RPDM Chapter7

Road Planning and Design Manual
Chapter 7: Cross Section
7
Chapter 7
Cross Section
September 2004
Table of Contents
Acknowledgement
7-1
7.1
7-1
7.2
7.3
7.4
7.5
7.6
7.7
ii
Introduction
7.1.1
General
7-1
7.1.2
Cross Section Determination
7-2
7.1.3
Terminology
7-2
Lanes
7-6
7.2.1
General
7-6
7.2.2
Two Lane Two Way Rural Roads
7-7
7.2.3
Multilane Rural Roads and Motorways
7-8
7.2.4
Urban Roads
7-8
7.2.5
National Highways
7-8
7.2.6
Bus Routes
7-8
7.2.7
Auxiliary Lanes
7-9
7.2.8
Parking Lanes
7-9
7.2.9
Turning Lanes/Turning Roadways and Ramps
7-10
7.2.10 Cycleways
7-11
7.2.11
7-12
Location of Kerb and/or Channels
7.2.12 Transit Lanes
7-12
Shoulders
7-20
7.3.1
General
7-20
7.3.2
Two Lane Two Way Rural Roads
7-20
7.3.3
Multilane Rural Roads and Motorways
7-21
7.3.4
Auxiliary Lanes
7-21
7.3.5
Ramps
7-21
7.3.6
Urban Roads
7-22
7.3.7
National Highways
7-22
7.3.8
Cycleways
7-22
7.3.9
Change in Shoulder Width
7-23
Medians
7-23
7.4.1
General
7-23
7.4.2
Rural Roads
7-23
7.4.3
Urban Roads
7-24
7.4.4
Motorways
7-26
7.4.5
Clearance to Medians
7-26
7.4.6
Rural Median Treatment
7-26
Verges, Footpaths and Outer Separators
7-27
7.5.1
Verges
7-27
7.5.2
Footpaths
7-27
7.5.3
Outer Separators
7-32
Clear Zone
7-36
7.6.1
General
7-36
7.6.2
Guidelines
7-36
Crossfall
7-36
7.7.1
General
7-36
7.7.2
Crossfall and Drainage
7-38
7.7.3
Road Crossfall
7-38
7.7.4
Median Crossfall
7-39
September 2004
7.8
7.9
7.10
7.11
7.12
7.7.5
Footpath Crossfall
7-39
7.7.6
Parking Lane Crossfall
7-39
7.7.7
Crossfall Configuration on Side Slopes
7-39
7.7.8
Split Level Carriageways
7-40
Batters
7-41
7.8.1
Batter Slopes
7-41
7.8.2
Traversable Batters and Batter Rounding
7-42
7.8.3
Batter Slope Treatment
7-43
7.8.4
Benches
7-43
7.8.5
Rock Fall Protection
7-48
Drainage
7-48
7.9.1
Table Drains
7-48
7.9.2
Catch Drains and Banks
7-48
7.9.3
Dykes
7-50
7.9.4
Batter Drains
7-50
7.9.5
Kerbs, Channels and Access Chambers
7-50
7.9.6
Floodways
7-51
Bridges and Clearances
7-53
7.10.1 Road Bridge Widths
7-53
7.10.2 Pedestrian/Cyclist Bridges
7-59
7.10.3 Lateral Clearance
7-59
7.10.4 Vertical Clearance
7-60
7.10.5 Pedestrian/Cyclist Subways
7-61
7.10.6 Clearance to Railways
7-61
7.10.7 Public Utility Plant
7-62
Special Considerations
7-62
7.11.1
Roads on Expansive Soils in Western Queensland
7-62
7.11.2
Roads in Rainforest (including Wet Tropics)
7-67
Typical Cross Sections
7-71
References
7-80
Relationship to Other Chapters
7-81
Appendix 7A: Template for Vehicle Clearance at Property Entrances
7-82
Appendix 7B:Multi-Combination Vehicles in Urban Areas
7-83
September 2004
iii
iv
September 2004
Chapter 7 Amendments - September 2004

Revision Register
Issue/
Rev No.
Reference
Section
1
2
Description of Revision
First Issue
Authorised
by
Date
Steering
Committee
Aug 2000
7.2.12
New section
7.5.2
Footpaths and Driveways - modification to

2nd paragraph
W. Semple
Jan 2001
7.2.8
Modification to 1st paragraph
W. Semple
Feb 2001
7.10.1
Table 7.18 - modification to notes
7.1.3
Additional definition
7.2.4
Modifications. Table 7.5 removed
7.2.6
Modifications
7.2.8
Modifications
7.2.10
Modifications
7.2.11
Additional dot point
7.5.2
Additions
7.7.3
Additional subsection
7.7.5
Sight impaired changed to visually impaired.
7.7.6
Additional subsection
7.9.2
Figure 7.20 modified. Additions to 3rd paragraph
7.9.5
Modifications and additions. Figure 7.21 modified
7.9.6
New
7.10.1
Additional 2nd paragraph
7.10.2
Modifications to 1st paragraph re min. vertical clearance
7.10.4
Modifications to Table 7.21
7.10.5
Additional paragraph
New
Relationship to other chapters
7.2.1
Diagram renumbered as Figure 7.2.1 and referenced in text
7.2.12
New subsection Enforcement. Modifications to Figures

7.2.12.5 to 7.2.12.8
7.4.2
Additional text after 3rd paragraph
7.4.6
Additional text at the end of 1st paragraph
7.5.2
Modifications to Figures 7.7
7.9.5
Additional text at the beginning of subsection
7.10.1
Additional text after 3rd paragraph
7.10.2
Additional text
7.10.7
Modifications to Table 7.22
7.12
Modifications to Figures 7.27 to 7.29 and 7.32
App. 7A
Modifications to diagram
7.3.9
New section - Change in Shoulder Width
7.4.3
Additional text - Tips for treatment of urban medians
7.7.3
Additional text - limits on crossfall for turning roadways
7.2.4
Inclusion of Chapter no. for reference
7.2.8
Additional text Parking restrictions at intersections
7.2.11
Correction of section reference number
7.2.12
Additional text - Transit Lanes - Enforcement
September 2004
Steering
July
Committee
2001
Steering
May
Committee
2002
Steering
July
Committee
2002
Steering
Sep
Committee
2004
Issue/
Rev No.
7
Reference
Section
Description of Revision
7.3.1
Correction of table reference number
7.4.3
Additional text - Urban Roads - Tips for treatment of

urban medians
7.4.3
Correction of typical/cross sections reference number
7.4.5
Correction to kerb type reference numbers
7.4.6
Spelling correction
7.4.6
Correction to Typical Cross Section reference number
7.5
Modifications to Fig 7.7
7.5.2
Correction to text
7.5.2
Additional text
7.5.2
Removal of reference to Fig 7.14
7.5.2
Move text
7.6
Additional symbol on Fig 7.12
7.6.2
Additional text
7.7.1
Spelling correction
7.7.3
Additional text - inclusion of Chapter no. for reference
7.7
Additional text as 7.7.6
7.7.6
Renumbered to 7.7.7
7.7.7
Renumbered to 7.7.8
7.8
Modification to Fig 7.18(b) - spelling error
7.9.1
Correction to kerb type numbers
7.9.5
Change of Table 7.9.6 to Table 7.16
7.9
Fig 7.21 - correction of dimension in type 3 kerb
7.9
Fig 7.21 - Additional note for kerb type 25/26
7.9
Fig 7.21 - Additional note for kerb type 18/19/20/21
7.9
Fig 7.21 - Removal of kerb types 28 and 29
7.9
Fig 7.21 - Rename kerb type 30 to type 28
7.9.6
Amendment to table number - Width Range
7.9.6
Removal of text - Width Range
7.10.7
Correction to Section number reference
7.11.2
Correction to text
7.12
Additional text
Fig 7.27
Additional note and symbol
Fig 7.28
Fig 7.29
Additional note and symbol, width correction
Fig 7.30
Fig 7.31(a)
Fig 7.31(b)
Fig 7.32(a)
Fig 7.32(a)
Change to channel type
Fig 7.32(b)
Fig 7.32(b)
Change to channel type
Authorised
by
Date
Steering
Sep
Committee
2004
References Additional references included
vi
September 2004
Chapter 7
Cross Section
Acknowledgement
This Chapter is based on the Roads and Traffic
Authority of NSW Road Design Guide Section 3 Cross Section. Details of the elements in the
Chapter have been modified to suit Queensland
practice and conditions, but the structure of the
Chapter and much of the text has been adopted
from the RTA Guide. The assistance of RTA in
developing this Chapter is gratefully
acknowledged.
7.1 Introduction
7.1.1
General
The cross section of a road is a vertical plane, at

right angles to the road control line, viewed in the
direction of increasing chainage, showing the
various elements that make up the roads
structure. A cross section can show transverse
detail from boundary to boundary, detailing the
various road components.
The aim of a cross section is to show variations
within the design and its interaction with the
natural topography. A design should be
sympathetic to the natural environment and user
expectations, while maintaining a balance
between construction, maintenance and operating
(including accident) costs.
The major elements of a road cross section are
illustrated in Figure 7.1. More extensive details
are shown in Section 7.11.
Three factors are fundamental to the use of this
section of the Road Planning and Design Manual:
The Total Package
The elements comprising a cross section form part

of a package; accordingly, decisions about the
dimensions to be adopted for an individual
element must recognise the considerable degree
of inter-dependence of design considerations that
September 2004
occurs. For instance, decisions on shoulder width

can only logically be made in the light of the
available sight distance due to vertical and
horizontal alignments, the pavement surface
treatment, adjoining travel lane widths and
predicted traffic volumes and composition. (See
also Chapter 10 for coordination with alignment
design). A holistic approach has to be taken to the
design and the cross section has to be designed in
conjunction with the landscape elements (refer
Road Landscape Manual, Main Roads 1998).
Relative Costs
For most works the cost of providing the

pavement, and its wearing surface, is the most
significant factor in the total cost of a road project.
It is therefore important to ensure that the width of
pavement adopted is the appropriate one for the
circumstances. Because pavement materials are
expensive, small increases in the width of lanes
and shoulders can add significantly to the total
cost of the project, even if the percentage increase
is relatively small.
Particular care is needed in cases where
improvements are being made to roads on the
existing formation. Adopting dimensions that will
require widening of the formation will cause a
large increase in the cost of the work. However,
once established on a project, marginal increases
in dimensions may not represent a significant
increase in the total cost.
Designers should examine the cost of alternatives
to ensure that the most cost effective solution is
adopted.
Clear Zones
Vehicles run off the road; hence shoulder, verge

and batter design must make provision for a clear
zone (see Figure 7.1) which will allow an errant
vehicle to traverse this area, sustaining minimum
damage to itself and occupants (see also Sections
7.5 and 7.6).
7-1
The clear zone concept underlines the fact that a

reasonably flat, well compacted and unobstructed
road side environment is highly desirable,
especially on high travel speed roads.
Urban areas have specific problems created by

utility poles. However, efforts should still be
made to ensure that the appropriate speed related
clear zone is provided, especially on new
construction. In urban areas, footpaths will
provide an adequate clear zone, provided utility
poles, sign supports and heavy structures are kept
to the rear of the footway, or made frangible, and
all planting consists of frangible species.
Undergrounding of Public Utility Plant will assist
in keeping the footpath clear.
7.1.2
Cross Section
Determination
The Flow Chart given as Figure 7.2 details the

procedure to undertake in determining the most
appropriate cross section to be adopted.
References to other sections of the Road Planning
and Design Manual are given for assistance.
7.1.3
Terminology
A.A.D.T.
Total yearly traffic volume in both directions,
divided by the number of days in the year gives
the Annual Average Daily Traffic volume.
Auxiliary Lane
Clear Zone
Batter
Travelled Way
Verge Shoulder
Lane
Embankment
Batter
Clear Zone
Batter
Verge
A portion of carriageway adjoining through

traffic lanes, used to separate either faster
overtaking traffic or slower moving vehicles
from through traffic, or for other purposes
supplementary to through traffic movement.
Travelled Way
Shoulder
Lane
This is the uniform side slope of a cutting or an

embankment, expressed as a ratio of 1 unit
vertical on X units horizontal.
Batter Drain
A lined open drain for removing stormwater
from the top to the toe of the batter in order to
reduce scour of the batter face.
Cutting
Travelled Way
Clear Zone
Footway
Urban Areas
Lanes
Batter Rounding
Curvature that is applied to improve the
stability and appearance of the road at the
intersection of the extension of the road
crossfall and/or existing surface (hinge point),
with the batter slope of an embankment or
cutting.
* Width of Channel
Bench
Figure 7.1
7-2
Typical Clear Zone
This is a ledge that is constructed on a batter or

natural slope for the purpose of providing
adequate horizontal sight distance, greater
security against batter slippage or to assist with
batter drainage.
September 2004
Is the project on a National-Highway?
YES
NO
Collect Data: Traffic volumes, Traffic composition,
proposed speed zone, max. grade,
horizontal alignment, accident history, etc.
Adopt National
Highway standards
for lane and shoulder
widths
See 7.2.5. And 7.3.7
Consider warrants for Auxiliary lanes, Medians, Separated carriageways, Cycleways, etc.
YES
Is the formation width known?
NO
(Median + lanes + shoulders + verges)
Ascertain number of lanes and widths

required for the predicted design traffic volume
Ascertain the minimum

lane width. See 7.2
Calculate the effective

lane width. See 7.2
Does this satisfy minimum lane width values?
NO
Determine the minimum lane widening

required.
See Chapter 11 - Horizontal Alignment.
YES
Determine the minimum lane widening
required. See Chapter II- Horizontal Alignment.
Determine appropriate shoulder widths. See 7.3

Consider warrants for Lay bys, emergency
phone bays, bus stops, inspection bays etc.
Determine batter slopes according to Geotechnical data, stabilisation treatment,
maintenance, environmental and aestetic values
Are batter slopes flatter
than 1 on 3 possible?
NO
Consider safety barrier

installation.
YES
What is the appropriate clear zone
according to design speed and batter
configuration. See 7.6
NO
Is additional width required

behind the barrier or terminal
to accommodate deflection?
YES
Apply rounding for traversable or
recoverable batter slopes See 7.8.3
Adjust the formation width to

accommodate deflection of
the proposed barrier
Determine appropriate treatment for ALL

hazards within the clear zone.
See Chapter 8 - Safety Barriers and
Roadside Furniture
Adjust the cross section elements to

accommodate the required
stabilisation, landscaping, drainage
environmental treatments
YES
Does the adjusted construction

width still fit within road reserve?
NO
Can the batter slope/s be adjusted to fit YES
construction width within the road reserve
considering all requirements
NO
Prepare plans for the acquisition
of additional land
Figure 7.2
Cross Section Determination
September 2004
7-3
Berm
A ledge formed at the bottom of an earth slope
or at some level intermediate between the
bottom and the top.
Capacity
The maximum rate of flow at which vehicles

can traverse a point or segment of a lane or
roadway during a specified time under
prevailing roadway and traffic conditions,
expressed as vehicles per hour.
Carriageway
That portion of the road formation, including
lanes, auxiliary lanes and shoulders that is set
aside for the use of vehicles, either moving or
stationary.
Catch Bank
A small catch levee constructed along the high
side of a cutting to intercept and direct the flow
of surface water.
Catch Drain
A surface channel constructed along the high
side of a road or embankment outside the batter
to intercept surface water.
Clear Zone
This is the border area that begins at the edge of
each travelled lane and is available for
emergency use by errant vehicles who run off
the road. This zone includes any adjoining
lane/s, road shoulder, verge and batter.
Crossfall
Expressed as a percentage, this is the cross
slope of the road surface at right angles to the
road alignment. (Applied for pavement
drainage.)
Cross Section
A vertical view made at right angles to the
control line, showing the natural ground and
the various elements that make up the roads
structure.
Curve Widening
Widening is applied, additional to the normal
lane width on some curves. This additional
width caters for widths of the turning vehicle
7-4
due to tracking, steering inaccuracies and

vehicle slippage.
Cycleway
A separate path or a portion of the road (either
shared or exclusive) allotted to the use of
cyclists.
Declared Road
Any road in the State of Queensland declared to
be a road under the control of the state under
the Transport Infrastructure Act 1994.
Design Speed
A nominal speed adopted for the design of the
geometric features of the road.
Dyke
A low embankment of earth, asphalt or
concrete placed near the edge of embankments
to control water movement.
Effective Lane Width
This is the dimension of a lane that is measured
from the centre of a lane line to the centre of a
lane line or from the centre of a lane line to the
face of the kerb.
Footpath
This area is located between the face of the
kerb and the property boundary for use by
pedestrian traffic, possible bicycle traffic and
also for the placement of utility services.
Footway
A pedestrian facility on a bridge.
Hinge Point
The point where the extended crossfall of the
verge area meets with the batter slope. This
point is associated with rounding where it is
applied.
Lane
Part of the roadway set aside for the normal
movement of a single stream of vehicles.
Lay Bys
Lay bys are short lengths of widened, sealed
shoulder that is provided for the purpose of
vehicles to stand clear of the carriageway.
September 2004
Median
The central strip of road not intended for use by
traffic, which separates opposing traffic flows.
Median width includes both adjacent shoulders.
Median Cross-over
A sealed section of roadway that is provided
between separated carriageways for the
purpose of allowing cross-median movements
(often for emergency vehicles).
National Highway
High speed route linking the Nations State
capital cities and major provincial centres, as
detailed under the National Highway Act of
1986.
Nearside
This is the left hand or kerb side of a vehicle,
relative to the direction of travel.
Offside
This is the right hand or median side of a
vehicle, relative to the direction of travel.
Outer Separator
This is the portion of road reserve that separates
a through carriageway from a service or
frontage road.
Parking Lane
Lane primarily used for vehicle parking.
Service Road
A subsidiary carriageway that is constructed
between the principal carriageway and the
property line, and connected only at selected
points with the principal carriageway.
Shoulder
A shoulder is that portion of the carriageway,
measured from the outside edge of the outer
traffic lane, adjacent to and flush with the
surface of the traffic lane. The shoulder
excludes any berm, verge, rounding or extra
width that is provided for the installation of
sign posts, guide posts or safety barriers.
Shy Line
This is the offset to a hazard that a driver
perceives to be adequate for his current travel
speed adjacent to that hazard.
September 2004

Two similarly aligned, separated,
independently graded carriageways.
and
Superelevation
The continuous transverse slope normally
given to the carriageway at horizontal curves.
Table Drain
The drain (lined or unlined) that is located
adjacent to the shoulder of the road in cutting,
usually having an invert lower than the subgrade level, and formed as part of the
formation.
Terrain
The shape of the natural landscape surrounding
a road, broadly classified as follows Easy relatively level terrain, large horizontal
radii joined by long straights with cuttings
and embankments on average 2m high, with
road grades up to 2.5%.
Average rolling terrain, with cuttings and
embankments that are on average 5m high,
with road grades up to 5%.
Difficult mountainous terrain, minimum
horizontal radii, where climbing lanes may
be required, with cuttings and embankments
greater than 10m high and road grades
steeper than 5%.
Travelled Way
The portion of the carriageway that is assigned
to moving traffic, excluding shoulders and
parking lanes.
Traversable Batter
A batter offering errant vehicles safe travel
during a run-off-the-road incident, bringing the
vehicle to rest in an upright position.
Turning Lane
An auxiliary lane reserved for turning traffic.
Verge
The area located between the outer edge of the
shoulder and the batter hinge point, used for the
purpose of providing drainage, safety barriers
and rounding.
7-5
7.2 Lanes
Table 7.1
7.2.1
85th Percentile Shy Line Distance (m)

Speed (km/h)
Nearside
Offside
(Left)
(Right)
General
The traffic lane is that part of the roadway set

aside for the normal one way movement of a
single stream of vehicles.
Traffic lanes carry out a variety of functions

important to the overall efficient function of the
road hierarchy:
through road;
rural or urban;
special - bus, transit etc.;
auxiliary (turning or overtaking);
parking;
Shy Line Distances
70
1.5
1.0
80
2.0
1.0
90
2.5
1.5
100
3.0
2.0
Depending on the lane configuration and the road

alignment, a reduction in lane width/s reduces the
lateral clearance between vehicles leading to
reduced travel speed and lane capacity. Tables 7.2
and 7.3 show lane capacity reductions according
to clearances from lateral fixed hazards.
cycleways.
Table 7.2
Both the lane width and the road surface condition

have a substantial influence on the safety and
comfort of users of the roadway. In rural
applications, the additional costs that will be
incurred in providing wider lanes, will be partially
offset by the reduction in long term shoulder
maintenance costs. Narrow lanes result in a
greater number of wheel concentrations in the
vicinity of the pavement edge and will also force
vehicles to travel laterally closer to one another
than would normally happen at that design speed.
Drivers tend to reduce their travel speed, or shift
closer to the lane/road centre (or both) when there
is a perception that a fixed hazardous object is too
close to the nearside or offside of the vehicle.
When there is a perceived fixed hazard there is a
movement by the vehicle towards the opposite
lane line. The offset of this fixed hazard from the
edge of the lane where this reaction starts to be
observed is called the Shy Line.
The shy line is taken as the distance from the edge
of travelled lane to the outer edge of shoulder,
provided that there is a significant length of
constant width shoulder in advance, or as the
distance as shown in Table 7.1, whichever is the
greater.
7-6
Two Lane Roadway

Lane Capacity
(% capacity of 3.5m lane)
Clearance
3.5m
lane
3.3m
lane
3.0m
lane
2.7m
lane
1.8
100
93
84
70
1.2
92
85
77
65
0.6
81
75
68
57
0.0
70
65
58
49
Table 7.3
Four Lane Undivided Roadway

Lane Capacity
(% capacity of 3.5m lane)
Clearance
3.5m
lane
3.3m
lane
3.0m
lane
2.7m
lane
1.8
100
95
89
77
1.2
98
94
88
76
0.6
95
92
86
75
0.0
88
85
80
70
The widths of all lanes adjacent to kerblines

exclude the width of the channel.
It must be remembered that the legal width limit
of commercial vehicles is 2.5m. The majority of
heavy vehicles are built to this maximum width,
BUT it does not include the additional 200 mm
width on each side of the vehicle generated by
wing mirrors.
September 2004
Widths (m)
Prime Mover/Semi Trailer (19m)
Truck/Trailer (R12T12)
Truck/Trailer (R12T22)
A-Double (Type1 road train)
60km/h
60kmh
90kmh
90km/h
A-Triple (Type 2 road train)

19m B-double
25m B-double
B-Triple
Rigid +3 (Not Permitted in Qld)
0
Figure 7.2.1
0.5
1.5
2.5
3.5
Minimum Estimated Vehicle Path
ARRB Transport Research was commissioned to

develop minimum estimated lane width
requirements for various heavy vehicles. Data
from this study is presented in the histogram
Minimum Estimated Vehicle Path (Figure
7.2.1).
7.2.2
This figure does not include a clearance

component. Typically an additional 0.5m is added
to the given widths to determine the lane width.
Where the intended design speed through

mountainous terrain will be in excess of 80 km/h,
or 100 km/h in undulating terrain, or where there
is a predominantly high percentage of heavy
vehicles (20% for 500 AADT and 5% for 2000
AADT), a lane width of 3.5 m is desirable.
These minimum vehicle path width values are

based on straight travel, a road roughness of 120
counts/km (NAASRA), average crossfall of 4.5%
and two test speeds. This particular combination
would be regarded as too extreme for typical
situations, but no other data is available at present.
Furthermore, a different set of test conditions
would need to be considered for roads with
geometry other than straight paths.
The research suggests that most vehicles, with the
exception of Type 2 road trains or rigid truck plus
3 trailers, could comfortably operate along roads
that have a usable lane width of 3.5m, in a speed
environment of 90km/h. The operating speed for
Type 2 road trains is 80km/h, therefore some
reduction of road width requirement from those
given could be expected. Generally, past
performance suggests that Type 2 road trains can
operate adequately in 3.5m lanes with 1m sealed
shoulders on straights with 3% crossfall.
September 2004
Two Lane Two Way Rural

Roads
Minimum traffic lane widths for two lane two way

rural road applications should be determined from
Table 7.4.
Refer to Section 7.2.1 for discussion on various

heavy vehicles.
Table 7.4 Guidelines for Traffic Lane Width (Two

Lane Rural Roads)
Width of
Traffic
Lanes
Two Lanes (6.0)
(6.5)
Anticipated AADT at Opening

Low
Reasonable
High
Future
Future
Future
Growth
Growth
Growth
(<3)%
(3-6)%
(>6)%
up to 700
up to 500 up to 300
700-1700
500-1200
300-900
(7.0)* over 1700
over 1200
over 900
* Where local conditions dictate, widths in excess of

7.0m may be considered.
If in using the table, volumes fall near the boundary of
groups, consider carefully whether to use higher or
lower value.
7-7
7.2.3
Multilane Rural Roads and

Motorways
The lane widths provided on multilane rural roads

should be 3.5m. Desirably any rural road
consisting of four lanes or more should have a
central median, separating opposing traffic flows.
The normal lane width on Motorways is 3.5m.

Where a one-way carriageway is three lanes or
more, the central lane/s should be 3.7m (see
Figure 7.32).
7.2.4
Urban Roads
It is desirable for traffic lanes on urban roads to be

3.5 m wide but if the road reserve is restricted or
an on-road bicycle lane is required, the lane
width/s may be reduced.
Quite often the designer is faced with the task of
squeezing an extra lane or bike lane from an
existing or partially widened road formation. It
has been observed in the Netherlands that where
bicycles are mixed with general traffic, either
narrow (3.0 to 3.3m) or wide (3.7 to 4.0m) lanes
should be used. Intermediate widths (3.5m) tend
to be wide enough to encourage cars to pass
bicycles, but not wide enough to do so safely.
Where bicycles are to be accommodated in the
kerb lane, the wider lanes are preferred.
To allocate lane widths on an equitable basis, the
differing functions and interfaces of each lane
needs to be taken into account.
It should be noted that effective lane widths are
measured from the centreline of linemarking or
from the face of the kerb. See Figure 7.3.
The restrictions encountered will often require
lane widths to be reduced to fit the required
number of lanes into the available space. These
widths can be as low as 3.0m and can vary up to
the desired width of 3.5m. The minimum lane
widths to be adopted are as follows:
7-8
Straight
Alignment
Curved
Alignment
3.1m for kerbside lanes; 3.0m

for other lanes
widening in accordance with
Table 11.8 of Chapter 11:
Horizontal Alignment should
be applied.
Where lanes are adjacent to barrier kerbs, it is

desirable to locate the kerb at least 0.5m from the
edge of the lane to compensate for the tendency of
the driver to shy away from the kerb. Usually, the
width of the channel is satisfactory for this
purpose.
For routes accommodating multicombination
vehicles (MCV), allowance has to be made for the
size of vehicles and their tracking characteristics.
Appendix B sets out the minimum requirements
for these routes.
Figure 7.3
7.2.5
Lane Width Notation
National Highways
National Highway design should provide a

consistent design form, enhancing a high speed
environment in an aesthetically pleasing
surrounding. The width of all lanes shall be not
less than 3.5m.
7.2.6
Bus Routes
New construction on roads with bus routes

should provide for a desirable kerb lane width
of 3.7m and a minimum of 3.3m except where
the bus route forms part of the cycle network in
which case the minimum kerb lane width will
be 4.1m. It may be necessary to take width off
other traffic lanes to allow for this.
Alternatively, a suitable bicycle route can be
dedicated in the same corridor. (Note that buses
in Brisbane City occupy 3.15m when mirrors
September 2004
are included.)
On existing roads with bus routes the following
conditions apply:
1. Kerbside lanes to be marked not less than
3.0m width, from the face of the kerb.
Where the lane widths are 3.0 m or less, the
kerbside lane should be marked wider than
the adjacent lanes to offset the effects of
kerbs, channels, power poles and other
roadside structures.
2. Site specific measures to mitigate the effect
of the narrow lane should be investigated.
These include parking restrictions, median
adjustments, indented bus bays and so on.
3. Discussions should be held with the
appropriate Queensland Transport Manager
or private bus operator during the planning
stage to ensure that arrangements are
acceptable.
(See Guide to Traffic Engineering Practice - Part
11, Parking (Austroads, 1995b), for bus bays.)
7.2.7
Auxiliary Lanes
For auxiliary lanes other than parking and turning

lanes, the lane width should be the same as the
adjoining lanes (see Chapter 15, Auxiliary Lanes).
Auxiliary Lanes located on steep grades are to be
provided on the offside where analysis shows that
they will be cost effective. (See Chapter 15.)
The configuration will require drivers of
overtaking vehicles to move to the right, out of the
nearside lane. Overtaking vehicles will move to
the offside lane, returning to the nearside lane
after completing the overtaking manoeuvre. An
emergency runoff (sealed hard stand at least 3.0 m
wide) is to be provided on the nearside at the end
of the merge (see Figure 15.6, Chapter 15).
On some grades, short passing bays are
sometimes placed on the nearside of the through
lane to allow slow vehicles to pull over. The width
is to be the same as the adjacent lane. (See
Chapter 15 for details.)
September 2004
7.2.8
Parking Lanes
Parking Lanes adjacent to urban roads are normal

practice. In rural situations, parking lanes are not
provided but some provision for parking at rest
stops and motorist stopping places may be made see Chapter 20 for these cases.
In urban roads, the parking lane often fulfils the
function of a shoulder as discussed in Section 7.3
but its use is predicated on traffic and service
grounds exclusively. It is useful to consider the
functions of various types of urban roads to put the
decision on the cross section required in context.
Major Routes - Single Purpose
These comprise the through pavements of limited

access routes and urban motorways. The road
caters for moving traffic and occasional stops and
the design parameters are similar to those of rural
roads. Traffic lanes and shoulders are provided
and rural forms of cross section are acceptable.
Parking is not an issue other than providing for
stopped vehicles (broken down, fatigue etc.).
Major Routes - Mixed Purpose
These form the bulk of major urban traffic routes.

They carry frontage development and hence cater
for access movements, parked vehicles and
parking and unparking of those vehicles as well as
for moving traffic. Design principles differ from
those of rural roads. Cross sections include traffic
lanes, bicycle lanes and parking lanes (often
serving the function of shoulders).
Local Access Roads
The principal design factors relate to property

access, property drainage and width between
kerbs. Providing for parked vehicles within the
cross section is important.
Frontage/Service Roads
These roads are not a separate class but may be

either local access or mixed purpose roads. The
lowest class of service road provides only for
local access (residential access, industrial
development, and shopping centres). On major
urban corridors in large cities, they can eventually
7-9
carry significant proportions of traffic other than

for local access purposes.
As the through significance of the main pavement

of the service road increases, there is a tendency
for fewer connections to the rest of the street
system. In these cases, the service roads tend to a
mixed function status with increasing importance
given to other than local accessing traffic. They
can ultimately become arterial/collector roads in
their own right.
lane combination as this is where most of the

frictions occur. This applies principally to
suburban shopping/business areas on arterial
roads. In these cases, as speeds tend to be slowed
there is merit in reducing through lane widths and
using minimum median width between
intersections to obtain this additional space.
Where angle parking is adopted, the width and
markings defined in the Manual of Uniform
Traffic Control Devices should be adopted.
Widths
Parking restrictions at intersections
An exclusive parallel parking lane should be a

minimum of 2.5m wide. If a kerb and channel is
provided on the road, the width of the channel
may be used as part of this minimum width
although this is undesirable. This minimum width
should only be used in situations where there is no
likelihood of the lane being required for traffic
purposes in the future and the reduced capacity of
the road produced by this arrangement is adequate
for the traffic volumes expected.
Parking should be designed so as not to interfere

with sight distance or impede the flow of traffic
turning at an intersection. Regulations prohibit
parking within certain distances from the cross
road property boundaries.
A parallel parking lane used as a travel lane during

peak times, should be the same width as normal
urban travel lanes, namely a desirable width of 3.5
m and a minimum of 3.0 m to the lip at the
channel. Where bicycles are to use the kerb lane,
the desirable minimum width is 3.7m, but a width
of 3.5m should be avoided (see 7.2.4).
Shared parallel parking and traffic lanes should be
5.5m wide (3.5 travel lane + 2.0 parking lane to
the channel lip) and an additional 1.0 - 1.5m
where there is a shared bicycle and parking lane.
(Refer to Austroads, 1995b and Chapter 5.) This is
the borderline between acceptable and difficult
operation.
Table 7.5 indicates the distances over which

parking is prohibited at an intersection. Distances
given are for both signalised and non-signalised
intersections.
7.2.9
Turning Lanes/Turning
Roadways and Ramps
The desirable width for turning lanes is 3.2 - 3.5m

with a minimum width of 3.0m. The width of right
turn storage lanes should be determined in
conjunction with median widths. See Chapter 13,
Intersections at Grade.
One lane ramps at the interchanges are generally
4.0m wide. If two or more lanes are required, the
width of the lanes is to be 3.5m (see Chapter 16).
In areas where frequent parking is combined with

reasonable arterial volumes there is merit in
putting all spare width into the outer lane/parking
Table 7.5
Distances over which Parking is Prohibited at an Intersection

Non-signalised Intersections
Approach
Depart
Parallel Parking
6.0 m
6.0 m
Angle Parking
12.0 m
9.0 m
7-10
Signalised - Major Roads
Signalised - Other
Approach
Depart
Approach
Depart
100.0 m
100.0 m
30.0 m
15.0 m
September 2004
7.2.10 Cycleways
Where bicycle lanes are provided on routes,
appropriate widths for shared and exclusive
bicycle lanes are given in Chapter 5, which have
been derived from Guide to Traffic Engineering
Practice, Part 14 - Bicycles (Austroads, 1999).
See Table 7.6. Exclusive lanes are preferred where
space is available.
Table 7.6
On Road Bicycle Lane Widths
Speed
(km/h)
Facility
Lane Width
(m)
60
Exclusive lane
1.5
80
Exclusive lane
2.0
100
Exclusive lane
2.5
60
Shared with parking lane
4.0*
80
Shared with parking lane
4.5
* 4.5m preferred to allow cyclists to avoid opening

doors on parked cars.
Figure 7.4 shows the lateral forces which are

applied to cyclists when in close proximity to
heavy vehicles travelling at speed.
Lane widths that may result in a squeeze point for
cyclists should be avoided if possible. On left
hand curves, parked cars tend to truncate the
corner and use up space allocated to cycles in a
shared lane. Restriction of parking in these
circumstances should be considered.
Cyclists have a legitimate claim to use public
roads and provision is to be made for them. They
can be on or off the carriageway (i.e. elsewhere
within the road reserve or on a separate route). On
motorways, cycleways must be separate from the
carriageway as required by the motorway
legislation.
Elements constructed on the path provided for
cyclists are to be designed on the basis that
bicycles will have tyres that are a minimum of 20
mm wide (e.g. bicycle safe grates).
Note: Lateral forces may be increased where enclosed roadways (e.g. under bridges) create a wind tunnel effect.
In these cases, it may be appropriate to encourage cyclists to use the footpath (fencing, signage) to increase the
separation distance.
Figure 7.4
Lateral Forces on Cyclists, Induced by Heavy Vehicles
September 2004
7-11
Adjoining furniture is to be free from protrusions

that may snag the clothing of cyclists, or cause
unnecessary injury in a fall.
Where a safety barrier is erected and there is a

warrant to provide additional protection to
prevent cyclists suffering injuries from falling
over the top of the barrier (such as on bridges with
drops of more than five metres), a 75 mm (min.)
diameter rail 1400 mm high is to be provided on
top of the concrete barrier. The rail must not have
potential to spear an impacting vehicle. It is not
required where the height of the safety barrier is
1200 mm or higher.
Where the cycleway is adjacent to guardrail in
these conditions, a weld mesh fence 1400mm high
should be placed behind the guardrail.
7.2.11 Location of Kerb and/or

Channels
In general, kerbs should be avoided in high speed
environments. Where they are used, kerb and/or
kerb and channel are located outside the travel
lanes on both the nearside and offside of the road.
A 1.0m offset to the kerb face shall be provided
when the design speed is > 80km/h. If the design
speed is < 80km/h, an offset of 0.5m is permitted
in unlit situations with 0.0 m offset permitted in lit
areas. (See Section 7.4.5).
7.2.12 Transit Lanes
Bus stops should be placed on the more

efficient far side or mid-block locations;
Designs must accommodate left-turning
general purpose vehicles without impeding the
flow of through High Occupancy Vehicles
(HOVs);
Queue jumps must be sufficiently long to be
practical and must be effectively signed;
Priority lane signage and pavement marking
should be substantially enhanced and designed
for high impact;
Design should support enforcement and must
be developed in consultation with the Police;
The needs of bicyclists should be fully
addressed and the synergies between the oftenoverlapping priority rules for cycling and
HOVs should be captured; and
Transit lanes should be implemented within the
context of a network strategy or framework to
ensure that they contribute to a treatment long
enough to create sufficient time savings to
induce modal shift and encourage car-pooling.
Alternative Treatments
Providing priority treatment for HOVs is not a

new concept, nor does it necessarily involve
radical or unconventional changes to the street
system. It can be as simple as putting up some
signs designating a certain lane for bus use only
during specified hours.
Transit lanes are discussed in some detail in

Chapter 2. This Chapter deals with the physical
layout of various treatments and appropriate
dimensions for components.
For each case, alternatives are grouped in three

categories:
Design Principles
intersection treatments; and
Transit lanes should be accompanied by

indented bus bays, so through traffic (including
express buses) and emergency vehicles can
avoid being trapped behind a stopped bus;
spot treatments.
Signal phasing needs to be designed to ensure

that bus drivers do not avoid bus queue jump
lanes (advance green light for buses) in favour
of using the general purpose lanes;
7-12
segment treatments;
There is some overlap, and a single corridor could

conceivably use several different treatments over
its length, but each alternative can be identified
and illustrated as a stand-alone option at this
stage. The do nothing and improve generalpurpose traffic options also need to be included
when assessing alternatives at the corridor level.
September 2004
The alternatives are listed below, and are

illustrated in Figures 7.2.12.1 to 7.2.12.4. (No
distinction is made between use as a T2, T3, or
Bus Facility.) The issue of widening versus lane
conversion is also not addressed here; it will need
to be considered at the individual corridor level.
Similarly, care must be taken to distinguish
between the priority treatment type and the road
type - a kerbside bus lane has the same
characteristics no matter what type of road it is on
or how the general-purpose lanes are treated.
(Reference: PPK, 2000).
chapter. Some compromise may sometimes be

required to accommodate the limited space
available on an urban road - the allowable range
of dimensions is provided in the relevant parts of
this chapter. Typical dimensions of components
are shown in the typical cross sections in Figures
7.2.12.5 to 7.2.12.10.
Group A: Segment Treatments
Ingress to and egress from buffer and barrier

separated Transit lanes should occur at
strategically located openings located sufficiently
upstream and downstream of interchange ramps
to allow adequate weaving. Typical weaving zone
length is 400m located 150m per lane-change
from the ramp (see Figure 7.2.12.11).
A-1: Kerb Lane

A-2: Second Lane
A-3: Median Lane
A-4: Contraflow Kerb Lane
Chapter 5 provides details of the turning

requirements for buses and trucks, and discusses
the needs of bicycles.
Access
For further details on access requirements, refer to

Wilden (1997).
A-5: Contraflow Median Lane

A-6: Single Reversible Median Lane
A-7: Two Way Median Lanes
All of these alternatives are illustrated in Figure
7.2.12.1.
Group B: Intersection Treatments
B-1: Signal Priority
Figure 7.2.12.2
B-2: Queue Jump Lane
Figure 7.2.12.2
B-3: Advance Signal
Figure 7.2.12.2
B-4: HOV Turn Lane
Figure 7.2.12.3
B-5: HOV Grade Separation
Figure 7.2.12.3
Group C: Spot Treatments

C-1: Ramp Meter Bypass Lane Figure 7.2.12.4
C-2: Priority Link
Figure 7.2.12.4
C-3: Exclusive Ramp
Figure 7.2.12.4
Enforcement
Enforcement of the correct use of transit lanes is

required and adequate space to allow safe
enforcement activity has to be provided.
This can be achieved by using a continuous 3.5m
wide shoulder. This width is required to provide
space for the enforcement activity - a lesser width
will not be usable. Figures 7.2.12.5 to 7.2.12.8
show typical arrangements for enforcement areas.
It may be possible to reduce the cost of a
continuous 3.5m shoulder by providing
intermittent enforcement bays 100m long with
appropriate deceleration and acceleration lanes
and tapers at each end. The length of the
deceleration lane should be based on being able to
stop at the start of the bay; the length of the
acceleration lane should be based on a start speed
of zero at the end of the bay.
The dimensions of the lanes, medians and

separators required for these alternatives should
comply in principle with the requirements of this
September 2004
7-13
TL
TL
OR
TL
ONE WAY
TWO WAY
A2: Typical Arrangement,

Second Lane HOV Facility
BUS STOP

Kerb Lane HOV Facility
TL
TL

Median Lane HOV Facility

Contraflow Kerb Lane HOV Facility
TL

Contraflow Median Lane HOV Facility
TL
BUS STOP
AM
TL TL
PM

Single Reversible Median Lane HOV Facility

Two Way Median Lanes HOV Facility
Figure 7.2.12.1
7-14
September 2004
Traffic
Signal
Controller
Vehicular
Detection
System
BUS
B1: Typical Arrangement,

Signal Priority
TL
OR
TL
TEE Intersection
Queue Jump Lane
TL
TL
Right Turn from Kerb Lane
Bottleneck

Advance Signal
Figure 7.2.12.2
September 2004
7-15
TL

HOV Turn Lane
TL
TL
TL
TL
TL
OR
TL
TL
TL
HOV Grade Separation
Figure 7.2.12.3
7-16
September 2004
TL
C1: Typical Arrangement,

Ramp Meter Bypass Lane
TL
TL

Priority Link
TL
TL

Exclusive Ramp
Figure 7.2.12.4
September 2004
7-17
general purpose
1.2m
3.5m
3.5m
lane
3.5m
1.2m
general purpose
reversible lane(s)
lane
HOV LANE HOV LANE

SHOULDER
Figure 7.2.12.5
SHOULDER
CL
Barrier Separated Reversible Cross Section
1.2m 1.2m
general purpose
1.2m
3.5m
3.5m
3.5m
3.5m
1.2m
general purpose
lane
lane
HOV LANE
HOV LANE
SHOULDER
Figure 7.2.12.6
Barrier Separated Two-Way Cross Section
3.0m
general purpose
3.5m
3.5m
3.5m
3.5m
general purpose
lane
HOV LANE
HOV LANE
SHOULDER
Figure 7.2.12.7
SHOULDER
Concurrent Flow - Non-Separated HOV Lanes Cross Section
1.2m
general purpose
3.5m
3.0m
3.5m
3.5m
3.5m
1.2m
general purpose
lane
SHOULDER
BUFFER
SHOULDER
Concurrent Flow - Buffer Separated HOV Lanes Cross Section
general purpose lane
SHOULDER
7-18
HOV LANE
BUFFER
PEAK DIRECTION
TRAFFIC FLOW
Figure 7.2.12.9
3.0m
lane
HOV LANE
Figure 7.2.12.8
3.0m
lane
BUFFER
OPPOSING
TRAFFIC FLOW
MOVABLE BARRIER
HOV LANE
general purpose
lane
BUFFER
SHOULDER
Typical Contraflow Lane Configuration Cross Section

September 2004
General Purpose Lanes
7
RAMP METERING AND HOV BYPASS LANE
General Purpose Lanes
Enforcement Area
Ramp Meter Signal
High-occupancy Vehicle Bypass Lane
Local Street
SEPARATED QUEUE BYPASS
Figure 7.2.12.10 Queue Bypass (See also Chapter 16, Figure 16.8)
Barrier
150m
150m
150m
Start of Buffer
150m
150m
150m
150m
Exit
Entry
Egress Distance at
a minimum of 150m
per lane change
Ingress Distance at
a minimum of 150m
per lane change
Figure 7.2.12.11 Ingress and Egress Weave Distance at Buffer Separated Facilities
September 2004
7-19
7.3 Shoulders
7.3.1
General
The shoulder is that portion of the carriageway

beyond the traffic lanes, adjacent to, and flush
with the surface of the pavement. Its purpose is to
accommodate stopped vehicles, provide lateral
support to the road pavement layers and, if sealed,
offer improved conditions for cyclists.
The shoulder width is measured from the edge of
the traffic lane to the verge. All safety barriers,
signs, guide posts, drains and kerbs are to be
contained outside the shoulder within the verge.
Fixed objects within the verge should be frangible
or protected with a safety barrier (see Section 7.5,
Verges).
Sight distance across the inside of a horizontal

curve; and
Costs of the additional width, particularly
where the existing formation is being used - a
Cost Benefit analysis should be made.
7.3.2
Two Lane Two Way Rural

Roads
Widths
Table 7.7 lists shoulder width requirements for

two lane rural roads with minimal pedestrian
and/or bicycle traffic.
Factors to consider in deciding on shoulder width

include:
A taper of 1:50 should be applied between

different width shoulders that adjoin one another.
This taper transition may need to be lengthened to
ensure the tapers appearance is satisfactory.
Support for the pavement structure - 0.5m will

accomplish this;
Table 7.7
Space for a driver to use to avoid a collision

and regain control - the shoulder width will
rarely be sufficient to accomplish this and the
clear zone will be the area in which this
occurs. However, the wider the shoulder, the
more use it will be for this purpose - a width of
3.0m would be desirable (North American
studies show that the accident risk is halved
when hard shoulder width is increased from 0.6
to 3.0m - Ref. 4);
Clearance to posts and other fixed objects to
provide an adequate distance to the shy line
(see Table 7.1) - (this will also allow marginal
increases in the numbers of vehicles carried at
a particular level of service but this effect
disappears over widths in excess of 1.5m);
Space for a stationary vehicle to stand clear or
partly clear of the traffic lanes - 2.5m is
required for a passenger vehicle to be clear of
the traffic lanes and greater widths provide for
additional clearance or for larger vehicles to
stand clear;
Provision of a bicycle lane (see Chapter 5 and
Figure 7.5);
7-20
Nominal
Shoulder
Width (m)
Guidelines for Shoulder Widths

Situation
0.5-1.0*
Normally widths less than 1.0 m will be used

only where overlaying is being carried out
with full formation sealing, and widening of
formation is not justified.
1.0*
Minimum shoulder width for general use

(i.e. unless special reasons dictate
otherwise). Appropriate also when shoulder
seal is desired and material cost/properties
dictate full normal paving material.
1.5*
Normal shoulder width with sealed or partly

sealed shoulders. Depends on availability of
suitable material.
2.0-2.5*
Suitable shoulder width on higher volume

roads when periodic provision to stop
completely clear of traffic lanes is difficult to
provide.
3.0*
Special cases where local issues dictate

(e.g. high speed high volume rural routes
where incidence of stopped vehicles unable
to exercise choice as to location of stop may
be significant). Normally only occurs on
arterial outlets to major urban areas,
especially if recreational routes.
* Shoulders between 0.5 m and 1.5 m do not enable a

vehicle to stop clear of traffic lanes. 2.0 m shoulders
enable it to stop largely clear. A vehicle travelling 100
km would expect to encounter some 4 to 5 stopped
vehicles for every 1000 vehicles/hour using the road.
Of these something less than 5% would have little
September 2004
choice as to the exact location of the stop. There is

evidence that safety does not improve significantly for
shoulder widths over 1.5-2.0 m. Continuous 2.5 m
shoulder can therefore be justified only on the highest
volume roads and where speeds are also high. What
is important, however, is to provide frequent
opportunities to stop completely clear of the road (by
flattening slopes on at least some low fills, or making
provision at the transition of cut and fill) on all roads
with shoulders less than 1.5 m, and also on higher
volume roads with shoulders less than 2.5 m.
Shoulder Sealing
Shoulders should be sealed to a width of 0.5m

(min.) from the edge of the sealed lane when the
predicted AADT is less than 2000, and 1.0m
(min.) when the predicted AADT is greater than
2000. When provision is made for cyclists, a
wider sealed shoulder is required (see Chapter 5).
A full width seal should be provided:
Adjacent to a lined table drain, kerb or dyke;
Where a safety barrier is provided adjacent to a
1.0 m wide shoulder;
On the outer shoulder of a superelevated curve;
On floodways;
Where environmental conditions require it;
7.3.3
Multilane Rural Roads and

Motorways
Rural Roads
On a rural road with a median and two lanes or

more in each direction the shoulders should be
2.0-2.5 m wide on the nearside and 1.0 m wide on
the offside (median). Sealing is normally decided
on the same grounds as for rural two lane roads.
The need to provide lay bys on multilane roads is
not as critical as on two lane two way roads.
However, consideration should still be given to
providing these facilities, particularly for heavy
vehicles, at reasonable intervals (see Chapter 20).
Motorways
Shoulders on motorways will generally be at the

upper end of the range because of the high traffic
volumes combined with high speed operation. The
desirable minimum width of the nearside shoulder
(left hand side) is 2.4m but 3.0m will be justified
in some cases (e.g. Pacific Motorway). The
minimum width of the median shoulder is 1.0m for
a two lane carriageway, and 2.0m for a three lane
carriageway. Desirably, for 3 or more lanes, a 2.4m
median shoulder should be used to allow vehicles
to stop clear of the running lane. Note that shy line
distances to obstructions must be observed.
Where rigid pavement is proposed;

Where required to minimise maintenance costs;
7.3.4
In high rainfall areas.
Nearside shoulder widths adjacent to auxiliary

lanes should generally be 1.0 m, widened to 2.0 m
adjacent to a safety barrier and 3.0 m at merge
areas. At merge locations it is important that the
shoulder remain traffickable, thus a full width seal
is desirable. (Refer Figure 15.6, chapter 15.)
Edge lines should be marked so that their inside

edge corresponds to the outside of the lane.
7.3.5
Note: Sealing is sometimes continued beyond the
shoulder point and down the batter slope on the high
side to protect the pavement from ingress of water. On
floodways, the seal is continued down the batter on
both sides where no other protection of the batters is
provided.
September 2004
Auxiliary Lanes
Ramps
Desirably, minimum shoulder widths on ramps

should be 2.0 m on the nearside and 1.0 m on the
offside. Shoulder seal shall be full width. Under
special circumstances the shoulders may be
reduced but the total carriageway width should
not be less than 7.0 m. The range of circumstances
7-21
7.3.6
Urban Roads
On roads where a traffic lanes + shoulders

design is appropriate the considerations given for
rural roads apply similarly. However, urban traffic
distributions tend to be different from rural
conditions, in that urban arterial roads exhibit
frequently repeated peak hour flows. Operating
speeds well below free running speeds are
normally associated with design volumes.
Capacity is more important than speed. It is rare
that a full width, fully paved lane can be
economically justified as a full length breakdown
lane. Table 7.8 sets out guidelines for shoulder
widths for urban roads.
Table 7.8
Nominal
Shoulder
Width (m)
Guidelines for Urban Shoulder Widths

Situation
0.0
No clearance normally required between

traffic lanes and semi-mountable kerb
(e.g. raised medians). An offset of 0.5 m
to kerbs is desirable, and is required on
National Highways.
0.5-1.0
Normal median shoulder with depressed

median.
1.0
Minimum outer shoulder width for general

use (i.e. unless special reasons indicate
otherwise).
1.5-2.5
Normal outer shoulder width on major

urban roads (isolated stopped vehicles on
1.8 m shoulders have been shown to
have negligible effect on capacity or
safety).
3.0
Special cases where high volumes and

high speeds can coincide, i.e. where the
frequency of stopped vehicles (highest
because of high volumes) is associated
with high speeds of the through traffic.
This is normally associated with the
arterial outlets to major cities, where
recreational peaks are much flatter than
urban commuter peaks, and high
volumes just below those that
considerably reduce speeds, can persist
for long periods.
7.3.7
National Highways
Table 7.9 gives parameters for the width of

shoulders on National Highways.
Table 7.9
Shoulder Widths for National Highways
AADT
One Way
Left
Right
Two Way
Left Right
< 3000
2.0
1.0
1.5
1.5
> 3000
2.0
1.0
2.0
2.0
7.3.8
Cycleways
Where there is an identified requirement to make

provision for bicycle traffic, then an additional
width of seal may be added to the sealed shoulder
width, which may warrant shoulder widening. See
Figure 7.5.
Sealed shoulders have a proven road safety
benefit for all road users and reduce long term
road maintenance costs. Also, most main roads
will have some level of cycling as they provide
the only connecting routes between regional
centres. Therefore, sealed shoulders will generally
be required on all main roads with special bicycle
facilities necessary on urban main roads.
3.0
Width of Sealed Shoulder (m)
for ramps is complex - detailed requirements are

given in Chapter 16.
2.0
1.0
0.0
40
50
60
70
80
90
100
110
120
85th Percentile Speed of Trucks (km/h)
Figure 7.5 Recommended Sealed Shoulder

Widths for Cyclists
7-22
September 2004
7.3.9
Change in Shoulder Width
Where the width of shoulder is changed for any

reason, the transition from one width to the next is
to be accomplished with a taper of 1 in 50.
7.4 Medians
7.4.1
General
A median is the strip of road, that is not normally

intended for use by traffic, which separates
opposing travelled ways. The median width
includes the adjacent shoulders (see Figures 7.30,
7.31 and 7.32).
The strip of road within the median, excluding
adjacent shoulders, is called a residual median.
Medians:
significantly reduce the risk of collision with
opposing traffic;
improve capacity by restricting access to
property and minor side streets;
provide a safety refuge for pedestrians;
prevent indiscriminate u-turn movements;
direct right turn movements to signalised
intersections and/or right turn bays,
provide a place to collect run-off from the road
and carry the water to the drainage system; and
accommodate safety barriers and glare
screening.
7.4.2
Rural Roads
It is a requirement for medians to be installed

when a rural road is widened to four lanes or more
or is constructed initially as a divided road. It is
also necessary to provide for a painted median at
least 1.0m wide in those cases where passing
lanes in each direction overlap. These sections
become four lane sections and it is necessary to
provide at least this degree of separation of the
opposing traffic streams.
September 2004
When a median is provided on a rural road, it is

sometimes desirable to have it in conjunction with
independently aligned and graded carriageways.
Special attention needs to be given to the
carriageway relationship to alleviate the effects of
headlight glare. Research has shown that the
minimum width median to adequately separate
traffic without median barriers on high speed
roads is 15 m. In cases where a variable width
median is provided, the width should not be less
than the minimum widths discussed in 7.4.6.
On dual carriageways where the provision of
cross-median access for turning semi-trailers is
necessary, a wider median will be required to
ensure that turning vehicles are sheltered from the
through traffic. In such cases the minimum
median width will be governed by the length of
the design vehicle expected to utilise the facility.
This may be reduced if the through carriageways
are widened to accommodate turning vehicles
(see Chapter 15, Intersections at Grade). If it is
uneconomic to maintain the wide median over the
entire length of the road, then local widening may
be applied.
Factors that need to be considered in reaching a
decision on this include:
What is the cost of the land required?
Are there any other reasons why the land
should not be taken (buildings, other
developments, cane land, etc)?
How many vehicles will be using the crossing?
Is the likelihood of a vehicle having to
undertake a two-stage crossing high?
A 19m median would be desirable if affordable
and may allow safety barrier to be omitted; the
extra width allows more flexibility in the future
- the 15m is a minimum and results in a quite
narrow median in the future if widening is
undertaken;
It may be possible to provide the 19m at the
intersections and use curves on each side of the
intersection to transition back to the normal
median width;
7-23
If the intersection will be signalised in the near

future, the width should be kept relatively small
to avoid excessive clearance times;
A seagull intersection to accommodate the two
stage right turn and maintain a lesser median
width may be considered (see Chapter 13);
If the right-of-way is available, and it is a rural

area, it is likely that the costs of providing a
wider median can be kept to the same, or close
to the same, cost as the narrower median. With
a wide enough median, the possibility of
independent grading comes into play and the
costs may be reduced with smart design.
When future widening is anticipated, it is
desirable to allow for it in the median width. The
ultimate median width should not then be less
than the desirable width of 15 m.
Widening into the median will:
Minimise
traffic
disruptions
construction of the widening;
during
Minimise interference with roadside furniture,

drainage installations and environmental
protection devices;
Prevent further environmental damage during
construction of the widening; and
Avoid disturbing cut batters (particularly
important in potentially unstable or erodable
country).
There will be circumstances where widening on
the outside of the existing pavements will be the
appropriate solution. These include:
Existing ramps have to be remodelled to suit
current standards;
The existing median is inadequate to
accommodate the additional lanes and retain
sufficient width;
There is little disruption to the existing
drainage and other infrastructure;
The existing outer lane has less life remaining
than the inner lane and a new outer lane will
provide for the heavier loads allowing
7-24
additional life to be achieved for the pavement

as a whole;
The adjoining sections at the start and end of a
relatively short project have to be matched.
Care is required to provide for the traffic
movements across the construction works at the
access points.
The decision on future widening requires careful
consideration of the factors impacting on the road
in question and adopting the solution that
provides the best answer for the particular
circumstances.
7.4.3
Urban Roads
In urban roads it is desirable to provide medians on

roads of four lanes or more. Where six lanes are
required, medians are even more important. In these
cases, a carriageway width of >9m between kerbs is
required to allow for at least two travel lanes plus a
shared parking lane/travel lane. For carriageways
less than 9m, parking or breakdowns will restrict
flow and reduce road capacity. Medians can be
provided on roads with carriageways between 7m
and 9m between kerbs if:
mountable kerb and verge reinforcement are
provided to enable vehicles to stop clear of the
travel lanes (see Figure 7.28); or
other kerb types are used and the design hourly
traffic volumes can be accommodated in one
travel lane and separate right turn lanes are
provided for significant turning volumes.
Where signalised intersections are proposed,
medians need to be wide enough to accommodate
signal posts, lanterns and servicing facilities. A
desirable median width of 2.4 m (for maintenance
ladder spread) should be provided. At
intersections other than six lane divided
carriageways with right turn storage lanes, (i.e.
locations with three lanes or less at the stop line),
the minimum median width of 1.2 m may be
applied, provided that all intersection movements
can be adequately controlled by overhead lanterns
on mast arms.
September 2004
Table 7.10 gives a guide to recommended widths

for medians on urban roads. Typical treatments are
illustrated in the Typical/Cross Sections in Figure
7.6.
Table 7.10
Urban Road Median Widths

Total
Median
Width
Residual
Median
Right
Turn
Lane
Desirable
5.9
2.4(1)
3.5
Minimum
4.3
1.2(2) (4)
3.1
Minimum
1.6
1.6(4)
(Future traffic barrier,

no right turn bays or
(4.0)
significant pedestrians)
Absolute
Minimum
0.9
(4.0)(3)
0.9
(No right turn bays, no

traffic barrier, no traffic
signals)
Notes:
(1) Where traffic signals are proposed, the median
width is to continue for a minimum of 3 m each side
of the central traffic signal post.
(2) 1.2 m allows for single lantern traffic signal display,
minimum pedestrian storage and clearance to
signs. 1.5 m allows for dual 200 mm lantern display.
(3) Where two stage mid-block signalled pedestrian
crossings are required, the desirable width for
pedestrian storage is 4 m.
(4) Where pedestrians are likely to accumulate on
medians the width should be a minimum of 1.5 to
2.0 m.
It is preferable to use 5 or 7 mm aggregate as

the bedding medium for bricks and pavers, or
concrete slabs.
Where landscaping is used in medians it is
preferable to use hardy species that do not
require extensive watering once established.
(Refer to Metropolitan District for guidelines
on their experience.)
If watering is required, care is required in
selecting a suitable system. Keeping it simple
appears to be the most effective way (e.g.
providing watering points in the form of taps in
pits in the areas requiring watering). Automatic
systems can cause difficulties and must be
monitored closely.
Consideration should be given to safe
pedestrian use of raised medians where
drainage channels are specified to facilitate
cross median flows of pavement runoff. In
urban areas, it is not unreasonable for
pedestrians to cross the road using the median
as a refuge. Drainage slots pose a hazard to
pedestrians due to a sudden step down from the
median surface. Wherever possible, the use of
medians with drainage slots as a pedestrian
refuge should be avoided. However, if this is
not possible then the following solutions may
be considered to improve safety for
pedestrians:
- delineation of the edges of the drainage slot
Tips for Treatment of Urban Medians
Narrow medians and noses of medians at

intersections should generally be treated with a
"hard" surface. A most effective treatment is
stamped concrete (or similar) in an appropriate
colour (often terracotta).
Exposed aggregate treatment should be avoided
because the slurry from the process is washed
into pipes and waterways thereby causing
blockages and/or environmental harm
- making the drainage slot wider (it then

becomes a clear step down and step up)
- edging the slot with mountable kerb or
similar sloped edge
- replacing the slot with a small box channel
- covering or plating the slot
- fencing the median to discourage pedestrian
use.
Replacing the slot with a box culvert or
covering/plating the slot is not recommended as
this may result in a maintenance issue.
Where bedding sand is used under bricks or

pavers or concrete slabs, the sand must be
treated with a suitable poison to avoid
infestation with ants, which create voids under
the paving.
September 2004
7-25
Chapter
Road7:Planning
Cross Section
and Design Manual
7.4.4
Motorways
Road Planning
Chapter
and Design
7: Cross
Manual
Section
7.4.6
Rural Median Treatment
Where possible, the median provided for

motorways should be as for rural roads above. In
constrained urban situations, narrower medians
provided with barriers may be appropriate. The
width available for the median will dictate the
type of barrier to be used based on the deflection
of the barrier type chosen but the various types of
barrier do have minimum width requirements.
Details are provided in Chapter 8.
In rural areas, depressed medians are preferred

and a width of 15 m is the desirable minimum.
Where a distance of 15 m cannot be achieved,
acceptable widths are those that provide an
acceptable clear zone width for traffic in each
direction between the edge of travelled lane and
the edge of verge of the opposite carriageway. If
this width cannot be achieved, median barrier may
be required (see Chapter 8).
If future widening is likely, the widening should

be applied on the median side of the carriageways.
Therefore, the width of the median in the first
stage should be such that the width after widening
meets the minimum width required. Desirably,
this should be at least 15m to provide the safest
situation. In constrained cases, however, the
minimum will be that required to accommodate a
concrete barrier with a clearance of 2.0m (3.0m
for 3 or more lanes) to the face of the barrier. This
provides for the shy line distance on the median
side (see Table 7.1).
In depressed medians, slopes of 1 on 10 are

preferred with a maximum preferred slope of 1 on
6. A slope of 1 on 4 should only be adopted in
constrained areas. Landscaping or fencing may be
required to prevent U-turns if safety barrier is not
used.
Extensive use of concrete barriers is not a

preferred option on environmental grounds and
this should be considered when determining
median widths.
7.4.5
Clearance to Medians
In a lit area with a design speed of 80 km/h or less,

no lateral clearance is required from the edge of
travel lane to a raised median (i.e. one with a
mountable kerb). However in an unlit speed zone
of 80 km/h or less, a 0.5 m lateral clearance is
required to a raised median. The gutter adjacent to
the kerb face, if provided, is located outside the
lane.
In areas where the design speed is greater than 80
km/h and no street lighting exists, a lateral offset
of 1.0 m is required, measured from the edge of
the lane to the bottom face of the kerb (Types 8 15). If lighting is provided, the clearance may be
reduced to 0.5 m.
7-26
Longitudinal drainage of medians should drain

from both sides to appropriate gully pits (i.e. no
blocks). Where blocks, levees, median cross overs
and the like are required, the slopes facing traffic
should be 1 on 20 (1 on 6 absolute maximum).
Where longitudinal culverts are required in the
median (e.g. under a cross over), the ends shall be
sloping (1 on 6 maximum) and provided with
parallel bars at right angles to the traffic.
Longitudinal culverts in the median should be
avoided if at all possible. A much better
arrangement is to collect the water in a drop inlet
and dispose of it to the roadside or into adjacent
cross drainage installations.
In general, medians should be kept clear of
obstructions within the clear zone requirements of
the road. Designs should avoid the use of head
wall, unprotected culvert openings, solid sign
foundations, non-frangible sign posts and light
poles in the median. Planting should consist of
frangible species of ultimate trunk diameter not
greater than 80 mm unless it is outside the
required clear zone and/or is located behind the
appropriate barrier. Landscaping design and
species selection will depend on the specific
circumstances and requires specialist input.
The design of the median should ensure that it is
as maintenance free as possible. This will
minimise the amount of time that maintenance
September 2004
personnel will be required to spend on the median

thereby reducing their exposure to traffic hazards.
Features limiting the horizontal sight distance on
curves must be located such that adequate sight
distance is achieved. Offsets needed to achieve
this are given in Figure 7.6.
Figure 7.6 shows a range of acceptable treatments
for medians in rural areas. More details are shown
in the Typical Cross Sections given in Section 7.12.
Generally verges are not provided in urban areas.

However, if a situation arises where they are
required, then the verge widths specified in Table
7.12 should be adopted.
7.5.2
Footpaths
Generally, footpaths provide room for:
Pedestrian movement;
Bicycle travel;
7.5 Verges, Footpaths and

Outer Separators
Public Utility Plant (PUP) installations;
7.5.1
Road signs and lighting standards;
Verges
The area between shoulder and batter hinge point

is the verge and is used for installation of
drainage, guardfences, and batter slope rounding.
The recommended minimum verge width on an
embankment with guideposts is 0.5 m and with a
non-rigid safety barrier, 1.0 m. At difficult sites
the verge may be narrowed to 0.75 m for safety
barrier placement, however special foundation
treatment will be required to ensure that the
material behind the safety barrier provides
adequate support for the system.
Table 7.12 shows the recommended verge widths
and Figure 7.7 shows typical cross sections of
various verge treatments.
Table 7.12
Recommended Verge Widths
Formation
Configuration
Embankment
Verge
Width (m)
0.5
Min. rounding, with

space for guide posts
0.75
Minimum verge for

non-rigid safety
barrier (special cases
only)
1.0
Desirable rounding,
min. verge for safety
barrier
1.0 to 3.0
Cutting
September 2004
Function
2.0 min
1.5 min
Turning movements between the carriageways

and adjacent property entrances;
Landscaping; and
Bus bays.
Width
The minimum footpath width to be adopted is 2.0

m. This will provide 1.5 m for pedestrians plus an
allowance for lighting standards and road signs.
However, much greater widths are required as
standard dimensions, particularly in commercial
and industrial areas and on Arterial Roads.
This is because the width required for the Public
Utility Plant allocations is usually much greater
than that required for the pedestrian movement. A
minimum width of 3.6 m is required for these
reasons and greater widths are sometimes
necessary. Detailed footpath requirements should
be determined in conjunction with the relevant
Local Government and Public Utility Plant
Authorities.
Table 7.13 sets out desirable widths for footpaths
on Arterial Roads. Any residual road reserve
should be allocated to the footpath to provide
additional space for landscaping and driveways.
Safety barrier flare

and anchorage
Table drain
Concrete lined drain
7-27
1.0
1.0
rounding
rounding
1 on 4
or flatter
1 on 4
or flatter
Rounding or gutter
9.0 minimum
Dependently aligned with depressed median
1.0
0.5
rounding
1 on 4
or flatter
Independently aligned with single slope median

1.0
1.0
*
Minimum median
* Allowance for dynamic deflection of barrier

needs to be considered. See Chapter 8.
1.0
1.0
#
Mature bushes
# Refer Chapter 11, Section 11.
(Table 7.11 provides an example for 110km/h)
Landscape treatment on right hand curves (see Table 7.11)

Table 7.11
Offsets for Sight Distance at 110km/h
Curve Radius
(m)
Offset 1
110km/h (m)
800
1000
1500
2000
5.5
4.0
2.02
2
2.0
Notes:
1. Based on median lane width of 3.5m.
2. Minimum for shy line.
Figure 7.6
7-28
Median Treatment
September 2004
Batter
Verge 1.0m (min)
0.5m
Shoulder 1.0m (min)
Crossfall
Hinge Point
Rounding
Embankment (showing safety barrier location)
Batter
Verge 2.0m (min)
Shoulder 1.0m (min)
*
Table drain
Crossfall
1 on 4
Table drain invert should be below the

design sub-grade level to ensure
drainage of the pavement layers.
0.1m
* See Section 7.9.1
Hinge Point
Batter
Verge 1.5m (min)
Berm
(var.)
Cutting (unlined table drain)
Shoulder 1.0m (min)
Type 22/28
1 on 10
Hinge Point
Concrete 0.1m thick
Crossfall
Type 22/28 channel may be

used within the road
shoulder. Where cyclists
are provided for, shoulder
width must be in accordance
with Section 7.3.8.
Cutting (concrete lined table drain)
Figure 7.7
Typical Sections Detailing Verge
If kerbed footpaths are not provided then

sufficient verge width should be available to
enable pedestrians to walk clear of the road
carriageway (i.e. lanes and shoulders) preferably
outside the clear zone.
For shared pedestrian/bike paths, refer to Chapter
5, Section 5.5.4.
Table 7.13 Desirable Widths for Footpaths on

Arterial Roads
Road Type
Footpath Width (m)

Residential
Commercial
and Industrial
Urban Arterial Roads
5.5
5.5
Other Urban Roads
4.0
5.5
Based on:
4.0m - Services Requirement. Where a footpath is
wider than 4.0m, the services allocation should
remain at 4.0m.
5.5m - Bus Bay and Landscaping Requirement. In
order to maintain capacity on major urban roads,
bus bays should be provided where possible within
the footpath width. A 5m minimum footpath width is
necessary at the bus bay site. Between bus bay
sites, the width surplus to services requirements
may be allocated to landscape planting.
Footpaths and Driveways
Many councils have minimum design

requirements which should be considered for the
provision of footpaths.
Typical driveway crossings for high and low level
footpaths (to be used as a guide in the absence of
local council regulations) are given in Figure 7.8.
Depressed footpaths introduce drainage problems
and therefore should only be considered where
access conditions or the high costs involved in
property and utility adjustments restrict alteration
to the existing footpath levels.
A desirable verge side slope of 1 on 6 may be
used at locations adjacent to parks, reserves etc.
where driveways are not required.
Vehicle templates for standard large and small

passenger cars should be used to ensure that these
vehicles can use the driveway without bottoming
on any part of it (see Appendix A).
Public Utility Plant (P.U.P.) Allocations
Public Utility Plant is usually located under urban

footpaths in accordance with standards negotiated
between the various Local Governments and the
Service Authorities. While some degree of
standardisation has been achieved, there are
differences between Local Governments and the
actual distribution in any area will have to be
determined for that area.
Some typical space allocations are shown in
Figure 7.11(a). These are taken from the Standard
Drawings prepared for the then Institute of
Municipal Engineering Australia, Queensland
Division in 1995. All cases must be treated on
their merits and the advice of the relevant Local
Government obtained to ensure that the standard
practice for the area is implemented.
Figure 7.11(b) also provides information on
typical depths of cover to services under roads and
footpaths. Table 7.14 sets out nominal depths of
cover for the various utilities. This information is
provided as a guideline only and specific details
must be obtained from the relevant Authority for
all projects. Notwithstanding the cover given in
Figures 7.9, 7.11(b) and Table 7.14 under roads,
for crossings under declared roads, the minimum
cover (unless otherwise approved) is to be:
600 mm below the invert of table drains;
1200 mm minimum below the existing or
future roadway;
600 mm elsewhere;
provided that there is also a minimum cover of
300 mm below the level of the existing or
proposed sub-grade.
In difficult terrain this side slope may be increased

to 1 on 5.
7-30
September 2004
*
#
See Figure 7.21 for details.

Required for wheel chair access (Australian Standard AS 1428.1).
Figure 7.8
Typical Driveway FCrossings
Marker tape
75 min
New Road Pavement
500 min*
New Road Surfacing
Lean mix concrete*

Bedding sand*
25 min
50 min
75 min
50 min
450 min*
* See Standard drawing 1149
TYPE 1A
NEW ROADWAY (AFTER PAVEMENT CONSTRUCTION)
LV (240V)
Refer also to Standard Drawing 1149 Ducts for Underground Electrical Conduit
New and Existing Roadways;
Bored Crossings;
Single and Multiple Conduits
Figure 7.9 Installation of Underground Conduits within the boundaries of Declared Roads
September 2004
7-31
Table 7.14
Nominal Depth of Cover for Various Utilities
Cover
Electricity
Footway
300
Communication
cables in
shared trench
500
600
Communications
Footway Roadway Footway Roadway
Water
Footway
Roadway
Communication
cables in
shared trench
450
Roadway
Gas
Urban
Urban
500kPa
Local
network
cables &
conduits
phone/
pay TV
Local
network
cables &
conduits
phone/
pay TV
Rural
LV cables
LV cables
100m pipe
Intermediate
sizes for
DICL
500kPa
Other
network
cables &
conduits
Other
740mm pipe 100mm pipe
network Intermediate Intermediate
cables &
sizes for
sizes for
conduits UPVC & GRP
DICL
700
750mm pipe
750
HV cables to
22kV
HV cables to
22kV
1000kPa
900
HV cables to
33kV & above
HV cables to
33kV & above
1000kPa
Rural
500kPa
100mm pipe
Intermediate
sizes for
UPVC & GRP
750mm pipe
1000
750mm pipe
1200
Note:
3500kPa
DICL
GRP
3500kPa
Ductile Iron Cement Lined

Glass Reinforced Plastic
UPVC
Unplasticised Poly Vinyl Chloride
WARNING
This Table shows nominal laying depths of services by various Authorities and is for information only.
EXISTING SERVICES MAY BE LAID AT DEPTHS AND LOCATIONS OTHER THAN THOSE MENTIONED.
It is important that consultation be made with the respective utility Authorities for an indication of the presence of a service.
Hand excavation to determine the exact utility location is advised prior to using any mechanical equipment.
Designers must consider the potential to protect

existing PUP rather than relocating it when a
project changes the road alignment. For example,
a Telstra access chamber could be left under the
pavement and an access provided from the
footpath rather than relocating the whole
structure.
7.5.3
Outer Separators
General
An outer separator is the portion of road reserve

separating a through carriageway from a service
or frontage road, as shown on Figure 7.10.
Appropriate risk assessment should be undertaken

together with consultation with the appropriate
Authorities, to determine the most economical
solution. The resulting plan must be approved by
the relevant PUP Authority.
Overhead services require special consideration see Section 7.10.7 for details.
7-32
Figure 7.10
Outer Separators
September 2004
Figure 7.11 (a)
September 2004
Typical Service Corridors and Alignments
7-33
Figure 7.11 (b)
7-34
Typical Service Conduit Sections
September 2004
Outer separators:
road and also to allow parking in the service road.
separate and act as a barrier between traffic

flows on the through carriageway and a
service/frontage road;
In rural areas, an outer separator width of 15m is

desirable, particularly where the service road is
two way.
provide visual separation of the two flows;

provide headlight glare screening especially
where the service road carries two way traffic;
provide walking or standing space for
pedestrians;
accommodate roadside planting;
accommodate guard rails and other barriers,
fencing, lighting poles and signs;
Table 7.15
Factor
Physical
Separation
accommodate service installations in special

cases (primarily trunk services when the
normal footpath allocations are already used);
reduce the number of conflict points likely to
occur through the number and frequency of use
of property access points between successive
intersections; and
eliminate the need to provide parallel parking
on the through carriageway, thereby increasing
the capacity of the through carriageway.
Widths
Table 7.15 provides typical widths that will meet a

range of circumstances. These tend to be the
minimum required to meet those circumstances and
it is desirable to use greater dimensions if possible
in the space available. When allocating space to the
various components of the cross section, a
reasonable balance between the competing needs
has to be maintained. For example, where traffic
signal control is to be used at intersections, extra
width available is better allocated to the outer
separator than the median once the minimum needs
of the median have been met.
Situation
Width (m)
(excluding
shoulders)
Safety barrier with or

without glare screen
0.5
Safety barrier with kerbs

on both sides
1.0
Visual
Separation
Two way operation on

service road with no
artificial glare screen
Headlight
Glare
Screening
Planting shrubs as
the screen
Artificial Screen
accommodate differences in levels between the

through carriageway and the service road;
provide space for bus bays;
Typical Widths of Outer Separators
Light traffic on
service road:
5.0
Medium to heavy
traffic:>7.0
Pedestrians Occasional usage or if

Cyclists
part of a designated
bicycle route
Shrubs for screening
(including walking space)
2.0 - 5.0
0.5 - 1.0
2.0
4.0
Trees and Shrubs
4.0 - 5.0
Space for
Roadside
Furniture
Safety barrier, fencing,

lighting standards etc.
0.5 - 1.0
Bus Bays
Indented into outer

separator
6.0
(min. 5.0)
Intersections Traffic Signal Control
2.4 min.
Note: Where safety barrier is used, allowance for

deflection must be made.
Slope
Where outer separator side slopes exceed 1 on 4

or 1.0m in height, safety barrier protection
adjacent to the higher of the two roads, may be
warranted.
At intersections where traffic signal control is
proposed, the outer separator should have a
maximum side slope of 1 on 8 maintained for at
least 3 m before and after the signal post.
However, it is desirable that an outer separator be

of sufficient width to absorb level differences
between the through carriageway and the service
September 2004
7-35
7.6 Clear Zone

7.6.1
General
The intent of the clear zone is to provide space for

the driver of a vehicle that runs off the road to
regain control while sustaining minimum damage
to the vehicle and its occupants. It is the width of
roadside, beginning at the edge of the travelled
way, that is available to the driver to take this
action.
This zone will depend on the location of the
vehicle at any point along the road and is
determined for both sides of the vehicle (right
hand side for medians). Accordingly, the clear
zone distance is related to predicted traffic
volumes and speed (see Figure 7.12), and takes
into account the widths of adjacent lanes,
shoulders, medians, verges, footways and
traversable batters. See also Figure 7.1 and Table
7.21.
7.6.2
Guidelines
To be regarded as part of the clear zone:

the area should be:
- relatively flat, with a maximum side slope
of 1 on 3 (cutting) and desirably 1 on 4
(embankment) or flatter; and
- traversable, having slope changes that will
keep all wheels of an errant vehicle in
contact with the ground (this assists the
driver of an errant vehicle to regain control).
See Figure 7.16 for determining appropriate
rounding for traversable batter slopes within
clear zones.
the area should be kept clear of all large, fixed
objects (such as species greater than 80mm in
ultimate trunk diameter, structure support piers,
culvert headwalls, large solid [i.e. nonfrangible] sign support structures, nontraversable gutters and barriers) which are of
such a size that they cause unacceptable rapid
deceleration rates to the occupants of an
impacting vehicle. Only objects which will
collapse or break away on impact should be
located in the clear zone to ensure minimal
7-36
damage to an errant vehicle and its occupants.

the desirable width of a clear zone is dependent
on predicted traffic volumes, traffic speed and
road geometry.
Figure 7.12 is a nomograph that allows for the
appropriate clear zone distance to be determined.
These distances represent a reasonable measure of
the degree of safety appropriate for a particular
road and must be balanced by comparing land use
and costs. The widths given are approximate only
and the nomograph should not be used to infer a
degree of accuracy that does not exist.
Where it is not possible to provide an adequate
clear zone, free of non-frangible obstacles for the
appropriate distance, a safety barrier should be
considered in accordance with Chapter 8 of this
manual.
The provision of a clear zone is often better
practice than the erection of a safety barrier (due
to the length of the safety barrier generally
required).
7.7 Crossfall
7.7.1
General
Crossfall is defined as the side slope, normal to

the alignment, of the surface of any part of the
carriageway. Crossfall is provided primarily to
facilitate pavement drainage.
The usual arrangement for straight sections of
road is for the pavement crossfall to slope down
from either the centreline or the median.
However, the designer should not be limited to
this arrangement as inwards sloping crossfall, or
one way crossfall may be useful for certain
grades, drainage or side slope situations.
For wide multilane pavements, it may be
appropriate to crown the pavement with one or
two lanes draining to the median. This minimises
the depth of flow on the pavement surface,
reducing aquaplaning potential.
On curved alignments, the carriageway may slope
upwards from the centreline or median to help
September 2004
Figure 7.12
Clear Zone Nomograph
September 2004
7-37
counteract the centrifugal forces on a vehicle

travelling around the curve. This form of cross
slope is known as superelevation. Chapter 11
details the amount of superelevation required on
curves of varying radii, and the methods of
superelevation development.
Changes from one crossfall to another shall be

transitioned over a length to satisfy the rate of
rotation and relative grade requirements given in
Chapter 11. Sufficient dimensions, levels, crosssections and/or profiles should be provided on the
construction drawings to enable the design to be
accurately reproduced in construction.
7.7.2
Crossfall and Drainage
Crossfall has the important function of shedding

water from the roadway to reduce the possibility
of a vehicle aquaplaning in wet conditions.
Details of the relationship between crossfall and
pavement drainage design are given in the Road
Drainage Design Manual (Main Roads, 2001).
above those given in Table 7.16, then the

maximum sustained crossfall should not exceed
4%; local increases to 6% are acceptable, but only
in extreme cases. Stability of high vehicles
becomes a problem on crossfalls greater than 6%.
Clearance of high vehicles to poles, signs, etc.
should also be checked (see Section 7.10.3).
Crossfall should be provided on right turn lanes in
a manner that ensures that the bay is adequately
drained, and minimises the amount of water at the
median nose area.
Multicombination Vehicle (MCV) performance is
influenced by crossfall. The crossfall on freight
routes should not exceed 3%.
However, on low trafficked roads where better
surface drainage is required to protect low quality
paving material, a crossfall of 4% has been used
successfully. This crossfall also tends to
encourage MCVs to travel closer to the centre of
the pavement with a consequent advantage of
reducing damage to the pavement edges.
Cross-over Crown Line
7.7.3
Road Crossfall
Typical crossfalls, depending on the type of road

surface are shown in Table 7.16.
Table 7.16 Typical Pavement Crossfalls

Road Surface
Traffic Lane
(%)
Shoulder
(%)
Cement Concrete
2.0-3.0
2.0-4.0
Asphaltic Concrete
2.5-3.0
2.5-4.0
Sprayed Seal
3.0-4.0
3.0-4.0
Unsealed
3.5-4.0
4.0-5.0
Within Floodways
1.0-2.0
1.0-2.0
There are many controls in urban areas which

force departures from the above values.
Differences in levels between kerb lines can
sometimes be taken up by offsetting crown lines or
adopting one-way crossfalls (see Section 7.7.6).
On straight sections of road, the maximum

algebraic change in crossfall over a crown line is
7%.
Where a turning roadway exits from a
carriageway, and a different crossfall is required
on the through road and the turning roadway, the
algebraic change in crossfall over the crown line
formed must be limited to the values shown in
Table 7.16 (a).
Table 7.16 (a) Difference in Crossfall at Crossover
Crown Line - Turning Roadways
Speed
km/h
Max. algebraic difference in

crossfall at crossover
crown line, %
< 30
Determined by vehicle clearance
30 - 50
> 50
Turning roadway with tapers:

speed = average running speed of through road
Turning roadway without tapers:
speed = design speed of turning roadway
If it is necessary to increase traffic lane crossfalls

7-38
September 2004
Turning speeds for various combinations of radius

and crossfall are shown in Chapter 13, Figure
13.38. It is preferable to limit adverse crossfall to
-3%, with an absolute maximum of -4%.
Maximum positive crossfall on turning roadways
is 7% (see also Chapter 13, Section 13.8.2.1).
For a turn executed at very slow speed (say <10
km/h), the desirable maximum adverse crossfall
should be -5% with an absolute maximum of -7%.
7.7.4
Median Crossfall
Medians up to 8 m wide are generally level or

follow the crossfall of the road. Depressed
medians greater than 8 m wide should have a
desirable crossfall of 1 on 10 (see also Section 7.5,
Figure 7.6).
At intersections where signals are to be installed,
the median cross slope must match the slope of
the road through the intersection and should not
be greater than 6%.
7.7.5
Footpath Crossfall
It is usual to slope the footpath towards the road

so that water does not drain on to adjoining
properties. Where it is not possible to do this,
drainage onto adjacent properties will have to be
arranged with the property owners. It is not
usually an issue in rural areas.
The design of the footpath requires consideration
of several factors:
Drainage across the footpath;
Pedestrian requirements for a walkway;
Use by wheel chair bound people; and
Requirements for visually impaired people.
Drainage is best served by a crossfall of 3% but
this conflicts with the need to accommodate
wheel chairs. A maximum crossfall of 2.5%
should be adopted to accommodate wheel chairs 2% is preferred (see AS1428.1). In these
circumstances, care will be required to ensure that
water does not accumulate on the walkway or
become a hazard to people with disabilities.
September 2004
Provision for visually impaired people should be

in accordance with Australian Standard AS 1428.4.
Figure 7.13 illustrates these requirements.
7.7.6
Parking Lane Crossfall
In general, the crossfall on the parking lane should

be the same as the through lanes, but in some
situations the crossfall may be varied. The
maximum crossfall of the parking lane should be
5%. The maximum algebraic difference between
the through lane and parking lane should not
exceed 8%. (Reference - Qld Department of Main
Roads: Urban Road Design Volume 1, 1975 Chapter 3 and Main Roads Deparment Qld Road Design Manual Volume 1 - Chapter 7.)
7.7.7
Crossfall Configuration on
Side Slopes
Where there are significant differences in levels

between opposite sides of a road, many problems
occur with conventional design including
restoration of access and costly adjustments to
properties or public utilities. An option to consider
is to adopt a one way crossfall.
In these circumstances the one-way crossfall
should not exceed 4% (3% is preferred). For
aesthetic reasons the slope should extend full
width between gutters (from lip to lip, including
the median). However, if drainage into the gutter
on the high side is considerable, the crossfall of
the kerbside lane can be reversed to a maximum
of 4% to increase the gutter capacity. The
resulting break in the crossfall is called an offset
crown and is usually located at the offside edge of
the kerbside lane. The development of the offset
crown requires careful design to avoid having the
crown cross vehicle paths. Figure 7.14 shows both
desirable and undesirable methods of developing
an offset crown.
Whilst a one-way crossfall design is often
satisfactory in sloping country, there are areas
with steep slopes where this method will not meet
requirements. Under these conditions it may
become necessary to consider other solutions,
7-39
Figure 7.13
Footpath Crossfalls
such as providing parallel service roads or split

level carriageways.
Widening Two Lane Roads - Offset
Crown
Where an existing two lane road is to be widened,

it may be more economical to widen on one side,
retaining the existing crown of the road. This will
result in an offset crown to one side of the new
centre line. Provided that the offset crown is not
more than 1.5m from the new centre line, this
result is acceptable. The crown line in these
circumstances is barely perceptible to the driver.
However, where the offset crown is closer to the
edge line than the centre line, the effect is
disturbing to the driver and is unacceptable.
7.7.8
Attention needs to be given to the following

design aspects of split level carriageways in urban
areas:
provision for pedestrians;
access for local traffic;
the design of intersections;
the provision of traffic signals, and
the provision of a central traffic barrier.
For rural situations, attention must be given to:
access for local traffic;
the design of intersections; and
the provision of a central traffic barrier.
In extreme cases of side slope it may be necessary

to adopt a split level carriageway by providing a
steep batter or retaining wall in the median.
7-40
September 2004
Figure 7.14
Development of Offset Crown
7.8 Batters
7.8.1
Batter Slopes
Batters are the side slopes of cuttings and

embankments. The slope is expressed as a ratio,
one unit of vertical rise on the horizontal distance
X (1 on X).
Maximum slopes are determined from the
geotechnical properties of the materials involved.
Consideration should be given to the following
factors when selecting batter slopes:
the test results and any recommendations given
in the geotechnical report;
the effects of long term exposure to the

elements (weathering) on the stability of the
cutting;
lining the catch drains to minimise failure of
the cutting by the leaching of fines through the
exposed cut face;
erosivity of the batter soils;
the ease and cost of maintaining the adopted
batter slope;
traffic safety and possible economy by
eliminating safety barriers and using flatter
slopes;
appearance and environmental effects, and
September 2004
7-41
the overall economy of the project.
Slopes flatter than the maximum should be used

where possible. Generally flatter batter slopes are
safer, more resistant to erosion and have a better
appearance. The cost of stabilizing, planting and
maintaining steep slopes may exceed the cost of
the additional earthworks and road reserve
required to provide a flatter, possibly traversable
slope. Flatter slopes also reduce the extent of
safety barrier and reduce potential environmental
impacts (erosion and sedimentation). However,
the impact of flatter batters must be balanced
against the desirability of retaining significant
native flora, other environmental issues and
property impacts.
Maintenance vehicles can work on slopes up to 1
on 3 but 1 on 4 slopes should be used where
practicable.
On cut and fill slopes less than 1m high, batters
not steeper than 1 on 6 are preferred.
For initial planning adopt slopes of 1 on 3 to 1 on
4 for heights of cut (excluding rock) and fill up to
2.0 m (3.0 m on Highways and Motorways).
Above these heights, 1 on 2 may be adopted but it
is preferable to use 1 on 3 maximum wherever
practicable at the planning stage. Actual slopes
adopted in design must consider all of the factors
discussed.
Fill Batters
In addition to the general requirements set out

above, it is desirable for fill batters to be as flat as
possible. Fill batter slopes flatter than 1 on 4 (1 on
6 preferred) should be used wherever practicable.
The maximum fill batter slope should be no
steeper than 1 on 2 (1 on 3 preferred) to assist
revegetation. Where practicable:
adopt 1 on 4 slopes wherever mowing is
required, and
flatten batters as a preferred treatment to
providing guardrail.
Where excess spoil is available, consider flattening
the fill batters to 1 on 6 over the width of the clear
zone, increasing the slope beyond the clear zone to
7-42
a maximum of 1 on 3. Alternatively, a continuous

flatter slope not steeper than 1 on 4 could be used.
Cut Batters
Earth cut batter slopes should not exceed 1 on 2

unless the constraints are such that a steeper slope
is required and the Geotechnical investigation
shows that steeper slopes are stable.
In rock cuttings:
adopt an absolute maximum slope (subject to
geotechnical acceptability) of 1 on 0.25;
place benches at suitable locations in cuttings
over 10 m high (see 7.8.4);
provide access through any debris barrier to
assist removal of debris;
provide appropriate clearances between the top
of the batter and other obstructions and the
boundary to assist maintenance including
collection of debris from cutting slopes;
provide catch banks at the top of the batter.
7.8.2
Traversable Batters and

Batter Rounding
Rounding at tops of cuttings and embankments

can reduce scouring, remove loose material and
improve the appearance of the road. The amount
of rounding on the top of cuttings usually depends
on the material, the depth of rock (if any) and the
natural contours of the ground.
Traversable embankment batters assist by
providing an errant vehicle an opportunity to
recover and return to the through carriageway, by
maintaining all wheels in contact with the ground.
Traversable batters shall have the following
attributes:
embankment batter slopes of 1 on 4 or flatter;
cutting batter slopes of 1 on 3 or flatter;
roundings shown in Figure 7.16 or greater at
hinge points;
channels with 1 on 4 slopes or flatter.
September 2004
1 on 3 embankment slopes can be traversed by

vehicles but it is unlikely that it can recover on
that slope - 1 on 4 accommodates recovery. On cut
batters, the 1 on 3 slope directs the vehicle back to
the road and therefore allows for recovery. A 1 on
4 slope allows this manoeuvre to be undertaken
with better control than on the 1 on 3 slope.
Where batters have a potential impact severity of
3 or more (refer to Chapter 8), the surface finish is
to be free of elements that may snag components
of errant vehicles, causing them to yaw (spin) at
unacceptable rates. The batter slopes are to be
formed similar to accepted safety barrier shapes,
especially at the entrance to cuttings.
7.8.3
Batter Slope Treatment
Variable batter slopes can be used to improve a

roads appearance by blending it into the
surrounding terrain. This treatment can smooth
the transition between cutting and embankment,
assisting the provision of lay-by areas.
Common treatments adopted are constant batter
slope or constant batter catch point type. Constant
batter catch points are preferred because of the
improved appearance by blending various slope
batters into surrounding terrain. Catch points at a
constant distance (8m suggested) from the
formation edge in light earthworks or at the ends
of adjoining cuts and fills in heavier earth-works
create a pleasing appearance at very small
additional cost and should be adopted wherever
practicable (see Figure 7.15 and 7.15(a) and the
Road Landscape Manual, Main Roads 1998).
The appropriate top and toe of batter
surroundings, relative to the road shoulder and to
the natural terrain, are based on the following
assumptions:
the 85th percentile angle of departure from the
roadway by an errant vehicle has been assumed
to be 22 (average).
the batter slope is suitably compacted and
graded, and free of obstacles that may cause
vehicle snagging.
Figure 7.16 provides the dimensions to be used.
September 2004
Cut batters often require some form of treatment to

minimise erosion and provide for stabilising the
slope surface. Revegetation should be encouraged
as far as possible. Where designed landscaping is
implemented, the treatments will be defined and
may vary from reasonably flat slopes on which
formal planting is undertaken, to slopes as steep as
1 on 2 where hydraulic seeding and mulching may
be carried out. In other cases, revegetation will
occur more readily if the batter slopes are
constructed to hold topsoil and minimise erosion.
Stepped (or serrated) batters (as illustrated in
Figure 7.17) may often provide the necessary
conditions for revegetation but these should not be
used in dispersive soils (e.g. sodic soils). Further
environmental considerations and guidelines for
designing batters are provided in Chapter 3.
The slope and treatment to be adopted is
influenced by the type of material encountered
and the available right of way. Figure 7.18
illustrates several alternative treatments that may
be used subject to the stability of the slopes and
walls involved.
7.8.4
Benches
A bench is a near horizontal ledge that is

constructed on a side slope to provide sight
distance, slope stability and assist with batter
drainage.
Benches are used on the face of batters to:
reduce surface water run-off;
accommodate a change in the batter slope or
batter material;
provide maintenance access, and
catch falling debris from the batter face.
The normal width of a bench is 5.0m (with a
minimum of 3m), the edges of which should not
be rounded (see Figure 7.19).
Benches are sloped away from the carriageway
and drained towards the ends of the cutting. The
longitudinal grade of the bench must be
determined in conjunction with the necessary
erosion control measures.
7-43
Figure 7.15
Batter Slope Treatments
Hinge Point *
8m
Formation
(including verge
and rounding)
on
Level
1 on
* See Figure 7.7
Superimposed Cross Sections
Figure 7.15 (a)
7-44
Transition of Batters from Bank to Cutting
September 2004
Figure 7.16
Desirable Crest and Sag Roundings
September 2004
7-45
N.B.
Only suitable for batters

between 1 on 3 and 1 on 1.
Flatter batters should be
treated by contour ripping
and top soiling.
Steeper batters
special treatment.
require
NOT to be used in dispersive

soils.
Figure 7.17
7-46
Treatment of Cut Batters for Revegetation
September 2004
Source: RTA (1993)

Rock Armouring Alternative to Fill Slope
Benching
Planting at the Base of Steep Slopes
Visual Effect of Steep Cut Slope
Figure 7.18
Straw Mulching
Alternative Treatment for Batters (Source: Road Landscape Manual)
September 2004
7-47
Where visibility benching is required, the

preferred treatment is to include the bench as a
widened table drain with a flat bottom at least 1.8
m wide. (Refer to Chapter 9 for more details on
visibility benching.)
See also 7.11.2.
7.8.5
Where there is potential for rock falling from the

face of a cut batter on to the road surface, action
to prevent the rock from rolling on to the surface
of the road is required. A table drain with a base at
least 1.8m wide would normally be adequate.
However, where a table drain of inadequate width
is to be used, the road should be protected with a
chain wire fence erected outside the shoulder edge
behind the kerb delineating the shoulder. Figure
7.19(b) illustrates this requirement.
7.9 Drainage
7.9.1
Table Drains
Table drains are located within the verges in

cuttings. Their purpose is to collect surface water
draining from the carriageway and adjacent cut
batter, carrying the water to a suitable point of
discharge beyond the cutting. The invert of the
table drain must be lower than the pavement subbase to allow efficient drainage of the pavement
layers.
Flat bottomed table drains (1.8 m wide for ease of
maintenance) are preferred. However, this should
not be accomplished at the expense of making the
cut batter steeper than 1 on 3. Erosion is less in
flat bottomed channels and some advantage is
gained even if 1.8 m cannot be achieved. A
minimum total verge width of 2.0m (see Figure
7.7) provides space for a mower to operate. For
the worst case, the residual grass length will be
90mm longer on one side.
If it is necessary to deepen the table drain, the
cutting should be widened so that the maximum 1
on 4 side slope is maintained. Desirably the depth
7-48
should not exceed 1m.

The minimum longitudinal grade in an unlined
table drain is 0.5%. However, flow velocities in
unlined table drains should not exceed 1m/s.
Velocity of flow must be limited to this or lining
will be required.
The arris formed by the side of a table drain and
the shoulder should be rounded to minimise
damage to errant vehicles.
Lined table drains should be used in place of
unlined drains for grades less than 0.5%
(minimum 0.2%), or where velocities are likely to
cause scouring (1m/s or greater). Lined table
drains may be formed in the shape of the Type 28
gutter as shown on Figure 7.21 or specially
designed to suit the conditions.
On both the nearside and the offside of each
carriageway in a cutting, a 1.0 m wide Type 28
drain will be provided if the drain falls within the
shoulder. Where superelevation is provided it will
be permissible for the water on the off side to run
straight into the median. However, consideration
is to be given to the provision of a Type 28 drain
on the offside edge.
7.9.2
Catch Drains and Banks
Catch drains are located on the high side of

cutting slopes behind the batter rounding. Their
purpose is to intercept the flow of surface and
seepage water within the upper soil layer to
prevent erosion of the batter face.
Catch drains should be constructed to have a
rounded or trapezoidal cross section (see Figure
7.20), rather than a V shaped cross section
(which are subject to erosion).
Depending on the runoff velocity, catch drains
should be stabilized immediately by seeding,
turfing, planting in conjunction with jute mesh,
bitumen, masonry, rock mattresses or concrete
lining. Where an un-lined drain is to be used, the
designer must consider both the long term
performance of the treatment AND the likely
performance of the treatment during the
establishment period.
September 2004
Road Boundary
CatchBank
(Preferred Treatment)
Channel may need

to be lined to avoid
erosion
For Detail
see Figure 7.20
5.0m
(min 3m)
Bench drained to
ends of cuttings
1 on 10
2-3m up to max.
of 7m, or as required
Location of Benches in Cuttings
Terminal posts
50 NB galvanised pipe
3/4mm helicoil cablewire

Std. galvanised (Type B)
(knuckle / knuckle) chainwire
mesh. 50 x 2.5mm
All posts to have

weather caps
1200
M10x90
galvanized
hexagonal
bolt & nut.
Drill 12 dia.
hole in
post and
Fix chainwire and cablewire
sleeve
in accordance with manufacturers
forbolt.
recommendations.
450
350
225
Stay posts to end panels

galvanised pipe
both sides with 32 NB
and every 5th panel on
75
Intermediate posts
40 NB galvanised pipe
5.00 CENTRES
50
Figure 7.19
Galvanized Steel
Sleeve
65 NB (50 NB post)
50 NB (40 NB post)
40 NB (32 NB Stay)
1
Traffic Lanes
Shoulder
1.0
CHAINWIRE FENCE
1.5
2.0
2.0
"S"
1
1%
0.7 min
Chainwire Fence
(see detail)
0.05
0.3
Figure 7.19(b)
September 2004
7-49
In areas where the catch drain is susceptible to

scour, the surface water should be intercepted
using a catch bank placed on the natural surface
on the high side of the batter point. There is no
excavation of the surface to provide the earth for
the bank or to create the drain. The natural surface
is therefore not disturbed and not exposed to
erosion to the same degree.
They are spaced at intervals which meet the

maximum flow width criteria. The location and
design treatment of batter drains are detailed in
the Road Drainage Design Manual (Main Roads,
2001).
7.9.3
Kerbs are used to separate areas used by vehicles

from areas used by other modes of transport, or
areas to be put to other uses. Channels are used to
collect and convey surface drainage to a discharge
or collection point. Kerbs and channel are usually
combined but may be used as separate elements.
Stability of a kerb only element may be an issue
where the kerb can be impacted by traffic since it
can easily be knocked out of alignment.
Dykes
A Dyke is a low, longitudinal mound of earth,

asphalt or concrete, provided near the edge of
embankments when it is required to protect the
batters from erosion, by controlling the water
movement off the road pavement surface. It is
located under the guardfence on the lower side of
the pavement crossfall. Location of the dyke with
respect to the face of the guardrail is critical for
safety reasons. (See Chapter 8.)
7.9.5
Kerbs, Channels and

Access Chambers
The main purposes of Kerb and Channel are to:

Provide lateral support to the pavement;
7.9.4
Batter Drains
Batter drains are provided on embankments to

transport the water from dykes to the bottom of
the batter.
Figure 7.20
7-50
Collect surface drainage and convey it to a point

of discharge;
Manage a level difference between the footpath
and the carriageway;
Typical Catch Drains
September 2004
Act as a longitudinal delineation of the edge of

carriageways;
Separate carriageways from pedestrian and
cyclist areas; and
Reduce the width of cuttings by substituting an
underground drainage system for the usual table
drains.
The principal types of kerb are:
Barrier - face sloped at 1 on 0.25;
Semi-mountable - face sloped at 1 on 1.5; and
Mountable - face sloped at 1 on 7.5.
Barrier kerb has been used to provide a measure of
protection to pedestrians adjacent to traffic lanes
and it encourages drivers to steer clear of the kerb.
It is therefore an appropriate type of kerb to use on
inner city streets where pedestrians are in
significant numbers and speeds are low.
Barrier kerbs should not be used on high-speed
roads, as it is more likely to trip and overturn a
vehicle that is out of control. These kerbs should be
avoided on the outside of low radius curves as it
can contribute to truck rollovers. If kerb and
channel is essential in these cases, sufficient
clearance to avoid the outwards tail swing of large
trucks (check with VPATH) must be provided.
Semi-mountable kerbs are the standard type of
kerb and channel used for delineation and
drainage on all intersections.
Mountable kerb is suitable for the outside of
curves on interchange ramps, on the approach
noses of exposed islands and for the separation of
normal traffic lanes from special areas intended
for use by over-dimensional vehicles in medians
or roundabouts.
Figure 7.21 shows the standard shapes, dimensions
and applications of kerbs and/or kerb and channel
that may be used. Designers should use the most
appropriate kerb type for the specific project.
Designers should:
avoid barrier kerb adjacent to high speed
carriageways;
September 2004
provide adequate clearance to mountable or

semi-mountable kerbs if used adjacent to high
speed carriageways;
avoid or minimise kerbing near safety barriers
to improve safety (details of clearances
required are given in Chapter 8);
include 1.5 m (min.) transitions to change from
one kerb type to another (semi-mountable to
barrier; new kerb to existing of a different
shape);
adopt 450 mm channel where kerb and channel
is required unless special circumstances apply;
provide 50 mm Asphalt Allowance for all
barrier and semi-mountable kerb not installed
on a concrete pavement where the traffic
volume is expected to exceed 10,000 veh/day
within the design life of the project;
use kerb that includes a backing strip in areas
subject to mounting by overdimensional or
heavy vehicles;
ensure that all grates located adjacent to sealed
shoulders or bicycle lanes are bicycle safe in
accordance with Australian Standard AS3996.
In general, access chambers should be located
clear of the carriageway. This provides for easier
construction of the pavement and removes a
source of potential maintenance problems. It is
also safer for workers using the access chambers.
Where it is not possible to locate the access
chamber clear of the carriageway, it should
preferably be placed in the parking lane. The case
of existing access chambers located in the
carriageway is discussed in Section 7.5.2.
7.9.6
Floodways
General
Where floodways are used, it is desired to provide

reasonable uniformity in selecting floodway
widths throughout the State without limiting
consideration of particular features of one site or
locality in arriving at the appropriate design.
7-51
Width Range
(see Section 7.2.2).
Long Floodways: The following points refer to

floodways comprising more than an isolated dip
(the usual case of a floodway taking flood channel
flows):
Short Floodways: Where the floodway is short

and confined to a main flow channel, especially
where sight distance is close to the minimum for
the operating speed of the road, consideration
should be given to providing a full formation
width floodway.
The general minimum formation width should

be 8.6m, with some relaxation possible on
roads under 150 veh/day;
Safety Barriers/Bridge Rails
The general maximum formation width should

be 10.0m, unless the additional costs of
achieving full formation width are not
significant;
Safety barrier will reduce the efficiency of the

floodway in times of flood, but may be desirable
from the point of view of traffic safety at other
times. Whether safety barrier should be installed
in a particular case should be determined locally,
but where associated with a bridge structure:
The minimum shoulder protection should be

1.0m;
when the bridge is full floodway width, and the

main channel is shallow, consideration should
be given to omitting bridge rails and safety
barrier. However, road edge guide posts may be
provided on the floodway with reflectorised
hazard markers at the bridge abutment;
The maximum shoulder protection should be

1.5m;
The balance between pavement widening and
shoulder width should be determined by local
conditions. In the general case where shoulder
protection is more expensive than paving
material, the former would tend to the narrower
limit. In more remote areas where paving
material can be more expensive than an
adequate material for cement treated
shoulders, the reverse would occur.
when the bridge is narrower than the floodway

or the channel is deep it may be desirable to use
rails with at least the minimum length of safety
barrier on the floodway approach to the bridge.
The conflict of goals i.e. delineation as against
obstruction in flood time cannot be determined
by a general policy but must be decided locally
by consideration of the specific case.
The above criteria lead to Table 7.16 of width

ranges related to pavement and shoulder widths
Table 7.16
Width Ranges
Pavement
Width (m)
Shoulder
Width (m)
Formation
Width (m)
Floodway (m)
Elementary
Widths
4.0
2.5
9.0
6.0
1.5
9.0
7.0 + 2 x 1.0
9.0
6.0
2.0
10.0
7.0 + 2 x 1.5 to
8.0 + 2 x 1.0
10.0
10.0
6.5
1.5
9.0
8.0 + 2 x 1.0
9.0
6.5
2.5
11.5
8.0 + 2 x 1.0
9.0
7.0
2.0
11.0
8.0 + 2 x 1.0
10.0 (2)
7.0
2.5
12.0
8.0 + 2 x 1.0
10.0 (2)
7.0 + 2 x 1.0 to
7.0 + 2 x 0.8
Total
Width
9.0
8.6 (1)
NOTES:
1. The general minimum formation width is 8.6m. However, on lightly trafficked roads at the discretion of the District Director this
may be reduced to 7.4 or 8.0m.
2. The general maximum is 10.0m. However, where the cost of maintaining the larger width across the floodway is not excessive,
the full width may be maintained at the discretion of the District Director.
7-52
September 2004
7.10 Bridges and Clearances

7.10.1 Road Bridge Widths
Bridges comprise a relatively small proportion of
the total road length, but they are proportionally
much more expensive. They do, however, have a
much longer life than other elements of the road
structure and the width determined for a bridge
should be based on a longer period of traffic
growth than for other elements.
For bridges shorter than 20m in length - the

carriageway width (see section 7.2 and 7.3 for
the elements of width);
For bridges longer than 20m - the width of the
traffic lanes plus 1.0m clearance each side.
Bridge widths shall be determined from Table

7.17 or from Table 7.18. Departure from the
indicated widths may be required to satisfy
particular situations.
For example, if the bridge is located in or near
built-up areas, or is part of a local or regional
cycle route, it will need to be designed to
accommodate cycle and/or pedestrian traffic. This
may be in form of wider shoulders or a separate
pedestrian facility on one or both sides of the
bridge.
On roads with significant numbers of road trains,
sufficient width is required to allow two road
trains to pass safely. This will be particularly
important if the bridge is on a curve.
The widths for National Highways shown in Table
7.17 are derived from the published Standards and
guidelines for National Highways:
For lengths less than 20m - the carriageway
width (see sections 7.2.5 and 7.3.7 for the
elements of width);
Where the AADT across the bridge is expected
to exceed 1000 per lane within 20 years of the
works being opened to traffic - the width of the
traffic lanes plus 2.4m; and
For all other cases - the width of the traffic
lanes plus 1.2m.
In all cases, the needs of cyclists must be
considered and appropriate allowance made.
The widths for roads other than National
Highways shown in Table 7.18 are based on the
following approach:
September 2004
7-53
TYPE
TYPICAL USE
PROFILE AND DIMENSIONS
25
R25
Mountable
R25
150 min.
215 min.
40
A
C
300
300
Mountable with channel
150 min.
R25
215 min.
65
40
300
Chamfer 25
Bullnose 10
600
C
50
230
R5
115
R25
R25
150 min.
Medians and
Table Drains
50
C
265 min.
Channel:
50
230
R5
R25
610
Barrier on road surface:
110
Dykes;
Islands and median
edges at pedestrain
crossings and signals.
40
R25
150
40
190
A
110
40
R5
150
R25
Barrier below road surface:
200 min.
5
As for 4
150
A
110
R5
Barrier Kerb and channel:
R25
40
C
R25
150 min.
&
7
B
300 or 450
150
(300ch)
40
As for 4
(450ch)
450 or 600
REFERENCE POSITIONS:
Figure 7.21
7-54
Line of kerb
Line of channel
Height reference
Standard Kerb Shapes
September 2004
TYPICAL USE
Semi Mountable kerb on

road surface:
8
&
9
R25
R225
Medians and Islands;

embankment margins.
(with AA)
DETAIL
190
110
125
TYPE
R25
300
'AA'
Semi Mountable kerb:

Backing strip on road surface
190
R25
R225
DETAIL
125
10
&
11
A
300
R25
As for 8 & 9 where over

dimensional vehicles
traverse kerb.
(with AA)
490
'AA'
A
110
Semi Mountable kerb

below road surface
R25
R225
125
12
&
13
190
150 *
R25
As for 8 & 9
(with AA)
300
'AA'
* min. depth below

road surface.
(300ch)
&
15
R25
R225
R75
Parking lanes, medians where

drainage required.
(450ch)
Chamfer 25
C
40
Semi Mountable kerb

and channel:
300 or 450
150 min.
14
190
125
110
600 or 750
WITH CHANNEL
16
17
Accesses to property
(450 ch
or tray)
10
R25
300
125
tray) &
300
Channel or tray
as specified in
the scheme
documents
150 min.
Ramped vehicular
crossing:
260 min.
(300 ch
or
15
600
AA = Asphalt Allowance
DETAIL
Figure 7.21
September 2004
7-55
TYPE
TYPICAL USE
18
(*BK & 300 ch
or tray)
ax. #
150 min.
20
1 on 8 m
Ramped pedestrian
crossing
4 5
(*BK & 450 ch

or tray)
80 min.
(*SMK & 300 ch

or tray)
100
* BK = Barrier Kerb
* SMK = Semi Mountable Kerb
# Max. ramp slope for wheelchair access shall be 1 on 8.
21
(*SMK & 450 ch
or tray)
R75
1 on 12
25
300
A
110
40
B
300 or 450
R5
(300 tray)
&
24
(*BK & 300 ch
or tray)
Barrier Kerb and Tray:

Medians and Islands
adjacent pedestrian
crossings and signals
Gradient 3%
C
R25
150
23
175 min.
150 min.
300
R25
Channel Adjacent to
shoulders
22
1 on 12
R15
150 min.
Channel or tray
as specified
in the scheme
documents
Barrier kerb shown. Details similar for semi mountable kerb
19
#9 (300 tray)
14 (450 tray)
Chamfer 25
450 or 600
Figure 7.21
7-56
September 2004
TYPICAL USE
25
C
R25
R225
R75
Medians and
Island
600 or 750
# 9 (300 tray)
14 (450 tray)
Gradient 3%
300
65
R 25
Bullnose 10
150 min.
Dished Crossing
215 min.
300
27
Chamfer 25
(450
tray)
Gradient 3%
Semi Mountable Kerb

and Tray
125
&
26
B
300 or 450
190
150 min.
(300
tray)
110
TYPE
Chamfer 25
600
500
100
Dished Crossing increased

waterway
150
min
28
500
1000
Figure 7.21
September 2004
7-57
Table 7.17
Bridge Carriageway Widths - National Highways
Bridge
Two Way
Single Lane
One Way
Two Lane
Length
AADT
Shldr
Lane
Shldr
<20
<3000(a)
1.5
7.0
1.5
<20
>3000(a)
2.0
7.0
Single Lane
Width Shldr Lanes Shldr Width
>20
<1000/
lane
0.6(b)
>20
>1000/
lane
1.2(b)
Two Lane
Shldr
Lane
Shldr Width Shldr Lanes Shldr Width
10.0
2.0
3.5
1.0
6.5
2.0
11.0
2.0
3.5
1.0
6.5
2.0
7.0
1.0
10.0
7.0
0.6(b)
8.2
2.0
3.5
1.0
6.5
7.0
1.2(b)
9.4
2.0
3.5
1.0
6.5
2.0
7.0
1.0
10.0
NOTES:
1. Wherever possible, bridge carriageway widths should equal the approach carriageway widths.
2. Use 3.0m shoulders adjacent to a barrier centreline marking or consider further widening to provide for auxiliary lane/s.
3. Add appropriate lane widths to the two lane configurations to determine multi-lane bridge widths.
4. All culverts are to be designed for full width of formation.
(a) AADT within 10 years, other AADTs are within 20 years.
(b) Minimum allowable shoulder widths have been used.
5. If a bridge is part of cycle route and/or is in a built-up area, extra shoulder width will be required to allow adequate cyclist
access, and pedestrian facilities will be required.
Table 7.18
Bridge Carriageway Widths - Other than National Highways
Bridge
Two Way
One Way
Two Lane
Length
AADT
Shldr
Lanes
Shldr
Single Lane
Width
Shldr
Lane
Shldr
Two Lane
Width
Shldr
Lanes
Shldr
Width
Any
<100
1.0
6.0
1.0
8.0
0.6
3.0
0.6
4.2
Any
100-500
1.0
6.0
1.0
8.0
2.0
3.0
1.0
6.0
Any
500-1000
1.0
6.5
1.0
8.5
2.0
3.25
1.0
6.25
<20
1000-2000
1.5
6.5
1.5
9.5
2.0
3.25
1.0
6.25
>20
1000-2000
1.0
6.5
1.0
8.5
2.0
3.25
1.0
6.25
<20
>2000
2.0
7.0
2.0
11.0
2.0
3.5
1.0
6.5
2.0
7.0
1.0
10.0
>20
>2000
1.0
7.0
1.0
9.0
2.0
3.5
1.0
6.5
1.0
7.0
1.0
9.0
NOTES:
1. Wherever possible, bridge carriageway widths should equal the approach carriageway widths.
2. Use 3.0m shoulders adjacent to a barrier centreline marking or consider further widening to provide for auxiliary lane/s.
3. Add appropriate lane widths to the two lane configurations to determine multi-lane bridge widths.
4. All culverts are to be designed for full width of formation.
5. AADTs are within 20 years.
6. If a bridge is part of cycle route and/or is in a built-up area, extra shoulder width will be required to allow adequate cyclist
access, and pedestrian facilities will be required.
7-58
September 2004
7.10.2 Pedestrian/Cyclist Bridges

The minimum vertical clearance to the underside
of pedestrian/cyclist bridges over traffic lanes and
shoulders is 5.5 m where the bridge is protected
by other structures or more generally 5.7m.
However, due to their lighter structure,
consideration should be given to increasing this
clearance to 6.0m, particularly at isolated sites.
The requirements of Table 7.21 must be applied.
Vertical clearances over footpaths should not be
less than 2.4 m and desirably 2.5 m. Clearance
over cycleways should not be less than 2.4m. If a
lower height is used, signs to warn users of the
low clearance should be installed.
In general, shop awnings are to be set back a

minimum of 0.6m from the kerb face. Clearance to
awnings and buildings should be in accordance
with the relevant Local Government requirements.
Signs and associated support structures should be
located in accordance with the MUTCD (Qld). In
general, the sign face should be placed behind the
kerb face by a minimum horizontal clearance of
0.6m.
Table 7.19
85th Percentile
Speed
(km/h)
Clear Zone
Width
(m)
70
3.0-3.5
1.5
1.0
80
3.5-4.5
2.0
1.0
90
4.0-5.0
2.5
1.5
100
4.5
3.0
2.0
Handrails on bicycle bridges are to be in

accordance with Chapter 5, Section 5.5.5.
The minimum clear width of a pedestrian bridge
should be 1.8 m. This width is adequate for the
passage of up to 300 people per hour and allows
two wheel chairs to pass.
For shared bicycle/pedestrian bridges, the
minimum width is 3.0m. Where the volumes of
pedestrians and/or cyclists is high, the two
functions should be segregated and the
appropriate width for each function applied (see
Austroads, 1999).
Pedestrian and cyclist overpasses may need to be
fully enclosed to prevent objects being thrown
from them on to the roadway below.
7.10.3 Lateral Clearance

(a)
Lateral Clearance to Fixed Objects

Shy Line Width
(m)
Left
Right
Note: Clear zones vary according to traffic volume must be assessed using Figure 7.12.
(b)
Working Width
The working width is the lateral distance required

from the face of a rigid barrier to an element (such
as bridge piers, walls etc.). See Figure 7.22.
Table 7.20 gives suggested working widths
appropriate for different speed zones.
A 4.3m high rigid and/or articulated vehicle was
used to determine the following working width
offsets, relative to impact speed and crossfall for
standard height rigid barriers only.
Road
The lateral clearance from the edge of the

travelled way to bridge piers, abutments, retaining
walls and other fixed objects should conform to
the requirements for clear zones (see Section 7.6).
However, if the desirable clear zone cannot be
achieved and it is not possible to remove the
object from the clear zone (see Section 7.6), the
object should be made frangible or protected by
the installation of a traffic barrier, with attention
being paid to the shy line effect and working
width (see Section 7.2.1). Refer Table 7.19 for
lateral clearance to fixed objects.
September 2004
Table 7.20
Working Widths
Speed Zone
0% xfall
3% xfall
7% xfall
High - 100km/h
0.8
0.9
1.1
Low - 60km/h
0.5
0.6
0.8
As rigid barriers have no dynamic deflection, the

vehicle inertia becomes an issue.
7-59
When considering vehicles with high centres of

gravity, the vehicle will pivot about the roll axis as
shown in Figure 7.22.
7
Figure 7.22
Working Width
7.10.4 Vertical Clearance

Clearances are to be based on the ultimate cross
section using the method of measurement shown in
Figure 7.23. Minimum vertical clearances required
for different road types are shown in Table 7.21.
Consideration should be given to the use of
convenient alternative routes (e.g. using the ramps
of a diamond interchange) where a clearance of 6
m or more is required thus allowing a lower (and
presumably cheaper) bridge to be built.
Table 7.21
Minimum Vertical Clearances
Description of
of Road
(c)
Boundary
The clearance of the road elements (hinge point of

batters) from the boundary of the road reserve has
to accommodate space for maintenance of the
road elements and frequently Public Utility Plant
(e.g. Communications cables, Gas pipelines).
Noise barriers and cycle ways are placed in this
space where it is convenient.
The actual dimension of the clearance will depend
on all of these factors (if known) as well as the
ability to acquire the necessary property. The
general minimum for all roads is to be 10m, with
15m adopted for motorways and major highways.
The absolute minimum width at restricted sites is
5m and this should be tolerated for short distances
only - 5m provides for a maintenance vehicle to
travel along the road boundary. In all cases, the
minimum clearance to the edge of travelled way is
to be the clear zone required, provided the clear
zone is not to be used for pedestrian or cycle
movements - these movements are to be allowed
for outside the clear zone.
Preferred
Minimum
Absolute
Minimum
6.5m
6.0m
Highways and
Motorways
6.0m*
5.5m*
Declared Roads
5.5m*
5.5m*
Other Arterial and Main Roads
5.5m*
5.5m*
Other Roads
5.3m*
4.8m**
Very High Clearance

Routes (where no suitable
convenient alternative is available)
* Heights provide 300 mm resurfacing or pavement

strengthening to the major road, and 100 mm to
Other Roads.
** Legal height of livestock and vehicle carrying
vehicles is 4.6m. Where it is likely that these types of
vehicles will use the road, the minimum clearance
must be 4.8m.
Signs are to be placed to provide a minimum

vertical clearance of 2.0 m when installed on
footpaths and 5.5 m minimum for signs that are
located over a traffic lane. For overhead Public
Utility Plant, see Section 7.10.7.
Note that it is not necessary to acquire additional

land for Public Utility Plant. These services are
required to acquire their own land but may be
permitted to use available space provided the
operation of the road is not compromised. Public
Utilities are not generally permitted to occupy
land on a motorway road reserve.
7-60
September 2004
available. The access should be designed to cater

for the needs of sight-impaired people and the
necessary features to guide them incorporated.
Landscaping and services should be located so as
not to obscure sight lines. High quality, vandal
proof lighting will be required in subways to
enhance personal security. Murals can often be
provided to discourage graffiti.
Design should be in accordance with AS1428 and
Austroads, 1995a and 1999.
Cross Section
NOTES:
1. Clear zone is speed related.
2. Vertical clearance for pedestrians is 2.4m.
3. Vertical clearance for cyclists is 2.5m.
4. Awnings set back 0.6m from kerb face. For bus
stops, where the bus must access the stop at a
steep angle, the clearance must be 0.8m. This 0.8m
clearance must be provided to all objects in the
vertical plane at these locations.
Figure 7.23
Roadway Clearances
7.10.5 Pedestrian/Cyclist
Subways
General
Pedestrian subways are not the preferred method

of providing for grade separated pedestrian
crossings. They are not favoured by pedestrians
and cyclists because of the potential danger posed
by the hidden nature of the crossing. However,
it is sometimes the case that a subway is the only
reasonable alternative.
Subways should be lit and care taken with the
design to ensure that hiding places do not occur.
There should be a clear line of sight from one end
to the other and this should preferably be available
from the adjacent street. Access should be by
means of ramps or a combination of ramps and
stairs provided that wheel chair access is fully
September 2004
The desirable interior cross section for subways is

6.0m wide by 2.7m high (clear of light fittings,
signs and other equipment). In constrained
situations, a width of not less than 3.0m may be
acceptable. The minimum clear height allowed is
2.4m.
Walkway crossfall is to be not greater than 2.5%
with 2.0% preferred to cater for impaired users.
Grades
Longitudinal grades in the subway should be not

less than 0.3% in one direction to allow for
longitudinal drainage. The maximum grade in the
subway should not exceed 5%.
For access ramps, the maximum grade to be
adopted is 1 on 14 with landings at intervals not
exceeding 6.0m. Landings should be not less than
1.5m x 1.5m in area.
7.10.6 Clearance to Railways

The relevant railway authority sets the clearance
requirements over railways. For Queensland Rail,
their drawing No. 2231, included here as Figure
7.24, gives the requirements for particular
circumstances. However, it is imperative that it
is understood that this is to be used as a guide
only and actual clearance requirements at a
particular site must be determined in
consultation with Queensland Rail.
The actual clearance allowed will depend on
specific site parameters such as future track
requirements, track geometry and overhead
7-61
electric traction geometry. In addition, a number

of design and construction issues will need to be
addressed. These include:
Impact loads;
Erection methods and procedures;
Temporary clearances during construction; and
Safe working on Railway property.

Other issues may have to be considered in
addition to these at a particular site.
design, construction and maintenance activities

should give priority to keeping moisture out of the
roadway rather than assuming it will enter and
providing measures to remove it. This principle is
different from that usually adopted for wet areas
and it is important to distinguish the difference.
Some moisture will of course enter the roadway,
but the amount and its effect can be minimised
and kept clear of the wheel path locations. This is
achieved by a combination of:
moisture control;
As these issues can have a significant impact on

the whole design of the facility, it is imperative
that they be addressed at the concept stage of the
design. Advice should be sought from the
Manager Civil Engineering, Queensland Rail, as
early as possible in the process.
pavement material properties;
7.10.7 Public Utility Plant
Figure 7.26 illustrates the desirable type cross

section features outlined in the following
discussion.
Clearances to overhead Public Utility Plant

require special consideration. They vary from
utility to utility and for classes within a utility
(e.g. electricity mains) depending on the specific
feature under the overhead service and the
characteristics of that service.
The requirements of the Authority involved
should be established at the Concept and Planning
stages of a project development. Table 7.22 is
provided as a guide to the clearances to be
expected.
Horizontal allocation of space for underground
services is described in Section 7.5.2.
7.11 Special Considerations

7.11.1 Roads on Expansive Soils
in Western Queensland
In order to obtain best performance, it is important
to take advantage of the low average rainfall and
normally short rainfall durations of the western
areas. The relatively low traffic volumes also help
to lessen impacts on the road performance. All
7-62
type cross section.

This section deals with the type cross section only.
Figure 7.25 illustrates an unacceptable situation
for design through expansive soil areas.
Shoulder Protection
Even with the best low permeability/adequate

strength paving materials, moisture will still enter
the roadway and produce edge effects of
pavement and subgrade weakening to about one
metre in width. Best performance will be achieved
by providing at least one metre of sealed
pavement outside the edge of the wheelpath. The
wheelpath position should be determined from
observations taken of at least 100 heavy vehicles
on roads of similar traffic volume and
composition, type cross section and alignment.
Consideration of any different edge and centre
line marking is required. Additional lane width
may be required on crests and curves to allow for
different wheelpath positions due to visibility
restrictions and vehicle tracking characteristics.
Encased Pavements
When the traffic lanes and shoulders are fully

sealed, moisture can still be absorbed by
pavement material exposed on the batters. Large
exposed areas will create problems even with low
permeability materials. Situations to avoid
September 2004
include excess pavement width beyond the seal,

loose pavement spilled or graded down the batters
and very flat pavement batters. These can be
overcome by cutting the pavement batter to 1 on 2
at the seal edge, removing excess pavement
material and encasing the pavement with
embankment at a 1 on 4 slope. Good compaction
at the pavement edge is important to minimise
moisture entry.
Even more positive encasement can be provided
by adding 300 to 500mm of embankment on both
sides of the formation. Spraying bitumen (without
cover aggregate) on the top 300mm of the
pavement batter before encasing would further
improve performance, particularly in the first few
years.
Road sections constructed initially or through
subsequent maintenance with encased pavements
have been found to have substantially less edge
heave and roughness increase rates. This is
attributed to reduced moisture infiltration and
evaporation and the greater uniformity obtained.
Pavement Depth
Thin pavements have been shown through

computer simulation and monitoring of
instrumented pavement sites to absorb less
moisture than thicker pavements. With the
resultant stronger subgrade and more appropriate
traffic loading distribution assessments, these
pavements can carry much more traffic than the
current pavement design procedures attributed to
them.
Pavements as thin as 100mm have been used but
are not recommended because of construction
tolerances, compaction difficulties and the risk
from severe damage from heavily overloaded
vehicles. However, many pavements of 250mm
and even 150 and 200mm have performed well.
There appears to be no advantage in using depths
greater than 250 to 300mm.
In addition to the above advantages, a single
pavement course (or at most two courses) will
conserve material resources, save costs, reduce
longitudinal crack widths and shorten
construction time. The latter will provide other
benefits in decreasing exposure to excess rainfall.
September 2004
The current pavement depth design process does

not appear to replicate the observed road
performance. Further development is needed to
provide an improved pavement design process.
However, issues other than depth are important.
Sealed Pavement Batters
Sealed pavement batters have been used on a

number of jobs in conjunction with very
permeable base materials. They reduce the
severity of moisture entry but will not eliminate it.
The more uniform conditions created will reduce
roughness increase rates and extend pavement
life. Disadvantages include increased construction
and reseal costs, and damage from traffic and
maintenance operations. Their use as a long term
measure is not recommended universally, but they
have a possible use as a corrective treatment on
existing permeable pavements.
Batter Slope and Formation Height
Flat embankment batters and low formation heights

should be used whenever possible as these will
minimise moisture changes below the pavement.
Batter slopes of 1 on 4 or flatter should be used on
all fills up to 2m. The formation needs to be a
positive height above the surrounding terrain but
kept as low as possible (say 300 - 500mm at the
top of pavement at formation edge).
Longitudinal Drainage
In flat country, table drains should never be

constructed as they will hold water for extended
periods and adversely affect road performance.
Where existing table drains occur they should be
filled with embankment. In addition, flatter
batters can be used to keep any ponded water
further away from the road. Diversion drains to
nearby borrow pits can also help.
On gentle grades, table drains may be used to
minimise earthworks where positive drainage
occurs, provided erosion is not an issue. They
should be used in cuttings but long shallow
cuttings should be avoided particularly where
grades are nearly flat. A table drain depth of
300mm is suggested with flat bottom drains used
if excessive siltation is a problem.
7-63
7-64
OTHER
Roofs or similar structures not

used for traffic or resort &
surrounds on which a person may
stand
Covered places such as
verandahs, balconies & windows
which can be opened
Blank walls/windows which cannot
be opened
Other structures not normally
accessable to persons
Railway tracks (non-electrified
areas)
Electrified traction wiring &
supports (electrified areas)
Telegraph, telephones, stays,
signal lines & electrical lines 650V
& below
Electrical lines over 650V to 33kV
excluding electrical traction wiring
Min-apron separation to telecom
Stays
2.4m
1.2m
Vertical Above
Vertical below
In any Direction
1.0m
1.2m
Vertically
U.G.
0.6m
7.6m
Vertically
Vertically
0.2m
1.2m
1.2m
Vertically
Horizontally
1.2m
0.2m
0.5m
Horizontally
In any Direction
Horizontally
Vertically
0.9m
1.5m
Horizontally
Horizontally
2.7m
5.5m
4.9m
3.7m
4.5m
Vertically
Vertically
Vertically
Vertically
Vertically
Vertically
Vertically
1.2m
0.6m
U.G.
7.6m
2.7m
1.5m
1.5m
1.5m
1.5m
3.7m
1.5m
3.7m
1.5m
4.5m
5.2m
5.5m
5.5m
5.2m
L.V.
UNINSULATED
1.2m
1.2m
3.0m
7.6m
3.0m
1.5m
1.5m
2.1m
1.5m
3.7m
2.1m
4.6m
2.1m
4.5m
5.5m
6.7m
5.5m
5.5m
>1000V
<33kV
Refer Local Electricity Authority for Clearance

1.0m
1.0m
2.0m
1.2m
0.6m
U.G.
7.6m
0.6m
0.3m
0.6m
1.2m
0.9m
2.7m
1.2m
2.7m
1.5m
4.5m
5.2m
5.5m
5.5m
5.2m
L.V.
INSULATED
L.V. CONDUCTOR
NEUTRAL SCREENED
INSULATED SERVICE LINE
2.0m
3.0m
3.0m
3.0m
4.6m
4.6m
4.6m
4.6m
5.5m
4.6m
5.5m
6.7m
6.7m
6.7m
6.7m
>33kV
<66kV
3.0m
4.6m
4.6m
4.6m
4.6m
4.6m
4.6m
4.6m
5.5m
4.6m
5.5m
6.7m
6.7m
6.7m
6.7m
5.0m
5.5m
5.5m
5.5m
5.5m
5.5m
5.5m
5.5m
5.5m
5.5m
6.0m
7.5m
7.5m
7.5m
7.5m
>132kV
<275kV
H.V. CONDUCTOR
>66kV
<132kV
5.0m
5.5m
5.5m
5.5m
5.5m
5.5m
5.5m
5.5m
7.0m
6.0m
6.7m
8.0m
8.0m
8.0m
8.0m
>275kV
<330kV
Notes
1. All information from: Electricity Regulations (QLD 1994); Draft Agreement for Overhead & Underground Electric Lines crossing Railways in Queensland, 1988; Code of Practice for Overhead Power &
Telecommunication in-span Crossings.
2. Confirmation should be sought from Local Electricity Authority regarding the above clearances or voltage of conductors.
3. These are clearances allowed by the Authorities involved. The clearances specified in Table 7.21 are adopted where they exceed those in this table.
4. Allowance for temperature effects on the dimensions of overhead cables must be included.
5. For Communication Lines (Telephone and Cable Television), adopt the requirements for Neutral Screened Insulated Service Line.
Source: Standard Drawing 1333
TELECOM
RAILWAY
& BUILDINGS
STRUCTURES
FROM
CLEARANCE
MINIMUM
GROUND
FROM
CLEARANCE
MINIMUM
At centre line of carriageway

At other positions
At kerb line
At fence alignment
Private driveways & elevated
vehicle access
Areas not normally used by
vehicles
Land that, because of the
steepness or swampiness of its
terrain, cannot be crossed by
traffic or mobile machinery
Road cuttings, embankments &
the like
Unroofed terraces, balconies,
sundecks etc, subject only to
pedestrian traffic with surrounding
handrails etc., on which person
may stand
PRESCRIBED
DISTANCE
6.0m
6.0m
6.0m
6.0m
6.0m
6.0m
6.0m
8.0m
7.0m
7.5m
8.0m
9.0m
9.0m
9.0m
>330kV
<500kV
Table 7.22
ROADS
LOCATION DESCRIPTION
CATEGORY

Minimum Overhead Clearance to Various Utilities
September 2004
Figure 7.24
Required Clearances for Proposed Structures
September 2004
7-65
Overwidth pavement or
unsealed shoulder
Exposed pavement batter with
loose surface on a flat slope
Loose excess pavement

material
Water ponded in table

drain
Thick permeable
pavement
Figure 7.25
Unacceptable Features (Expansive Soil)
0.5
1 on
4
or fla
tter
CL
#
Shoulder protection 1.0
ALTERNATIVE
(FOR BETTER
ENCASEMENT)
Bitumen seal
Traffic lanes-6.0,6.5 or 7.0m
Avoid long
shallow cuttings
(Refer note 1.)
0.3
Wheelpath
wander
1o
n2
3%
1 on
3%
CL
Excess pavement trimmed

back to a 1 on 2 slope
and encased with
embankment
1 on
4
or fla
tter
Thin low
permeability
pavement
Table drains to have

positive drainage.
Provide flat bottom
(preferred)
No table drains
in flat country
(Refer note 2.)
A. 2 LANE ROAD
Bitumen seal
#
Traffic lane-4.0
NOTES: 1.
2.
3.
Traffic lane widths to suit vehicle

numbers and composition. Additional
width on crests and curves as required.
Formation height 0.3-0.5m wherever posible.
Single lane road to be widened to two
lanes where visibility is limited.
B. SINGLE LANE ROAD

(Refer note 3.)
Figure 7.26
7-66
Desirable Type Cross Sections (Expansive Soils)
September 2004
Table 7.23 Checklist for Cross Sections on Expansive Clays (not for floodways, perched water tables or
close to ponded water)
Feature
Details
Wheel Path Positions
Determine OWP position for similar road, traffic volume and composition,
type cross section and alignment
Shoulder Protection
Provide 1m min sealed shoulder protection outside edge of OWP
Crests and Curves
Adjust widths on crests and curves if appropriate
Encased Pavement
Provide fully encased pavement with no exposed surfaces
Pavement Depth
Provide thinnest pavement that will carry the traffic
Batter Slope
Keep batters 1 on 4 or flatter (up to 2m high)
Formation Height
Keep formation edge height 300 to 500mm at top of pavement wherever

possible
Table Drains
Avoid table drains in flat country

Provide 300mm deep table drains where positive drainage is available
Avoid pondage of water within 5m of the formation for extended periods
Provide flat bottom table drain if excessive siltation is a problem
Permeable Embankment
Dont allow the use of permeable materials
Existing Formation
Consider alignment options which include reuse of any existing formation
Zonal Use of Expansive Materials
The zonal use of expansive materials to place them

in the embankment beyond the influence of
seasonal effects has application in higher rainfall
areas (Technical Note No.10 Expansive Clay
Embankments). It is not considered practical or
necessary in western areas if the recommendations
of this technical note are followed.
Permeable materials should never be used as
embankment or a selected layer over expansive
soils as the increased moisture entry will more
than offset any advantages of an improved
subgrade.
Use of Existing Formation
Construction on the line of an existing formation

can be an advantage, provided sufficient
formation height is achieved, as it is liable to
provide moisture conditions close to equilibrium.
However, good performance has also been
achieved on sections of new alignment. The issues
discussed in this section, together with moisture
control and selection of pavement materials are
considered to have a greater influence on
performance.
September 2004
Construction costs and all other relevant factors

must be considered when deciding whether to
construct on the existing alignment.
Table 7.23 provides a check list summarising the
cross section design issues.
7.11.2 Roads in Rainforest

(including Wet Tropics)
Carriageway Widths
The width of the road should generally be based

on the traffic volume, the type of road being
designed, the speed of the traffic and the likely
environmental impacts. (See 7.2, 7.3, 7.4 and 7.5.)
Other factors to consider include the following.
Providing carriageway widening on curves for
larger vehicles is necessary. Adopting the
minimum radius curves in steep terrain may result
in the need to provide extensive widening for B
doubles and for sight distance. For instance on a
50m radius curve a B double would require the
traffic lane to be widened to 6m.
A verge width may also need to be allowed to
provide for guard rail, verge drains and verge
berms on fill.
7-67
The single most important way to minimise

impacts of roads through tropical rainforest is by
reducing clearing width for as much of the road
length as possible. Planning should therefore
identify mechanisms to reduce clearing width as
far as possible (such as use of barriers rather than
relying on clearing for the necessary recovery
width).
On scenic (tourist) 4WD roads or in World

Heritage Areas where one lane is desirable (taking
into account safety considerations), width can be
reduced by providing drainage on one side only
(crown shape has drainage each side).
On new two-lane roads, it will rarely be possible
to achieve canopy closure. Alternative ways of
providing connectivity will be required.
For high volume roads requiring four lanes or
more, dual carriageways will be required. Four
lane (or more) undivided two-way roads are not
acceptable for traffic safety reasons. In these
cases, a dual carriageway, which enables retention
of natural vegetation in a wide median may
provide greater opportunity for fauna crossing the
road. Fauna then only has to contend with traffic
from one direction over a shorter distance.
However, it is preferable to provide
interconnectivity with short tunnels and long
bridges at suitable locations.
The typical cross-section adopted for the road
corridor will impact on the environment in a
variety of ways and may need to be varied along
a route to minimise a particular impact. Generally,
for two lane roads the minimum clearing widths
will produce the least impact.
The cross section of roads through natural habitat
will need to be determined based on the
conservation values requiring protection.
In addition to clearing width, selection of cross

sections should consider the potential impacts of
side cuts and batters, as in many circumstances
they become fauna barriers, in effect impassable
cliffs.
Table 7.24 provides some of the advantages and
disadvantages of the different carriageway types
and suggests areas where they may be used.
It is important to note that best practice will
involve the consideration of different cross
sections over relatively short sections. As an
example, for environmental reasons divided two
lane carriageway may only need to be over a short
distance to maintain connectivity of a particular
habitat (eg. a riparian gallery rainforest, or a
steeper gully).
Road Formation/Earthworks
The desired outcome is to minimise earthworks

and disturbance. An essential first step is to
integrate the design with the site and the design
selected should be compatible with the natural
characteristics of the area (geological, soil,
landform and hydrological limitations).
By designing roads which minimise the area to be
cleared, the height and slope of batters and the
volume of earthworks, the resultant road
alignment will generally be a safe, cost effective
and an environmentally sound project that
requires minimal ongoing maintenance.
Batters should be designed to a stable slope based
on consideration of topography, soil type,
vegetation and rock formations for revegetation.
Note, this must also consider needs to minimise
erosion. Narrower total widths may be achieved
by appropriate use of gabions, crib walls and rock.
On local access tourist roads two single lanes

separated by a wider median may also have less
impact than the two lane road.
Consider rounding of batters and using constant

batter line in less sensitive areas to provide a more
natural cut/fill batter. The constant batter offset
also better blends the earthworks into the terrain.
Importantly, the overall width of the disturbed

road corridor is an issue requiring consideration.
In general, minimising the overall width from
cleared forest edge to cleared forest edge will
reduce the impact.
On cuts, it is as important to ensure long term

stability as it is to minimise construction
disturbance. A steep cut which fails and collapses
will result in more disturbance and environmental
impacts over time than a wider, less steep cut
7-68
September 2004
Table 7.24
Cross Section Suitability
Cross Section Type

and Suitability
Unsealed road
Advantages
Cheaper construction costs.
Suitable for low volume roads with
moderate grades.
In some circumstances provides
presentation opportunity and
character.
Single lane sealed road

two way
Suitable for low volume
access roads only.
Two lane carriageway,
each way separated by
a wide median
Suitable for low volume
roads especially access
roads and tourist roads.
Note: this option has not
been used in the wet
tropics region, most likely
application is for short
distances to meet specific
environmental requirements.
Two lane, two way road
Disadvantages
As traffic volumes increase,
maintenance costs increase
significantly along with erosion and
sedimentation.
Steep grades more readily eroded and
may require sealing.
May need to close to traffic during the
wet season.
Requires minimum width of disturbance.

Cheaper solution than a 2 lane sealed
road.
If in closed forest and narrow clearing,
may enable canopy connectivity to be
maintained.
Requires widening at crests and curves

for safety.
Unsuitable for high volume roads.
Unsealed verges may erode.
Requires minimum width for clearing.
May be a safety concern with wrong

way movements.
Enables canopy connectivity to be

maintained.
Enables refuge area within the median
for animals (whilst crossing).
In steep sidelong country this design
will better match the terrain with less
height to cuts and fills.
Need to provide areas for passing

disabled/parked cars (only on uphill
side).
With long lengths and medium traffic
volumes overtaking opportunities
may need to be provided.
Provide for some canopy connectivity

if minimum widths adopted.
Generally less total width of
disturbance than two single
carriageways.
Cheaper to construct than two single
lane carriageways.
For higher volume roads may require

passing lanes.
As widths increase with traffic volumes
canopy connectivity will be more
difficult to maintain.
Less gaps in the traffic stream than a
divided carriageway.
Provides high capacity and overtaking

opportunities.
Likely to be more expensive than a four

lane undivided facility.
Provides increased safety and

eliminates head on collisions.
New Jersey barrier will prevent fauna

crossings across the road although if
traffic volumes require a four lane
facility it is unlikely that sufficient gaps
in the traffic stream will occur to enable
animals to cross safely.
Four lane divided wide

median
Breaks the total width into two parts

enabling some canopy connectivity to
be maintained.
May have a higher construction cost

than a four lane undivided facility.
May be the preferred

solution in environmentally
sensitive areas where the
median is forested.
Total width of disturbance likely to be

Breaks the traffic stream into two
greater.
streams producing larger gaps for
fauna to cross, however grade separated
fauna crossings are the preferred solution.
In steep sidelong country this will better
match the terrain.
Provides safer overtaking opportunities.
Prevents head on collisions.
This is the normal road

cross section for rural roads
and is likely to be the usual
solution in most cases.
Four lane divided
narrow median
(New Jersey barrier)
May be an option where
increased capacity and
safety is required on
steep hilly sections and
the terrain precludes
construction of a second
carriageway.
September 2004
7-69
which (although it has a greater area of

disturbance during construction) is revegetated
with surrounding vegetation species and regains
its habitat values.
The design of the batters should be coordinated

with the environmental protection measures and
the landscaping design. Revegetating steep batters
is difficult and expensive and it may be better to
tolerate some additional disturbance in the short
term to achieve better revegetation in the long
term.
Cut and fill can have a major visual impact. The
area exposed during earthwork operations also
can lead to erosion and sedimentation of
watercourses.
The cut and fill can dominate the landscape and it
is desirable to minimise the earthworks as far as
practicable.
The cut and fill transition zones should be
designed so that they do not obstruct escape
routes for any fauna.
The distant view of the road alignment should be
assessed and if major cuttings or fills will be
visible then consideration may need to be given to
altering the alignment to avoid the cut being
viewed from distant vantage points. Where the cut
and fill cannot be avoided then revegetation of the
batter should be given a high priority.
Various revegetation techniques are available from
hydraulic seeding and mulching to planting with
viro cells and spraying of freshly exposed rock with
an activator that promotes moss and algae growth.
Water running over steep batters will develop a
high velocity and resulting erosion of any
unprotected batter. Prevention of runoff water
running over batters is essential to prevent erosion.
Consider the use of gabions or other retaining
devices in steep sidelong country (especially in
sensitive rainforest areas).
Incorporate surface relief on batter faces in the
design to provide far greater microhabitat. This
can be achieved by roughening cut slopes to
provide horizontal steps along the batter or even
small (300 mm) benching to enable topsoil to be
7-70
retained and assist revegetation. (See Figures 7.17

and 7.18.) Contour ripping and top soiling should
be used where possible.
The existing rainforest topsoil and humus should
be retained and respread on batters in the locations
from which it was stripped.
Topsoil should not be transported from other areas
due to the possibility of importing exotic weeds
and/or plant pathogens.
Note that in the Wet Tropics World Heritage
Area, apart from the cut and fill associated
with the earthworks, obtaining additional
material from borrow pits is prohibited unless
specific approval has been obtained from the
Wet Tropics Management Authority. Dumping
material over the edge of batters is prohibited.
Surface runoff damaging cut and fill batters should
be prevented. Catch drains, diversions banks and
channels above and below batters, and benches
within them, will intercept surface runoff and
conduct it to safe disposal points. This will reduce
the hazard of sheet erosion and batter slumps.
Berms or benches are recommended on batters
with a vertical height greater than 5 metres. The
bench should be at least 1 metre wide, but
additional width may be necessary to allow for the
movement of equipment used to establish and
maintain vegetation on the batters. However, this
may be avoided by progressively revegetating the
cut (hydraulic seeding and mulching) at the level
of each bench as the cut is excavated to avoid the
need for wide benches. If the batter is relatively
steep (and it is unlikely to grow trees) a bench of
2-3m may allow trees to be established, this will
effectively stabilise and screen the batter. (See
also Section 7.8.4.)
Benches should also be considered for batters
over 3m high to facilitate planting.
Benches should have a maximum longitudinal
grade of 1% if vegetated or 0.5% if paved. The
maximum grades should be restricted to a level
consistent with the maximum permissible velocity
for the type of lining used. A maximum cross
slope of 10% (1 on 10) on the bench towards the
toe of the upper batter should apply.
September 2004
With cut batters, a catch drain or diversion bank

(preferred) should be constructed above the top of
the cut before excavation commences. Temporary
toe drainage should be maintained as the work
progresses, with permanent toe drainage installed
when the final depth is reached. To prevent
erosion, a catch drain will require concrete lining.
For fill batters, permanent toe drainage should be
installed prior to construction and should
discharge via a sediment basin to a suitable outlet.
At the completion of each work period during the
construction of the bank, or at the onset of rain, a
windrow of suitably compacted soil material
should be constructed along the recently
completed fill slope.
Early stabilisation of exposed batters is essential.
They should be adequately protected from erosion
by vegetation, or other means, within 4 days of
their construction. Best practice is to revegetate
all exposed areas immediately.
In summary, the following principles of erosion
and sediment control should be incorporated in
the design:
and
duration
of
Control stormwater flows onto, through and

from the site;
Use erosion control measures to prevent on-site
damage;
Use sediment control measures to prevent offsite damage;
Stabilise disturbed areas quickly;
Inspect and maintain erosion and sediment
control measures.
(For more detailed discussion, refer to
Construction Site Erosion and Sediment Control Course Notes and Field Guide - References and
Other Reading.)
September 2004
Consider using temporary retaining structures on

fill (downhill slopes) to prevent downslope
contamination by spoil.
7.12 Typical Cross Sections

The following pages show typical cross sections
which may be used as guides for design, although
modifications may be needed to meet the
requirements of each particular site.
Figure 7.28 Multi Lane Rural Road
Plan and integrate erosion control with

construction activities;
extent
The cut/fill transition zone provides areas for

fauna crossings and barriers across these sections
should be avoided.
Figure 7.27 Two Lane Two Way Rural Road
Integrate the project with the site;
Minimise the
disturbance;
Creeks and streams are the principal corridors for

fauna movement in rainforest areas. Therefore the
road must be high enough above the stream to
enable suitable fauna crossings to be installed in
culverts or under bridges (see Chapter 3). Culverts
requiring a concrete base should not be used in
permanently flowing streams - they cannot be
constructed without causing major stream
disturbance.
Figure 7.29 Undivided Urban Road

Figure 7.30 Multi Lane Urban Road
Figure 7.31 Alternative Urban Arterial Road
Treatments
Figure 7.32
Motorway Cross Section Elements
Note that these figures are not necessarily drawn

to scale.
For routes accommodating multicombination
vehicles (MCV), allowance has to be made for the
size of the vehicles and their tracking
charactristics. Appendix B sets out the minimum
carriageway clearance widths for these routes.
Table B1 should be used in conjunction with the
following cross sections. The lane widths
indicated in the table and the following figures do
not include allowance for curve widening. Where
necessary, curve widening should be applied
according to Chapter 11, Section 11.10 Curve
Widening.
7-71
Figure 7.27
7-72
Road
Boundary
Table 7.4
Table 7.7
Fig. 7.7
Fig. 7.7
Table 7.16
Section 7.10.3
3.0m to 3.5m
1.0m to 3.0m
1m (embankment)
2m (cutting)
2% - 4%
5m - 15m
40m (nominal)
3m
Lane
(L) #
Shoulder (S)
Verge (V)
Lateral Clearance
Limit of
Clearing
Embankment
Batter Slope (1 on X)
Rounding
Hinge Point
Safety Barrier
if required
Catch Point
Road Reserve
Carriageway
S
See Figure 7.7

for Details
Lateral Clearance
Catch Bank
Fig. 7.20
Limit of Clearing
Cutting
Catch Point
# Note that lane widths do not incorporate any allowance for curve widening.
Refer Chapter 11, Section 11.10 Curve Widening.
Note that appropriate clearances to public utility plant must be considered when
determining these dimensions. Allowance for access to the PUP is required.
Crossfall
Lateral Clearance
Road Reserve
Limit of Clearing
Reference
Desirable Widths
Element
Road
Boundary

Typical Cross Section of Two Lane Two Way Rural Road
September 2004
Figure 7.28
September 2004
Road
Boundary
Lateral Clearance
Limit of Clearing
Hinge Point
Catch Point
Safety Barrier
if required
Rounding
Embankment
Carriageway
L
Note that appropriate clearances to public utility plant

must be considered when determining these dimensions.
Allowance for access to the PUP is required.
2.5m sealed width required for cyclists where applicable.
Table 7.4
Table 7.7
Fig. 7.7
Sect. 7.4.6
3.5m
2.5m* (left) to 1.0m(right)
1.0m to 2.0m
15m
2% - 4%
2.0m(1.0m + 1.0m)
5.0m - 15.0m
90.0m(nominal)
3.0m
Lane (L) #
Shoulder (S)
Verge (V)
Median
Crossfall
Rounding
Lateral Clearance
Road Reserve
Limit of Clearing
Road Reserve
Future Widening
Residual Median
Median
Carriageway
S
# Note that lane widths do not incorporate any allowance for

curve widening. Refer Chapter 11, Section 11.10 Curve Widening.
Section 7.10.3
Table 7.16
Reference
Desirable Widths
Element
See Figure 7.7

for Details
Catch Point
Catch Bank
Fig. 7.20
Rounding
Cutting
Limit of Clearing
Lateral Clearance
Road
Boundary

Typical Cross Section of Multilane Rural Road
7-73
Figure 7.29
7-74
3%
Footpath
Parking
3%
Traffic Lane
Road Reserve
Carriageway
cL
3%
Traffic Lane
Parking
See Figures 7.9(a)&(b) for

location of Public Utility
services under footpath
Road
Boundary
Section 7.2.4
Section 7.2.8
Figure 7.21
Section 7.5.2
3.5m #
3.0m*
Up to 0.5m
3.5m
20.0m(nominal)
Traffic Lane
Parking Lane
Channel (G)
Footpath
Road Reserve
* For shared use by parking and cyclists, the desirable width is 5.5m.
Reference
Desirable Widths
Element
Typical high and low level

treatments are shown in
Section 7.5.1 & Figure 7.8
3%
Footpath
Road
Boundary

Typical Cross Section of Undivided Urban Road
September 2004
Figure 7.30
September 2004
Road
Boundary
Road
Boundary
Verge
G
0.5m
1.7m
Road Reserve
0.5m
L = 10.5m (3 x 3.5m)
Grassed verge reinforced with

lawn pavers or equivalent to
withstand parking where required.
L = 7.0m (2 x 3.5m)
L = 10.5m (3 x 3.5m)
Residual Median
Median
Section 7.2.4
Figure 7.21
Section 7.4 & Table 7.10
Section 7.2.9
Section 7.5.2
Section 7.5.1
Reference
Road
Boundary
Boundary
Footpath
Footpath
Lane widths on Bicycle Routes will vary according to

speed zone and AADT - Refer to AUSTROADS Guide
to Traffic Engineering Practice Part 14 - Bicycles
(Second edition 1999 or later).
Note that lane widths do not incorporate any
allowance for curve widening. Refer Chapter 11,
Section 11.10 Curve Widening.
3.5m**
Up to 0.5m
Variable
3.25m
3.5m
4.0m
Variable
Traffic Lane (L)

Channel (G)
Median
Right Turn Lane
Footpath
Verge/Semi Mountable Kerb
Road Reserve
** NOTE:
Desirable Widths
L = 10.5m (3 x 3.5m)
Element
Median and Right Turn Lane
Lane
Right Turn
Median
Road Reserve
Restricted Access Road Reserve with Extruded Median Barrier
L = 10.5m (3 x 3.5m)
Alternative Semi Mountable Kerb Cross Section
Services locate as in normal

footpath width
Footpath
Footpath
Footpath
Boundary

Typical Cross Section of Multilane Urban Road
7-75
Figure 7.31(a)
7-76
Road
Boundary
SP
Planting
G Parking
5.0m
3.5m #
3.0m *
Up to 0.5m
Figure 7.12
4.0m
4.0m
Median
Traffic Lane (L)
Parking
Channel (G)
Clearance (C)
Planting
Services & Pedestrians (SP)
Figure 7.9(b)
Section 7.4.3
Section 7.2.4
Section 7.2.8
Figure 7.21
Section 7.6.1
Reference
Median
L = 10.5m (3 x 3.5m)
Parking G
Six Lane Divided with Parking
L = 10.5m (3 x 3.5m)
Road Reserve
* If shared use by parking and cyclists, the desirable width is 5.5m.
Desirable Widths
Element
Planting
SP
Road
Boundary

Typical Cross Section of Urban Arterial Road - Mixed Function Type
September 2004
Figure 7.31(b)
September 2004
Footpath
ROAD
BOUNDARY
Service Road
G
Outer Separator
5.9m
3.5m #
3.0m
Up to 0.5m
Table 7.15
10.0m
Table 7.13
Median
Traffic Lane (L)
Shoulder (S)
Channel (G)
Outer Separator
Service Road
Footpath
Median
L = (3 x 3.5m)
(in industrial area)
Six Lane Divided with Two-way Service Roads
L = (3 x 3.5m)
Road Reserve
Outer Separator
Section 7.5.2
Section 7.4.3
Section 7.2.4
Section 7.3.6
Figure 7.21
Section 7.5.3
Reference
Desirable Widths
Element
Service Road
Footpath
ROAD
BOUNDARY

Typical Cross Section of Urban Arterial Road - Separated Function Type
7-77
7-78
on
Figure 7.32(a)
3.0m
Type 22 Channel
Safety
Barrier
0.6m
Shoulder
1 on
6.0m
3.0m
Shoulder
Cutting
3.5m
Cut with Safety Barrier

(Restricted Sections)
Note: Cyclists have to be catered for

with a separate facility.
3.7m
2.4m
Shoulder
'X'
Type 28 Channel
'
1 on 'X
Wire Rope
Safety Fence
2.4m
Shoulder
Median Slope 'X' varies

1 on 10(min) - 1 on 3(max)
1 on
0.6m 0.6m
12.0m Median
Wire Rope Barriers
3.5
Crossfall
3.5m
3.0m
Shoulder
Crossfall
3.5m
Type 22 Channel
Shoulder
3.0m
6.7m Median
Concrete Barrier
3.7m
2.4m
Shoulder
2.4m
Shoulder
Type 28 Channel
1 on 'X'

1 on 10(min) - 1 on 3(max)
1 on 'X'
15.0m Median
Landscaped
3.5
Eight Lane Divided Motorway - 15.0m. median
3.5m
Eight Lane Divided Motorway - 6.7m. median*
3.7m
Crossfall
3.7m
Traffic Lanes
Eight Lane Divided Motorway - 12.0m. median
3.5m
Traffic Lanes
Crossfall
* Note: Wildlife exclusion fencing is required on

the road boundary when using concrete
barriers in the median (see Chapter 3).
Road
Boundary
0.9m
Control Line
1.1m
1o
n2
0.1m gap for

maintenance
Noise
Barrier
3.5m
2.0m
Preferred Treatment in Fill
13.0m Clearzone (min)
4(ma
x)
2.0m
2.0m
(Variable)
Rounding
(Variable)
1 on
3.0m
4.0m
Shoulder Rounding
Road
Boundary
Road
Boundary
Fill with Safety and Noise Barriers

0.6m
Safety
Barrier
3.0m
1.5m 1.5m
5%
1 on 10
Shoulder
7
Control Line

Typical Cross Section of Multi lane Motorway (No Transit Lanes)
September 2004
on
Figure 7.32(b)
September 2004
Type 22 Channel
Safety Barrier
0.6m
1 on
Shoulder
Crossfall
3.5m
Transit
3.5m
Shoulder
3.5m
Crossfall
Transit
Type 22 Channel
Shoulder
3.5m
7.7m Median
Concrete Barrier
1.0m Buffer
3.7m
Crossfall
Buffer
1.0m
Transit
3.5m
3.5m
Shoulder
'X'
Type 28 Channel
'
1 on 'X
Wire Rope Safety Fence
3.5m
Shoulder

1 on 10(min) - 1 on 3(max)
1 on
12.0m Median
Wire Rope Barriers
0.6m 0.6m
Crossfall
1.0m
Buffer
3.5m
Transit
3.7m
3.5m
Transit
3.5m
Shoulder
3.5m
Shoulder
Type 28 Channel
1 on 'X'

1 on 10(min) - 1 on 3(max)
1 on 'X'
15.0m Median
3.5m
Transit
Eight Lane Divided Motorway with Transit Lanes - 15.0m Median
1.0m Buffer
1.0m Buffer
Crossfall
3.7m
Traffic Lanes
1.0m Buffer
Crossfall
3.7m
3.5m
6.0m
3.0m
Traffic Lanes
Cutting
Cut with Safety Barrier

Note: Cyclists have to be catered for

with a separate facility.
Road
Boundary
0.9m
3.0m
Shoulder
1.1m
1o
n2
0.1m gap for

maintenance
Noise
Barrier
Road
Boundary
3.5m
2.0m
Preferred Treatment in Fill
13.0m Clearzone (min)
4(ma
x)
2.0m
(Variable)
2.0m
Road
Boundary
Rounding
(Variable)
1 on
4.0m
Shoulder Rounding
3.0m
Fill with Safety and Noise Barriers

0.6m
Safety
Barrier
3.0m
1.5m 1.5m
5%
1 on 10
Shoulder

Typical Cross Section of Multi lane Motorway (With Transit Lanes)
7-79
References
American Association of State Highway and
Transportation Officials (AASHTO), 2002:
Roadside Design Guide.
Australian Road Research Board (ARRB), 1983:

Guidelines for Rural Road Improvements - a
Simulation Study ARRB IR AIR 359-10.
Austroads, 1987: Standards and Guidelines for
the Construction of National Highways.
Austroads, 1993: Guide to Geometric Design of
Rural Roads.
Austroads, 1995a: Guide to Traffic Engineering
Practice, Part 13 - Pedestrians.
Austroads, 1995b: Guide to Traffic Engineering
Practice, Part 11 - Parking.
Austroads, 1999: Guide to Traffic Engineering
Practice, Part 14 - Bicycles.
Department of Main Roads QLD, 1997: Manual
of Uniform Traffic Control Devices - Guide to
Pavement Markings.
Department of Transport and Communications,
Federal Office of Road Safety, 1991: Australian
Code for the Transport of Explosives by Road and
Rail (Australian Explosives Code).
Department of Transport and Communications,
Federal Office of Road Safety, 1992: Australian
Dangerous Goods Code.
NAASRA, 1986: Guide to the Design of Road
Surface Drainage.
NAASRA, 1979: Guide to the Provision and
Signposting of Tourist Facilities.
NSW Department of Land and Water
Conservation, Soil Conservation Service, 1998:
Construction Site Erosion and Sediment Control
- Course Notes - Level 2.
NSW Department of Land and Water
Conservation, 1996: Urban Erosion and
Sediment Control - Field Guide.
7-80
PIARC, 1999: The Quality of Road Service Evaluation, Perception and Response Behaviour
of Road Users.
PPK Environment & Infrastructure Pty Ltd, 2000:
Brisbane HOV Arterial Roads Study Final Report
- Queensland Department of Main Roads,
Queensland Transport and Brisbane City Council.
Queensland Department of Main Roads, 1975:
Urban Road Design, Volume 1.
Road Landscape Manual.
Queensland Department of Main Roads, 2000a:
Fauna Sensitive Road Design, Volume 1: Past
and Existing Practices.
Queensland Department of Main Roads, 2000b:
Road Traffic Noise Management: Code of
Practice.
Road Drainage Design Manual.
Queensland Department of Main Roads, Road
Design Manual, Volume 1.
Roads and Traffic Authority (NSW): Road
Design Guide.
Standards Australia, 1990a: AS1742.6 - Manual
of Uniform Traffic Control Devices - Service and
Tourist Signs for Motorists.
Standards Australia, 1990b: AS1742.8 - Manual
of Uniform Traffic Control Devices - Freeways.
Standards Australia, 1992: AS1743 - Road Signs
- Specifications.
Standards Australia, 1993: AS1742.7 - Manual
of Uniform Traffic Control Devices - Railway
Crossings.
Transportation Research Board, Washington DC
(TRB), 1994: Highway Capacity Manual
Special Report 209.
Wilden, L.A., 1997: High Occupancy Vehicle
Facilities
Policy
and
Implementation
Considerations - Queensland Main Roads South
East Region Symposium.
September 2004
Relationship to Other
Chapters
Intersection elements have dimensions

dependent on cross section requirements
(Chapters 13 and 14);
Chapter 1 deals with the strategic requirements

of the road system and will have a significant
influence on the type of cross section adopted;
Widths of auxiliary lanes affect the cross

section (Chapter 15);
Chapter 2 describes the planning of roads the

appropriate cross sections for these roads will
have a significant effect on the planning
outcomes;
Chapter 3 sets out environmental requirements
these are crucial in the design of cross
sections;
Interchange elements have dimensions

dependent on cross section requirements
(Chapter 16);
Providing for lighting affects the cross section
(Chapter 17);
Traffic signals require space in the cross section
(Chapter 18);
Chapter 4 describes the standards to be applied

to roads of different types;
Providing for ITS is an integral part of the cross

Chapter 5 describes the particular requirements

of various road users
Cross section elements have to be applied to the

design of roadside amenities (Chapter 20);
- Pedestrians;
- Cyclists;
- Road users with a disability; and
- Motorcyclists; plus
Chapter 5 defines the dimensions of the various
design vehicles;
Operating speed can be affected by the cross
Chapter 8 is closely related to this chapter and
they must be read in conjunction with each
other;
The road cross section has to be compatible

with railway level crossings (Chapter 21); and
Bridges, retaining walls and tunnels have to be
designed to the requirements of the cross
section required to serve the traffic carried
(Chapter 22).
This shows that there is no aspect of road design
that is not affected by the cross section
requirements. There is an interrelationship
between the cross section elements and the other
design considerations and all design involves
some level of iteration between these
considerations and the cross section.
Sight distance on horizontal curves will affect

the cross section (Chapter 9);
The appearance of a road is affected by the
detail of the cross section (Chapter 10);
Curve widening will affect the cross section
(Chapter 11);
Width of pavement is affected by the radius of
crest vertical curves where manoeuvre sight
distance is the best available (Chapter 12);
September 2004
7-81
Appendix 7A: Template for Vehicle Clearance at Property

Entrances
Front
Overhang
1070
Rear
Overhang
1600
Wheelbase 3380
7
Front
Clearance
Centre
Clearance
Rear
Clearance
Normal
280
100
270
Front dive (braking)
180
65
300
Rear jounce
300
65
160
Full jounce
200
25
190
Clearance dimensions under various conditions for composite longest vehicle

Front
O.H
560
Wheelbase 2030
Rear
O.H
815
Front
Clearance
Centre
Clearance
Rear
Clearance
150
125
115
85
100
135
Rear jounce
160
100
45
Full jounce
100
75
65
Normal
Front dive (braking)
Clearance dimensions under various conditions for composite shortest vehicle

* Use normal load as a basis for design of entrances, but the effects of greater spring
deflections should be checked.
* The dimensions shown relate to those of a composite design vehicle and do not
necessarily apply to the particular models shown.
7-82
September 2004
Appendix 7B:
Multi-Combination Vehicles
in Urban Areas
The route should be further evaluated if the

minimum carriageway width in the urban area is
less than the applicable width shown in Table B1.
There are a number of clearance requirements to

be considered for MCVs travelling in urban areas.
The carriageway widths should take into account
various existing features including parking
demand, angle of parking and the demand for onroad cycling provisions.
Through lanes provide travel without obstruction

due to parked vehicles or stationary turning
queues and therefore minimise the necessity for
lane changing manoeuvres. It is preferable that at
least two continuous through lanes are available
in the direction of travel. Short sections of single
through lane may be permitted.
Table B1
Minimum Carriageway Clearance Widths in Urban Areas

B-Double
Feature
Type 1
Road Train
Type 2
Road Train
60-70
km/h*
80-100
km/h*
60-70
km/h*
80-100
km/h*
60-70
km/h*
80-100
km/h*
(Undivided carriageway - 2-way) Width

between road edge and road centre
3.8
4.2
4.0
4.4
4.2
4.8
with marked separation line
4.1
4.8
4.3
5.0
4.5
5.4
with in-road cyclists
5.3
6.3
5.5
6.5
5.7
6.9
with regular parallel parking
6.0
6.4
6.2
6.6
6.4
7.0
with regular angle (45) parking
9.8
9.9
10.0
10.1
10.2
10.5
(Divided carriageway - single lane)

Width between road edge and edge
of median/traffic island
4.1
4.8
4.3
5.0
4.5
5.4
5.3
6.3
5.5
6.5
5.7
6.9
6.3
6.4
6.5
6.6
6.7
7.0
with regular angle (45) parking
9.8
9.9
10.0
10.1
10.2
10.5
(Divided carriageway - 2 lanes)

7.2
8.3
7.4
8.5
7.6
8.9
8.4
8.8
8.6
10.0
8.8
10.4
9.4
9.9
9.6
10.1
9.8
10.5
(Divided carriageway - 3 lanes)

10.1
10.7
10.5
11.1
10.9
11.9
11.3
12.2
11.7
12.6
12.1
13.4
* Legal Speed Limit for the particular section of road being assessed.
(Source: Assessing the suitability of routes for Multi-Combination Vehicles Guidelines, WA, 22 March 2000, p.6)
September 2004
7-83

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Road Planning and Design Manual

Chapter 7: Cross Section

Chapter 7: Cross Section

Road Planning and Design Manual

Cross Section Determination

Two Lane Two Way Rural Roads

Multilane Rural Roads and Motorways

Turning Lanes/Turning Roadways and Ramps

Location of Kerb and/or Channels

7.2.12 Transit Lanes

Two Lane Two Way Rural Roads

Multilane Rural Roads and Motorways

Change in Shoulder Width

Rural Median Treatment

Verges, Footpaths and Outer Separators

Crossfall and Drainage

Road Planning and Design Manual

Chapter 7: Cross Section

Parking Lane Crossfall

Crossfall Configuration on Side Slopes

Split Level Carriageways

Traversable Batters and Batter Rounding

Batter Slope Treatment

Rock Fall Protection

Catch Drains and Banks

Kerbs, Channels and Access Chambers

Bridges and Clearances

7.10.1 Road Bridge Widths

7.10.2 Pedestrian/Cyclist Bridges

7.10.3 Lateral Clearance

7.10.4 Vertical Clearance

7.10.5 Pedestrian/Cyclist Subways

7.10.6 Clearance to Railways

7.10.7 Public Utility Plant

Roads on Expansive Soils in Western Queensland

Roads in Rainforest (including Wet Tropics)

Typical Cross Sections

Relationship to Other Chapters

Appendix 7A: Template for Vehicle Clearance at Property Entrances

Appendix 7B:Multi-Combination Vehicles in Urban Areas

Chapter 7: Cross Section

Road Planning and Design Manual

Road Planning and Design Manual

Chapter 7: Cross Section

Chapter 7 Amendments - September 2004

Footpaths and Driveways - modification to

Modification to 1st paragraph

Table 7.18 - modification to notes

Modifications. Table 7.5 removed

Additional dot point

Sight impaired changed to visually impaired.

Figure 7.20 modified. Additions to 3rd paragraph

Modifications and additions. Figure 7.21 modified

Additional 2nd paragraph

Modifications to 1st paragraph re min. vertical clearance

Modifications to Table 7.21

Relationship to other chapters

Diagram renumbered as Figure 7.2.1 and referenced in text