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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
REQUIRED POINT OF NEED
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
8/18/2019 VicRoad Guardrail Standard Drawings and Notes
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)
REQUIRED POINT OF NEED
(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
REQUIRED POINT OF NEED
(ONE DIRECTION ONLY)
REQUIRED POINT OF NEED
(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.
ACCORDANCE WITH SD 3500.
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’
ACCORDANCE WITH SD 3500.
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
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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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RDN 06-08 A – SEPTEMBER 2015 4
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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RDN 06-08 A – SEPTEMBER 2015 6
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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7
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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RDN 06-08 A – SEPTEMBER 2015 8
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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9
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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RDN 06-08 A – SEPTEMBER 2015 10
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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RDN 06-08 A – SEPTEMBER 2015 12
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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12
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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13
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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