SPECIFICATION

GEOMETRIC ROAD DESIGN

CAPRICORN MUNICIPAL

DEVELOPMENT GUIDELINES

GEOMETRIC ROAD DESIGN

D1

DESIGN GUIDELINES

GEOMETRIC ROAD DESIGN

GEOMETRIC ROAD DESIGN

GEOMETRIC ROAD DESIGN

CAPRICORN MUNICIPAL DEVELOPMENT GUIDELINES D1ISSUE: NO:8 – Mar 20185 – May 2014

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CAPRICORN MUNICIPAL DEVELOPMENT GUIDELINESISSUE NO:5 8 – May 2014Mar 2018

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CAPRICORN MUNICIPAL DEVELOPMENT GUIDELINES D1-3ISSUE: NO:5 – May 2014

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TABLE OF CONTENTS

CLAUSECONTENTSPAGE

GENERAL3

D01.01.SCOPE3

D01.02.AIMS4

D01.03.REFERENCE AND SOURCE DOCUMENTS4

D01.04.CONSULTATION5

D01.05.PLANNING CONCEPTS5

URBAN DESIGN CRITERIA6

D01.06.ROAD HIERARCHY6

D01.07.ROAD NETWORK10

D01.08.DESIGN SPEED11

D01.09.LONGITUDINAL GRADIENT11

D01.10.HORIZONTAL CURVES AND TANGENT LENGTHS11

D01.11.VERTICAL CURVES12

D01.12.SUPERELEVATION12

D01.13.CARRIAGEWAY WIDTH13

D01.14.CARRIAGEWAY CROSSFALLS13

D01.15.VERGES14

D01.16.INTERSECTIONS14

D01.17.TRAFFIC CALMING16

D01.18.PARKING18

D01.19.LIGHTING19

D01.20.BUS ROUTES20

D01.21.RESIDENTIAL DRIVEWAYS21

D01.22.COMMERCIAL / INDUSTRIAL DRIVEWAYS23

D01.23.URBAN DRIVEWAY CONSIDERATIONS26

D01.24.URBAN PROPERTY ACCESS29

D01.25.RACING LINE ASSESSMENT30

D01.26.STREET FURNITURE32

RURAL DESIGN CRITERIA32

D01.27.GENERAL32

D01.28.ROAD NETWORK33

D01.29.HORIZONTAL AND VERTICAL ALIGNMENT33

D01.30.I NTERSECTIONS33

D01.31.LIGHTING33

D01.32.RURAL AND RURAL RESIDENTIAL PROPERTY ACCESS33

D01.33.CLEAR ZONES36

Keeping the Capricorn Municipal Development Guidelines up-to-date

The Capricorn Municipal Development Guidelines are living documents which reflect progress of municipal works in the Capricorn Region. To maintain a high level of currency that reflects the current municipal environment, all guidelines are periodically reviewed with new editions published and the possibility of some editions to be removed. Between the publishing of these editions, amendments may be issued. It is important that readers assure themselves they are using the current guideline, which should include any amendments which may have been published since the guideline was printed. A guideline will be deemed current at the date of development approval for construction works.

CAPRICORN MUNICIPAL DEVELOPMENT GUIDELINES D1-1ISSUE: NO: 8 – Mar 20185 – May 2014

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GENERAL

SCOPE

This section sets out the Guidelines developed specifically for the design of subdivision roadwork’s using principles of street design to ensure safety and improved amenity and to reduce pedestrian/vehicular conflicts.

A fundamental requirement of the design process is for designers to determine the vehicle speed which is deemed acceptable for a particular subdivision or section of road. The concept of designing to regulatory street speeds is contrary to the current principles of subdivision road design.

All relevant design principles must be integrated in 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 IMEAQ publication Design Guidelines for Subdivisional Streetworks - ‘Queensland Streets’.Comment by Scott McDonald: Do we need this clause with the ‘order of priority’ clause now in place?Comment by Scott McDonald: Should it be in conjunction with Queensland Streets or Austroads. What does Queensland Streets provide differently?

Situations outside the scope of this document and Queensland Streets shall refer to requirements of Department of Transport and Main Roads (DTMR) and Austroads.Comment by Scott McDonald: Do we need this clause with the ‘order of priority’ clause now in place?

The following order of priority for interpretation of documents will apply: (Please note that reference to a Guideline or Standard, is reference to the latest version of the relevant document, unless specifically a version number is specifically stated)

(a)CMDG Design and Construction Specifications

(b)CMDG Standard Drawings

(c)Design Guidelines for Subdivisional Streetworks, 1995 - ‘Queensland Streets’.

(d)AUSTROADS Publications

(e)Department of Transport and Main Roads publications

(f)Queensland Development Code

(g) Australian Standards

Order of Priority

Local infrastructure is categorised as either ‘trunk infrastructure’ (i.e. higher-level infrastructure that is shared between multiple developments) or ‘non-trunk infrastructure’ (i.e. infrastructure that is not shared with other developments and is generally internal to a development site). The classification of infrastructure as trunk or non-trunk guides what infrastructure conditions a Local Government can impose on a development application. Developers are responsible for providing and funding all non-trunk infrastructure, while the funding of trunk infrastructure is shared between a number of developers and the Local Government.

Authority

AIMS

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 pedestrians, vehicles and cyclists.

· Provide safe, logical and hierarchical transport linkages with existing street systems.

· Provide appropriate access for buses, emergency and service vehicles.

· Provide a quality product that minimises maintenance costs.

· Provide a convenient way for public utilities.

· Provide an opportunity for street landscaping.

· Provide convenient parking for visitors.

· Have appropriate regard for the climate, geology and topography of the area.

REFERENCE AND SOURCE DOCUMENTS

(a)Council CMDG Guidelines

All Capricorn Municipal Development Guidelines for Design and Construction Specifications and Standard Drawings.

(b)Australian Standards

AS 1158-Lighting for roads and public spaces

AS 1428-Design for Access and Mobility

AS 2890.1 to 6-Parking facilities

AS/NZS 38451158-Road Safety Barrier SystemsComment by Scott McDonald: Included below in document - Not covered under C264.

AS 4282-Obtrusive Effects of Outdoor LightingComment by Scott McDonald: Is there relevance? From Mackay Council doc.Public lighting is excluded from this standard, reference made to AS1158.

(c)QLD State Authorities

Department of Local Government and Planning

-Queensland Residential Design Guidelines, 1998

Queensland Transport Publications

-Public Transport Infrastructure Manual, June 2015 (PTIM)

Department of Infrastructure, Local Government and Planning

-Fact Sheet: Local government infrastructure framework

(d)Other

AUSTROADS

· Guide to Road Design

· Guide to Traffic Management

The Institute of Municipal Engineering AustraliaPublic Works Engineering Australiasia, QLD Division.Comment by Scott McDonald: The institute of Public Works Engineering Australiasia?

-Design Guidelines for Subdivisional Streetworks, 1995 - ‘Queensland Streets’.

Capricorn Municipal Development Guidelines.

-Standard Drawings.

ARRB Special Report No. 33, L E Comerford: A Review of Subdivision Road Design Criteria.

Joint Venture for More Affordable Housing - 1990: Australian Model Code for Residential Development. (AMCORD)

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.Comment by Scott McDonald: Can a copy be found?

(e)Queensland Government – Queensland Transport Publications

PTIM-Public Transport Infrastructure Manual, June 2007.

CONSULTATION

Designers are encouraged to consult with the Local Government and other relevant authorities prior to or during the preparation of design. Designers should in addition to requirements of this Guideline ascertain specific requirements of these authorities as they relate to the designs in hand.

Public consultation on designs shall be provided where such action is required by the Local Government's current policy

Public Consultation

The Designer shall obtain service plans from all relevant public utility authorities and organisations whose services may exist within the area of the proposed development. These services are to be plotted on the relevant drawings including plan and cross-sectional views.

Public Utilities

PLANNING CONCEPTS

In new areas (as distinct from established areas with a pre-existing road pattern) ensure each class of route should reflect its role in the road hierarchy by its visual appearance and related physical design standards. Routes should differ in alignment and design standard according to the volume of traffic they are intended to carry, the desirable traffic speed, and other relevant factors.

Road Hierarchy

The road pattern and width must be in conformity with that shown on any relevant area Development Control Plan. In areas not covered by these plans, the pattern and width(s) will be determined by Local Government on their merits.

Road Pattern

The road network for residential developments should have clear legibility and should reinforce legibility by providing sufficient differentiation between the road functions.

Legibility

The road network should reinforce legibility by providing sufficient differentiation between the road functions.

Wherever possible distinct landmark features such as watercourses, mature vegetation or ridge lines should be emphasised within the structural layout so as to enhance the legibility.

LegibilityComment by Scott McDonald: Could be seen as irrelevant, if designing in accordance with standards

Whilst legibility can be enhanced by introduced physical features such as pavement and lighting details, the road network should, by its inherent design and functional distinction, provide the necessary legibility.

The maximum number of turning movements at intersections or junctions that a visitor should be required to undertake to reach a particular address within the development should be minimised.

Turning Movements

There will be special constraints and costs associated with the design of roads through or adjacent to land known to be salt affected. Consider early planning to avoid detrimental interference with land known to be salt affected. Adjustments in horizontal and vertical line should 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.

Salinity, Prevention, Early Planning, Mandatory Consultation

Appropriate native deep-rooted species for plantings in association with road reserve works. Provide plantations of sufficient size and density, multiple row belts and relatively close spacings are recommended, to be effective in their desired role of lowering the groundwater table.

Landscaping, Salinity Prevention

Integrate all relevant design principles in the development of the road network. Provide a careful balance between maximising amenity, safety and convenience considerations and those related to the drivers’ perception of driving practice.

Integrated Design Principles

Determine the vehicle speed deemed acceptable for the particular section of road as a fundamental requirement of the design process.

Acceptable Vehicle Speed

URBAN DESIGN CRITERIA

ROAD HIERARCHY

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 design should convey to motorists the predominant function of the road. A typical hierarchy is shown on Figure D01. 06.1 - Typical Road Hierarchy.

Functionality

Figure D01. 06.1 - Typical Road Hierarchy

Comment by Scott McDonald: Redo do figure to suit Council Road Hierarchy road categories. Unfortunately, Councils all have different road hierarchy road classifications.

Minor Urban Collector

Major Urban Collector /

Distributor

The terminology used to describe each class of road varies from state to state. This worksection uses the functional categories common to the majority of states. Functional classification of urban roads: To Austroads AGRD02 Table 2.3. Functional classification of rural roads: To Austroads AGRD02 Table 2.2. Levels of roads: The four generic distinct levels of roads are Access Street, Local Street, Collector Street and Local Sub-Arterial Road. Streets and Roads have been classified in accordance with the recommendations of the ‘Australian Model Code for Residential Development’ (AMCORD) and ‘Queensland Streets’ Each Local Government's and the road hierarchy shall be as defined within this document in Tables D1.06.02 to D1.06.12. and the The tabled information is considered to be a deemed-to-comply criteria solution for traffic management. Alternative solutions responding to specific site constraints or future planning considerations may be considered at the discretion of Local Government.Comment by Scott McDonald: Review prior to submission

Road Classification

Local Street: A street whose main function is to provide access to and from adjacent land use. These are the lowest order roads identified in this specification. A street, by definition, is therefore found only in an urban area. In summary their function is to provide direct access to properties, and provide pedestrian and cycle access to create direct routes between resident streets and local attractors and encourage walking and cycling trips.

In the rural areas, the term ‘Local Road’ is used instead of ‘Local Street’. Their main functions are to provide both property access and residential amenity and safety. Street trees are to be provided as a part of street scaping.

A local street can be identified as one of the following road classifications:

· Access Street

· Access Place; or

· Access Lane

Local Street

Access Lane provides short connections between Access Streets principally to facilitate movement of service and emergency vehicles. An Access Lane is referred to as a Rear Lane in accordance with relevant Local Government Planning Scheme

Access Lane

A minor street providing local residential access with shared traffic, and pedestrian use. The lowest order road (access place) having as Iits primary function, residential space - amenity features which facilitate pedestrian and cycle movements, and where vehicular traffic is subservient in terms of speed and volume, to those elements of space, amenity, pedestrians and cyclists. Due to their function, these streets are No Through Roads.

Access Place

2

A street whose main function is to provide access to a small number of residential properties.The next level road as Aa local residential street should provide a balance between the status of that street in terms of its access and residential amenity functions. Resident safety and amenity are dominant but to a lesser degree than an access place. Horizontal geometry is preferred for speed control. The use of traffic control devices should be avoided wherever possible.

Access Street

A street primarily utilised as a social space, with the interests of pedestrians and cyclists in mind. These streets are still available for use by motor vehicles; however, a Living Street aims to reduce both the speed and dominance of motorised transport. The design of the Living Street should restrict the use of the street as a primary route and access to properties

The key principle of a Living Street is to maintain safety, amenity, and convenience for residents. A Living Street is preferred to be straight. Street trees are to be provided as a part of street scaping. To designate a street as a Living Street, an approval is required from Council.

Living Street

Collector Roads are non-arterial roads that collects and distributes traffic in an area, as well as serving abutting properties.

These roads are intended to carry traffic between the Arterial or Distributor Roads and Local Streets. They are not expected to carry high traffic volumes, and are not used for longer distance travel, except at the beginning or end of the journey. These roads help to collect traffic at the neighbourhood level and may provide access to abutting properties, grouped/commercial properties and community facilities. Ideally, they should discourage through traffic by not providing continuous through routes between Arterial or Distributor roads. They are generally the lowest order road that may be used as a bus route.

Collector Roads provide a high order function in cycling and pedestrian networks. They are typically the first order of road that cyclists encounter when leaving their property, with significant traffic volumes. Collector carriageways do not provide a safe space for young cyclists or pedestrians and footpaths are generally required on both sides of the road to provide for access and movement of these user groups. Traffic volumes and speeds will determine whether shared, or separate cycling facilities are required.

A collector road can be identified as one of the following road classifications:

· Minor Collector; or

· Major Collector

Collector

The next highest orderA road which has a residential function but also has the purpose of collecting and distributing traffic from local areas to the wider road network. A reasonable level of residential amenity and safety is maintained by restricting traffic volumes and speeds, however, amenity and resident safety do not have the same priority as access or local streets. Horizontal geometry is preferred for speed control. The use of traffic control devices should be avoided wherever possible.

Minor Urban Collector

The second highest order road within a residential development should have as its main function the conveyance of traffic generated by the development. Direct access should not be provided for single dwelling allotments for traffic volumes in excess of 3000 vpd but access can be provided to multi-unit developments and non-residential land uses. Comment by Scott McDonald: Value to be reviewed.

Major Urban CollectorComment by Scott McDonald: Major Collector - could it be re-define as a distributor?

Distributor Roads are non-arterial roads that collects and distributes traffic in an area, as well as serving abutting properties. Distributor Roads are key supplement to the Arterial Road network.

These are roads whose main function is to connect Arterial Roads to local areas and supplement the Arterial Roads in providing for traffic movements from one part of the urban area to another. These roads also provide a high order role in the pedestrian and cycle network. They may be either two-lane or multi-lane roadways. Similar to Arterial Road, developments on adjoining properties along a Distributor Road shall take necessary measures to address negative impacts associated with traffic operations rather than removal of traffic from road. The primary concern is still with the movement of traffic, so that on a two-lane roadway, extensive use of traffic management techniques could be expected to be applied. This may mean promotion of the movement of traffic through the locality, even at some inconvenience to local traffic.

Distributor roads require on-road facilities for cyclists and shared off road paths for pedestrians and cyclists. New roads must include frequently spaced and appropriate protected crossing facilities to maintain pedestrian and cycling networks and ensure connectivity of this network is not compromised.

A distributor road can be identified as one of the following road classifications:

· 2 Lane Distributor; or

· 4 Lane Distributor

Distributor

This order road should have its main function the conveyance of traffic across urban areas, including traffic generated from connecting developments and through traffic. Direct access should not be provided to any allotments.

Sub-Arterial/ Arterial

These are the highest order roads, whose main function is to provide the principal links between strategic locations being urban centres, or between urban centres and rural regions. Provide route for public transport and primary freight and dangerous goods. They should also have the capacity to be developed into multi-lane facilities with access control being a desirable feature to enhance traffic flow.

Consequently, development of maximum traffic capacity must be the prime consideration. Developments on adjoining properties along an Arterial Road shall take necessary measures to address negative impacts associated with traffic operations rather than by the removal of traffic from road. Such roads could be expected to be candidates for the full range of traffic management schemes, including intersection upgrades, full access control and parking restrictions. Application of these techniques would be consistent with the movement of traffic through given localities.

Within an urban area, they should also provide high quality facilities for pedestrians and cyclists. Pedestrian and Cyclist safety must not be compromised in providing for traffic capacity. New roads must include grade separation or signalised intersection facilities to maintain pedestrian and cycling networks and ensure connectivity of this network is not compromised.

A road that predominantly carries through traffic from one region to another, forming principal avenues of travel for traffic movements. Arterial Roads can be:

· Arterial Road (Rural): A general term for a main traffic route carrying mostly long-distance traffic, outside of urban areas.

· Arterial Road (Urban): A general term for a main traffic route, carrying traffic to inter-connecting designated major district centres. Arterial Roads provide for motorised and non-motorised traffic.

· Sub Arterial Road: A road connecting Arterial Roads to areas of development, and carrying traffic directly from one part of a region to another.

Provide appropriate protected crossing facilities at frequent intervals to maintain permeability of pedestrian and cycling networks;Comment by Scott McDonald: Thinking we could delete this.

provide access to commercial properties in some instances from Sub Arterial Roads; and allow car parking in some instances along Sub Arterial Roads

Arterial

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ROAD NETWORK

The design features of each type of road convey to the motorist its primary functions and encourage appropriate driver behaviour.

Traffic volumes and speeds on any road should be compatible with the residential functions of that road.

Compatibility

The maximum length of an access place 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, cycle and vehicular movements. This length will also ensure that residential convenience is not unduly impaired as a result of speed restraints.

Length of Access Place

The time required for motorists to travel on all streets within the development should be minimised.

Travel Time

Where access places form part of a pedestrian or cycle network, access links should provide suitable connectivity with adjoining access places or open space systems so as to ensure such pedestrian and cycle network are functionally efficient.

ConnectivityPedestrian or Cycle Network

The road network should ensure that no road links with another road which 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 an access-controlled arterial road.

Road Links

Connections between internal roads shall be T-junctions or controlled by roundabouts.

Internal Road Connections

The road layout should conform to the requirements of the external road network and satisfy the transport provisions of an outline development plan.

Transport Provisions

The external road network should be designed and located to provide routes which are more convenient for potential through traffic within the network. Major roads should be provided at intervals of no more than 1.5 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.

External Road Network

Table D01.07.01 – Geometric Road Design Requirements

Local GovernmentDesign Requirements

Banana Shire Council

See Annexure D01A

Central Highland Regional Council

See Annexure D01B

Gladstone Regional Council

See Annexure D01C

Livingstone Shire Council

See Annexure D01D

Maranoa Regional Council

See Annexure D01E

Rockhampton Regional Council

See Annexure D01F

DESIGN SPEED

For geometric design of roads design speeds shall be as nominated in Refer to Annexure D01A to D01F REF _Ref461450872 \h \* MERGEFORMAT Table D01. 06.2 to REF _Ref461450862 \h \* MERGEFORMAT Table D01. 06.12 unless specified otherwise by Local Government. Developments should be designed with a road layout to achieve the desired speed environment. The use of traffic control devices in lieu of a suitable road layout is not preferred.

Guidelines

Adoption of a low design speed discourages speeding, attention should be given to ensuring that potentially hazardous features are visible to the driver and adopting traffic engineering measures which will help a driver avoid errors of judgement.

Low Speeds

Hazard Features

The need for road safety barriers shall be assessed and designed in accordance with AS/NZS 3845.

Road Safety BarriersComment by Scott McDonald: AS/NZS 3845 is not referenced in CMDG C264

LONGITUDINAL GRADIENT

A general minimum gradient of 0.51.0 per cent should be adopted. In very flat conditions it may be reduced to 0.3 per cent.

Flat Terrain

Longitudinal grade through intersections should not exceed 4 per cent, the actual gradient being dependent on the type of terrain. Design of the road alignment and the grades used are interrelated. A steep grade on a side street is undesirable if vehicles have to stand waiting for traffic in the priority road.

Turning circles in cul-de-sacs on steep grades should have grades less than 5 per cent.

Roads constructed without kerb and channel, completely in embankment may have zero grade. Maximum grades shall be as nominated in REF _Ref461450872 \h \* MERGEFORMAT Table D01. 06.2 to REF _Ref461450862 \h \* MERGEFORMAT Table D01. 06.12.

Intersections

Turning circles in cul-de-sacs on steep grades should have grades less than 5 per cent.

Cul-de-sac

HORIZONTAL CURVES AND TANGENT LENGTHS

The horizontal alignment of a road is normally in a series of tangents (straights) and curves. The choice of the horizontal alignment is normally determined from the design speeds for a particular street within the road hierarchy. 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 which 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.

Speed/Radius Relation

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’.Comment by Scott McDonald: Check reference? Do we use this reference or push towards Austroads

Speed Restriction

To determine appropriate lengths for tangents between speed restrictions, which may be curves, narrow sections or other obstructions, refer to ‘Queensland Streets Austroads Guide to Traffic Management – Part 8’.

Tangent Length

Sight distance on horizontal curves is determined by formula, values of which are tabulated in ‘Austroads Guide to Traffic Management – Part 3Queensland Streets’.

Sight Distance

VERTICAL CURVES

Vertical curves should be used on all changes of grade where required in accordance with Austroads Guide to Road Design - Part 3where the algebraic change of grade exceeds:

· Access Place, Access Street, Collector Streets1.0%

· Sub-arterials0.6%

The length of the crest vertical curve for stopping sight distance should conform with ‘Austroads Guide to Road Design - Part 3Queensland Streets’.

Change of Grade

For adequate riding comfort, lengths of sag vertical curves should conform with ‘Austroads Guide to Road Design - Part 3Queensland Streets’.

Riding Comfort

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.

Side Road Junctions

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 should be adopted. This is to avoid water ponding in excessively flat sections of kerb and gutter. A minimum grade of 0.5 per cent should be maintained in the kerb and gutter. This may require some warping of road cross sections at sag points.

Sag Curves

The three dimensional coordination 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.

· Sharp horizontal curves should 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 gradeline between sag curves may adversely affect the road's symmetry and appearance.

Horizontal and

Vertical

Alignment

Coordination

SUPERELEVATION

The use of superelevation in association with horizontal curves is an essential aspect of geometric design of roads with design speeds in excess of 60 km/h.

The maximum superelevation for urban roads of higher design speeds should be 6 per cent. 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 (adverse) crossfall should be limited to 3 per cent.

Negative Crossfall

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 which allows safe lane changing.

Coefficient of Side Friction

CARRIAGEWAY WIDTH

The cross section of the road reserve must cater for all functions that the road is expected to fulfil, including the safe and efficient movement of all users, provision for parked vehicles, provision of a buffer from traffic nuisance for residents, the provision of public utilities and street scaping. The minimum carriageway criteria shall be as defined in Annexure D01A to D01F REF _Ref461450872 \h \* MERGEFORMAT Table D01. 06.2 to REF _Ref461450862 \h \* MERGEFORMAT Table D01. 06.12.

FunctionsCross Section Provisions

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 include trucks, emergency vehicles and, on some roads, buses.

VehiclesOperations Aspects

The safety of pedestrians and cyclists, where it is intended they use the carriageway, must also be assured by providing sufficient width.

Pedestrians, Cyclists

The carriageway width should also provide for unobstructed access to individual allotments. Motorists 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.

ReversingAccess to Allotments

The design of the carriageway should discourage motorists from travelling above the intended speed by reflecting the functions of the road in the network. In particular the width and horizontal and vertical alignment should not be conducive to excessive speeds.

Discourage Speed

Appropriate road reserve width should be provided to enable the safe location, construction and maintenance of required paths and public utility services (above or below ground) and to accommodate the desired level of street scaping.

Road Reserve Width

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.

Sight Distance Across Verge

Stopping sight distances and junction or intersection sight distances should be based on the intended speeds for each road type.

CARRIAGEWAY CROSSFALLS

Desirably, roads should be crowned in the centre. Typical pavement crossfall on straight roads are:

Pavement TypeCrossfall

Bituminous seal coat3 per cent

Asphaltic concrete pavement3 per cent

Cement concrete pavement3 per cent

Paved surfaces3 per cent

Gravel5 per cent

Pavement Crossfall

There are many factors affecting levels in urban areas which force departures from these crossfall. Differences in level between road alignments can be taken up by offsetting crown lines or adopting one way cross falls. Sustained crossfall should not exceed 4 per cent, although up to 6 per cent may be used where unavoidable.

The rate of change of crossfall should not exceed:

· 6 per cent per 30 m for through traffic;

· 8 per cent per 30 m for free flowing turning movements; or

· 12 per cent per 30 m for turning movements for which all vehicles are required to stop.

Offset CrownRate of Changes - Crossfall

The crossfall on a collector or sub-arterial should take precedence over the grade in side streets. Standard practice is to maintain the crossfall on the priority road and adjust the side road 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 per cent in the kerb line of the side street relative to the centre line grading is a reasonable level.

Priority Road – Crossfall

VERGES

That part of the street or road reserve between the carriageway and the boundary of adjacent allotment (or other limit to street reserve). It may accommodate public utilities, footpaths, stormwater flows, street lighting poles and planting.

A suitable design of the verge will depend on utility services, access to allotments, pedestrian usage, tree preservation and stormwater drainage. Refer to CMDG Standard Drawings for verge design requirements (Note: where a cycleway or pathway is located in the verge the design of such shall be in accordance with the Specification for CYCLEWAY AND PATHWAY DESIGN D9.Section D9 of these Guidelines).

Minimum verge width shall be as nominated in Refer to Annexure D01A to D01F REF _Ref461450872 \h \* MERGEFORMAT Table D01. 06.2to REF _Ref461450862 \h \* MERGEFORMAT Table D01. 06.12.

Verge footpath tree planting is detailed in CMDG Standard Drawings SD-G-16 Street Planting.

INTERSECTIONS

The design of intersections or junctions should allow all movements to occur safely without undue delay. Projected traffic volumes shall be used in designing of all intersections or junctions on sub-arterials.

Traffic Volumes

All new intersections shall be designed and located in accordance with "Queensland Streets" for local and living streets and "AUSTROADS" for Collector, Distributors and Sub-Arterials.

Intersections

Intersection design for the junction of subdivision roads with existing main rural, main urbansub-arterials and state highwaysarterials shall be designed in accordance with the publication AUSTROADS Guide to Road Design –

· Part 4: Intersections and Crossing – General

· Part 4A: Unsignalised and signalised intersections

· Part 4B: Roundabouts

· Part 4C: Interchanges

Main Roads

Intersections with main roads, tourist roads and/or state highways controlled roads shall be designed and constructed in accordance with the requirements of the Queensland Department of Transport and Main Roads (DTMR).

Tourist Roads / State HighwaysControlled 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.

All new intersections within residential areas shall be designed and located in accordance with "Queensland Streets".

Existing Road Pavements

Intersections should be generally located in such a way that:

i. The streets intersect preferably at right-angles and not less than 70°.

ii. The landform allows clear sight distance on each of the approach legs of the intersection.

iii. The minor street intersects the convex side of the major street.

iv. The vertical grade lines at the intersection do not impose undue driving difficulties.

v. The vertical grade lines at the intersection will allow for any direct surface

vi. drainage.

vii. Two minor side streets intersecting a major street in a left-right staggered pattern should have a minimum centre-line spacing of 120m to provide for a possible right-turn auxiliary lane on the major street.Comment by Scott McDonald: Originally noted as 50mIf to consider two AUR turns in opposite directions along a 50km/h road,Calc. at 60m (D=40m, T=13.75m, S=8m, X=12m)Total length required between them would be 106.25mGRC Hierarchy is 120m MIN

viii. A right-left manoeuvre between the staggered streets is preferable, avoiding the possibility of queuing in the major street.

Intersection Criteria

Roundabouts are to be approved by Local Government.

Roundabout design should generally comply with the following:

i. entry width to provide adequate capacity

ii. adequate circulation width, compatible with the entry widths and design vehicles eg. buses, trucks, cars.

iii. central islands of diameter sufficient only to give drivers guidance on the manoeuvres expected

iv. deflection of the traffic to the left on entry to promote gyratory movement

v. adequate deflection of crossing movements to ensure low traffic speeds

vi. a simple, clear and conspicuous layout

vii. design to ensure that the speed of all vehicles approaching the intersection will be less than 50 km/h.

Roundabout Criteria

Stopping sight distances (SSD) and junction or safe intersection sight distances (SISD) should be based on the intended speeds for each road type in accordance with Austroads Guide to Road Design Part 3 & Part 4A.

Where pedestrians are intended to cross carriageways, pedestrian facilities should be located where there is clear view between approaching drivers and pedestrians. Crossing Sight Distance (CSD) should be provided between approaching vehicles and pedestrian waiting at cross the road in accordance with Austroads Guide to Road Design Part 4A.

Sight Distance

Where required, appropriate provision should be made for vehicles to park safely.

Parking

The drainage function of the carriageway and/or road reserve must be satisfied by the road reserve cross-section profile.

Drainage

All vehicle turning movements are accommodated utilising AUSTROADS Design Vehicles and Turning Templates, as follows:

i. For intersection turning movements involving sub-arterials, 4 lane distributors, 2 lane distributors or industrial collector streets, the "design B-Double (Class 10)semi-trailer" with turning path radius 15.0 m (outside).

ii. For intersection turning movements involving Residential/Commercial collector streets, access streets and access places, the "design semi-trailer" with turning path radius 15.0 m (outside).

iii. For turning movements involving access streets but not involving collector streets, the "design single unit truck/bus” with turning path radius 15.0 m13.0 m (outside).Comment by Scott McDonald: Review. 12,13 or 15Bundy has 13mImage in document shows 13m outside

iv. For turning movements on access places but not involving, collector streets or access streets, the garbage collection vehicle used by the Local Government.

v. For turning movements at the head of cul-de-sac streets sufficient area is provided for the "design single unit truck” to make a three-point turn.

vi. Figure D1.16.1 shows standard vehicles to be adopted for turning movements.

Turning Movements

Figure D01. 16.1 - Standard Vehicles

The Turning radii (kerb return) at intersections shall be 9.0m minimum, and accommodate the intended movements without allowing desired speeds to be exceeded or being unsafe with excessive crossing of on-coming travel lanes.

Turning Radii (Kerb Return)

On bus routes, appropriately designed 3-centred curves shall be provided at junctions, intersections and the like. Designers shall liaise with Local Government to determine the design vehicle to be applied in such cases.

Bus RoutesComment by Scott McDonald: Suggestion is to remove as the design vehicle nominated under turning movements. Semi-trailer nominated as the design vehicle on collectors.

ROUNDABOUTSComment by Scott McDonald: Covered in Austroads Part 4B in under D01.16.02

Roundabouts are to be approved by the Local Government.

The design of all roundabout shall be in accordance with current Department of Transport and Main Roads or AUSTROADS Guide to Road Design – Part 4B: Roundabouts shall only be used at intersection of Urban Collectors and Access Streets or higher order roads only. All roundabouts shall have a minimum outside radius of 15.0m.

Roundabout Radius

TRAFFIC CALMING

Calming devices such as thresholds, slow points, speed humps, chicanes and splitter islands should be designed in accordance with the requirements of the publication AUSTROADS Guide to Traffic Management – Part 8: Local Area Traffic Management and are to be approved by Local Government. Devices designs should generally comply with the following:

Local Area Traffic Management

(a)Streetscape

· reduce the linearity of the street by segmentation,

· avoid continuous long straight lines (eg. kerb lines),

· enhance existing landscape character,

· maximise continuity between existing and new landscape areas.

(b)Location of Devices/Changes

· devices other than at intersections should be located to be generally consistent with streetscape requirements,

· existing street lighting, drainage pits, driveways, and services may decide the exact location of devices,

· slowing devices are optimally located at spacings of 100-150m.

(c)Design Vehicles

· emergency vehicles must be able to reach all residences and properties,

· where bus routes are involved, buses should 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 the Local Area Traffic Management (LATM) principles, building construction traffic must be catered for.

Design Vehicles

(d)Control of Vehicle Speeds

· maximum vehicle speeds can only be reduced by deviation of the travelled path. Pavement narrowing’s have only minor effects on average speeds, and usually little or no effect on maximum speeds,

· speed reduction can be achieved using devices which shift vehicle paths laterally (slow points, roundabouts, corners) or vertically (humps, platform intersections, platform pedestrian/school/bicycle crossings),

· speed reduction can be helped by creating a visual environment conducive to lower speeds. This can be achieved by 'segmenting' streets into relatively short lengths (less than 300m), using appropriate devices, streetscapes, or street alignment to create short sight lines.

Vehicle Speeds

(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,

· 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.

Visibility

(f)Critical Dimensions

Many devices will be designed for their normal use by motor cars, but with provision (such as mountable kerbs) for larger vehicles. Some typical dimensions include:

· pavement narrowingsComment by Scott McDonald: If we supply minimums in road hierarchy do we need to consider these values?

· single lane 3.50m between kerbs

· 3.75m between obstructions

· two lane 5.50m minimum between kerbs

· bicycle lanes (including adjacent to pavement narrowing - 1.5m minimum

· plateau or platform areas

· 75mm to 150 mm height maximum, with 1 in 15 ramp slope

· width of clear sight path through slowing devices

· 1.0m maximum

· (ie. the width of the portion of carriageway which does not have its line of sight through the device blocked by streetscape materials, usually vegetation)Comment by Scott McDonald: Review again

· dimensions of mountable areas required for the passage of large vehicles to be determined by appropriate turning templates.

· design of all devices must consider future maintenance requirements and also be approved by the appropriate Local Government

· use of vegetation in the central island where utilised as part of a speed control device is required.

Bicycle Lanes

PARKING

The parking requirements for normal levels of activity associated with any land use should be accommodated on-site.

All on-site parking should be located and of dimensions that allow convenient and safe access and usage.

The number of on-site parking spaces for non-residential land uses conforms to parking standards as determined by the relevant Local Government.

The layout and access arrangements for parking areas for non-residential land uses should conform to Australian Standard 2890, B99 Vehicle with a minimum parking width of 2.5m or as per Local Government Road Hierarchy requirements.

On-Site

Adequate parking should be provided within the road reserve for visitors, service vehicles and any excess resident parking since a particular dwelling may generate a high demand for parking. Such parking is to be convenient to dwellings.

Road Reserve Parking

The availability of parking should be adequate to minimise the possibility of driveway access being obstructed by cars parked on the opposite side of the street.

Obstruction

On single lane access streets, parking spaces should 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 and pedestrian traffic.

Parking spaces provided on the verge or carriageway should be of adequate dimensions, convenient and safe to access.

Verge Parking

For non-residential land uses the opportunity for joint use of parking should be maximised by being shared by a number of complementing uses.

Joint Use

Two car parking spaces (which may be in tandem) are provided on-site for each single dwelling allotment.

2 Spaces

Three spaces are provided on-site for each two dwelling units for multi-unit residential developments.

3 Spaces

Of the on-site parking one space for each residential unit is provided within the allowable building area and has a minimum dimension of 6m by 3m.

On-Site Space Dimension

On single lane carriageways one space for each two allotments is constructed on the verge within 25m of each allotment, with scope to provide one additional space for single dwelling allotments or for each two units in a multi-unit development if required at a future time.

Future Spaces

On single lane carriageways a number of verge spaces are combined to provide for short term truck parking within 40m of any allotment.

Short Term Truck Parking

A single (car) space is 6.5m by 2.5m and combined spaces are 13.0m by 2.5m (for two cars) and 20m by 2.5m (for truck parking) with adequate tapers at both ends to allow the necessary parking manoeuvres determined by using AUSTROADS Turning Templates.Comment by Scott McDonald: Provided in accordance with AS2890.5. (Minimum width 2.5m) Check?

Road Reserve Space Dimensions

All verge spaces and indented parking areas are constructed of concrete, interlocking pavers, lawn pavers, bitumen 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.

Verge Spaces, Indented Parking

Right-angled parking may be provided where Central Business District (CBD) or adjacent to recreational facilities are situated, or as determined by the relevant Local Government. Typically, this configuration is considered suitable where speeds do not exceed 40 km/h.

Right-angled Parking

Parking bays may be provided in areas such as the centre of cul-de-sac turning circles, where narrow allotment frontages may reduce both on and off-street parking opportunity.

Special ParkingComment by Scott McDonald: Special parking under Queensland Streets

LIGHTING

The objective of road lighting is to provide an illuminated environment, which is conducive to the safe and comfortable movement of vehicular and pedestrian traffic at night, and the discouragement of illegal acts. To accomplish this, the lighting should reveal necessary visual information. This consists of the road itself, the course of the road ahead, kerbs, footpaths, property lines, road furniture and surface imperfections, together with the road users including pedestrians, cyclists and vehicles and their movements, and other animate and inanimate obstacles.

Lighting

All roads in urban areas are required to be effectively lit, generally in accordance with the criteria of the Australian/New Zealand Standard AS/NZS 1158 series. Lighting standards in accordance with Table D01.09.01Park Residential areas shall be determined by individual Local Governments.

The sub-categories used in this specification does not apply to lighting intended specifically as security lighting for building exteriors and lighting for video surveillance.

Table D01. 19. SEQ Table_D01. \* ARABIC \s 2 1 01 – “Table 2.1 from AS1158.3.1” Lighting categories for road reserves in local areas

Road Hierarchy

Usual Minimum Applicable Lighting Sub Category (Refer notes)

Access Lane

P4

Access Place

P4

Access Street

P4

Living Street

P2

Collector Street

P3

Minor Collector Street

P3

Major Collector Street

P3

Trunk Collector Street

P3

2 Lane Distributor

V4

4 Lane Distributor

V4

Commercial

To be determined by Individual Local Governments

Sub Arterial

V3

Arterial

V3

Park Residential

To be determined by Individual Local Governments

Rural & Rural Residential

Industrial Access

P4

Industrial Collector

P3

Notes:

1) Calculation procedures for specific site requirements need to be completed using AS1158.2 before acceptance of a Lighting Category.

2) Category P Lighting is provided for pedestrians, not motorists, with the exception of light of LATMS, which is intended to reveal sufficient details of the device to allow approaching used to navigate through appropriately.

3) Alternative categories may be considered under direction of the Local Government

4) Category P Lighting – Lighting that is applicable to roads and other outdoor public spaces on which the visual requirements of pedestrians are dominant, e.g. local roads, outdoor shopping precincts and outdoor car parks.

5) Category V Lighting is primarily provided for motorist, however lighting provided for this purpose will generally serve to facilitate the other objectives.

6) Alternative categories may be considered under direction of the Local Government.

BUS ROUTES

It is important that the road hierarchy adequately caters for buses. The main criteria in determining the location of bus routes is that 90% of allotments be within a 400m straight-line distance of a potential bus routeno more than 5% of residents should have to walk in excess of 400 metres to catch a bus. Refer to Annexure D01A to D01F for applicable road classes to be designed for bus routes.Table D1.20.01 details minimum criteria for bus route design.

Buses

The location and type of bus stops is to be in accordance with the requirements of the Local Government who will consult with the Local bus company operating in the area. Where required bus stops must be constructed and placed in accordance with Public Transport Infrastructure Manual, June 2007 2015 which can be downloaded from: Comment by Scott McDonald: Incorporate reference to hierarchy spec,

http://www.translink.qld.gov.au/qt/translin.nsf/index/ptim.

RESIDENTIAL DRIVEWAYSComment by Scott McDonald: Delete items covered under drawings.

Refers to residential properties with up to two (2) dwelling units, from travel lane of the road to property boundary at the road frontage within the region. It does not override development conditions imposed for a particular development.

Multiple dwellings (i.e. units/townhouses etc.) shall be designed in accordance with Commercial/Industrial standards.

Residential Driveways

Driveways must be wholly located on the frontage of the allotment serviced with a minimum side boundary clearance of two metres, where practical.

The number and size of crossing to any lot shall not exceed the following:

· Where the frontage of the lot is ten (10) meters or less, one crossing only having maximum width of three (3) metres.

· Where the frontage of the lot exceeds ten (10) meters but is less than thirty (30) metres, one crossing only having a maximum width of six (6) metres.

· Where the lot frontage exceeds thirty (30) metre in urban areas one additional crossing having a maximum width of three (3) metres.

· Where a minimum driveway width of 2.7 metres will be considered in special circumstances.

· Where the lot has more than one frontage, each frontage may be treated as a separate frontage.

Multiple crossings shall be separated by a clear space of not less than six (6) metres, at the face of the kerb.

Wherever practicable, the sitting of a crossing in relation to other crossings to the lot, or to neighbouring lots, shall be such as to preserve the maximum amount of kerbside parking space.

Where the proposed access site is on a corner lot, no crossing shall be situated closer than twenty (20) metres from the corner transition point (TP) at the "kerb face line" of the alternate frontage, a greater distance may need to be determined by Local Government.

Driveways must not be located within twenty (20) metres of an intersection or roundabout unless otherwise approved by Local Government.

No crossing shall be approved unless there exists a clear space of not less than six metres within the property boundary on which a vehicle may park.

Unless otherwise approved in the special circumstances of a particular case, all crossings shall be set square to the kerb line and directly opposite the point of entry at the property boundary unless otherwise approved.

Constraints such as power poles and guard rails must be examined before siting the driveway.

The driveway must be constructed to the following setbacks:

· 600mm clear of any stormwater pit

· 500mm from street signs

· 1m clear of power poles or light poles

· 2.5m clear of public transport infrastructure

· 1m clear of street trees or its canopy

Hydrants shall not be located within driveways.

Access restriction strips (encroachment), easements, reserve or "limited access" declarations must also be researched as these may prevent the placement of the driveway in the intended location.

All driveways must have sufficient sight distance for the vehicles entering and exiting the property. In some special cases such as busy roads or main roads, works may need to be undertaken within the property to allow a vehicle to turn within the property and leave the property in a forward direction.

Residential Driveway Constraints

Driveways for single dwelling units or duplex developments must be constructed in accordance with CMDG Standard Drawings. Rutting presents an unacceptable pedestrian risk and therefore is not allowed on the footpath.

The minimum width for a straight driveway for a car is 2.7 metres, however, 3 metres is preferred. Driveways for more than two residential units must be at least 3.5 metres wide at the boundary.

Isolation joints must be provided where a pavement adjoins a building or other rigid structure such as drainage pit. Isolation joints must allow freedom of movement between the slab and the structure and resist the entrance of foreign matter.

When constructing a driveway, the kerb and channel shall be cut down in accordance with CMDG Standard Drawings to avoid damaging vehicles crossing it. By a professional concrete cutter with a diamond saw.Comment by Scott McDonald: Covered under standard drawing - Check

The kerb can be cut down between 50mm and 100mm. The outline of the driveway shall be cut by a professional concrete cutter with a diamond saw.

The Local Government will reject an uncut kerb broken out by other means e.g. sledge hammer, and may replace the damaged kerb and channel at the expense of the property owner.

The level of the top of the kerb before removal must be achieved within one metre of the driveway to maintain flow of stormwater and avoid potential property flooding.

Kerbs, ropes, edging etc. must not be placed on the side of a driveway or footpath as they present a tripping hazard.

Existing services must be accurately located (potholed) within the footpath and, based on this, long sections and cross sections of the proposed driveway must be submitted to the Local Government with required offsets to services and the proposed pedestrian footpath. The submitted documentation must demonstrate compliance with relevant CMDG Standard Drawings as part of the application for the construction of the driveway.

If the CMDG Standard Drawings are not complied with, then the applicant must submit an alternate plan including a long section and cross section of the driveway showing distances and heights with respect to the top of the kerb and required offsets to services (where services exist in the footpath) to the Local Government for approval. The driveway design shall be submitted for approval prior to the issue of a building approval over the site. Where an alternate design differs from CMDG Standards, the alternate design will require signoff by a Registered Professional Engineer Queensland (RPEQ) and all associated costs are to be borne by the applicant. The design must demonstrate unrestricted ingress and egress of a standard loaded passenger vehicle.

Residential Driveway Design

COMMERCIAL / INDUSTRIAL DRIVEWAYS

Refers to driveways for industrial and commercial (more than two dwellings) properties from travel lane of the road to property boundary at the road frontage within the Local Government area. It does not override development conditions imposed for a particular development.

Commercial / Industrial Driveways

Driveways must be wholly located on the frontage of the allotment serviced with a minimum side boundary clearance of two metres, where practical.

Driveways must not be located within 20 metres of an intersection or roundabout unless otherwise approved by the Local Government.

Constraints such as power poles and guard rails must be examined before siting the driveway.

Access restriction strips (encroachment), easements, reserves, or "limited access" declarations must also be researched as these may prevent the placement of the driveway in the intended location.

All driveways must have sufficient sight distance for the vehicles entering and exiting the property. In some special cases such as busy roads or main roads, works may need to be undertaken within the property to allow a vehicle to turn within the property and leave the property in a forward direction.

For the purpose of the determining the number, size and disposition of crossings, a number of adjoining lots in the one ownership and used for a single purpose shall be regarded as being a single lot.

Commercial / Industrial Driveway Constraints

The configuration of the driveway is to satisfy the basic traffic design criteria for all intersections with regard to driver behaviour, safety of pedestrians and vehicle characteristics.

The number of driveways accessing a particular site is to be kept to the minimum necessary to allow satisfactory traffic operation for the site.

· Generally, only a single access point (entrance/exit) will be approved for any particular development. However, this may be relaxed where it can be demonstrated that safety and traffic operation on the road are not compromised, or where pedestrian safety can be improved by such a design.

All developments are to provide internal traffic circulation to avoid use of the public road system for movements between car parking and/or servicing areas of a site.

Developments with driveway/s via signalised intersections or roundabouts may need to dedicate land as public roadway to ensure lawful priority of traffic movements under current Queensland traffic law.

Access to developments is preferred via minor roads rather than major roads, provided the traffic generated by the development will not compromise the amenity of that road. In some cases, improvement works may be required in the minor road/s to alleviate possible detrimental impacts to that road.

For new commercial or industrial accesses, the applicant is required by Local Government to apply for a permit for the access to be constructed on the road reserve as a part of their local laws. In such permit, the developer shall nominate the service vehicles expected to utilise the access. As such the access shall be approved for that type of vehicle only Comment by Scott McDonald: Confirm Council process? Comment by Scott McDonald: Residential doesn’t talk about needing to apply for a permit

With the minimum width, the driveway must be wide enough to accommodate the swept path of the vehicle so as to prevent rutting over the driveway edges. To check this, drive the largest vehicle expected to enter the property over the area where the driveway is intended and allow 0.3 to 0.6 metres either side of the wheel path.

Commercial / Industrial Driveway Design

The type and width of driveway appropriate for a development depends on:Comment by Scott McDonald: Confirm with standard drawings

· volume of traffic generated at that driveway by the development

· type of road to which access is sought

· existing and predicted future traffic volumes of the road to which access is sought

· number of car parking spaces served by the driveway

· size and type of the largest vehicle likely to use the driveway on a regular basis (usually a service vehicle)

· number of service bays served by the driveway.

Driveways are to be constructed in accordance CMDG Standard Drawings.

For roads under the control of the Department of Main Roads, its separate design requirements will be determined by Department of Transport and Main Roads (DTMR).

A driveway type should be selected according to its function with regard to car parking or service vehicle requirements, or both.

Determine driveway function and select driveway type from relevant table:

- Cars only, Table D01.22.01

- Service vehicles only, Table D01.22.02

i. Where a driveway provides access for both cars and service vehicles, the driveway shall be selected for the largest vehicle type.

ii. For developments that generate large volumes of traffic, and where the use of a standard driveway would cause unacceptable delays or hazard to traffic, a fully channelised intersection may be required.

iii. To ensure adequate visibility between vehicles on a driveway and pedestrians on the footpath, sight splays are to be provided at the property boundary, where the driveway leaves between two obstructions

Commercial / Industrial Driveway Types

Each driveway of a parking area having multiple points of access is to be designed on the basis of the number of spaces effectively served by that driveway. The driveway type should then be selected from Table D01.21.01

Driveways for Parking Areas

Table D01. 22.01 – Driveway selection for cars only

Turnover rate of car parking area 1

Type of frontage road

Type of driveway for the number of spaces in car parking area

1-25

26-250

251-500

Over 500 2

Low/Med

Minor

A 3

B2

C1

C3

Low/Med

Major

B1 (6m)

C1

C2

C3

High

Minor

B1 (7m)

C1

C2

C3

High

Major

B2 (7m)

C2

C3

C3

Notes:

1) Low to medium parking turnover rates are likely to be generated by residential, industrial and commercial developments. High parking turnover rates are likely to be generated by entertainment, transport, retail and fast food developments.

2) Car parking areas containing over 500 spaces or generating more than 1,000vpd are to be assessed for the need of an appropriately designed channelised access intersection.

3) On minor roads, residential (Type A) driveways less than 6m wide are acceptable for streetscape enhancement, provide normal manoeuvring and queuing requirements are satisfied.

Driveway types for service vehicles are determined according to the turning path requirements of the relevant design vehicle nominated in an application for a driveway permit. The appropriate driveway is selected from Table D01.22.02.

Where traffic is required to be restricted to left in/out movements only, a Type 2 driveway with centre island is to be used. Refer to CMDG drawings R-42A and R-43 for details.

For entry or exit only driveways, the relevant half of a Type C driveway is to be used.

Where the volume of traffic generated by a development contains a substantial proportion of service vehicles and exceeds 500vpd, then a channelised access intersection may be required in place of a standard driveway.

Driveways for Service Vehicles

Table D01. 22.02 – Driveway selection for service or other large vehicles

Frontage Road Type

Minor Road

Major Road <100vpd

Major Road

Nominated design vehicle 1

Driveway Type

Driveway Type

Car and Trailer

Service Vehicle (8.8m)

Single unit truck (12.5m)

Refuse Collection Vehicle

Bus

Prime Mover

B - Double

A (6m)

B2 (7m)

B2 (7m)

B2 (7m)

B2 (9m)

B2 (9m)

B2 (9m)

C1

C2

C2

C2

C4

C4

C4

Notes:

1) Where semi-trailers, B-doubles or coaches are to negotiate the driveway and internal roads, a plan showing the swept and wheel paths of the vehicle is required to be submitted to Local Government to demonstrate how the vehicle will practically access the property. Accesses for such vehicles require forward only manoeuvre for entry and exit of the property.

URBAN DRIVEWAY CONSIDERATIONS

The slopes and levels along the residential driveway shall be designed to allow a vehicle with full passenger load to enter the property without scraping the middle or ends of the passenger vehicle (car). Transitions must be provided between changes in vertical grades to ensure loaded vehicles clear the driveway.

The slopes and levels along the commercial or industrial driveway shall be designed to allow the largest vehicle likely to use the driveway with full load to enter the property without scraping the middle or ends of the vehicle. Transitions must be provided between changes in vertical grades to ensure loaded vehicles clear the driveway.

Although the owner of the property may own a high clearance vehicle, the driveway shall be designed to suit a standard passenger vehicle so that visitors are able to traverse the driveway.

The driveway grade within the footpath section will not exceed 2.5%.

For residential driveways, the desirable maximum driveway grade after footpath is 16% (approx.1 Vertical in 6 Horizontal). Driveways with grades steeper than 16% should be constructed suitable for the traction of the appropriate two-wheel drive to traverse the driveway in wet weather. The maximum grade for residential is 20% (1 Vertical in 5 Horizontal). A grade of 25% may be approved by Local Government in exceptional circumstances, however the Local Government is not responsible for the driveway and any access difficulties that may exist when desirable grades are exceeded.

For commercial or industrial driveways, the desirable maximum driveway grade after the footpath is 10% (1 Vertical in 10 Horizontal).

Driveways and surrounding ground must be maintained such that any tripping hazards are minimised. The driveway must be built and maintained to the following tolerances:

Driveway Levels and Slopes

Table D01. 23.01 – Residential / Commercial Driveway Tolerances

Type of adjacent ground

Maximum height difference between driveway and adjacent ground

Maximum grade adjacent to driveway

Hard surfaces

(concrete, pavers, gravels)

10mm for new installation or up to 30mm depending on risk associated with step for older works

1V in 8H (12.5%)

Soft natural surfaces

(grass, loose soil)

25mm for new installation or up to 50mm depending on risk associated with step for older works

1V in 8H (12.5%)

The driveway must meet the relevant AUSTROADS' Guidelines in terms of skid resistance. Accordingly, broom finished concrete or segmental pavers provide a good textured finish is accepted for residential driveways. Sealed or asphalt surface for residential driveways in urban areas will not be accepted.

Loose surfaces will not be permitted in urban areas due to the fact that the material can be washed onto footpath and gutters or stormwater drains and tracked onto the road causing a hazard and polluting water ways.

Uneven surfaces such as stamped concrete must be avoided as they can create a tripping hazard.

Slick coatings or finishes with low skid resistance in wet weather must be avoided. This may include; rounded peddles in exposed aggregate driveways, silicon sealant paint and glossy or ceramic tiles.

Surface Treatments

If an existing footpath location and height conflicts with the driveway design standards, additional footpath may need to be removed and then reconstructed to enable an acceptable transition to the newly built driveway.

If the existing footpath within the road verge is required to be removed, cutting of the footpath is to be undertaken using a Diamond Blade saw and the footpath removed to enable the proposed driveway to be constructed.

The rebuilt footpath transition is to be constructed with the Specification for CYCLEWAY AND PATHWAY DESIGN D9.

Expansion joins are to be provided at the intersecting points where the driveway adjoins the footpath.

In Commercial Areas, tactiles are to be installed on the footpath at the driveway line to assist vision impaired pedestrians, and must comply with the Disability Discrimination Act (DDA).

Existing Footpaths

Council and other utility providers are likely to have service pipes and cables under the footpath where the driveway will be placed. Accordingly, the driveway constructor must undertake 'Dial B4 You Dig' and locate the existing services in the road reserve well in advance of driveway construction.

Any alteration deemed necessary to services including but not limited to water, sewer, gas, electricity, telecommunication, stormwater system and other services to facilitate the driveway construction is to be coordinated by the applicant/contractor with the relevant authority for their requirement and approval. All associated costs will be borne by the applicant/property owner.

Utility providers may have constructed access points such as surface or subsurface pits, valves or connections which, if covered by concrete or other material during construction of a driveway, may prevent future access for maintenance work. Accordingly, the driveway must be located to avoid construction over these points.

Whilst the kerb is cut during the construction of a driveway, the contractor must be aware of the possibility of service indicator (brass disk) markers on the kerb. These markers may designate a conduit or location of a fire hydrant (painted). If these markers are to be removed Council must be contacted to relocate the markers before they are removed.

During the construction of a driveway, the constructor must be aware of the possibility of service indicators (posts/star pickets) including survey markers. These markers may designate a service location, conduit, pit or survey reference. If these markers are to be removed the relevant service provider/authority must be contacted to relocate the markers before they are removed. All associated costs will be borne by the applicant/property owner.

Services and Markers

All traffic/parking control signs and pavement markings are to conform to the requirements of the current Manual of Uniform Traffic Control Devices (MUTCD).

Direction, regulatory, warning and information signs and pavement markings are to be erected on site to control traffic movements and driver behaviour and to warn of any potential safety hazards. Signage also includes pavement markings.

Signs are to be provided on site to clearly indicate the existence and location of access points to car parking areas; where parking areas are located at the rear of a development, where access to the car parking area is not from the main frontage road, where visitor parking is provided for multi-unit residential developments and is not visible from the frontage road or access driveway and where ingress/egress is via one-way driveways.

· Where developments are expected to generate vehicular traffic movements during hours of darkness, self - illuminated and/or reflectorised signs and pavement marking complying with current state or national standards are to be provided.

· All signs and pavement markings are to be maintained and replaced such that they retain their function and remain in accordance with state or national standards and rules.

Signs and Pavement Markings

URBAN PROPERTY ACCESS

Table D01. 204.1 - Vehicle Access for Battle-axe Lots – Urban Residential

Local Government

1 Lot Access

Double Lot Access

Multiple Dwelling

Banana Shire

5m Lane Width

2.5m Sealed Carriageway

6m Lane Width

4m Sealed Carriageway

5.5m wide access

100mm thick reinforced concrete driveway

Central Highlands Regional

5m Lane Width

3m Sealed Carriageway

5m Lane Width

4m Sealed Carriageway

8m lane Width

6m Sealed Carriageway

Gladstone Regional

5m Access Handle Width, 3m Sealed Carriageway

Prohibited

5.5m Sealed Carriageway OR Applicable Commercial Driveway for Nominated Design Vehicle (Whichever is larger)

Isaac Regional

5m Lane Width

3m Sealed Carriageway

6m Lane Width

4m Sealed Carriageway

5.5m wide access 100mm thick reinforced concrete driveway

Livingston Shire

5m Lane Width

2.5m Sealed Carriageway

6m Lane Width

4m Sealed Carriageway

5.5m wide access 100mm thick reinforced concrete driveway

Maranoa Regional

5m Lane Width

3m Sealed Carriageway

6m Lane Width

4m Sealed Carriageway

N/A

Rockhampton Regional

5m 3m Lane Width

2.5m Sealed Carriageway

6m Lane Width

4m Sealed Carriageway

5.5m wide access 100mm thick reinforced concrete driveway

Note:

a) Gladstone Regional Council do not allow multiple lots (2 or more) to utilise a single driveway, whether the shared driveway is proposed to be located in a battle-axe handle or not. Whilst Gladstone Regional Council acknowledges that there are existing arrangements where multiple lots share a single driveway, no additional lots will be permitted to gain access to these existing shared driveway arrangements. Reconfiguration of existing lots will encourage alternate access arrangements to be explored that do not include the use of an existing or proposed shared accesses.

b) Planning scheme requirements will override these requirements where such policies exist.

c) All dimensions are desirable minimum requirements.

d) Multiple dwelling access requirements to be considered on application.

RACING LINE ASSESSMENT

Table D1.21.02 advises applicability of the racing line assessments for the set local councils.

Table D1.25.02 Racing Drive Applicability

Local Government

Applicable?

Banana Shire

TBA

Central Highlands Regional

TBA

Gladstone Regional

Yes

Isaac Regional

TBA

Livingstone Shire

TBA

Maranoa Regional

TBA

Rockhampton Regional

No

Definitions:

Small Radius Bends means any bend in Council’s road network that has a design speed less than that identified for the road classification as per Council’s road Hierarchy Policy. Council’s road network means any existing or future proposed road that is controlled by Council.Racing Line means the path a vehicle takes when manoeuvring around a bend; it starts in the outside lane, crosses to the inside lane at the apex of the bend, and then back to the outside lane when exiting the bend.

Racing Line Assessment means assessment of the Safe Stopping Distance (SSD) as per AUSTROADS based on the Racing Line speed.

Definitions

The purpose of a Racing Line Assessment is to determine a safe driveway location based the Stopping Sight Distance (SSD) for a vehicle that takes the racing line when manoeuvring around a bend.

For each small radius bend, the following is to be determined and shown on a drawing:

a) The alignment of the Racing Line. The racing line is based on the middle point of a B99 vehicle and any required widening of the bend in accordance with Queensland Streets Section 2.10;

b) Radius of the racing line;

c) Design Speed based on the radius of the racing line as per Austroads, Guide to Road Design, Part 3, Section 7.4.1, Horizontal Curve Equation, where E+F = 0.35;

d) Safe Stopping Distance for design speed as per Austroads, Guide to Road Design, Part 3, Section 5.3, SSD equation where V = Design Speed, 1.5s reaction time, and d = 0.36;

e) ‘Direct Line of Sight Point’ on the racing line where the driver has a direct line of sight to the middle of the driveway (2.5m from the curb at 1.15m height);

f) ‘Conflict Point’ of vehicle exiting the driveway and the vehicle on the racing line; and,

g) Distance along the racing line between the 'Direct Line of Sight Point' and the 'Conflict Point'.

Racing Line Assessment

Driveway has adequate sight distance if the distance along the racing line between the 'Direct Line of Sight Point' and the 'Conflict Point' is less than the Stopping Sight Distance (SSD) required for the Design Speed of the Racing Line. See Figure D1.21.01 for an example of a Racing Line Assessment.

Table D1.21.02 displays that applicability of racing driveways for the member councils.

Figure D1.215.01 Example of Direct Line of Sight Assessment

Other alternatives, where the layout of allotment prohibits the driveway being located appropriately a number of options exist:

a) Relocating the driveway to an alternative appropriate frontage,

b) Increasing frontage length, or,

c) Raised concrete medians imposed to enforce lane discipline.

Raised concrete medians need to be designed to:

i. Not provide an obstacle to waste collection vehicles (widened road and swept paths required),

ii. Address the articulated vehicles that will need to access the area as part of house construction (to deliver house frames, etcetera), and,

iii. To ensure the driveways on the outside of the curve will have appropriate access.

Council is not in favour of creating allotments that require driveways located opposite intersections (i.e. on kerb section Y-Y on Figure 3.1 AS2890.1) in greenfield sites.

STREET FURNITURE

The designer shall ensure that all proposed street furniture (including street signs) complies with Local Government’s standards. Refer to CMDG Standard Drawings.

Street Furniture

RURAL DESIGN CRITERIA

GENERAL

In addition to the foregoing sections this section specifically applies to all those sites identified as being suited to rural subdivisions and rural residential road networksinclusive of rural home sites and hobby farms types of developments. Refer to Annexure D01A REF _Ref461453115 \h \* MERGEFORMAT Table D01. 21.1 to D01FD1.21.03 for details associated with the relevant Local GovernmentCouncil specific road demands for rural roads.

For geometric design of rural roads, design speeds shall be as nominated in Annexure D01A to D01F unless specified otherwise by Local Government. Developments should be designed with a road layout to achieve the desired speed environment. The use of traffic control devices in lieu of a suitable road layout is not preferred.

Geometric Design

Design speed is to be generally used as the basic parameter of design standards and 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 Road Design – Part 3: Geometric Design.

Design Speed

The minimum carriageway criteria shall be as defined in Annexure D01A to D01F

Carriageway Width

Where appropriate superelevation, widening and centreline shift and their associated transitions are to comply with AUSTROADS Guide to the Road Design – Part 3.

Superelevation, Transitions, Offset Crowns

Scour protection of roadside 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.

Where the table drain is likely to scour, a stone pitched or suitably lined dish drain is to be constructed along the invert. Protection works may involve concrete lined channels, turfing, rock pitching, grass seeding, individually or any combination of these. Also for grades of less than 0.5%, the inverts of the drain are to be lined to prevent siltation.

Geotechnical investigations shall be carried out to determine the level and extent of any protection works prior to proceeding to final design stage.

Roadside Drainage and Table Drains

Roads constructed without kerb and channel, completely in embankment may have zero grade. Maximum grades shall be as nominated in Refer to Annexure D01A to D01F.

Embankment

All rural residential subdivisions will be required to provide concrete edge, within the road reserve, on both sides of roads as a minimum.

Concrete Edging

Access should be limited to one point on to access, collector, trunk collector or arterial road networks.

Access

All rural subdivisions should be designed to restrict access to major roads.

ROAD NETWORK

Rural residential roads are roads within the Local Government area where the adjacent land use is classified as Rural Residential Zone. Note that Rural Residential Road is not a road classification but a road environment. Rural Residential Road could be a Rural Collector Road or a Rural Local Road.

Rural Residential Road

HORIZONTAL AND VERTICAL ALIGNMENT

Horizontal and vertical curves are to be designed generally to the requirements of AUSTROADS Guide to the Road Design – Part 3: Geometric Design. 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.

Horizontal & Vertical Alignments

INTERSECTIONS

1.Intersections should generally be designed in accordance with the publication AUSTROADS Guide to Road Design –

· Part 4: Intersections and Crossing – General

· Part 4A: Unsignalised and signalised intersections

2.Adequate sight distance should be provided at intersections both horizontally and vertically. Each intersection location shall be examined for conformance with the criteria for Approach Sight Distance (ASD), Minimum Gap Sight Distance (MGSD)Entering Sight Distance (ESD) and Safe Intersection Sight Distance (SISD). Refer to AUSTROADS Guide to Road Design - Part 4A: Unsignalised and signalised intersections.

Sight Distance

LIGHTING

The objective of road lighting in the rural area is to pr