Australian Urban Road Design

MACKAY CITY COUNCIL PLANNING SCHEME POLICY
Australian urban road planning
1.1 Scope
This section sets out the guidelines developed specifically for the design of roadwork's and street
network within Mackay City using principles of street design to ensure safety and improved
amenity and to reduce pedestrian/vehicular conflicts.
The framework for any new urban network shall include the land use/road hierarchy relationship and
shall generally comply with the performance criteria outlined in Council’s Road Hierarchy.
The Designer shall prepare a road hierarchy for the proposed development and determine the
vehicle speed that is deemed acceptable for each section of every road, based on Table C1 or Table
C2 (as appropriate) of Council’s Road Hierarchy, refer to Appendix A. The concept of designing to
regulatory street speeds is contrary to the principles of subdivision road design.
The Designer must integrate all relevant design principles into the development of the road
network. A careful balance is required between maximising amenity, safety and convenience
considerations and those related to the drivers’ perception of driving practice.
This Guideline shall be read in conjunction with the reference and source documents listed in
Section 1.3.
The works “street” and “road” are interchangeable throughout all parts of this Guideline, unless
specifically defined.
For the purpose of this Guideline the definition of terms used to define the components of the
road reserve shall be in accordance with AS 1348.1 and AMCORD.
AS1348.1 Terms:
Carriageway That portion of the road or bridge devoted particularly to the use of
vehicles, inclusive of shoulders and auxiliary lanes.
ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

GEOMETRIC ROAD DESIGN (URBAN & RURAL) VERSION 2
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Policy took effect on 31/03/08
Footpath The paved section of a pathway (verge).
Pathway A public way reserved for the movement of pedestrians and of manually
propelled vehicles (AMCORD verge).
Pavement That portion of a carriageway placed above the subgrade for the support of,
and to form a running surface for, vehicular traffic.
Shoulder That portion of the carriageway beyond the traffic lanes and contiguous and
flush with the surface of the pavement.
AMCORD term:
Verge That part of the road reserve between the carriageway and the road reserve boundary. It may
accommodate public utilities, footpaths, stormwater flows, street lighting poles and plantings.
1.2 Objective
The provision of a road system within a subdivision is to be designed so as to achieve the
following aims:
 Provide convenient and safe access to all allotments for vehicles, pedestrians and
cyclists.

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 Provide safe, logical and hierarchical transport linkages with the existing street system.
 Provide appropriate access for buses, emergency and service vehicles.
 Provide for a quality product that minimises maintenance costs.
 Provide a convenient way for public utilities.
 Provide for a quality residential amenity by landscape design and the planting of appropriate
street trees and use of the road reserve as a buffer between different land uses.
 Provide convenient parking for visitors.
 Have appropriate regard for the climate, geology and topography of the area.
 Have appropriate regard for the amenity and built environment of the area.
In the network planning of new residential areas, the Designer shall create a safe and pleasant
residential area by considering the following matters:
 Provide for safe pedestrian and cyclist movement by catering separately for the demands of
both using footpath or cycle networks or on-street facilities. Any new networks are to
link into existing and proposed facilities identified by Council.
 The Designer shall reference Council’s Bike Plan and liaise with Council to identify the
proposed footpath and cycleway network.
Where demands cross minor collector streets (or higher classified streets), provision must
be made to provide safe and appropriate crossing facilities to ensure equitable access.
 The connectivity of local access streets should not provide the opportunity for motorists to be
able to ‘rat-run’ from one trunk road to another through the new residential area.
 The Designer shall liaise with Queensland Transport to identify current and proposed bus
routes and bus stops. The Designer shall also refer to Table C1 (from the Road
Hierarchy) to identify the form of any bus stop. Bus shelters are to be provided where
required.
1.3 Reference and Source Documents

Council Guidelines & Specifications
Mackay Four Level Road Hierarchy (August 2003) – Eppell Olsen and Partners
Mackay Four Level Road Hierarchy shown on Infrastructure Maps A & B
Mackay City Council – Development Construction Specification Series
Mackay City Council – Drawing and Documentation Guidelines - D20
Mackay City Council – Landscape Performance and Style Manual for Development Applications
Mackay City Council – Emergency Action Guide

Mackay City Council Standard Drawings
Australian Standards
AS 1348.1 Road and Traffic Engineering – Glossary of terms, Road design
and construction
AS 1428 Design for Access and Mobility
AS 2890.1 Parking facilities: Off-street parking
AS 2890.2 Parking facilities: Off street commercial vehicle facilities

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AS 2890.5 Parking facilities: On street car parking

AS/NZS 3845 Road safety barrier systems
AS 1158 Road Lighting
AS 4282 Obtrusive Effects of Outdoor Lighting
QLD State Authorities

Department of Local Government and Planning – Queensland Residential Design
Guidelines, 1998
Queensland State Planning Policy 2/02 – Planning and Managing Development
Involving Acid Sulfate Soils
Queensland State Planning Policy 1/03 – Mitigating the Impacts of Flood, Bushfire and
Landslide.
Department of Main Roads – Road Planning and Design Manual
Other
AustRoads RURAL ROAD DESIGN, Guide to Geometric Design of Rural Roads
Guide Policy for the Geometric Design of Major Urban Roads

Guide to Traffic Engineering Practice:
PART 5 Intersections at Grade
PART 6 Roundabouts
PART 10 Local Area Traffic Management (2004)
PART 12 Roadway Lighting
PART 13 Pedestrians
PART 14 Bicycles
The Institute of Municipal Engineering Australia, QLD Division
- Design Guidelines for Subdivisional Streetworks, 1995 – ‘Queensland Streets’
- Standard Drawings, 1997
ARRB Special Report No. 33, LE Comerford: A Review of Subdivision Road Design Criteria
Commonwealth Department of Housing and Regional Development – 1995. Australian Model Code
for Residential Development (AMCORD). A National Resource Document for Residential
Development.
Stapleton, C 1984: Streets Where We Live – A Manual for the Design of Safer Residential
Estates.
Stapleton, C 1988, Dept of Transport South Australia: Planning & Road Design for New Residential
Subdivisions.
Brindle, R 1988, ARRB: Planning & Design of the Local Distributor.
Colman, J 1978, ARRB: Streets for Living.
Pak-Poy Kneebone – 1989: Research Study into Road Characteristics for Residential Development.

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Florida Department of Environmental Protection – FMRI Technical Report TR-2 (1966)

Understanding, Assessing and Resolving Light-Pollution Problems on Sea Turtle
Nesting Beaches
Blair E Witherington R. Erik Martin
1.4 Consultation
Designers are required to consult with the Council and other relevant Authorities prior to, and
during, the preparation of a site layout and design concept. Designers should, in addition to
requirements of this Guideline, ascertain specific requirements of the relevant Authority as they
relate to the road system layout.
The Designer is required to prepare one overall layout plan (not less than A2 size) of any
roadwork's associated with the overall creation of more than 24 new urban lots or 9 rural lots.
The plan is to be used in conjunction with the initial consultation with Council and indicate the
following aspects of the new estate:
 Road and lot layout – including any proposed traffic calming
 Major drainage lines – including detention basins and outfall
 Footpath and cycleways – including existing paths and crossings of major roads
 Sewer main locations – including connection into existing system
 Parkland – including area of any play equipment/irrigation area.
The Designer shall obtain service plans from all relevant public utility authorities and organisations
whose assets may exist within the area of the proposed development. These services are to be
plotted on t he relevant drawings including the plan and cross- sectional views.
Public consultation on concept designs shall be provided where Council requires such action.
1.5 Planning Concepts

A hierarchical road network is essential to maximise road safety, residential amenity and legibility.
Each class of road in the network serves a distinct set of functions and is designed accordingly. The
road network for residential developments should have clear legibility.
The road network should reinforce legibility by providing sufficient differentiation between the
road functions.
Distinct landmark features such as watercourses, mature vegetation or ridgelines should be
emphasised within the structural layout to enhance the legibility.
Whilst introduced physical features such as pavement and lighting details can enhance legibility, the
road network should by its inherent design and functional distinction provide the necessary
legibility.
Roads of different classification should differ in alignment and design standard by complying with
the Objectives and Desirable Performance Criteria (Council’s Road Hierarchy – Table B) for the
relevant road function classification.
The road layout and width must be in conformity with Council’s Road Hierarchy Plan as shown on
Infrastructure Maps A and B of the Planning Scheme.
The Designer shall take specific care when proposing any new estate layout to ensure that property
access requirements, as defined in Tables B1 and B2 of Council’s Road Hierarchy, are adhered to.

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In new areas (as distinct from established areas with a pre-existing road pattern), the form of each
new road should reflect its function in the road hierarchy by its visual appearance and related physical
design standards.
The maximum number of turning movements at intersections or junctions that a driver should be
required to undertake to reach a particular address within the development should be minimised.
There will be special constraints and costs associated with the design of roads through or
adjacent to land known to be salt affected. Early planning shall consider avoiding detrimental
interference with land known to be salt affected.
Adjustments in horizontal and vertical line shall be considered to avoid recharge of subsurface water
within or adjacent to the road reserve. Consultation with the relevant land and water resource
authority shall be mandatory under the above circumstances.
Appropriate native deep-rooted species should be selected for plantings in association with road
reserve works. Plantations should be of sufficient size and density to be effective in their desired
role of lowering the groundwater table.
1.6 Carriageway Details

Road Reserve and Carriageway widths for street and roads shall generally conform to those defined
in Council’s Road Hierarchy.
The cross-section details shown in Council’s Road Hierarchy are considered "acceptable solutions” to
the form of the various street and road classifications. However, where the Designer is proposing an
alternative form of cross-section then discussions are required with Council staff prior to seeking
formal approval.
1.7 Drawings and Documentation

All drawings and documentation being submitted to Council for approval shall conform to the
requirements of Council’s Engineering Design Guideline D20 Drawings and Documentation
Guidelines.
Failure to comply with Council’s Engineering Design Guideline D20 Drawings and Documentation
Guidelines may result in the drawings and/or documentation being returned to the Designer
without consideration by Council.

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2 Urban Design Criteria

2.1 Road Network
A suitable qualified and experienced professional engineer (RPEQ) shall oversee aspects of the
road design. The design shall comply withal relevant requirements of:
 This Guideline
 All Reference and Source Documents listed in Section 1.3
 Any Development Approval conditions relevant to the design, and
 Any specific relevant and reasonable request provided by Council in writing.
The RPEQ shall sign all plans associated with the project, certifying that the design complies with
this section.
The design features of each type of road convey to the driver its primary functions and encourage
appropriate driver behaviour.
Traffic volumes and speed environment on any road should be compatible with the function of the
road as described in Council’s Road Hierarchy Plan.
The maximum length of an access street should ensure its status as a residential place is
retained, where the traffic, in terms of speed and volume will enable the integration of pedestrian,
bicycle and vehicular movements. This length will also ensure that residential convenience is
not unduly impaired because of speed restraints.
The time required for drivers to travel on all streets within the development should be minimised.
Where access places form part of a pedestrian or bicycle network, access links should provide suitable
connectivity with adjoining access places or open space systems so as to ensure such pedestrian
and bicycle network are functionally efficient.
The minimum width of land that provides pedestrian or bicycle linkage is 15m.
The designer shall also take into account the requirements of ‘Engineering Design Guideline D9
– Cycleway and Pathway Design’ in any new road design.
The road network should ensure that no road links with another road that is more than two
levels higher or lower in the hierarchy. In exceptional circumstances roads may link with others
that are more than two levels apart, however, no access place or access street should have access
to a major collector street, unless otherwise approved by Council.
Connections between internal roads should be T-junctions or controlled by roundabouts.
The creation of any new intersection along a road must provide that the final minimum intersection
spacing along the higher-order through road complies with the requirements of Table B1 or B2 in
Council’s Road Hierarchy.
Where this cannot be met in established built-up areas, then the designer shall seek and obtain separate
in-principle approval to the proposed intersection location.
In considering any request for an intersection spacing closer than provided for in Council’s Road
Hierarchy, the designer must provide documented evidence to Council that demonstrates that the
proposal will not reduce the functional performance requirements of either the through or the
terminating road.
This will require the designer, as a minimum, to consider and provide evidence with regard to the
following issues:

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 Existing and predicted traffic volumes on all roads ensuring the function of the higher-road
road is not substantially compromised
 Satisfactory operational performance of the proposed intersection(s)
 Access and egress from all properties adjacent to the proposed intersection is not
compromised, unless the affected owner(s) agrees in writing
 Existing and proposed road form, including linemarking, road width and traffic islands
 A plan of the area indicating existing property accesses, drainage and other underground
services
 Sight distance and turning movements requirements are met
 Pedestrian and cyclist safety is not compromised.
The road layout should conform to the requirements of the external road network and satisfy the
transport provisions of an outline development plan.
The external road network should be designed and located to provide routes that are more
convenient for potential through traffic within the network. Major roads should be provided at intervals
of no more than 1.0 km and should be complete and of adequate capacity to accommodate through
network movements.
The internal road system should not provide through routes that are more convenient than the
external road network.
2.2 Design Speed

Design speed is generally used as the basic parameter in the specification of design standards,
determining the minimum design value for other elements. ‘Queensland Streets’ uses the 85th
percentile maximum speed of traffic within the street. This is similar to the ‘Speed
Environment’ used in AustRoads Guide to the Geometric Design of Rural Roads. Road
intersections as well as changes in horizontal and vertical alignment also limit vehicle speeds.
Adoption of a low design speed discourages speeding. However, where vertical curves of low
design speed are located in otherwise high speed sections (tangents) the result is a potentially
dangerous section of road. It should be recognised that in low standard roads, operating speeds
will tend to be in excess of arbitrary speed standards.
The designer must ensure that potentially hazardous features are visible to the driver and adopt
traffic engineering measures that will help a driver avoid errors of judgement.
The designer shall ensure that the selected design speed will result in a speed environment that is
likely to comply with that specified in Table B of Council’s Rod Hierarchy under the ‘Traffic
Speed Environment’ criteria. The adoption of a design speed that will result in a speed
environment that is outside the desirable range stated in Table B shall require separate Council
approval.
The need for road safety barriers shall be assessed and designed in accordance with Chapter 8 of
Department of Main Roads (DMR) ‘Road Planning and Design Manual’’.
2.3 Longitudinal Gradient

Where the street design includes kerb and channel, a general minimum gradient of 0.5 per cent
should be adopted. In very flat conditions it may be reduced to 0.2 per cent. Where
underground drainage with gully pits or other special works are used it is acceptable to introduce
artificial undulations. Variable crossfall may be necessary to produce the required grade in the
gutter. Maximum recommended grades for all street types are as shown in ‘Queensland Streets’.

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Longitudinal grade of the minor street on the approach to an intersection should comply with the
AustRoads Guidelines and DMR Road Planning and Design Guideline. The actual gradient
alignment and the grades used are interrelated. A steep grade on a minor side street is
undesirable if vehicles have to stand waiting for traffic in the major road.
Turning areas in culs-de-sac on steep grades should have grades less than 5 percent.
2.4 Horizontal Curves and Tangent Lengths

The horizontal alignment of a road is normally in a series of tangents (straights) and curves that
may be connected by transition curves. The choice of the horizontal alignment is normally
determined from the design speeds for a particular street within the road hierarchy as described
in Clause 1.9. Designers should ensure that, for a given design speed, the minimum radius of
curvature utilised is such that drivers can safely negotiate the curve. Curves that progressively
tighten produce an uncomfortable sense of disorientation and alarm. Sudden reverse curves
which drivers cannot anticipate also have a potential to cause similar conditions.
Where speed restriction is provided by curves in the street alignment the relationship between the
radius of the curve and the desired vehicle speed is given in ‘Queensland Streets’.
To determine appropriate lengths for tangents between speed restrictions, which may be curves, narrow
sections or other obstructions, refer to ‘Queensland Streets’. Sight distance on curves is
determined by formula, values of which are tabulated in "Queensland Streets'.
The Designer should also incorporate the need for curve widening into their curve designs, based
on the deflection angle of the curve as referenced in ‘Queensland Streets’.
2.5 Vertical Curves

Vertical curves will be simple parabolas and should be used on all changes of grade exceeding 1
percent. The length of the crest vertical curve for stopping sight distance should conform to
‘Queensland Streets’.
For adequate riding comfort, lengths of sag vertical curves should conform to ‘Queensland
Streets’.
Junctions of roads should be located at a safe distance from a crest, determined by visibility from
the side road. Location of a side road at a crest should only occur if there is no suitable
alternative and then only with agreement of Council during the consultation outlined in Clause
1.4.
Drainage poses a practical limit to the length of sag curves and a maximum length (in metres) of 15
times the algebraic sum of the intersecting vertical grades (expressed as a percentage) has been
suggested. This is to avoid water ponding in excessively flat sections of kerb and channel. A
minimum grade of 0.2 percent shall be maintained in the kerb and channel. This may require some
warping of road cross sections at sag points.
The three dimensional co-ordination of the horizontal and vertical alignment of a road should be
aimed at improved traffic safety and aesthetics. Economic considerations often require a
compromise with aesthetic considerations. The following principles should be applied:
 The design speed of the road in both horizontal and vertical planes should be of the same
order.
 Combined horizontal and vertical stopping sight distance and minimum sight distance should
be considered three dimensionally.

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 Sharp horizontal curves shall not be introduced at or near the crest of a vertical curve.
A horizontal curve should leave the vertical curve and be longer than the vertical curve.
 A short vertical curve on a long horizontal curve or a short tangent in the grade line
between sag curves may adversely affect the road’s symmetry and appearance.
2.6 Superelevation
The maximum superelevation for urban roads of higher design speeds should be 6 percent. Any
increase in the longitudinal grade leading to excessive crossfall at intersections should be considered
with caution. While it is desirable to superelevate all curves, negative crossfall should be limited to 3
percent.
In general, curve radii larger than the minimum and superelevation rates less than the maximum should
be used where possible. The minimum radius of curves is determined by the design speed, the
minimum superelevation (or maximum adverse crossfall) at any point on the circular portion of the
curve, and the maximum coefficient of side friction that allows safe lane changing. This is 0.15
where there is positive superelevation and
0.12 where there is adverse crossfall. The coefficient of side friction depends upon the type and
condition of tyres, the pavement and on speed.
Recommendations for minimum curve radii (in metres) on major urban roads under varying
superelevation/crossfall are shown in AustRoads, Guide Policy for the Geometric Design of
Major Urban Roads.
Plan transitions are desirable on superelevated curves for appearance and to provide a convenient
length in which to apply the superelevation. On urban roads, superelevation may be conveniently
applied to the road cross section by shifting the crown to 2 m from the outer kerb.
2.7 Road Reserve Characteristics

The cross section of the road reserve must provide for all functions that the road is expected to fulfil,
including the safe and efficient movement of all users and provision for parked vehicles. The cross
section also allows for the provision of a buffer for residents from traffic nuisance, and also to cater
for garbage bin collection, public utilities and streetscape.
Generally, the Designer shall provide a cross section and road reserve width that reflects that
shown for the relevant road hierarchy cross section as detailed in Appendix D and E of Council’s
Road Hierarchy Plan and Council’s Standard Drawings unless separate approval is obtained from
Council. The minimum verge width is to be maintained at intersections, traffic calming and traffic
management devices and at the ends of culs-de-sac. However, at intersections sight lines may
control the verge width.
The Designer may need to provide a wider road reserve width than indicated in Standard
Drawings. This may occur adjacent to traffic calming devices, where a series of various services
are laid along a road (and minimum separation clearances has to be maintained) and along some streets
where a shared pathway is to be constructed n the verge/footpath.
The carriageway width must allow vehicles to proceed safely at the operating speed intended for that
level of road in the network and with only minor delays in the peak period. This must take into
consideration the restrictions caused by parked vehicles where it is intended or likely that this
will occur on the carriageway. Vehicles that include trucks, emergency vehicles and on some
roads, buses. (Refer to Clause 1.21 for bus routes).

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The safety of pedestrians and cyclists where it is intended they use the carriageway must also be
assured by providing sufficient width and lateral separation.
The carriageway width should also provide for unobstructed access to individual allotments.
Drivers should be able to comfortably enter or reverse from an allotment in a single movement,
taking into consideration the possibility of a vehicle being parked on the carriageway opposite the
driveway.
The design of the carriageway should discourage drivers from travelling above the intended speed
environment by reflecting the functions of the road in the network. In particular the width and
horizontal and vertical alignment must not be conducive to excessive speeds.
Appropriate verge width should be provided to enable the safe location, construction and maintenance if
required of paths and public utility services (above or below ground) and to accommodate the
desired level of streetscape. Wherever possible services should be located in common trenches.
The verge when considered in conjunction with the horizontal alignment and permitted fence and
property frontage treatments should provide appropriate sight distances, taking into account
expected speeds and pedestrian and cyclist movements.
Stopping sight distances and junction or intersection sight distances, provided by the verge, should
be based on the intended speeds for each road type.
In streets where there is to be a temporary “dead end”, the designer shall make suitable provision for a
single unit garbage truck to turn around.
2.8 Crossfall
Desirably, roads should be crowned in the centre. Typical pavement crossfalls on straight roads
are to be:
Pavement Type Crossfall
Bituminous seal coat 3 percent
Asphaltic concrete pavement 3 percent
Concrete pavement 2 percent
The crossfall on a collector street should take precedence over the grade in minor side streets.
Standard practice is to maintain the crossfall on the major road and adjust the minor side street levels
to suit. The crossfall in side streets should be warped quickly either to a crown or a uniform
crossfall depending on the configuration of the side street. A rate of change of grade of two
percent in the kerb line of the side street, relative to the centre line grading, is a reasonable level.
The maximum gradient in carparks shall be in accordance with AS2890.1.
2.9 Verge and Property Access

A suitable design for the verge will depend on utility services, the width of footpath, access to
adjoining properties, likely pedestrian usage and preservation of trees. Crossfalls in footpath
paving shall generally be 2% and shall not exceed 2.5%. Longitudinal grades usually parallel that
of the road.
Differences in level between the road reserve boundaries may be accommodated by:
 Cutting at the boundary on the high side and providing the verge at normal level and
crossfall
 A uniform crossfall across the carriageway.
The above measures can be used singularly or combined. The verge formation should extend with a 1
m berm beyond the road reserve boundary. The designer shall consider options shown on Council’s
standard drawing.

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The Designer shall design a centreline profile for the property access and check this design using
critical car templates, to ensure that vehicles can use the property access satisfactorily.
2.10 Intersections
The design of intersections or junctions should allow all movements to occur safely without undue
delay. Projected traffic volumes should be used in designing all intersections or junctions on
major collector streets or sub-arterial roads.
Intersection design for the junction of roads with existing rural or urban roads shall be in accordance
with the publication AustRoads Guide to Traffic Engineering Practice, PART 5, Intersections at
Grade.
All new intersections shall be three-way intersections, unless otherwise approved.
Intersections with State-controlled roads or national highways are to be designed, approved by and
constructed in accordance with the requirements of the Queensland Department of Main Roads.
Where major intersections are required to serve a development complete reconstruction of the
existing road pavements will be necessary where the speed environment and irregularity of the existing
road pavement may endanger the safety of traffic in the locality.
Intersections should be generally located in such a way that:
 The intersection spacing complies with the requirements of Table B1 or B2 of Council’s
Road Hierarchy Plan.
 The streets intersect preferably at right angles and not less than 70.
 The landform allows clear sight distance on each of the approach legs of the intersection.
 The minor street intersects the convex side of the major street.
 The vertical grade lines at the intersection do not impose undue driving difficulties.
 The vertical grade lines at the intersection will allow for any direct surface drainage.
 Two minor side streets intersecting a major street in a left-right staggered pattern should
have a minimum centre-line spacing of 40 m to provide for a possible right-turn auxiliary
lane on the major street.
 A right-left manoeuvre between the staggered streets is required, avoiding the possibility of
queuing in the major street.
Adequate stopping and sight distances are to be provided for horizontal and vertical curves at all
intersections.
Where the intersection involves a road having a classification of “Major Collector”, or higher, then
the designer shall demonstrate that the requirements of Section 5.2 of AustRoads Guide to Traffic
Engineering Practice – Intersections at Grade have been satisfied.
Appropriate provision should be made for vehicles to park safely in accordance with Queensland
Streets and Council’s Road Hierarchy Plan (where appropriate).
The drainage function of the carriageway and/or road reserve must be satisfied by the road reserve
cross-section profile.
All vehicle turning movements are accommodated utilising AustRoads Design Vehicles and
Turning Templates, as follows:

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 For intersection turning movements involving major collector streets, the “design vehicle”
shall be a semi-trailer with turning path radius of 15 m. Should the Designer wish to
propose a smaller turning radius, thereby resulting in a slower turning speed, then separate
Council approval must be obtained.
 For intersection turning movements involving access streets or minor collector streets, but not
major collector streets. The “design vehicle” shall be single unit truck with turning path
radius 12.5m.
 For intersection turning movements on access places but not involving major collector
streets, collector streets or access streets, the garbage collection vehicle used by Council
as discussed in ‘Queensland Streets’.
 For turning movements at the head of cul-de sacs in access places sufficient area is to be
provided for the garbage collection vehicle to make a three-point turn. Where driveway
entrances are to be used for turning movements, the designer shall ensure that the required
area is to be designed and constructed to withstand the relevant loads. Refer to ‘Queensland
Streets’ for additional requirements on turning areas.
In the case where a vehicle is required to undertake a three-point turn in the “turning area”, the
following points are to apply (refer to Fig. 2.12K in Queensland Streets):
a. The maximum leg length shall be 20m (centreline to end)
b. Driveways to all frontage lots is to be provided at the time of construction, and
c. the pick-up point for garbage bins, pathways and parking is to be considered in the
design.
No median breaks will be permitted at intersections on major collector streets, sub- arterial or
arterial roads except at approved intersections.
Turning radii at intersections shall accommodate the intended movements without allowing
desired speeds to be exceeded.
Threshold treatments (splitter island with pedestrian break and pavement surface treatment) raised
medians with pedestrian breaks or flush painted median islands and rumble bars shall be provided
at various intersections. Designers should make reference to Council's standard drawing to
determine requirements.
2.11 Turning & Auxiliary Lanes

Turning and Auxiliary Lanes at intersections should be designed to accommodate the appropriate
design vehicle. Generally, the turn/auxiliary lane should be at least the same width as the
adjacent through lane with the following provisions:
 Where the lane is located between kerbs the distance between kerbs shall be 5.5m or the
swept path for the design vehicle plus 1.6m whichever is greater
 For turn auxiliary lanes to any industrial road, the minimum lane widths shall be 3.5m,
measured from lip of kerb to the edge of the through lane.
In addition, verge widths are to be maintained at the dimension equivalent to that shown on the
standard road cross-section for the hierarchy of the road concerned. Auxiliary/Turn Lanes are not
to be catered for by a reduction in verge width.
2.12 Roundabouts
Roundabouts are to be approved by Council.

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Roundabouts shall be designed in accordance with the requirements of the publication AustRoads
Guide to Traffic Engineering practice – PART 6 Roundabouts. Designs adopting alternative
criteria will be considered on their merits. Roundabout design should generally comply with the
following:
 Entry width to provide adequate capacity
 Adequate circulation width, compatible with the entry widths and design vehicles eg.
buses, trucks, cars
 Central islands of diameter sufficient only to give drivers guidance on the manoeuvres
expected
 Deflection of the traffic to the left on entry to promote gyratory movement
 Adequate deflection of crossing movements to ensure low traffic speeds
 A simple, clear and conspicuous layout
 Designed to ensure that the speed of all vehicles approaching the intersection will be les
than 40 km/h, and
 Provide for safe pedestrian and cyclist movements.
No streetlights shall be placed inside the roundabout with all light poles to be located on the
street verge/footpath. Consideration for approval of alternate light pole locations (eg in large
roundabouts) will only occur where the Designer can demonstrate that illumination levels
required by AS1158 cannot be achieved if the light poles are installed on the verge..
The internal area of the roundabout shall be landscaped with suitable plants that are to be
watered by an approved underground irrigation system.
Raised splitter islands are to be provided on the approach to all roundabouts, unless otherwise
approved.
Barrier kerb and channel is to be provided on the outside kerbs at all roundabouts.
The designer shall provide Council with plans and documentation to support the design.
2.13 Traffic Calming

Traffic calming devices are to be approved by the Council.
All calming devices (such as thresholds, slowpoints, speed humps, chicanes and splitter islands) shall
be designed in accordance with the requirements of the publication AustRoads Guide to Traffic
Engineering Practice – PART 10, Local Area Traffic Management (LATM), Queensland Streets
and Council’s Standard Drawings.
The designer may be required to provide Council with plans and documentation to support the
design.
Raised traffic islands and medians less than 12 m2, or narrower than 2 m between kerb faces,
shall be infilled with concrete. The concrete is to be a minimum of 100 mm thick, be N25
reinforced concrete and be finished in R52 'Terra Cotta' colour in accordance with AS2700 with
a herringbone paver pattern.
Note that if coloured / patterned concrete is proposed then the colouring is to extend for the full
depth of the concrete.
Device designs shall comply with Council’s standard drawings where applicable.
(a) Streetscape
 Enhance existing landscape character
 Maximise continuity between existing and new landscape areas

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 Reduce the linearity of the street by segmentation

 Avoid continuous long straight lines (eg. kerb lines)
(b) Location of Devices/Changes
 Devices other than at intersections should be located to be consistent with
streetscape requirements
 Existing or proposed street lighting power poles, drainage pits, driveways and
services may decide the exact location of devices
 Calming devices are to be located at spacings of 80- 100 m
 Where any device (including linemarking) will restrict vehicle access to any
abutting properties, then the property access shall be constructed at the same
time as the roadworks in the approved location. This requirement also applies at
intersections and roundabouts
(c) Design Vehicles
 Emergency vehicles must be able to reach all residences and properties.
 Where bus routes are involved, buses must be able to pass without mounting kerbs
and with minimised discomfort to passengers
 In newly developing areas where street systems are being developed in line with
LATM principles, building construction traffic must be provided for.
(d) Control of Vehicle Speeds
 The designer is to ensure that the road layout and location and type of any
traffic calming devices will result in a speed environment (measured by the 85th
percentile) in the street is no greater than the posted speed limit for the street.
The designer is to endeavour to achieve the desired speed environment by appropriate
road alignment design before considering the use of traffic calming devices.
 Maximum vehicle speeds will only be reduced by deviation of the motorist’s
travelled path. Pavement narrowings have only minor effects on average speeds
with little or no effect on maximum speeds.
 Speed reduction can be achieved using calming devices which shift vehicle paths
laterally (slow points, roundabouts, blister islands) or vertically (raised platform,
speed cushion). Speed humps are not to be installed without express prior approval.
 Creating a visual environment conducive to lower speeds can help speed reduction.
This can be achieved by ‘segmenting’ local streets into relatively short lengths
(preferably less than 300 m), using appropriate devices, streetscapes, or street
alignment to create short sight lines.
 All calming devices shall be designed to enable a single unit garbage truck to
negotiate the device without mounting any kerb. Further, a heavy rigid vehicle
shall be able to negotiate all calming devices without mounting the footpath/verge,
landscaped areas or any parking bays, or conflicting with any signs.
(e) Visibility Requirements (sight distance)
 Adequate critical sight distances should be provided such that evasive action may
be taken by either party in a potential conflict situation. Sight distances should relate
to likely operating speeds.
 Sight distance to be considered include those of and for pedestrians and cyclists, as
well as for drivers.

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 Night time visibility of street features must be adequate. Speed control devices
particularly should be located near existing street lighting if practicable, and all
street features/furniture should be delineated for night time operation. Additional
street lighting shall be provided at proposed new speed control devices located
away from existing street lighting in accordance with AS1158.4.
 A suitable qualified and experienced professional engineer (RPEQ) shall oversee the
design all street lighting. The designer is to initially try and use any existing
power poles where appropriate before requiring any new power poles. All street
lighting shall be checked to ensure both horizontal and vertical lighting
requirements are complied with.
2.14 Parking
The parking requirements associated with any land use shall comply with the conditions imposed by the
Development Approval, or any separate direction provided by Council in writing.
All on-site parking should be located and have dimensions that allow convenient and safe access
and usage and be designed in accordance with the relevant Australian Standard.
The parking layout shall take into consideration desired pedestrian movements and appropriate
separation between vehicles and pedestrians.
Parking within the road reserve shall be in accordance with Council’s Road Hierarchy and
Queensland Streets.
On single-lane access streets, parking spaces shall be provided within the verge. Such parking should
be well defined and an all-weather surface provided. Such parking shall not restrict the safe
passage of vehicular or pedestrian traffic or prevent access to adjacent properties.
The parking bays shall generally be delineated with the use of the wearing surface material, rather
than with the use of painted pavement markings.
On streets in industrial areas, longitudinal line marking shall comply with requirements of the
appropriate Council standard drawing.
On-street parking facilities shall provide for convenient and safe equitable access. Provision for
disabled parking bays shall be provided where requested by Council and shall comply with AS
1428.1.
Parking spaces provided on the verge or carriageway shall be designed in accordance with AS
2890.5. All parking within the road reserve shall be sign posted.
Linemarking of individual on-street parking bays shall generally be provided only in the following
circumstances.
 Anywhere inside the City Centre area of Mackay, or
 Adjacent to, or near, areas of high demand - eg convenience stores, schools,
churches, community facilities.
All linemarking shall be in accordance with the Queensland MUTCD.
For non-residential land uses, the opportunity for joint use of parking should be maximised by
being shared with a number of complementing uses.
All verge spaces and indented parking areas are constructed of concrete, interlocking pavers, asphalt
with crushed rock or other suitable base material and are designed to withstand the loads and
manoeuvring stresses of vehicles expected to use those spaces.

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90 angled kerb-side parking will generally only be permitted on access places and access streets
and then only where the posted speed limit does not exceed 40 km/h.
If the designer wishes to provide 90 kerb-side parking within a posted speed limit of 50 km/h
then separate approval shall be required to be given by Council. For approval to be considered
then the following minimum circumstances must apply:
 There is a demonstrated need for a high level of parking, and
 The parking bays must be linemarked, and
 The edge line of the adjacent traffic lane must be marked, and
 A vehicle must be able to enter and exit the parking space without the need to
cross over in any adjacent travel lane.
90 angled kerb-side parking will not be permitted in a street with a 60 km/h, or higher, posted
speed limit.
2.15 Bus & Heavy Vehicle Routes

The designer will need to identify existing and proposed bus routes in consultation with Queensland
Transport. It is important that the road form and network layout adequately cater for buses. The main
criteria in determining the location of bus routes is that no more than 5% of residents should have
to walk in excess of 400 metres to catch a bus. Normally roads classified as collector streets, or higher
order streets, in Council’s Road Hierarchy Plan are to be capable of functioning as a bus route. Table
D1.2 details minimum criteria for bus route design.
Table D1.2 Bus Route Criteria
10 Year Design Horizon
Road Classification Traffic Volumes Stops Spacing Bus Stop Provision
Minor Collector <2,000 vpd 400 metre Kerbside Stop with Shelter
>2,000 vpd 400 metre Indented Bay with Shelter
Major Collector 400 metre Indented Bay with Shelter
Sub-Arterial 400 metre Indented Bay with Shelter
Note: Shelters are subject to Council’s requirements.
All new bus stops and shelters and adjacent footpaths must comply with the Federal Government’s
“Disability Standards for Accessible Public Transport Guidelines 2004 (No. 2).
All new bus shelters shall comply with Council’s standard drawings. Alternate suppliers must be
able to demonstrate that they are to supply a shelter that meets the shape, materials, colour and
standard of finish.
Where projects are on identified heavy vehicle route the road form and geometry shall adequately cater
for the identified vehicles. Existing heavy vehicle routes should be determined by reference to the
Queensland Transport web site.
2.16 Street Lighting

Street lighting shall be provided on all urban street and road and rural street classifications. Council
requires lighting of intersections on rural roads where one of the roads is classified as a “Sub
Arterial”, or higher, under Council Road Hierarchy Plan. Where lighting is required to be placed
at an isolated rural intersection it shall be designed as “flag lighting” in accordance with
AS1158.1.1

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Street lighting in new access streets/places and collector streets shall be designed to a P
category. The minimum lighting category for new developments is to be P4.
Arterial and sub-arterial roads shall be designed to a V category. The designer shall consider all
relevant aspects of AS1158.1.1 or AS1158.3.1 when designing the streetlights.
.
The street lighting design shall include the lighting of any existing or proposed roundabouts, traffic
calming or traffic management devices.
Where the roadway to be lit currently exists, the designer shall endeavour to initially locate any
new light on existing power poles. The addition of new poles shall only be considered where the use of
existing poles is impractical or results in an inefficient outcome.
If a new pole is required, the designer shall consider the implications of the removal of one, or
more, existing poles to maintain the current amenity in the street. The designer shall liaise with
Ergon Energy about the cost and other implications prior to making a recommendation to Council.
The alignment of street lighting poles to be utilised in any design shall be as indicated on
Council's Road Hierarchy Cross Sections.
New street lights shall be the luminaire types which meet the requirement as being a 'standard'
luminaire in accordance with Table 7.6 from Ergon Energy Lighting Construction Manual and
Specification RSM02.
Designers should note that Council will not approve the installation of “Nostalgia” luminaries, as
they do not comply with the glare control requirements of AS 1158.3.1. Further, Council required all
luminaires installed to be fitted with Aeroscreen lamps to assist in complying with glare control.
Public Lighting tariff arrangements are described in the Queensland Transmission and Supply
Commission Corporation (QTSC) standard conditions. All street lighting installations shall meet
the requirements for acceptable of supply under the above conditions as Rate 2 installations.
All street lighting shall be checked to ensure both horizontal and vertical lighting requirements
are complied with and that possible obtrusive lighting issues in future or existing residences are
addressed as specified in AS4282.
All street lighting design records shall be included as part of the documentation to be submitted by the
Designer. The Designer shall provide isolux diagrams to support their street lighting designs.
Isolux diagrams shall illustrate lighting on both horizontal and vertical surfaces where these are
considered to be critical to the design.
Special Requirements for Public Lighting near Foreshores
Artificial lighting on or near beaches is strongly attractive to hatchlings and can cause sea turtle
hatchlings to move in the wrong direction (disorientation) as well as interfere with their ability to
orient in a constant direction (disorientation). The requirement to minimise the light-pollution
impact on nesting turtles is to apply where light from any artificial light (including street lighting) is
visible to a person standing anywhere on a beach.
Where any proposed lighting is near a beach known to be, or likely to be, frequented by nesting turtles
then the designer shall undertake a design that minimises the light- pollution impact on nesting
turtles.
As any measurable level of artificial brightness is not ‘acceptable’ for nesting turtles, the designer is to
adopt a ”best available technology (BAT)” approach in the design of the street lighting. This
will include consideration of any of the following options:

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 Lighting that can be switched off or fitted with a timer

 Minimal numbers and wattage of lights
 Minimise height of luminaire to achieve light standard required
 Use of vegetation, shields or recesses to ensure that light does not reach the
beach.
The use of low-pressure sodium lighting is well recognised as having the least disruptive impact on
Logger Head and Leather Back sea turtles.
2.17 Residential Estate Entrances

Where it is proposed that a residential estate will have permanent entry sign that includes the
“estate’s name”, the designer shall ensure that this sign (usually of low-wall construction) is not located
on the road reserve or any other land/reserve that Council will assume the on-going maintenance
for.
Council may require separate planning approval for the erection of such signage.
Council will not assume maintenance responsibility for these type of constructions/signs.
The designer shall demonstrate to Council that suitable on-going maintenance arrangements will be
in place prior to any approval for the construction is given.
2.18 Street Furniture

The designer shall ensure that all proposed street furniture (including street signs) complies with
Council’s current standards as indicated in its standard drawings or landscape style manual.
2.19 Evacuation Routes

Where works are proposed for existing or foreshadowed evacuation routes, designers shall
recognise that minimisation of inundation during flooding or storm surge events is a requirement to
ensure the ability of the roadway to maintain its function as an evacuation route.
Crown levels on these roads is to be maintained at a minimum level of 5.0m AHD to ensure its
viability and trafficability during evacuation incidents.
Further, where the development is controlled by the storm surge Minimum Level of RL5.0m, then
the road shall be no lower than 4.7m AHD at the lip of the kerb & channel.
The evacuation routes to which this requirement applies are shown in the Mackay City Council –
Emergency Action Guide. Copies of this document are available from Council and are on
Council’s web page.

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3 Rural Design Criteria

3.1 General
This section applies to all roads in designated rural areas, including rural home sites and rural
residential types of developments.
Design speed is to be generally used as the basic parameter of design standards. The determination of
the minimum design value for other elements in rural subdivisions is to be based on the concept
of a “speed environment” as outlined in AustRoads Guide to the Geometric Design of Rural
Roads.
The minimum Design Speed to be adopted is specified in Council’s Road Hierarchy in Table C2
attached.
Where appropriate, superelevation widening and centreline shift and their associated transitions are to
comply with AustRoads Guide.
Any new rural subdivision layout shall be designed to prevent direct property access onto a sub-
arterial and higher order road.
Accesses shall be limited to one point onto any road. New property accesses will not be permitted onto
any sub-arterial or arterial road.
3.2 Sight Distances

Minimum stopping and sight distances shall be provided at all points on the road in accordance with
AustRoads – Guide to Geometric Design of Rural Roads.
3.3 Horizontal and Vertical Alignment

Horizontal and vertical curves are to be designed generally to the requirements of AustRoads – Guide
to Geometric Design of Rural Roads. These requirements are essential to satisfy the safety and
performance of proper road design.
Roads having both horizontal and vertical curvature should be designed to conform to the terrain
to achieve desirable aesthetic quality and being in harmony with the landform.
The designer shall ensure the location of guideposts and Chevron Alignment Marker signs
(CAMs) is in accordance with the Queensland MUTCD and Council’s standard drawing.
3.4 Intersections
Intersections shall be designed in accordance with the publication AustRoads Guide to Traffic
Engineering Practice – Part 5, Intersections at Grade. The type of intersection required will depend
on existing and planned connecting roads.
New four-leg cross-intersections will not be permitted in rural areas.
Tabulated speed/sight distance requirements together with detailed explanations for each of the
sight distance criteria are given in Part 5 of the AustRoads Guide,

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Intersections at Grade. Repositioning of an intersection may be required to obtain conformance with

the sight distance criteria.
Staggered-T arrangements proposed for rural cross-intersections shall be of the “right to left” type.
This arrangement eliminates traffic queuing in the major road, the need for additional pavement for
right turn lanes and greater stagger length associated with “left to right” T-intersections.
Figures and discussion on staggered-T treatments are given in Part 5 of the AustRoads Guide,
Intersections at Grade.
3.5 Plan Transitions

A plan transition is the length over which widening and shift is developed from the “tangent-spiral”
point to the “spiral-curve” point; i.e., the length between the tangent and the curve. Plan
transitions are generally only required on arterial and sub-arterial rural roads. Widening on
horizontal curves compensates for differential tracking of front and rear wheels of vehicles;
overhang of vehicles; and transition paths. Where proposed roads are curved, the adequacy of
carriageway width shall be considered.
Abrupt changes in crossfall, can cause discomfort in travel and create a visible kink in the kerb
line. A rate of change of kerb line of no more than 0.5 percent relative to the centre line should
ensure against this. The wider the pavement the longer the transition. Superelevation transitions should
be used at all changes in crossfall, not just for curves. Drainage problems can arise with superelevation
transitions that may require extra gully pits and steeper gutter crossfalls. Where crossfalls
change at intersections, profiles of the kerb line should be drawn. Calculated points can be adjusted
to present a smooth curve.
3.6 Superelevation
Use of maximum superelevation will be considered where the radius of the curve is approaching the
minimum speed environment. Reference should be made to AustRoads Guide to Geometric Design of
Rural Roads for superelevation calculation. At low and intermediate ranges of design speed (ie below
80 km/h) it is desirable to superelevate all curves at least to a value equal the normal crossfall of
straights.
Notwithstanding the above, the maximum superelevation to be adopted for rural roads is 6%.
This is to minimise the likelihood of tipping of cane haulage vehicles.
3.7 Scour Protection

Scour protection of road drainage and table drains is required. The level of protection will
depend on the nature of the soils, road gradients and volume of stormwater runoff. Protection works
may involve concrete lined channels, turfing, rock pitching, grass seeding, individually or any
combination of these. Geotechnical investigations should be carried out to determine the level and
extent of any protection works prior to proceeding to final design stage.
Where the table drain is likely to scour, or the table drain exceeds 5%, a suitably lined table drain
is to be constructed along the invert. Also for grades of less than 0.1% the inverts of the table
drain shall be concrete lined to prevent siltation and facilitate on- going maintenance.
In the design of any scour protection works, the designer shall take into account the on- going
maintenance requirements of Council, including the need to provide safe and

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adequate access for plant and personnel, the need to minimise on-going costs and eliminate the need
for any specialist plant or equipment.
3.8 Evacuation Routes

Where works are proposed for existing or foreshadowed evacuation routes, designers shall
recognise that minimisation of inundation during flooding or storm surge events is a requirement to
ensure the ability of the roadway to maintain its function as an evacuation route.
Crown levels on these roads is to be maintained at a minimum level of 5.0m AHD to ensure its
viability and trafficability during evacuation incidents.
The evacuation routes to which this requirement applies are shown in the Mackay City Council –
Emergency Action Guide. Copies of this document are available from Council and are on
Council’s web page.

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APPENDIX A
ROAD HIERARCHY CLASSIFICATIONS

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MACKAY CITY COUNCIL PLANNING SCHEME POLICY

Australian urban road planning

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

1.3 Reference and Source Documents

Mackay City Council – Emergency Action Guide

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

AS 2890.5 Parking facilities: On street car parking

QLD State Authorities

Guide Policy for the Geometric Design of Major Urban Roads

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

Florida Department of Environmental Protection – FMRI Technical Report TR-2 (1966)

1.5 Planning Concepts

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

1.6 Carriageway Details

1.7 Drawings and Documentation

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

2 Urban Design Criteria

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

2.2 Design Speed

2.3 Longitudinal Gradient

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

2.4 Horizontal Curves and Tangent Lengths

2.5 Vertical Curves

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

2.7 Road Reserve Characteristics

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

2.9 Verge and Property Access

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

2.11 Turning & Auxiliary Lanes

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

2.13 Traffic Calming

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

 Reduce the linearity of the street by segmentation

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

2.15 Bus & Heavy Vehicle Routes

>2,000 vpd 400 metre Indented Bay with Shelter

Major Collector 400 metre Indented Bay with Shelter

Sub-Arterial 400 metre Indented Bay with Shelter

Note: Shelters are subject to Council’s requirements.

2.16 Street Lighting

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

Special Requirements for Public Lighting near Foreshores

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

 Lighting that can be switched off or fitted with a timer

2.17 Residential Estate Entrances

2.18 Street Furniture

2.19 Evacuation Routes

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

3 Rural Design Criteria

3.2 Sight Distances

3.3 Horizontal and Vertical Alignment

New four-leg cross-intersections will not be permitted in rural areas.

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008

Intersections at Grade. Repositioning of an intersection may be required to obtain conformance with

3.5 Plan Transitions

3.7 Scour Protection

ENGINEERING DESIGN GUIDELINES PLANNING SCHEME POLICY NO 15.01 FEBRUARY 2008