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VicRoads Supplement
to the Austroads Guide to Road Design
Part 3 Geometric Design
NOTE:
This VicRoads Supplement must be read in conjunction with the Austroads Guide to
Road Design.
Reference to any VicRoads or other documentation refers to the latest version as
publicly available on VicRoads website or other external source.
Part 3 Page 1
Section/s
Update
Description of Revision
Authorised By
Rev. 1.0
First Edition
Development of Supplement
Various
Principal Advisor
Road Design, Traffic &
Standards
July 2010
Rev. 1.1
Sept 2010
Rev. 2.0
Section 2.2.7
Livestock Crossings
July 2011
Section 5.3.1
Section 7.1
Compound Curves
Section 7.6.1
Section 8.4.2
Grading Point
Section 8.5.3
Maximum Grades
Section 8.6.3
Section 8.6.5
Sag Curves
Rev 3.0
Section 3.3
Sept 2012
Section 3.4
Section 4.7
Medians
Section 4.4
Verge
Section 4.6
Roadside Drainage
Section 5.2
Sight Distance
Section 7.6
General
Rev. 3.1
Section 4.6
Roadside Drainage
Dec 2012
Section 10.2
General
Principal Advisor
Road Design, Traffic &
Standards
Principal Advisor
Road Design, Traffic &
Standards
Principal Advisor
Road Design, Traffic &
Standards
information,
clarification
or
jurisdiction
specific design information and procedures
which may be used on works financed wholly
or in part by funds from VicRoads beyond that
outlined in the Austroads Guide to Road
Design guides.
Although this publication is believed to be
correct at the time of printing, VicRoads does
not
accept
responsibility
for
any
consequences arising from the information
contained in it. People using the information
should apply, and rely upon, their own skill
and judgement to the particular issue which
they are considering. The procedures set out
will be amended from time to time as found
necessary.
Rev. 3.1 Dec 2012
References
AGRD Austroads Guide to Road Design
AGTM Austroads Guide to Traffic Management
GTEP Guide to Traffic Engineering Practice (superseded)
VRD/RDG VicRoads Road Design Guidelines (superseded)
AS 1428.1 (2009). Design for Access and
Mobility Part 1: General requirements for
access.
AS 1742 (2003). Manual for uniform traffic
control devices.
AS/NZS 2890.1 (2004). Parking Facilities,
Part 1: Off-street car parking.
Austroads (2003). Rural Road Design Guide
AP G1/03 (superseded).
Austroads (2006). Austroads Design Vehicles
and Turning Path Templates AP-G34/06.
Austroads (2006). Austroads Guide to Road
Design Part 2: Design Considerations.
Austroads (2009). Austroads Guide to Road
Design Part 3: Geometric Design.
Austroads (2009). Austroads Guide to Road
Design Part 4: Intersections and
Crossings General.
Austroads (2009). Austroads Guide to Road
Design Part 4A: Unsignalised and Signalised
Intersections.
Part 3 Page 3
Part 3 Page 4
1.0
Introduction
1.1
Purpose
1.2
1.3
Design Criteria
1.4
1.5
Road Safety
2.0
Fundamental Considerations
2.1
General
unusual
treatments
arrangements
inadequate warning
substandard visibility
1.6
Design Process
2.2
Design Parameters
and
traffic
Part 3 Page 5
collisions
with
Intersections
Horizontal curves
1.
2.
3.
4.
As far as possible, avoid locating features which are likely to require trucks
to brake on curves, such as intersections where the main road is on a low
radius curve.
Alternatively, provide truck stopping sight distances.
Reverse curves
Provide either straights 0.6V metres long or spirals between reverse curves
to allow for the spiral tracking of trucks. Where deceleration is required on
the approaches to a lower radius curve, sufficient distance must be
provided to enable truck drivers to react and decelerate.
Compound curves
Spirals
Provide spirals where required for trucks, see AGRD Part 3, Section 7.5.4.
Grades
Sag vertical
curves
Superelevation
Notes
1.
The speed to be used for determining each sight distance referred to in Table V2.1 is the truck
operating speed for the particular direction of travel.
Part 3 Page 6
General Good Practice for all road users catering for the special needs of
motorcyclists
Visibility
Recognition of
layout and clear
definition of
vehicle paths
Adverse crossfall
Compound curves
Avoid using them (warning signs will not overcome the problem).
Skid resistance
Provide adequate skid resistance especially in areas where braking and manoeuvring
is frequently required.
Provide a surface which maintains traction in front of barriers.
Aquaplaning
Lane widening on
curves
Road patches
unsealed patches
on sealed roads
Road patches
sealed, surface
screenings
Parallel grooving
Pavement
markings (paint
or long life)
Adopt pavement markings with the same skid resistance as the rest of the road.
Do not use large areas of it in traffic lanes.
Rubberised crack
sealant
Very slick surface; needs additive for same skid resistance as the rest of the road.
Avoid use where it can be mistaken for lane lines at night or in the wet.
Do not use them in high traffic areas where breaking up of pavers is likely.
Confine them to local roads.
Gravel/loose
material on road
It is normal for gravel to build up on roads. Ensure regular sweeping. Avoid layouts
which lead to it accumulating.
Avoid loose material on curves and corners.
Corrugated and
uneven roads
Avoid changes in the road surface texture or shape in braking areas, and on curves
and corners.
Repair or warn where corrugations can be unexpected.
Pavement edge
drop offs
More critical for motorcyclists as they have no second pair of tyres to keep traction.
Maintain shoulder pavement level or provide smooth transition.
Provide sealed shoulders.
Frost or Ice
conditions
Roadside furniture
Provide adequate clearance from carriageway to posts and poles (especially where
motorcycles need to lean into curves).
Minimise the number posts and poles. Consider soft environmental elements (e.g.
hedges) between the road and roadside objects.
Provide adequate maintenance and replacement of retroreflective devices (signs and
delineation). Delineate the back of signs at critical edges of islands.
Do not use posts or rails which have sharp edges, protrusions or parts which can
entrap a motorcyclist.
Part 3 Page 7
V2.2.11
Alignment Controls
(from RDG 2.4.1.3)
3.2
speed group
operating speed
terrain
cadastral boundaries
historical buildings
geology
costs
aesthetics
3.0
Speed Parameters
3.1
General
3.1 for
Part 3 Page 8
3.3
Terminology
3.4
4.0
Cross Section
4.1
General
4.2
Traffic lanes
3.5 Determining
Operating
Speed
using the Operating Speed Model
VicRoads has no supplementary comments for
this section.
3.6
Because
trucks
can
experience
large
destabilising forces when crossing skew
crowns at speed, only crown lines parallel to
the traffic lanes and located along the lines of
traffic lane edges, are to be used. In the
ramp merge areas of freeways, it may be
necessary to provide a crown between the
through traffic lane and the taper. However it
is preferable to place the crown in the gore
area, so that it does not effectively form a
skew crown for exiting traffic. It is desirable
to minimise the change of crossfall in these
circumstances.
The method of introduction of a single crown
is illustrated on Figure V4.2, and an example
of separate rotation of traffic lanes using two
crown lines is shown on Figure V4.3.
Part 3 Page 9
4.3
Shoulders
Sro1
Sro2
Part 3 Page 11
Sro1
Part 3 Page 12
Sro2
4.4
Verge
Additional Information
(from RDG 3.6.4.1)
Verges are not usually provided in urban
areas where kerb and channel is constructed,
except:
(a) along freeways;
(b) where guard fence is provided. For
details of the placement of other road
furniture, refer to VicRoads TEM Volume
2: Signs and Markings;
(c) along a short fill between adjacent cuts,
where continuity of kerb and channel is
required.
Nature strips or urban borders are typically
constructed in urban areas behind kerb and
channel, in lieu of a verge. Refer to Section
4.11.3 of this Supplement for further
information.
Additional Information
Where the verge is located behind kerb and
channel in fill, the verge slope should be the
same as the pavement abutting the kerb and
channel. If the pavement is falling toward the
kerb (i.e. low side) the verge shall slope away
from the kerb and channel. If the pavement
is falling away from the kerb and channel (i.e.
high side), the verge shall slope towards the
kerb and channel. Adoption of this method
shall assist the transition of an errant vehicle
across the kerb and down the batter by
reducing the rate of slope change of the
ground with appropriate verge rounding
applied.
Verge rounding need not be applied where
safety barriers are being installed.
Traffic lane(1)
Lane/Shoulder
Width (m)
3.5
Comments
Lane width on
interchange ramps
3.5 4.5
Left Shoulder(2)
(sealed for the full
width)
3.0(3)
Median Shoulder(2)
(sealed for the full
width)
3.0(3)
Notes:
1.
2.
3.
Traffic lane widths include lane lines but are exclusive of edge lines.
Shoulder widths may be locally narrowed where there are overpass bridge piers or similar large constraint.
Designers should maintain at least minimum clearances/offsets from traffic lanes to barriers where locally narrowing
shoulders.
A 3.0m wide shoulder enables a truck to stop clear of the traffic lane.
Note:
Where the wearing course is placed on the traffic lane, but not the shoulders (e.g. open graded asphalt), this should
extend for the full width of shoulders on the high sided of superelevation. The wearing course should extend a minimum
of 0.3m beyond the edge line to minimise the risk associated with the edge drop off.
Part 3 Page 13
Lane Widths
(m)
Shoulder
Widths (m)
Sealed
Shoulder (m)
Total Seal
(m)
Carriageway
(m)
Duplicated
Carriageway
2 x 3.5 each
LHS 3.0
RHS 1.0
LHS 3.0
RHS 1.0
11.0 each
11.0(2) each
A
(AADT<1500)
(AADT>1500)
2 x 3.3
2 x 3.5
2.0
2.5
1.5
1.5
9.6
10.0(3)
10.6
12.0(2)
B
(AADT<1500)
(AADT>1500)
2 x 3.3
2 x 3.5(1)
2.0
2.0
0(4)
1
6.6
9.0(3)
10.6(2)
11.0
2 x 3.1
2 x 3.5(1)
2.0
2.0
0(4)
0(4)
6.2
7.0(3)
10.2
11.0
Local access
(51 150)
1 x 4.0
1.5
NA
4.0
7.0
Private access
(1 50)
1 x 3.0
2.0
NA
unsealed
7.0
C(6)
(AADT<1500)
(AADT>1500)
Notes
1.
2.
3.
4.
5.
6.
Where there are more than 500 trucks ADT two way on roads with unsealed shoulders
a. Traffic lanes may be widened to 3.7 m, and
b. Total seal on curves may be widened to provide tracking widths in Table V7.3.
Minimum standard prescribed in Victorias Rural Arterial Road Network Strategy - Draft (VicRoads, 2010).
Where road radius is less than 200 m, sealed width should be increased to provide tracking width in Table V7.3.
1.0m sealed shoulder on designated tourist routes, designated tourist cyclists routes, Principal Freight Network and
where warranted by accident record.
For definitions of M, A, B, C Roads, see Section 2.2 of this Supplement.
On routes less than 200 v.p.d, generally maintain existing pavement and widths on C roads unless upgrading is
warranted by exceptional traffic volumes or by crash records. New works in excess of 100m length will be constructed
to the specified standards.
Part 3 Page 14
Part 3 Page 15
Part 3 Page 16
Part 3 Page 17
4.5
Batters
(b)
(c)
4.6
Roadside Drainage
for
Kerb
and
Channel
on
Structures
(from RDG 3.6.11.9 - modified)
Figure V4.8: Kerb and Channel Types (from RDG Figure 3.6.11.4)
Part 3 Page 19
Minimum clearance
1.8m or as required
for Shared Path.
Refer to AGRD Part
6A for details.
Part 3 Page 20
KERB TYPE
CLEARANCE
Edge of lane to
line of kerb
0-60
HPBK(4)
0.3
0-79
(4)
(km/h)
or SM
80-99
SM
CD4
CD2/CD3
0
1.0
Not permitted
100+
SM
CD4
CD2/CD3
0.8
3.0
Not permitted
SM
0.8
Freeways
Notes:
4.7
Medians
Part 3 Page 21
Part 3 Page 22
8.2m
1m (to <3m)
3m
4m
Absolute Minimum
Minimum
Desirable
Not allowed
Minimum
Allowed
Not allowed
Minimum
Allowed
Not allowed
Minimum
Allowed
Median to be sealed
Required
Assessment*
Assessment*
Required
Assessment*
Assessment*
4-rope system,
non release cable
terminals
4-rope system,
non release
cable terminals
4-rope
system
White
Green
Green
Required
Assessment*
Assessment*
Required when
there is one lane
only adjacent to
barrier
Assessment*
Assessment*
Required
Assessment*
Assessment*
Barrier system
(Test Level TL4 for barrier, TL3 for terminals)
Posts and post cushions colour
Minimum 3.5m traffic lane width adjacent to barrier
Section
3.3
requirements.
for
further
landscaping
4.8
Bicycle Lanes
Advisory Treatments
MINIMUM WIDTH
Traffic separator
2.4 desirable
4.1
5.4
4.12.3 Rural
School bus stops
Refer VicRoads TEM Volume 1, Chapter 10 for
further information regarding school bus
stops.
5.0
Sight Distance
5.1
General
Additional Information
The sight distance required depends on the
characteristics of the driver, the vehicle and
the environment:
Driver:
alertness of driver
Vehicle:
speed of vehicle.
Road Environment:
road surface
smooth or rough
Location
FREEWAYS
Urban
10
Rural fill
10
Rural cut
15
5.2
sealed
or
unsealed,
hard
Correction
Reference to Guide to Road Design Part 4:
Intersections and Crossings General
(Austroads 2009a), 3rd paragraph should
read: Guide to Road Design Part 4A:
Signalised
and
Unsignalised
Intersections (Austroads 2009b)
5.2.2 Driver Reaction Time
Additional Information
Driver Reaction Time
(from Rural Road Design Guide 8.2.3)
A driver reaction time of 2.5 seconds is
desirable for the geometric design of all
roads. However, in mid-block situations
where there is an expectation for increased
driver alertness, such as locations with
additional signs or line marking in an urban
Part 3 Page 25
visual ability;
attention capacity;
contrast sensitivity.
within interchanges
Additional Information
(from RDG 2.4.A.5)
On poorly maintained roads with loose gravel
on the surface, the friction which can be
developed is reduced and stopping distances
increase markedly. On unsealed roads, the
friction factor may vary between 0.05 and
0.40 with the former applying on smooth wet
surfaces and the latter on gravelly dry
surfaces. As it is not practical to design for
the lowest friction factors, the longitudinal
friction factor for unsealed roads is deemed to
be as per Table V5.1. In these circumstances,
designers should take particular care with the
location of intersections to ensure that
adequate stopping sight distances are
available on the approaches.
Table V5.1: Unsealed Road Values
(from RDG Appendix C - 2.3.C.1)
Speed
(km/h)
5.3
30
Coefficient Of Longitudinal
Deceleration For Cars
(d)
UNSEALED ROADS
0.27
40
0.27
50
0.27
60
0.27
70
0.26
80
0.25
90
0.24
5.4 Sight
Curves
Distance
on
Horizontal
Operating
Speed
(km/h)
Car
SSD
(m)
40
Truck
SSD
(m)
Minimum Radius of
Curve
1m
3m
Shoulder
Shoulder
1m
Shoulder
3m
Shoulder
45
92
52
49
109
62
50
62
174
100
69
216
125
60
81
298
172
91
376
217
70
102
473
273
115
601
347
80
126
721
417
145
916
530
90
151
1036
599
172
1344
778
100
179
1455
843
205
1910
1105
110
209
1985
1149
241
2640
1528
120
241
2640
1528
130
275
3438
1990
Notes:
1.
2.
3.
Part 3 Page 27
5.6
5.6.1 General
(from RDG 2.3.2.4)
Small dips may create uncertainty for drivers
if sight distance to pavement is not available,
as the dip could conceal an oncoming vehicle.
For this reason, designers should ensure that
the road pavement is continuously visible for
at least the minimum overtaking sight
distance prescribed in AGRD Part 3, Table
5.7.
5.7
5.8
5.9
Part 3 Page 28
Principles
6.2
Safety Considerations
Additional Information
AGRD Part 3, Figure 6.5: There is a potential
hazard that a driver may attempt to overtake,
unaware that a vehicle is approaching in the
opposite direction.
AGRD Part 3, Figure 6.6: Although shallow
dips are less hazardous, approaching drivers
cannot know whether a dip hides an oncoming vehicle.
AGRD Part 3, Figure 6.7: Avoid dips on long
uniform grades, particularly on straight
alignments.
6.3
Aesthetic Considerations
6.4
Drainage Considerations
Additional Information
V6.4.1 Location of Flat Spots
Drainage of Flat Spots
(from RDG 2.7.7)
Where the grade line of the road is level, a
flat area will occur on the grade line at the
point of level crossfall in the superelevation
development, as shown on Figure V6.1.
Figure V6.1: Contours showing Flat Area
(from RDG Figure 2.7.7.1)
7.4
7.5
Circular Curves
7.0
Horizontal Alignment
7.1
General
Compound Curves
Clarification
When compound curves are being considered,
the smaller radius should not be less than 50
per cent of the larger radius on roads with an
operating speed less than 70 km/h and not
less than 80 per cent of the larger radius on
roads with an operating speed greater than
70 km/h. This relationship between curve
radii also applies to broken back compound
curves. A check should be made to ensure
that there is sufficient superelevation within
the first 10m of the start of the smaller radius
to cater for the road operating speed.
7.2 Horizontal
Procedure
Alignment
Design
7.3
Correction
Table 7.4: Recommended side friction
factors for cars and trucks
The desirable maximum friction factor (f) of
0.11 for trucks at 90km/h in AGRD Part 3
Table 7.4 is incorrect and shall be amended to
0.12.
7.6.1 Minimum Radius Values
Clarification
Superelevation shall be increased on steep
grades to counter the adverse effects of the
combination of downgrade and curvature on
the stability of articulated trucks. The
increased superelevation shall be applied to
both lanes of two-lane two-way roads, but
may be limited to the downgrade on a divided
road.
On roads with downgrades steeper than 3%,
AGRD Part 3 - Equation 8 shall be applied to
increase superelevation in all instances,
including where AGRD Part 3 - Equation 7 has
been used to increase the minimum curve
radius.
Clarification
p. 145 3rd dot point, replace 2nd sentence with
the following:
On roads with downgrades steeper than 3%,
AGRD Part 3 - Equation 7 shall be applied,
where this is not possible, Equation 8 shall
be applied to increase the superelevation. In
either case the side friction factor shall be
calculated to ensure that it achieves the
minimum value for the design vehicle (refer
AGRD Part 3 - Table 7.4).
Tangents
Part 3 Page 29
7.7
Superelevation
Note:
AGRD Part 3, Figure 7.6 is produced from
AGRD Part 3, Figure 7.5 and is provided for
clarification and clearer interpretation of the
speed, radius and superelevation relationship
for rural roads with speeds less than 80km/h.
AGRD Part 3, Figures 7.5 and 7.7 have been
reproduced as full page diagrams in this
Supplement to assist designers to read the
figures clearly.
Part 3 Page 30
Figure 7.5: Rural Roads: Relationship between speed, radius and superelevation and
Urban Roads: Relationship between speed, radius and superelevation (V 90km/h)
(from AGRD Part 3 Figure 7.5)
Part 3 Page 31
Part 3 Page 32
L sd
Lsd
Tro
Sro
TC
TC
Part 3 Page 33
Sro
Sro
Tro
Tro
Lsd
Tro
Part 3 Page 34
Lsd
Lsp/Src
Tro
Lsp/Src
20 - 70
80 - 130
Portion of Superelevation
Runoff Located prior to the
Circular Curve
No. of Lanes Rotated
1
2
3
0.80
0.90
0.90
0.70
0.80
0.85
Part 3 Page 35
Lsd
Explanation of Features:
Location 1
Superelevation development commences in the outer lane at this point.
Location 2
At location 2, the outer traffic lane is level. Between points (1) and (2) the nearside traffic
lane is rotated with the outer shoulder held at 0.05 m/m.
Location 3
At this point the nearside shoulder is level. (This point is obtained graphically after point B at
location 4 has been fixed.)
Location 4
Point B is calculated using the calculated offset of the pavement when the crossfall is 0.03
m/m. The line joining points A and B fixes point 3. It also indicates the rapid rotation rate
used for the shoulder.
Location 5
Location 6
Part 3 Page 36
Lsd
Sro1
Sro2
Explanation of Features:
Location 1
Full superelevation run off length extends into the circular curve as detailed in Table V7.1.
Location 2
Crossfall on the low shoulder is 0.05m/m at this point, and is maintained until point (5).
Location 3
Location (3) At this point crossfall on the high side is 0.03 m/m. The crossfall is then
rotated to provide -0.05m/m at Location (5).
Location 4
Location 5
The traffic lanes are level and the crossfall of each shoulder is 0.05m/m to drain surface
water.
Location 6
Location 7
Location 8
Location 9
Part 3 Page 37
Speed
(km/h)
Radius
40
50
60
70
80
90
100
110
120
130
900
1250
1700
2250
3000
4000
5000
Side friction
factor
0.07
0.07
0.07
0.06
0.06
0.06
0.06
Urban
Radius
80
130
200
300
500
900
-
Existing Urban
(EDD)
(2)
Side friction
factor
0.18
0.18
0.17
0.16
0.13
0.10
-
Radius
(3)
Side friction
factor
0.35
0.35
0.33
0.31
-
40
60
90
120
-
Notes:
1.
May also include temporary roads, side tracks and temporary connections on rural roads and freeways.
2.
Based on half the relevant absolute maximum side friction factor. Urban Road values are acceptable in
the design of roundabouts.
3.
Based on absolute maximum side friction factor. These values are only to be used as EDD. Refer AGRD
Part 2 and AGRD Part 3, Appendix A.4 and VicRoads Supplements to AGRD Part 2 and Part 3 for
requirements regarding the application of EDD.
Note: Does not apply to intersections where higher friction demand may be required.
7.8
Part 3 Page 38
Where:
Where g % 2%
( g 2)
R Rn [1
]
10
Table V7.3: Seal Widths for Long Semi Trailers, two lane roads
(from RDG Table 3.6.1.4(a))
RADIUS
(m)
TRACK WIDTH
(m)
30(4)
Austroads
19m semi
5.0
Austroads
25m semi
7.0
40(4)
4.4
5.9
50(4)
60(4)
70(4)
80(4)
90(4)
100(4)
120
140
160
180
200
250
300
350
400
500
4.0
3.8
3.6
3.4
3.3
3.2
3.1
3.0
3.0
2.9
2.9
2.8
2.8
2.7
2.7
2.7
5.3
4.8
4.6
4.3
4.2
4.0
3.8
3.7
3.6
3.5
3.4
3.3
3.2
3.1
3.0
3.0
TOTAL
CLEARANCE(1)
(m)
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.1
1.1
1.1
1.1
1.1
1.0
DESIRABLE
SEALED WIDTH(2,3)
(m)
Austroads
Austroads
19m semi
25m semi
6.2*
8.2
5.6
7.1
5.2
5.0
4.8
4.6
4.5
4.4
4.3
4.2
4.2
4.1
4.0
3.9
3.9
3.8
3.8
3.7
6.5
6.0
5.8
5.5
5.4
5.2
5.0
4.9
4.8
4.7
4.5
4.4
4.3
4.2
4.1
4.0
Notes:
1.
Allows 0.3m clearance on each side of the vehicle, plus a dynamic clearance based on 0.343 V/R(0.5)
AASHTO 1990
2.
Painted lane widths shall not exceed 4.0m. Achieve required total width by using full depth sealed
shoulders for trucks.
3.
Clearances between traffic lanes and kerbs are shown on Table V4.3
4.
8.0
Vertical Alignment
8.1
General
8.2
Vertical Controls
Substitute Table
Table
V8.1
clarifies
VicRoads
vertical
clearance requirements for structures over
roadways.
Part 3 Page 39
Table V8.1: Typical minimum vertical clearances over roadways and pedestrian/cycle
paths (adapted from RDG Figure 2.5.1)
Location
5.4
(1)
5.4
(1)
Other roads
4.7
(1) (2)
5.9
(1) (5)
Pedestrian bridges
Pedestrian footpaths/subways
2.4
Bicycle paths
2.7
Railways
- measured from top of rail
Freight routes (non-electrified)
Suburban lines (electrified)
4.8 - 7.1
5.75 - 5.9
(3)
Tramways
(3)
Electricity Cables
500 kV
220 kV
5.3
5.07 to 5.64
(4)
17.0
14.5
Notes:
1.
2.
Provided there is an alternative route that provides 5.4m clearance. Subject to VicRoads approval.
3.
Designers shall confirm railway and tram clearance requirements with the Victorian Rail Industry
Operators Group Standards (VRIOGS) available on the Victorian Department of Transport website.
4.
Designers shall confirm all clearances with the responsible electrical authority. Refer AGRD Part 3
Commentary 20 for additional information.
5.
For Over Dimensional routes where no alternative is available the minimum clearance should be 6.5m
(from AGRD Part 3 Table 8.1).
Additional Information
Clearances to Structures and Services
(from RDG 2.5.4.3)
Pedestrian Bridges
Pedestrian bridges are lighter and more
vulnerable to damage by trucks than road
bridges. For this reason an additional 0.2m
vertical clearance shall be provided as per
Table V8.1. Minimum vertical clearances
beneath pedestrian bridges extend over any
potentially trafficable terrain between the
road and the nearest pier or abutment as
shown on Figure V8.1.
Part 3 Page 40
Notes:
1.
The structural depth used must include provision for an asphalt overlay where this is a
design requirement. The structural depth must also include any significant deflections
associated with loading and temperature changes. Structural depth should be confirmed
with bridge designers.
2.
An additional 0.1m is to be provided if the structural depth has not been finalised.
Part 3 Page 41
8.3
Grading Procedure
8.4
Grading Point
Additional Information
(from RDG 2.5.4.5)
Old pavements can be rehabilitated in a
number of ways depending on the condition
of the road and the standard required. On
surfaces which are deformed, an overlay of
varying thickness may be provided to
reinstate the surface to an acceptable
condition. The varying thickness pavement
material layer is known as a resheet.
8.5
Part 3 Page 42
Grades
8.6
Vertical Curves
8.6.1 General
Additional Information
(from RDG 2.5.A.3)
Limitations on the use of K values
K is used because it enables vertical curves to
be specified with a single parameter. It does,
however, have the following limitations:
Part 3 Page 43
Figure V8.4: Crest Vertical Curve Lengths (Based on stopping sight distance for cars)
(from RDG Appendix A Figure 2.5.A.3(c))
vertical lines
grade change
warrant the
curve. These
are shown in
2.
L 2S
3.
200
A
h1 h2
Part 3 Page 44
2.
Additional Information
(from RDG 2.5.7.3)
The provision of the usual vertical curves on
resheet projects can be costly. For this
reason, it is acceptable to adopt the shorter
vertical curves in Table V8.3. These curves
were developed to limit vertical accelerations
to 0.02g with no special provision made to
avoid unsightly kinks. With reconstruction
work, the site should be inspected prior to
design so as to identify any locations which
look unsightly. Longer vertical curves then
may be used for aesthetic purposes.
8.7
Earthworks
Part 3 Page 45
9.0
Auxiliary lanes
9.2
9.1
General
9.3
9.4
0.2
0
0
0
0
0
0
0
0
0
0.4
0
0
0
0
0
0
0
20
20
0.6
0
0
0
0
0
20
30
30
30
Overtaking Lanes
9.4.1 General
Additional Information
(from RDG 2.8.2)
Design procedure of overtaking lanes
Step 1
(a) Obtain road geometric information and
identify sections having sight distances
greater than or equal to desirable or
minimum overtaking sight distance as
specified on AGRD Part 3, Table 5.7 and
AGRD Part 3, Table 5.8.
(b) Obtain traffic count and accident data for
the section under investigation.
(c) Optionally, if an economic analysis is to
be made, obtain rates for construction
costs.
Step 2
(a) Review warrants for overtaking lanes.
Refer AGRD Part 3, Section 9.4.1
Overtaking Lanes, General - Warrants;
(b) Optionally, estimate the cost of widening
along the road with respect to the
location. Refer AGRD Part 3, Section
9.4.1 Overtaking Lanes, General Location.
Step 3
Define each overtaking zone and calculate the
percentage overtaking zone (refer AGRD Part
3, Section 5.6.4).
Part 3 Page 46
2.5
20
25
40
50
60
80
100
120
140
3.0
20
30
40
60
80
100
120
140
170
3.5
20
40
50
70
90
110
140
170
200
Step 4
For each road section, plot the percentage
overtaking zone and the opposing traffic
volume on the overtaking lane warrant graph
(Figure V9.1 and V9.2 refer below).
Step 5
Investigate the warrants for climbing lanes
(refer AGRD Part 3, Section 9.5). If no
warrants for overtaking lanes or climbing
lanes have been established, the investigation
may stop.
Step 6
Select
the
appropriate
locations
for
overtaking lanes, using the advice on spacing
from AGRD Part 3, Section 9.4.1 Spacing, the
type of layout from AGRD Part 3 Figure 9.1
and Section 9.4.1 of this Supplement, and the
location of climbing lanes from AGRD Part 3,
Section 9.4.1 Location and other relevant
areas of this Supplement.
Step 7
Evaluate the effects of the overtaking lane(s)
and make adjustments to optimise cost
effectiveness.
Step 8
Select the appropriate data for detailed
design from AGRD Part 3, Section 9.9.
Additional Information AGRD Part 3, Table 9.1
(from RDG Figure 2.8.1 and Figure 2.8.2)
Refer Figures V9.1, V9.2(a) and V9.3(b).
Rev. 3.0 Sept 2012
Notes:
A = no overtaking lane required
B = overtaking lanes are warranted
C = lane warranted, duplication should be considered.
Part 3 Page 47
Part 3 Page 48
on
the
Part 3 Page 49
9.5
Climbing Lanes
9.5.1 General
Additional Information
(from RDG 2.8.5.7)
Climbing lanes commonly occur in the
overlapping lane before configuration, see
Figure V9.4. The geometric details are shown
on Figure V9.5.
Part 3 Page 50
9.6
9.9
Geometric Requirements
9.9.2 Tapers
Clarification
AGRD Part 3 states turnout width of 3.7m is
to be used. This shall read 3.5m.
Additional Information
Details
Diverge Taper
100m (min)
250m (min)
9.7
Lane Widths
3.5m
Merge Taper
165m (desirable)
9.8
Descending Lanes
Carriageway Requirements
Along lane
Minimum length
excluding taper
Part 3 Page 51
Additional Information
(from RDG 2.8.4.6)
The preferred practice for overtaking lanes is
to widen the road on the left hand side
viewed in the direction of traffic flow. When
all or part of the widening must be developed
on the opposite side, a driver could
inadvertently
stray
into
the
opposing
overtaking lane particularly when the road is
wet and the line marking is not distinct. A
driver can also be forced into the opposing
lane if a vehicle in the left lane fails to give
way. In view of this potential hazard, the
painted island should act as a refuge for any
vehicles caught in this way. To allow for
braking from 100 km/h, the painted island
should be at least 2.5m wide 100m from the
start of the painted section as shown on
Figure V9.6.
Commentaries
The
following
commentaries
are
not
referenced in the text and may be associated
with the identified sections in AGRD Part 3:
Commentary 1 refers to Section 3.1.
Commentary 2 refers to Section 3.2.4.
Commentary 5 refers to Section 4.2.4.
Commentary 6 refers to Section 4.2.4.
References
VicRoads has no supplementary comments for
this section.
Part 3 Page 53
Appendices
Appendix F
(from RDG Part 2 Appendix F4)
Appendix A Extended
Design
Domain
(EDD) for Geometric Road Design
Refer to the
information
following
for
additional
Appendix G
Correction reference to Appendix F in
Section 8.6.2 should read Appendix G.
Appendix E
Additional Information
(from RDG Part 2.7)
The following figures (Figure VE1.1, Figure
VE1.2(a) and Figure VE1.2(b)) are provided
as additional cases for the design of reverse
curves.
Lsd1 / S ro1
Lsd2 / Sr o2
Sro1
Part 3 Page 54
Sro2
Lsp2 / Sro2
Sro
Sro
Sro
Part 3 Page 55
Appendix F
(Additional information)
Ks
spiral constant.
at
P.C
T.S. =
S.C. =
superelevation in percent.
Lsp
L
RL
x, y
xc, yc =
, S =
, c =
Part 3 Page 56
VF1.2
EULER SPIRAL
=
=
constant
Ks
Where
L
RL
2.
Notes
1.
2.
Part 3 Page 57
VF1.3
List of Spiral Equations
(from RDG 2.4.D.3)
Part 3 Page 58