the south african national roads agency ltd - Sanral

THE SOUTH AFRICAN NATIONAL ROADS AGENCY LTD

SANRAL ROAD SAFETY MANAGEMENT SYSTEM (RSMS) – PROFESSIONAL SERVICES FOR THE ROAD SAFETY ENGINEERING FOCUS GROUP REQUEST FOR PROPOSAL (RFP) FROM EXPERIENCED TRAFFIC ENGINEERING AND/OR ROAD SAFETY SPECIALISTS

1. BACKGROUND SANRAL makes a significant contribution towards road safety by maintaining and improving the National Road Network environment, and by identifying and addressing road safety concerns on the National Road Network. There is however a need to take our current road safety efforts to a higher level by ensuring that these efforts are better coordinated, structured and monitored. There is also a need for better co-ordination and management of resources to address road safety concerns on our network. Furthermore, there is a need to be results driven to ensure a meaningful contribution towards improving road safety. It is with this in mind that a Road Safety Management System (RSMS) has been adopted by SANRAL. The RSMS allows for a structured approach to road safety interventions and forms an integral part of the overall management system for the National Road Network The SANRAL RSMS consists of four action levels as depicted in Figure 1 below. The (1) SANRAL Road Safety Strategy has been approved by the SANRAL Board of Directors, and strategic interventions through a (2) Tactical Planning process has been identified. Emphasis is now placed on (3) Operational Planning through the SANRAL Road Safety Cluster, and the derivation and monitoring of appropriate (4) Road Safety Performance Indicators.

(1) Safety Strategy (Board)

DIRECTION

(2) Tactical Planning (SANRAL executives)

MEANS OF DELIVERY

(3) Operational Planning (Road Safety Cluster)

(4) Safety Performance Indicators

CONTROL

REVIEW

Figure 1. RSMS Structure Pyramid Figure 2 below summarise the SANRAL RSMS functioning. 1

SANRALROAD SAFETY VISION To achieve a sustainable safe national road network for all our road users, primarily through engineering, but also through partnerships with education and enforcement authorities and stakeholders

OBJECTIVES

STRATEGY

Road Safety Engineering Reactive Measures – Identify and remedy all hazlocs Proactive Measures – Maximize the portion of road network that conforms to specified road safety performance standards – Maximize the portion of road network for which plans are defined for meeting certain safety performance standards

Road Safety Partnerships #1 (IMS and Traffic Law Enforcement) – Promote, Develop, Coordinate, Implement and Monitor IMS Systems on all Roads under SANRAL’s jurisdiction – Develop Effective Traffic Law Enforcement Partnerships – Local, Provincial and National Partnerships

Road Safety Partnerships #2 (Road Safety Education and Training) - Develop Effective Road Safety Education In-house Programs and Partnerships with external stakeholders - Promote Road Safety Awareness among all our road users.

KEY CHALLENGES

CONTROL

MEANS OF DELIVERY

Engineering - Addressing known hazardous locations - Conforming to minimum standards - Endeavour to provide a more forgiving road environment - Identifying and remedying points of conflict between motorised and non-motorised transport modes on our network

Education /Enforcement Complimentary Education and Enforcement Influence Pedestrian Behaviour Drunk Driving, Drunk Walking Speeding / Reckless Driving Address general road user apathy toward road safety

TACTICAL PLANNING Road Safety Engineering Focus Group

Road Safety Partnerships Focus Group

Third Party Claims Focus Group

Proactive Measures Reactive Measures Land Use Development / Access Management Plans

IMS and Traffic Law Enforcement Focus Group Road Safety Education and Training Focus Group

Protocol for 3rd Part Claims Feedback system for trends of 3rd Party Claims into RSMS

OPERATIONAL PLANNING

Western Region Operational Plan

Eastern Region Operational Plan

Southern Region Operational Plan

Northern Region Operational Plan

REVIEW

ROAD SAFETY PERFORMANCE INDICATORS

Western Region Road Safety Performance Indicators

Eastern Region Road Safety Performance Indicators

Southern Region Road Safety Performance Indicators

Northern Region Road Safety Performance Indicators

National Road Safety Performance Indicators Figure 2: Summary of SANRAL RSMS 2

2. SCOPE OF WORK This RFP should be read in conjunction with Annexure 1: SANRAL RSMS Working Document (Draft), in order to obtain a more detailed understanding of SANRAL’s philosophy and approach to road safety on the National Road Network. The RSMS comprises three primary focus groups, namely, (i) Road Safety Engineering Focus Group, (ii) Road Safety Partnerships Focus Group (Road Safety Education and Training Focus Group, and An Incident Management System and Traffic Law Enforcement Focus Group), and (iii) Third Party Claims Focus Group. This RFP focuses on the functions of (i) Road Safety Engineering Focus Group. Services to be provided include expected time frames and frequencies, are indicated below: 2.1

Policy and Procedure Development commencement date)

(To be completed within 4 months from

2.1.1 Ensure alignment and develop best local and international practices, with respect to: • • • • • • • •

Road Safety Management Systems for Road Authorities. Road Safety Engineering Assessment Procedures and Indices. Road Safety Audits (checklist) for projects in Design and Construction Phases, for existing roads. Appropriate Hazardous Location Identification Techniques. Appropriate Hazardous Location Investigation Procedures. Development of Appropriate, Cost-effective and Uniform Long and Short Term Remedial Measures. Development of Appropriate and Measurable Road Safety Performance Indicators. Provide a monitoring and review procedure to evaluate the impact of implemented mitigation measures

2.1.2 Update the SANRAL RSMS Working Document. 2.2

RSMS Operational Plans: Road Safety Engineering RSMS Operational Plans define the direct road safety interventions and its measurement on the National Road Network by each of the four SANRAL Regions. The Operational Plans comprise proactive measures (Road Safety Engineering Assessments and Road Safety Audits) and reactive measures (Identification and Rectification of Hazardous Locations). Utilising policies and procedures developed under 2.1 above, the operational plans are to be developed, maintained and reported on under the guidance of the SANRAL Road Safety Cluster. 2.2.1 RSMS Operational Plan: Development (To be completed within 4 months, portions of which could be completed concurrent to 2.1) The following services are anticipated: Road Safety Engineering Assessments 3

•

•

•

Co-ordinate and conduct regional workshops to inform and provide guidance to SANRAL’s Routine Road Maintenance Engineering Service Provider Representatives (RRM ESPRs) on the procedures for Road Safety Engineering Assessments developed under 2.1.1 above. Two workshops for each of the four SANRAL Regions are envisaged. Monitor and provide assistance to SANRAL’s RRM ESPRs in the development of Road Safety Engineering Assessments Indices for the entire National Road Network. Develop a SANRAL Road Safety Engineering Assessment Index Database for each of SANRAL’s four Regions.

Road Safety Audits (Design and Construction Phase projects on existing roads). • Provide Regional assistance when required on the conducting of Road Safety Audits developed under 2.1.1 above. One workshop for each of the four SANRAL Regions is envisaged. • Develop a SANRAL Road Safety Audit Database for each of SANRAL’s four Regions. Hazardous Location Identification • In conjunction with the SANRAL Road Safety Cluster develop a Hazardous Location Database for each of the SANRAL Regions. • Develop criteria for the Prioritizing and Ranking of Hazardous Locations and Safety Investigations, i.e. evaluation of the economic benefits in terms of the costs vs the expected benefits related to addressing the safety deficiency. Hazardous Location Investigations • Co-ordinate and conduct regional workshops to inform and provide guidance to SANRAL’s RRM ESPRs on the procedures for Hazardous Location Investigations developed under 2.1.1 above. One workshop for each of the four SANRAL Regions is envisaged. • Develop a Hazardous Location Investigation and Remedial Measures Database from which appropriate and cost-effective remedial measures may be derived, for each of SANRAL’s four Regions. Road Safety Engineering Performance Indicators • Develop appropriate Road Safety Engineering Indicators which highlights progress attained in 2.2.1 through 2.2.4 above. 2.2.2 RSMS Operational Plan: Maintenance (Intermittently over a 24 month period) In conjunction with the SANRAL Road Safety Cluster, maintain the databases developed under section 2.2.1 for each of the Regions. Maintaining these databases entails the collation, evaluation and verification of Road Safety Engineering Assessment, Road Safety Audit and Hazardous Location and Investigation information gathered from the SANRAL RRM ESPRs and/or SANRAL Road Safety Cluster Members. The maintenance of the databases must correlate and support the needs of the quarterly reports stated under 2.2.3 below. 4

2.2.3 RSMS Operational Plan: Reporting (Frequency: Every 3 months) •

• 2.3

Prepare Quarterly Progress Reports which: o Report on progress for each of the four Regional Operational Plans. o Present all databases developed under section 2.2.1 and maintained under section 2.2.2. o Report on Road Safety Performance Indicators. o Combines and provides a National overview of progress attained and Road Safety Performance Indicators. Provide recommendations to improve performance and efficiency of the implementation of Operational Plans.

Administrative Duties Perform secretariat and other administrative duties to the SANRAL Road Safety Cluster which includes but are not limited to the following: 2.3.1 Attend, undertake presentations and record proceedings of the SANRAL Road Safety Cluster and Road Safety Focus Group Meetings (maximum ten meetings per year to be held at SANRAL HO in Pretoria). 2.3.2 Proactively identify existing and potential obstacles to the full implementation of Operational Plans.

3. EVALUATION OF PROPOSALS SANRAL is committed to transformation, employment equity and staff advancement, and to supporting black economic empowerment. The primary criteria in selection, apart from costs, will be the degree to which the Service Provider can demonstrate appropriate knowledge and relevant experience. A further consideration will naturally be the equity profile of the Service Provider in management, ownership and implementation. The procedure for the evaluation of responsive tenders is Method 4 as contained in the Standardized Construction Procurement Documents for Professional Services (October 2005) as published by the Construction Industry Development Board. A two envelope system will apply. A maximum of 100 points may be scored, with 10 points for preference and 90 points allocated to price and quality. A maximum of 27 points (30%) and 63 points (70%) may be scored for price and quality respectively. There is a 60% (37.8 points) threshold for scoring quality. Proposals that receive less than 60% for quality will be rejected and have their Financial Proposals returned unopened.

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4. PROPOSAL DOCUMENTATION A technical and financial proposal must be submitted in two separate envelopes as described in section 6 of this RFP. The Technical Proposal must include a detailed but brief methodology of how and in what way you intend to carry out the assignment. The submission must demonstrate a sound understanding of SANRAL’s RSMS philosophy and international best practice. The proposal shall be specific as to the tasks that are to be carried out and the reporting and results that are to be supplied to the SANRAL Road Safety Cluster. The methodology shall also include: • An indicative programme about how you see the completion of key tasks and deliverables. • CV’s of key personnel that are to be used on this project including the leader and responsible person from your team. These CV’s must highlight relevant experience on similar projects, • The allocation of resources to tasks over time and the programme as proposed by you. To facilitate the evaluation of Technical Proposals the following submission format is proposed: •

Statement illustrating a clear understanding of the Assignment

•

Methodology for Policy and Procedure Development including; o Key tasks and deliverables o Detailed Programme over time indicating allocation of resources o Specific Experience of the Firm relating to the Assignment o Designations and CV’s of key personnel which clearly indicate Qualifications, Experience, Adequacy and Competence relevant to the Assignment. o Reporting Procedure and Frequency

•

Methodology for RSMS Operational Plan Development, Maintenance and Reporting o Key tasks and deliverables o Detailed Programme over time indicating allocation of resources o Specific Experience of the Firm relating to the Assignment o Designations and CV’s of key personnel which clearly indicate Qualifications, Experience, Adequacy and Competence relevant to the Assignment. o Reporting Procedure and Frequency

The Financial Proposal must be prepared using the resource scheduling as envisaged in the technical proposal. To facilitate the evaluation of Financial Proposals the following tabular submission format is proposed: Key tasks / deliverable

Duration (hrs)

Resource Allocation

Rand Value

The Financial Proposal must also contain a completed and signed BEE Scorecard as contained in Annexure 2 to this proposal. 6

5. CONDITIONS The costs of preparing proposals and of negotiating the contract will not be reimbursed. SANRAL is not bound to accept any proposal submitted. SANRAL reserves the right to negotiate price with the successful service provider.

6. SUBMISSION OF PROPOSALS Please confirm in writing no later than 28 March 2008, your intention to submit a proposal. Such confirmation must be sent for the attention of Mr. Randall Cable, to one of the following addresses: e-mail:

[email protected]

Facsimile:

+27 (0) 21 946 1630

Postal Address:

SANRAL Private Bag X19 Bellville 7535 South Africa

A two envelope procedure will apply as follows: -

Place and seal the Technical Proposal in an envelope clearly marked “SANRAL RSMS TECHNICAL PROPOSAL”

-

Place and seal the Financial Proposal plus the BEE Scorecard in an envelope marked “SANRAL RSMS FINANCIAL PROPOSAL” together with the warning (do not open with Technical Proposal).

-

Each envelope shall state on the outside the Employer’s address, the tenderer's name, authorised representative’s name, postal address and contact telephone numbers.

-

Seal both envelopes in an outer envelope with the words “SANRAL RSMS TENDER” clearly marked and bearing the Employer’s name, tenderer’s authorized representative’s name, postal address and contact details.

The proposal must be submitted in the tender box in the office of the Financial Manager, SANRAL’s Western Region office, c/o Willie van Schoor Avenue and Mispel Street, Bellville, Cape Town. The closing date for the submissions is 18 April 2008, at 14h00, at which time the tender box will be opened and submissions recorded. No late submissions will be accepted. The time and location for opening of the Financial Proposals shall be communicated to all tenderers having achieved the minimum number of points for quality as prescribed in section 3 of this RFP. 7

The financial offers of all tenderers who failed to achieve the minimum number of points for quality shall be returned unopened. For further information you may contact Randall Cable at +27 (0) 21 957 4600.

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ANNEXURE 1 SANRAL ROAD SAFETY MANAGEMENT SYSTEM WORKING DOCUMENT (DRAFT)

Creating wealth through infrastructure

The South African National Roads Agency Limited

Road Safety Management System Working Document (Draft)

Preface This Road Safety Management System (RSMS) provides a general overview of the processes for managing the SANRAL road network to improve safety. By developing this RSMS, SANRAL is working towards ensuring that road safety is a central consideration in every decision made about construction, maintenance, operation and the management of its road network. As part of this RSMS, a Road Safety Strategy was developed to identify key issues and set goals. SANRAL supports the integrated approach to road safety and believes that the disciplines of engineering, education, and traffic law enforcement (known as the Three E’s of Road Safety) each play a vital role in reducing the carnage on our roads. As a road authority, SANRAL’s primary sphere of influence is engineering. However, the RSMS allows for the facilitation of the integrated approach to road safety.

Appendix 1: Draft Road Safety Management System Working Document

1

Contents 1.

Introduction 1.1 1.2 1.3 1.4

2.

Road Safety Strategy 2.1 2.2 2.3 2.4

3.

Tactical Planning

Control 4.1 4.2

5.

Vision Mission / Objectives Goals / Milestones Key Safety Issues

Means of Delivery 3.1

4.

SANRAL Road Safety Management Systems (RSMS) SANRAL RSMS Manual Benefits RSMS

Road Safety Cluster Road Safety Management System Operational Plan 4.2.1 Road Safety Engineering 4.2.1.1 Proactive Measures (a) Road Safety Assessments (b) Road Safety Audits 4.2.1.2 Reactive Measures (a) Identification of Hazardous Locations (b) Road Safety Investigations (c) Remedial Measures 4.2.1.3 Land Use Development 4.2.1.4 Access Management Plans 4.2.2 Road Safety Partnerships 4.2.2.1 Incident Management Systems (IMS) and Traffic Law Enforcement 4.2.2.2 Road Safety Education and Training 4.2.3 Third Party Claims

Review 5.1 Road Safety Performance Indicators


2

1.

INTRODUCTION

1.1

The South African National Roads Agency Limited

Established in 1998 in accordance with the South African National Roads Agency Limited and National Roads Act 1998, SANRAL is an independent, statutory company registered in terms of the Companies Act. The South African government, represented by the Minister of Transport, is the sole shareholder and owner of the Agency. Our mandate is to develop, maintain and manage South Africa's 15 600 kilometre national road network comprising over R40 billion in assets, excluding land. Our principal tasks are: • To strategically plan, design, construct, operate, rehabilitate and maintain South Africa's national roads. • To deliver and maintain a primary road network of world-class standards. • To generate revenues from the development and management of these assets. • To undertake research and development to enhance the quality of South Africa's roads. • To advise the Minister of Transport on matters relating to South Africa's roads. • To plan, design, construct, operate, manage, control, rehabilitate and maintain roads in any foreign country in response to a request by South Africa's Minister of Transport, following appropriate agreements with that country. 1.2

Road Safety Management Systems

SANRAL makes a significant contribution towards road safety by maintaining and improving the National Road Network environment, and by identifying and addressing road safety concerns on the National Road Network. There is however a need to take our current road safety efforts to a higher level by ensuring that these efforts are better coordinated, structured and monitored. There is also a need for better co-ordination and management of resources to address road safety concerns on our network. Furthermore, there is a need to be results driven to ensure a meaningful contribution towards improving road safety. It is with this in mind that a Road Safety Management System (RSMS) has been adopted by SANRAL. The RSMS allows for a structured approach to road safety interventions and forms an integral part of the overall management system for the National Road Network The SANRAL RSMS consists of four action levels as depicted in Figure 1 below. The (1) SANRAL Road Safety Strategy has been approved by the SANRAL Board of Directors, and strategic interventions through a (2) Tactical Planning process has been identified. Emphasis is now placed on (3) Operational Planning through the SANRAL Road Safety Cluster, and the derivation and monitoring of appropriate (4) Road Safety Performance Indicators.


3

Safety Standards Guidelines Procedures Expertise Experience Qualifications Management system Audit regime

(1) Safety Strategy (Board)

DIRECTION

(2) Tactical Planning (SANRAL executives)

MEANS OF DELIVERY

(3) Operational Planning (Road Safety Cluster)

CONTROL

(4) Safety Performance Indicators

REVIEW

Figure 1 RSMS Structure Pyramid

1.3

Road Safety Management Systems Manual

This Manual describes and documents the operation and implementation of the RSMS. It discusses how road safety issues are considered in the operation and management of the SANRAL network. 1.4

Benefits of a Road Safety Management System

A consistent approach to road network safety management as offered in this RSMS will provide benefits such as: •

• • • • •

Ensuring safety is considered in all decisions concerning construction, maintenance and management of the road network. This facilitates achievement of goals and targets identified in the NDOT and SANRAL Road Safety Strategy; Implementation of road management procedures will be consistent and efficient; Risk management is documented providing protection from litigation; Road safety knowledge and expertise needs are documented; The documentation provides clear guidance for all staff and can be used for training new employees; Development, review and auditing of the road network are undertaken in a systematic way.

These benefits will result in improved safety for all road users.

2.

ROAD SAFETY STRATEGY

As a road authority, SANRAL is mindful of its abilities and limitations when it comes to improving road safety on our roads. A road safety strategy must therefore challenge SANRAL’s abilities, but yet set goals that are realistically achievable. A Road Safety Strategy must give clear and concise direction to the Safety Management System. A Strategy comprises of (i) a Vision, (ii) a Set of Goals and (iii) Key Safety Issues to be addressed. Appendix 1: Draft Road Safety Management System Working Document

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2.1

Vision

“To achieve a sustainable safe national road network for all our road users, primarily through engineering, but also through partnerships with education and enforcement authorities and stakeholders” 2.2

Objectives The objectives to be achieved to realize our vision were as follows:

2.2.1 Road Safety Engineering a)

Reactive Measures •

b)

Identify and remedy all hazardous locations on the national network.

Proactive Measures •

Maximize the portion of road network that conforms to specified road safety performance standards.

•

Maximize the portion of road network for which plans are defined for meeting certain safety performance standards.

2.2.2 Road Safety Partnerships a)

IMS and Traffic Law Enforcement • Promote, Develop, Coordinate, Implement and Monitor IMS Systems on all Roads under SANRAL’s jurisdiction • Develop Effective Traffic Law Enforcement Partnerships •

b)

Local, Provincial and National Partnerships

Road Safety Education and Training •

Develop Effective Road Safety Education In-house Programs and Partnerships with external stakeholders.

•

Promote Road Safety Awareness among all our road users.

2.2.3 Third Party Claims Maintain an effective and efficient 3rd party claim system that adds value to the RSMS. 2.3

Goals / Milestones – Maximise the portion of road network that conforms to specified road safety performance standards – Maximise the portion of road network for which plans are defined for meeting certain safety performance standards – Identify and remedy all hazardous locations on the national network – Develop Road Safety Partnerships – Create Road Safety Awareness among all our road users


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2.4

Key Safety Issues / Challenges (Not necessarily under SANRAL’s control) – – – – – – – – – –

Addressing known hazardous locations Conforming to minimum standards Endeavour to provide a more forgiving road environment Points of conflict between motorised and non-motorised transport modes on our network General road user apathy toward road safety Complimentary road safety education and traffic law enforcement to engineering interventions Influencing pedestrian behaviour Drunk Driving, Drunk Walking Driver fatigue Speeding / Reckless Driving

3.

MEANS OF DELIVERY

3.1

Tactical Planning

How we currently conduct business, to a large extent determines the means of delivery needed to successfully implement the Road Safety Management System. Improved road safety will be achieved through the tactical planning of our road safety interventions. The tactical planning is aligned with the SANRAL Cluster system. The SANRAL Road Safety Cluster charged with coordinating the control of the RSMS comprises three Focus Groups, namely Road Safety Engineering, Road Safety Partnerships and Third Party Claims. SANRAL’s primary sphere of influence is engineering. The Road Safety Engineering Focus Group focuses on Pro-active and Re-active Road Safety activities directly on the SANRAL network. In addition, this Focus Group also influences the effects of land use development on the network. Uncoordinated land use development could have dire road safety consequences, and SANRAL’s proactive approach in this regard is essential. One way of proactively controlling access onto the network, is to proactively develop a SANRAL Access Management Plan that takes into account minimum safety standards and spacing, as well as the SANRAL Policy in respect of accesses onto a National Road. The need for an integrated approach to road safety in South Africa (Engineering, Education and Enforcement) is vital. It is with this in mind that a Road Safety Partnerships Focus Group has been formed. The Road Safety Partnerships Focus Group is divided into an Incident Management Systems and Traffic Law Enforcement Sub-Focus Group, and a Road Safety Education and Training Sub-Focus Group. Third Party Claims Focus Groups will develop and ensure successful implementation of a SANRAL protocol for process and third party claims. Potential trends and patterns will be evaluated with respect to Third Party Claims. The Operational Plan discussed in Section 4 of this manual is more specific about the three categories to enhance road safety on the network.


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SANRAL RSMS

TACTICAL PLANNING

Road Safety Engineering Focus Group

Road Safety Partnerships Focus Group

Proactive Measures Engineering Assessment of Road Network Road Safety Audits on Opex & Capex Projects (Design) Road Safety Audits on Opex & Capex Projects (Construction)

IMS and Traffic Law Enforcement Focus Group

Road Safety Education and Training Focus Group

Third Party Claims Focus Group

rd

Protocol for 3 Part Claims Feedback system for rd trends of 3 Party Claims into RSMS

Reactive Measures Hazardous Location Identification Road Safety Investigations Implementation of Remedial Measures / Road safety Projects Land Use Development / Planning, for example: Spatial Development Frameworks Integrated Development Plans Integrated Transportation Plans Other Land Use Developments Access Management Plans Developed through RRM in line with SANRAL Access Management Policies

Figure 2: Illustration of RSMS Tactical Plan


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4.

Control

Control of the RSMS is derived from the SANRAL Road Safety Cluster and the monitoring and implementation of the Operational Plan. 4.1

Road Safety Cluster

The SANRAL Road Safety Cluster is responsible for the development, maintenance and coordination of the RSMS Operational Plan.

FOCUS GROUP (leaders)

Area of responsibility

4.2

ROAD SAFETY ENGINEERING

•

Pro-active measures

•

Re-active measures

•

Land use and access management planning

ROAD SAFETY PARTNERSHIPS

IMS and Traffic Law Enforcement

Road Safety Education and Training

RD

3

PARTY CLAIMS

rd

•

Protocol for 3 Part Claims

•

Feedback system rd for trends of 3 Party Claims into RSMS

Road Safety Management System Operational Plan

Operational Plans are derived from the Tactical Planning. Each of the four Regional Operational Plans monitors implementation and co-ordination of the road safety initiatives contained in 4.2.1 through 4.2.3 below. 4.2.1 Road Safety Engineering These are activities with a key focus on Road Safety, and involve engineering interventions on the Road Network. These comprise two main subcategories, namely Proactive and Reactive Road Safety Activities directly on the Road Network, and activities which influence the operations of the Road Network such as Land Use Development adjacent to the road and the Management of Accesses. Figure 3 below summarizes the Road Safety Engineering Activities.


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Proactive Measures Reactive Measures

Road Safety Audits (Design Stage)

Road Safety Audits (Construction Stage)

Prevention of the formation of new Hazardous Locations

Road Safety Engineering Assessments Existing Network

Identification of Hazardous Locations

Known High Accident Rate Locations / RRM Identified Locations

Road Safety Investigations / Remedial Measures Identification

SANRAL Incident Management System Database

Short Term Remedial Measures RRM Medium Term Remedial Measures New Road Safety Projects Capex / Opex Projects

Figure 3: Illustration of Road Safety Engineering Activities 4.2.1.1

Proactive Road Safety Activities

Proactive Road Safety Activities refer to measures that assess the network or audit projects in order to enhance safety by ensuring minimum safety standards are adhered to. The Road Safety Engineering Assessment and the Road Safety Audit are two tools used to evaluate the network. (a)

Road Safety Engineering Assessments

“An examination of the quality of traffic, accident potential and safety performance of a road based on a set number of key indicators to identify hazardous locations and safety deficiencies” Road Safety Engineering Assessments assess the operation of the road, focusing on road safety as it affects all the users of the road. The deliverable of a Road Safety Engineering Assessment is a Road Safety Engineering Assessment Report that: Reports on the safety status of the road network Reports on safety deficiencies Lists and Prioritises the hazardous locations that require further investigation


9

It is proposed that Road Safety Engineering Assessments be conducted on all RRM contracts which essentially covers the whole of the SANRAL network. (b)

Road Safety Audits

Conventional Definition: “A Road Safety Audit is a formal examination of a future or existing road / traffic project / any project where interaction with road users takes place, in which an independent, qualified examination team reports on the accident potential and safety performance of the project.” The objectives of the Road Safety Audit are: To identify and report on the accident potential and safety problems of a road project. To ensure that road elements with an accident potential are removed or that measures are implemented to reduce the accident risk thereof. SANRAL RSMS Road Safety Audit Proposal It is proposed that Road Safety Audits be conducted during the Detail Design and Construction Phases of Projects only. It is further proposed that a generic yet effective Road Safety Audit Checklist be developed for inclusion in Design Reports and Construction Tender Documents for respective SANRAL projects. 4.2.1.2

Reactive Road Safety Activities

These measures refer to the immediate reaction to known and/or recently identified hazardous locations. Hazardous Locations will be subjected to Road Safety Investigations, which culminate in the identification and implementation of remedial measures (a)

Hazardous Location Identification Hazardous locations will be identified either through: (i) The Road Safety Engineering Assessments. (ii) Known Hazardous Locations identified through Routine Road Maintenance Contracts. (iii) SANRAL Incident Management System Database.

(b)

Road Safety Investigations / Remedial Measures Identification

The Road Safety Investigation involves the project level analysis of the hazardous locations identified. In essence the investigation analyses the road user, the road environment and collision data, with the primary objective of identifying the breakdown in interaction between the road environment and the road user. (c)

Implementation of Remedial Measures

Remedial measures to be implemented have to be programmed according to the size of the intervention. It is proposed that consideration be given to the following: The remedial measures are classified into two courses of action, namely Short and Medium – Term. Appendix 1: Draft Road Safety Management System Working Document

10

Short-term remedial measures refer to courses of actions that may be immediately implemented with no need or limited need to motivate for funding. Such actions include remedial measures such as road signs, rumble strips and road marking, which could be funded for example under the Routine Road Maintenance Projects. Medium-term remedial measures refer to courses of action which requires more detailed investigation / design, with more costly interventions requiring motivation for funding. Such measures could possibly entail new project identification, which have to comply with Government’s procurement requirements. 4.2.1.3

Land Use Development

The most influential secondary activity type is land use development. Current or planned land use development dictates the need and method that road users enter and exit the road network, as well as the characteristics of such road users. In most instances, the Local, District or Provincial Authority authorizes such development subject to approval by the relevant Road Authority. In so doing SANRAL is afforded the opportunity to comment and set conditions that minimizes the impact, if any, on the safe operation of the portion of network concerned. However, in certain instances and for various reasons, SANRAL is not always afforded this opportunity and land use development is allowed to proceed without regard to the impact on the SANRAL road network, which ultimately compromises road safety. The Land Use Development Secondary Component intervention therefore involves the development of a network and authority database, that tracks key development plans such as: – Influence Spatial Development Frameworks (SDF) – Integrated Development Plans (IDP) – Influence Integrated Transportation Plans (ITP) – Road Master Plans – New and Planned Private Developments – Other Developments that impact on a particular portion of the network. This proactive approach to monitoring land use development adjacent to the national road network will strengthen SANRAL’s ability to influence and even control the impact of such development on the network. 4.2.1.4

Access Management Plans

The standard and spacing of accesses on the national road network dictate the safety associated with entering and exiting the network. Accesses and intersections are also associated with conflict points and large speed differentials, which are primary contributors to safety concerns. There is a need to manage the standard and spacing of accesses on the network, as well as the need to plan for additional access as and when the need arises. It is proposed that RRM contracts be tasked with the development of Access Management Plans inline with the SANRAL Road Access Policy. There is a need to work closely with the SANRAL Statutory Control Cluster. Appendix 1: Draft Road Safety Management System Working Document

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4.2.2 Road Safety Partnerships Road Safety Partnerships have been identified as the key area for SANRAL to implement the integrated approach (The Three E’s) to addressing Road Safety. Road Safety Partnerships are divided into two main Sub-Focus Groups, namely Incident Management Systems (IMS) and Traffic Law Enforcement, and Road Safety Education and Training. (a)

Incident Management Systems (IMS) and Traffic Law Enforcement Promote, Develop, Coordinate, Implement and Monitor IMS Systems on all Roads under SANRAL’s jurisdiction • Develop Effective Traffic Law Enforcement Partnerships o Local, Provincial and National Partnerships

•

(b)

Road Safety Education and Training Develop Effective Road Safety Education In-house Programs and Partnerships with external stakeholders. • Promote Road Safety Awareness among all our road users.

•

4.2.3 Third Party Claims Maintain an effective and efficient Third Party Claim system that adds value to the RSMS

5.

REVIEW

The Review function plays a pivotal role in determining and evaluating the success of the RSMS. Monitoring of the Road Safety Performance Indicators (RSPIs) must be done regularly, not only to ensure that the RSMS progress is on track, but also to ensure that RSPIs are in fact relevant and appropriate. 5.1

Road Safety Performance Indicators

The RSPIs are integrally linked to the SANRAL Road Safety Strategy Goals, and have been chosen as elements that are primarily under the control of SANRAL. It is important to emphasize that SANRAL RSPIs share a casual relationship with the Road Safety Index, which is normally expressed in terms of collision rates. Collision rates are not necessarily under the direct control of SANRAL, however, it is the intention of RSPIs to influence collision rates positively. The following are RSPIs that have been identified for the SANRAL RSMS, which are to be monitored in the Operational Plans, namely: Degree to which Road Safety Engineering Assessments are conducted on the network, expressed as a Regional and National Percentage of the total length of network: Appendix 1: Draft Road Safety Management System Working Document

12

Total Length of National / Regional Network

X km

Length for Which Road Safety Engineering Assessments have been conducted Road Safety Assessment Performance Indicator (National / Regional)

Y km (X/Y) %

Degree to which Road Safety Audits are conducted on the Detail Design and Construction Stages of SANRAL projects, expressed as a percentage of the number of projects. Total Number of National / Regional Projects in Detail Design Stage Total Number of National / Regional Road Safety Audits completed on projects in Detail Design Stage Road Safety Audits: Project in Detail Design Stage Performance Indicator (National / Regional)

X Y (X/Y) %

Total Number of National / Regional Projects in Construction Stage Total Number of National / Regional Road Safety Audits completed on projects in Construction Stage Road Safety Audits: Projects in Construction Stage Performance Indicator (National / Regional)

X Y (X/Y) %

Number of Hazardous Locations identified expressed as a percentage of set target per year Set number of Hazardous Locations National/Regional

X

Number of Hazardous Location Identified

Y

Hazardous Location Performance Indicator

(X/Y) %

Number of Remedial Measures Projects Implemented expressed as a percentage of set target per year. Set number of Remedial Measures Projects National/Regional

X

Number of Remedial Measures Projects Identified

Y

Remedial Measures Performance Indicators

(X/Y) %


13

ANNEXURE 2 PREFERENCING SCHEDULE: TENDERER’S BEE SCORECARD

ANNEXURE 2::

PREFERENCING SCHEDULE: TENDERER’S BEE SCORECARD

In the event of a single firm: Scorecard Points =Wp x [ (Bos) + (Bcs) + (Bees) + (Bsds) + (Bps) + (Beds) + (Brs)]/100 In the event of a JV: Scorecard Points = Wp x { [(%JVa(Bosa)+(%JVb)(Bosb)] + [(%JVa)(Bcsa)+(%JVb)(Bcsb)] + [(%JVa)(Beesa)+(%JVb)(Beesb)] + [(%JVa)(Bsdsa)+(%JVb)(Bsdsb)] + [(%JVa)(Bpsa)+(%JVb)(Bpsb)] + [(%JVa)(Bedsa)+(%JVb)(Bedsb)] + [(%Jva)(Brsa)+(%JVb)(Brsb)]}/100 Where: = Maximum points for preferencing and equals: Wp 10 where the financial value inclusive of VAT of all the responsive tenders received have a value in excess of R500 000.00:or 20 where the financial value inclusive of VAT of all the responsive tenders received equals or is less than R500 000.00 Bos = Score for ownership Bcs = Score for control Bees = Score for employment equity Bsds = Score for skills development = Score for procurement Bps Beds = Score for enterprise development Brs = Score for residual %JV = Percentage share in joint venture agreement (see note 3 on returnable form B3) %JVa = Percentage share of member ‘a’ in joint venture agreement %JVb = Percentage share of member ‘b’ in joint venture agreement OWNERSHIP (Bo) Voting rights

1

Economic interest

Realisation Point

2 Board

Voting rights in the hands of black people Voting rights in the hands of black women Economic interest in which black people are entitled Economic interest in which black women are entitled Economic interest in which designated groups specifically black employees are entitled Ownership fulfilment (see definition in Construction Charter) Net Equity Value (In accordance with code 100 of DTI Code of Good Practice)

WEIGHTING (a)

5 No restriction

Provide details

6 25

CONTROL (Bc)

WEIGHTING (a)

Appendix 2: Preferencing Schedule: Proponent’s BEE Scorecard

30 10 30 10

5 1

3.5

SCORE (a x b/t) (Max = a)

% TARGETS (t) *

4 2 5 2

TOTAL

Members of the board who are black people as % of board

% TENDERED (b)

30 (Bos) % TENDERED (b)


% TARGETS (t) *

40

1

Executive Management

3

Management

Members of the board who are black women as % of board

1.5

Executive Management who are black people as % of Executive Management

3.5

Executive Management who are black women as % of Executive Management

1.5

TOTAL

10

EMPLOYMENT EQUITY (Bee)

WEIGHTING (a)

Black Management as % of total management Black Women Management as % of total management TOTAL SKILLS DEVELOPMENT (Bsd)

Training costs

4 Learnerships

Bursaries Mentorship

5

WEIGHTING (a) 2.75 2.75 1.25 1.25

% of black management spent on black women management

0.75

No.of Learnerships as % of employees Black learnerships positions as % of total learnerships Black women learnerships positions as % of total black learnerships

1.25 2

2.75

WEIGHTING (a)


% TARGETS (t) * 30 12 (Bees)

% TENDERED (b)


% TARGETS (t) * 1.5 70 25 25 20 1.5 70 35 30 0.3

2.75

PROCUREMENT (Bp)


% TENDERED (b)

1.25

20

TOTAL

10 (Bcs)

1.25

TOTAL

Total procurement on BBBEE-accredited companies (measured as per the table in the charter) as a % of procurement

25

6 4 10

Direct training costs as % of payroll % of above on black people % of black people spent on black women % of black people spent on black management

No. of Learnerships for designated groups as % of total black learnerships Bursary expenditure on black students, as % of payroll Implementation of an approved and verified mentorship programme (e.g. C&U program of ECSA)

20

Provide Details

Yes (Bsds)

% TENDERED (b)


% TARGETS (t) *

20 70 20

(Bps)

2

ENTERPRISE DEVELOPMENT (Bed)

6

Inputs of Eastablished Organisation: (Provide a plan showing compliance of the 12 listed criteria under item 5.6.4 of the construction charter) Turnover Ratio : Total annual turnover of the developing organisation divided by the total annual turnover of the established organisation Annual Turnover Outputs by developing Organisation: Growth in cost of employment (Evaluate in accordance with the 5 criteria under item 5.6.6 of the Total value of assets construction charter showing% change Tax and Regulatory compliance from previous to current year) Improvements in ability to access credit facilities TOTAL RESIDUAL (Br)

7

Corporate Social Investment (CSI) as a % of payroll (See item 5.7 of Construction Charter ) TOTAL * These are 4 Year targets applicable up to 31/12/2010

WEIGHTING (a) 5

% TENDERED (b) Provide Details of plan

2.5

5 5

Yes 5 Annual GDP Growth Annual GDP Growth Annual GDP Growth Annual GDP Growth Annual GDP Growth

0.625 0.625 0.625 0.375 0.25 10 WEIGHTING (a)


% TARGETS (t) *

(Beds) % TENDERED (b)


% TARGETS (t) * 0.25 (Brs)

Refer to charter for definitions of all indicators, sub-indicators and subsub-indicators

Total =

/100

[NOTE : The tenderer must attach the joint venture details (if any)as well as all supporting documents as proof for all tendered values in above tables]

SIGNED ON BEHALF OF TENDERER:____________________________________________________________


3

the south african national roads agency ltd - Sanral

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