Professional Documents
Culture Documents
VicRoads Supplement
to the Austroads Guide to Road 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.
References
AGRD – Austroads Guide to Road Design
GTEP – Guide to Traffic Engineering Practice (superseded)
VRD/RDG – VicRoads Road Design Guidelines (superseded)
AS1742 (2009). Manual of uniform traffic VicRoads (2007). Shoulder Bus Stop
control devices. Guidelines.
Austroads (2006). Austroads Guide to Road VicRoads (2010). Road Design Note 03-02 –
Design – Part 2: Design Considerations. Accessible Trams Stops in Medians.
Austroads (2009). Austroads Guide to Road VicRoads (2010). Road Design Note 03-03 –
Design – Part 3: Geometric Design. Accessible Tram Stops in Safety Zones.
Austroads (2009). Austroads Guide to Road VicRoads (2010). Road Design Note 06-06:
Design – Part 4: Intersections and Guidelines for the Placement of Tactile
Crossings – General. Ground Surface Indicators.
Austroads (2009). Austroads Guide to Road VicRoads (latest). VicRoads Supplement to
Design – Part 4A: Unsignalised and AGRD – Part 2: Design Considerations.
Signalised.
Austroads (latest). VicRoads Supplement to
Austroads (2009). Austroads Guide to Road AGRD – Part 3: Geometric Design.
Design – Part 4C: Interchanges.
Austroads (latest). VicRoads Supplement to
Austroads (2009). Austroads Guide to Road AGRD – Part 4: Intersections and Crossings
Design – Part 6: Roadside Design, Safety & – General.
Barriers.
VicRoads (latest). VicRoads Supplement to
Austroads (2009). Austroads Guide to Road AGRD – Part 4A: Intersections.
Design – Part 6A: Pedestrian & Cyclist
Austroads (latest). Austroads Guide to Road
Paths.
Design – Part 4C: Interchanges.
Austroads (2009). Guide to Traffic
Austroads (latest). Austroads Guide to Road
Management – Part 4: Network
Design – Part 6: Roadside Design, Safety &
Management.
Barriers.
Austroads (2009). Guide to Traffic
Austroads (latest). Austroads Guide to Road
Management – Part 6: Intersections,
Design – Part 6A: Pedestrian & Cyclist
Interchanges and Crossings.
Paths.
DOT (2006). Victorian Planning Provisions –
VicRoads Statutory Planning Guidelines.
Clause 18 Infrastructure, January.
VicRoads Traffic Engineering Manual Volume 1
DOT (2008). Public Transport: Guidelines for
– Traffic Management.
Land Use and Development.
VicRoads Traffic Engineering Manual Volume 2
Eck, R W and Kang S K (1991). Roadway
– Signs and Markings.
Design Standards to Accommodate Low
Clearance Vehicles, TRR 1356, National Victorian Rail Industry Operations Group
Research Council, Canberra, ACT. Standards (2004). Structural Gauge
Envelopes – Minimum clearances for
VicRoads (2005). Cycle Note No. 14:
Infrastructure adjacent to the Railway.
Coloured Surface Treatments for Bicycle
Lanes.
VicRoads (2005). Traffic Management Note
22: Roundabouts and Traffic Signals –
Guidelines for the Selection of Intersection
Control.
VicRoads (2006). Access Management Policy.
VicRoads (2006). Bus Stop Guidelines.
Further information is available for the More than one design vehicle may govern
selection of roundabout and signalised control design of a particular intersection. For
in VicRoads TMN 22 (VicRoads, 2005). example, on roundabouts the swept width
may be designed to suit a semi-trailer and
Table 4.1 the area adjacent to the outer kerb designed
Additional Information to provide clearance for the front overhang of
For the “What Function” section, refer also to a bus. Drainage pits, road furniture and
AGTM Part 4: Network Management, Section extent of full depth pavement are generally
4.1. located to provide clear passage for a 25m
restricted access truck.
4.3 Location of Intersections
Additional Information Large over dimensional (OD) vehicles
VicRoads Access Management Policy generally have all-wheel steering which
(VicRoads, 2006) provides further guidance enables them to negotiate alignments
regarding desirable intersection designed for 19m prime mover and semi-
location/spacing. trailers. Therefore, unless there is an
extraordinary OD vehicle specified, the 19m
VicRoads may determine the appropriate prime mover and semi-trailer may be used as
degree of access according to the road the design vehicle for OD routes.
classification and/or local constraints.
Designers should clarify if intersections on
4.4 Design Speed major arterial routes need to cater for High
VicRoads has no supplementary comments for Productivity Freight Vehicles prior to the
this section. commencement of functional design.
VicRoads Heavy Vehicle Policy Section can be
4.5 Road Cross-section consulted regarding possible routes for these
4.5.2 Traffic Lanes - General vehicles.
Clarification
Victorian practice is to measure lane widths to 5.3 Checking Vehicles
the LINE of kerb. VicRoads has no supplementary comments for
this section.
4.5.2 Traffic Lanes – Lane Widths
Substitute Information 5.4 Restricted Access Vehicles
The distance of 5.0m between kerbs is an VicRoads has no supplementary comments for
absolute minimum, not desirable minimum. this section.
Appendices
Appendix A.1 Access Spacing
Refer to VicRoads Access Management
Policies for further information.
Commentaries
Commentary 7 Warrants & Guides
The Victorian reference for planning, warrants
and design of pedestrian crossings is
VicRoads TEM Volume 1, Section 4.
For give way control, triangle A of Figure Figure VA2.1: Sight Triangles for Give
VA2.1, a driver approaching a level crossing Way and Stop Control
must be able to detect an approaching train
from a point that allows the driver to react
and bring a vehicle to a stop in order to avoid
a collision with the train. If there is no train
within the limits of triangle A, the driver will
be able to continue and safely cross and clear
the level crossing. B B
NO ARE THERE
ADOPT GIVE WAY
OBSTRUCTIONS IN
CONTROL
TRIANGLE A?
YES
NO
Note: Sight distance from the give way/stop line must also be assessed (refer to Figure VA2.3)
Figure VA2.4: Assessment of Sight Distance at the Give Way / Stop Line at a Passive
Level Crossing
CALCULATE SIGHT
AS1742.7
DISTANCE
APPENDIX D
PARAMETER S3
NO ARE THERE
OBSTRUCTIONS IN
TRIANGLE B?
YES
INVESTIGATE
CAN THE NO ALTERNATIVE
OBSTRUCTION BE
TREATMENTS TO
REMOVED?
REDUCE RISK
YES
REMOVE THE
OBSTRUCTION
SPARSE
PARTIAL
PARTIAL
PARTIAL
SIGNIFICANT
SIGNIFICANT
SIGNIFICANT
SIGNIFICANT
B X2L X2R B
A A
X1L
X1R
Table VA3.3 shows the acceptable range of etc.) generally result in only minor variations
angles between the road and railway, for to the range of acceptable angles. However, if
different combinations of vehicle and train in doubt, the viewing angle should be checked
speeds, in order to comply with the above using the specific geometric parameters that
standards for approaches to GIVE WAY apply at the level crossing that is being
controlled level crossings. Figure VA3.2 shows assessed. The table is conservative for
the orientation of the road relative to the unsealed roads.
railway for minimum and maximum angles.
Example
Table VA3.3 is based on a B-double on a two-
lane, two-way sealed road on a level grade Design speed of road vehicle = 80 km/h
approaching a single track level crossing. The Design speed of train = 100 km/h
affects of approach grade and other geometric
factors (road width, width between outer rails
30 65 126 47 141
20 54 134
Note: If there is a horizontal curve on the road approach, the values in the table relate to the angle between the tangent to the
curve from the position of the vehicle (i.e. a distance S1 from the level crossing) and the railway line.
Regardless of whether a level crossing is degrees. STOP control should only be used at
controlled by a STOP or GIVE WAY sign, the angled crossings outside this range if other
maximum sighting angles for the stop treatments are impractical and only after
condition should not be exceeded because of thorough consideration of the risks.
the need to provide for vehicles which have A3.4.3 Ban Trucks
stopped for a passing train. Based on the
If an alternative route is available, a truck
sighting standards specified by AS1742.7, this
ban could be considered. Trucks take longer
means that angle between the road and
to stop, and longer to accelerate and clear a
railway should be no less than 70 degrees
level crossing. In addition, in the event of a
and no greater than 140 degrees. These
crash the outcome is generally more severe
limitations are more restrictive than the
when trucks are involved. Sighting angle
sighting angle requirements that relate to
problems can exacerbate the risks associated
GIVE WAY control.
with trucks. However, it should be noted that
A comparison of the sight triangles shown in the sight restrictions at acute angle crossings
Figure VA3.1 illustrates the higher sighting will also affect other vehicles, such as vans,
angle from the stop line compared to that which have design features that physically
required on the approach to a GIVE WAY sign. restrict the driver’s viewing angle.
An examination of allowable crossing angles Accordingly, treatment options that provide
for the stop condition with those for GIVE acceptable sighting angles are preferred.
WAY control (Table VA3.3) shows that the A3.4.4 Level Crossing Closure
range for the latter is broader than the
Closure of the crossing could be considered
former. This is demonstrated in the case of
where there is a practical alternative and safe
the example presented above. For a vehicle
traffic route.
design speed of 80 km/h and train design
speed of 100 km/h, the minimum crossing A3.4.5 Road Realignment
angle for GIVE WAY control is 42 degrees, Road realignment to change the angle of the
while the minimum for STOP control is 70 crossing is likely to be a realistic option if the
degrees. Furthermore, the maximum cost is relatively low. Otherwise, upgrading
crossing angles are 149 degrees and 140 to active control would be more cost-
degrees for GIVE WAY and STOP control effective.
respectively. The implication is that it is likely A3.4.6 Reduce the Train Speed
that there will be some (possibly many)
existing passive level crossings for which Limiting the speed of trains through acute
sighting angle standards for GIVE WAY angled level crossings can overcome sighting
control can be achieved, but the standard for angle issues on the approach to GIVE WAY
the stop condition cannot (at least not controlled crossings. If the train design speed
without realigning the road at the level is equal to or less than the road vehicle
crossing, which may not be practical or cost- design speed, sighting angles will generally
effective). This is generally not a problem at not be a problem regardless of the crossing
a single track level crossing, but increases the angle. With regards to reducing the train
risk of crashes at multi-track passive level speed, if the road authority considers this
crossings. may be a potential treatment option, it should
be referred to the relevant rail operator for
A3.4 Treatment Options their consideration.
A3.4.1 GIVE WAY Control A3.4.7 Upgrade to Active Control
At acute angled crossings, GIVE WAY control Priority for upgrading from passive to active
is generally preferred to STOP control. control will generally be based on Australian
Accordingly at such crossings every effort Level Crossing Assessment Tool (ALCAM) risk
should be made to ensure that sight triangles scores.
on the approaches to the level crossing are
kept clear so that GIVE WAY control can be A3.4.8 Low Cost Warning Device
used. A low cost warning device would be ideally
suited to acute angle crossings at which other
A3.4.2 STOP Control
low cost treatments are not practical or
A STOP sign may be installed if the sighting effective in reducing risk. Any potential low
angles do not exceed those specified by cost warning devices need to appropriately
AS1742.7– Appendix D, Clause D4 (b). These assessed and approved prior to use. These
sighting angles effectively mean that the devices are currently being researched. This
angle between the road and railway should be document will be updated if options become
within the range of 70 degrees and 140 available.
Figure VA4.1: Typical layout of closely spaced level crossing and intersection
S2 S2
3.5m
S1
Sight Triangle
D
Assumed
decision point
10m