Procedure for setting speed limits and advisory speeds Version dated 1/07/200020 PROCEDURE FOR SETTING OF SPEED LIMITS AND ADVISORY SPEEDS 20.1 INTRODUCTION 1. General speed limits for urban streets and rural roads are prescribed in the National Road Traffic ‘Act and Regulations. General limits, however, cannot accommodate all possible conditions that may occur on roads. Provision has therefore been made to allow the posting of lower, and in the case of urban streets, higher speed zone limits on particular roads and streets. 2. The following procedure sets out the method to ‘be applied in the establishment of a speed limit or ‘advisory speed most appropriate for a particular street or road. The procedure is based on research report RR 96/008 Setting of speed limits in South Africa of the Department of Transport. 20.2 CERTIFICATION OF SPEED LIMITS 20.2.1 Responsibility for setting speed limits 1. Road authorities (local, provincial and national) are responsible for setting speed limits on roads under ‘their jurisdiction. The speed limits, however, are subject to review by the Speed Limit Review Board, 2. The authorities must employ suitably qualified personnel authorised by the Speed Limit Review Board to set limits. 20.2.2 Speed Limit Review Boards 1. Each provincial government as well as the National Road Agency must appoint a Speed Limit Review Board, which will have the main responsibilty of overseeing the process of establishing speed limits. 2. A Board must consist of at least three members, of which at least two-thirds must be qualified to set speed limits, 3. The functions of a Board include the following: a) The Board must ensure that the speed limit procedure is applied appropriately. The Board will not become involved with the setting of individual speed limits or issue speed limit certificates. The issuing of speed limit certificates will also not be subject to the approval of the Board, but the Board has the authority to review and order that another speed limit study be undertaken, b) The Board may consider appeals from local authorities and the public. ©) Provincial Boards will administer speed limit certificates for the province as well as local authorities. The National Road Agency Board will administer certificates for national roads. Certificates must be issued for all speed limits, and these must be lodged with the relevant Board, 4) Boards must maintain a register of persons authorised to set speed limits, The Board may also arrange training courses for such persons. ) The chairpersons of the Speed Limit Review Boards will form a South African Speed Limit Committee. This committee will have the authority to introduce changes to the speed limit procedure and to recommend changes in the general speed limits to the Minister of Transport, 20.2.3 Persons authorised to set speed limits 1. Only persons authorised by a Speed Limit Review Board are permitted to issue speed limit certificates. The Board will maintain a register of such persons. Registration numbers. will be ‘assigned to the persons and these numbers must be stipulated on the speed limit certificates. The board has the authority to withdraw’ the registration of a person, 2. The Board may only register persons who have a recognised qualification in the specialised field of tratfic engineering andlor have adequate experience in this field, particularly in speed and accident studies. 20.2.4 Speed limit certificates 1. Speed prosecution may only be undertaken when @ certificate has been issued by a person authorised to set limits. This requirement, however, will only commence on 1 January 2000 to allow time for implementation of the system. 2. A speed limit certificate must be issued for each road and street as well as road works, even ifthe general speed limit applies. Certificates are also required when speed limits are implied by other road trafic signs. 3. A single certificate may be issued for more than fone road on which the same speed limit applies, This will normally apply to streets in urban areas that are subject to the general limit of 60 km/h ‘The single certificate, however, must list all the roads and streets to which the speed limit applies. 4. A speed limit can be enforced from the date and time a certificate has been issued and the new ‘speed limit posted on a road. 5. The original speed limit certificate must be lodged with the relevant Board within one month of being issued. A copy must be supplied to the local authority. The speed limit is subject to review by the Board who has the authority to order another study of the speed limit. The original certificate, however, wil be in force until such time @ new certificate has been lodged with the Board,6. A.speed limit certificate is valid only for a period ‘of ten years. The speed limit must be ro- examined after this period and a new certificate issued. 7. The certificate must indicate the following information: a) Certificate serial number b) Road authority responsible for the road. ©) Province. d) Name of area, town or city. ) Descriptions and numbers, including location ‘names and Kilometre distances of roads. 1) Road classification and parkinglloading 9) Land-use and access classification. h) Existing speed limit, i) New speed limit applicable to road j)._ Advisory speeds and their locations, k) Name, registration number and address of person certifying the certificate. }) Date of certificate. 8, The certificate must also state the following: a) That the speed limit was established in accordance with the prescribed procedure. b) That the limit was set by a person registered at the relevant Board, c) That the speed limit and advisory speeds are maximum mits, and not necessarily safe speeds. It is the responsibility of drivers to adjust speeds according to circumstances. 4) That the certificate is valid only for a period of ten years and that the speed limit must be re-examined afer the certificate has expired. 20.3 SPEED LIMIT PRINCIPLES 20.3.4 The need for speed limits 1, The need for speed limits is clearly recognised in South Africa as well as most countries in the world, The most important advantage of speed limits is that it serves as a psychological control, indicating to drivers that they are subject to limits. It is, however, important fo recognise that speed limits are not always the most appropriate ‘method of controlling speed. 2. Excessive speed is a frequent contributing factor to the number as well as severity of accidents The severity of accidents increases exponentially with speeds due to the increase of kinetic energy with high speeds. Accidents are more dificult to ‘avoid at high speeds bocause of the longer distance travelled during reaction time, the longer distance required to stop and the greater difficulty Cf controlling a vehicle at high speed. High speed puts greater strain on tyres and brakes. which increases the risk of a tyre burst or brake failure. Furthermore, high speed also makes it difficult for other road users (drivers and pedestrians) to estimate distances when entering or crossing a road. 3, On the other hand, however, itis not necessarily high speed that kills, but speed that is excessive for circumstances. No speed can be defined as “safe” since even a very low speed may be 2 unsafe under particular circumstances. Stationary vehicles or vehicles that are slowing to tum, could be particularly dangerous. A high variation in speeds also increases the frequency of vehicles overtaking, which, in turn, increases the Fisk of accidents. Speed variance could be as important a factor in accidents than high speed as such, 20.3.2 Effectiveness of speed limits 1. Changing a posted speed limit does not automatically mean that speeds and accidents will be affected. It is axiomatic that speed limits affect safety only if limits affect the actual speed selection of drivers. There is litle point in establishing a speed limit, however desirable, if t is not going to have any effect on actual vehicle ‘speed. Speed observations in South Africa have indicated that this is offen the case - drivers ignore speed limits that are in their opinions unreasonable and inappropriate for a particular road. 2. Many drivers are probably of the opinion that they are above average in terms of both driving skills ‘and safe driving practices. It is therefore unlikely that regulations requiring such drivers to reduce their speeds will result in any significant improve- ments. Many persons are also more attuned to the potential benefits of driving at high speeds than the possible negative results. Law enforcement also appears to have a greater effect on drivers exceeding the speed limit by a small margin, than on those exceeding the limit by a large margin, It is therefore unlikely that 2 speed limit wil be effective unless it is perceived 28 reasonable by most drivers. 3. There is little sense in simply posting a speed it that is Ignored by most drivers and therefore serves no purpose and solves no problem. In such cases, it is important that other solutions (other than a lower speed limit) should be considered to address a particular safety problem. 20.3.3 Speed limit principlos 1. The overriding objective in establishing speed limits is to provide a credible system which meets drivers’ expectation, but with due consideration of the need for safety. The following principles are important in the establishment of limits: a) Compromise limits. A speed limit represents ‘2 compromise between mobility and safety. ‘This compromise attempts to provide as high 2 mobility as possible, while maintaining 2 reasonable level of safety. This trade-off ‘must be accepted by those who are in favour of lower limits as well 2s those in favour of higher limits. b) Reasonableness. It is important that the majority of drivers should perceive a speed limit as realistic and reasonable. Unrealistic ‘speed limits that fail to gain the respect of the majority of drivers will most likely be lgnored, and also undermine respect for° 9) ° 9 9 speed limits in general. The purpose of ‘speed limits is to accommodate the majority Of drivers, but to bring legal sanction against those who drive markedly faster than is reasonable on that road. Consistency. Specd limits must be consistent. Speed limit differences on roads of the same design and environmental conditions appear absurd to drivers, and is probably one of the reasons why drivers disregard limits. Consistency of speed limits, however, does not imply that speed limits cannot be adapted to conditions at particular locations. Law enforcement. Thore is little advantage in having speed limits if they are not enforced. If the law is not enforced, then drivers transgressing the law are perceived by others to have an unfair advantage, while ‘commercial vehicles could even have an Unfair economic advantage due to taster turn-around times. Favourable conditions. Speed limits are established for favourable weather and average traffic conditions and drivers are expected to reduce their speeds when conditions are poor. No need therefore exists, to provide a safety margin for wet and other unfavourable conditions (it is therefore allowable to post a speed limit higher than the normal safety of margin provided in road engineering). The National Road Traffic Act specifically states that a speed limit or advisory speed Is not nocessarily Indicative of safe speeds and that it is the responsibility of drivers to adjust thei speeds according to conditions. Variable conditions. itis extremely important that the impression should never be created that the speed limit is an absolute safe speed. It is impossible to establish a speed limit that allows for all conditions, or even ‘accommodate changing conditions along the length of a road. Speed limits are established for the more favourable conditions and drivers are expected to adjust their speeds downward when prevailing conditions are poor. ‘Speed adaptation. An important problem in the establishment of speed limits is the carry-over effect of high speeds on one road to other roads. A person who has been driving at high speed for some time finds it difficult to adjust to @ lower speed limit. This problem is especially pronounced when a road continues with the same high geometric standards through an area where a lower limit is posted, Speed adaptation can lead to drivers adopting high speeds in situations where such speeds are inappropriate and “which could be dangerous. This problem ‘often occurs in South Africa, hh) Crileria, The following criteria are taken into account in the selection of an optimal speed limit: i. Safety. Spood limits are normally introduced with the sole purpose of improving road safety. li, Fue! consumption and vehicle operating costs. General restrictions may be imposed with the purpose of conserving fuel, but this is never done on a local basis, Speed zone limits are established without any consideration to fuel ‘consumption and vehicle operating cost. It Is up to the individual to consider these factors when selecting a travel speed. li, Noise. Noise levels are significantly affected by speed and are therefore 2 valid argument for introducing speed limits, especially near sensitive areas. This is especialy a problem in urban ‘areas, and speed limits should therefore be generally lower than in rural areas ‘even if the same road design an access control standards apply. Freeways in urban areas, for example, should carry a lower speed limit than in rural areas, iv. Level of service. Level of service in the field of traffic engineering is often defined in terms of delay and travel time criteria, Both of these depend on the average speed and speed differentials. Level of service can be improved by increasing average speed and reducing speed variance. It is, however, unlikely that level of service can be improved by reducing the speed limit. v. Capacity. Speed limits have litle effect ‘on the capacity of a road. When traffic flows are so heavy that capacity becomes an issue, long queues are formed behind slow vehicles in the stream, which result in an automatic reduction in speed. Capacity is therefore riot a criterion in the selection of speed lit. 20.3.4 Speed limits and advisory spoods 1 Advisory speed signs are used to indicate safe speeds for specific isolated problems on a road. Advisory speeds are particularly useful in that they reduce the need to vary speed limits along a road since drivers may become confused by such varying limits. When problems, however, do ‘occur continuously along the length of a road, it becomes unpractical to post advisory speed signs repeatedly, and a single speed limit is then required. ‘Speed limits should preferably be used in situations where accidents can arise from conflicts between different road users. Such situations are normally associated with roadsidedevelopment, and occur because of vehicular access, pedestrian movements, parking, etc. Speed limits are required for these situations because different persons or groups of persons. are involved. Advisory speed signs should preferably be used in situations where accidents are not primarily ascribed to conflicts between different road users. Most of the accidents would thus involve single vehicles. These situations are normally ‘associated with the geometry of a road 2s well as, roadside hazards (such as narrow bridges). ‘Advisory speeds are more acceptable for these situations since only one person or group of persons are involved. 20.3.5 The 85” percentile speed 1 ‘The 85" percentile speed is an important norm in the establishment of speed limits and advisory speeds. The 85” percentile speed is the speed ‘above which 15% of drivers travel. The reasons for using this speed are as follows: a) Societal norm. The 85" percentile speed serves as a norm set by drivers, and should therefore find a high degree of acceptance ‘amongst drivers. The normally cautious and competent actions of a reasonable person are considered legally acceptable. It is difficutt to argue that a speed limit is unreasonable if it based on the é5th percentile speed. b) Legalisation of drivers. Setting the speed limit to the 85th percentile speed will legalise the majority of drivers. Increasing the speed limit, even significantly, will nt legaiise many more drivers. Reducing the spee¢ limit, even marginally, will however result in significantly more drivers exceeding the limit. ©) Objective standard. Although extensive research and investigation have been Undertaken in various countries, consensus has not yet been reached on optimal speed limits. It appears highly unlikely that such optimum limits will ever be found. The 85th percentile speed appears to be the only available method up to date that is not fully subjective. The 85" percentile speed, however, is not a perfect norm for establishing speed limits. The reasons for this are 2s follows: ) Other road users. The 85th percentile speed only accounts for the perception of vehicle drivers, and not for other road users, especially pedestrians. b) Prudent drivers. The use of the 85th percentile speed is based on the assumption that most drivers are reasonable and prudent. it may however not be true of most drivers and the approach could therefore result in unreasonable high speed limits. The 85th percentile speed could also become a moving target. °) Risk perception. it may be true that drivers’ perceptions of risk may be unreliable, even if they are reasonable and prudent. The frequency of accidents is relatively low, even if South African accident statistics are considered very poor. Many drivers have therefore never been involved in a major accident, which could distort their perceptions on risk. The procedure for setting speed limits and advisory speeds allows for the above limitations. of the 85th percentile speed. Less weight is given to the 85th percentile speed when a large number of other road users, including pedestrians, also use a road. ° 20.4 PROCEDURE FOR THE SETTING OF ‘SPEED LIMITS AND ADVISORY SPEEDS 20.4.1 Homogeneous sections 1 ‘A road must be subdivided into homogeneous sections on which only one speed limit is applied. ‘These sections must be selected in such 2 way that drivers would clearly be able to recognise the need for different speed limits. A section is defined as homogeneous when it is no longer possible to subdivide the section into shorter subsections that warrant different speed limits (subject to minimum zane lengths). The procedure for establishing speed limits must be repeated for each homogeneous section of the road, as though each section is a separate road. Absolute and desirable minimum lengths of speed zone sections are given in Table 20.1 Adjacent sections must be combined when a section is shorter than the prescribed minimum length, Sections must be combined in a way that will maximise the speed limit on the road. ‘Speed limits must be the same in both directions of the road, even if different speed limits are warranted (except at transition zones or where the two carriageways are in fact different roads). This restriction does not apply to advisory speeds (which may differ in the two directions on a road). ‘TABLE 20.1 Minimum speed zone lengths Measured from limit sign to limit sign Speed | Absolute | Desirable Tmt | minimum (anim) Speed it [40 knvh-| 200mm increased [~60-knvh | 300m | locally 70 keh | 800m | | 80 km/h [500m | | 700 km/h_[ 600m | 420 km/h | 2500m-| —2500m | Freeways | 5000m | —5000m (SpeedTinit reduced ically 150m} “Subject to minimum zone lengths for intersections.20.4.2 Vehicle test runs. 1 Vehicle test runs are required to establish a) the need for and positions where 85th percentile speeds should be measured for establishing a speed limit and b) to determine the need for as well as the value of an advisory speed. ‘The test runs should be undertaken with a vehicle fitted with electronic equipment that can record and measure distances and speeds. A high powered vehicle that can travel at relatively high speeds should be used. The speed should be as close as possible to the actual 85” percentile speed over the length of the road. The speed profile obtained by means of the test run should preferably be adjusted upwards or downwards over the length of the road based on actual 85” percentiie speed observations at one (or more locations along the road. ‘The speed profile is used to establish the need for, and. positions where the 85th percentile speeds should be observed for the establishment of the speed limit, The speeds measured during the test runs may not be used for reducing a speed limit. 85” Percentile speeds, however, are not required when the vehicle test ‘runs indicate that itis unlikely that the speed limit would be affected by the 85" Percentile speed ‘measurement. The 85” Percentile speed can be observed in one direction only or in both directions of the road. The location must be selected at a postion tinere speeds are expected to be relavely high (higher than the average for the road). Such a location would normally be on a long straight dwnhil section of the road away from curves. blind rises and other hazards. The location can be on any of the two sides of the road, The location must also be selected at 2 poston where speeds are relawely stable (vehicles are not accelerating of decelerating). The ideal Tocation is one where te test run speed is equal to the 85th percentile value of the test un speeds ‘over the length of the oad (as obtained from the speed profile), Test run speeds will ba greater than the speed at the location over 18% of the length ofthe road (measured in both directions). ‘The vehicle test runs are also used to establish positions of hazardous locations where advisory ‘Speed signs are required. The speeds obtained dunng the test runs may also be used to establish the value of the advisory speed. Advisory speed signs should be provided where a speod reduction of 20 kmih or greater is required near a hazard. itis not necessary to post an advisory speed sign when vehicle speeds are already low due to other factors (e.g. on a steep uphill). The actual advisory speed to be posted must be established by means of a) the procedures described below, or b) from the vehicle test runs or c) by observing 85” Percentile speeds (the preferable method). 20.4.3 Speed limits The speed limit applicable to the homogeneous road section is the lowest value obtained from the {following seven factors: Road type Absolute maximum speed limits for different road types are given in Table 20.2. Road type is more important in setting speed limits in urban areas ‘than in rural areas. Roads in rural areas usually serve several functions, while urban roads are normally designed for specific functions. ‘The urban arterial classification includes all roads which distribute traffic between different areas of 2 town oF city, or which carry a large amount of long distance traffic through the town or city. A road is classified as an arterial for the purpose of setting speed limits when at least 20% of vehicles are through traffic. Non-arterial roads are mostly intended to provide direct access within an area. TABLE 20.2 Absolute maximum speed limits. rea] Road type Maximum limit Urban | Now-ateral local streets 60 km/h “Atarials (ho direct property | 100 kmih ‘access nor pedestrians) Freeways in urban areas | 120 kmh Rural_[ All 420 km/h 2. Land-use and access Land-use adjacent to the road is an important factor in the establishment of speed zone limits, but only if direct access is given to vehicles or when pedestrians can gain indirect access to the road. Land-use do not have to be taken into account when only a limited number of accesses. are provided - less than 1 property access per 2 kilometres per side of a road, or when few pedestrian gain access to the road. Speed limits are given in Tables 20.3 to 20.5 for the following three broad land-use classes: a) Urban land-uses with highly concentrated levels of development. This generally applies to built-up areas with no or litle agricultural activity. Land-uses include residential, ‘educational, recreational, commercial and industrial types. b) Rural. settlements. Low level residentiat settlements. The general character is neither urban nor rural ©) Rural land-uses with low level _of development, mostly agricultural. The {general character is of not being built-up.TABLE 20.3 Speed limits for different urban land-uses [Urban land-use with direct access or where pedestrians can gain] ‘access to road, | ‘Speed limit [ Rating of imit for road type kv [ (a) (0) Urban arterials where some (lew) pedestians can gain access fo the road (solated public transport termini may occur), or where direct | | vehicular access to adjacent properties is provided. When direct | access is provided, the carriageways of the road must be divided by 2 raised median island, deceleration lanes must be provided at accesses and the clear distance between the roadway and the road reserve must be 6m or more. 80) Very good Good ‘Urban arterials where higher volumes of pedestrians gain access to the road (regular public transport termini along road or commercial centres nearby), or arterials with direct vehicular access to adjacent properties. When direct access is provided, the median isiand and deceleration lanes are not required, but the clear distance between roadway and road reserve must be 6m or more. 70 | Poor | Very Poor | Urban arteriais where high volumes of pedestrians gain access to the road, or arterials with direct vehicular access to adjacent properties | and where the clear distance between the roadway and the road [reserve is 6m orless. 80 | Very poor | Very poor ‘Type (a) is @ low standard road that has @ pavement narrower than Bm (including shoulders) and which is winding. Type (0) is a high standard road that has a pavement wider than 8m (including shoulders) or which is straight ‘TABLE 20.4 Speed limits for different rural settlement patterns Rural settioments with direct access or where pedestrians can gain access to the road ‘Speed limit [ Rating of mit for road type | kimih (a) (o) Less dense rural settlements near to road, with formal service roads {and fences for stock where applicable). No pedestrians on road, 120 Informal rural settlements involving stock and with where no fences are provided, or where fences are not maintained. 700 | Poor Very poor Less dense rural settlements near road, with informal service roads. Isolated occurrences of pedestrians. Denser rural residential settlements near to road with formal service roads and fences for stock. Isolated occurrences of pedestrians. 700 | Poor Very poor Less dense rural settlements near to road, with direct access (no service roads). Isolated public transport terminilranks. | Denser rural residential settlements near to road, with informal | service roads Dense (urban-ke) rural settlements near to road, with formal service roads and fences for stock. 80] Poor Very poor [Less dense rural settlements near road and with public anspor termini/ranks on road to settlements (no service roads). Some public transport terminiranks Densr ral residntastlemens near oad, with rec acess _| onreoe | Dense (urban-lke) rural settlements near to road, with informal service roads. 70] Poor Very poor ‘Denser rural residential sellements near road and with pubic T transport terminiranks on road Dense (urban like) rural settlements near road, with direct access to settlements (no service roads) or with public transport termini/ranks. 0 | Very poor Very poor ‘Type (a) is a low standard road that has a pavement narrower than 8m (including shoulders) and which is winding, Type (b) is @ high standard road that has @ pavement wider than 8m (including shoulders) or which is straight.TABLE 20.5 Speed limits for different rural land-uses ‘Rural land-uses with direct access ‘Speed limit | Rating of limit for road type kev fa) T {b) Tow rfensy Tans Karoo Torna] 120 Less ifensive farms (mixed stock and cap farms] — 720 z Intensive faring (cops such as maize, sugar, land vegotles)_ 720 t Farm buldings tmeditely adjacent to road wilh drectaccoss to 00" Poor —| Very Poor road Farm buildings not immediatly adjacent to rad, but on bth sides of toad wih no efecve convo of access, Farm sts occuring at arate of more than one per 24m, and where ro turning lanes are provided (uring lanes ere provided, spp} Speed limits as for ilersectons), Agrcutural smalhcldngs used Tor redenal puposes, Dect 100] Good | — Poor conse, no service roads provided isolated commercial developments targeted al passing Wade and wo Poor | Vary poor there no turning lanes are provided (i tuning lanes are provided, | appl speed lmks as for reactions). | ol gazas o Sood ‘Type (a) is a low standard road thal has a pavement narrower than 6m (Including shoulders) and which is winding ‘Type (0) is a high standard road that has a pavement wider than 8m (including shoulders) of which is straight. 3. Intersections Intersections are particularly dangerous points in a toad and street network, and lower speed limits in the immediate vicinity of intersections. should therefore be posted. Speed limits are given in Table 20.6 for different intersection control types. The table applies to both urban and rural areas. TABLE 20.6 Speed limits at intersections The speed limit at intersections should only be reduced locally and not over the full length of the road (subject to minimum zone lengths). niersedtion ype No tuming lanes “Turning lanes provided Timit | Rating for road ype | Limit | Rating for road tye (kenih) |" (a) (b)__|_(kenvh) | (a) Tb) “Approaches to stop and yield signs, Wafic aces 0) Very | Very 60 | Very | Very and formal pedestrian crossings (optional but | good Good | good good recommended as a safety measure). | Uncontrolled approaches to two-way stop- | | controlled inlersections - where the stop sign | serves one of the following: | Intersections in urban environments (spacing less | 70/80 | Good | Poor 80} Good | Poor than 1 km). | Isolated intersections serving commercial | Poor] Very 700 | Good | Poor developments or regular commuters on a daily poor | basis (spacing greater than 1 km). Denser rural agricultural settlements. 80 | Poor | Very 700] Good | Poor poor | Loss dense rural agricultural settiements [700 | “Geod] Poor 7 Farm stalis on road side [t00-| Poor | ~Wery 720 i poor ‘ir approaches to waffic signals. 0 | Very [Very a] Vey | Very good _| good good _| good ‘tinterehanges which cary significant volumes NA 700 [Very Very of traffic, or where queues form on freeway over poor Poor | long periods ofthe da “Type (a) is a low standard road that has a pavernent narrower than 6m (including shoulders) and which is winding ‘Type (b)is a high standard road that has a pavement wider than 8m (including shoulders) or which is straight.4. Parking and loading Parking or loading may not be not allowed on the pavement of a road with a speed limit higher than 80kmvh. If no alternative parking or loading facilties are available, 2 speed limit of 60 kmin ‘must be introduced, as indicated in Table 20.7. TABLE 20.7 Speod limits when parking or loading is provided Parking or loading ‘Speed | Rating of provided on road types Lien | iit Urban roads with speed | 60 km/h | Poor limits greater than 60 km/h | Rural roads with speed eo kmmh | Very limits greater than 60 krvh | poor 5. Accident experience ‘Speed limits may be lowered based on a detailed and well-motivated road safety audit of a road. The type of accidents must be clearly related to high speeds, and appropriate measures must be instituted to ‘ensure that the speed limit will be effective. A temporary certificate may be issued for the speed limit that is valid for a period of not ‘more than six months. This will allow time to ‘monitor speeds to establish if the speed limit was successtul. A final certificate may only be issued if the 85” percentile speed had been reduced to ‘a value lower than the speed limit. 6. Sight distances ‘Sight distance is a principal consideration in road safety. The speed limit may be reduced when sight distance is inadequate. However, such reduction should only be introduced when it is judged that the problem would not be adequately addressed by means of an advisory speed sign. A methodology for considering sight distance is. described in section 20.4.6. 7. 85" Percentile speed The 85” percentile speed observed at the location where speeds on a road are expected to be relatively high is used to serve as an upper limit for the speed limit. The following approach must be followed: a. Ifthe 85" percentile speed is lower than the speed limit, the speed limit must be reduced in accordance with Table 20.8. Ifthe 85" percentile speed is higher than the speed limit, the speed limit may not be increased. it is, however, unlikely that such a speed limit will be effective and all reasonable effort should therefore be made to alter the environment or road goometry (e.g. traffic calming measures) 0 as to achieve an 85" percentile speed which is close to the speed limit. Note that 85" percentile speed measurements are not required when itis unlikely that the speed limit will be affected by the measurements. TABLE 20.8 Establishment of speed limit from 85" percentile speed 35" Percentile speed ‘Speed iit < 67 kmih 60 kmh 67-77 kmh 70 km/h 77 = 93 kmh 80 kmh 93-113 kmh 100 kmih > 143 km/h 420 km/h 20.4.4 Speed limits for special conditions The following speed limits may be introduced when warranted by circumstances: Variable speed limits or advisory speeds Variable speed limits or advisory speeds are used in instances where speed limits are changed according to prevailing weather and ‘operational conditions. Variable speed limits are normally not recommended, mainly because of the likelihood that drivers can claim confusion due to changing speed limits. Variable advisory speeds are the more suitable option for most circumstances. Variable speed limits or advisory speeds may ‘only be implemented based on detailed and thorough investigations. Implemented systems should be monitored to establish whether they had any beneficial effect. 2. Speed limits for night conditions The severity of accidents as well as the accident rate increases when light conditions are poor, due to reduced sight distances and visibility Night speed limits can therefore be beneficial in reducing accidents. It is however highly unlikely that such speed limits will be adhered to by drivers. Night speed limits should therefore only be introduced when warranted based on the 85! percentile speed. A speed limit lower than thé 88” porcentile speed may not be introduced since it is highly unlikely that such a speed limit will be effective in reducing speeds. The speed limit is established in accordance with Table 20.8. 20.4.5 Reasonabloness of spoed limits. 1. Speed zone limits will not be successful unless they are deemed reasonable by drivers. This is especially a problem when a low speed limit is introduced on a road which has been clearly designed for a higher speed (such roads are normally wide and straight). It is axiomatic that speed limits affect safety only if limits affect the ‘actual speed selection of drivers. There is litle point in establishing a speed limit, however desirable, if it is not going to have any effect on ‘actual vehicle speed. A speed limit. should therefore not simply be applied as though itis the only solution to a probiem. It is imperative that ‘other physical measures should be considered before a speed limit is introduced. Speed limits are rated in the various tables for their likely effectiveness.3. Speed limits and changes in Speed limits are rated as follows: @) Very Good. This rating is used when the by most drivers, and woul therefore be effective in controlling speeds ») Good. A good rating is used when itis they that the speed limit willbe ‘somewhat effective in controlling. speeds Other coneideney of controling. speeds coula’ te considered if not to0 costly. ©) Poor. The poor rating is used When it is inlikely that the speed limit will be effective 2) Very Poor. This rating is used when there is litle likelihood that the speed Inv will be ipecive. Every effort shout be meal to introduce other solutions to the problen Gradient (%) | <-5% |~ Poor | cd Heme} See Poor | -Very poor] ("315% T Very poor} Good "Poor } 20.4.6 Advisory speeds angerous. conditions. Advisory however, only be provided (oeations where a speed reduction’ sf 20 km/h or the difference in the advisory sign. aisory signs can be posted at the following locations: 1. Locations with poor sight distance Sufcient sight distance should be available to srghle 2 diver to perceive a hazard on the road detaney act, 22°0rdingly, The requret sight Gistance depends on the type of hoc that may foleenine", 2 f0ad. Provision is made for the following types of hazards: 2 Slow vehicles on the road, or vehicles Sareeind | at intersections or driveways, 5. Stray animals on road, Longer sight distances are required whon stem arin gic are expected on a road, © Debris (falling rocks) on road. The longest raaky Gistances are required when falling moet regulary in excavations or alons mountainsides. Sight distance parameters forthe above the ations are given below. The parameters oe {he eve height from which sight dae eos are fone 2a the object height and reaction tine tines Ye (S20MNIsed by drivers, A shorter woth {ime 's assumed when stopping for shar vehicles thoctortS gSituation is “more common aes therefore easier to recognise. Parameters for establishment of Sight distance Hazard Reaction time Object height Slow vehicles 1.58 1.30m Stray animals 3.58 0.6m Debris (falling rocks) 3.5 0.15m Vehicle tyoe Eye height Deceleration Light vehicles 1.05m rate Heavy vehicles 4 gom 3.0mys? the raagy (S12 each time a hazard is present on eotaban S280 limits), however, “aon SOY established for such adverse conditions, since “eauire longer sight distances than those ©the main road, particulary if they are heavy vehicles. Sight distances should be provided to allow a driver on the side street to observe if a sufficient gap is available on the main road before entering the main road, The following critical gaps are assumed for this purpose: Passenger cars: Critical gap - 9 Seconds Heavy vehicles: Critical gap - 15 Seconds Minimum sight distance requirements. are civen in Table 20.10. The appropriate speed e can be established from the table if the available sight distance is known. Longer sight distances are required by heavy vehicles and lower speeds may be required whenever it is judged that considerable numbers of heavy vehicles would use a side road. ‘Sight distances must be measured from the position where vehicles normally stop on the ‘ide street to the intersection or the driveway (normally approximately 5m from the edge of the travelled way). The eye height for light vehicles is 1.0m and for heavy vehicles 1.80m. Sight distances at intersections are measured to an object height of 1.30m. b. Vertical crest curves (blind rises) The design of crest vertical curves is primarily based on the provision of adequate Sight distance. This is taken into account by the °K" value, which is defined as the length (of the vertical curve L (in m) divided by the algebraic difference in gradients (in percentage) Requirements at crest vertical curves are given in Tables 20.11 to 20.13 for different K-values. The requirements also depend on the gradient of the road, The gradients given inthe tables are measured on the exit side of the vertical curve (this being the most critical location for sight distances). On two-lane roads, the exit side with the steepest down gradient is the most critical position. An eye height of 1.05m is used together with the object height applicable to the type of hazard. Horizontal curves Sight distance on horizontal curves is as important as on blind rises, particularly in mountain passes where braking distances fare increased due to steep downhill gradionts, Sight distances on horizontal curves are measured along the centreiine of the inside lane around a curve. A sight line is ‘constructed between points on the centreline of the inside fane that clears the sight obstruction, Sight distances are measured from an eye height of 1.05m to the object height that is applicable to the type of hazard. Table 20.14 may be used for establishing the available sight distance on a curve, given that the curve radius and the offset distance to the sight obstruction are known. The offset distance is measured from the centreline of the inside lane to the nearest corner of the obstruction. Speeds may be established from Tables 20.15 and 20.16. TABLE 20.10 Required sight distances at intersections and accesses. Vehicle ype on apes egal sa danas (nr spoos fa side road 20, 30. 40, 50 | 60 80. 400 410 120 Tight vehicles Fao aan} eet aro tant peo tno 2P0-| 280 | 800 Heavy vehicles | 110 [ 150) 200 | 240 | 20 | 20 | 360 | 400 | 450 | 490] 530] ‘TABLE 20.11 Required K values on vertical curves - Slow moving vehicles % Bit Upper tts of K valves er spends of Han 1 gradient 20, 30 [40 50, 70 80 ‘907100 T 110 120} “2 2 af 3 143} 22 388371} 108] ts} 10 2 2 3 6| a1| 49) 30/ 45| 66) 92| 127 8 2 2 3 5; tol 16] 26) 39) 57} 80) 109 6 2 2 2 5 | ee 164 | tes 23) fete1 94) | bee 90) | ten 70) [eee] 4 2 2 2 4 s| 13] 20| 31) 44) 61] a4 2 2 2 2 4 al 0) eet 28) (yee 40 | eee) | eee 0 2 2 2 4 7 7 25 36 50 67) 2 2 2 2 4 6 16) 23) 33) 45] at 4 2 2 2 3 6 l= lp lle co 56 6 2 2 2 3 5] 13] 20) 28] 38] 51 10TABLE 20.18 Establishment of advisory speed from 85" percentile speed [-85" Percentile speed ‘Advisory speed “< 27 kmih 20 km/h 27-37 kmin 30 kev 37-47 kmh 40 km/h 47-87 km/h 50 kmih 87-67 km/h 60 km/h 67-77 kmh 70 kmih 77-87 kmh 80 km/h 87-97 kmh 80 km/h > 97 kmin 400 km/h 3. Steep gradionts. ‘Steep gradients pose a particular problem when vehicles are required to reduce speed or even to slop. Such declines reduce the braking capabilty of vehicles to such an extent that vehicles may not be able to stop when required to do 60. This problem is especialy severe when heavy Vehicles are involved. Advisory speed signs should be used on steep gradients in combination with steep gradient ‘warning signs. The required advisory speeds are shown in Table 20.19, TABLE 20.19 Advisory speeds for heavy vehicles on steep gradients [Grade % | Minimum grade | Advisory speed L length (m) (kenfh) 3 500 70 4 1200 60 5 900 50 | 6 600 40 | | 7 300 30 } 8 250 30 9 200 30 10 450 20 210 90 20 20.4.7 Minimum speed limits 1 Minimum speed limits on multlane roads, and particularly freeways, are justified on the basis that they reduce ' speed differentials, and therefore accidents. Minimum limits also have the advantage that travel impedance on roads can be reduced, Although advantageous, 2 minimum speed limit has the problem that ‘no practical alternative ‘choices are provided to a driver who is trapped in 2 situation where he or she is unable to comply to the minimum limit. The only other available choices are to stop along the road or to make a U-turn, both of which are prohibited on freeways. Minimum speed limits should therefore not be posted on the slow lane of muttlane roads. B 3 Minimum speed limits may be posted as follows. (on freeways and other multilane roads: a) Outer (slow) lane Minimum speed limits may only be introduced on the slow lane of a road when the following conditions can be complied to: i. Analternative route is available which is Clearly indicated and which does not constitute an unreasonable diversion. i. Provision is made for drivers who may become trapped in a situation where they cannot comply with the minimum lit Minimum speed limits on the outer lane may only be posted if the above conditions can be complied to. Appropriate minimum limits are given in Table 20.20. The limit must be established for the steepest gradient on the road. Note that no minimum speed limits may be posted on climbing lanes. b) Other lanes The conditions prescribed above for minimum speed limits on the siow lane are ‘not applicable to the fast lanes. Minimum limits can be posted for faster lanes, even if the above conditions are not met. The ‘minimum limits on the faster lanes can also bbe higher than the limit on the slow lane and can even be posted if no minimum limit is introduced on the slow lane. The minimum limit on the faster tanes may not exceed 60 km/h or the 15th Percentile ‘speed of free flowing light vehicles on the road (whichever is lowest). This speed must be established over all lanes at a point where speeds are the lowest on the road (probably, but not necessarily, on the steepest gradient). The limit may not be lower than the minimum speed limit on the outer lane, it may be desirable to prohibit heavy vehicles from using the fast lane on facilties with three and more lanes per direction. Heavy vehicles are then limited to the two left anes only,TABLE 20.20 Minimum speod limits on multitane roads and freeways Outer (Slow) lane ‘Other lanes: ‘Steepest | Minimam 18" | Minimum Gradient limit | Percentile limit (%) speed I <0.5 | 60 kmh > 60 | 60 kmin | 05-15) Sokmih } 50-60 | 50 krvh | 15-25] 40kmm | 40-50 | 40 kmvh 25-35] 30kmih| 30-40 | 30kmih 35-50 | 20kmh} 20-30 | 20kmih >5.0| None <20 | None 20.4.8 Gravel roads ‘Speed limits and advisory speed signs are not normally posted on gravel roads. It may however, be desirable to post such limits or signs in locations such as built-up areas or sections of road with particularly poor design standards. Waming signs would normally be adequate to address problems. resulting from such poor design standards, but an advisory speed based on the 85” percentile speed could be used. 20.5 SPEED LIMITS AT ROAD WORKS 20.5.1 Management of road work speed limits 1. Speed limits at road works are required not only to safeguard construction workers, but also the motorist because of the higher danger resulting from the increased level of activity at road works. Road works are also particularly dangerous on high speed roads because of the speed adaptation problem. 2. Road authorities should attempt to handle trafic at road works in such a way that the use of speed limits is avoided where possible. Engineering studies should be implemented before the commencement of a project to establish methods. ‘of avoiding such limits. Traffic calming measures could also be very effective. When speed limits are inevitable, then speed limits may only be used when work is in progress. 3, Each individual work zone speed limit must be cettfied. The certificate must state the Circumstances under which a limit may be used. One certified speed limit may be used in different locations on a particular road, but only for the specified circumstances, All certificates must be lodged with the Speed Limit Review Board. Certification of a speed limit may be withheld if other measures of controling speeds are available and found to be more cost-effective. 4, It is @ punishable offence under the National Road Traffic Act to post an uncertified speed limit or to use it in a way not prescribed by the certificate. Any person convicted of such an offence will be liable to the normal penalty of 2 fine or imprisonment. 4 20.5.2 Road work speed limits ‘Speed limits and advisory speeds at road works are subject to the maximum limits given in Table 20.21 Lower limits than those given in the table may be motivated using the procedure used for establishing ‘speed mits on normal roads and streets, ‘The following conditions are provided for: 1. Entrance point to road works. This is perhaps ‘one of the most dangerous locations at road construction sites, particularly when a lane closure is required which necessitates vehicles either to stop or to merge. Local reductions in speed limits are therefore warranted at these entrance points to road works, 2. Work that occurs over intermittent periods of time. Such work normally occurs during maintenance operations, such as moving and blading of the road verge and shoulders, painting of road marks and the filing of potholes. Emergency road works are included in this category. No speed limit should be introduced when work occurs further than three (3) metres from the travelled way (but only if workers and construction vehicles do not enter the roadway). 3. Work that occurs over extended periods of time. Such work normally occurs during road Construction projects. The appropriate speed limit depends on the clear distance between the travolled way and the work activity. No speed limit should be introduced when the work occurs further than five (5) metres from the travelled way (except when workers or construction vehicles may enter the roadway occasional). ‘Speed limits are also warranted when a pavement edge drop-off occurs on the road, ‘even if no work activity Is in progress on the road. Speed limits should also be used when 2 new seal has been placed on the road, and the danger exists that chips can damage vehicle windscreens. Outside edge of sharp curves. Work on the outside edge of sharp curves may introduce ‘additional risk due to the possibilty of vehicles leaving the road. The standard procedure only allows for the provision of advisory speeds (except when curves are closely spaced). In work zones, however, @ speed limit should preferably be posted, but only for the duration of time when work is actually in progress on the outside of the ‘curve, and only in the vicinity of the curve. 5. Temporary detours. The speed limit on temporary detour roads depends on whether the roadway is paved or gravelled. Lower speed limits may also be warranted based on poor sight distances and side friction factors. When gravel detour roads are provided, it is recommended that advisory speeds should not be posted in addition to the ‘speed limit, except on particularly sharp curves or near roadside hazards. Such advisory speeds must then be established based on 85” percentile speeds.TABLE 20.21 Speed limits at road works. ‘Description of conditions at road works ‘Speed imits (km/h) Urban areas | Rural areas Local reduction in speed limits at entrance points to road works Lane closure which requis vehicles to stop ata control device a] lane closure which requires vehicles to merge but not stop. Low design standard 60 80 igh design standard so] 100 Work occurs for intermittent periods of ime (e.9, road maintenance) Work occurs doer than tm fom the edge ofthe traveled way, or ensroachos onto a w | the roadway resulting in confts with afi. | [Work occurs between {and am from tne edge of he wavoled way. a0 700 Work occurs further tan Sm from the edge of he raveliod way. Workers or vehicles 80 100 may enter the roadway occasionally Work occurs further than am from the edge of the waveled way. No workors oF io Tnit | — No iit vehicles enter or cross the roadway. Work occurs for extended periods of time (e.g. road construction) { Work occurs cioser than 1m from the edge ofthe Wavelied way, or encroaches onto za w the roadway resulting in confcts with traf Work occurs between 1 and 3m ffom the edge of the traveled way 6 30, Work occurs between 3 and Sm rom the edge ofthe traveled way 80 7007] ‘Work ocours further than Sm from the edge of the travelled way. Workers or vehicles 80 1007] ‘may enter the roadway occasionally. | [Work occurs further than 5m from the edge ofthe ravelled way. No workers or Nomi | Novi | vehicles enter or ross the roadway. Chips on road that could damage vehicle windscreens or a pavement drop-off occur 50 3} Work on the outside edge of sharp curves Speed limits may be reduced locally in stead of advisory speeds. Use only while work occurs on the outside edge of a sharp curve. Establish using procedure for setting advisory speeds. Temporary detours Temporary detours with gravel surfaces. 60 30] Temporary detours with paved surfaces. 80 700) * increase speed limits by 20 kmh or cover speed limits during those hours and days when work is not in progress 20.6 LOCATIONS OF SPEED ZONES 20.6.1 Introduction of speed zones 1. Speed limits must be introduced at the 3. When a speed limit is increased, then the position required for the limit, and not speed limit sign must be posted as soon as it beforehand. Speed limit signs do not have to is applicable, Independent of the speed limit provide for a deceleration distance for drivers to on the transition zone in the opposite reduce their speed. Drivers must reduce their direction. Such speed limit would normally be ‘speed before reaching the speed limit sign and posted at the start of the transition zone (where law enforcement may be undertaken at a position the opposite speed limit is the lowest) immediately following the posted speed limit sign. This requirement aiso applies at road works. TABLE 20.22 Spacing of speed limit signs in transition zones 2. Whenever a lower speed limit is introduced ‘on a road, a transition zone must be provided ‘Speed iit 0-40 | 80-60] 100-80 ia which the speed limit is reduced in steps of keh | __komvh krvh 20 km/h, The required minimum spacing of the [Sign spacing” | 150m [150m [200m signs are given in Table 20.22. + Minimum and desirable spacing. Increase to accommodate other road signs. 15Setting of speed limits - Urban areas Steet Section ends intersection Curent speed mega? OC™~“CsSsSSSCSCSY limit signs [x righer speed tit than an [Higher speed iat (eh) adjacent mit may be posted ifthe. [Minimum secton length fection i of sucient length Desirable minimum section length = 1.0 km wy aocouses = Less fan 1 cess par 2 km po side [700 ET lurban arterial [Property NOMS Les per 2 km per side 7 im ace ccesens [Accesses butwith | [Accesses and no | Acoesses. Ciearance te reserve Imoaian (80 kwh] | _|medan {Okmm) | [boundary less than 6m [60 kmh Setterents win drect aovess_ [bess cense]Denser [Dense] smat-hoidings |Land-use/ Agricultural io accesses at al Rural area speed ft [Access on fora! sence roads | Rural et | 100, informal service roads 100 kn | 60 vract access to properies | 0kmm | 70 0 [rsestians | [Very few [few taxi | [Some pedestrians {regular | [High numbers (e.g. near [_ [ofr fo [| (200) | _|/ous termini} 0) _| _[taxibus tonic 70) businesses) [60] [On Steet parking provided (YIN) = Maxmum spead imi 60 kmh I yes Yes as" Percentie [Speed init (hy 7 speed [es Percentile speed (nih) [Recommended speed init between intersections, ‘Speed limit (km/h) Speed limit at downstream intersection ort asance inseam sight [Light venice recion fisures Iheamroneey at [Pedestrians T None [100] TT Very few [60] J Some 7OkmMn] TT High numbers [60}_] 60] 7of eof 100} [Recommended speed imit at downstream intersection 60 T_7of 60] 109} ‘COMMENTS SPACING OF SPEED LIMIT SIGNS [Speed timit Ter 70 kr] 80 kev] 400 km/h ‘Downstream distance to speed imit sign at mlersectons, measured from ext ker line Upstream distance to speed iit sign at intersections, Distance between speed init and warning sign Distance between speed imit and next | SOK speed limit sign (transition zones) 00 kv ‘Minimum size of speed limit signs Minimum size of warning signs 19