VicRoad Guardrail Standard Drawings and Notes

8/18/2019 VicRoad Guardrail Standard Drawings and Notes

1/26

LINE A

DIRECTION OF TRAFFIC

TRAFFIC DIRECTION

OPPOSING

SHOULDER

C

CURVE LENGTH

X

1

SPEED (km /h)

15

110 100

13 11

9 8

15

20

25

30

40

45

55

55

15

15

20

25

30

35

45

50

55

60

65

15

15

20

25

30

35

40

45

50

55

60

65

65

PR O TEC TED WI D TH B ( m)

Y

14

13

12

11

10

9

8

7

6

5

4

3

2*

1*

0.5*

7 6 5 4 3

2.5

90 110 100 90 110 100 90 110 100 90 110 100 90 110 100 90 110 100 90 110 100 90 110 100 90 110 100 90 110 100 90

15

15

20

25

30

35

35

40

45

50

55

60

65

70

75

30

35

45

25

35

40

25

35

40

30

35

40

30

35

40

30

35

40

25

25

40

45

25

30

40

45

25

30

45

50

20

25

35

45

50

20

25

35

45

50

25

30

40

50

55

15

20

30

40

45

50

20

25

30

40

50

55

20

25

35

45

55

60

15

20

30

35

45

50

55

15

20

30

40

45

55

60

20

25

35

40

50

60

65

15

20

25

35

45

50

60

60

15

20

30

40

50

55

65

70

15

20

25

30

40

45

55

60

65

15

15

25

30

35

40

45

55

60

65

70

15

15

20

25

30

35

40

45

50

60

65

70

70

L

0m

10m

WRSB

HAZARD

SAFETY BARRIER

B - A +

1

2f

Z =

Z [a] [L]

GUARD FENCE

H

D 3511

NOT TO SCALE

V

i

i

U

U

T

REQUIRED POINT OF NEED

U

15

15

20

25

30

35

45

50

55

60

65

70

75

80

85

15

15

25

30

35

45

50

55

60

65

75

80

80

15

20

25

35

40

45

55

60

65

75

80

15

20

30

35

45

55

60

70

75

15

15

25

30

35

45

50

55

60

CURVE LENGTH

B

Lr

+

2f

Z

2

X =

Z

2

Y =

- CURVE LENGTH


T

E

R

I

N

L

(SEE NOTE 5) (SEE NOTE 5)

(REFER G.R.E.A.T’S FOR EXAMPLE)

WITHIN THE TERMINAL LENGTH.

BARRIER POR CAN BE ACHIEVED

AND LESS THAN 9 0 k m/h .

O PER A TI N G SPEED S EQ U A L TO

ADOPT 9 0 k m/h Z VALUES FOR

SHORTHAND (REFER SD 3500)

(SEE NOTE 9 )

SLOPE 10 TO 1 OR FLATTER

REQUIREMENTS

TERMINOLOGY, SHORTHAND AND GENERAL

D 3500

ROADSIDE DESIGN GUIDEASHTO 2011

USE OF STEEL GUARD FENCEDN 0 6 -0 8

ACCEPTED SAFETY BARRIER PRODUCTSDN 0 6 -0 4

USE OF WIRE ROPE SAFETY BARRIERSDN 0 6 -0 2

A U STR O A D S G U I D E TO R O A D D ESI G N PA R T 6

VICROADS SUPPLEMENTS TO AGRD

SD 3571, 3573 RUNOUT AREA

LINE A

D 3 5 1 1

AND SHOULDER

OFFSET TO KERB

D 3502

PROCEDURES

LOCATIOND 3501, 4311

RUNOUT AREA REQUIREMEN TS IN ACCORDANCE WITH SD 3571 AND 3573.

SAFETY BARRIERS SHALL BE VICROADS ACCEPTED PRODUCTS IN ACCORDANCE WITH RDN 06-04.

ACCORDANCE WITH SD 3500.

SAFETY BARRIER TERMINOLOGY, SHORTHAND AND GENERAL REQUIREMENTS SHALL BE IN

ALL DIMENSIONS ARE IN MILLIMETRES UNLESS SHOWN OTHERWISE..

R

E

F

E

R

G

R

D

P

R

T

6

G

U

R

D

F

E

N

E

6:1 OR FLATTER (5:1 FOR GUARD FENCE)

RECOVERABLE TERRAIN

7

10m

m MINIMUM

FOR LIMIT OF GRADING

REFER SD 3571 AND 3573

FOR GRADING DETAILS)

(REFER SD 3571 AND 3573

RUNOUT AREA

SEE NOTE 8

R EFER VR S TO AGR D PAR T 6 .

REQUIRE RELEVANT AUTHORITY.

* OFFSETS LESS THAN 3 .0 m

15

15

15

20

25

30

35

40

45

50

50

55

60

65

65

10,000

1,000-5,000

1,000 (X)

(X)

(X)

(X)

5,000-10,000

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

10,000

(AADT)**

VEHICLES/DAY

(m )

TRAFFIC LANE

OFFSET FROM

SAFETY BARRIER

A

SPECIFIC TO BARRIER TYPE

MINIMUM CURVE RADIUS

POR

MINIMUM

POR

MINIMUM

DEPARTURE TERMINAL

REDUCED POST SPACING DISTANCES

10 m

X, Y AND Z VAL UE S

H D.C 05/14 TITLE BLOCK, INCLUDE ALL BARRIERS, TABLE A, NOTES

WITH AADT FACTOR BELOW

* * Z V A LU ES M A Y BE M U LTI PLIED

AND Lr VALUES FROM AASHTO 2011.

AGRD PART 6 ’RUN-OUT LENGTH’ METHOD

TA B LE A I S C A LC U LA TED U SI N G TH E

HAZARD AREA OR WORKZONE

R O A D SA FETY B A R R I ER S

SAFETY BARRIER (LINE A)

ALIGNMENT DETAILS

8/5/14

LENGTH. (e.g. GF= 5m)

MATCH BARRIER UNIT

CURVE RADIUS. SHOULD

FLARE RATE AND MINIMUM

R ESULT OF

URVE LENGTH:

AASHTO 2011.

W ITH AGR D PAR T 6 OR

FLARE RATE IN ACCORDANCE:

2011.

ACCORDANCE WITH AASHTO

RUN-OUT LENGTH VALUES IN

r:

D.CASSAR

T AB L E A - L E NGT H Z FOR L INE A SAFE T Y B AR R IE R S (m) (SE E NOT E 4 , 6 AND 7)

DEVELOPMENT LENGTH

GATING SECTION OR

DEVELOPMENT LENGTH

GATING SECTION OR

BARRIER LENGTH OF REDIRECTION (LOR) (REFER SD 3500)

5 m FO R G U A R D FEN C E

FACTOR

(AADT)

/DAY

VEHICLES

MINIMUM X VALUE IS 5m FOR GUARD FENCE AND 10m FOR WRSB.

DIMENSIONS X AND Y ARE CALCULATED FROM Z VALUE S. X=Z/2 AND Y=(Z/2)-CURVE LENGTH, IN ACCORDANCE WITH THE X, Y AND Z FIGURE.

FLARE RATE OF 12:1. SEE NOTE 6 FOR APPLICATION WITH OTHER BARRIER TYPES AND RESTRICTIONS. SEE NOTE 7 FOR OTHER AADT VOLUMES.

V A LU ES O F Z I N TA B LE A A R E M I N I M U M V A LU ES C A LC U LA TED FR O M A C U R V E LEN G TH O F 5 m WI TH A PPR OX I M A TELY A 6 0 m R A D I U S A N D

RUN-OUT LENGTH METHO D IN ACCORDANCE WITH AGRD PART 6, SECTION 6.3.19 OR AASHTO 2011.

DETAILS IN THIS DRAWING ARE FOR BARRIERS ON STRAIGHT SECTIONS OF ROAD. Z VALUES FOR CURVED SECTIONS OF ROAD SHALL USE THE

REFER TO SD 3573 FOR FLARED TERMINALS.

ALIGNMENT DETAILS IN THIS DRAWING APPLY TO ALL ACCEPTED SAFETY BARRIER PRODUCTS, WITH THE EXCEPTION OF WRSB WHICH SHALL

SAFETY BARRIER TERMINOLOGY, SHORTHAND AND GENERAL REQUIREMENTS SHALL BE IN ACCORDANCE WITH SD 3500..

NOTES:

DISTANCES FIGURE.

REDUCED POST SPACING MINIMUM DISTANCES FOR GUARD FENCE AND WRSB, SHALL BE IN ACCORDANCE WITH THE REDUCED POST SPACING0.

IDEALLY, THIS FLAT AREA SHOULD COVER THE FULL WIDTH FROM EDGE OF VERGE TO BARRIER.

AN OBSTACLE-FREE AREA OF AT LEAST 2m WIDE WITH A SLOPE NO STEEPER THAN 10 TO 1 SHALL BE PROVIDED IN FRONT OF THE BARRIER.

BE LOCATED WITHIN OPPOSING TRAFFIC CLEAR ZONE, USE AN APPROVED APPROACH TERMINAL. REFER RDN 06-04.

DEPARTURE TERMINALS (e.g. TRAILING TERMINAL) MUST NOT BE LOCATED WITHIN THE CLEAR ZONE OF OPPOSING TRAFFIC. IF THE TERMINAL IS TO

N O T U SE A A D T FA C TO R S I N TA B LE A . FU TU R E TR A FFI C V O LU M ES A T TH E S I TE SH A LL B E C O N SI D ER ED WH EN U SI N G A A D T FA C TO R S I N TA B LE A .

WHOLE BARRIER UNIT LENGTH. VALUES CALCULATED FROM THE X, Y AND Z VALUES FIGURE ALREADY CONSIDER AADT VOLUMES AND SHALL

FO R O TH ER A A D T V O LU M ES, Z V A LU ES I N TA B LE A M A Y B E M U LTI PLI ED B Y TH E A A D T FA C TO R IN TA B LE A A N D R O U N D ED TO TH E C LO SEST

2011. VALUE S SHALL BE A MULTIPLE OF THE SAFETY BARRIER UNIT LENGTH (e.g. 5m FOR GUARD FENCE) AND ROUNDE D UP TO SUIT.

VALUES OF X, Y AND Z MAY ALSO BE CAL CULATED FROM THE X, Y AND Z FIGURE USING Lr VAL UES SPECIFIED IN AGRD PART 6 OR AASTO

ISSUEPPROVED

AMENDMENT

ST A N D A R D D R A WIN G

REFERENCES AND NOTES:

ISSUE

DATE

PP’D

FAX (03) 9811 8329

PHONE (03) 9811 8355

VICTORIA 3124

CAMBERWELL

3 PROSPECT HILL ROAD

SD N O .

SERVICES

TECHNICAL


2/26

SPEED (km /h)

15

120 110 100

13 11

9 6

120 110 100 120 110 100 120 110 100 120 110 100 120 110 100 120 110 100 120 110 100 120 110 100 120 100

8 7 5 4 3

25

30

35

35

45

50

40

50

60

50

60

70

55

70

85

65

80

95

1100 80 70 90 80 70 60 500 80 700 8000 60

75

95

110

85

110

130

25

40

45

50

30

45

55

60

35

55

65

70

45

65

75

85

50

70

80

95

25

45

50

55

60

30

45

60

65

70

35

50

65

75

85

40

55

75

85

95

25

35

50

60

65

70

30

45

55

70

75

85

35

50

65

80

85

95

45

65

85

110

120

130

25

35

50

60

70

80

85

30

40

55

65

80

85

95

40

55

75

95

110

120

130

25

35

45

55

65

75

80

85

25

35

50

60

70

80

90

95

25

35

45

55

65

75

85

90

95

20

25

35

45

50

60

70

75

85

90

95

20

25

30

35

45

50

60

65

70

80

85

90

95

20

25

35

40

50

55

65

70

80

90

95

105

110

115

120

20

20

25

35

40

45

50

55

65

70

75

80

85

90

95

PR O TEC TED WI D TH B ( m)

LINE B

DIRECTION OF TRAFFIC

TRAFFIC DIRECTION

OPPOSING

SHOULDER

(OPPOSITE DIRECTION)


(OPPOSITE DIRECTION)

Z [d]

C

13

12

11

10

9

8

7

6

5

4

3

2*

1*

0.5*

0*

10,000

1,000-5,000

1,000

(B - A)

B

Lr

Z =

U U

T

U

U

T

L

0m

10m

WRSB

HAZARD

SAFETY BARRIER

120 110

55

85

110

45

70

90

100 90

40

60

80

35

55

70

80

2

70

30

45

60

25

35

50

60 50

20

25

35

120 110 100 90 80

1

70 60 50

65

125

55

110

45

90

40

80

35

70

30

60

25

50

20

35

Z [a] [L]

1*

0.5*

0*

GUARD FENCE

POR

MINIMUM

POR

MINIMUM

D.C 11/13 TITLE BLOCK, INCLUDE ALL BARRIERS, TABLE B, NOTES

* O FFSETS B ELO W 3 . 0 M R EQ U I R E V I C R O A D S A PPR O V A L. R EFER V R S TO A G R D PA R T 6

(REFER G.R.E.A.T’S FOR EXAMPLE)

WITHIN THE TERMINAL LENGTH

BARRIER POR CAN BE ACHIEVED


(ONE DIRECTION ONLY)


(AADT)

FACTOR

/DAY

VEHICLES

DESIGN

(X)

(X)

(X)

(X)

5,000-10,000

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.67

0.73

0.83

1.0

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.67

0.73

0.83

1.0

0.66

0.71

0.82

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.67

0.73

0.83

1.0

0.66

0.71

0.82

1.0

0.64

0.71

0.81

1.0

0.7

0.81

0.92

1.0

0.7

0.81

0.92

1.0

0.69

0.78

0.89

1.0

0.68

0.76

0.85

1.0

0.67

0.73

0.83

1.0

0.66

0.71

0.82

1.0

0.64

0.71

0.81

1.0

0.63

0.7

0.8

1.0

SHORTHAND (REFER SD 3500)

T AB L E B - L E NGT H Z FOR AL L L INE B SAFET Y B AR R IE R S (m) (SE E NOT E 6)

(AADT)

VEHICLES/DAY

(m )

TRAFFIC LANE

OFFSET FROM

SAFETY BARRIER

A

10,000

0.7

0.81

0.92

1.0

20

25

30

40

45

55

60

70

75

85

90

100

105

110

115

20

30

40

50

60

70

80

90

100

110

120

125

130

20

30

35

45

55

60

70

80

85

95

105

110

110

25

35

50

60

70

85

95

105

120

125

130

20

30

40

50

60

70

80

90

100

105

110

30

45

60

75

85

100

115

120

130

25

40

50

65

75

90

100

105

110

35

50

65

80

100

115

120

130

30

45

55

70

85

100

105

110

35

50

65

80

95

105

110

40

55

75

95

105

110

55

85

105

115

130

45

70

90

100

110

65

100

115

130

55

85

100

110

65

95

125

TABLE B IS CALCULATED USING THE AGRD PART 6 ’RUN-OUT LENGTH MET HOD’ AND Lr VALUES FROM AASHTO 2011. RE FER AGRD PART 6 FOR METHODOLOGY.

AS PER EXAMPLE

WITH AADT CORRECTION FACTOR BELOW

Z V A LU ES A B O V E M A Y B E M U LTI PLI ED

SD 3571, 3573 RUNOUT AREA

LINE A

D 3 5 1 1

AND SHOULDER

OFFSET TO KERB

D 3502

PROCEDURES

LOCATIOND 3501, 4311

REQUIREMENTS

TERMINOLOGY, SHORTHAND AND GENERAL

D 3500

ROADSIDE DESIGN GUIDEASHTO 2011

USE OF STEEL GUARD FENCEDN 0 6 -0 8

ACCEPTED SAFETY BARRIER PRODUCTSDN 0 6 -0 4

USE OF WIRE ROPE SAFETY BARRIERSDN 0 6 -0 2

A U STR O A D S G U I D E TO R O A D D ESI G N PA R T 6

VICROADS SUPPLEMENTS TO AGRD

(ROUND TO CLOSEST UNIT LENGTH)

FOR 1 ,0 0 0 AADT

E.G: Z = 60x0.69 = 41.4 (40m)

NON RECOVERABLE TERRAIN

0m MINIMUM

10m

DEVELOPMENT LENGTH

GATING SECTION OR

BARRIER LENGTH OF RED IRECTION (LOR) (REFER SD 3500)EVELOPMENT LENGTH

GATING SECTION OR

TERMINAL

TERMINAL

SPECIFIC DOCUMENTS.

REDUCTIONS. REFER PRODUCT

TO ACHIEVE Z VALUE

OFFSET FLARED (NOT CURVED)

SPECIFIC TERMINALS MAY BE

REDUCED POST SPACING DISTANCES

RUNOUT AREA REQUIREMEN TS IN ACCORDANCE WITH SD 3571 AND 3573.

LINE A SHALL BE CONSIDERED IN ALL CASES BEFORE LINE B. REFER SD 3511 OR 3573.

SAFETY BARRIERS SHALL BE VICROADS ACCEPTED PRODUCTS IN ACCORDANCE WITH RDN 06-04.


SAFETY BARRIER TERMINOLOGY, SHORTHAND AND GENERAL REQUIREMENTS SHALL BE IN

ALL DIMENSIONS ARE IN MILLIMETRES UNLESS SHOWN OTHERWISE..

FOR GRADING DETAILS)

(REFER SD 3571 AND 3573

RUNOUT AREA

GRADING DETAILS)

(REFER SD 3571 AND 3573 FOR

RUNOUT AREA

OR WORKZONE

HAZARD AREA

10 m

CLEAR ZONE, USE AN APPROVED APPROACH TERMINAL. RE FER RDN 06-04.

ZONE OF OPPOSING TRAFFIC. IF THE TERMINAL IS TO BE LOCATED WITHIN OPPOSING TRAFFIC

DEPARTURE TERMINALS (e.g. TRAILING TERMINAL) MUST NOT BE LOCATED WITHIN THE CLEAR

AASHTO 2011.

FOR CURVED SECTIONS OF ROAD SHALL BE D ETERMINED IN ACCORDANCE WITH AG RD PART 6 OR

DETAILS IN THIS DRAWING ARE FOR BARRIERS ON STRAIGHT SECTIONS OF ROAD. Z VALUES

SAFETY BARRIER PRODUCTS.

ALIGNMENT DETAILS IN THIS STANDARD DRAWING APPLY TO ALL ACCEPTED LONGITUDINAL

(SD 3511) SAFETY BARRIER INSTALLATION CLOSE TO THE HAZARD.

IN SOME LOCATIONS THE TERRAIN NEAR THE HAZ ARD CAN BE FLATTENED, ENABLING A ’LINE A’


SAFETY BARRIER TERMINOLOGY, SHORTHAND AND GENERAL REQUIREMENTS SHALL BE IN.

NOTES:

ACCORDANCE WITH THE REDUCED POST SPACING DISTANCES FIGURE.

REDUCED POST SPACING MINIMUM DISTANCES FOR GUARD FENCE AND WRSB, SHALL BE IN

SHALL BE CONSIDERED WHEN USING AADT CORRECTION FACTORS IN TABLE B.

A N D SH A LL N O T U SE A A D T FA C TO R S I N TA B LE B . FU TU R E TR A FFI C V O LU M ES A T TH E S I TE

CALCULATED USING THE EQUATION IN TABLE B AND Lr ALREADY CON SIDER AADT VOLUMES

FACTOR IN TABLE B AND ROUNDED TO THE CLOSEST WHOLE BARRIER UNIT LENGTH. VALUES

FO R O TH ER A A D T V O LU M ES, Z V A LU ES I N TA B LE B M A Y B E M U LTIPLI ED B Y TH E A A D T

B AND RUN-OUT LENGTH VALUES (Lr) SPECIFIED IN AGRD PART 6 OR AASHTO 2011.

V A LU ES O F Z M A Y A LSO B E C A LC U LA TED U SI N G TH E R U N - O U T LEN G TH EQ U A TI O N I N TAB LE

C A LC U LA TIO N O F Z V A LU ES.

R O U N D ED U P TO SU I T. SEE N O TE 7 FO R O TH ER A A D T V O LU M ES A N D TA B LE B FO R SPEC I FIC

LEN G TH S. Z V A LU ES SH A LL B E A M U LTI PLE O F TH E SA FETY B A R R IER U N I T LEN G TH A N D

V A LU ES O F Z I N TA B LE B A R E M IN I M U M LEN G TH S B A SED O N 5m G U A R D FEN C E U N I T

RUN-OUT LENGTH EQUATION

G

7

NOT TO SCALE

V

i

i

R GORDON

24/02/94

R O A D SA FETY B A R R I ER S

SAFETY BARRIER (LINE B)

ALIGNMENT DETAILS

SD 3521

ISSUEPPROVED

AMENDMENT

ST A N D A R D D R A WIN G

REFERENCES AND NOTES:

ISSUE

DATE

PP’D

FAX (03) 9811 8329

PHONE (03) 9811 8355

VICTORIA 3124

CAMBERWELL

3 PROSPECT HILL ROAD

SD N O .

SERVICES

TECHNICAL


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DETAIL SHEET

DetailsCategory: Longitudinal

Sub Category: SemiRigid

Main Material: Steel

Gating/Non Gating: NA

Redirective/ Redirective Non Redirective:

Permanent/ Permanent Temporary:

Description

"ners#ip

Public Domain

Supplier:Public Domain

$ccepted Test %evelDeemed to com#l !it" N,HRP 345 to Test Level 3)TL3*6 755&m8"

RE2ISI+N 7 9 :AN.AR1 ;57(

WBEA< '.ARD -EN,E


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Design

• Design s"ould be underta&en in accordance !it"

2icRoads Standard S#eci$ication $or Road!or&s

Section =5> 9 Steel Beam 'uard -ence and

relevant 2icRoads Standard Dra!ings $or

Road!or&s%

Post !mbedment

• Posts need to be driven to a su$$icient de#t" inorder to ac"ieve t"e re?uired sti$$ness to redirectve"icles in a cras"% Re$er to 2icRoads StandardDra!ing SD3@@7%

• I$ t"e desired #ost de#t" cannot be ac"ieved a#late and #ost assembl ma be $ied to t"econcrete $oundation%

• Bolt do!n a##lications to a $oundation re?uirestructural design 0 #roo$ engineering b a2icRoads #re?uali$ied design consultant%

%engt# o& Redirection '%oR(• T"e LoR o$ t"e WBeam Sstem de#ends on t"e

s#eci$ic site conditions%

• Re$er to 2icRoads Standard Dra!ings SD3477and SD34;7 $or s#eci$ic rail lengt" and o$$setre?uirements%

• T"e minimum lengt" o$ redirection allo!able $orWBeam guard $ence is 35m ecluding endtreatments% At lengt"s less t"an t"is t"e barrier

sti$$ened b reducing t"e #ost s#acing to 7%5m%

Re$er to Road Design Note 5@5> 9 T"e .se o$

'uard -ence )#ending*%

-eig#t Correction

• W"ere t"e $ace o$ t"e guard $ence is erected!it"in 5 to 7m be"ind t"e bac& o$ &erb or !it"in7%4m $rom edge o$ #avement !it"out &erb t"emounting "eig"t s"all be measured $rom t"eadGacent road #avement sur$ace%

• -or distances beond 7%4m $rom bac& o$ &erb

t"e mounting "eig"t s"all be measured $rom t"eground sur$ace at t"e guard $ence location%

!nd Treatments

• An o$ t"e a##ro#riate acce#ted #ro#rietar end

treatments are suitable !it" #ublic domain guard

$ence%

• T"e trailing terminal ma be used on t"e

de#arture side #roviding t"e site meets t"erestrictions #laced on t"is end treatment%

• Restrictions on t"e use o$ an o$ t"e end

treatments can be $ound in t"e relevant End

Treatment Design S"eet%

%imitations

• T"e cross slo#e s"all be not greater t"an 75


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ROAD DESIGN NOTE

1. Purpose

This note covers the design requirements for steel beam

Guard Fence (GF) safety barriers (also commonly called W-

beam) for all arterial roads in the state of Victoria. Pleasenote proprietary barrier systems must be installed in

accordance with the system supplier product manual andcorresponding VicRoads Detail Sheet.

This Road Design Note (RDN) should be read in

conjunction with the Austroads Guide to Road Design

(AGRD) Part 6: Roadside Design, Safety and Barriers and

VicRoads Supplement (VRS) Part 6 . Where conflicts or

discrepancies occur between this note and the AGRD or

VRS, this note shall take precedence.

This RDN should also be read in conjunction with Road

3. Application of Guard Fence

GF is a semi-rigid road safety barrier system, and is the

most commonly used system in Australia. It is capable of

restraining light to mid-weight vehicles in the 800 kg to2000 kg range, and has deflections generally between 0.5

and 1.0m.

As with most semi-rigid and flexible barrier systems, GF is

incapable of containing larger vehicles, such as service

vehicles, buses or trucks. Where the proportion of heavy

vehicles is high, and the consequence of barrier

penetration could be catastrophic (e.g. gantry or cantilever

support structures on an urban freeway), then a barrier

with a higher performance may be required. In this case arisk assessment, as detailed in AGRD Part 6, Section 6.3,

RDN 06-08 A – SEPTEMBER 2015

The use of Guard Fence


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RDN 06-08 A – SEPTEMBER 2015 2

Figure 3.1: Guard Fence Profile

4.

Warrants

Warrants for the use of safety barriers are based on the

premise that they should only be installed if they will

reduce the severity of potential crashes. That is, the

consequences of an errant vehicle striking the hazard will

be more severe than impacting the safety barrier itself.

Improving the alignment, cross section, surfacing anddelineation so as to reduce the number of vehicles

leaving the roadway; and

Reducing the impact severity of the hazard (i.e. use slipbase or impact absorbing lighting poles, frangible sign

posts, etc).

For new projects, designs should be developed that

comply with the appropriate standards and good road

safety practice with the minimal use of safety barriers.

This RDN assumes that the need for a roadside barrier has

already been pre-determined, following due consideration

of clear zones, required containment levels, aesthetics and

cost-effectiveness; and that GF is the preferred barriertype.

5. Design Requirements

This section provides details of design criteria to be met as

part of the assessment of the suitability of GF for use at a

particular site.

5.1.

General LayoutGF can be located either close to the hazard (Line A) or at

edge of traffic lane or shoulder (Line B). VicRoads Standard

Drawings SD3511 and SD3521 show layouts for

installations at Line A and Line B respectively.

Line A is desirable where the terrain between the hazard

and the roadway is driveable, or can be reshaped to make

it driveable. Typically this is where the slope of the terrain

is 10:1 or flatter. Line A installations also provide the added


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3

For more detail regarding shy line effects and offsets refer

AGRD Part 6, Section 6.3.5 .

There is no restriction on the maximum offset of GF from

the edge of pavement, subject to the other requirementsof this RDN being met.

Desirable offset – 4.0m

The desirable offset of 4.0m provides a comfortable width

for a vehicle to stop clear of the traffic lane and barrier,

and also provides space for maintenance activities and

emergency services. This offset also provides a recovery

area between the traffic lane and barrier for errant vehicles

to maximise the opportunity to recover.

Minimum offset – 3.0m

The minimum offset of 3.0m provides an adequate width

for a vehicle to stop clear of the traffic lane and barrier.

Absolute minimum offsets –


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Dynamic Deflection

For standard installations the lateral displacement or

deflection of W-beam GF is 1.0m measured from the face

of W-beam.

In constrained locations where this deflection cannot be

accommodated, stiffening of the barrier system by

reducing the post spacing to 1.0m or double nesting the

W-beam (using two W-beam sections inside one another)may achieve smaller deflections, to an absolute minimum

of 0.5m. However this stiffening of the barrier will increase

the potential for vehicle occupant injury, and due

consideration should be given.

When utilised, the reduced post spacing of 1.0m shallextend from a point 10m prior to the approach end of the

hazard to a point perpendicular to the departure end of

the hazard.

Double Nesting

Nesting of the W-beam is designed to increase lateral

stiffness where required, eg to achieve minimum

deflection requirements. The recommended treatment is

to nest and splice two layers of guard fence together in a‘running bond’ configuration shown below.

Where a hazard poses no additional impact risk with rolling

vehicles (e.g. culverts, fill batters or non-vertical cut

batters), the vehicle roll allowance can be substituted by

the system width (typically approximately 0.45m).

Figure 5.4: Working Width

NB: Diagrammatical only Appropriate consideration for vehicle


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5

the outside of curves, even those of relatively small radius,

as the concave shape supports the development of tension

in the rail.

Installations on the inside of curves can be moreproblematic, as the convex shape can mitigate against the

development of tension in the rail. However, this is usually

only a problem for very small radii, such as those on the

corners of intersections.

Options for installations at radii less than 10m should be

discussed with the Manager Road Standards and Traffic.

Straight sections of W-beam can be used to form a radius

of 45m or greater. For radii less than 45m, W-beams are

required to be factory curved.

Consideration should be given to likely impact angles on

curved barrier installations, as the maximum impact angletested under NCHRP 350 is 25°. Vehicle impacts at angles

greater than 25° can therefore be expected to have more

severe consequences than those encountered in

controlled crash tests.

There are no vertical alignment limitations for GF

installations.

5.5. Flaring

A barrier is considered to be flared when it is not parallel to

the edge of the traffic lane. A flared installation (typically

Line A) maximises the offset between the traffic lane and

the barrier, increases the likelihood of the driver being able

to regain control, and minimises nuisance impacts.

Motorists are less likely to perceive barriers as a hazard if

5.6. Length of redirection

The length of redirection is the length of GF required to

redirect an errant vehicle and shield the driver from a

roadside hazard. It is a requirement that the GF bepositioned so that the extremities of the length of

redirection (points of redirection) are aligned with the

hazard required to be protected (points of need).

Consideration needs to be given to the length of

redirection for both adjacent and opposing traffic if the

identified hazard is within the clear zone for the opposing

traffic.

Figure 5.6: Barrier Length of Redirection

(Source: AustRoads Guide to Road Design Part 6, Fig 6.21)

The run out length method shall be used to determine

hazard points of need in Victoria. The run out length is the

theoretical distance needed for a vehicle that has left the

roadway to come to a stop. It is measured along the

roadway from the point at which the vehicle leaves the

running lane, although the actual distance travelled isalong the departure path. This method has been used to

determine lengths of redirection shown on VicRoads

Standard Drawings SD 3511 and SD 3521 .


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Figure 5.8: Length of Redirection on Inside of Curve(Source: AustRoads Guide to Road Design Part 6, Fig 6.25)

The length of redirection has traditionally excluded GFterminals, however all current VicRoads approved

approach-side GF terminals now have some redirectivecapabilities themselves, which help to reduce overall GF

installation lengths. The points of redirection vary between

each product, and designers should refer to the system

supplier’s drawings and specifications for further details.

VicRoads Standard Drawing SD 3545 provides a

comparison of accepted GF terminals, and their respective

points of redirection.

The application of terminal flaring, as per Section 5.5, can

help to minimise the required barrier length of redirection.However, note that some GF terminals can only be

installed tangentially (refer Section 8).

5.7. Minimum barrier length

In order to perform satisfactorily, GF systems must have

sufficient length to enable the strength to be developed

through the system and into the posts as impact occurs

All barriers should be considered non-transparent for the

purpose of assessing sight distance.

5.9.

Grading requirements on battersIt is desirable to locate GF where the approach slope from

the pavement is essentially flat. GF has been designed for

level terrain conditions and performs most effectivelywhen installed on slopes of 10:1 or flatter. If GF is placed

on slopes steeper than 10:1, studies have shown that for

certain encroachment angles and speeds, the barrier may

not perform as intended.

Ideally GF should be placed as close to the hazard as

possible and the area between the edge of verge and GFshould be made flat and obstacle free, with a cross slope

not steeper than 10:1. If this is not achievable, the

following steps should be considered:

Batter slope flatter than 5:1

Place the GF as close as possible to the hazard and create

an obstacle free area at least 2m wide with a slope not

steeper than 10:1 in front of the GF.

The batter slope from edge of verge to the flat area shouldbe maintained at 5:1 or flatter.

The 2m wide flat area in front of the GF provides adequate

space for the four wheels of an errant vehicle to be in

contact with a level surface when impacting the GF.


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If posts are placed closer to the hinge point than the

minimum, it is recommended that the post embedment

depth is increased to provide sufficient lateral support. As a

guide, additional post embedment depth of 1000mm / a

should be provided, where the embankment is (a)H:1V

(refer Figure 5.10), limited to a maximum slope 2:1.

Alternatively, 2.4m posts (600mm additional depth) are

commonly used on narrow verges. Consideration of the

appropriate barrier system for containment on steeperslopes should also be given.

Adoption of increased embedment depth as above should

only be adopted on existing low speed roads with

constrained formation widths. Adequate formation widthshould be provided on all Greenfields projects.

Deviations from standard post lengths should be stated on

relevant design plans. Refer to VicRoads Standard Section

708 for additional post installation requirements.

6.2. Allowances for access

It may be necessary to consider breaks in GF at locations

where pedestrians cross the road, or where intersections,

property accesses or median breaks exist. Access foremergency services should also be a consideration,

particularly on rural or mountainous roads in high fire risk

areas. The provision of breaks should be reviewed along

the whole length of a project and minimised as

appropriate.

Where breaks are necessary, approved end treatments

must be provided and barriers should be overlapped (refer

section 8.4). Any unprotected hazards located in close

proximity to the break in GF (i.e. outside of the length ofredirection) must be reviewed for removal, relocation or

alternative protection. Consideration may include

staggering of the GF lengths to minimise the risk of an

errant vehicle entering the gap.

Consultation with the relevant VicRoads Regional

Operations area should be undertaken to determine an

appropriate access width for maintenance purposes. In

general, 3 to 5m should be provided between overlapping

barriers. Refer AGRD Part 6 Commentary 14 for anexample diagram of a barrier access arrangement.

If a longitudinal break is required between GF terminals for

property access, consideration should be given for servicevehicles, such as garbage trucks, to stop clear of the

adjacent traffic lane. A nominal 18m should be considered

between end terminals at driveway locations, subject to

other requirements within this RDN being met. 1 0 4 1

1 0 4 1


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Table V6.2 of VRS Part 6 for a list of popular motorcycle

routes in Victoria.

Care should be taken to avoid sharp or broken edges,

potential snagging points, or unnecessary protrusions oradded devices. Reflectors used for delineation purposes

need to be frangible in case motorcyclists slide along the

top of the W-beam. Plastic post caps are also available to

provide a more forgiving profile of the top of the GF

post/block combination. Refer to RDN 06-04 for acceptedmotorcycle-friendly products.

6.5. Underground Assets

Where drainage or underground services are required atthe GF location it is important that the drainage design and

services strategy is coordinated with the barrier design.

Items affected may include the location and depth ofpipes/conduits and location of pits. Installations of GF

along the inverts of table drains should be avoided for

maintenance, durability and barrier performance reasons.

Where barriers are required across culverts or other

underground services, and two or more consecutive

standard driven GF posts cannot be used, strengthening ofthe W-beam and/or omission of posts may be considered

as follows.

6.5.1 Barrier Strengthening

Options to strengthen include double nesting of the W-

beam, reducing post spacings on the approach and

departure sides of the culvert (refer to Section 5.2.3) or

asset, utilising bored pile post foundations on either side of

the culvert or asset or provision of a reinforced concrete

Nesting of the W-beam is designed to increase lateral

stiffness to compensate for the missing post and provide

continuity of stiffness for vehicles, thereby minimising

pocketing. Refer Section 5.2.3 for double nesting

configuration for strengthening only.

The recommended treatment is to nest and splice two

layers of W-beam together in a ‘running bond’

configuration shown below. The length of nested GF

should extend at least 1 W-beam length either side of the

omitted post and should not be used in conjunction withreduced post spacing. Refer Figure 6.1.

If factory drilled nested W-beam sections are not available,

the additional holes required for bolting of the nested W-beam should only be formed by drilling. No holes shall be

formed or enlarged using oxy-acetylene equipment (“gas-

axe”) or similar flame cutting methods. Once formed, the

holes should be filed to remove any rough edges and

painted with a single pack zinc-rich primer that meets

AS/NZS 3750.9. Refer NZTA TM-2003: Nesting of semi- rigid guardrail .

Combinations of nesting and reduced post spacing should

only be used as per technical advice to avoid pocketing.

6.5.3 Use of twin blockouts

Where isolated individual (ie single) GF posts cannot be

installed due to underground services, twin blockouts are

acceptable to allow the post to be setback further from the

W-beam. More than two stacked blockouts has thepotential to lift the W-beam as the post rotates back

during an impact and therefore should not be installed.


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7. Installation Considerations

7.1. Barrier height

The height of GF is critical to its satisfactory performance

and it is essential that this be maintained at the correct

level throughout the life of the installation.

As of March 2014, the standard height of GF in Victoria is

740mm to the top of W-beam. This height is to be

adopted for all future installations of GF, where existing GF

is within the Limit of Works of a funded infrastructure

project, or where maintenance is required on impacted GF.

Where existing GF installations are below standard height,lifting of the W-beam can be achieved through the use of

proprietary Abraham Blocks (pictured below).

7.3. Maintenance

In accordance with Section 28 of the OH&S Act 2004,

designers shall consider the OH&S implications of

maintenance and repair of safety barriers.

The on-going maintenance of the areas on both sides of

the barrier as discussed within this RDN should be takeninto account when considering the installation of GF. The

cost, practicality and the OH&S implications of the

maintenance of these areas needs to be considered.

Maintenance factors to be considered are:

Routine maintenance

Impact repair

Effect of barrier on adjacent road and roadside

maintenance

Concrete maintenance strips below GF are desirable, and

should be provided in accordance with VicRoads StandardSection 708 .

The concrete maintenance strip shall be placed parallel to

the GF, such that it extends a minimum of 300mm clear of

the rear of the post and 300mm clear from the face of theW-beam. Refer to VicRoads Standard Drawing 3503 for

further information.

7.4. W-beam overlap

GF W-beam is spliced together at alternate posts using

eight bolts, with the W-beam overlapped so that the

exposed ends face away from nearside approaching traffic.

That is the upstream section overlays the downstream


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8.1. Terminals

Appropriate terminals need to be provided so that the end

of the GF will not spear or snag an errant vehicle, causing it

to overturn or vault the barrier. In addition, an appropriateterminal will ensure that vehicle decelerations will not

exceed the recommended limits.

Provision of an NCHRP 350 crash-tested terminal, in

accordance with RDN 06-04 , is mandatory where the GF

terminates within the clear zone, or where it is likely to be

hit end on by an errant vehicle.

As of January 2014, only Gating Redirective Energy-

Absorbing Terminals (G.R.E.A.Ts) can be used for approach

terminals in Victoria, following the removal of acceptance

for Breakaway Cable Terminals (BCTs).

Refer to RDN 06-04 for accepted GF terminal systems and

the relevant product manuals.

Figure 8.2: X-Tension Terminal

8.1.1 Gating Redirective Energy Absorbing

Terminal (G.R.E.A.T)

Where site conditions permit, G.R.E.A.Ts should be used in

conjunction with a flared GF alignment immediately

downstream of the terminal, to increase the offset of the

terminal from traffic and minimise the likelihood of end onimpacts. Note that the terminals themselves cannot be

curved.

The Point of Need locations and allowable flare widths for

the four most common G.R.E.A.Ts are shown in Table 2.

Note that the FLEAT SP must be installed on a flare and

cannot be installed tangentially.

Details of the required layout of G.R.E.A.Ts and associated

run out areas are shown on VicRoads Standard Drawing


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Table 2: G.R.E.A.T Point of Need & Flare Widths

Terminal

(Total

length)

Location of

PoN

Distance

from impact

head to PoN

Allowable flare

widths

X-Tension

TL3 (13.03m)

600mmfrom first

post

2.20mmax offset

1200mm

ET 2000 Plus

TL3 (15.86m)Post 3 4.43m

max offset

600mm

SKT SP TL3

(15.24m)Post 3 4.6m

max offset

600mm

FLEAT SP TL3(11.43m)

Post 3 4.6m

offset between

760mm &1220mm

providing no treatment and less severe for the occupants

than, for example, that of a bridge drop off.

A short radius curve treatment aims to redirect a vehicle

where possible or absorb the energy of a vehicle impactingat a high angle. To achieve this, it requires frangible

(timber) posts to break away, allowing the GF to wrap

around the front of a vehicle and bring it to a stop. High

angle impacts will deflect significantly allowing the vehicle

to travel into a run-out area behind the barrier, refer Figure

8.4. The required run out area is clearly shown on theStandard Drawings and shall be provided.

Figure 8.4: Short Radius Curve deflection

Without a run-out area or breakaway posts, the vehicle will

essentially be hitting a very stiff system at high speed and

at a high angle, resulting in the vehicle to either under-ridethe W-beam causing a large amount of occupant ride-

down forces, or vault over the barrier into whatever hazard

may be behind. In addition, double nesting shall not be

provided as this would make the system even more rigid.

Following investigation into the work done by the FHWA

(USA), short radius treatments have been successfully

crash tested to NCHRP350 Test Level 2: 70km/h and are

largely ineffective at higher speeds. Impact speeds above

this can cause the vehicle to override or underride thebarrier and could become more severe for the occupant

than the hazard


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Desirably the slope of the approach and run out areas

should be 10:1 or flatter. Where this is deemed impractical,

refer to VicRoads Standard Drawing 3571 for minimum run

out area grading details.

A documented risk assessment should be prepared

whenever a minimum run out area cannot be provided.

8.3. Transition to other safety barrier

systems

When connecting GF to a rigid barrier or structure,

specially designed transitions are required to effectively

and gradually transition the lateral stiffness of the GF, and

reduce the potential for vehicle pocketing and snagging atthe connection.

Transitions in GF are achieved by decreasing the post

spacing and double nesting the W-beams. VicRoads

Standard Drawing SD 4084, and SD 4081 details a standard

GF transition and connection to a bridge end post.

GF cannot be transitioned into wire rope safety barrier

(WRSB), and can only be “interfaced” by overlapping the

barrier systems.

8.4. Overlapping barriers

When GF systems overlap with WRSB, the interface

between the systems must have sufficient clearance

between them to ensure neither barrier adversely affects

the performance of the other. The leading and trailing

points of need for each barrier length should belongitudinally aligned to prevent exposure of any adjacent

roadside hazards

1. Reduce offset from the traffic lane to GF to aminimum of 3.0m.

2. Adopt minimum offset requirements for barrier

deflection (as low as 0.5m) and provide reduced post

spacing and/or double nesting as appropriate (refer

Section 5.2.3 & Section 6.5).

3.

Reduce offset from the traffic lane to GF to an

absolute minimum (down to 0.6m) with relevant

approvals.

4.

Consider the use of alternative terminal products that

may provide for a greater length of redirection within

the length of terminal.

5.

Consider the use of a more rigid barrier system.6.

Undertake an appropriate risk assessment and

reconsider removal or relocation of the hazard.

References

Supersedes: RDN 06 – 08 SEPTEMBER 2013

AustRoads Guide to Road Design, Part 6

VicRoads Supplement Part 6 – Sections 4.2 to 6.0.

VRS Standard Drawings – Guard Fences and Barriers

VicRoads Standard Section 708 – Steel Beam Guard Fence

VicRoads Road Design Note 06-04 – Accepted Safety

Barrier Products

Approved by


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Chapter 1Safe, Reliable and Efficient Freeway Operation


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1.1. Managed Freeways – Introduction

Melbourne’s freeway and tollway network1 carries 30% of the arterial road traffic although comprising

only 7% of the arterial road network length. The efficient use of freeways and tollways is essential in

providing a safe and reliable level of service that maximises the productivity of the asset and providesoptimum operation in relation to throughput and travel time.

An actively managed freeway may incorporate a number of traffic management tools which provide a

range of benefits. The most effective traffic management tool for managing freeway flow to achieve

high levels of efficiency and reliability is access control with coordinated freeway ramp signals.

1.2. Freeway Ramp Signals – An Overview

Freeway ramp signals are traffic lights installed on an entry ramp to meter traffic into the freeway in ameasured and regulated manner in order to manage the freeway traffic flow and prevent congestion.

Flow breakdown and congestion reduce throughput, increase travel time and represent under-

utilisation and lost productivity of a high value facility.

An actively managed coordinated system of ramp signals based on contemporary traffic flow theory can

provide stable and reliable travel by optimising throughput and travel speed on the freeway as well as

preventing, or delaying, the onset of traffic flow breakdown and congestion.

VicRoads use of the HERO suite of algorithms provides coordinated dynamic management ofMelbourne’s freeways. This provides proven results in achieving the objectives of managed freeways.

CHAPTER 1 SAFE, RELIABLE AND EFFICIENT FREEWAY OPERATION


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The US Federal Highway Administration has issued a ramp metering information brochure (2006)

which includes the following comment summarising the success of ramp metering:

No other traffic management strategy has shown the consistently high level of benefits in such a wide range of deployments from all parts of the country.

Pete Briglia,

Puget Sound Regional Council, Seattle, Washington and Chair of the TRB Freeway Operations Committee.

1.3. Context within an Integrated System

Managed freeways with coordinated freeway ramp signals operate within the VicRoads road

network management framework as shown in Figure 1.2.

Further information relating to the integration of freeway ramp signals within a managed freeway

environment is provided in Section 3.1. Information relating to the arterial road interface is in

Chapter 8.

Go vernment Str ategi e s

V i c R oads Policies and Stand a r d s

R o a d N e t work

Operational

F r a m e w o r k

On-Road Management Tools

Real Time DataHistorical performance

Lane useManagement

(LUMS)

VariableSpeed

Management

IncidentManagement

ArterialRoad

Signals(SCATS)

Road UserPriority

e.g. Trams,Buses, Trucks

Co-ordinatedFreeway

RampSignals



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1.5. This Handbook

This Handbook provides the rationale, criteria and design principles for providing freeway ramp signals.

The Handbook structure includes:

Chapter Contents

1 Introduction, background and context of managed freeways and freeway

ramp signals.

2 Principles of freeway traffic flow including background relating to fundamental

and contemporary traffic flow relationships and traffic flow breakdown leading

to congestion.

3 Principles of ramp metering including the principal aims and benefits, managing thearterial road interface and the principles of operation to control access and prevent

flow breakdown.

4 Criteria for providing freeway ramp signals on existing and new freeways or ramps.

5 Importance of reliable freeway traffic data and analysis.

6 Guidelines for capacity analysis and design, including typical layouts for freeway

ramp signals.

7 Operation of ramp signals including an outline of the algorithms used by VicRoadsand traffic management relating to emerging congestion and other tools in a

managed freeway.

8 Managing the arterial road interface – entry ramps and exit ramps.

Appendices

A Freeway Ramp Signals - Information Bulletin.

B Sh t hi t f t i



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VicRoad Guardrail Standard Drawings and Notes

Documents

Transcript of VicRoad Guardrail Standard Drawings and Notes