TGP2, TGP3 and
TGP4 is, due to the square shape, identical. It is recommended
that contractors order "left-" and "right-handed" versions of sign
TGP9. These signs should only be used when the revised
pathway available to pedestrians may not be obvious to them.
Night-time conditions should be borne in mind when assessing
this need. These pedestrian direction sign are particularly
important to emphasise to pedestrians the need to NOT take a
route within the roadway, either with, or in the face of,
on-coming traffic. If a normally available path is completely
cut-off to pedestrians, this should be indicated by means of NO
PEDESTRIANS sign TR218 (or NO CYCLISTS OR
PEDESTRIANS sign TR220).
4 The figure shows the use of TEMPORARY BARRICADE signs
TW411. These may be replaced by a local authority if it has a
custom made device. However, these need to have
retroreflective properties and should not simply be painted. Any
traffic cones shall be provided with retroreflective sleeves if left
in place during times of poor visibility.

Checklist

 is pedestrian deviation within the roadway?

 are cones and barricades retroreflective?
 are PEDESTRIAN DIRECTION signs required for the safety of
pedestrians?
 are pedestrian prohibition signs required?

ROADWORKS SARTSM – VOL 2 MAY 2012

URBAN STREETS 13.10.5

Fig 13.58 Footway Deviation

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.10.6 URBAN STREETS
13.10.5 Localised Work Site - Good Visibility
1 Figure 13.59 illustrates a very common work site in urban
areas. The fact that the type of site occurs frequently and is
often only in position for a short time, tends to result in very
poor control of correct signing practices. The fact that the site is
small and likely to be of short duration, is no excuse for not
thinking through the requirements for correct signing practices
and for not carrying them out.
2 The sign inventory and application has been kept to a minimum
to facilitate ease of use. This in itself is a reason for paying
attention to localised details. Since the signing effectively
comprises one "cluster" of three signs and a number of
TRAFFIC CONES TD4, it is essential that the signs are visible
and do not become hidden by other street clutter. The visibility
of the signs is, for example, of higher priority than sticking
faithfully to the distances noted in the figure. A particularly
important local detail could be the presence of a crest in the
road, in which case, the sign "cluster" may need to be moved a
greater distance from the work site in order for it to be visible to
approaching drivers. If such an action is taken, the
TRANSITION AREA and longitudinal BUFFER ZONE should
be extended so that vehicles cannot get between the cluster
and the WORK AREA. This signing application is only
appropriate for situations where sufficient space remains for
two-way traffic. If two-way traffic is not possible, or a lane drop
is required on a multi-lane road, then STOP/RY-GO control
(Figure 13.37), temporary traffic signals (Figure 13.57), or one
of the several lane-drop details (Figures 13.35, 13.36 or 13.37),
should be considered.
3 The service unit vehicle is shown parked on the "downstream"
side of the WORK AREA to make the vehicle less vulnerable
and make it easier to drive away from the site when necessary.
However, under certain circumstances the vulnerability of the
vehicle may be secondary to the safety of the workers, and it
may be beneficial in fact to park the vehicle "upstream" of the
WORK AREA, particularly if the vehicle is equipped with
FLASHING YELLOW WARNING LIGHTS SS3.

Checklist

 is the sign cluster clearly visible to approaching drivers?

 is there a crest in the road or a curve or sharp bend on the
approach to the site?
 is there sufficient space available for two-way traffic to pass the
WORK AREA?
 should the service vehicle be parked on the upstream side of
the site?
 does the service vehicle have flashing yellow warning lights?

ROADWORKS SARTSM – VOL 2 MAY 2012

URBAN STREETS 13.10.7

Fig 13.59 Localised Work Site – Good Visibility

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.10.8 URBAN STREETS
13.10.6 Lane Closed Beyond a Junction
1 It is a common feature of urban roadworks that it is often
necessary to work close to the corner of a junction, and often
on the far side. It is also common that such junctions will be
signalised. In order to avoid a merging movement within the
junction, which has a real potential to "lock up" and affect the
operation of the junction for other traffic flows, it is
recommended that traffic be directed into the adjacent lane on
the approach side of the junction, as shown in Figure 13.60, to
correctly align vehicles to cross the junction and avoid the work
site. The detail of Figure 13.60 should be considered as
representative of appropriate signing principles. Individual sites
will vary significantly, but can be dealt with safely, if the
principles are adhered to and modified in detail as necessary.
2 Depending on the lane configuration at the junction, and the
directions of flow of traffic, it may be possible to set the
narrowing taper sufficiently far back from the STOP line to
permit one or two left turning vehicles to enter the closed lane
after having first gone round the tapered "island".
3 Since the roadworks may also affect turning traffic on the
intersecting crossroad, it is recommended that ROADWORKS
advance warning signs TW336 be placed conspicuously on the
relevant approaches.

Checklist

 is there space to accommodate a coned-off island on the

approach side of the junction?
 can such an island be set back to permit left turning traffic the
use of the lane?
 have TW336 signs been placed on the intersecting side road?

ROADWORKS SARTSM – VOL 2 MAY 2012

URBAN STREETS 13.10.9

Fig 13.60 Lane Closed Beyond a Junction

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.10.10 URBAN STREETS
13.10.7 Work within a Junction
1 Figure 13.61 shows two details covering aspects of work within
a junction. As with all similar cases (see Figure 13.60), there
are a great many possible variables which may have an effect
on the detail of such temporary signing applications. Details
13.61.1 and 13.61.2 should be considered as indicative of the
appropriate basic signing concepts for such situations which
are subject to detail refinement according to local
circumstances.
2 Detail 13.61.1 shows work in the centre of one side of the
junction between two one-way roadways. The effect on traffic is
different for each of the intersecting approaches. In the one
case, traffic can be diverted to both sides of the site. This will
generally result in the merging of four lanes down to two. Such
a traffic manoeuvre will only be practical during off-peak
periods. The tapers on the approach side "island" shall be in
accordance with the provisions of Table 13.5 and cone or
delineator spacings should conform to Table 13.4. Traffic on
the intersecting roadway also has to reduce from four lanes to
two. Subject to the block length available, this should be
accomplished in two parts - each part reducing by one lane at a
time (see Figure 13.62). If necessary, one lane should be
dropped on the previous block.
3 Detail 13.61.2 shows work in the centre of the junction area of
intersecting two-lane, two-way roadways. Each approach is
treated in the same way so that, on entry and exit paths, the
normal two lanes are reduced to one lane. In this case the
taper lengths making up the coned-off "islands" shall also
conform to Table 13.5 and cone spacings should be according
to Table 13.4.
4 If work in these types of environment cannot be confined to
off-peak periods, then serious consideration should be given to
a partial or complete road closure with the attendant need to
redirect traffic using appropriate temporary ROUTE MARKER
signs or DIRECTION signs.

Checklist

 is work scheduled for a short period only?

 if work is to include peak traffic times will there be sufficient
road capacity for traffic?
 will limited advance warning signing be adequate or should
DIAGRAMMATIC signs be considered?
 will it be necessary to consider partial or full road closure?
 will temporary signs be required to redirect traffic by alternative
routes?

ROADWORKS SARTSM – VOL 2 MAY 2012

URBAN STREETS 13.10.11

Fig 13.61
Work Within a Junction

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.10.12 URBAN STREETS
13.10.8 Work in a One-Way Street
1 In an urban context the signing application illustrated in Figure
13.62 could apply to a multi-lane one-way street in a central
business district (CBD) environment, or to one carriageway of a
dual carriageway roadway. The signing depicted recognises the
likely shortage of space to accommodate signs, common in a
CBD. As a result, LANE DROP advance warning signs TW214
(or TW215) are specified. If this specification is used, then the
TW214/TW215 signs shall be mounted at an adequate height,
likely to be well above the minimum recommended in Table 13.1,
to ensure their visibility.
2 When space is available, as would be more likely on a dual
carriageway roadway, it is recommended that the appropriate
DIAGRAMMATIC signs be used in place of signs
TW214/TW215. For details of such an application see Figure
13.80.
3 The specific application shows two out of four lanes dropped to
create a work area. When two lanes are dropped, they shall be
dropped one lane at a time with a suitable STABILIZING AREA
between the two lane drop TRANSITION AREAS. If necessary,
one lane shall be dropped within the preceding city block or
section of road. Adequate longitudinal and lateral BUFFER
ZONES must be provided. For medium to long term sites, road
markings shall be removed over the lengths of the tapers.
4 Due to the proximity of pedestrians to the WORK AREA, it is
essential that this area be well barricaded.
5 For full details of the setting out of signs on tapers see Tables
13.4 and 13.5, and Figures 13.77 and 13.78.

Checklist

 is there sufficient space for DIAGRAMMATIC signs?

 are the advance warning signs mounted high enough for good
visibility?
 if traffic cones are used do they have clean retroreflective
sleeves?

ROADWORKS SARTSM – VOL 2 MAY 2012

URBAN STREETS 13.10.13

Fig 13.62 Work in a One-Way Street

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.10.14 URBAN STREETS
13.10.9 Road Closure - CBD
1 The examples given in Figure 13.63 should not be considered
as prescriptive to all road closure situations within typical
central business district environments. They are representative
of the sort of provisions which need to be dealt with, but the
actual combination of circumstances is likely to vary widely.
The two examples show a total road closure. This may be
varied to accommodate construction traffic or local access.
Typical signs used for such purposes are shown in Figures
13.18, 13.87 and 13.88.
2 The temporary regulatory and warning sign requirements for
this type of closure will largely depend on the directional
configuration of the intersecting streets and the need to make
local lane use adjustments. In Detail 13.63.2, the traffic in the
road that is closed is forced, due to the one-way system, to
make a right turn. It is likely to be operationally very difficult to
turn four lanes of traffic in parallel. In such a situation, it would
likely improve operation to drop the inside lane in advance of
the junction.
3 The examples portray a metropolitan CBD with numbered
metropolitan routes. When a road closure of this nature is
implemented, it is important to simultaneously provide
temporary ROUTE MAKER ADVANCE DIRECTION and
DIRECTION signs to lead drivers through the detour and back
to their intended direction of travel. It may be advisable to give
drivers entering the detour reassurance by means of a
MAP-TYPE ADVANCE DIRECTION sign TGD9 which should
show them, in a simple way, that they will be able to return to
the route beyond the roadworks.
4 The principles indicated in the details and described in the
previous paragraph are equally appropriate to smaller towns.
When the roads concerned are provincial or regional numbered
routes, the use of temporary ROUTE MARKER signs is
recommended as an inexpensive solution to directing drivers
through the detour.
5 Detours as significant as those illustrated here, should not be
implemented without widespread advance publicity.
6 An inventory box is included to indicate the types of signs which
will commonly be required, but quantities are a guideline only.

Checklist

 has a public information campaign been implemented?

 is the detour able to handle the re-directed traffic without major
delays?
 should some wider ranging form of detour be considered?
 does local access to the site area need to be maintained - and
if so can it be maintained?

ROADWORKS SARTSM – VOL 2 MAY 2012

URBAN STREETS 13.10.15

Fig 13.63
Road Closure - CBD

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.10.16 URBAN STREETS
13.10.10 Road Closure - Dual Carriageway
Street
1 The detail given in Figure 13.64 is somewhat simplistic for urban
circumstances, representative of a typical dual carriageway
roadway. No parking or property accesses are shown for
instance. The signing and traffic management shown should
therefore be considered as conceptual only. Significant
additional signing may be required to cater for specific local
circumstances.
2 The lane reduction on the approach side to the junction is signed
using a ROAD NARROWS sign TW330 on the basis that the
lane is reintroduced to permit left turning traffic to make use of a
short section. If the intersecting street is a one-way street (from
left to right), the use of a left turn lane will not be necessary and
a LANE DROP sign TW215 is recommended in place of sign
TW330. Alternatively, if there is a need to permit a right turn, the
lane drop arrangement can be mirrored.
3 Subject to the time that the traffic management arrangement is in
place, attention should be paid to the detail of no longer relevant,
or incorrect road markings. Particularly under light traffic
conditions drivers familiar with the deviation, may, for instance,
react instinctively to a remaining mandatory arrow facing (now)
the wrong way in the lane they are supposed to use.

Checklist

 should sign TW215 (or TW214) be used in place of sign TW330

(or TW329)?
 what direction and lane configuration does the cross street
have?
 should this configuration affect the approach lane treatment?
 is the deviation through the junction sufficient to require the
part-time or full-time use of a pointsman?

ROADWORKS SARTSM – VOL 2 MAY 2012

URBAN STREETS 13.10.17

Fig 13.64 Road Closure – Dual Carriageway Street

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.10.18 URBAN STREETS
13.10.11 Road Closure - Detour
1 The need to close a road may occur in an urban area for very
similar reasons to those which may arise in a rural area (see
Subsection 13.9.9). The details in Figure 13.65 illustrate
various aspects of a possible urban road closure necessitated
by work at a stream culvert or river bridge. A typical sign
inventory is not included with this subsection because there are
many variables which will affect a real-life situation that make
the listing of an inventory inappropriate.
2 Detail 13.65.1 shows a section of suburban road network cut by
a small river. "Road C" is closed at the river crossing. The
signing elements which such a situation may require are shown
in the other details and are referred to typical points in Detail
13.65.1. The site itself will require a road closure barrier for
safety reasons. An appropriate sign arrangement is shown in
detail 13.65.2. Alternative barrier arrangements are covered in
Figures 13.87 and 13.88.
3 In a road network such as that illustrated, there will be certain
junctions which will be strategically relevant when redirecting
traffic around the closed section of "Road C". Such junctions
are between "Roads C and E" and "Roads C and G". Detail
13.65.3 shows a simple signing treatment appropriate for
non-arterial streets. Typical signing for more highly classified
streets is illustrated in Figures 13.52 and 13.88.
4 It is relevant to indicate to drivers approaching "Road C" on
intersecting side streets within the area affected by the detour
that "Road C" is closed. This can be achieved simply by the
use of special examples of NO THROUGH ROAD signs TIN20
to TIN23 as shown in Details 13.65.4 and 13.65 5.

Checklist

 can the street be closed to all traffic or will local access be

required?
 are there suitable streets available on which to establish a
detour?
 are temporary ROUTE MARKER signs or DIRECTION signs
required?
 are there any missing STREET NAME signs within the area
affected by the road closure and the detour?

ROADWORKS SARTSM – VOL 2 MAY 2012

URBAN STREETS 13.10.19

Fig 13.65 Road Closure - Detour

MAY 2012 SARTSM – VOL 2 ROADWORKS

 FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.1

13.11 SIGNING APPLICATIONS FOR

FREEWAYS AND DUAL
CARRIAGEWAY ROADS
13.11.1 General
1 The applications of temporary signing for roadworks covered in (ii) triangular signs - 900 mm/1200 mm side length;
Sections 13.8 to 13.12 have been subdivided into categories for (iii) diagrammatic signs - 1200 mm x 1600 mm.
ease of reference. These categories are: 13.11.2 Freeway / Dual Carriageway Roadworks
(a) short term works (Section 13.8)
1 Freeways and dual carriageway roads carry large volumes of
(b) rural roads (Section 13.9) traffic at the highest possible level of service. It is therefore
(c) urban roads (Section 13.10) imperative that the traffic management and temporary signing
of such roads during roadworks be of the highest possible
(d) freeways and dual carriageway roads (Section 13.11).
standard. The traffic management and signing techniques
Section 13.12 provides enlarged details of elements covered in illustrated in the examples in this section have been used
other sections and may be appropriate to any or all of the widely, and, when correctly operated, have proven to be very
categories listed above. effective.
2 The categorisation of applications used should only be 2 Due to widely varying operating characteristics during a single
considered to be general in nature. Many applications may be 24-hour period, one freeway roadworks traffic management
appropriate in several or all categories. Such applications are solution normally has to be effective for conditions ranging from
only detailed once to avoid duplication. Practitioners who do severe congestion, to high speed free-flowing traffic. Under
not find the application they are seeking in their first choice of these circumstances, accident levels are almost certain to be
category should therefore check other categories. If their higher than those pertaining prior to the roadworks. Careful
required application is not covered, it will be necessary to attention to detail and frequent monitoring of signs and
determine a similar situation and to adapt it, with care, to their conditions will ensure that any increase in the accident
needs. rate will be kept to a minimum.
3 Sections 13.9 and 13.10 deal with rural and urban situations 3 The examples in this section include situations dealing with
respectively. These terms also should be considered as alterations to the normal lane configuration which commonly
general, and if a "rural" application is appropriate within an require a lengthy sequence of many signs as well as more
urban area, the application details should be used with localised situations which occur within interchanges where
appropriate adjustments to sign spacing and sizes. The signing space for traffic accommodation measures may be severely
of roadworks in peri-urban areas will most likely be catered for limited.
by rural category applications. 4 The figures and texts in this section cover mainly the
4 In the various figures the following rules or conventions apply: ADVANCE WARNING AREA(S) of the applications being
discussed. All of these applications will require one or more
(a) all signs are correctly oriented for the direction of travel to
TRANSITION AREA, BUFFER ZONE/STABILIZING AREA and
which they apply; TRANSITION AREA. The sign inventories given in each
(b) to avoid confusion with any arrows on road signs or subsection apply in principle to the advance warning area
marking, the direction of travel of traffic is, where relevant, signing. To obtain a total inventory for a site designers will
indicated thus ; have to identify all components and add together the
inventory requirements. This will commonly involve adding
(c) all details are given in metres but all may be directly used the requirements for an application in Section 13.11 to one or
as "paces" in practice. more enlarged detail requirements from Section 13.12.
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:
(i) circular signs - 1200 mm diameter;
(ii) triangular signs - 1500 mm side length;
(iii) diagrammatic signs - 1200 mm x 1600mm.
(c) Urban streets:
(i) circular signs - 900 mm/1200 mm diameter;

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.11.2 FREEWAY/DUAL CARRIAGEWAY ROADS
13.11.3 Lane Closure - Day Time Only
1 The application of temporary signing shown in Figure 13.66 is
similar to other figures illustrating lane drop situations. The
principle differences are that this example shows a lane drop
on a two-lane, one-way roadway (normally part of a dual
carriageway) and it assumes 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
operating speed prevailing (see Section 13.4).
2 Since the lane drop is short term, and during daytime only,
delineation may be provided by means of TRAFFIC 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. 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 the
hazard this represents, congestion will occur as a result,
making the installation very inefficient in its operation.
3 Detail 13.66.1 shows dropping of the "Slow" lane. This
application is not recommended for roadways with high
volumes and/or a significant percentage of heavy vehicles.
The dropping of the "Fast" lane as shown in Detail 13.66.2 is
generally preferred. If necessary, this can be followed by a lane
shift to the right (see Figures 13.77 to 13.79). The sign
inventories for all taper details must be added to that given
in this subsection.
4 If advance signing has to be reduced due to time or space
considerations, it is recommended that a full set of signs on one
side of the road be omitted, rather than 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 visibility to all traffic should be retained with a
preference for the "fast" side of the carriageway. In this event
the start of the taper must be clearly identified to all traffic. The
reduction in signing referred to is not recommended on
three or more lane cross sections. According to experience,
signs TGS101 (or TGS102) may be replaced by signs TW214
(or TW215) of an adequate size.

Checklist

 how many lanes are there on the section of road on which the
lane is to be closed?
 what is the anticipated traffic approach speed during the period
of lane closure?
 can lane closure during peak traffic periods be avoided?
 can the required level of signing be accommodated within the
space available?
 will the lane closure cross off and on ramps - or can this be
avoided?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.3

Fig 13.66
Lane Closure – Daytime Only

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.11.4 FREEWAY/DUAL CARRIAGEWAY ROADS
13.11.4 Lane Closure - Right Lane Long Term
1 The signing application illustrated in Figure 13.67 achieves the
same purpose as that in Detail 13.66.2 but the signing in the
ADVANCE WARNING AREA is significantly more extensive to
allow for long term use.
2 All tapers and the WORK AREA shall be delineated by
DELINEATOR PLATE signs TW401 and TW402. If the depth of
excavation exceeds 600 mm, serious consideration should be
given to the provision of a temporary barrier. Such a barrier shall
be made adequately visible by means of DELINEATOR PLATE
signs mounted on top of the barrier (although the effectiveness
of this is limited due to the right side profile of dipped
headlamps), or by GUARDRAIL DELINEATORS TD1 (see
Volume 1, Chapter 7). The end treatment of any such barrier
must be carefully detailed (see Figure 13.28).
3 For full details of the signing treatment of the TRANSITION
AREA and TERMINATION AREA see Figures 13.77 and 13.78.
The inventories required for these details must be added to
that given with this subsection.
4 Designers preparing specifications and drawings for this type of
long term roadworks signing application should familiarise
themselves with Section 13.3 - "Traffic Management", in
particular the details on BUFFER ZONES (see Figure 13.20),
with Section 13.4 - "Setting of Speed Limits at Roadworks", and
with Section 13.5 - "Temporary Delineation". If one or more
interchanges fall within the section of road under construction,
see Figure 13.74.

Checklist

 can the ADVANCE WARNING AREA safely be shortened ?

 should a public relations message be placed ahead of the first
sign (see Figure 13.18)?
 is there more than one TRANSITION AREA?
 have all required sign inventories been added together?
 are there any interchanges within the WORK AREA?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.5

Fig 13.67
Lane Closure – Right Lane
Long Term

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.11.6 FREEWAY/DUAL CARRIAGEWAY ROADS
13.11.5 Lane Closure - Left Lane Long Term
1 Figure 13.68 shows a signing application for a long term
roadworks site which is similar to the short term site covered by
Detail 13.66.1. Figure 13.68 gives the preferred treatment for a
WORK AREA over the "Slow" lane. The traffic management
technique used requires that the "Fast" lane is dropped first. This
uses a sign sequence which is the same as shown in Figure
13.67 (so that one sign inventory will cover both types of
application up to the end of the first TRANSITION AREA (1) - in
fact, if dropping of the "Fast" lane first is adopted as a basic
principle, it will mean that this is always the case, and drivers will
become familiar with a standardised initial approach treatment to
all major sites). After this transition traffic flow must be allowed to
settle down within the STABILIZING AREA before the next
TRANSITION AREA (2) where traffic is transferred from the
"Slow" lane back to the "Fast" lane. This stabilizing area also
serves as an ADVANCE WARNING AREA (2) for the second
transition.
2 All tapers and the WORK AREA shall be delineated by
DELINEATOR PLATE signs TW401 and TW402. If the depth of
excavation exceeds 600 mm, serious consideration should be
given to the provision of a temporary barrier. Such a barrier shall
be made adequately visible by means of DELINEATOR PLATE
signs mounted on top of the barrier (although the effectiveness
of this is limited due to the right side profile of dipped
headlamps), or by GUARDRAIL DELINEATORS TD1 (see
Volume 1, Chapter 7). The end treatment of any such barrier
must be carefully detailed (see Figure 13.28).
3 For full details of the signing treatment of the TRANSITION
AREA and TERMINATION AREA see Figures 13.77 and 13.78.
The inventories required for these details must be added to
that given with this subsection.
4 Designers preparing specifications and drawings for this type of
long term roadworks signing application, should familiarise
themselves with Section 13.3 - "Traffic Management", in
particular the details on BUFFER ZONES (see Figure 13.20),
with Section 13.4 - "Setting of Speed Limits at Roadworks", and
with Section 13.5 - "Temporary Delineation". If one or more
interchanges fall within the section of road under construction,
see Figure 13.74.

Checklist

 can the ADVANCE WARNING AREA safely be shortened ?

 should a public relations message be placed ahead of the first
sign (see Figure 13.18)?
 have all required sign inventories been added together?
 are there any interchanges within the WORK AREA?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.7

Fig 13.68
Lane Closure – Left Lane
Long Term

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.11.8 FREEWAY/DUAL CARRIAGEWAY ROADS

13.11.6 Carriageway Closure – Contraflow

2 Lane/2 Way
1 The application covered by Figure 13.69 (over two pages)
is a very common application when a freeway or at-grade
dual carriageway is in need of major rehabilitation or
up-grading. Provided they are well managed, applications
using the techniques illustrated have worked successfully
under heavy traffic conditions.
2 The procedure requires three major TRANSITION
AREAS, in the one direction of travel, as follows:
(a) the first transition drops the "Fast" lane;
(b) the second transition involves a median crossover
from the left side of the one carriageway to the left
side of the other carriageway;
(c) the third transition is the reverse of that described in
(b).
3 The signing and detail for the lane drop is identical to that
used in Figures 13.67 and 13.68 (see also Figure 13.77).
Detail of a typical single lane median crossover is covered
in Figure 13.81. This figure is also relevant, in principle, for
the return crossing through the median (third transition).
4 Figure 13.69 shows the deviation carriageway operating in
a 2 lane/2 way configuration. This arrangement does not
permit overtaking opportunities, and for this reason,
is not recommended for distances of more than 2 km.
Failure to adhere to this recommendation could have
significant adverse effects on the safety of the site.
Figure 13.70 shows a preferred lane configuration on the
deviation which gives overtaking opportunities.
5 Traffic flowing in the opposite direction, to that described
so far, is also subject to a "Fast" lane drop TRANSITION
AREA (4). Both directions utilize TERMINATION AREAS.
6 Designers are recommended to also read paragraphs
13.11.5.2 to 13.11.5.4.

Checklist

 is the site under 2 km in length?

 can the carriageway carrying the deviation operate with
three lanes (see Figure 13.70)?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.9

Fig 13.69
Carriageway Closure – Contraflow
2 Lane/2 Way

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.11.10 FREEWAY/DUAL CARRIAGEWAY ROADS

13.11.7 Carriageway Closure – Contraflow

3 Lane/2 Way
1 Figures 13.69 and 13.70 are similar except for the lane
configuration on the deviation. In Figure 13.70 traffic is
subjected to a "Fast" lane drop, stabilized, then diverted
through a median crossover to the opposing carriageway.
On the deviation, traffic is operating in a 3 lane
cross-section, initially in a 1-2 lane configuration. After
some distance, the configuration is changed to a 2-1 lane
layout. This type of treatment permits regular overtaking
opportunities in both directions (see Figure 13.86).
2 This type of application is appropriate if there is no option
but to work on a long section of roadway at one time.
However, the alterations in lane configuration should be
made as frequently as is practical. It is recommended that
such changes occur at spacings of 1 km to 2 km. When
planning the positions of changes in configuration account
should be taken of the vertical profile of the road. It may be
desirable to provide two lanes on uphill sections of the
road, although, if the hills are steep, there may also be
safety advantages to two lane downhill sections if these
permit heavy vehicles to "crawl" in the "Slow" lane. It
should be noted that these changes in configuration
require signing in their ADVANCE WARNING AREAS.
3 It is recommended that the dividing line between opposing
streams of traffic be treated as illustrated in Figure 13.85,
and that NO OVERTAKING signs TW214 be displayed at
regular intervals. The use of temporary LANE
CONFIGURATION signs TGS861, TGS862 and TGS863,
with SUPPLEMENTARY PLATE signs TIN11.2 giving the
distance for which the configuration continues, may be of
advantage (see Figure 13.18).
4 Designers are recommended to also read Subsection
13.11.6.

Checklist

 is the site longer than 2 km?

 is the deviation set out in a 3 lane cross-section?
 are there regular alterations in lane configuration within the
deviation?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.11

Fig 13.70
Carriageway Closure – Contraflow
3 Lane/2 Way
MAY 2012 SARTSM – VOL 2 ROADWORKS
 13.11.12 FREEWAY/DUAL CARRIAGEWAY ROADS
13.11.8 Carriageway Closure -Contraflow 4
Lane/2 Way
1 Figure 13.71 shows a similar basic roadworks situation to those
shown in Figures 13.69 and 13.70, except that the lane
configuration in the deviation consists of 4 lanes operating with 2
lanes in each direction. Such a lane configuration will be
warranted for the heaviest of traffic volumes, when no significant
reduction in capacity is acceptable. To achieve this, it may be
necessary to construct temporary widening of the carriageway
carrying the deviation.
2 In this application there is only one TRANSITION AREA at the
beginning of the deviation and another at the end, through both
of which traffic is diverted without a lane drop through a median
crossover (for detail see Figure 13.82). The geometry of the
reverse curve should be of a high standard so that traffic is
not unduly impeded through the curves. For details of
different options for the design of reverse curves refer to Figure
13.24, and to Section 13.4 for details regarding the setting of
temporary speed limits, and therefore the design standards for
reverse curves.
3 The dividing line between the two streams of traffic should be
treated as illustrated in Figure 13.85. When traffic volumes are
high and it is required to keep traffic flowing at a relatively high
speed, the use of a barrier on the dividing line may be warranted.
4 The sign inventories for the median crossovers must be added to
that listed for this application.

Checklist

 are the lanes through the reverse curves wide enough for
heavy vehicles?
 is a physical barrier required on the dividing line within the
deviation?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.13

Fig 13.71
Carriageway Closure – Contraflow
4 Lane/2 Way
MAY 2012 SARTSM – VOL 2 ROADWORKS
 13.11.14 FREEWAY/DUAL CARRIAGEWAY ROADS
13.11.9 Work in Median
1 This application of temporary traffic signing is very specific to a
work situation in a dual carriageway road during which the road
is being widened within the median. The main purpose of the
signing is to control the entry and egress of construction traffic
from the median and to warn the general public that the
movements are likely to occur with the attendant need for higher
levels of concentration.
2 Since this type of situation is likely to be only part of a larger
roadworks operation, the required signing has to be added to
whatever is needed by the overall signing 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
fluorescent/retroreflective material for the median access 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 roadway (from the "fast"
lane), it is recommended that the signing be supplemented by a
flagman instructed to operate only when an exiting truck is
approaching. Temporary speed limits should preferably be
related to the general conditions prevailing, and NOT to the
localised requirements of the construction vehicle movements.
Flagmen may also be effective to warn the public when a
construction vehicle is re-entering the road.
4 A major roadworks site may have a number of such 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 to use on a trip-by-trip basis.

Checklist

 can access points be sited where visibility is good even if this

means that construction traffic may travel some distance on the
median?
 can exit points from the median be sited so that construction
vehicle drivers have clear sight in order to judge gaps in traffic?
 if gaps in traffic are likely to be very limited can traffic be
effectively slowed by a flagman to allow construction vehicles
entry?
 is the use of special grades of high luminance
fluorescent/retroreflective material warranted to assist
identification of entry/exit points?
 are there several entry points and will it be of assistance to
number these?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.15

Fig 13.72
Work in Median

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.11.16 FREEWAY/DUAL CARRIAGEWAY ROADS
13.11.10 2 Lanes Closed
1 If a carriageway has more than three lanes in one direction, it
may be acceptable to close two lanes in order to make
reconstruction more efficient. Figure 13.73 shows the signing
required in advance of such a double lane drop. As with other
lane drops which have been detailed, it is recommended that the
"Fast" lanes be dropped "first", irrespective of which lanes
ultimately have to be worked on. It is NOT recommended to
work on one or more lanes with traffic flowing past on the
left AND the right.
2 The DIAGRAMMATIC signs used on a road of this importance
should accurately reflect the number of lanes. The two lane drop
TRANSITION AREAS must be sufficiently far apart that:
(a) traffic flow can stabilize after negotiating the lane drop; AND
(b) there is sufficient distance to accommodate the signs for the
second lane drop.
3 Full details of the lane drop tapers are covered in Figure 13.80
(although the figure illustrates a three lane carriageway). Details
of delineator spacings and tapers are given in Tables 13.4 and
13.5, and Figure 13.29.

Checklist

 can two lanes adequately accommodate all the traffic?

 is there sufficient space to provide the required STABILIZING
AREA?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.17

Fig 13.73
2 Lanes Closed

MAY 2012 SARTSM – VOL 2 ROADWORKS

13.11.18 FREEWAY/DUAL CARRIAGEWAY ROADS

13.11.11 On-Ramp/Off Ramp - Amended

Configuration
1 The various roadworks applications covered in Figures
13.67 to 13.73 may all include one or more interchanges
within the WORK AREA. Subject to the relationship
between the diverted traffic and the on- and off-ramps it
will be necessary to provide temporary connections across
the carriageway under construction. The geometry of
these connections will commonly be to low standards due
to space constraints. These low standards may contribute
to slow exit speeds or indecision on the part of drivers.
Every effort must therefore be made to limit such effects.
2 Detail 13.74.1 shows a typical arrangement of temporary
on-ramps and off-ramps. The detail allows for the
relocation of the ramps when the area over which they
were first positioned needs to be reconstructed (or vice
versa). The temporary alignments of the ramps are
defined by DELINEATOR PLATE signs TW401 and
TW402. These signs should be positioned carefully.
Figures 13.90 and 13.91 give more details on the
treatment of these areas.
3 If it is necessary to provide good on-ramp capacity, Details
13.74.2 and 13.74.3 offer two options to permit relatively
free-flow entry. Detail 13.74.2 shows one of the two
through lanes being dropped to accommodate an
acceleration lane for traffic which otherwise will have to
enter the roadway slowly due to the sharp curvature at the
entry point. Detail 13.74.3 shows localised widening
through the on-ramp gore area to permit two lanes of
traffic and hence an opportunity for entering traffic to
accelerate. Which, of these options may be exercised, if
any, is dependent on the NET benefit to traffic? The
options are likely to have a net benefit if through traffic is
light and on-ramp traffic is heavy.

Checklist

 may be exercised is off-ramp capacity acceptable in terms

of the reductions in curve radius?
 may be exercised can the on-ramp configuration be
arranged to allow entering traffic to accelerate effectively
and merge with freeway traffic?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.19

Fig 13.74
On-Ramp/Off-Ramp – Amended
Configuration

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.11.20 FREEWAY/DUAL CARRIAGEWAY ROADS
13.11.12 Resurfacing – Freeway Interchange
Ramps - Diamond
1 Due to the limited width of many off-ramps and on-ramps,
resurfacing or reconstruction operations may require complete
closure for a short period of time, or that the work be undertaken
in half widths of the ramp. Figure 13.75 shows a variety of details
as to how this may be achieved.
2 Details 13.75.1 and 13.75.2 indicate a two stage approach at the
exit point to an off-ramp. Construction can be continued for the
full length of the ramp in this manner. Due to the restricted width
on the ramp and the revised treatment at the point of exit, the
use of a flagman to warn drivers at this point is recommended.
3 Details 13.75.3 and 13.75.4 show a similar arrangement in
respect of an on-ramp. In this case, the function of a flagman can
be to warn straight through traffic of entering traffic at lower
speeds than normal due to the ramp configuration.
4 When necessary, STOP or YIELD control may be implemented
at the on-ramp junction with the main carriageway. It has to be
accepted, however, that such control will result in delays to both
entering traffic and to main carriageway traffic.
5 Construction of the sort shown in Figures 13.75 and 13.76 may
require special plant to operate in the confined space available.
In each of the cases illustrated, the inventory of signs should be
added to that required for the full work site. Careful planning
should result in the inventory for one ramp only being required.

Checklist

 can the ramps be worked on in half sections?

 can work on ramps be organised to minimise the effects on
traffic without serious cost implications?
 is suitable plant available to work in the limited space?
 if the ramps have to be closed can traffic be accommodated at
adjacent ramps?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.21

Fig 13.75
Resurfacing – Freeway Interchange
Diamond Ramps

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.11.22 FREEWAY/DUAL CARRIAGEWAY ROADS
13.11.13 Resurfacing – Freeway Interchange
Ramps – 360o Loop
1 Figure 13.76 indicates a similar half width construction plan to
that shown in Figure 13.75 suitable for circular ramps used at
parclo and systems interchanges. It will be very difficult to
redirect traffic at a systems interchange to permit full closure of a
ramp.
2 Construction of the sort shown in Figures 13.75 and 13.76 may
require special plant to operate in the confined space available.
In each of the cases illustrated, the inventory of signs should be
added to that required for the full work site. Careful planning
should result in the inventory for one ramp only being required.

Checklist

 can the ramps be worked on in half sections?

 can work on ramps be organised to minimise the effects on
traffic without serious cost implications?
 is suitable plant available to work in the limited space?
 if the ramps have to be closed can traffic be accommodated at
adjacent ramps?

ROADWORKS SARTSM – VOL 2 MAY 2012

FREEWAY/DUAL CARRIAGEWAY ROADS 13.11.23

Fig 13.76
Resurfacing – Freeway Interchange
360o Loop Ramps

MAY 2012 SARTSM – VOL 2 ROADWORKS

 DETAILS 13.12.1
13.12 ENLARGED STANDARD DETAILS –
ALL APPLICATIONS
13.12.1 General
1 The details in this section are individual elements from many of
the examples given in Sections 9.8 to 9.11. They are depicted
to a larger scale than has been possible in the more general
figures so that the specific details of their arrangement, or
setting out on the roadway, may be clearer.
2 Many of these enlarged standard details refer to elements
which comprise components of temporary traffic control zones
as described in Figure 13.20 including:
(a) TRANSITION AREA elements:
(i) tapers;
(ii) crossovers;
(b) TERMINATION AREA taper.

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.2 DETAILS
13.12.2 Lane Drop Taper - Upstream
Transition Area
1 Figure 13.77 illustrates a typical lane drop taper in greater detail
than depicted in individual traffic control figures given in other
sections of this chapter.
2 The detail given here must be considered as additional to the
signing indicated in sign sequence examples unless noted
otherwise e.g. Figure 13.66.
3 The number of DELINEATOR PLATE signs TW401 or TW402,
or of TRAFFIC CONES TD4, which are required for a specific
taper is dependant on the shift absorbed by the taper and the
rate of shift. For further details see Section 13.5 - "Temporary
Delineation" and specifically Tables 13.4 and 13.5. As a
general rule, for a 3.5 m wide lane, an upstream lane drop
transition taper should consist of 12 to 15 delineators or cones
equally spaced along the taper.
4 It is recommended that when a shoulder exists, the taper be
extended across the shoulder, since this is also dropped. It
may increase the conspicuity at the start of the taper if the taper
rate across the shoulder is made half that used on the taper,
i.e. 1 in 10 rather than 1 in 20.
5 In a similar way, it is recommended that the delineator or cone
spacing used on the taper be retained for the length of the
longitudinal BUFFER ZONE or STABILIZING AREA following
the taper, and that the spacing only be increased once the work
area is reached.
6 The use of shift and taper rates (i.e. 1 in 20) is appropriate for
design purposes, however, if traffic accommodation drawings
are being provided, it is better that the start and end points of
the required taper be identified on the road chainage, or that
the length in metres (and paces) be stated rather than the rate.

Checklist

 has the number of delineators or cones required for each taper

been included in the sign quantities derived from the
appropriate figure or figures being used to design the traffic
accommodation?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.3

Fig 13.77 Lane Drop Taper – Upstream Transition Area

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.4 DETAILS
13.12.3 Taper - Downstream Termination Area
1 The TERMINATION AREA is one of the standard components
of a roadworks site as set out in Figure 13.20. In this respect,
the function of site termination must be considered and
understood, but, because this is the point where a restricted
road cross-section is returned to a normal cross-section, the
standards applied are relatively low. Since the taper operates in
a Adownstream@ manner, drivers will adopt a flatter line for
comfort. Figure 13.78 shows a typical arrangement with a rapid
1 in 5 to 1 in 10 taper beyond the end of the work area. For
details of delineator or cone spacings, and acceptable taper
rates, refer to Tables 13.4 and 13.5 respectively.
2 Figure 13.78 also illustrates signs normally provided beyond
the end of the TERMINATION AREA. If a temporarily reduced
speed limit has been posted within the roadworks site, it is
strongly recommended that drivers be reminded of the
prevailing speed limit on their return to normal conditions. It is
also recommended to associate this message with a final
display of the ARoadworks@ sign TW336 together with a brief
public relations message such as AEnd - Thank You@ on a
TIN11.4 SUPPLEMENTARY PLATE sign.
3 Whilst less essential than on the approach side of a taper, it is
recommended that a section of lane line from the start of the
taper be erased to open up the full road cross-section.

Checklist

 is the termination area at the end of the roadworks site or is it

simply at a change from one restricted state to a less restricted
state?
 has there been a reduction of speed limit within the site?
 is it advisable to remove 60 m to 100 m of lane line from the
start of the taper?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.5

Fig 13.78 Taper –Downstream Termination Area

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.6 DETAILS
13.12.4 Lane Shift Taper - Transition Area
1 The detail covered by Figure 13.79 is appropriate when policy
dictates that the Afast@ lane be dropped approaching a restricted
roadway width at a roadworks site, but where the work area lies
in the path of the "slow" lane. The TRANSITION AREA shown
is therefore commonly likely to be the second transition before
reaching the BUFFER ZONE and WORK AREA. The first
transition will be the taper dropping the "fast" or median side
lane.
2 A shift from the left lane to right lane may be necessitated by
the need for work ahead in the left lane or the shift may
precede another transition created by a median crossover to
the far side carriageway. The rate of shift (taper rate) and
cone/delineator spacing shall be in accordance with Tables
13.4 and 13.5.
3 Since the shifting roadway is defined by the physical presence
of cones or delineators, it is recommended that the width of
roadway be not less than 4 metres. All standard road markings
shall be erased along the length of the lane shift. To enhance
the alignment edges, temporary LEFT and RIGHT EDGE LINE
markings are recommended. These lines should be
retroreflective and they may be further supplemented by yellow
(left) and white (right) roadstuds.
4 The signing inventory is additional to that derived for any
roadworks traffic management situation illustrated in other
sections.

Checklist

 are traffic cones provided with retroreflective sleeves?

 are delineators more appropriate than cones?
 have road markings been erased within the shifted lane?
 are temporary edge line markings and/or roadstuds warranted?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.7

Fig 13.79 Lane Shift Taper – Transition Area

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.8 DETAILS
13.12.5 Double Lane Drop Tapers - Upstream
Transition Area
1 The purpose of Figure 13.80 is to illustrate the overall effect of
two tapers required by a double lane drop. Any roadway with
three lanes in one direction will likely carry significant volumes
of traffic. The dropping of two out of three lanes should
therefore be undertaken with care.
2 In Figure 13.80, the various standard function traffic
management areas are numbered to show the succeeding
components of the double lane drop. Due to the expected high
traffic volumes, DIAGRAMMATIC signs are recommended.
3 In order to assist the merging operation, it is recommended that
road markings be omitted within the taper areas. The dictating
factors in determining the length of STABILIZING AREA (1)
are:
(a) sufficient longitudinal space to locate a sequence of a pair
of diagrammatic signs;
(b) sufficient length of roadway to allow traffic flow, affected by
the tapers, to merge safely and proceed in the remaining
lane(s)?

Checklist

 check to see that the sign inventory is not duplicated in the

main application inventory?
 can the single remaining lane adequately accommodate traffic?
 is the site a short term one or a medium to long-term one?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.9

Fig 13.80 Double Lane Drop Taper – Upstream Transition Area

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.10 DETAILS
13.12.6 Crossover Reverse Curve – Single
Lane Transition Area
1 Figure 13.81 shows the signing detail for a single lane
crossover of a central median island of a dual carriageway
roadway. This type of TRANSITION AREA will commonly be
the second or even third in an approach sequence to the
WORK AREA which comprises one carriageway of the dual
carriageway roadway (see Figure 13.70 in Section 13.11). The
preceding traffic control sequence will most likely be a lane
drop TRANSITION AREA followed by a STABILIZING AREA
which will accommodate the advance signing
(DIAGRAMMATIC signs) for the crossover. In this case the
crossover leads into a three lane cross-section (see Figures
13.20 and 13.86).
2 The horizontal alignment of the crossover should be designed
to the highest standard consistent with space constraints. A
minimum lane width within the crossover of 4 metres is
recommended. This should be increased for designs which
incorporate minimum horizontal reverse curve design (see
Figure 13.81 for a two-lane crossover detail). For full details of
crossover alignment design options, refer to Section 13.4 and
Figures 13.24 to 13.26.
3 An installation of this size will warrant the use of DELINEATOR
PLATE signs TW401 and TW402. The use of TR104/TW411
barricade signing above and behind the delineators is
recommended. A formal ARoad Closure@ barricade should be
established at the beginning of the BUFFER ZONE. The
signing of the barricade should conform to one of the options
illustrated in Figures 13.18, 13.19 and 13.87.
4 The sign inventory listed for this type of crossover should be
added to the basic sign requirements listed under the
application with which it is to be used e.g. Figure 13.70, plus
any other inventory items for additional transition details to be
used within the site.

Checklist

 is the crossover wide enough and free-flowing enough for

heavy vehicles and the set speed limit?
 are TR104/TW411 barricades in place?
 is the alignment of the crossover demarcated by retroreflective
edge line markings and/or roadstuds?
 is the length of STABILIZING AREA preceding the crossover
adequate to achieve stable traffic flow?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.11

Fig 13.81 Crossover Reverse Curve – Single Lane - Transition Area

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.12 DETAILS
13.12.7 Crossover Reverse Curve - 2 Lane
Transition Area
1 The detail covered by Figure 13.82 is similar to that given in
Figure 13.81 with the exception that two lanes are taken
through the crossover into a 4-lane, 2-way section of deviation
on the opposite carriageway of a dual carriageway (see Figure
13.71).
2 All the design and signing statements given in Subsection
13.12.6 are appropriate to the signing application illustrated in
Figure 13.82 and these should also be read.
3 In addition to the details covered in Subsection 13.12.6 it is
important that lane changing movements through the crossover
be inhibited to promote stable traffic flow through this
TRANSITION AREA. It is recommended that a
CHANNELIZING LINE marking RM3 (between traffic streams
travelling in the same direction - this has the same function as a
NO OVERTAKING LINE marking RM1). Because of the
specification of this marking, it is further recommended that the
edges of the crossover roadway be defined on the left by a
yellow LEFT EDGE LINE marking RM4.1 and on the right by a
white RIGHT EDGE LINE marking RM4.2. These edge lines
may be supplemented by roadstuds.
4 The sign inventory listed for this type of crossover should be
added to the basic sign requirements listed under the
application with which it is to be used e.g. Figure 13.71, plus
any other inventory items for additional transition details to be
used within the site.

Checklist

 are the lanes through the crossover wide enough for heavy
vehicles and the set speed limit?
 should heavy vehicles be prohibited from the right side lane?
 should roadstuds be provided for the edge lines (and the
central channelizing line)?
 should INFORMATION ARROW GM4.1 be applied strategically
to both lanes within the crossover?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.13

Fig 13.82 Crossover Reverse Curve – 2 Lane Transition Area

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.14 DETAILS
13.12.8 Start of Deviation Reverse
Curve - Upstream Transition Area
1 The detail in Figure 13.83 should be read in conjunction with
Figures 13.54 and 13.55 and Subsections 13.9.13 and 13.9.14.
The sign inventory for the reverse curve TRANSITION AREA
illustrated in Figure 13.83 should be added to that specified for
the appropriate deviation detail being applied.
2 The similarity between Figures 13.83 and 13.82, particularly
within the crossover, should be noted. The crossover in Figure
13.82 operates in a one-way mode, whereas, that in Figure
13.83 works in a two-way mode. If there is any risk of confusion
to drivers, additional NO OVERTAKING signs TR214 (see
Figure 13.55) and/or advance warning signs TW212 should be
considered.
3 A formal ARoad Closure@ barricade should be established at the
beginning of the BUFFER ZONE. The signing of the barricade
should conform to one of the options illustrated in Figures
13.18, 13.19 and 13.87.
4 The horizontal alignment of the reverse curve into and out of
the deviation should be designed to the highest standard
consistent with space and cost constraints. A minimum lane
width within the reverse curve section of 4 metres is
recommended. If there is a significant percentage of heavy
vehicles in either, or both, directions this width should be further
increased. For full details of reverse curve design options refer
to Section 13.4 and Figures 13.24 to 13.26.

Checklist

 is there a vertical curve coincident with the reverse horizontal

curve?
 are delineators mounted high enough, or are they large enough
to define both horizontal and vertical curvature if required?
 are lane widths wide enough to accommodate heavy vehicles
simultaneously in both directions?
 are TR104/TW411 barricades in place?
 if the reverse curve geometry is to minimum standards have
approaching traffic speeds been satisfactorily reduced?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.15

Fig 13.83 Start of Deviation Reverse Curve – Upstream Transition Area

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.16 DETAILS
13.12.9 Deviation Crossover Reverse
Curve - Transition Area
1 The terms Adeviation@ and Adetour@ are described in Subsection
13.9.14. A deviation tends to be fitted into available space
parallel to the road under construction. In a rural environment, it
may be necessary on occasions to move the deviation from
one side of the WORK AREA to the other, and vice versa.
Figure 13.84 shows a typical example of such a deviation
crossover of the WORK AREA. This form of crossover is a form
of TRANSITION AREA, and shall be preceded by appropriate
signs in ADVANCE WARNING AREAS (see Figure 13.55).
2 As with all reverse curves of this nature, they should be
designed to the highest standard possible in terms of available
space. The details given in Section 13.4 and Figures 13.24 to
13.26 are relevant to the design of such a reverse curve. It has
been fairly common practise in the past to make this type of
crossover to very low geometric standards because it is
preferred to keep the section of the main roadway affected by
the crossover to a minimum. Care should be exercised so that
if this is done, a hazardous and unreasonable situation is not
created for drivers.
3 Formal ARoad Closed@ barricades should be established at the
limits of the section of roadway being crossed. These
barricades should be positioned safely, with an effective buffer
zone between them and traffic. The signing of the barricade
should conform to one of the options illustrated in Figures
13.18, 13.19 and 13.87.
4 The sign inventory for this form of crossover TRANSITION
AREA should be added to that specified for the appropriate
deviation detail being applied e.g. Figure 13.54 and Figure
13.55.

Checklist

 can drivers accurately determine the severity of the reverse

curve?
 if there is a vertical curvature of significance associated with the
crossover (rising and falling over the established road
construction for example) and is it clearly discernible?
 are effective ARoad Closed@ barricades in place?
 will construction traffic have to enter the WORK AREA at the
ARoad Closed@ barricades - if so, will a flagman be required to
control traffic and construction vehicles?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.17

Fig 13.84 Deviation Crossover Reverse Curve - Transition Area

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.18 DETAILS
13.12.10 Contraflow Operation - Road Markings
1 Experience of major deviations for freeway, or dual carriageway Checklist
rehabilitation, has shown that special attention often needs to
be paid to the marking of the division between two-way streams  are there safe overtaking opportunities within the deviation?
of traffic under such circumstances. The basic need for this
 how long is the deviation?
special effort generally arises from one or both of two factors:
 what is the distance between overtaking opportunities?
(a) long sections of deviation without overtaking opportunities;
and/or  is the accident rate between entry and exit points significantly
above what experience shows would be likely?
(b) a wide mix of traffic types, including large/slow-moving
 can the dividing line be further enhanced using audio-tactile
vehicles.
devices such as AFlap-Markers@?
2 The common operational feature of deviations requiring special
consideration is that one carriageway of a dual carriageway
roadway is temporarily used to carry two-way traffic. One of the
resultant risks, is that eventually drivers forget this, and assume
that they can use the Aother@ lane, with potentially disastrous
results. Two-way operation of one carriageway can occur in a
number of configurations. Figure 13.85 illustrates three options,
namely:
(a) 2-lane 2-way;
(b) 3-lane 2-way;
(c) 4-lane 2-way.
3 When a 2-lane carriageway, with shoulders, is converted to
2-way operation, it is recommended that a form of PAINTED
ISLAND marking RM5 be used as shown in Details 13.85.1 to
13.85.3. This marking comprises a central yellow continuous
line flanked by NO CROSSING LINE marking RM2. Red
bidirectional roadstuds may be specified and, in addition, it may
prove effective to provide one of the proprietary AFlap-Markers@
as illustrated in Detail 13.85.7. The use of flap-markers is
particularly appropriate if there is a history of overtaking related
accidents. The markers are, however, costly and have a high
rate of attrition. A carefully monitored field trial is recommended
before purchasing large numbers of such delineation devices.
4 Detail 13.85.1 shows a 3-lane, 2-way cross-section. This offers
overtaking opportunities in one direction which is an
improvement over that offered by the cross-section in Detail
13.85.2. However, it is necessary to reverse the configuration
of lanes at regular intervals in a long deviation (see Figures
13.70 and 13.86 for examples and more details).
5 Details 13.85.3 and 13.85.4 show two options for the
separation of 2-way traffic on a 4-lane cross-section. Details
13.85.3 and 13.85.8 are essentially the same as used for
Details 13.85.1 and 13.85.2. Detail 13.85.4 shows a portable
barrier between opposing traffic streams. This treatment is
warranted when the deviation is carrying very high traffic
volumes. The use of concrete ANew Jersey@ style barriers is
costly but may still be cost effective if head-on accidents are
prevented. This cost may be significantly offset if the barriers
are ultimately intended to form part of the final construction of
the road. Detail 13.85.6 shows ways in which concrete barriers
can be made more visible at night. When concrete barriers are
used it is important to treat the ends, where traffic is first
exposed to the barrier, with great care. Figure 13.28 details
various aspects of barrier specification.

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.19

Fig 13.85
Contraflow Operation –
Road Markings

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.20 DETAILS
13.12.11 Contraflow Operation - 3 Lane Change
Over Buffer Zone
1 The detail given in Figure 13.86 is of an intermediate nature.
Taper rates and numbers of delineation devices should be
consistent with the detail in Figures 13.77 to 13.80. In addition
the information given in Section 13.5 - "Temporary Delineation"
is relevant with particular reference to Figure 13.29 and Tables
13.4 and 13.5.
2 The provision of 3-lane/2-way operation of traffic on one
carriageway of a dual carriageway during construction or
reconstruction of the other carriageway has become a fairly
common practice. A disadvantage of such a configuration,
particularly over long distances, is that in one direction,
overtaking opportunities are denied by the provision of only one
lane. It is therefore good practice to change over the
configuration at regular intervals from 1-2 to 2-1 to give fair
overtaking opportunities in both directions. In hilly country, the
two lane sections should, if possible, be located on the uphill
sections.
3 Figure 13.86 shows examples of the BUFFER ZONE or
STABILIZING AREA consistent with a lane drop situation at the
change-over of lanes. It should be noted that the lane drop taper
is a Merge Taper, and must be significantly longer than the
Termination Taper beyond which traffic will quickly
accommodate itself within the two lanes available. The function
of the BUFFER ZONE is to offer a run-off area within which
vehicles can be stopped if the merge action is aborted for some
reason. The worst case scenario, which should determine the
overall length of the parallel section of the BUFFER ZONE, is if
two vehicles travelling in opposite directions were to abort their
merging manoeuvres at the same time. Typical stopping
distance values are given below.

STOPPING DISTANCE ON LEVEL ROADS

Design Speed (km/h) Stopping Distance (m)

40 45
50 65
60 85
80 140
100 205
120 285

Checklist

 is sufficient longitudinal space available to accommodate a

"worst case" BUFFER ZONE?
 if not how can the maximum length feasible be achieved?
 can the BUFFER ZONE be located so that the merge areas are
clearly visible?
 is there adequate space in advance of the BUFFER ZONE from
the merge approach to accommodate a full advance warning
sign sequence?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.21

Fig 13.86 Contraflow Operation – 3 Lane Change Over Buffer Zone

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.22 DETAILS
13.12.12 Road Closed Barrier / Barricades
1 For the purposes of categorising temporary road traffic signing Checklist
and related traffic control devices at roadworks, the following
descriptions of terms commonly used in this chapter are  has a detour been established?
relevant:  should initial temporary signs be replaced by a semi-permanent
Abarricade: is a temporary and portable device used to ARoad Closed@ barrier pending the start of repair work?
demarcate a restricted area set aside for a special use, such as  is it appropriate to create a contractors Ayard@ on the road itself,
roadworks or traffic surveys - a barricade is not capable of either beyond the barrier, or between the barrier and a
withstanding vehicular impact@; and secondary barricade?

Abarrier: is a permanent or temporary device erected on, or

adjacent to, the roadway at hazardous locations which is
capable of physically preventing vehicles from leaving the
roadway, or from entering an area temporarily closed to traffic
for roadworks or other special operations.@
2 Detail 13.87.1 in Figure 13.87 shows a section of road
approaching a flooded river/washed-away bridge. As an initial
precaution, once detours have been established, the barricade
at Y-Y could be established closing the road to all traffic (see
Detail 13.87.5). In due course, once work has commenced to
repair flood damage a work site may be established. In order to
provide room for the contractor's equipment, the barricade may
be relocated further from the river, or a second barricade
(Detail 13.87.3) or a barrier (Detail 13.87.4) may be established
at X-X.
3 Figure 13.87 gives three representative examples of HIGH
VISIBILITY signs suitable for such barricades or barriers. The
sign examples all incorporate what amount to double
CHEVRON signs TW407 and TW408. When mounted
side-by-side as AA@/@B@, AC@/@D@ or AE@/@F@ the combination
represents a variation of ROAD CLOSED CHEVRON hazard
marker TW410.
4 For a total road closure use of NO ENTRY sign R3 is
recommended. It should be noted that as a CONTROL
regulatory sign, there is no temporary version of sign R3.
5 If limited access is to be permitted beyond the barricades, such
as to contractor's vehicles or even local residents, the use of
NO UNAUTHORISED TRAFFIC sign TR208 is appropriate.
6 Any fencing or guardrails forming part of the barricade or
barrier must be made visible both by day and night to avoid
drivers mistakenly thinking that they can drive round the signs.
The simplest way to achieve acceptable visibility is by using
DELINEATOR PLATE signs TW401 and TW402 on either side
of the larger signs. Barriers and barricades of the type
illustrated will of course be preceded by a full set of advance
warning signs within the ADVANCE WARNING AREA (see
Figure 13.50). The use of a STOP control immediately in front
of the barricade is recommended so that access may be
granted, under control, to authorised visitors.
7 Figure 13.88 gives details of the sort of barricades which can
form part of the detour treatment at the closest junctions to the
site. Figures 13.52 and 13.65 cover the more general aspects
of the establishment of detours in rural and urban environments
respectively.

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.23

Fig 13.87
Road Closed Barrier/Barricade

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.24 DETAILS
13.12.13 No Through Road Barricades
1 Figure 13.88 should be read in conjunction with Figures 13.50,
13.52 and 13.87, which all relate to the signing of a temporary
road closure due to some major incident or event, and to the
detour which needs to be established to avoid the site. The
signing shown presumes an incident site a long way from the
junction e.g. 34 km and 47 km, but the treatments will be just as
appropriate for much shorter distances.
2 Detail 13.88.1 shows what amounts to a Achicane@ barricade
using two horizontal HIGH VISIBILITY signs AA@ and AB@. The
junction concerned, which may have had straight through priority
towards the site, has been converted into a 4-Way STOP
controlled junction. Signs AA@ and AB@ are temporary information
signs relying largely on text messages, but including variations
on the NO THROUGH ROAD symbol. If provision of a text
message is a problem due to multiple language requirements,
then it is recommended that the sign message be limited to a
larger NO THROUGH ROAD symbol with a distance indicated or
the Aclosed@ leg of the junction.
3 Detail 13.88.2 also shows conversion of the junction to 4-Way
STOP control but with a triangular sandbag island to inhibit
straight-on movements into the closed road. This island carries
three horizontal style HIGH VISIBILITY signs in the pattern of AC@
and AD@. Once again these signs utilize text but the option to use
the NO THROUGH ROAD symbol is also available. This detail
also illustrates what is often a common need at such junctions,
namely the ability to turn vehicles around with, if possible, one
single point turn.
4 Appropriate advance signing should be placed on all three
approaches to indicate the direction of the detour (see Figure
13.52). Similar details are illustrated in an urban environment in
Figure 13.65.

Checklist

 have all STOP signs been converted to 4-WAY STOP signs

R1.4?
 are text signs acceptable?
 does space exist for vehicles, including large heavy vehicles to
turn round (is the junction large enough to be converted into a
temporary traffic circle)?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.25

Fig 13.88 No Through Road - Barricades

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.26 DETAILS
13.12.14 Freeway Off-Ramp - Amended
Alignment - 1
1 The temporary treatment of freeway off ramps and on ramps
present roadworks traffic management difficulties. Figures
13.89 to 13.91 illustrate a number of techniques which may
assist designers to resolve such difficulties. The details in
Figure 13.89 are relevant to many of the applications covered
in Section 13.11 but are particularly relevant to Figures 13.74 to
13.76, and to long term conditions.
2 Detail 13.89.1 shows one carriageway of a freeway dual
carriageway carrying two-way traffic where work is required to
be undertaken in the area of the gore which necessitates the
closure of the lane approaching the gore. In these
circumstances, the simplest solution is likely to be to divert all
traffic to the off ramp, across the intersecting road and back
onto the freeway via the on ramp. The assistance of a
pointsman or flagman is likely to be required at the
ramp/intersecting street junction. In the event that the lane
adjacent to the gore has to be closed to traffic beyond the
subsequent on ramp, traffic will have to be redirected on the
lower hierarchy road network towards the freeway destination.
To reduce the risk of driver confusion it is recommended that a
temporary EXIT DIRECTION sign TSD2 be mounted with the
standard GA2 sign, or as close to the exit point as possible, if
the GA2 sign is some distance in advance of this point. This
signing treatment will also be appropriate for a 2-lane, 2-way
single carriageway freeway, when one lane has to be closed.
3 Detail 13.89.2 shows a more conventional situation on a 2-lane,
one-way carriageway where the median side lane is closed.
The main effort here is to provide reassurance to drivers
wishing to reach the straight-on destination that they should not
exit the freeway. A temporary straight-on TGD1 sign may be
strategically located within the WORK AREA if possible.
4 All TRANSITION AREA and WORK AREA delineation should
be provided by DELINEATOR PLATE signs TW401 and
TW402, as appropriate. The use of KEEP LEFT signs TR103
and BARRICADE sign TW411 across the closed lane in Detail
13.89.1 is strongly recommended.

Checklist

 will lane be closed for some time?

 can traffic volumes be handled adequately by means of the off
ramp and on ramp?
 will pointsmen/flagmen be required on the cross road?
 will drivers need reassurance that they can still reach their
intended destination in a straight-on direction?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.27

Fig 13.89
Freeway Off-Ramp
Amended Alignment - 1

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.28 DETAILS
13.12.15 Freeway Off-Ramp - Amended
Alignment - 2
1 Figure 13.90 gives detailed information for the treatment of a
temporary off ramp alignment. The example shown in Detail
13.90.1 shows an off ramp extended to meet the single open lane
which is on the median side of the carriageway. Detail 13.90.2
shows an amended off ramp/freeway junction at which the angle
of departure is much sharper than normal (see also Figures 13.74,
13.75 and 13.76).
2 The principle illustrated in these details is intended to improve
drivers' perception of the alignment of the exit roadway. A
disadvantage of DELINEATOR PLATE signs in this type of
situation is that it becomes very difficult, particularly at night, to
identify the Agap@ through which drivers are intended to exit the
freeway. This is because delineators on the near side and far side
of the off ramp are superimposed visually on each other, and
effectively, the visual gaps between them can become reduced. It
is possible that this effect could be reduced by placing delineators
so close together that the gaps are so small that the line appears
continuous. This concept is likely to be costly and should be
subjected to a field trial before being adopted.
3 On the basis that vehicle lights are brightest on the left and close
to ground level, it is recommended that the alignment of the ramp
exit be clearly defined at and/or close to ground level - even below
delineator level. To achieve this, a wider than normal LEFT EDGE
LINE marking RM4.1, should be provided, with yellow roadstuds at
close intervals of 6 metres. The roadstuds may even be doubled
up for additional visual impact.
4 Since such areas are prone to accidents due to driver
misjudgement, the line of the off ramp could be defined by white
sandbags which should have a retroreflective property. Behind the
sandbags the delineators can be more openly spaced, which
should reduce the problem of determining the appropriate Agap@ to
drive through.
5 When the gore is shifted significantly from its normal position, a
temporary GORE EXIT DIRECTION sign TGA4 may be specified.
This can be relocated as the alignment of the off ramp is varied
during construction. (See Figure 13.74.)

Checklist

 is there a risk that the exit path to the off ramp may be visually
confused?
 have extra wide edge lines been specified?
 are closely spaced roadstuds warranted?
 could a continuous line of brightly marked white sandbags provide
the visual continuity required to identify the exit path?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.29

Fig 13.90 Freeway Off-Ramp – Amended Alignment - 2

MAY 2012 SARTSM – VOL 2 ROADWORKS

 13.12.30 DETAILS
13.12.16 Freeway On-Ramp - Amended
Alignment
1 Treatment of revised on ramp alignment is generally much
simpler than treatment of off ramps. Since drivers are tending
to accelerate into a merge situation, it is relatively easy to
reduce speed smoothly to avoid conflict situations. The detail in
Figure 13.91 comprises a lateral shift of all road markings to the
right to accommodate the closure of the near side lane (as in
Figure 13.90). In order to accommodate the design
acceleration length required, the road markings are extended in
the line of the carriageway for an appropriate distance.
2 An alternative treatment, bringing the on ramp in to meet the
through carriageway at a coarser angle, will almost certainly
require the imposition of a STOP or YIELD control at the point
of entry (see Figure 13.74). This type of treatment should be
used with care since it will reduce on ramp capacity
significantly, and the resultant slow moving entry of vehicles
into the only free flowing lane will cause significant friction in
this lane and reduced capacity.

Checklist

 can a free flowing merging on ramp be accommodated?

 are traffic volumes low enough that the friction caused by
STOP or YIELD control will not represent a problem?

ROADWORKS SARTSM – VOL 2 MAY 2012

DETAILS 13.12.31

Fig 13.91 Freeway On-Ramp – Amended Alignment

MAY 2012 SARTSM – VOL 2 ROADWORKS