VicRoadsSupplementtoAGRDPart3GeometricDesign PDF

VicRoads Supplement to Austroads Guide to Road Design Part 3
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.
Rev. 3.1 Dec 2012
Part 3 Page 1
VicRoads Supplement to the Austroads Guide to Road Design

Updates Record
Part 3 Geometric Design
Rev. No.
Date Released
Section/s
Update
Description of Revision
Authorised By
Rev. 1.0
First Edition
Development of Supplement
ED Network & Asset

Planning
Various
Minor changes to text, references

and layouts.
Principal Advisor
Road Design, Traffic &
Standards
July 2010
Rev. 1.1
Sept 2010
Figure 5.1 & figures in table updated
Rev. 2.0
Section 2.2.7
Livestock Crossings
July 2011
Section 5.3.1
Car Stopping Sight Distance
Section 7.1
Compound Curves
Section 7.6.1
Minimum Radius Curves
Section 8.4.2
Grading Point
Section 8.5.3
Maximum Grades
Section 8.6.3
Crest Vertical Curves
Section 8.6.5
Sag Curves
Rev 3.0
Section 3.3
Operating Speeds on Urban Roads
Sept 2012
Section 3.4
Operating Speeds on Rural Roads
Section 4.7
Medians
Section 4.4
Verge
Section 4.6
Roadside Drainage
Section 5.2
Sight Distance
Section 7.6
Side Friction & Minimum Curve
General
General edits & corrections
Rev. 3.1
Section 4.6
Roadside Drainage
Dec 2012
Section 10.2
Bridge Cross Section
General
General edits & corrections
COPYRIGHT 2010 ROADS CORPORATION.

This document is copyright. No part of it can
be used, amended or reproduced by any
process without written permission of the
Principal Road Design Engineer of the Roads
Corporation Victoria.
ISBN 978-0-7311-9152-9
VRPIN 02664
This
VicRoads
Supplement
has
been
developed by VicRoads Technical Services and
authorised by the Executive Director Policy
and Programs.
The VicRoads Supplement to the Austroads
Guide to Road Design provides additional
Part 3 Page 2
Principal Advisor
Standards
Principal Advisor
Standards
Principal Advisor
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.
Design Part 3: Geometric Design.
Design Part 4: Intersections and
Crossings General.
Design Part 4A: Unsignalised and Signalised
Intersections.

Design Part 4B: Roundabouts.

Design Part 4C: Interchanges.

Design Part 5: Drainage Design.
Design Part 6: Roadside Design, Safety
and Barriers.
Design Part 6B: Roadside Environment.
DOT (2004). Victorian Rail Industry Operators
Group Standards VRTOGs 0001.
Giummarra. G (2009). Unsealed Roads
Manual, Guidelines to Good Practice 3rd
Edition.
VicRoads (2007). Oversize and Over

Dimensional Special Purpose Vehicles.
VicRoads (2007). Oversize Load Carrying
Vehicle.
VicRoads (2008). Making roads motorcycle
friendly A guide for road design,
construction and maintenance.
VicRoads (latest). RDN 06-06: Guidelines for
the Placement of Tactile Ground Surface
Indicators.
VicRoads (latest). VicRoads Supplement to
AGRD Part 2
Austroads (latest). VicRoads Supplement to
AGRD Part 3: Geometric Design.
VicRoads (latest). VicRoads Supplements to
AGRD Part 4, Part 4A, Part 4B and Part 4C.
AGRD Part 5: Drainage Design.
AGRD Part 6
AGRD Part 6B
VicRoads (Draft 2010). Victorias Rural
Arterial Road Network Strategy.
VicRoads (various).VicRoads Standard
Drawings for Roadworks.
VicRoads (web site). Guidelines for the
Movement of Overdimensional and
Overmass Vehicles.
VicRoads Traffic Engineering Manual Volume 1
Traffic Management.
VicRoads Traffic Engineering Manual Volume 2
Signs and Markings.
Vic. Govt. (2004). Code of Practice for the
Management of Road and Utility
Infrastructure in Road Reserves.
Street Works Coordination Committee (1995).

Coordination of Street Works - Code of
Practice.
VicRoads (2003). Road Design Guidelines
Part 7: Drainage Design (latest version).
VicRoads (2004). Cycle Notes No. 13: Wide
Kerbside Line Markings.
VicRoads (2006). Access Management Policy.
Rev. 3.1 Dec 2012
Part 3 Page 3
Part 3 Page 4
Rev. 3.1 Dec 2012
1.0
Introduction
1.1
Purpose
Roads are two-lane two way roads which

serve the same role as M roads but carry
less traffic.
Roads provide the primary link between

major regions not served by A roads,
and also highly significant tourism
regions.
Roads provide the more important links

between other centres of populations,
and between these centres and the
primary transport network.
VicRoads has no supplementary comments for

this section.
1.2
Scope of this Part

this section.
1.3
Design Criteria
Refer to VicRoads Supplement to Austroads

Guide to Road Design (AGRD) Part 2, Section
2.3 for VicRoads approved policy and process
regarding the use of Extended Design Domain
(EDD).
1.4
Objectives of Geometric Design

this section.
1.5
Road Safety
2.2.5 Design Vehicle

Refer to VicRoads Supplement to AGRD Part
4, Section 5.2 for further information
regarding choice and application of Design
Vehicles in Victoria.
Design Considerations for Trucks
(from RDG 2.2.5.1)
Refer to Table V2.1 for design considerations
for trucks.
Design Considerations for Motorcycles
(from RDG 2.2.5.2)

this section.
Refer to Making roads motorcycle friendly A

guide for road design, construction and
maintenance
(VicRoads,
2008).
This
document provides guidance on how VicRoads
should develop motorcycle friendly designs
and discusses the principles that should be
addressed for the various aspects of a design.
2.0
Fundamental Considerations
Motorcyclists are more vulnerable than most

other road users to:
2.1
General
surprises in alignment or layout
unusual
treatments
arrangements
complex decision making tasks imposed

by layouts
inadequate warning
misleading or conflicting information
inadequate delineation and guidance
substandard visibility
an unforgiving roadside environment.

this section.
1.6
Design Process

this section.
2.2
Design Parameters
2.2.2 Road Classification

VicRoads uses a functional classification
system for its rural arterial road network.
Four classifications are provided which include
M, A, B, C. The classification reflects both the
function and standard of the road. These
classifications are also used in the state route
numbering scheme. Refer VicRoads Traffic
Engineering Manual (TEM) Volume 1
Chapter 1.
M
Roads are duplicated freeways or

expressways connecting the capital cities
and major provincial centres, and linking
major centres of production with
Victoria's export terminals;
and
traffic
Five basic motorcycle safety needs during

design,
construction,
maintenance
and
management of a road are set out below.
Refer to Table V2.2 for examples of good
practice of how these can be achieved.
(a) The need to stay in control and stay
upright on the vehicle.
(b) The need to stay on the carriageway.
Rev. 3.1 Dec 2012
Part 3 Page 5
(c) The need to avoid collisions with other

road users.
(d) The need to avoid
roadside objects.
collisions
with
(e) The need to survive (minimise injury) if

fallen from the motorcycle.
2.2.7 Access Management

Refer to VicRoads Access Management Policy
(VicRoads, 2006) for further guidance.
Refer to VicRoads Supplement to AGRD Part
6B, Section V2.2.4 for further information
regarding livestock access.
Refer to VicRoads Supplement to AGRD Part 6

for further information regarding safety
barrier considerations for motorcyclists.
Table V2.1: Provision for Trucks Checklist
(from RDG Table 2.2.7(b))
LOCATION
Intersections
Horizontal curves
PROVISION FOR TRUCKS
1.
Provide for the swept paths of trucks. Refer to Austroads Design

Vehicles and Turning Path Templates.
2.
Provide sufficient stopping distance (lateral sight distance restrictions

are often critical).
3.
Provide sufficient sight distances to allow trucks to turn safely on each

road.
4.
Provide radii appropriate for the turning speeds of trucks.
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
If deceleration is likely to be required, allow sufficient distance for truck

drivers to react and decelerate.
Spirals
Provide spirals where required for trucks, see AGRD Part 3, Section 7.5.4.
Grades
Provide sufficient signs to warn truck drivers of steep downhill grades.

Provide adequate sight distance on approaches to curves on steep downhill
grades.
Sag vertical
curves
Provide stopping sight distance and adequate clearance beneath

overpasses.
Superelevation
Avoid adverse superelevation wherever practicable.

Check that superelevation has been increased on downgrades.
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
Rev. 3.1 Dec 2012
Table V2.2: Good Design Practice for Motorcyclist Safety

(adapted from GTEP Part 15)
Issue
General Good Practice for all road users catering for the special needs of
motorcyclists
Visibility
More critical for motorcycles. Reduce the incidence of hard braking.

Achieve and maintain sight distance standards. Clear vegetation from sight lines on
inside of curves.
Recognition of
layout and clear
definition of
vehicle paths
Avoid surprises or dangerous combinations of geometric elements.

Maintain a high standard of delineation and pavement markings.
Do not use kerbing colours which blend in, especially on islands and protrusions.
Adverse crossfall
Avoid it as much as possible. Where unavoidable keep within limits of design

guidelines.
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
Design the alignment and/or drainage to drain water away promptly.
Lane widening on
curves
Important to follow established guidelines as motorcycles lean into curves.
Road patches
unsealed patches
on sealed roads
Creates a slick surface when wet. Must give standard warning.
Road patches
sealed, surface
screenings
Gravel leads to loss of traction.

Must give standard warning.
Sweep gravel off road
Parallel grooving
Do not use it. Apply transverse 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.
Pavers within the

carriageway
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.
Spray off roads in

wet weather
More critical for motorcyclists as they have no windscreen wipers.

Provide adequate surface drainage. Use low spray surface texture.
Frost or Ice
conditions
Warn of slippery conditions when frosty or where ice may be present.
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.
Rev. 3.1 Dec 2012
Part 3 Page 7
V2.2.11
Alignment Controls
(from RDG 2.4.1.3)
3.2
Before setting out a proposed alignment, it is

necessary to identify any controls on its
position. Mandatory controls are those which
for legal, environmental or economic reasons
are not to be changed. Discretionary controls
are those which it is desirable to observe, but
which may be altered when the alignment is
being reviewed and optimised between
conflicting objectives. The designer should
request clear directions from the client on
each project as to which controls are to be
regarded as mandatory and which are
discretionary.
The principal controls influencing alignments
include:
speed group
operating speed
terrain
cadastral boundaries
planning scheme boundaries
matching to existing roads or access

points
significant stream crossings
historical buildings
cultural heritage sites
environmentally sensitive sites
geology
providing appropriate sight distances
providing overtaking opportunities
costs
aesthetics
major utility services
3.0
Speed Parameters
3.1
General
3.1 for

this section.
Part 3 Page 8

this section.
3.3
Operating Speeds on Urban Roads
3.3.1 Melbourne Arterial Road Network

Speed surveys are carried out twice per year
on the arterial road network in the Melbourne
metropolitan area. In 1994, 48 locations (24
sites x 2 directions) were selected for
inclusion in the survey. During the period
2002 to 2005 another 28 additional locations
(14 sites x 2 directions) were added to the
survey program. The sites are grouped by
speed limit, their previous speed limit and
whether the carriageways are divided or
undivided.
Review of survey results indicates that a
significant reduction of operating speed
occurred on the network between 2000 and
2004 and that operating speed has effectively
stabilised at very close to the posted speed
limit (as at 2012).
On low and intermediate speed roads,

operating speeds are constrained by the radii
of curves, and care shall be taken to ensure
that radii used are compatible with the 85th
percentile operating speed of traffic. Refer
AGRD Part 3, Section 3.
Refer to AGRD Part 2, Section
checklist of design considerations.
Terminology
Adoption of an Operating Speed equivalent to

the posted speed limit for design purposes in
the Melbourne metropolitan area for arterial
roads is considered acceptable.
3.3.2 Metropolitan Freeways/Motorways
A review of speed study results for these
roads does not indicate the same change in
driver behaviour as was demonstrated on the
urban arterial network. An Operating Speed
of 10km/h greater than the posted speed
limit should be adopted for metropolitan
freeways/ motorways.
When necessary, a risk-based approach using
the available speed data may be adopted to
assist in choosing an appropriate Operating
Speed (less than 10 km/h greater than the
posted speed limit) for a project where design
controls warrant an alternative approach to
ensure that a value-for-money design
solution can be developed. The Extended
Design Domain (EDD) approval process
included in VicRoads Supplement to AGRD
Part 2 should be used to document decisions
made to adopt Operating Speed less than 10
km/h greater than the posted speed limit for
existing metropolitan freeways/motorways.
3.4
Operating Speeds on Rural Roads
3.4.1 Major Rural Cities

The VicRoads speed survey currently does not
include monitoring of major arterial roads
located in major rural cities (i.e. Geelong,
Ballarat etc.). It might be considered
Rev. 3.1 Dec 2012
reasonable that a similar approach to the

Melbourne metropolitan area be adopted for
major rural cities that have an established
arterial network and an appropriate speed
enforcement program. Appropriate judgement
is needed when considering adoption of
Operating Speed equivalent to the posted
speed limit in major rural cities. Such
decisions should be supported by analysis of
results from an appropriate speed survey.
3.4.2 Rural Highways and
Intermediate/High Speed Rural Roads
A review of speed study results for these
roads does not indicate the same change in
driver behaviour as was demonstrated on the
urban arterial network. An Operating Speed
of 10km/h greater than the posted speed
limit should be adopted for rural highways
and high speed rural roads.
When necessary, a risk-based approach using
the available speed data may be adopted to
assist in choosing an appropriate Operating
Speed (less than 10 km/h greater than the
posted speed limit) for a project where design
controls warrant an alternative approach to
ensure that a value-for-money design
solution can be developed. The Extended
Design Domain (EDD) approval process
included in VicRoads Supplement to AGRD
Part 2 should be used to document decisions
made to adopt Operating Speed less than 10
km/h greater than the posted speed limit for
existing rural highways and intermediate/high
speed rural roads.
4.0
Cross Section
4.1
General
4.1.1 Functional Classification of Road

Network
VicRoads uses a functional classification
system for its rural arterial road network.
Four classifications are provided which include
M, A, B, C. Refer Section 2.2.2 of this
Supplement and VicRoads TEM Volume 1,
Chapter 1.
4.2
Traffic lanes
4.2.3 Crown Lines

(from RDG 2.7.7.3)
One or more crown lines may be introduced
on wide, flat pavements where flow depths
exceed desirable limits. The function of the
crown is to decrease the length of drainage
surface flow paths, thereby reducing the
depth of water on the pavement, as shown on
Figure V4.1. In this example, the crown
reduces the flow path by 45%.
Figure V4.1: Effect of Additional Crown
on Water Flow Path
(from RDG Figure 2.7.7.3)
3.5 Determining
Operating
Speed
using the Operating Speed Model
this section.
3.6
Operating Speed of Trucks

this section.
3.7 Operating Speed for Temporary

Works (including Sidetracks)
Temporary lane shifts for roadworks are to be
designed to the relevant required operating
speed of the road when worksite speed limits
are not enforced. The design of the lane shift
should also consider tracking widths for the
appropriate design vehicles.
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.
Rev. 3.1 Dec 2012
Part 3 Page 9
In all cases which introduce additional crown

lines, cross-sections, contour diagrams and a
diagram showing the water flow paths should
be prepared so that flat spots can be
identified and lengths of flow paths measured
for computation of drainage surface flow
depth.
4.2.4 Traffic Lane Widths
Victorian traffic lane widths are measured to
the line of kerb. Refer Section 4.6.4 of this
Supplement for clearances from line of kerb
to traffic lanes for different kerb types.
For seal width requirements and widening on
horizontal curves for truck tracking refer
Section 7.9 of this Supplement.
The use of lanes wider than 4.6m is generally
not favoured because of the possibility of two
cars travelling side by side. Wider lane widths
may be required within intersections for truck
tracking purposes.
Where a temporary track is placed on a
tightly curved alignment, 4.0m minimum
width should be provided for each lane and
the remainder of the width should be
provided by means of a full depth sealed
shoulder.
4.2.5 Urban Road Widths
VicRoads accepts lane width values as per
AGRD Part 3, Table 4.3. Table V4.1 provides
VicRoads Urban Freeway lane and shoulder
widths.
Where a Freeway Management
System is installed, narrower shoulder widths
may be considered as discussed in AGRD Part
3, Appendix A.
Figures V4.4 and V4.5 are provided for
general guidance and show cross sections
commonly adopted in Victoria for various road
types. Cross section requirements for specific
projects
should
be
confirmed
during
preparation of the functional design.
Figures V4.4 and V4.6 are provided for

general guidance and show cross sections
commonly adopted in Victoria for various road
types. Cross section requirements for specific
projects
should
be
confirmed
during
preparation of the functional design.
V4.2.7
Over Dimensional (OD) Vehicles
For further information regarding Over

Dimensional (OD) vehicles refer to VicRoads
guidelines for Oversize Load Carrying Vehicles
(VicRoads, 2007) and Oversize and Overmass
Special Purpose Vehicles (VicRoads, 2007) for
specific requirements.
4.3
Shoulders
4.3.3 Shoulder Sealing

Refer to Table V4.2 in Section 4.2.6 of this
Supplement for sealed shoulder widths.
Additional Information
(from RDG 3.6.2)
All M roads shall have full depth, full width
shoulders. All A roads shall have shoulders
partially sealed to 1.5m width. B roads may
have shoulders sealed to 1.0m on sections
which have a demonstrated record of run-offroad accidents. Consideration should be given
to providing 1.0m sealed shoulders on the
outside of curves on C roads.
Sealed shoulders reduce accident rates and
there are road safety benefits where
shoulders are sealed for 1.5m width. Fully or
partly
sealed
shoulders
offer
further
advantages for the longevity of the
pavement, which should be considered when
designing new construction or widenings. A
full width seal should be considered where
long vehicles are expected to track over the
shoulders.
4.2.6 Rural Road Widths

Refer Section 2.2.2 and Section 4.1.1 of this
Supplement for further information regarding
functional classification and traffic lane widths
to be adopted on Victorian Rural Road
Network.
M, A and B roads will have a distinctive
appearance based on the minimum widths of
carriageway elements.
For C roads and unclassified roads, the widths
of
cross
section
elements
for
new
construction are mainly determined by traffic
volume. The widths of carriageways are
summarised in Table V4.2.
Part 3 Page 10
Rev. 3.1 Dec 2012
Figure V4.2: Additional Crown Line

(from RDG Figure 2.7.10)
It can be seen that the flow path is reduced and the flat spot is at the edge of pavement where it
is less likely to be a problem than a corresponding flat spot within the traffic lanes.
Sro1
Rev. 3.1 Dec 2012
Sro2
Part 3 Page 11
Figure V4.3: Two crown lines

As shown in Figure V4.3 the flat spot is at the edge of pavement where it is unlikely to create a
problem and the flow paths are all relatively short.
Sro1
Part 3 Page 12
Sro2
Rev. 3.1 Dec 2012
4.4
4.4.3 Verge Slopes
Verge
(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.
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.
Table V4.1: Urban Freeway Widths

Element
Traffic lane(1)
Lane/Shoulder
Width (m)
3.5
Comments
General traffic lane width
Lane width on
interchange ramps
3.5 4.5
Range of lane widths on interchange ramps (refer

VicRoads Supplement to AGRD Part 4C for freeway
ramp widths)
Left Shoulder(2)
(sealed for the full
width)
3.0(3)
Minimum shoulder width adjacent to a safety barrier

Minimum shoulder widths on freeways of 3 or more
lanes
Median Shoulder(2)
(sealed for the full
width)
3.0(3)
Minimum shoulder width adjacent to a safety barrier

Minimum shoulder widths on freeways of 3 or more
lanes
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.
Rev. 3.1 Dec 2012
Part 3 Page 13
Table V4.2: Widths of Rural Carriageway Elements

(from RDG Table 3.6.3)
Classification
and (AADT)
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
Rev. 3.1 Dec 2012
Figure V4.4: Typical Freeway Cross Sections

Rev. 3.1 Dec 2012
Part 3 Page 15
Figure V4.5: Typical Urban Road Cross Sections

Part 3 Page 16
Rev. 3.1 Dec 2012
Figure V4.6: Typical Rural Road Cross Sections

Rev. 3.1 Dec 2012
Part 3 Page 17
Figure V4.7: Straight and Tapered Catchlines

4.5
Batters
(from RDG 3.6.6.2)

The batter may have a uniform slope, or may
have a uniform or tapered offset called a
catchline, which results in variable slopes.
Catchlines are commonly used in the
transition of the batter slopes from cut to fill
to improve aesthetics. Where an embankment
intersects
a
steep
escarpment,
the
appearance can be improved by the use of a
straight tapered catchline, see Figure V4.7.
Batter Types
(from RDG 3.6.6.2)
There are three basic types of batter:
(a)
the cut or fill batter is the surface

which connects the design earthworks
surface to the natural surface;
(b)
the table drain batter is the slope

which connects the left hand shoulder
or verge to the table drain;
(c)
the median batter is the slope which

connects the right hand verge to the
median drain.
No batter shall be designed steeper than the

stable slope in the natural material, unless
slope reinforcement and drainage is properly
catered for.
Generally, flatter batter slopes are safer,
Part 3 Page 18
more resistant to erosion, easier to maintain

and have better appearance. Fill batter slopes
of minimum 4:1 / desirable 6:1 or flatter
should be provided wherever possible. Where
truck volumes are high, embankment slopes
flatter than 6:1 are desirable.
4.6
Roadside Drainage
Refer VicRoads Standard Drawings

Roadworks SD1521 and SD1531.
for
Catch Drain Type A may be used where the

natural materials are not dispersible and
erodible. The minimum practical width for
construction of a flat bottomed drain is 2m,
but 2.5m is preferable. Catch Drain Type B
may be used for small flows in non-erodible
materials. The mounded catch drain shall be
used above cut batters where the natural
material is erodible, or wherever it is
necessary to achieve minimum disturbance of
existing vegetation.
4.6.4 Kerb and channel
For Pram Crossing details refer AGRD Part 4,
Section 8.2.4, Australian Standard AS 1428.1
and RDN 06-06.
Kerb & Channel Types
(from RDG 3.6.11.4)
There are four basic types of kerb, kerb and
channel or channel combinations:
Rev. 3.1 Dec 2012
(a) Fully Mountable Kerb

(b) Semi-Mountable Kerb
(c) Barrier Kerbs
(d) Channels
Examples of each type are illustrated in
Figure V4.8. For dimensions of kerbs and kerb
terminals
refer
to
VicRoads
Standard
Drawings for Roadworks, SD2001, SD2002,
SD2011, SD2012 and SD2021.
Mountable Kerb and Channel
(from RDG 3.6.11.5)
Mountable kerb is suitable for:
the outside of curves on interchange

ramps;
on the approach noses of traffic islands

which are likely to be trafficked;
types M4, M5, M6 on SD2001 are for

separation of normal traffic lanes from
special areas intended for use by long or
over dimensional vehicles in medians or
on roundabouts. These shall not be
placed where pedestrians or cyclists will
cross the kerb, as they could pose a
tripping hazard.
rail combination may form a ramp to launch

an errant vehicle.
Barrier kerb is suitable for:
drainage behind guardrail;
car parks, shopping areas;
matching into council kerbing;
under or close to bridge railing;
indented bus bays.
Channels (from RDG 3.6.11.8)

Channel types CD2 to CD4 have more
drainage capacity than kerb and channel, and
may be used as a catch drain adjacent to the
high side of carriageway provided that the
specified clearance is provided to the nearest
traffic lane.
The curved channels CD2 and CD3 could
create steering problems, and CD4 channel
could create tripping problems. For this
reason these channels should not be located
adjacent to or close to the edge of traffic
lanes. As vehicles can roll when tripped at
relatively low speeds, other options should be
considered before channels are located on the
outside of curves.
Barrier Kerbs (from RDG 3.6.11.7)
Kerb
and
Channel
on
Structures
(from RDG 3.6.11.9 - modified)
Barrier kerb shall not be used on high speed

and intermediate speed roads, as it is more
likely to trip and overturn an errant vehicle. It
is not recommended for use under safety
barriers on high speed routes because the rail
deflects on impact and the barrier kerb and
Where there is a footpath in front of a bridge

barrier or road safety barrier, SM type kerb
and channel shall be used. Where B type kerb
and channel is used, the face of the kerb shall
be located directly below the face of barrier
rail. Refer to Figure V4.9 for layout details.
Figure V4.8: Kerb and Channel Types (from RDG Figure 3.6.11.4)
Rev. 3.1 Dec 2012
Part 3 Page 19
Figure V4.9: Kerb and Channel for Structures

Minimum clearance
1.8m or as required
for Shared Path.
Refer to AGRD Part
6A for details.
Part 3 Page 20
Rev. 3.1 Dec 2012
Clearance to Kerbs (from RDG 3.6.12.3)

Clarification
When longitudinal barriers such as kerb and
channel, guard fence, or retaining walls are
located adjacent to traffic lanes, drivers tend
to position their vehicles away from the
barrier. This may reduce the effective
capacity of the road. This behaviour may be
countered by providing a clearance between
the barrier and the traffic lane or shoulder.
The amount of clearance required depends
on:
the position of the barrier, whether

adjacent to a traffic lane or a shoulder;
the operating speed of the traffic;
the height and type of barrier
Clearances to different kerb types are set out

in Table V4.3. These clearances do not apply
where a kerb abuts a shoulder wider than
0.8m. However, the clearances set out in
Table V4.3 shall apply to CD type channels
abutting shoulders.
Table V4.3: Minimum Clearance from
Line of Kerb to Traffic Lane
(from RDG 3.6.12.3)
SPEED
Operating
speed
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:
1. Clearances to kerbs do not apply where

shoulders are wider than 0.8m.
2. The minimum width of lane abutting CD
channels is 3.5m.
3. Standard kerbs and channels are shown on
SD2001, SD2100 and SD2103. Channel
width assumed is 0.3m.
4.7
Medians
Additional information Narrow Median

Treatments
On high speed (80 km/h) undivided roads, a
narrow median with wire rope safety barrier
(WRSB) can be used where significant
constraints exist preventing the standard
wide median from being adopted. Significant
constraints can be steep batters, lakes, river,
topography, environmentally sensitive flora
and fauna, important cultural heritage sites or
other constraints where further road widening
would require disproportional costs as
compared to the benefits or, in some cases,
would not be possible.
The criteria included in this Supplement for
the development of narrow median treatment
proposals are considered to be in the
Extended Design Domain (EDD).
This
treatment is included in this Supplement to
document acceptable design practice in
Victoria where narrow median treatments are
proposed to improve safety where site
constraints dictate that a more typical
treatment is impractical.
The EDD approval process shall be adopted
for acceptance of narrow median with WRSB
treatments for median widths between 2.2m
and 8.2m. The process for approval to the
use of EDD is included in VicRoads
Supplement to AGRD Part 2 Section 2.3.
For projects that do not need to be reviewed
by PRC, ED-RS&NA endorsement is required
in addition to ED-NAP approval.
When WRSB in a narrow median is proposed,
the clearance from the edge of the traffic lane
to the barrier shall be in accordance with
VicRoads Supplement to AGRD Part 6 Table
V6.3, noting that an absolute minimum offset
of 1m is required. This part also contains
further
information
regarding
roadside
hazards,
treatment
options
and
risk
assessment guidance.
Key requirements and restrictions regarding
the use of a narrow median with WRSB are
shown in Table V4.4. Other design details
regarding this treatment are contained in
Figure V4.10.
4. Barrier kerb not recommended for speeds

greater than 60km/h
5. HPBK High Profile Barrier Kerb
Rev. 3.1 Dec 2012
Part 3 Page 21
Figure V4.10: Narrow Median Treatment with WRSB Design Details
Part 3 Page 22
Rev. 3.1 Dec 2012
Table V4.4: Requirements and restrictions for narrow median

with wire rope safety barrier
Median width when WRSB is installed centrally
(allowing 0.2m width for the barrier)
Requirements & Restrictions
Offset from edge of traffic lane to barrier
2.2m (to less

than 6.2m)
6.2m (to less

than 8.2m)
8.2m
1m (to <3m)
3m
4m
Absolute Minimum
Minimum
Desirable
110 km/h (posted speed limit) roads
Not allowed
Minimum
Allowed
Two way AADT > 30,000 v.p.d within 5 to 10 years
Not allowed
Minimum
Allowed
% Commercial Vehicles (CV) > 20% within 5 to 10

years
Not allowed
Minimum
Allowed
Median to be sealed
Required
Assessment*
Assessment*
Motorcyclist friendly post cushion
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*
3m sealed outer shoulder (not on median side)
Required when
there is one lane
only adjacent to
barrier
Assessment*
Assessment*
Profiled (audio tactile) edgeline on both sides of

median
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
Note: *The assessment should include considerations to maintenance requirements, traffic

composition and other safety risks.
4.7.1 Median Width
Clarification
AGRD Part 3, Table 4.14: Median Widths
Clarification 5th row should read: Shelter
turning parallel vehicles and traffic signals.
Refer VicRoads Supplement to AGRD Part 6,
for further information regarding median
barrier requirements and hazard, treatment
option and risk assessment guidance.
4.7.5 Median Surfacing
(from RDG 3.6.7.7)
The most common surface treatment adopted
for medians is topsoil and grass. Planting of
shrubs should be limited to locations where
they will not interfere with sight distances
around curves or near intersections. Shrubs
and ground covering plants may be
appropriate on slopes steeper than 3:1 which
are too steep to mow. Steeper medians may
require concrete surfacing or similar where
there is a high potential for erosion, or plants
could not be expected to establish readily.
Refer VicRoads Supplement to AGRD Part 6B,
Rev. 3.1 Dec 2012
Section
3.3
requirements.
for
further
landscaping
For maintenance purposes, traffic islands and

medians should be paved with concrete for a
length of not less than 5m from each traffic
island nose or median nose. Any section of
traffic island or median less than 1.0m wide
between the back of kerbs, or any incidental
area between a footpath and the back of kerb
less than 1.0m wide, should also be paved
with concrete.
The following areas adjacent to traffic barriers
should also be paved with concrete or similar
maintenance free sealed surface:
(a) the full width between any overlapping
median barriers where the width
between the traffic barriers is less than
or equal to 2.5m;
(b) the full width between any traffic barrier
and adjacent road furniture where the
width between the traffic barrier and the
road furniture is less than or equal to
2.5m.
The minimum length of this
concrete paving shall extend a minimum
Part 3 Page 23
of 1m beyond each end of the road

furniture and any length where such
concrete paving is within 3m of other
concrete
paving,
shall
be
made
continuous;
(c) the full width between any traffic barrier
and the edge of the sealed pavement
where the width between the traffic
barrier to the edge of the sealed
pavement is less than or equal to 3.0m.
Where the concrete paving adjoins the
sealed carriageway, the paving shall
match the level of the adjacent shoulder.
Designers shall consider the needs of
maintenance activities, as per Section 28 of
the OH&S Act (2004) when determining the
location of road furniture near sealed
surfaces, narrow strips of grass or soft
landscaping etc, should be avoided.
4.8
Bicycle Lanes
4.8.12 Supplementary Treatments

The forms of protection highlighted in AGRD
should be used in association with the various
bicycle lane facilities (including wide kerbside
lanes). They are usually required to protect
and limit stress to cyclists, as a result of
traffic passing cyclists in the same direction in
close proximity to cyclists.
There is no information to accurately
determine under what conditions protection is
required.
Traffic
speed
and
volumes,
commercial traffic, kerbside motor traffic lane
width, the degree of encroachment of traffic
into existing bicycle lanes and the radii of
curves are all factors that may influence the
need to provide some form of protection at
curves. Treatment is desirable at 'substandard' curves (refer AS1742.2) along
urban arterial and collector roads, and along
other roads that are well used by cyclists.
Care is required to ensure cyclists travelling
at speed are not directed out into the traffic
stream at the exit point of a curve treatment.
Ramps to paths constructed above the
carriageway level should be in accordance
with AGRD Part 3, Section 4.8.7.
Curve treatments should be self-cleaning or
raised in preference to `slots', where debris
can accumulate in the area of the travelled
path
of
cyclists.
Alternatively,
a
comprehensive maintenance program for
these types of treatments should be in
existence.
Designers must ensure the safety of
pedestrians is not compromised by cyclists
Part 3 Page 24
where the curve treatment involves cyclists

travelling in the footpath area. It may be
appropriate to establish a separated path
treatment.
4.8.13
Advisory Treatments
Advisory treatments indicate or advise road

users of the potential presence of cyclists and
of the location where cyclists may be
expected to ride on a road. They consist of
pavement markings and/or warning and guide
signs, and as such have no regulatory status.
Refer VicRoads Cycle Note No. 13 for further
information on advisory treatments to be
adopted in Victoria.
4.9 High Occupancy Vehicle (HOV)

Lanes
4.9.2 Bus Lanes
Refer VicRoads TEM Volume 1, Chapter 10 Trucks, Buses and Emergency Vehicles for
further
information
regarding
VicRoads
requirements for Bus Lanes.
4.9.3 Tram/Light Rail Vehicle (LRV)
Lanes Tram Track Design Standards
The Department of Transport and the tram
operator (Yarra Trams) should be contacted
to confirm all horizontal and vertical
clearances for light rail vehicles.
4.10 On-street Parking

4.10.3 Angle Parking
Reverse in angle parking is prohibited in
Victoria.
4.10.4 Centre of Road Parking
Reversing out of centre-of-road parking is
prohibited in Victoria unless signage permits.
4.11 Services Roads, Outer Separators

and Footpaths
4.11.1 Service Roads
(from RDG 3.2)
One-way service roads should be at least
7.5m wide between kerbs to allow for backing
of caravans and trailers into private property.
Absolute minimum width is 6m.
4.11.2 Outer Separator
(from RDG 3.6.8.1)

Consideration should be given to Table V4.5
for these additional uses for outer separators.
Rev. 3.1 Dec 2012
Table V4.5: Typical Outer Separator

Widths (from RDG Table 3.6.8.1)
SEPARATOR
FUNCTION
MINIMUM WIDTH
Traffic separator
2.4 desirable
(m) between line

of kerbs
3.5 with services

Trunk services, or
screen planting
4.1
Indented bus bay
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
The sight distance required depends on the
characteristics of the driver, the vehicle and
the environment:
4.11.3 Urban Border
Driver:
The width required for public utility services

generally will increase according to the
function of the road, that is, more services
are usually present on collectors and arterials
than on local streets. For guidance regarding
desirable utility service widths refer to
Coordination of Street Works - Code of
Practice
(Street
Works
CC,
1995).
Consultation
with
appropriate
service
authorities should also be undertaken
regarding allowance and desired clearances
for utility services. The widths specified
should be achieved where new subdivisions
are developed.
alertness of driver
recognition of the hazard
actions available to the driver for

example, to stop, to change direction.
Vehicle:
type of vehicle car or truck
friction between the tyre and the road
eye height (partly a function of driver)
speed of vehicle.
Road Environment:
Clearances to road boundaries
Table V4.6: Additional Typical Clearances

to ROW Boundary
(from RDG Table 3.6.12.1)
road geometry the effects of grade and

curvature on stopping distances
road surface
smooth or rough
road illumination at night
placement of road furniture,

landscaping and planting.
Location
Clearance from batter

to boundary (m)
FREEWAYS
Urban
10
Rural fill
10
Rural cut
15
4.12 Bus Stops

4.12.1 General
guidance regarding the provision of indented
bus bays.
4.12.2 Urban (Indented bus stop bays)
guidance regarding the provision of indented
bus bays.
Refer VicRoads Standard Drawing SD2071 for
design details of an indented bus bay layout.
Rev. 3.1 Dec 2012
5.2
sealed
or
unsealed,
hard
Sight Distance Parameters
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
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
area, or where it may not be practicable to

design for a 2.5 second reaction time, such as
low speed alignments in difficult terrain, a
minimum reaction time of 2.0 seconds may
be considered.
For truck drivers, the 2.5 second time actually
consists of a 2.0 second initial reaction time
(which is a reflection of the fact that truck
drivers are professional drivers and in traffic,
are usually able to see over vehicles in front)
plus a 0.5 second inherent delay in the
operation of the air brake system that is used
on articulated heavy vehicles.
Ageing of Drivers
(from Rural Road Design Guide 8.2.4)
As people age, they experience decreasing
physical and mental capabilities and become
more susceptible to injury and shock. Human
functions subject to deterioration due to
ageing include:
visual ability;
attention capacity;
reaction time; and
contrast sensitivity.
A number of road design elements may be

associated with older driver crashes in
Australasia. In particular, improvements to
intersection sight distances, provision for
separate turn phases at traffic signals, more
conspicuous traffic signal lanterns and more
clearly defined vehicle paths have the
potential to reduce crash and injury risk for
older drivers.
(from RDG 2.3.2.1)
A 1.5s reaction time should only be
considered as an option in areas where
drivers can reasonably be expected to be
alert, for example:
within interchanges
on alignments which are consistently on

low radius curves (winding mountainous
roads).
in urban environments with closely

spaced
intersections
and
parking
adjacent to through lanes.
Absolute minimum stopping sight distance

shall not be used for isolated alignment
features.
5.2.3 Longitudinal Deceleration
Clarification Table A5.3
Coefficient of deceleration 0.26 for cars
should only be used in flat terrain (easy
country) and where a high standard facility is
provided.
Part 3 Page 26
(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
Stopping Sight Distance (SSD)
5.3.1 Car Stopping Sight Distance Table 5.4

Table 5.4 includes a range of stopping sight
distances
for
different
coefficients
of
deceleration (d). Generally it is only usually
possible to use criteria for major highways
and
freeways
(d=0.26)
at
greenfield
locations where topography permits an
economic and environmentally sensitive
design solution to be developed. Adoption of
desirable minimum values for most urban
and rural road types (d=0.36) is considered
appropriate for most existing highway and
freeway upgrades (brownfields locations) and
where topography dictates that a solution
using desirable values for major highways
and freeways criteria would produce an
unacceptable solution (either economically or
environmentally). Appropriate design criteria
for sight distance to be adopted in Table 5.4
for specific projects should be agreed to with
VicRoads when project objectives are being
established.
Rev. 3.1 Dec 2012
5.3.2 Truck Stopping Sight Distance

Semi trailer braking (from RDG 2.3.6.1)
Semi-trailers have a tendency to become
unstable when braking on a curve and the
effect becomes more pronounced as radius
reduces below 400m. Where truck stopping
distance is the critical design criterion, and
the radius is less than 400m, the distances
from Table 5.5 after adjustment for gradient
shall be increased by 10 per cent.
5.4 Sight
Curves
Distance
on
Horizontal
assessments when common shoulder widths

are adopted. The table associated with Figure
V5.1 was revised as part of the September
2010 update to reflect changes in the sight
distance model when AGRD Part 3 was
adopted.
5.5 Sight Distance Requirements on

Horizontal
Curves
with
Roadside
Barriers/Wall/Bridge Structures
this section.
Figure V5.1 (updated Sept 2010) is provided

to assist designers to carry out preliminary
Figure V5.1: Minimum Radii for Lateral Clearances Required on Curves with Barriers
(from RDG Figure 2.3.10(b))
Operating
Speed
(km/h)
Car
SSD
(m)
40
Minimum Radius of Curve
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.
Minimum radii are based on desirable minimum Stopping Sight Distances.
2.
No allowances have been made for corrections for grade.
3.
Radii are measured to the outer edge of shoulder.
Rev. 3.1 Dec 2012
Part 3 Page 27
5.6
Overtaking Sight Distance
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
Manoeuvre Sight Distance

this section.
5.8
Intermediate Sight Distance

this section.
5.9
Headlight Sight Distance

this section.
5.10 Horizontal Curve Perception Sight

Distance
this section.
5.11 Other Restrictions to Visibility

Combined
Horizontal
and
Vertical
Curvature (from RDG 2.3.6.2)
Where horizontal and vertical curves occur
together, longitudinal sections shall be drawn
along potentially critical sight lines where
batters, verges, trees or other obstacles may
obstruct the line of sight. Using the required
eye height at various locations along the road
surface, establish the limits where the object
height is just visible. The distance between
the paired positions shall be not less than
stopping sight distance. If this is not
achieved, the design shall be modified until
the criterion is met.
Lane Termination on Curves
(from RDG 2.3.6.4)
Where possible, merge tapers should not be
located on curves. Where this is not possible,
care should be exercised with the location
design of all merging tapers to ensure that
there is adequate sight distance for the
approaching driver to realise the existence
and geometry of the merge.
Part 3 Page 28
6.0 Coordination of Horizontal

and Vertical Alignment
6.1
Principles

this section.
6.2
Safety Considerations
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

this section.
6.4
Drainage Considerations
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
When the road grade is less than the slope of

the edge of the superelevation diagram, the
flat spot will be located on the pavement.
When the road grade is equal to the slope of
the edge of the superelevation diagram, one
side of the pavement will be level. This is not
suitable where kerb and channel is to be
placed, and a minimum drainage grade of 0.3
per cent is required.
Rev. 3.1 Dec 2012
It follows that flat spots on pavement can be

avoided if the longitudinal grade of the road
can be designed to be greater than the slope
of the edge of the superelevation diagram.
7.4
6.4.2 Treatment of Flat Spots
7.5
Remedial measures for flat spots include:

(a) adjustment of the alignment to allow the
superelevation development to be moved
Circular Curves

this section.
Types of Horizontal Curves
7.5.3 Reverse Curves
(b) local regrading to maintain grades

greater than zero at the pavement edges
Refer additional information provided in this

Supplement for AGRD Part 3, Appendix E
regarding recommended treatments for
applying superelevation.
(c) modify the length of superelevation

development to change the slope of the
pavement edges
7.6 Side Friction and Minimum Curve

Size
(d) move the grade line clear of the traffic

lanes
(e) provide one or more parallel crowns, see
Section 4.2.3 of this Supplement
(f)
reduce surface water depth by use of

open graded asphalt
(g) as a last resort, provide a longitudinal

grated trench to cut off water flow lines,
and so keep the water below the critical
depth for aquaplaning.
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

this section.
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

this section.
Rev. 3.1 Dec 2012
Part 3 Page 29
7.7
Superelevation
Design Procedure (from RDG 2.7.2)

Step 1
Select each curve radius to suit criteria and
controls during horizontal alignment design,
see AGRD Part 3, Section 7.0.
Step 2
Select the superelevation appropriate to the
operating speed and the curve radius from
AGRD Part 3, Figure 7.5, Figure 7.6 and
Figure 7.7.
Step 3
Select or apportion the superelevation
development length, refer AGRD Part 3,
Section 7.7.5 to Section 7.7.8.
Step 4
Select the appropriate location for the
superelevation development using the advice
in AGRD Part 3, Section 7.7.7 and 7.7.10.
Step 5
Check the locations of flat spots, and take
remedial action if required, refer AGRD Part 3,
Section 6.4, Section 4.2.3 and Section 6.4 of
this Supplement, and VicRoads Supplement to
AGRD Part 5.
Step 6
Check the maximum depth of water flow
through the superelevation development
using VicRoads Road Design Guidelines (RDG)
Part 7, Section 7.7, and take any corrective
action required, see also Step 5 above.
7.7.1 Linear Method
Note:
AGRD Part 3, Figure 7.5 shall be used for
Urban roads with speeds greater than or
equal to 90km/h.
Note that Figure 7.5
provides a disconnect with Figure 7.7 when
considering superelevation on urban roads.
7.7.2 Maximum Values of Superelevation

Increase on Sub-standard Curves
(from RDG 2.7.3.3)
Where existing curves have radii which plot to
the left of the desirable minimum radius line
on AGRD Part 3, Figure 3.5 (refer AGRD Part
3, Section 3.5.7), superelevation should be
increased. Where the difference between the
existing curve and the desirable minimum is
less than 10 per cent, superelevation should
be increased to 0.08 m/m; where the
difference in radius is between 10 per cent
and 20 per cent, superelevation should be
increased to 0.09 m/m. Also, warning signs
may be required.
Maximum superelevation on mountain
roads (from RDG 2.7.3.5)
If the road is at an elevation subject to snow
and ice, maximum superelevation should be
limited to 6%.
The Desirable maximum value for unsealed
roads is 4% to limit erosion of the road
surface. Refer to Unsealed Roads Manual,
Guidelines to Good Practice 3rd Edition
(Giummarra, 2009) for detailed information
regarding the design of unsealed roads.
7.7.5 Length of superelevation
Development
(from RDG Figures 2.7.3(b) and 2.7.4(b))
Refer Section 7.7.11 of this Supplement
regarding superelevation development on
shoulders.
Refer also AGRD Part 3, Appendix E for
examples of superelevation development for
reverse and compound curves.
AGRD Part 3, Figures V7.1 and V7.2 provides
guidance
regarding
the
superelevation
development for tangents and spirals to
circular curves.
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
Rev. 3.1 Dec 2012
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)
Rev. 3.1 Dec 2012
Part 3 Page 31
Figure 7.7: Urban Roads: Relationship between speed, radius

and superelevation (V< 90km/h) (from AGRD Part 3 Figure 7.7)
Part 3 Page 32
Rev. 3.1 Dec 2012
Figure V7.1: Tangent to Circle Superelevation Development for a Two Lane

Two Way Road Tangent Circle
(from RDG Figure 2.7.3(a) in RDG Figure 2.7.3(b))
L sd
Lsd
Tro
Sro
Tangent to Circle Superelevation for One Way Crossfall Cases

(from RDG Figure 2.7.3(b) in RDG Figure 2.7.3 (b))
TC
Rev. 3.1 Dec 2012
TC
Part 3 Page 33
Figure V7.2: Spiral to Circular Curve

Sro
Sro
Tro
Tro
Lsd
Tro
Part 3 Page 34
Lsd
Lsp/Src
Tro
Lsp/Src
Rev. 3.1 Dec 2012
7.7.6 Rate of Rotation

Refer Section 6.4 of this Supplement for
additional information regarding the drainage
of flat spots.
7.7.9 Positioning of Superelevation
Runoff without Transitions
Clarification
Tangent to Circular Curve to Tangent
(from RDG 2.7.5.1)
The development of superelevation runoff for
tangent to circular curves is located with the
larger proportion of the runoff length on the
approach tangent, rather than on the circular
curve. The proportion of runoff located prior
to the circular curve is detailed in Table V7.1
and shown on AGRD Part 3, Figure 7.9.
Table V7.1: Portion of Superelevation
Runoff (from RDG Table 2.7.1)
Operating
Speed
km/h
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
In general, theoretical considerations favour

the practice of placing a large amount of the
superelevation runoff on the approach
tangent. The driver may have to steer in a
direction opposite to the direction to the
curve ahead to stay in line. However, the
maximum side friction developed on the
tangent is equal to the rate of applied
superelevation and is at all times less than
the
rate
of
side
friction
considered
comfortable. A vehicle travelling at the design
speed on the minimum radius curve (with
maximum rate of superelevation) develops
the maximum side friction considered safe
and
comfortable.
To
apply
rates
of
superelevation less than maximum at any
point on the circular curve means that
vehicles travelling at the design speed
develop side friction factors in excess of the
desirable minimum. While the side friction
developed on the approach tangent is
undesirable, the development of friction
factors greatly in excess of the design basis
on the circular curve, results in a worse
condition.
However, some form of transition path of
travel can be expected on the approach
tangent and onto the early part of the circular
curve. What can be considered lack of
Rev. 3.1 Dec 2012
superelevation at the beginning of the circular

curve is compensated to some extent by the
vehicle travelling a curvilinear path that is
flatter than the roadway circular arc.
Reverse Curves
Desirably, reverse curves should have
sufficient distance between the curves to
introduce
the
larger
proportion
of
superelevation run off on the approach
tangent as per Table V7.1 for each of the
curves without exceeding the standard rate of
change of superelevation for the particular
operating speed.
7.7.10
Positioning of Superelevation
Runoff with Transitions
(from RDG 2.7.5.2)
Reverse Transition Curves
The only occasion that superelevation runoff
might encroach into the circular curve is when
the road alignment is in a constricted
location. In this case, the shorter than normal
transition curves with large superelevations,
may be used to produce an acceptable
alignment. The proportion of runoff located
within the circular curve is detailed in Table
V7.1.
V7.7.11
Superelevation Development
on Shoulders
(from RDG 2.7.6)
V7.7.11.1 Sealed Shoulders
Where the shoulders are fully sealed or
partially sealed, it is convenient to construct
the shoulders with the same crossfall as the
abutting pavement. In this case, the
superelevation development is similar to that
of the pavement, with the width rotated
increased by the full width of the shoulder.
V7.7.11.2 Unsealed Shoulders
Unsealed shoulders usually have a higher
crossfall than the pavement to facilitate
drainage across the rougher surface. It is
important that the shoulders maintain a
drainage slope at the point in superelevation
development where the pavement is level.
However, on the high side of superelevation,
the crossfall of the shoulder is made equal to
the pavement slope (and the shoulder should
be sealed) for safety reasons.
Superelevation development from tangent to
circle with unsealed shoulders is shown on
Figure V7.3. The case of reverse curves is
shown on Figure V7.4.
Part 3 Page 35
Figure V7.3: Tangent to circle with unsealed shoulders

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
At this point the road has a constant crossfall of 0.05 m/m.
Location 6
At this point the road has a constant crossfall of 0.06 m/m.
Part 3 Page 36
Rev. 3.1 Dec 2012
Figure V7.4: Reverse curves with unsealed shoulders

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
The lower shoulder is level.
Location 5
The traffic lanes are level and the crossfall of each shoulder is 0.05m/m to drain surface
water.
Location 6
The upper shoulder is level.
Location 7
The pavement and high side shoulder have 0.03m/m crossfall.
Location 8
The pavement and shoulders have 0.05m/m crossfall.
Location 9
The pavement and shoulders have 0.06m/m crossfall.
Rev. 3.1 Dec 2012
Part 3 Page 37
Table V7.2: Minimum radii with 3% adverse crossfall

(adapted from RDG Figure 2.4.2)
New Roads(1)
Rural
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
Curves with Adverse Crossfall
Substitute for Table 7.10

AGRD Part 3, Table 7.10 shall not be used.
Table V7.2 shall be substituted for AGRD Part
3, Table 7.10.
(from RDG 2.7.3.6)
Adverse crossfall may cause problems for
trucks, and should be avoided where
practicable. However, where there is a large
radius curve on a very flat grade it may be
preferable for drainage purposes to maintain
one-way crossfall rather than create a large
flat area within an area of superelevation
development.
Where
used,
adverse
crossfall
should
normally be 0.030 m/m (3%). Intersections
(including roundabouts) may be designed
with adverse crossfall less than 3% to
minimise the potential for trucks to overturn,
especially
where
the
intersection
is
constructed on a longitudinal grade.
Adverse crossfall shall not be used on high
speed roads with grades in excess of 4 per
cent. If adverse crossfall is being considered
on low and intermediate speed roads with
down-grades 2 per cent or steeper, the radius
should be increased as follows:
Part 3 Page 38
Where:
Where g % 2%
( g 2)
R Rn [1
]
10
g = longitudinal gradient (per cent)

R = increased minimum radius
Rn = minimum radius read from Table V7.2
If this radius cannot be achieved, adverse
crossfall shall not be used.
7.9 Pavement Widening on Horizontal

Curves
Clarification
AGRD Part 3, Table A7.11 shows the widening
for a range of circular curve radii and design
vehicles based on a 3.5m lane width.
(from RDG 3.6.1.4)
Seal width requirements for 19m and 25m
long semi-trailers on two-lane two-way roads
are shown in Table V7.3. Vehicle overhang is
included in the track widths listed, but no
account has been made of the effects of
centripetal acceleration on track widths
because all vehicles will generally have a tilt
in the same direction.
Rev. 3.1 Dec 2012
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.
Normally apply to intersections or roads in mountainous terrain.
7.10 Curvilinear Alignment Design in

Flat Terrain
this section.
8.0
Vertical Alignment
8.1
General
Further geotechnical and pavement design

advice should be obtained to determine the
required clearance for specific projects.
For details of design Average Recurrence
Intervals and acceptable water levels, refer to
VicRoads Road Design Guidelines (RDG) Part
7 Drainage and VicRoads Supplement to
AGRD Part 5 Drainage Design.

this section.
On all projects, minimum clearances above

flood levels and water tables shall be defined
by the client either in the design brief or in
the design specifications.
8.2
8.2.2 Vertical Clearances
Vertical Controls
8.2.1 Flood Levels or Water Table

(from RDG 2.5.4.2)
In flat terrain, the grade line should generally
be located so as to provide a clearance of
0.5m to 1.0m between the water table and
the pavement boxing at its lowest point.
Rev. 3.1 Dec 2012
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
Minimum clearance (m)
Urban and rural freeways
5.4
(1)
Main and arterial roads
5.4
(1)
Other roads
4.7
(1) (2)
Over Dimensional routes
5.9
(1) (5)
Pedestrian bridges
1. At least 0.2m greater than adjacent bridges,

but no less than 5.4m
2. 5.5m where there are no adjacent bridges
3. 6.0m min on designated over dimensional
routes
Major overhead sign structures
1. 5.4m above any moving traffic lane to the

lowest edge of the sign, supporting structure or
lighting mounted below the sign
2. 5.9m for over dimensional routes
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)
- measured from top of rail

Under structures
Trolley wire
Electricity Cables
500 kV
220 kV
5.3
5.07 to 5.64
(4)
17.0
14.5
Notes:
1.
Clearance includes provision for 0.1m resurfacing of pavement or settlement of structure.
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).
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
Figure V8.1: Less Clearance for Long

Vehicles (from RDG Figure 2.5.4.3(a))
Rev. 3.1 Dec 2012
Sags under structures

On short sag vertical curves under structures,
long vehicles create a chord which effectively
reduces the clearance available, as shown on
Figure V8.2. Where short sag vertical curves
are proposed beneath structures, designers
shall plot the curve and increase the
minimum static clearance by the amount
required to provide for the 19m design semitrailer of legal height not requiring a permit.
If there is no alternate route on an arterial
road, the 25m long restricted access design
vehicle shall be used.
Figure V8.2: Less Clearance for Long
Vehicles (from RDG Figure 2.5.4.3(b))
Railways and Tramways

Horizontal and vertical clearances required
over railways and tramways by the Public
Transport Division within the Victorian
Department of Transport are provided in the
Victorian Rail Industry Operators Group
Standards VRIOGS 0001 (DOT, 2004).
CRITICAL VERTICAL CLEARANCE POINTS

(from RDG Appendix 2.5B)
Figure V8.3 illustrates a ramp which is to be
graded over a freeway. The first step is to
identify all possible critical control points (C,
E, F, G, H, I, J, and K in this example).
Control levels are then calculated for each of
these points and at adjacent points on the
design line for the upper alignment using the
design clearances specified in Table V8.1.
These points on the design line are the level
controls used for grading the cross road.
Design Procedure:
1
Determine the co-ordinates of point A, B,

and C.
Determine the chainages of points A on

the lower road and point D on the
overpass.
Determine the level at point B. This is

the level of the freeway grade line which,
in this instance, is located along the
inner edge of the median shoulder.
Determine the level at point C on the

freeway taking crossfall into account. Call
this RL1.
Determine RL2 the level of point C on the

upper surface of the overpass structure.
RL2 = RL1 + (clearance from Table V8.1)

+ structural depth (1) + 0.1m (2)
Figure V8.3: Clearance Points

(from RDG Appendix B Figure 2.5.B.1)
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.
Rev. 3.1 Dec 2012
Part 3 Page 41
Determine the control level at point D

using RL2 taking crossfall into account.
Repeat for points E, F, G, H, I, J and K.
Repeat for critical points associated with

the ultimate development which may be
a six or eight lane freeway.
Grade the cross road to clear all critical

points.
8.2.3 Underground Services

(from RDG 2.5.4.3(h))
The minimum cover below table drains of
rural arterial roads to underground services is
1.2m, or greater if specified in writing by the
owner of the service.
For additional information refer Co-ordination
of Street Works Code of Practice (1995). Also
refer to Code of Practice for the Management
of Road and Utility Infrastructure in Road
Reserves (2004) under the Road Management
Act 2004.
are only to be considered where there would

be a major saving in resheet material.
8.3
Grading Procedure

this section.
8.4
Grading Point
8.4.2 Divided Roads

Clarification
The reference to AGRD Part 3, Figure 8.5
should read AGRD Part 3, Figure 8.4.
The first dot point under Figure 8.4 does not
contain a bullet (i.e. A difference of level).
8.4.3 Profiles
(from RDG 2.5.3.3)
On roads with kerb and channel, profiles shall
be prepared along the lip of channel for the
following reasons:
to ensure that sufficient drainage outlets

have been provided;
Refer AGRD Part 4, Section 7 regarding

information and diagrams relating to driveway
grading.
to ensure that there are no undrained

sag curves where ponding would
otherwise occur and,
Refer AS/NZS 2890.1:2004 Parking Facilities,

Part 1: Off-street car parking, Appendix C for
ground clearance templates for standard
design vehicles.
to ensure that there are no unsightly

kinks along pavement edges.
8.2.5 Vehicle Clearances
8.2.6 Resheet Controls
Designers should take corrective action where

channels have less than minimum drainage
gradient or ponding may occur:
(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.
on the inside of curves in flat terrain;
on sections with changing crossfall or

superelevation;
along the edge of the road and around

islands at intersections.
Although the desirable surface standards for

resheets are the same as for the vertical
geometry of new roads, some compromises
may be made because of the high cost of
resheet material. These compromises include
the use of straight grades between 100m
and 300m long with grade changes not
requiring vertical curves, see AGRD Part 3,
Table 8.10, or shorter vertical curve lengths,
and the possible use of vertical curves other
than parabolas (for example, polynomials)
where these meet comfort and safety and
minimum resheet depth requirements. These
8.5
Part 3 Page 42
In the vicinity of entrances, driveways and

footpath crossings, designers should provide
for drainage without restricting access.
Grades
8.5.3 Maximum Grades

(from RDG 2.5.6.2)
The maximum grade that a vehicle can climb
depends on the power/mass ratio of the
vehicle and the friction which can be
developed at the tyre road interface. The
main determinant of the friction which can be
developed is the condition of the road surface
(i.e. sealed or unsealed, wet, dry or icy and
the number of driven wheels).
Rev. 3.0 Sept 2012
The desirable maximum grade on the main

road through an intersection is 2.5 per cent
(2% for intersections at ramp terminals
within interchanges). This should ensure that
turning trucks are not subjected to excessive
overturning forces while cornering. Where it is
not possible to achieve the desirable 2.5 per
cent maximum longitudinal grade, then the
designer shall calculate the maximum adverse
crossfall developed for turning vehicles. The
maximum adverse crossfall in any direction
should not exceed 5 per cent.
A procedure for calculating maximum
effective adverse crossfall is included in
VicRoads Supplement to AGRD Part 4A,
Section 2.2.2. Details of the effects of
adverse superelevation and curve radii on
turning trucks are included in AGRD Part 4A,
Appendix C.
Clarification
Further to Table 8.3: General Maximum
Grades, there is evidence that long uphill
grades operating at 100km/h should be
limited to 4% maximum (absolute maximum
of 5%) to reduce the risk of flushing in
sprayed seal surfacing caused by heavy
vehicles tractioning up the grade.
Investigation is currently ongoing to establish
the relationship between long uphill grades
and sprayed seal performance.
Further
information
will
be
included
in
this
Supplement following the investigation.
Where sprayed seal surfacing is proposed for
M and A class roads (or other roads where
significant truck volumes are expected) in a
100km/h (or greater) operating speed
environment, long uphill grades should be
limited to a maximum of 4% (absolute
maximum of 5%).
Pavement surfacing
advice should be sought where long uphill
grades with sprayed seal surfacing are
proposed.
8.5.5 Divided Roads
Clarification
4th dot point refers to Section 0. The correct
reference is Section 7.
8.6
Vertical Curves
8.6.1 General
(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:
Rev. 3.1 Dec 2012
1. the K values are calculated on the

assumption that the alignment is straight.
This is the worst case. Any curvature in
the alignment shifts the line of sight to the
inside of the curve where the pavement is
lower. The lowering of the pavement
effectively increases the K value of the
vertical curve increasing the sight distance
available. On low radius curves, the line of
sight can be clear of the pavement in the
critical area. The effect of this will, in most
cases,
increase
the
sight
distance
available relative to a straight alignment.
Exceptions could occur when the line of
sight is interrupted by a batter or solid
barrier.
2. as the change in K depends on the radius
of the curve, the sight distance, and
factors which are site specific, the
optimum solution is most easily obtained
from graphical plots along the line of
sight.
3. the K value is based on the assumption
that the line of sight remains on the
vertical curve (i.e. in the longitudinal
direction). Again, this is the worst case
position. When the line of sight extends
beyond the vertical curve to a straight or
sag curve, the sight distance increases.
This effect is shown by the curved lines on
Figure V8.6. Note that Figure V8.6 is
based on superseded stopping sight
distance criteria and is provided for
additional information only.
Three sections of the curves on Figure V8.4
require explanation:
(a) the curved section where L < S i.e.
where the length of the curve is less than
the sight distance required.
On this curved section of the graph it is
theoretically possible to use a vertical
curve length which is slightly less than
the length obtained from AGRD Equation
17 (L = KA) because sight distance
available to the driver extends onto the
straight on the approach to the curve. As
use of K values in this range provide
conservative
answers,
and
the
differences are small, it is rarely
necessary to take this effect into
account. If necessary, however, the
minimum curve length for this section
can be calculated from AGRD Equation
19 (reproduced below).
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))
(b) the vertical lines forming the left hand

limits of the curves indicate the minimum
practical length of curve. These minimum
lengths are specified on AGRD Part 3,
Table 8.9.
(c) the lower limits to the
indicate points where the
is not sufficient to
construction of a vertical
minimum grade changes
AGRD Part 3, Table 8.10.
vertical lines
grade change
warrant the
curve. These
are shown in
Other features of the graphs on Figure V8.4

are explained below:
1.
the straight lines if extended downwards

would all start at point (0, 0). This
indicates
that
the
lines
can
be
represented by the formula L = KA.
2.
when the curve length is less than the

sight distance, the effect of the parabola
on sight distance is reduced.
This creates the curving section on
Figure V8.4. The formula for vertical
curve lengths represented by this section
is (AGRD Equation 19):
L 2S
3.
200
A
h1 h2
because very short vertical curves are

both unsightly and impractical to
construct, minimum curve lengths are
specified for each design speed (AGRD
Part 3 Table 8.9). An exception applies
Part 3 Page 44
on intersection approaches at which all

vehicles are required either to stop or to
give way. In these circumstances short
vertical curves, with lengths in the order
of 4m to 10m may be used.
8.6.3 Crest Vertical Curves Table 8.6
The second column in AGRD Part 3, Table 8.6
shall be deleted.
Refer to AGRD Part 3,
Section 8.6.8 for maximum grade change
without a vertical curve.
Sight Distance Criteria (Crest)
Replacement and Clarification
The first paragraph under Sight Distance
Criteria (Crest) should read: The minimum
crest vertical curve and K values are
calculated using expressions from Appendix G
and values of car stopping distance from
Table 5.4 and formulae from Section 5.3 and
Section 8.6.2.
8.6.3 Crest Vertical Curves Table 8.7
Table 8.7 includes a range of stopping sight
distances
for
different
coefficients
of
deceleration (d). Generally it is only usually
possible to use criteria for major highways
and
freeways
(d=0.26)
at
greenfield
locations where topography permits an
economic and environmentally sensitive
design solution to be developed. Adoption of
desirable minimum values for most urban
and rural road types (d=0.36) is considered
appropriate for most existing highway and
freeway upgrades (brownfields locations) and
where topography dictates that a solution
Rev. 3.0 Sept 2012
using desirable values for major highways

and freeways criteria would produce an
unacceptable solution (either economically or
environmentally). Appropriate design criteria
for crest curves (sight distance) to be
adopted in Table8.7 for specific projects
should be agreed to with VicRoads when
project objectives are being established.
Truck Stopping Sight Distance
Additional
Table V8.2 provides the minimum size crest
vertical curves for truck stopping sight
distance.
Table V8.2: Truck minimum size crest
vertical curve (K value) for sealed roads
(S<L)
Design
Speed
(km/h)
40
50
60
70
80
90
100
110
Truck stopping sight distance

h1 = 2.4m & h2 = 0.2m
RT=1.5s
RT=2.0s
RT=2.5s
2
2
3
4
5
6
7
8
10
11
14
17
18
22
25
27
32
37
46
53
64
73
8.6.5 Sight Distance Criteria (Sag)

Headlight sight distance
Clarification
The reference to 'crest' in the second
sentence should read 'sag', i.e. 'Under night
conditions on unlit roads, limitations of
vehicle headlights restrict sight distance to
between 120m and 150m on sag curves.'
K Values for sag curve design
Clarification Figure 8.7
Sag curve criteria for Rural Highways may be
considered within the band Other urban and
rural
roads
without
street
lighting.
Appropriate consideration of the figure with
respect to aesthetics, comfort and provision
of headlight sight distance should be
undertaken when determining the appropriate
standard of design to be used.
8.6.7 Minimum Length of Vertical Curves
Additional Information - Notes to AGRD Part
3, Table 8.9
NOTES (from RDG Figure 2.5.9)
1.
Curve lengths in AGRD Part 3, Table 8.9

shall not be used when the formula L =
KA indicates that longer curves are
required. Figures in AGRD Part 3, Table
8.9 should only be used when they are
greater than the distance obtained from
the equation.
2.
The minimum curve lengths should be

increased by 50 per cent when the
approach is straight and the vertical
curve is within the drivers field of view
for at least 500 m. This is to ensure that
the foreshortening effect of the straight
does not adversely affect the appearance
of the vertical curve.
8.6.4 Sag Vertical Curves

(from RDG 2.5.7.5)
Sag curve lengths may be reduced as much
as 30 per cent at level crossings where the
use of normal sags would increase costs
significantly, or may be dictated by the levels
of the railway track.
On all sag curves, provision must be made for
draining both the road surface and the
subgrade. This is particularly important for
boxed pavements. The provision of adequate
outlets is difficult when the low point of the
sag is located within a cut. As a general rule,
sag vertical curves should not be located in
cuts unless an appropriate underground
system can be provided for draining both the
pavement and the boxing (refer to VicRoads
Supplement to AGRD Part 5 for details of
pavement drain requirements). A secondary
independent drainage system is required to
drain a landlocked sag refer RDG Part 7
Drainage.
(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

this section.
Rev. 3.1 Dec 2012
Part 3 Page 45
9.0
Auxiliary lanes
9.2
9.1
General

this section.

this section.
9.3
Types of Auxiliary Lanes
Speed Change Lanes

this section.
Table V8.3: Minimum Length Vertical Curves for Reconstruction
(from RDG Table 2.5.9(b))
Minimum Length Vertical Curves For Reconstruction
Operating
Speed
40
50
60
70
80
90
100
110
120
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
Algebraic change in grade, g1% - g2%

0.8
1.0
1.5
2.0
0
0
20
20
0
20
20
20
0
20
20
30
20
20
30
40
20
30
40
50
30
30
50
70
30
40
60
80
40
50
70
100
50
60
90
110
Overtaking Lanes
9.4.1 General
(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
Figure V9.1: Overtaking Lane Warrants

Notes:
A = no overtaking lane required
B = overtaking lanes are warranted
C = lane warranted, duplication should be considered.
Figure V9.2(a): Effect of Overtaking Lanes on Warrants

Warrants on a Section With 10% Overtaking Lanes
(from RDG Figure 2.8.2(a))
Rev. 3.1 Dec 2012
Part 3 Page 47
Figure V9.2(b): Effect of Overtaking Lanes on Warrants

Warrants on a Section With 20% Overtaking Lanes
AGRD Part 3 Figure 9.1

(from RDG 2.8.4.4)
Layouts of Overtaking Lanes
Overtaking lanes are best arranged in pairs at
regular intervals along two-lane two-way
roads as shown on AGRD Part 3, Figure 9.1,
Figure V9.3 and Figure V9.4. The line marking
shown is diagrammatic, and proper details
are shown in VicRoads TEM, Volume 2.
The pairs of lanes are called a before location
or an after location, see Figure V9.3,
depending on whether the driver enters the
overtaking lane before or after passing the
lanes in the opposite direction of travel. The
after location allows platoons to develop
upstream of the overtaking lane, and
increases its effectiveness.
Preferably, the merge tapers on a before
location arrangement should not overlap.
Additional Information AGRD Part 3, Figure
9.2.
Refer Section 9.9.4 of this Supplement for an
alternative option for right hand widening.
Location
(from RDG 2.8.4.3)
Lengths which do not have minimum
overtaking sight distance are the places
where delays will occur, and should be
considered for provision of overtaking lanes.
Additional locations warranting investigation
include:
Part 3 Page 48
(a) lengths of more than 5 km with no

overtaking opportunities;
(b) steep grades which meet the climbing
lane warrant, see AGRD Part 3, Section
9.5;
(c) industrial sites near the foot of steep upgrades;
(d) sites with a history of rear-end crashes;
(e) sites with a history of head-on collisions
Unless a climbing lane is warranted, it is
practical to place overtaking lanes on areas
which offer low cost construction, such as flat
straight sections of alignment.
Sites which are not suitable for overtaking
lanes include:
(a) sites within 3 km of towns;
(b) sites which either include bridges or are
near bridges;
(c) sites which include or are
approaches to intersections;
on
the
(d) sites with numerous access points.

Desirably there should be no turning
movements on overtaking lane sections.
Of most concern are right turning
vehicles which may stop in the high
speed overtaking lane;
(e) sites where it is not possible to provide
the approach sight distance to merge and
diverge areas.
Rev. 3.0 Sept 2012
Figure V9.3: Layouts of Overtaking Lanes

Rev. 3.1 Dec 2012
Part 3 Page 49
Figure V9.4: Layouts of overtaking lanes

9.5
Climbing Lanes
9.5.1 General
(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
Climbing lanes should be extended for 200m

to 300m beyond the crest of the hill to
enable trucks to accelerate to a speed close
to
highway
operating
speed.
This
requirement is in addition to the minimum
sight distance criterion.
Rev. 3.0 Sept 2012
Figure V9.5: Typical Climbing Lane

9.6
Slow Vehicle Turnouts
9.9
Geometric Requirements
9.6.1 Partial Climbing Lanes
9.9.2 Tapers
Clarification
AGRD Part 3 states turnout width of 3.7m is
to be used. This shall read 3.5m.
9.6.2 Slow Vehicle Turnouts

(from RDG 2.8.5.3)
In mountainous terrain, occasional provision
of a very short lane which allows overtaking
of slow trucks may effectively reduce delays.
Table V9.1: Geometry Details of

Overtaking Lanes
(from RDG Table 2.8.4.7(a))
Geometry
Details
Diverge Taper
On low speed roads with left-hand side

widening, the diverge taper may be 50m
minimum, the minimum lane length 80m and
the merge taper 90m minimum.
Left Hand Widening
100m (min)
Right Hand Widening
250m (min)
9.7
Lane Widths
3.5m

this section.
Merge Taper
165m (desirable)
9.8
Sight Distance Standard
Descending Lanes
Carriageway Requirements

this section.
Rev. 3.1 Dec 2012
Along lane
Stopping Sight Distance
Along merge and

diverge
Approach Sight Distance
Minimum length
excluding taper
Refer Table 9.2, AGRD

Part 3, Section 9.4
Part 3 Page 51
9.9.3 Starting and Termination Points

Clarification
Provide 3m shoulders at the termination of
overtaking lanes, refer Table V9.2 below.
Table V9.2: Shoulder Widths
(from RDG 2.7.4.7(c))
Shoulders
Diverge Taper
Full width shoulders for the Road Class
Parallel Section
Full with shoulders, except where rightturn lane is added to an overtaking
section, the left shoulder may be reduced.
Merge Taper
Increase width to 3m, extending at least
40m beyond the end of taper, then
transition to full width shoulder.
(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.
9.9.4 Right Hand Widening Alternative

option
Figure V9.6: Detailed of Painted Island for R H Widening
(from RDG Figure 2.8.4.6(c))
10.0 Bridge Considerations

10.1 General
10.4 Vertical Geometry

this section.
Further information on Kerb and Channel on

Structures is given in Section 4.6.4 Kerb
and Channel of this Supplement.
10.2 Cross Section

this section.
10.3 Horizontal Geometry

this section.
Part 3 Page 52
Rev. 3.0 Sept 2012
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.
VicRoads should be consulted regarding

HPFV routes. Further guidance is
expected to be available in the future.

Commentary 19 refers to Section 7.7.6, 7.7.7
and 7.7.8.
References
this section.
Tables and Figures

this section.
Rev. 3.1 Dec 2012
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
Refer to VicRoads Supplement to AGRD Part 2

for further information regarding the use of
EDD for VicRoads projects.
following
for
additional
Appendix G
Correction reference to Appendix F in
Section 8.6.2 should read Appendix G.
Appendix E
(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.
Appendix E (additional information)

REVERSE CURVES
Figure VE1.1: Superelevation Development for Reverse Curves with Short Tangent
(from RDG 2.7.5(a))
Lsd1 / S ro1
Lsd2 / Sr o2
REVERSE CURVES WITH SPIRALS

Figure VE1.2(a): Superelevation Development on Reverse Curves with Spirals
Sro1
Part 3 Page 54
Sro2
Rev. 3.0 Sept 2012
Figure VE1.2(b): Use of Minimum Superelevation Length to Improve Drainage

Lsp1 / Sro1
Lsp2 / Sro2
Figure VE1.3: Compound Curves

(from RDG Figure 2.7.7
Sro
Sro
Sro
Rev. 3.1 Dec 2012
Part 3 Page 55
Appendix F
(Additional information)
F.4 Characteristics of the Euler Spiral (Clothoid)

(from RDG Appendix 2.4.D)
VF1.1 Standard Notation for Spirals
Figure VF1.1: Spiral Notation
(from RDG Figure 2.4.D.1)
long chord distance = chord

distance from T.S. to any point on
the spiral.
back angle = Angle between the

long chord and the tangent to the
spiral at any point on the spiral.
PC point= the point on the circle at which the

radius is normal to the initial
tangent.
p
shift = Offset from the tangent to

the S.T.C.
abscissa of the offset

measured from the T.S.
displacement of tangent point

along the tangent due to the
introduction of a spiral.
Ks
spiral constant.
tangent distance = distance from

I.P to T.S.
at
P.C
T.S. =
point of change from tangent to

spiral.
S.C. =
point of change from spiral to

circle.
design secant distance.
length of spiral from T.S to S.C

(metres).
design friction factor.
superelevation in percent.
rate of change of acceleration

(m/s3) on transition curve at
design speed.
Lsp
L
length in metres from the T.S

along the curve to any point on the
spiral.
design speed in metres per second.
design speed in kilometres per

hour.
intersection angle in degrees.
radius in metres of the circular arc

(or radius of the spiral at the S.C).
RL
radius at distance L along the

spiral.
x, y
abscissa and ordinate respectively

of any point on the spiral with
reference to the T.S and the initial
tangent.
xc, yc =
co-ordinates of the S.C.
, S =
spiral angle at any point and at

S.C. respectively.
, c =
polar angle = spiral deflection

angle at the T.S. from the initial
tangent to any point on the spiral
and to the S.C. respectively.
Part 3 Page 56
VF1.2
EULER SPIRAL
Spirals can be defined using a number of

mathematical equations. The spiral used by
VicRoads is the EULER SPIRAL.
In its simplest form the equation for the Euler
spiral is
RLL
=
=
constant
Ks
Where
L
length along the spiral from the

start to a specified point.
RL
radius at distance L along the spiral
From the equation it can be seen that RL

decreases as L increases.
The numerical value of Ks fixes the shape of
the curve as shown on Figure VF1.2.
Rev. 3.0 Sept 2012
Figure VF1.2: Effect of LR Constant on Spiral Shape

In road design both the length of the spiral

(Lsp) and the radius of the circular curve at
the end of the spiral (R) are fixed for each
spiral.
There are two important properties of the

Euler Spiral illustrated on Figure VF1.4:
1.
2.
The PC point is the location where the TC

would be if the spiral were not provided.
This point is approximately half way
along the spiral.
The offset between the tangent and the
PC is approximately equal to p/2 where p
is the total shift.
Figure VF1.4: Location of the PC Point
One other spiral equation commonly used is

where is the angle between the approach
tangent and a tangent at distance L from the
start, as shown on Figure VF1.3.
Figure VF1.3: Deflection Angle along
Euler Spiral (from RDG Figure 2.4.D.3)
Notes
1.
2.
Rev. 3.1 Dec 2012
This drawing has been exaggerated to

illustrate the geometry.
For location of the spiral with respect to
superelevation development, see AGRD
Part 3, Section 7.5 and 7.7.
Part 3 Page 57
VF1.3
List of Spiral Equations
(from RDG 2.4.D.3)
Part 3 Page 58
Rev. 3.0 Sept 2012

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VicRoads Supplement to Austroads Guide to Road Design Part 3

Rev. 3.1 Dec 2012

VicRoads Supplement to Austroads Guide to Road Design Part 3

VicRoads Supplement to the Austroads Guide to Road Design

ED Network & Asset

Minor changes to text, references

Figure 5.1 & figures in table updated

Car Stopping Sight Distance

Minimum Radius Curves

Crest Vertical Curves

Operating Speeds on Urban Roads

Operating Speeds on Rural Roads

Side Friction & Minimum Curve

General edits & corrections

Bridge Cross Section

General edits & corrections

COPYRIGHT 2010 ROADS CORPORATION.

VicRoads Supplement to Austroads Guide to Road Design Part 3

Austroads (2009). Austroads Guide to Road

Austroads (2009). Austroads Guide to Road

Austroads (2009). Austroads Guide to Road

VicRoads (2007). Oversize and Over

Street Works Coordination Committee (1995).

Rev. 3.1 Dec 2012

VicRoads Supplement to Austroads Guide to Road Design Part 3

Rev. 3.1 Dec 2012

VicRoads Supplement to Austroads Guide to Road Design Part 3

Roads are two-lane two way roads which

Roads provide the primary link between

Roads provide the more important links

VicRoads has no supplementary comments for

Scope of this Part

VicRoads has no supplementary comments for

Refer to VicRoads Supplement to Austroads

Objectives of Geometric Design

VicRoads has no supplementary comments for

2.2.5 Design Vehicle

VicRoads has no supplementary comments for

Refer to Making roads motorcycle friendly A

Motorcyclists are more vulnerable than most

surprises in alignment or layout

complex decision making tasks imposed

misleading or conflicting information

inadequate delineation and guidance

an unforgiving roadside environment.

VicRoads has no supplementary comments for

VicRoads has no supplementary comments for

2.2.2 Road Classification

Roads are duplicated freeways or

Five basic motorcycle safety needs during

Rev. 3.1 Dec 2012

VicRoads Supplement to Austroads Guide to Road Design Part 3

(c) The need to avoid collisions with other

(e) The need to survive (minimise injury) if

2.2.7 Access Management

Refer to VicRoads Supplement to AGRD Part 6

PROVISION FOR TRUCKS

Provide for the swept paths of trucks. Refer to Austroads Design

Provide sufficient stopping distance (lateral sight distance restrictions

Provide sufficient sight distances to allow trucks to turn safely on each

Provide radii appropriate for the turning speeds of trucks.

If deceleration is likely to be required, allow sufficient distance for truck

Provide sufficient signs to warn truck drivers of steep downhill grades.