Guide to Road Design Part 3: Geometric Design Session I 18 October 2016
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1 Guide to Road Design Part 3: Geometric Design Session I 18 October 2016
2 Today s moderator Angela Racz Online Training Coordinator Knowledge Transfer - ARRB Group P: E: training@arrb.com.au
3 Housekeeping Webinar = 60 mins Question time = included + =
4 GoToWebinar functions Please type your questions here
5 Today s presenter Peter Aumann Principal Research Engineer Safe Systems ARRB Group E: peter.aumann@arrb.com.au
6 Introduction Guide to Road Design Part 3 : Geometric Design Reviewed and updated Focus on updated or new information 6
7 Introduction Guide to Road Design Part 3 : Geometric Design Available at Note Free PDF downloads for Australian and New Zealand road agencies including councils. austroads@austroads.com.au for log-in. 7
8 Webinar two sessions Session 1 Design objectives, Speeds, Crosssection Session 2 Horizontal and Vertical Alignment, Superelevation 8
9 Content Design objectives Speeds Cross-section 9
10 Design Objectives
11 Design objectives contents General Vulnerable road users Motorcyclists Emergency runway strips
12 Design objectives (1.4) Maximise safety Maximise operational efficiency Maintain uniformity Development of economically efficient designs 12
13 Design objectives (1.4) Maximise the benefit of available funds Provide for future traffic growth Cater for all road user groups Minimise environmental impacts Community views 13
14 Design objectives Vulnerable Road Users (2.2.4) (new) Safe and efficient movement of cars and trucks, and pedestrians, cyclists and motorcyclists 14
15 Design objectives Motorcyclists (2.2.4) New Table 2.1: Issues and good practice relating to motorcyclists 15
16 Design objectives Motorcyclists (2.2.4) Layout recognition 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. 16
17 Design objectives Motorcyclists (2.2.4) Curves Avoid compound curves (workload) Lane widen on curves (motorcyclists lean into curves) Shoulders provide area for correction 17
18 Design objectives Motorcyclists (2.2.4) Shoulders provide area for correction Pavements shape to drain water quickly off the surface to minimise potential for aquaplaning at intersections and driveways - drainage water does not wash gravel and debris onto the road surface 18
19 Design objectives Emergency runway strips (2.2.8, Appendix B) (new) Remote areas where runway strip not provided and road access may not be available (eg flooded road) Should have minimum vertical design speed of 130 km/h minimum seal width of 10 m minimum runway length of 1200 m. 19
20 Speeds
21 Speeds contents Speeds general Terminology Desired speeds
22 Speeds Speeds General (3.1) Geometric consistency 22
23 Speeds Speeds General (3.1) Driver expectations High speed rural Low speed rural 23
24 Speeds Speeds terminology (3.2) Desired speed - adopted by drivers on less constrained elements Operating speed - 85 th percentile speed at which drivers will travel at under free flowing conditions Design speed - the speed adopted for the design of each element of the road 24
25 Speeds Speed relationship (3.2.4) 25
26 Speeds Determining Desired Speed (3.5.1) Existing rural roads 85 th percentile on straights or large radius curves where there is sufficient length to maintain constant speed, lengths typically needed 70 km/h m 90 km/h m 110 km/h m 26
27 Speeds Desired Speed (3.5.2) New roads, Table 3.2 (new table) provides a guide New roads, Table 3.2 (new table) provides a guide 27
28 Cross-Section
29 Cross-section contents Shoulders Verges slopes Batter slopes Bunds or mounds Drainage Medians Wide centreline treatments Bicycle treatments
30 Cross-section Crown lines (4.2.3) Crown lines introduce a destabilising opportunity - care is needed Drainage purposes 30
31 Cross-section Crown lines (4.2.3) Method of developing offset crowns (example Fig 4.5, multilane divided road) 31
32 Cross-section Medians Road widths divided carriageways (additional information) Undivided casualty crash rates 1.6 times higher that divided 32
33 Cross-section Shoulders (4.3.3) Sealing benefits Reduction in run-off-road crashes achieved by a shoulder seal width of 0.5 to 1.5 m Safety does not improve significantly for shoulder widths over 1.5 to 2.0 m High speed/high volume roads may justify a continuous 2.5 to 3.0 m wide shoulder 33
34 Cross-section Shoulders (4.3.4) widen shoulders on outside of curves Source: Levett (2007) 34
35 Cross-section Verges slopes (4.4) 35
36 Cross-section Batter slopes (4.5) For earth cut batters, earth fill batters and rock fill batters Undertake a slope stability analysis, check for potential for sliding, toppling and wedge failure May need structural treatments 36
37 Cross-section Bunds or mounds (4.5.3) 37
38 Cross-section Drainage (4.6) Factors to be considered Alignment - land-use, topography Longitudinal invert slope - flow velocities Cross-section slope - flow/depth, traversability, maintenance Lining material - appearance Flow characteristics - supercritical or sub-critical flows Access - maintenance 38
39 Cross-section Drainage (4.6) Image source: 39
40 Cross-section Drainage (4.6) Slope away from pavement Image source: 40
41 Cross-section Urban median clearances (4.7.1) Design speeds 80 km/h Lit area - no lateral clearance required from the edge of the travel lane to a raised median. Unlit areas m lateral clearance is required to a raised median. The channel, if provided, is outside the lane. 41
42 Cross-section Urban median clearances (4.7.1) Design speeds >80 km/h Unlit areas a lateral clearance of 1.0 m is required, measured from the edge of the lane to the bottom face of the kerb. Lit area, this distance can be reduced to 0.5 m. 42
43 Cross-section Median width recovery area (4.7.1) Cross-median crashes common on medians wider than 15 m Reduction in crashes on roads with median widths of up to 20 m No further reductions are achieved at widths of 20 m or more. Table 4.15 recovery area nominated at 20 m increase from 15 m 43
44 Cross-section Medians (4.7.1) Narrow medians with wire rope safety barrier (WRSB). New Appendix E provides some information on narrow medians with WRSB 44
45 Cross-section Narrow medians with wire rope safety barrier (4.7.1 and Appendix E ) Considerations minimum length at full height (e.g. 24 m) minimum vertical curvature (e.g. greater than 3000 m radius) minimum horizontal curvature (e.g. >200 m radius) adequate space behind barrier for deflection (under impact) maintenance practices 45
46 Cross-section Medians Wide Centreline treatment (WCLT) Example (NDD) 46
47 Cross-section 47
48 Cross-section Medians (4.7.1) Head-on crashes on two-lane two-way roads, narrow medians have been installed with enhanced delineation called a Wide Centre Line Treatment (WCLT) (new Appendix F) 48
49 Cross-section Wide Centreline treatment (4.7.1, Appendix F) A dividing line, incl audio tactile line marking 1 m wide 49
50 How are we travelling?
51 Cross-section Bicycle lanes (4.8) Provision for cyclists on roads should be considered in all aspects of road management, including choice of cross-section for all roads during the design process development of traffic management programs maintenance programs where opportunities exist to provide space for cyclists by altering lane markings. 51
52 Cross-section Reference to GTM Part 4 (2016) 52
53 Cross-section Bicycle lanes (4.8) Separation between motor vehicles and cyclists to improve safety Separation achieved through linemarking painted separator strips and delineators providing raised islands or facilities behind a kerb 53
54 Cross-section Separated bicycle lanes Example of a separated bicycle lane with physical separation of parking 54
55 Cross-section Contra flow bicycle lanes (4.8.6) 55
56 Cross-section Contra flow bicycle lanes (4.8.6) >50 km/h, physical separation from motor traffic should be provided by a raised traffic island or a safety strip that should desirably be 1.0 m wide (0.6 m minimum) Green surfacing in bicycle lanes is used with road agency policy and at sites where there is a higher probability of conflict eg approaches to intersections or through intersections 56
57 Cross-section Bicycle/car parking lanes (4.8.10) 57
58 Cross-section Bicycles supplementary treatments (Section ) When assessing the need for protective treatments radii of curves sight distance from drivers to cyclists (around curves/over crests) traffic speed and volume numbers of trucks and buses kerbside motor traffic lane width degree of encroachment of traffic into existing bicycle lanes 58
59 Questions?
60 Thank you for participating Contacts Peter Aumann Principal Research Engineer Safe Systems ARRB Group E: W: austroads.com.au
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