VicRoad Guardrail Standard Drawings and Notes

ISSUE
BARRIER POR CAN BE ACHIEVED

WITHIN THE TERMINAL LENGTH.
MINIMUM
MINIMUM
POR
POR
GATING SECTION OR
DEVELOPMENT LENGTH
(REFER G.R.E.A.TS FOR EXAMPLE)
D.C
DATE
AMENDMENT
05/14
TITLE BLOCK, INCLUDE ALL BARRIERS, TABLE A, NOTES
GATING SECTION OR
DEVELOPMENT LENGTH
BARRIER LENGTH OF REDIRECTION (LOR) (REFER SD 3500)
Z [a]
APPD
[L]
HAZARD AREA OR WORKZONE
SHORTHAND (REFER SD 3500)
RUNOUT AREA
(REFER SD 3571 AND 3573
FOR GRADING DETAILS)
(SEE NOTE 5)
SEE NOTE 8
(SEE NOTE 5)
CURVE LENGTH
REQUIRED POINT OF NEED
f
C
1
2
:
1 G
U
AR
DF
E
N
C
E
(
R
E
F
E
R AG
R
DP
AR
T6
)
LINE A
DEPARTURE TERMINAL
2.
0m
MI
NI
MUM
E
N
I
TL
U
O
N
U
R
5m FOR GUARD FENCE
MINIMUM CURVE RADIUS

SLOPE 10 TO 1 OR FLATTER
T
E
R
MI
N
AL
SPECIFIC TO BARRIER TYPE
REFER SD 3571 AND 3573
RECOVERABLE TERRAIN
FOR LIMIT OF GRADING
6:1 OR FLATTER (5:1 FOR GUARD FENCE)
(SEE NOTE 9)
SHOULDER
DIRECTION OF TRAFFIC
OPPOSING
TRAFFIC DIRECTION
TABLE A - LENGTH "Z" FOR LINE A SAFETY BARRIERS (m) (SEE NOTE 4, 6 AND 7)
PROTECTED WIDTH "B" (m)
SPEED (km/h)
15
13
11
REDUCED POST SPACING DISTANCES
2.5
110
100
90
110
100
90
110
100
90
110
100
90
110
100
90
110
100
90
110
100
90
110
100
90
110
100
90
110
100
90
110
100
90
0.5*
85
75
65
80
70
65
80
70
65
75
65
60
70
60
55
65
60
55
60
55
50
55
50
50
50
45
45
40
40
40
45
40
40
1*
80
70
65
80
70
65
75
65
60
70
60
55
65
60
55
60
55
50
55
50
45
50
45
45
45
40
40
35
35
35
35
35
35
"A"
2*
75
65
60
75
65
60
65
60
55
60
55
50
55
50
45
50
45
45
45
40
40
40
35
35
30
30
25
30
30
30
30
25
25
SAFETY BARRIER
70
60
55
65
60
55
60
55
50
55
45
45
50
45
40
40
40
35
35
30
30
30
25
25
25
25
25
25
20
20
OFFSET FROM
65
55
50
60
50
50
55
45
45
45
40
35
40
35
30
35
30
30
25
25
20
60
50
50
55
45
45
45
40
35
35
30
30
30
25
25
25
20
20
20
20
15
(m)
55
45
45
50
40
40
40
35
30
30
25
25
20
20
20
20
15
15
50
40
40
45
35
35
35
30
25
20
20
15
15
15
15
45
35
35
35
30
30
25
25
20
15
15
15
35
35
30
30
25
25
20
15
15
TABLE A IS CALCULATED USING THE
VEHICLES/DAY
10
30
30
25
25
20
20
15
15
15
AGRD PART 6 RUN-OUT LENGTH METHOD
(AADT)**
11
25
25
20
15
15
15
12
13
14
VEHICLES
/DAY
(AADT)
FACTOR
20
15
15
1.0
20
15
15
1.0
15
15
15
AND Lr VALUES FROM AASHTO 2011.
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
Z
2
Y =
Z
- CURVE LENGTH
2
1.0
1.0
0.92 0.89 0.85
0.92 0.89 0.85
0.92 0.89 0.85
0.92 0.89 0.85
0.92 0.89 0.85
0.92 0.89 0.85
0.92 0.89 0.85
0.92 0.89 0.85
0.92 0.89 0.85
0.92 0.89 0.85
0.92 0.89 0.85
1,000-5,000
(X)
0.81 0.78 0.76
0.81 0.78 0.76
0.81 0.78 0.76
0.81 0.78 0.76
0.81 0.78 0.76
0.81 0.78 0.76
0.81 0.78 0.76
0.81 0.78 0.76
0.81 0.78 0.76
0.81 0.78 0.76
0.81 0.78 0.76
1,000
(X)
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.69 0.68
1.0
1.0
0.69 0.68
1.0
1.0
1.0
0.69 0.68
NOTES:
1.0
1.0
ACCORDANCE WITH AASHTO

2011.
1.0
0.69 0.68
1.0
1.0
1.0
1.0
0.69 0.68
1.0
1.0
1.0
0.69 0.68
1.0
B - A +
CURVE LENGTH
1.0
FLARE RATE IN ACCORDANCE

WITH AGRD PART 6 OR
2f
Z =
(X)
0.69 0.68
1.0
WITH AADT FACTOR BELOW
(X)
0.69 0.68
1.0
AND LESS THAN 90km/h.
10,000
0.69 0.68
1.0
10m
Lr: RUN-OUT LENGTH VALUES IN

X =
** "Z" VALUES MAY BE MULTIPLIED
5,000-10,000
0.69 0.68
1.0
WRSB
10m
f:
OPERATING SPEEDS EQUAL TO
REFER VRS TO AGRD PART 6.
15
30m MINIMUM
ADOPT 90km/h Z VALUES FOR
REQUIRE RELEVANT AUTHORITY.
15
GUARD FENCE
X, Y AND Z VALUES
*OFFSETS LESS THAN 3.0m
15
SAFETY BARRIER
L
10m
10m
TRAFFIC LANE
10,000
HAZARD
AASHTO 2011.
B
1
+
2f
Lr
CURVE LENGTH:
RESULT OF
FLARE RATE AND MINIMUM

CURVE RADIUS. SHOULD
MATCH BARRIER UNIT
0.69 0.68
LENGTH. (e.g. GF= 5m)
6. VALUES OF X, Y AND Z MAY ALSO BE CALCULATED FROM THE X, Y AND Z FIGURE USING Lr VALUES SPECIFIED IN AGRD PART 6 OR AASTO
1. SAFETY BARRIER TERMINOLOGY, SHORTHAND AND GENERAL REQUIREMENTS SHALL BE IN ACCORDANCE WITH SD 3500.
2. ALIGNMENT DETAILS IN THIS DRAWING APPLY TO ALL ACCEPTED SAFETY BARRIER PRODUCTS, WITH THE EXCEPTION OF WRSB WHICH SHALL
2011. VALUES SHALL BE A MULTIPLE OF THE SAFETY BARRIER UNIT LENGTH (e.g. 5m FOR GUARD FENCE) AND ROUNDED UP TO SUIT.
7. FOR OTHER AADT VOLUMES, "Z" VALUES IN TABLE A MAY BE MULTIPLIED BY THE AADT FACTOR IN TABLE A AND ROUNDED TO THE CLOSEST
REFER TO SD 3573 FOR FLARED TERMINALS.
WHOLE BARRIER UNIT LENGTH.
VALUES CALCULATED FROM THE X, Y AND Z VALUES FIGURE ALREADY CONSIDER AADT VOLUMES AND SHALL
NOT USE AADT FACTORS IN TABLE A. FUTURE TRAFFIC VOLUMES AT THE SITE SHALL BE CONSIDERED WHEN USING AADT FACTORS IN TABLE A.
3. DETAILS IN THIS DRAWING ARE FOR BARRIERS ON STRAIGHT SECTIONS OF ROAD. "Z" VALUES FOR CURVED SECTIONS OF ROAD SHALL USE THE
"RUN-OUT LENGTH METHOD" IN ACCORDANCE WITH AGRD PART 6, SECTION 6.3.19 OR AASHTO 2011.
8. DEPARTURE TERMINALS (e.g. TRAILING TERMINAL) MUST NOT BE LOCATED WITHIN THE CLEAR ZONE OF OPPOSING TRAFFIC. IF THE TERMINAL IS TO
BE LOCATED WITHIN OPPOSING TRAFFIC CLEAR ZONE, USE AN APPROVED APPROACH TERMINAL. REFER RDN 06-04.
4. VALUES OF "Z" IN TABLE A ARE MINIMUM VALUES CALCULATED FROM A CURVE LENGTH OF 5m WITH APPROXIMATELY A 60m RADIUS AND
FLARE RATE OF 12:1.
SEE NOTE 6 FOR APPLICATION WITH OTHER BARRIER TYPES AND RESTRICTIONS. SEE NOTE 7 FOR OTHER AADT VOLUMES.
9. AN OBSTACLE-FREE AREA OF AT LEAST 2m WIDE WITH A SLOPE NO STEEPER THAN 10 TO 1 SHALL BE PROVIDED IN FRONT OF THE BARRIER.
IDEALLY, THIS FLAT AREA SHOULD COVER THE FULL WIDTH FROM EDGE OF VERGE TO BARRIER.
5. DIMENSIONS X AND Y ARE CALCULATED FROM Z VALUES. X=Z/2 AND Y=(Z/2)-CURVE LENGTH, IN ACCORDANCE WITH THE X, Y AND Z FIGURE.
MINIMUM X VALUE IS 5m FOR GUARD FENCE AND 10m FOR WRSB.
10.REDUCED POST SPACING MINIMUM DISTANCES FOR GUARD FENCE AND WRSB, SHALL BE IN ACCORDANCE WITH THE REDUCED POST SPACING
Vi
cRoads Drawi
ng No.720272
DISTANCES FIGURE.
REFERENCES AND NOTES:
VICROADS SUPPLEMENTS TO AGRD
1. ALL DIMENSIONS ARE IN MILLIMETRES UNLESS SHOWN OTHERWISE.
AUSTROADS GUIDE TO ROAD DESIGN PART 6
2. SAFETY BARRIER TERMINOLOGY, SHORTHAND AND GENERAL REQUIREMENTS SHALL BE IN
RDN 06-02
USE OF WIRE ROPE SAFETY BARRIERS
RDN 06-04
ACCEPTED SAFETY BARRIER PRODUCTS
SD 3501, 4311
LOCATION
ROAD SAFETY BARRIERS
TECHNICAL
PROCEDURES
SERVICES
ACCORDANCE WITH SD 3500.

3. SAFETY BARRIERS SHALL BE VICROADS ACCEPTED PRODUCTS IN ACCORDANCE WITH RDN 06-04.
RDN 06-08
4. RUNOUT AREA REQUIREMENTS IN ACCORDANCE WITH SD 3571 AND 3573.
AASHTO 2011 ROADSIDE DESIGN GUIDE

SD 3500
USE OF STEEL GUARD FENCE
TERMINOLOGY, SHORTHAND AND GENERAL

REQUIREMENTS
SD 3502
OFFSET TO KERB
SAFETY BARRIER (LINE A)
AND SHOULDER
SD 3511
LINE A
SD 3571, 3573 RUNOUT AREA
ALIGNMENT DETAILS
3 PROSPECT HILL ROAD

CAMBERWELL
VICTORIA 3124
PHONE (03) 9811 8355
FAX (03) 9811 8329
STANDARD DRAWING
NOT TO SCALE
SD NO.
APPROVED
D.CASSAR
8/5/14
SD 3511
ISSUE
ISSUE
APPD
BARRIER POR CAN BE ACHIEVED
MINIMUM
WITHIN THE TERMINAL LENGTH

GATING SECTION OR
DEVELOPMENT LENGTH
(REFER G.R.E.A.TS FOR EXAMPLE)
DATE
D.C
11/13
AMENDMENT
TITLE BLOCK, INCLUDE ALL BARRIERS, TABLE B, NOTES
MINIMUM
POR
POR
BARRIER LENGTH OF REDIRECTION (LOR) (REFER SD 3500)
Z [a]
Z [d]
(OPPOSITE DIRECTION)
[L]
SPECIFIC TERMINALS MAY BE
GATING SECTION OR
DEVELOPMENT LENGTH
SHORTHAND (REFER SD 3500)

RUNOUT AREA
OFFSET FLARED (NOT CURVED)
(REFER SD 3571 AND 3573
TO ACHIEVE Z VALUE
T
U
O
N
U
R
NON RECOVERABLE TERRAIN
FOR GRADING DETAILS)
REDUCTIONS. REFER PRODUCT
E
N
I
L
HAZARD AREA
RUNOUT AREA
OR WORKZONE
(REFER SD 3571 AND 3573 FOR

GRADING DETAILS)
SPECIFIC DOCUMENTS.
LINE B
E
N
I
L
SHOULDER
(OPPOSITE DIRECTION)
A
T
U
O
N
U
R
TERMINAL
TERMINAL

(ONE DIRECTION ONLY)
OPPOSING
TRAFFIC DIRECTION
NOTES:
6. VALUES OF "Z" IN TABLE B ARE MINIMUM LENGTHS BASED ON 5m GUARD FENCE UNIT
LENGTHS. "Z" VALUES SHALL BE A MULTIPLE OF THE SAFETY BARRIER UNIT LENGTH AND
ROUNDED UP TO SUIT. SEE NOTE 7 FOR OTHER AADT VOLUMES AND TABLE B FOR SPECIFIC
REDUCED POST SPACING DISTANCES
2. IN SOME LOCATIONS THE TERRAIN NEAR THE HAZARD CAN BE FLATTENED, ENABLING A LINE A
CALCULATION OF "Z" VALUES.
(SD 3511) SAFETY BARRIER INSTALLATION CLOSE TO THE HAZARD.

7. VALUES OF "Z" MAY ALSO BE CALCULATED USING THE RUN-OUT LENGTH EQUATION IN TABLE
HAZARD
SAFETY BARRIER
3. ALIGNMENT DETAILS IN THIS STANDARD DRAWING APPLY TO ALL ACCEPTED LONGITUDINAL
B AND RUN-OUT LENGTH VALUES (Lr) SPECIFIED IN AGRD PART 6 OR AASHTO 2011.
SAFETY BARRIER PRODUCTS.
10m
GUARD FENCE
8. FOR OTHER AADT VOLUMES, "Z" VALUES IN TABLE B MAY BE MULTIPLIED BY THE AADT
4. DETAILS IN THIS DRAWING ARE FOR BARRIERS ON STRAIGHT SECTIONS OF ROAD. "Z" VALUES
30m MINIMUM
WRSB
10m
10m
10m
FACTOR IN TABLE B AND ROUNDED TO THE CLOSEST WHOLE BARRIER UNIT LENGTH. VALUES
FOR CURVED SECTIONS OF ROAD SHALL BE DETERMINED IN ACCORDANCE WITH AGRD PART 6 OR
CALCULATED USING THE EQUATION IN TABLE B AND Lr ALREADY CONSIDER AADT VOLUMES
AASHTO 2011.
AND SHALL NOT USE AADT FACTORS IN TABLE B. FUTURE TRAFFIC VOLUMES AT THE SITE
SHALL BE CONSIDERED WHEN USING AADT CORRECTION FACTORS IN TABLE B.
5. DEPARTURE TERMINALS (e.g. TRAILING TERMINAL) MUST NOT BE LOCATED WITHIN THE CLEAR
ZONE OF OPPOSING TRAFFIC. IF THE TERMINAL IS TO BE LOCATED WITHIN OPPOSING TRAFFIC
9. REDUCED POST SPACING MINIMUM DISTANCES FOR GUARD FENCE AND WRSB, SHALL BE IN
CLEAR ZONE, USE AN APPROVED APPROACH TERMINAL. REFER RDN 06-04.
ACCORDANCE WITH THE REDUCED POST SPACING DISTANCES FIGURE.
TABLE B - LENGTH "Z" FOR ALL LINE B SAFETY BARRIERS (m) (SEE NOTE 6)
PROTECTED WIDTH "B" (m)
SPEED (km/h)
15
13
11
120
110
100
120
110
100
120
110
100
120
110
100
120
110
100
90
120
110
100
90
120
110
100
90
80
120
110
100
90
80
70
120
110
100
90
80
70
60
120
110
100
90
80
70
60
50
0*
120
115
95
130
110
95
130
110
95
130
110
95
130
110
95
85
130
110
95
85
130
110
95
85
70
130
110
95
85
70
60
130
110
95
85
70
60
50
130
110
95
85
70
60
50
35
0.5*
115
110
90
125
110
90
125
105
90
120
105
90
120
105
90
80
120
105
85
80
120
105
85
75
65
115
100
85
75
65
55
115
100
80
75
65
55
45
110
95
80
70
60
50
45
30
"A"
1*
110
105
85
120
105
85
120
100
85
115
100
85
115
100
80
75
110
95
80
70
110
95
80
70
60
105
90
75
65
60
50
100
85
70
65
55
45
40
85
75
65
55
50
40
35
25
SAFETY BARRIER
2*
105
100
80
110
95
80
105
90
75
100
90
75
100
85
70
65
95
80
65
60
85
75
65
55
50
85
70
55
50
45
45
65
55
50
45
35
30
25
55
45
40
35
30
25
OFFSET FROM
95
90
75
100
85
70
95
80
70
85
75
65
80
70
60
55
75
65
55
50
65
55
50
45
35
TRAFFIC LANE
90
85
70
90
80
65
85
70
60
75
65
55
65
55
50
45
55
50
40
35
45
40
35
30
25
(m)
80
75
65
80
70
60
70
60
50
60
50
45
50
45
35
35
40
35
30
25
70
70
55
70
60
50
60
50
45
45
40
35
35
30
25
25
65
60
50
60
55
45
50
40
35
30
25
25
55
55
45
50
45
35
35
30
25
VEHICLES/DAY
10,000
50
45
40
40
35
30
25
20
20
(AADT)
10
40
40
35
30
30
25
11
35
30
25
20
20
20
12
25
25
20
13
20
20
20
1.0
1.0
1.0
DESIGN
VEHICLES
/DAY
FACTOR
(AADT)
Z =
E.G: "Z" = 60x0.69 = 41.4 (40m)

1,000 AADT
Lr
60
50
120
110
100
90
80
70
60
50
0*
125
110
90
80
70
60
50
35
125
110
90
80
70
60
50
35
0.5*
95
85
70
60
55
45
35
25
65
55
45
40
35
30
25
20
1*
65
55
45
40
35
30
25
20
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
WITH AADT CORRECTION FACTOR BELOW

AS PER EXAMPLE
0.92 0.92 0.89
0.92 0.92 0.89
0.92 0.92 0.89 0.85
0.92 0.92 0.89 0.85
0.92 0.92 0.89 0.85 0.83
0.92 0.92 0.89 0.85 0.83 0.82
0.92 0.92 0.89 0.85 0.83 0.82 0.81
0.92 0.92 0.89 0.85 0.83 0.82 0.81
0.8
1,000-5,000
(X)
0.81 0.81 0.78
0.81 0.81 0.78
0.81 0.81 0.78
0.81 0.81 0.78
0.81 0.81 0.78 0.76
0.81 0.81 0.78 0.76
0.81 0.81 0.78 0.76 0.73
0.81 0.81 0.78 0.76 0.73 0.71
0.81 0.81 0.78 0.76 0.73 0.71 0.71
0.81 0.81 0.78 0.76 0.73 0.71 0.71
0.7
1,000
(X)
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
1.0
70
0.92 0.92 0.89
0.69
1.0
80
0.92 0.92 0.89
0.7
1.0
90
(X)
0.69
1.0
100
(X)
0.7
1.0
110
10,000
0.69
1.0
120
5,000-10,000
0.7
1.0
(B - A)
Z VALUES ABOVE MAY BE MULTIPLIED
(ROUND TO CLOSEST UNIT LENGTH)

1.0
2
RUN-OUT LENGTH EQUATION
FOR
1.0
*OFFSETS BELOW 3.0M REQUIRE VICROADS APPROVAL. REFER VRS TO AGRD PART 6
0.69
1.0
1.0
0.7
1.0
1.0
0.69 0.68
1.0
1.0
0.7
1.0
1.0
1.0
0.69 0.68
1.0
0.7
1.0
1.0
1.0
0.69 0.68 0.67
1.0
1.0
0.7
1.0
1.0
1.0
1.0
0.69 0.68 0.67 0.66
0.7
0.69 0.68 0.67 0.66 0.64
0.7
1.0
0.69 0.68 0.67 0.66 0.64 0.63
Vi
cRoads Drawi
ng No.720273
TABLE B IS CALCULATED USING THE AGRD PART 6 RUN-OUT LENGTH METHOD AND Lr VALUES FROM AASHTO 2011. REFER AGRD PART 6 FOR METHODOLOGY.
VICROADS SUPPLEMENTS TO AGRD
AUSTROADS GUIDE TO ROAD DESIGN PART 6
RDN 06-02
USE OF WIRE ROPE SAFETY BARRIERS
RDN 06-04
SD 3501, 4311
LOCATION
TECHNICAL
PROCEDURES
SERVICES

3. SAFETY BARRIERS SHALL BE VICROADS ACCEPTED PRODUCTS IN ACCORDANCE WITH RDN 06-04.
RDN 06-08
4. LINE A SHALL BE CONSIDERED IN ALL CASES BEFORE LINE B. REFER SD 3511 OR 3573.
AASHTO 2011 ROADSIDE DESIGN GUIDE
5. RUNOUT AREA REQUIREMENTS IN ACCORDANCE WITH SD 3571 AND 3573.
SD 3500
USE OF STEEL GUARD FENCE
TERMINOLOGY, SHORTHAND AND GENERAL

REQUIREMENTS
SD 3502
OFFSET TO KERB
SAFETY BARRIER (LINE B)
AND SHOULDER
SD 3511
LINE A
SD 3571, 3573 RUNOUT AREA
ALIGNMENT DETAILS

CAMBERWELL
VICTORIA 3124
PHONE (03) 9811 8355
STANDARD DRAWING
NOT TO SCALE
SD NO.
APPROVED
FAX (03) 9811 8329
R.GORDON
24/02/94
SD 3521
ISSUE
ISSUE
2500
APPD
2500
D.C
DATE
05/14
AMENDMENT
TITLE BLOCK, SCALE, HEIGHT OF BARRIER

DELINEATOR ON PLASTIC BRACKET TO FACE
1000
1000
1000
1000
1000
TRAFFIC AT 12.5M CENTRES. REFER COLOUR
SPLICE BOLT
OPTIONS IN TRAFFIC ENGINEERING MANUAL VOL2.
POST BOLT
759
50
75
GUARD FENCE
38
1800
86
(
SEE NOTE 3)
500 MIN
584
178
TO TOP OF POST
STEEL W-BEAM
1800
740
STANDARD
584
178
350
BLOCK BOLT
EDGE OF SHOULDER
OR BACK OF KERB
INTERMEDIATE POST AT
SURFACING AS SPECIFIED
2500 SPACING AS SPECIFIED
(REFER SD 3503)
STEEL POST
(REFER SD 3502)
50
CONCRETE MAINTENANCE STRIP
WHEN SPECIFIED
ELEVATION
76
SECTION A-A
178
400
75mm THICK CONCRETE
BLOCK BOLT
FULL FACE OF CHANNEL
300 INTERMEDIATE
SECTION FACING DIRECTION
POST BACKING RAIL
300
POSTS TO BE FIXED WITH
DETAIL OF CONCRETE
POST DETAIL
MAINTENANCE STRIP
OF ADJACENT TRAFFIC
AROUND POST
POST BOLT
EXPANSION JOINT (CORK OR
APPROVED ALTERNATIVE)
PLAN
NOTES:
1.
IN HIGH SPEED AREAS, IT IS PREFERABLE NOT TO USE KERB IN CONJUNCTION

WITH GUARD FENCE. IN VERY LOW SPEED AREAS BARRIER KERBING MAY BE
USED TO DEFLECT VEHICLES APPROACHING THE GUARD FENCE. REFER SD 3502.
300
MAIN POST
2.8
36
8
1 POST BOLT
16
2 BLOCK BOLTS
M16 METRIC
19 x 64
COARSE
14.5 RAD
CLEARANCE FROM FACE OF W-BEAM TO UNYEILDING HAZARDS FOR A POST

SPACING OF 2.5m SHALL BE AT LEAST 1m. POST SPACING IS TO BE REDUCED TO
8 OVERSIZE NUTS
1m WHERE CLEARANCE TO AN UNYEILDING HAZARD IS 1m-0.5m. REDUCED POST
3 M16 NUTS
SPACING SHALL EXTEND AT LEAST 10m EITHER SIDE OF THE HAZARD AREA.
24
SLOTTED HOLE
2.
8 SPLICE BOLTS
32
2mm
OVAL
5 RAD
CHAMFER
SHOULDER
3.
WHERE THE FACE OF W-BEAM IS ERECTED WITHIN 0 TO 1m BEHIND THE BACK OF
INTERMEDIATE
1 POST BOLT
POST
2 BLOCK BOLTS
KERB, THE MOUNTING HEIGHT SHALL BE MEASURED FROM THE LIP OF KERB. WHEN
3 M16 NUTS
LOCATED WITHIN 1.5m FROM EDGE OF CARRIGEWAY WITHOUT KERB (TYPICALLY
1 BACKING RAIL
EDGE LINE), THE MOUNTING HEIGHT SHALL BE MEASURED FROM EDGE OF

CARRIGEWAY. FOR DISTANCES BEYOND THIS, THE MOUNTING HEIGHT SHALL BE
SPLICE BOLT
OVAL SHOULDER
INTERMEDIATE POST
MEASURED FROM NOMINAL GROUND SURFACE DIRECTLY BELOW W-BEAM RAIL.
BOLT SCHEDULE
BACKING RAIL
4.
(W-BEAM PROFILE)
18
SLOTTED
24
DIA HOLES
HOLE
M16
175
M16
14.5
350
32
6.
7.
BOLTS TO BE SNUG TIGHTENED TO AS 4100.
8.
BOLTS AND NUTS SHALL BE OF THE FOLLOWING CLASSES: POST BOLT & BLOCK
OVER SIZE NUT
BLOCK BOLT
POST BOLT
M16 NUT
BACK
50
BOLT CLASS 4.6. M16 NUT CLASS 5 AND SPLICE BOLT & OVERSIZE M16 NUT
50
FRONT
ALL POSTS, BLOCKS, NUTS & BOLTS SHALL BE HOT DIP GALVANIZED TO AS/NZS
4680. HOLES TO BE DRILLED BEFORE GALVANIZING.
38
35
ALL POSTS AND BLOCKS SHALL BE 178 x 76 x 6mm COLD ROLLED STEEL
CHANNEL SECTION GRADE 250 MIN.
2 NO 18
250
175
5.
19 x 64
PAVEMENT DRAINS SHALL BE LOCATED CLEAR OF AREAS AFFECTED BY GUARD

FENCE POSTS.
76
CLASS 8.8.
9.
BLOCK DETAIL
WASHERS ARE NOT TO BE PROVIDED.
Vi
cRoads Drawi
ng No.720279
(SPLICE BOLT)
AS 4100
AS/NZS 4680 HOT-DIP GALVANIVED COATINGS ON...
STEEL STRUCTURES
2. GUARD FENCE TO BE MANUFACTURED IN ACCORDANCE WITH VICROADS STANDARD SECTION 708.
RDN 06-04
RDN 06-08
THE USE OF GUARD FENCE
TECHNICAL
SD 3501
GUARD FENCE LOCATION PROCEDURE
SD 3502
BARRIER OFFSET GUIDELINES
SD 3503
CONCRETE MAINTENANCE STRIPS
VICROAD STANDARD SECTION 708 - STEEL GUARD FENCE
SERVICES
GUARD FENCE (TYPE B)

ARRANGEMENT DETAIL

CAMBERWELL
VICTORIA 3124
PHONE (03) 9811 8355
STANDARD DRAWING
NOT TO SCALE
SD NO.
APPROVED
FAX (03) 9811 8329
R.GORDON
1/10/93
SD 3661
ISSUE
ISSUE
2500
APPD
2500
D.C
DATE
05/14
AMENDMENT
TITLE BLOCK, SCALE, HEIGHT OF BARRIER

DELINEATOR ON PLASTIC BRACKET TO FACE
1000
1000
1000
1000
1000
TRAFFIC AT 12.5M CENTRES. REFER COLOUR
SPLICE BOLT
OPTIONS IN TRAFFIC ENGINEERING MANUAL VOL2.
POST BOLT
759
50
75
GUARD FENCE
38
1800
86
(
SEE NOTE 3)
500 MIN
584
178
TO TOP OF POST
STEEL W-BEAM
1800
740
STANDARD
584
178
350
BLOCK BOLT
EDGE OF SHOULDER
OR BACK OF KERB
SURFACING AS SPECIFIED
(REFER SD 3503)
STEEL POST
(REFER SD 3502)
50
CONCRETE MAINTENANCE STRIP
WHEN SPECIFIED
ELEVATION
76
SECTION A-A
178
400
75mm THICK CONCRETE
BLOCK BOLT
FULL FACE OF CHANNEL
300 INTERMEDIATE
SECTION FACING DIRECTION
POST BACKING RAIL
300
POSTS TO BE FIXED WITH
DETAIL OF CONCRETE
POST DETAIL
MAINTENANCE STRIP
OF ADJACENT TRAFFIC
AROUND POST
POST BOLT
EXPANSION JOINT (CORK OR
APPROVED ALTERNATIVE)
PLAN
NOTES:
1.
IN HIGH SPEED AREAS, IT IS PREFERABLE NOT TO USE KERB IN CONJUNCTION

WITH GUARD FENCE. IN VERY LOW SPEED AREAS BARRIER KERBING MAY BE
USED TO DEFLECT VEHICLES APPROACHING THE GUARD FENCE. REFER SD 3502.
300
MAIN POST
2.8
36
8
1 POST BOLT
16
2 BLOCK BOLTS
M16 METRIC
19 x 64
COARSE
14.5 RAD
CLEARANCE FROM FACE OF W-BEAM TO UNYEILDING HAZARDS FOR A POST

SPACING OF 2.5m SHALL BE AT LEAST 1m. POST SPACING IS TO BE REDUCED TO
8 OVERSIZE NUTS
1m WHERE CLEARANCE TO AN UNYEILDING HAZARD IS 1m-0.5m. REDUCED POST
3 M16 NUTS
SPACING SHALL EXTEND AT LEAST 10m EITHER SIDE OF THE HAZARD AREA.
24
SLOTTED HOLE
2.
8 SPLICE BOLTS
32
2mm
OVAL
5 RAD
CHAMFER
SHOULDER
3.
WHERE THE FACE OF W-BEAM IS ERECTED WITHIN 0 TO 1m BEHIND THE BACK OF
INTERMEDIATE
1 POST BOLT
POST
2 BLOCK BOLTS
KERB, THE MOUNTING HEIGHT SHALL BE MEASURED FROM THE LIP OF KERB. WHEN
3 M16 NUTS
LOCATED WITHIN 1.5m FROM EDGE OF CARRIGEWAY WITHOUT KERB (TYPICALLY
1 BACKING RAIL
EDGE LINE), THE MOUNTING HEIGHT SHALL BE MEASURED FROM EDGE OF

CARRIGEWAY. FOR DISTANCES BEYOND THIS, THE MOUNTING HEIGHT SHALL BE
SPLICE BOLT
OVAL SHOULDER
INTERMEDIATE POST
MEASURED FROM NOMINAL GROUND SURFACE DIRECTLY BELOW W-BEAM RAIL.
BOLT SCHEDULE
BACKING RAIL
4.
(W-BEAM PROFILE)
18
SLOTTED
24
DIA HOLES
HOLE
M16
175
M16
14.5
350
32
6.
7.
BOLTS TO BE SNUG TIGHTENED TO AS 4100.
8.
BOLTS AND NUTS SHALL BE OF THE FOLLOWING CLASSES: POST BOLT & BLOCK
OVER SIZE NUT
BLOCK BOLT
POST BOLT
M16 NUT
BACK
50
BOLT CLASS 4.6. M16 NUT CLASS 5 AND SPLICE BOLT & OVERSIZE M16 NUT
50
FRONT
ALL POSTS, BLOCKS, NUTS & BOLTS SHALL BE HOT DIP GALVANIZED TO AS/NZS
4680. HOLES TO BE DRILLED BEFORE GALVANIZING.
38
35
ALL POSTS AND BLOCKS SHALL BE 178 x 76 x 6mm COLD ROLLED STEEL
CHANNEL SECTION GRADE 250 MIN.
2 NO 18
250
175
5.
19 x 64
PAVEMENT DRAINS SHALL BE LOCATED CLEAR OF AREAS AFFECTED BY GUARD

FENCE POSTS.
76
CLASS 8.8.
9.
BLOCK DETAIL
WASHERS ARE NOT TO BE PROVIDED.
Vi
cRoads Drawi
ng No.720279
(SPLICE BOLT)
AS 4100
AS/NZS 4680 HOT-DIP GALVANIVED COATINGS ON...
STEEL STRUCTURES
2. GUARD FENCE TO BE MANUFACTURED IN ACCORDANCE WITH VICROADS STANDARD SECTION 708.
RDN 06-04
RDN 06-08
THE USE OF GUARD FENCE
TECHNICAL
SD 3501
GUARD FENCE LOCATION PROCEDURE
SD 3502
BARRIER OFFSET GUIDELINES
SD 3503
CONCRETE MAINTENANCE STRIPS
VICROAD STANDARD SECTION 708 - STEEL GUARD FENCE
SERVICES
GUARD FENCE (TYPE B)

ARRANGEMENT DETAIL

CAMBERWELL
VICTORIA 3124
PHONE (03) 9811 8355
STANDARD DRAWING
NOT TO SCALE
SD NO.
APPROVED
FAX (03) 9811 8329
R.GORDON
1/10/93
SD 3661
ISSUE
REVISION 1 JANUARY 2014
DETAIL SHEET
W BEAM GUARD FENCE
Details
Category:
Longitudinal
Sub Category:
Semi Rigid
Main Material:
Steel
Ownership
Public Domain
Supplier:
Public Domain
Gating/Non Gating: NA
Redirective/
Non Redirective:
Redirective
Permanent/
Temporary:
Permanent
Description
W Beam is a semi rigid steel rail barrier system with
a double wave profile. The w beam rail is supported
by a blockout attached to steel posts. The system is
commonly referred to as the public domain strong
post W Beam system or the G4 W Beam system
(different from the American G4 W Beam).
NOTE: BOLT DOWN APPLICATIONS TO A
FOUNDATION REQUIRE STRUCTURAL DESIGN &
PROOF ENGINEERING BY A VICROADS
PREQUALIFIED DESIGN CONSULTANT.
Drawing
Accepted Test Level

Deemed to comply with NCHRP 350 to Test Level 3
(TL3): 100km/h
stiffened by reducing the post spacing to 1.0m.

Refer to Road Design Note 06 08 The Use of
Guard Fence (pending).
Design
Design should be undertaken in accordance with

VicRoads Standard Specification for Roadworks
Section 708 Steel Beam Guard Fence and
relevant VicRoads Standard Drawings for
Roadworks.
Height Correction
Post Embedment
Posts need to be driven to a sufficient depth in

order to achieve the required stiffness to redirect
vehicles in a crash. Refer to VicRoads Standard
Drawing SD3661.
If the desired post depth cannot be achieved, a

plate and post assembly may be fixed to the
concrete foundation.
End Treatments
Bolt down applications to a foundation require

structural design & proof engineering by a
VicRoads prequalified design consultant.
Length of Redirection (LoR)
The LoR of the W Beam System depends on the

specific site conditions.
Refer to VicRoads Standard Drawings SD3511
and SD3521 for specific rail length and offset
requirements.
The minimum length of redirection allowable for
W Beam guard fence is 30m excluding end
treatments. At lengths less than this the barrier
has insufficient strength to resist impacts.
Offset from Kerbing
The required offset for W Beam guard fence

depends on the type of kerb or shoulder present.
Guidelines regarding guard fence offsets is
summarised in Table 1 below. Refer to VicRoads
Standard Drawing SD3502 for details.
Kerb Type or
Shoulder
Barrier Kerb
Guard Fence Offset
Guard fence either in front of kerb or

3m behind kerb
Semi Mountable Guard fence either 0 1m behind kerb
Kerb
or 3m behind kerb
Mountable Kerb
No Restrictions
Shoulder
Width 3m: generally 0 1m behind
shoulder
Width
2.5m:
0.5 1m
behind
shoulder
Table 1: Offset Requirements
Deflection
Where the face of the guard fence is erected

within 0 to 1m behind the back of kerb or within
1.5m from edge of pavement without kerb, the
mounting height shall be measured from the
adjacent road pavement surface.
Australian Standard AS3845: 1999 nominates a

dynamic deflection of 1.0 m under NCHRP 350
TL 3 conditions.
In constrained locations where deflection must
be minimised, the barrier system can be
For distances beyond 1.5m from back of kerb,

the mounting height shall be measured from the
ground surface at the guard fence location.
Any of the appropriate accepted proprietary end

treatments are suitable with public domain guard
fence.
The trailing terminal may be used on the
departure side providing the site meets the
restrictions placed on this end treatment.
Restrictions on the use of any of the end
treatments can be found in the relevant End
Treatment Design Sheet.
Limitations
The cross slope shall be not greater than 10%

for the area between the edge of travelled way
and the barrier.
An obstacle free area at least 2m wide with a
slope not steeper than 10 to 1 shall be provided
in front of the guard fence. Preferably, this flat
area should cover the full width from the edge of
verge to the guard fence.
If kerbing is required in front of system then
mountable kerbing is preferred.
Trailing terminals must not be located within the
clear zone of opposing traffic.
Installation & Maintenance
Parts to be re used after impact: Undamaged

sections
Parts to be replaced after Impact: W Beam,
blockout and posts may need to be replaced
after impact.
References
Road Design Note 6 08 The Use of Guardfence

(pending)
VicRoads Standard Section 708 Steel Beam
Guard Fence
VicRoads Standard Drawings SD3511, SD3521 &
SD3661
RDN 06-08 A SEPTEMBER 2015
ROAD DESIGN NOTE
The use of Guard Fence
1. Purpose
3. Application of Guard Fence
This note covers the design requirements for steel beam

Guard Fence (GF) safety barriers (also commonly called Wbeam) for all arterial roads in the state of Victoria. Please
note proprietary barrier systems must be installed in
accordance with the system supplier product manual and
corresponding VicRoads Detail Sheet.
GF is a semi-rigid road safety barrier system, and is the

most commonly used system in Australia. It is capable of
restraining light to mid-weight vehicles in the 800 kg to
2000 kg range, and has deflections generally between 0.5
and 1.0m.
This Road Design Note (RDN) should be read in

conjunction with the Austroads Guide to Road Design
(AGRD) Part 6: Roadside Design, Safety and Barriers and
VicRoads Supplement (VRS) Part 6. Where conflicts or
discrepancies occur between this note and the AGRD or
VRS, this note shall take precedence.
This RDN should also be read in conjunction with Road
Design Note 06-04 Accepted Safety Barrier Products and
VicRoads Standard Section 708 Steel Beam Guard Fence.
2. Performance standards
Only road safety barriers and terminal treatments accepted
for use by VicRoads shall be used.
Acceptance for individual GF products will only be given if
they conform with the requirements of AS/NZS 3845 Road
Safety Barrier Systems and VicRoads Standard Section 708,
and have been satisfactorily crash tested in accordance
with the Recommended Procedures for the Safety
Performance Evaluation of Highway Features as developed
by the US National Cooperative Highway Research
Program (NCHRP Report 350) to at least Test Level 3, or
other accepted equivalent procedures.
GF systems, including terminal treatments, accepted as
complying with these requirements are listed in RDN 0604. Manufacturers of any GF systems complying with these
requirements after the date of issue of the latest version of
RDN 06-04 will be issued with letters of acceptance.
Proprietary GF terminals must be installed and maintained
in accordance with the system suppliers detailed
drawings, specifications and maintenance instructions.
As with most semi-rigid and flexible barrier systems, GF is

incapable of containing larger vehicles, such as service
vehicles, buses or trucks. Where the proportion of heavy
vehicles is high, and the consequence of barrier
penetration could be catastrophic (e.g. gantry or cantilever
support structures on an urban freeway), then a barrier
with a higher performance may be required. In this case a
risk assessment, as detailed in AGRD Part 6, Section 6.3,
should be undertaken to determine an appropriate level of
protection.
GF is particularly useful in situations where the minimum
lengths and deflections of flexible barriers (i.e. wire rope
safety barrier) cannot be accommodated in the available
road reserve.
GF systems consist of:
Posts upon impact absorb some of the crash energy

through post rotation in the surrounding soil;
Blocks positioned between the rail and posts to

minimise vehicle snagging, and reduce the potential for
vehicles to vault over the barrier, by maintaining rail
height during the initial stages of impact;
W-beam sections spliced together that work in

tension to contain and redirect the vehicle away from
the hazard; and
End Terminals designed to anchor the GF system and

introduce the necessary characteristics required for safe
vehicle containment and redirection throughout the
length of need section.
The W-beam mounting height and adequate post support

are critical to ensure the barrier system will perform as
intended.
GF may be used along the median of divided roadways and
along the outer verge of roads where the warrants for the
use of safety barriers are met.
Improving the alignment, cross section, surfacing and

delineation so as to reduce the number of vehicles
leaving the roadway; and
Reducing the impact severity of the hazard (i.e. use slip

base or impact absorbing lighting poles, frangible sign
posts, etc).
For new projects, designs should be developed that

comply with the appropriate standards and good road
safety practice with the minimal use of safety barriers.
This RDN assumes that the need for a roadside barrier has
already been pre-determined, following due consideration
of clear zones, required containment levels, aesthetics and
cost-effectiveness; and that GF is the preferred barrier
type.
5. Design Requirements
This section provides details of design criteria to be met as
part of the assessment of the suitability of GF for use at a
particular site.
5.1. General Layout

Figure 3.1: Guard Fence Profile
4. Warrants
Warrants for the use of safety barriers are based on the
premise that they should only be installed if they will
reduce the severity of potential crashes. That is, the
consequences of an errant vehicle striking the hazard will
be more severe than impacting the safety barrier itself.
Safety barriers are hazards themselves, and impacts with
them will generally result in at least property damage.
Engineering judgement is required, based on the particular
site conditions, to determine whether a safety barrier
should be provided and the details of the installation. A
barrier should only be used where it will be effective and
where installation is economically justified,
environmentally acceptable and physically practical.
The use of barriers to protect valuable roadside assets (e.g.
communications equipment, gantries, etc.) should only be
considered where the consequences of vehicle impact
with the asset are considered greater than the impact of a
vehicle with a roadside barrier.
More detailed warrants for the use of safety barriers are
described in AGRD and VRS Part 6, Sections 4 and 5.
For a summary of the common types of roadside hazards,
refer AGRD Part 6, Section 4.3.
For clear zone requirements, refer Section 4.2 of the AGRD
and VRS Part 6.
Consideration should always be given to other measures
before installing a barrier, such as:
Removing the hazard altogether;

Relocating the hazard to a less vulnerable location;
Modifying the hazard so that it is no longer a danger (i.e.
installing a driveable end wall, flattening batters, etc);
GF can be located either close to the hazard (Line A) or at

edge of traffic lane or shoulder (Line B). VicRoads Standard
Drawings SD3511 and SD3521 show layouts for
installations at Line A and Line B respectively.
Line A is desirable where the terrain between the hazard
and the roadway is driveable, or can be reshaped to make
it driveable. Typically this is where the slope of the terrain
is 10:1 or flatter. Line A installations also provide the added
benefit of minimising nuisance impacts and reducing
required barrier lengths.
5.2. Barrier offset criteria

This section describes the offsets required between the
barrier and:
Adjacent traffic lanes (5.2.1)

Kerb and channel (5.2.2)
Roadside hazards (5.2.3)
5.2.1 Offsets to traffic lanes

It is desirable to locate GF as far from the edge of the
traffic lane as site conditions permit. This maximises the
chance of drivers being able to regain control of the
vehicle before striking the barrier.
Larger offsets to traffic lanes also avoid nuisance impacts
and subsequent increased maintenance costs, and
minimise the length of barrier required. The ability of a
vehicle to stop clear of the traffic lane, either for breakdown or maintenance activities is also an important factor
in the provision of a wide clearance from traffic lane to
barrier.
Safety barriers should also be located outside the shy line
where possible, particularly for short lengths of barrier. The
shy line is the distance from the edge of the traffic lane
beyond which a roadside object will not be perceived as an
obstacle and result in motorists changing their behaviour.
For more detail regarding shy line effects and offsets refer
AGRD Part 6, Section 6.3.5.
There is no restriction on the maximum offset of GF from
the edge of pavement, subject to the other requirements
of this RDN being met.
Table 1: Clearance to Guard Fence from Kerb
Kerb type
Clearance to GF
Design speed <70km/h:
Desirable offset 4.0m
Desirable 2.5m
The desirable offset of 4.0m provides a comfortable width

for a vehicle to stop clear of the traffic lane and barrier,
and also provides space for maintenance activities and
emergency services. This offset also provides a recovery
area between the traffic lane and barrier for errant vehicles
to maximise the opportunity to recover.
Minimum above line of kerb

Barrier
70 to 80km/h:
Desirable 4.0m
Minimum above line of kerb
>80km/h:
Minimum offset 3.0m
Not recommended
The minimum offset of 3.0m provides an adequate width

for a vehicle to stop clear of the traffic lane and barrier.
Design speed <70km/h:

Desirable 2.5m
Absolute minimum offsets <3.0m
Minimum 1.0m
Absolute minimum offsets are defined as any offset less

than 3.0m, and can be as low as 0.6m.
Absolute minimum offsets shall only be adopted after the
required approvals have been obtained, in accordance
with Section 6.3.5 and Appendix VA of VRS Part 6.
70 to 80km/h:
Semi-mountable
Minimum 1.0m
>80km/h:
Shoulder widths appropriate to the road classification and

traffic lane configuration should be maintained at all times.
When seeking approval for absolute minimum offsets in
medians, details of the width available for vehicles to stop
on the adjacent outer verge should be provided to assist in
the assessment process.
5.2.2 Offsets to kerb and channel
Desirable 3.0m
Desirable 4.0m
Minimum 1.0m
Mountable
No restrictions on kerb offsets
NB: Offset from back of kerb to face of W-beam unless otherwise

noted
GF is designed and tested to contain and redirect an

impacting vehicle when struck with the vehicles centre of
gravity at or near its normal position.
When a vehicle crosses kerb and channel, vehicle roll and
pitch can be developed, which could lead to roadside
barriers being vaulted. This risk increases significantly
where vehicle speeds exceed 70km/h.
Figure 5.1: Bumper Trajectory Behind Kerb
For this reason, GF installations behind kerb and channel

should be avoided as far as practicable. Where kerb and
channel is unavoidable, the allowable offsets between GF
and kerb are shown in Table 1.
These offsets attempt to locate the barrier at a point where
the vehicle bumper is likely to be close to its normal height
above the ground when the barrier is impacted. All offsets
are measured from back of kerb to face of the W-beam,
unless otherwise noted.
Figure 5.2: Kerb Offset Profile
5.2.3 Offsets to roadside hazards

Sufficient clearance must be provided between GF and the
roadside hazard, to allow for the dynamic deflection of the
barrier when impacted, and any roll effect of vehicles with
a high centre of gravity.
For GF installations, the working width (the minimum
barrier-to-hazard clearance) is the sum of the dynamic
deflection and vehicle roll allowance.

Dynamic Deflection
For standard installations the lateral displacement or
deflection of W-beam GF is 1.0m measured from the face
of W-beam.
Where a hazard poses no additional impact risk with rolling

vehicles (e.g. culverts, fill batters or non-vertical cut
batters), the vehicle roll allowance can be substituted by
the system width (typically approximately 0.45m).
In constrained locations where this deflection cannot be

accommodated, stiffening of the barrier system by
reducing the post spacing to 1.0m or double nesting the
W-beam (using two W-beam sections inside one another)
may achieve smaller deflections, to an absolute minimum
of 0.5m. However this stiffening of the barrier will increase
the potential for vehicle occupant injury, and due
consideration should be given.
When utilised, the reduced post spacing of 1.0m shall
extend from a point 10m prior to the approach end of the
hazard to a point perpendicular to the departure end of
the hazard.
Double Nesting
Nesting of the W-beam is designed to increase lateral
stiffness where required, eg to achieve minimum
deflection requirements. The recommended treatment is
to nest and splice two layers of guard fence together in a
running bond configuration shown below.
Figure 5.4: Working Width

NB: Diagrammatical only. Appropriate consideration for vehicle
roll & containment should be given to maximum capacity vehicle
expected.
5.3. Protection of vertical drops

GF shall only be used for the protection of vertical drops
(including culverts) after a risk assessment has established
that the containment level provided by the proposed
barrier system is appropriate for the site.
Figure 5.3: Nested W-Beam
(Source: RMS NSW Standard Detail MD.R132.F04.A.1)
The length of nested W-beam should extend at least one

length either side of the identified hazard for strengthening
and should not be used in conjunction with reduced post
spacing.
Combinations of nesting and reduced post spacing should
only be used as per technical advice to avoid pocketing by
errant vehicles.
Vehicle Roll Allowance

In addition to dynamic deflection, GF systems may induce
vehicle roll when impacted. A vehicle roll allowance
should be adopted where the hazard has sufficient vertical
height to be within a vehicle roll envelope (e.g. trees,
poles, sign gantries, etc).
Vehicle roll allowances are shown in Table 6.8 of AGRD
Part 6, and typically range from approximately 0.5 to 1.0m.
Consideration should always be given to remove or reduce

the hazard caused by drainage culverts. Options may
include designing the culvert end to be traversable or
extending the culvert to a point beyond the clear zone.
Refer VRS Part 6, Section 5.4.6 for further guidance
regarding particular culvert sizes.
Where providing GF over culvert, the area behind the GF
should be sufficient to accommodate the expected
dynamic deflection of the barrier, ie the drop should be
located outside the deflection width of the GF.
Bridge Technical Note 2009/002, Guidelines for Bridge

Approach Barriers, provides guidelines for GF on approach
to structures. It should also be read in conjunction with AS
5100 Bridge Design.
5.4. Horizontal and vertical alignment

Crash testing as per NCHRP 350 is generally performed on
straight sections of longitudinal barrier, so the behaviour of
impacted GF on curves is, to some extent, unpredictable.
However, infield examples of GF have performed well on
the outside of curves, even those of relatively small radius,

as the concave shape supports the development of tension
in the rail.
Installations on the inside of curves can be more
problematic, as the convex shape can mitigate against the
development of tension in the rail. However, this is usually
only a problem for very small radii, such as those on the
corners of intersections.
Options for installations at radii less than 10m should be
discussed with the Manager Road Standards and Traffic.
Straight sections of W-beam can be used to form a radius
of 45m or greater. For radii less than 45m, W-beams are
required to be factory curved.
5.6. Length of redirection

The length of redirection is the length of GF required to
redirect an errant vehicle and shield the driver from a
roadside hazard. It is a requirement that the GF be
positioned so that the extremities of the length of
redirection (points of redirection) are aligned with the
hazard required to be protected (points of need).
Consideration needs to be given to the length of
redirection for both adjacent and opposing traffic if the
identified hazard is within the clear zone for the opposing
traffic.
Consideration should be given to likely impact angles on

curved barrier installations, as the maximum impact angle
tested under NCHRP 350 is 25. Vehicle impacts at angles
greater than 25 can therefore be expected to have more
severe consequences than those encountered in
controlled crash tests.
There are no vertical alignment limitations for GF
installations.
5.5. Flaring
A barrier is considered to be flared when it is not parallel to
the edge of the traffic lane. A flared installation (typically
Line A) maximises the offset between the traffic lane and
the barrier, increases the likelihood of the driver being able
to regain control, and minimises nuisance impacts.
Motorists are less likely to perceive barriers as a hazard if
the terminal gradually flares away from the approaching
traffic. However, it should be noted that some terminals
need to be installed parallel to the roadway.
Refer Table 6.5 of AGRD Part 6.5 for maximum flare rates.
Caution should be used in applying flaring as GF is
designed to work best with a low angle impact. The flare
rates applied should not enable impacts with the GF to
occur at an angle greater than 25 degrees.
For flare rates for proprietary terminals, refer to the system
suppliers product manuals and VicRoads Standard
Drawing SD 3545.
Figure 5.5: Guard Fence Flaring

(Source: AustRoads Guide to Road Design Part 6, Fig 6.5)
Figure 5.6: Barrier Length of Redirection

The run out length method shall be used to determine

hazard points of need in Victoria. The run out length is the
theoretical distance needed for a vehicle that has left the
roadway to come to a stop. It is measured along the
roadway from the point at which the vehicle leaves the
running lane, although the actual distance travelled is
along the departure path. This method has been used to
determine lengths of redirection shown on VicRoads
Standard Drawings SD 3511 and SD 3521.
Curved sections
The above method and Standard Drawings are only
applicable to straight sections of road. For barrier designs
on the outside of horizontal curves, it is assumed that a
vehicles exit path from the road will follow a tangential run
out path. Therefore, rather than using the theoretical run
out length, a line from the outside edge of the hazard to a
tangent point on the curve should be used to determine
the appropriate point of need for the hazard.
Figure 5.7: Length of Redirection on Outside of Curve

For barrier designs on the inside of curves, the length of

redirection is based on the theoretical run out length
projected from the edge of the traffic lane to the rear of
the hazard. Refer to Table 6.9 of the AGRD Part 6 for the
theoretical run out lengths.

All barriers should be considered non-transparent for the
purpose of assessing sight distance.
5.9. Grading requirements on batters
Figure 5.8: Length of Redirection on Inside of Curve

The length of redirection has traditionally excluded GF

terminals, however all current VicRoads approved
approach-side GF terminals now have some redirective
capabilities themselves, which help to reduce overall GF
installation lengths. The points of redirection vary between
each product, and designers should refer to the system
suppliers drawings and specifications for further details.
VicRoads Standard Drawing SD 3545 provides a
comparison of accepted GF terminals, and their respective
points of redirection.
The application of terminal flaring, as per Section 5.5, can
help to minimise the required barrier length of redirection.
However, note that some GF terminals can only be
installed tangentially (refer Section 8).
It is desirable to locate GF where the approach slope from

the pavement is essentially flat. GF has been designed for
level terrain conditions and performs most effectively
when installed on slopes of 10:1 or flatter. If GF is placed
on slopes steeper than 10:1, studies have shown that for
certain encroachment angles and speeds, the barrier may
not perform as intended.
Ideally GF should be placed as close to the hazard as
possible and the area between the edge of verge and GF
should be made flat and obstacle free, with a cross slope
not steeper than 10:1. If this is not achievable, the
following steps should be considered:
Batter slope flatter than 5:1

Place the GF as close as possible to the hazard and create
an obstacle free area at least 2m wide with a slope not
steeper than 10:1 in front of the GF.
The batter slope from edge of verge to the flat area should
be maintained at 5:1 or flatter.
The 2m wide flat area in front of the GF provides adequate
space for the four wheels of an errant vehicle to be in
contact with a level surface when impacting the GF.
5.7. Minimum barrier length

In order to perform satisfactorily, GF systems must have
sufficient length to enable the strength to be developed
through the system and into the posts as impact occurs.
As a general guide, to effectively contain and redirect an
errant vehicle on high speed roads, a minimum length of
30m of GF (including terminals) is recommended.
Regardless of whether the necessary length of redirection
is provided (refer Section 5.6), a minimum of a single span
of GF (i.e. 5m) must be installed between approved
G.R.E.A.T TL3 approach and departure terminals.
A minimum of two spans of GF (i.e. 10m) must be installed
between an approved G.R.E.A.T TL3 approach terminal and
the Trailing Terminal.
5.8. Sight lines

The effect of GF on sight distances, particularly on
horizontal curves and in the vicinity of intersections and
driveways, shall be considered when selecting barrier
offsets. The presence of vertical geometry should also be
considered in conjunction with the horizontal geometry
and the location of the safety barrier.
Consideration may need to be given to raising driveways to
provide sight distance over the top of a barrier, where the
need for GF is unavoidable.
Safe Intersection Sight Distance (SISD), as described in
Chapter 3 of the AGRD Part 4A and VRS Part 4A, should be
maintained at all times. As a general rule, sight distances
will not be compromised if barrier offsets to traffic lanes
are 3m or more.
Figure 5.9: Slopes in Front of Guard Fence on Embankment

(Source: VicRoads Supplement to AustRoads Guide to Road
Design Part 6, Fig V6.1)
Batter slope steeper than 5:1

Place the GF adjacent to the traffic lane or shoulder (Line
B) according to offset criteria described in Section 5.2.
5.10. Post depths on narrow verges

When GF is used to shield embankments, consideration
needs to be given to the provision of adequate ground
support as, over time, softening of the verge may occur.
Adequate post support is critical to ensure the barrier
system will perform as intended.
AGRD Part 3, Table 4.9 states the minimum verge width for
installation of a safety barrier as 1.5m. A 500mm minimum
clearance from the rear of the post to the embankment
hinge point should be provided, although this may vary
due to soil conditions, batter slope and post depth.
Desirably the hinge point of batters steeper than 4:1 should
be located outside the deflection width of the barrier.
If posts are placed closer to the hinge point than the

minimum, it is recommended that the post embedment
depth is increased to provide sufficient lateral support. As a
guide, additional post embedment depth of 1000mm / a
should be provided, where the embankment is (a)H:1V
(refer Figure 5.10), limited to a maximum slope 2:1.
Alternatively, 2.4m posts (600mm additional depth) are
commonly used on narrow verges. Consideration of the
appropriate barrier system for containment on steeper
slopes should also be given.
Adoption of increased embedment depth as above should
only be adopted on existing low speed roads with
constrained formation widths. Adequate formation width
should be provided on all Greenfields projects.
Deviations from standard post lengths should be stated on
relevant design plans. Refer to VicRoads Standard Section
708 for additional post installation requirements.
6.2. Allowances for access

It may be necessary to consider breaks in GF at locations
where pedestrians cross the road, or where intersections,
property accesses or median breaks exist. Access for
emergency services should also be a consideration,
particularly on rural or mountainous roads in high fire risk
areas. The provision of breaks should be reviewed along
the whole length of a project and minimised as
appropriate.
Where breaks are necessary, approved end treatments
must be provided and barriers should be overlapped (refer
section 8.4). Any unprotected hazards located in close
proximity to the break in GF (i.e. outside of the length of
redirection) must be reviewed for removal, relocation or
alternative protection. Consideration may include
staggering of the GF lengths to minimise the risk of an
errant vehicle entering the gap.
1041
1041
Consultation with the relevant VicRoads Regional

Operations area should be undertaken to determine an
appropriate access width for maintenance purposes. In
general, 3 to 5m should be provided between overlapping
barriers. Refer AGRD Part 6 Commentary 14 for an
example diagram of a barrier access arrangement.
If a longitudinal break is required between GF terminals for
property access, consideration should be given for service
vehicles, such as garbage trucks, to stop clear of the
adjacent traffic lane. A nominal 18m should be considered
between end terminals at driveway locations, subject to
other requirements within this RDN being met.
6.3. Vulnerable road users

Figure 5.10: Narrow Verge Post Depths
(Source: Department of Transport and Main Roads, Queensland,
Standard Drawing 1474)
6. Design Considerations
6.1. Provision for stopping
The safety of vehicles stopping adjacent to GF must be
considered. Provision of stopping opportunities should be
consistent with those available on adjacent sections of the
road where barriers are not required.
Where long lengths of GF are being considered, and the
barrier offset to the traffic lane is less than 3m, the
desirable maximum barrier length is 500m. Where barrier
lengths longer than 500m are required, consideration
should be given to providing refuge bays at a maximum
spacing of 500m.
Where more than one barrier installation is proposed, a
desirable minimum separation between terminals of 50m
(absolute minimum length 30m), that allows vehicles to
stop clear of traffic lanes should be provided, subject to
clear zone and length of need requirements being met.
Provision for refuges or breaks between lengths of barrier
at spacings less than 500m should be considered where
the road alignment restricts the visibility of stationary
vehicles.
Consideration for vulnerable road user requirements, such

as for pedestrians, cyclists and horse riders, should be
given when determining GF layouts.
The rear side of posts and W-beam should be considered
accordingly as a possible hazard for pedestrians and
cyclists. Refer AGRD Part 6A and VRS Part 6A for required
path clearances and further guidance.
Particular consideration should also be given for
appropriate end terminals located adjacent to paths. Some
terminals are designed to gate, curve or kink the W-beam
away from the impacting vehicle extending into the area
behind the barrier system provided. These terminal types
should be avoided where pedestrians and/or cyclists will
be regularly accessing the area around the terminal.
The protection of pedestrians and cyclists needs to be
considered but as a general rule the use of GF is seldom
justified for this need alone. Refer AGRD Part 6, Section
6.5.2 for further guidance.
6.4. Motorcyclists
Before errant motorcyclists hit safety barriers, they are
usually separated from their motorcycle. It is typically the
posts on a safety barrier system that present the most risk
of injury, as motorcyclists slide along the ground.
The use of accepted under mounted rails, such as steel rub
rail or PolyBuffer, can assist in reducing the risk of injury,
and should be considered in high risk locations. Refer to

Table V6.2 of VRS Part 6 for a list of popular motorcycle
routes in Victoria.
Care should be taken to avoid sharp or broken edges,
potential snagging points, or unnecessary protrusions or
added devices. Reflectors used for delineation purposes
need to be frangible in case motorcyclists slide along the
top of the W-beam. Plastic post caps are also available to
provide a more forgiving profile of the top of the GF
post/block combination. Refer to RDN 06-04 for accepted
motorcycle-friendly products.
6.5. Underground Assets

Where drainage or underground services are required at
the GF location it is important that the drainage design and
services strategy is coordinated with the barrier design.
Items affected may include the location and depth of
pipes/conduits and location of pits. Installations of GF
along the inverts of table drains should be avoided for
maintenance, durability and barrier performance reasons.
Where barriers are required across culverts or other
underground services, and two or more consecutive
standard driven GF posts cannot be used, strengthening of
the W-beam and/or omission of posts may be considered
as follows.
6.5.1 Barrier Strengthening

Options to strengthen include double nesting of the Wbeam, reducing post spacings on the approach and
departure sides of the culvert (refer to Section 5.2.3) or
asset, utilising bored pile post foundations on either side of
the culvert or asset, or provision of a reinforced concrete
ground beam with posts mounted on base plates.
The provision of bored pile post foundations or ground
beams require structural design and proof engineering by a
VicRoads prequalified design consultant and approval by
the Superintendent.
Attaching posts directly to a culvert structure also requires
structural advice and approval by the Superintendent.
6.5.2 Post Omission

Where necessary, a single GF post only can be omitted to
avoid a lateral underground asset, resulting in an isolated
post spacing of up to 5m. In this situation, the W-beams
must be nested to provide additional strength.
Figure 6.1: Nested W-beam and Omitted Post

(Source: NZTA Standard Detail RSB-4 rev2
Nesting of the W-beam is designed to increase lateral

stiffness to compensate for the missing post and provide
continuity of stiffness for vehicles, thereby minimising
pocketing. Refer Section 5.2.3 for double nesting
configuration for strengthening only.
The recommended treatment is to nest and splice two
layers of W-beam together in a running bond
configuration shown below. The length of nested GF
should extend at least 1 W-beam length either side of the
omitted post and should not be used in conjunction with
reduced post spacing. Refer Figure 6.1.
If factory drilled nested W-beam sections are not available,
the additional holes required for bolting of the nested Wbeam should only be formed by drilling. No holes shall be
formed or enlarged using oxy-acetylene equipment (gasaxe) or similar flame cutting methods. Once formed, the
holes should be filed to remove any rough edges and
painted with a single pack zinc-rich primer that meets
AS/NZS 3750.9. Refer NZTA TM-2003: Nesting of semirigid guardrail.
Combinations of nesting and reduced post spacing should
only be used as per technical advice to avoid pocketing.
6.5.3 Use of twin blockouts

Where isolated individual (ie single) GF posts cannot be
installed due to underground services, twin blockouts are
acceptable to allow the post to be setback further from the
W-beam. More than two stacked blockouts has the
potential to lift the W-beam as the post rotates back
during an impact and therefore should not be installed.
6.6. Median Installations

Where guard fence is installed within the median, care
must be taken to ensure that the exposed posts are not
within the clear zone of opposing traffic.
Terminals specifically used for median installations are
available and can be found in RDN 06-04.
Double sided blocked out GF should not be used as a
median barrier. Where traffic volumes are high and the
median is narrow, rigid concrete barrier is generally
desirable. Further guidance on narrow median options can
be found in Section 5.4.3 of VRS Part 6 and Section 4.7 of
VRS Part 3.
7. Installation Considerations
7.3. Maintenance
7.1. Barrier height
In accordance with Section 28 of the OH&S Act 2004,

designers shall consider the OH&S implications of
maintenance and repair of safety barriers.
The height of GF is critical to its satisfactory performance

and it is essential that this be maintained at the correct
level throughout the life of the installation.
As of March 2014, the standard height of GF in Victoria is
740mm to the top of W-beam. This height is to be
adopted for all future installations of GF, where existing GF
is within the Limit of Works of a funded infrastructure
project, or where maintenance is required on impacted GF.
Where existing GF installations are below standard height,
lifting of the W-beam can be achieved through the use of
proprietary Abraham Blocks (pictured below).
The on-going maintenance of the areas on both sides of

the barrier as discussed within this RDN should be taken
into account when considering the installation of GF. The
cost, practicality and the OH&S implications of the
maintenance of these areas needs to be considered.
Maintenance factors to be considered are:
Routine maintenance
Impact repair
Effect of barrier on adjacent road and roadside
maintenance
Concrete maintenance strips below GF are desirable, and

should be provided in accordance with VicRoads Standard
Section 708.
The concrete maintenance strip shall be placed parallel to
the GF, such that it extends a minimum of 300mm clear of
the rear of the post and 300mm clear from the face of the
W-beam. Refer to VicRoads Standard Drawing 3503 for
further information.
7.4. W-beam overlap

GF W-beam is spliced together at alternate posts using
eight bolts, with the W-beam overlapped so that the
exposed ends face away from nearside approaching traffic.
That is the upstream section overlays the downstream
section. This is to avoid the possibility of the impacting
vehicle snagging on the end of the overlapping W-beam.
Figure 7.1: Abraham Block
Where the face of GF is erected within 1m of the back of

kerb, the barrier height shall be measured from the lip of
the kerb. Where the face of GF is erected within 1.5m from
the edge of pavement without kerbing, the barrier height
shall also be measured from that edge of pavement. For
distances beyond 1.5m, the barrier height shall be
measured from the nominal ground surface at the GF
location.
7.2. Provision of paving adjacent to GF

Where GF is proposed adjacent to unsealed shoulders, the
shoulders should be sealed in conjunction with the barrier
installation. This may not be necessary if the GF is located
sufficiently clear of the existing pavement to
accommodate maintenance activities (e.g. mowing) in
between the barrier and pavement.
In general, paving should be provided where the full width
between GF and the edge of the traffic lane is less than or
equal to 3m.
Refer VicRoads Standard Section 708 for further details of
paving requirements between GF and existing pavements.
VRS Part 6 also includes further guidance in relation to
sealing between GF and adjacent roadside furniture, and
also between overlapping barriers.
For proprietary end terminals, refer to the system suppliers

product and installation manuals for the appropriate Wbeam overlaps, as they may vary from the requirement
above, in particular for terminals located on the trailing
end.
7.5. Delineation
Delineators are to be installed to the top of the W-beam, at
15m spacing, in accordance with VicRoads Standard
Section 708.
In general, delineators should only be installed on
tangential sections of GF, when the offset to the nearest
traffic lane is 4m.
7.6. Cutting Posts

Under any circumstances, GF posts shall not be cut. Refer
VicRoads Standard Section 708 for installation details
where posts cannot be driven.
8. Terminals & End Treatments

Once the GF has been located to accommodate the
length of redirection and lateral deflection, suitable
approach and departure end terminal treatments must be
selected for use. These may include GF terminal products
or transitions into other barriers or structures (e.g. bridge
end posts).
10
8.1. Terminals
Appropriate terminals need to be provided so that the end
of the GF will not spear or snag an errant vehicle, causing it
to overturn or vault the barrier. In addition, an appropriate
terminal will ensure that vehicle decelerations will not
exceed the recommended limits.
Provision of an NCHRP 350 crash-tested terminal, in
accordance with RDN 06-04, is mandatory where the GF
terminates within the clear zone, or where it is likely to be
hit end on by an errant vehicle.
As of January 2014, only Gating Redirective EnergyAbsorbing Terminals (G.R.E.A.Ts) can be used for approach
terminals in Victoria, following the removal of acceptance
for Breakaway Cable Terminals (BCTs).
Refer to RDN 06-04 for accepted GF terminal systems and
the relevant product manuals.
Figure 8.2: X-Tension Terminal
8.1.1 Gating Redirective Energy Absorbing

Terminal (G.R.E.A.T)
Where site conditions permit, G.R.E.A.Ts should be used in
conjunction with a flared GF alignment immediately
downstream of the terminal, to increase the offset of the
terminal from traffic and minimise the likelihood of end on
impacts. Note that the terminals themselves cannot be
curved.
The Point of Need locations and allowable flare widths for
the four most common G.R.E.A.Ts are shown in Table 2.
Note that the FLEAT SP must be installed on a flare and
cannot be installed tangentially.
Details of the required layout of G.R.E.A.Ts and associated
run out areas are shown on VicRoads Standard Drawing
SD 3545 and the system suppliers product and installation
manuals.
Figure 8.1: ET 2000 Plus Terminal
All GF terminals are designed to have a location at which

the length of redirection begins (i.e. Point of Need). This
position could be a particular post, or distance from a post,
at which the redirective capabilities of the barrier system
begins and the terminal is no longer gating.
The component length of the terminal that actually
gates, or breaks away when struck, is the underlying
difference with all terminals, and can significantly influence
product selection when site constraints are tight (e.g. close
to driveways or intersecting roads). However, provided that
the terminal Point of Need and GF point of redirection are
horizontally aligned, the barrier system will provide the
same redirective capabilities regardless of the terminal
selected.
G.R.E.A.Ts are to be installed in accordance with the

system suppliers specification. Suitability of GF terminal
systems that are proprietary products should be confirmed
with the system supplier prior to installation.
8.1.2 Trailing Terminal

The Trailing Terminal is a fully steel, departure-side
terminal that must not be located in a position where it
could be hit end on by an errant vehicle. VicRoads
Standard Drawing 3544 shows the general layout
arrangement for a Trailing Terminal.
The Trailing Terminal is not crashworthy when impacted
from the reverse direction and therefore can only be used
when there is no practical chance of being impacted by
opposing traffic (e.g. on a divided carriageway, or at
sufficient offset to opposing traffic lanes, or is shielded
from approach traffic by another barrier).
11
Table 2: G.R.E.A.T Point of Need & Flare Widths

Terminal
(Total
length)
Distance
from impact
head to PoN
Allowable flare
widths
600mm
X-Tension
from first
TL3 (13.03m)
post
2.20m
max offset
1200mm
ET 2000 Plus
Post 3
TL3 (15.86m)
4.43m
max offset
600mm
SKT SP TL3
(15.24m)
Post 3
4.6m
max offset
600mm
FLEAT SP TL3
Post 3
(11.43m)
4.6m
offset between
760mm &
1220mm
Location of
PoN
providing no treatment and less severe for the occupants

than, for example, that of a bridge drop off.
A short radius curve treatment aims to redirect a vehicle
where possible or absorb the energy of a vehicle impacting
at a high angle. To achieve this, it requires frangible
(timber) posts to break away, allowing the GF to wrap
around the front of a vehicle and bring it to a stop. High
angle impacts will deflect significantly allowing the vehicle
to travel into a run-out area behind the barrier, refer Figure
8.4. The required run out area is clearly shown on the
Standard Drawings and shall be provided.
Figure 8.4: Short Radius Curve deflection
Without a run-out area or breakaway posts, the vehicle will

essentially be hitting a very stiff system at high speed and
at a high angle, resulting in the vehicle to either under-ride
the W-beam causing a large amount of occupant ridedown forces, or vault over the barrier into whatever hazard
may be behind. In addition, double nesting shall not be
provided as this would make the system even more rigid.
Following investigation into the work done by the FHWA
(USA), short radius treatments have been successfully
crash tested to NCHRP350 Test Level 2: 70km/h and are
largely ineffective at higher speeds. Impact speeds above
this can cause the vehicle to override or underride the
barrier and could become more severe for the occupant
than the hazard.
Figure 8.3: Trailing Terminal
8.1.3 Short Radius Curve Terminal

Short radius curve treatment can be used at intersecting
highways, minor roads and accesses at constrained
locations. For details of VicRoads accepted arrangement of
a short radius curve terminal treatment, refer Standard
Drawing SD 4092. A radius of 2.5m only is accepted.
Minimum lengths of GF from radius to point A, point B and
C as specified within SD 4092 shall be provided to develop
the required tension in the W-beam and prevent
pocketing.
VicRoads restrict the use of short radius curves to 70km/h
roads or less (NCHRP 350 Test Level 2). Consideration for
use in high speed constrained situations may be
acceptable where a documented risk assessment is
completed and after due consideration of alternative
conforming systems.
Access points which cannot be relocated and that must
remain open to traffic often prevent the installation of fully
effective or compliant safety barrier installations. In such
cases, it is critical to provide the most effective barrier
installation practical, effectively shielding the primary
hazard while adjusting the design to address secondary
concerns to the extent practical. In general, short radius
curve treatments are considered a better alternative than
Due consideration must be given to the hazard, including

consideration of the severity of the hazard, the likelihood
of an impact, traffic speed and other appropriate available
protection options. The same level of protection could be
achieved with an extended barrier and flared crash tested
terminal without the concerns from a high speed impact.
8.2. Run Out Areas

A run out area, beginning at the terminal head and
extending a minimum of 18m past the terminal Point of
Need and 6m wide, should be provided behind the GF
system, as per VicRoads Standard Drawing 3571.
This area should be reasonably traversable and free from
fixed object hazards, to allow an errant vehicle that has
passed through the gating component of the terminal to
come to a safe stop, without rollover or subsequent
impact with a fixed object.
Designers should endeavour to ensure a run out area is
available, including consideration of extending earthworks
and providing additional drainage infrastructure to remove
any fixed hazards or non-traversable terrain.
However, where the desirable run out area cannot
reasonably be achieved, a compromise solution may be
acceptable. The provision of a run out area, whilst
desirable, must never be considered a substitute for
providing adequate length of redirection, nor should the
desire to provide a run out area affect the choice of GF
offsets to hazards, kerbs and traffic lanes.
12

Desirably the slope of the approach and run out areas
should be 10:1 or flatter. Where this is deemed impractical,
refer to VicRoads Standard Drawing 3571 for minimum run
out area grading details.
1.
Reduce offset from the traffic lane to GF to a

minimum of 3.0m.
2.
Adopt minimum offset requirements for barrier

deflection (as low as 0.5m) and provide reduced post
spacing and/or double nesting as appropriate (refer
Section 5.2.3 & Section 6.5).
3.
Reduce offset from the traffic lane to GF to an

absolute minimum (down to 0.6m) with relevant
approvals.
4.
Consider the use of alternative terminal products that

may provide for a greater length of redirection within
the length of terminal.
5.
Consider the use of a more rigid barrier system.
6.
Undertake an appropriate risk assessment and

reconsider removal or relocation of the hazard.
A documented risk assessment should be prepared

whenever a minimum run out area cannot be provided.
8.3. Transition to other safety barrier

systems
When connecting GF to a rigid barrier or structure,
specially designed transitions are required to effectively
and gradually transition the lateral stiffness of the GF, and
reduce the potential for vehicle pocketing and snagging at
the connection.
Transitions in GF are achieved by decreasing the post
spacing and double nesting the W-beams. VicRoads
Standard Drawing SD 4084, and SD 4081 details a standard
GF transition and connection to a bridge end post.
References
GF cannot be transitioned into wire rope safety barrier

(WRSB), and can only be interfaced by overlapping the
barrier systems.
VicRoads Supplement Part 6 Sections 4.2 to 6.0.
8.4. Overlapping barriers

When GF systems overlap with WRSB, the interface
between the systems must have sufficient clearance
between them to ensure neither barrier adversely affects
the performance of the other. The leading and trailing
points of need for each barrier length should be
longitudinally aligned to prevent exposure of any adjacent
roadside hazards.
Supersedes: RDN 06 08 SEPTEMBER 2013

AustRoads Guide to Road Design, Part 6
VRS Standard Drawings Guard Fences and Barriers
VicRoads Standard Section 708 Steel Beam Guard Fence
VicRoads Road Design Note 06-04 Accepted Safety
Barrier Products
Approved by
Daniel Cassar
MANAGER ROAD STANDARDS AND TRAFFIC
Contact
For further information please contact:
Figure 8.5: Overlapping Barriers
9. Design philosophy
The primary aim of a GF design should be to maximise the
offset of the barrier from the traffic lane, while providing
adequate clearance behind the GF to allow it to deflect on
impact.
Ideally a GF installation will provide the desirable offsets to
hazards, kerbs and traffic lanes described in Section 5.2.
Where site constraints do not permit an ideal installation,
the order of preference for reducing offsets and barrier
design parameters is as follows:
VicRoads Technical Services

60 Denmark St, Kew Vic 3101
Email: technicalconsulting@roads.vic.gov.au
Road Design Notes are subject to periodic review and
may be superseded.
Road Design Note 06-08 Revision Summary
Date
Amendment
06-08
Approve
d
M-RS&T
June2014
M-RS&T
Sep2015
First edition
Sections 5.2.3, 5.3,
5.7, 5.10, 6.5, 7.4, 7.6,
8.1, 8.1.1
Issue
11
Chapter 1
Safe, Reliable and Efficient Freeway Operation
12
CHAPTER 1 SAFE, RELIABLE AND EFFICIENT FREEWAY OPERATION
1.1. Managed Freeways Introduction

Melbournes freeway and tollway network1 carries 30% of the arterial road traffic although comprising
only 7% of the arterial road network length. The efficient use of freeways and tollways is essential in
providing a safe and reliable level of service that maximises theproductivity of the asset and provides
optimum operation in relation to throughput and travel time.
An actively managed freeway may incorporate a number of traffic management tools which provide a
range of benefits. The most effective traffic management tool for managing freeway flow to achieve
high levels of efficiency and reliability is access control with coordinated freeway ramp signals.
1.2. Freeway Ramp Signals An Overview

Freeway ramp signals are traffic lights installed on an entry ramp to meter traffic into the freeway in a
measured and regulated manner in order to manage the freeway traffic flow and prevent congestion.
Flow breakdown and congestion reduce throughput, increase travel time and represent underutilisation and lost productivity of a high value facility.
An actively managed coordinated system of ramp signals based on contemporary traffic flow theory can
provide stable and reliable travel by optimising throughput and travel speed on the freeway as well as
preventing, or delaying, the onset of traffic flow breakdown andcongestion.
VicRoads use of the HERO suite of algorithms provides coordinated dynamic management of
Melbournes freeways. This provides proven results in achieving the objectives of managedfreeways.
Figure 1.1: Freeway Ramp Signals

Local ramp metering controls the entry of traffic at a ramp based on local freeway bottleneck
conditions as well as ramp data. This is isolated operation that is independent of what is happening at
other entry ramps.
Coordinated freeway ramp signals use a dynamic algorithm that makes a combined decision based
on data from the freeway and a number of entry ramps. This operation is able to regulate the entry
of traffic from a number of ramps to address the overall freeway objectives and to balance flows
betweenramps.
General information relating to freeway ramp signals is provided in an information bulletin in
Appendix A.
1 Includes the actual and estimated 2008 median midweek non-holiday 24 hour volume for the Inner and Outer
Metropolitan Statistical Division as defined by Australian Bureau of Statistics.
The US Federal Highway Administration has issued a ramp metering information brochure (2006)
which includes the following comment summarising the success of ramp metering:
No other traffic management strategy has shown the consistently high level of benefits in such
a wide range of deployments from all parts of the country.
Pete Briglia,
Puget Sound Regional Council, Seattle, Washington and Chair of the TRB Freeway Operations Committee.
1.3. Context within an Integrated System

Managed freeways with coordinated freeway ramp signals operate within the VicRoads road
network management framework as shown in Figure 1.2.
Further information relating to the integration of freeway ramp signals within a managed freeway
environment is provided in Section 3.1. Information relating to the arterial road interface is in
Chapter 8.
Government Strategies
s Policies and Standards

VicRoad
Operational Framew
Network
ork
Road
On-Road Management Tools
Co-ordinated
Freeway
Ramp
Signals
Lane use
Management
(LUMS)
Real Time Data

Freeway
(Mainline & Ramps)
Other Arterial Roads
(SCATS)
Variable
Speed
Management
Incident
Management
Arterial
Road
Signals
(SCATS)
Road Network Management
Traffic
Management
Centre
Traffic
Systems User
Interfaces
Traveller
Information
Including
Travel Time
Road User
Priority
e.g. Trams,
Buses, Trucks
Historical performance
Monitoring & Evaluation
Analysis tools
Reporting
CCTV
Cameras
Traffic Operations Monitoring Travel Advice
Figure 1.2: VicRoads Road Network Management
1.4. Background
In 2002 VicRoads commenced the installation of ramp metering at freeway interchanges to reduce
traffic flow congestion on the freeway and to improve merging. The entry ramp metering at each site
operated in an isolated manner with a fixed time cycle to manage the rate at which vehicles could join
the freeway.
In 2008 the trial of dynamic coordinated ramp metering signals resulted in increased freeway
performance and greater reduction of flow breakdown. This was based on the effective management
of inflows over a length of freeway to match the capacity of the mainline at each merge as well as the
critical bottlenecks.
A short history of ramp metering in Melbourne and internationally is in Appendix B.
13
14
1.5. This Handbook

This Handbook provides the rationale, criteria and design principles for providing freeway ramp signals.
The Handbook structure includes:
Chapter
Contents
Introduction, background and context of managed freeways and freeway

rampsignals.
Principles of freeway traffic flow including background relating to fundamental

and contemporary traffic flow relationships and traffic flow breakdown leading
tocongestion.
Principles of ramp metering including the principal aims and benefits, managing the
arterial road interface and the principles of operation to control access and prevent
flow breakdown.
Criteria for providing freeway ramp signals on existing and new freeways orramps.
Importance of reliable freeway traffic data and analysis.
Guidelines for capacity analysis and design, including typical layouts for freeway
ramp signals.
Operation of ramp signals including an outline of the algorithms used by VicRoads

and traffic management relating to emerging congestion and other tools in a
managed freeway.
Managing the arterial road interface entry ramps and exit ramps.
Appendices
Freeway Ramp Signals - Information Bulletin.
Short history of ramp metering.
Photometric test results of LED lanterns.
Congestion management using ramp signals and traveller information signs.
Glossary of terms and traffic flow relationships.
References.

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What are the principles of freeway traffic flow?

What are the principles of freeway traffic flow?

What are the principles of ramp metering?

What are the principles of ramp metering?

ISSUE

BARRIER POR CAN BE ACHIEVED

(REFER G.R.E.A.TS FOR EXAMPLE)

TITLE BLOCK, INCLUDE ALL BARRIERS, TABLE A, NOTES

BARRIER LENGTH OF REDIRECTION (LOR) (REFER SD 3500)

SHORTHAND (REFER SD 3500)

REQUIRED POINT OF NEED

REQUIRED POINT OF NEED

5m FOR GUARD FENCE

MINIMUM CURVE RADIUS

SPECIFIC TO BARRIER TYPE

REFER SD 3571 AND 3573

FOR LIMIT OF GRADING

6:1 OR FLATTER (5:1 FOR GUARD FENCE)

REDUCED POST SPACING DISTANCES

TABLE A IS CALCULATED USING THE

AGRD PART 6 RUN-OUT LENGTH METHOD

AND Lr VALUES FROM AASHTO 2011.

0.92 0.89 0.85

0.92 0.89 0.85

0.92 0.89 0.85

0.92 0.89 0.85

0.92 0.89 0.85

0.92 0.89 0.85

0.92 0.89 0.85

0.92 0.89 0.85

0.92 0.89 0.85

0.92 0.89 0.85

0.92 0.89 0.85

0.81 0.78 0.76

0.81 0.78 0.76

0.81 0.78 0.76

0.81 0.78 0.76

0.81 0.78 0.76

0.81 0.78 0.76

0.81 0.78 0.76

0.81 0.78 0.76

0.81 0.78 0.76

0.81 0.78 0.76

0.81 0.78 0.76

ACCORDANCE WITH AASHTO

FLARE RATE IN ACCORDANCE

WITH AADT FACTOR BELOW

AND LESS THAN 90km/h.

Lr: RUN-OUT LENGTH VALUES IN

** "Z" VALUES MAY BE MULTIPLIED

OPERATING SPEEDS EQUAL TO

REFER VRS TO AGRD PART 6.

ADOPT 90km/h Z VALUES FOR

REQUIRE RELEVANT AUTHORITY.

*OFFSETS LESS THAN 3.0m

FLARE RATE AND MINIMUM

LENGTH. (e.g. GF= 5m)

REFER TO SD 3573 FOR FLARED TERMINALS.

WHOLE BARRIER UNIT LENGTH.