The information below is intended to reflect the preferred practice of Main Roads Western Australia ("Main Roads"). Main Roads reserves the right to update this information at any time without notice. If you have any questions or comments please contact Dave Nicholls by e-mail or on (08) 9323 4325.
To the extent permitted by law, Main Roads, its employees, agents, authors and contributors are not liable for any loss resulting from any action taken or reliance made by you on the information herein displayed.
Drawings 200331-197 and 200331-198 amended.
This Suplement has been developed to be read as a supplement to the Austroads Guide to Road Design (GRD) Part 4B: Roundabouts (2009), a copy of which can be purchased via the
In Western Australia, state-based information, in this website and elsewhere, takes precedence over Austroads Guides and Standards Australia Standards. National Guides and Standards take precedence over international Guides and Standards, unless specifically stated otherwise.
This Supplement has the same structure as the equivalent Austroads Guide and only additional requirements, clarifications, or practices different from Austroads appear. Where appropriate, this Supplement may also contain additional sections and figures not covered by Austroads, but the numbering sequence found in the Austroads Guide remains. Figures and tables in this Supplement replace those with the same figure or table number in the equivalent Austroads Guide.
GENERAL STANDARDS AND APPLICATION
The purpose of this document is to detail the requirements for the design of roundabouts in Western Australia and to provide guidance in the application of those principles.
The design of roundabouts has the following primary design objectives:
Absolute minimum standards are to be avoided except where absolutely critical to achieving the most suitable outcome. Generally, if a minimum is used for any particular design element it becomes necessary to avoid using a minimum for any other element on that particular section of road. This is necessary to allow an appropriate factor of safety to road users.
2.3 Design Procedure
In addition to the procedure detailed in Austroads Figure 2.2 and Table 2.1, Main Roads has included a series of Guideline drawings at 4.1.1 below.
4.1.1 Design Steps
The initial steps in the geometric design of a roundabout are detailed in Sections 4.2 to 4.4.
These consist of selecting the:
Once these initial parameters have been considered the drawings listed below describe a method for the design of typical single and dual lane roundabouts where the approach speed is less than 80 km/h.
The dimensions and radii shown in the drawings are a guide for initial selection only.
Single Lane Roundabout
Dual Lane Roundabout
The geometric design process is an iterative one and consists of:
This process is detailed in Sections 4.5 to 4.9.
200331-198 is an example of a single lane approach to a dual lane roundabout.
4.1.2 Roundabout speeds and vehicle path radii
Table 4.1a below is based on AASHTO research and provides an estimate of vehicle speeds when negotiating roundabouts using appropriate side friction values.
Table 4.1a: Recommended friction factors for predicting speed and vehicle transit path radii for a roundabout
Note: vehicle transit path radii for entry and exit curve based on superelevation of +3% and vehicle transit path radii circulation based on superelevation of -2%.
4.5.3 Reverse Curves on Approaches
Rural and high speed roundabouts have high average approach speeds in the range of 80 to 110 km/h. They require supplementary geometric and traffic control device treatments on the approaches to encourage drivers to slow to an appropriate speed before entering the roundabout. The use of reverse curves on approaches may also be considered for lower speed environments.
200331-203 shows an example of the reverse curve approach treatment.
4.6.2 Width of Circulating Carriageway
On roundabouts where the circulating carriageway width exceeds 7m (single lane) or the lane width exceeds 5.5m (dual lane) consideration should be given to providing encroachment areas. Refer drawing
201231-0014.4.6.3 Encroachment Areas
For confined locations where a smaller roundabout needs to accomodate heavy vehicles (trucks over 19m long, a raised encroachment area around the central island may be used to maintain entry curvature to a kerb line. Main Roads supports the use of raised encroachment areas around the central island for permit vehicles only.Refer to Austroads Part 4B Fig. 4.12 Section AA for encroachment areas. Encroachment areas should be in a different colour to the road surface, either in coloured asphalt, couloured concrete, or a long life coloured material with a skid resistance to match the adjacent road surface. Refer drawing
201231-0014Multi Combination Vehicles. Mountable kerb type A should be painted with a retro reflective paint. Raised aprons are not desirable on roundabouts where it is used by trucks carrying animals or fuel trucks.
4.10 Superelevation, Gradient and Drainage
Reference: Use of a crown in the circulating carriageway
The use of crowns in the circulating carriageway is not Main Roads preferred practice.
Roundabout radius, crossfall and heavy vehicle stability
Consider vehicle stability for turning movements by providing radii appropriate for the turning speeds and providing a satisfactory crossfall and a uniform rate of change of crossfall. This is particularly important for multi-combinational vehicles where the prime mover and trailer(s) may be on different crossfalls at the same time. Where possible, this needs to be minimised and should be checked using software such as HVE (Human, Vehicle, Environment) developed by Engineering Dynamics Corporation, USA, and used by Queensland Main Roads.
For roundabout pavement marking and signing refer to the following Main Roads drawings:
Main Roads has no supplementary comments for this section.
The figures shown in Appendix D are indicative only.
Figure D1: shows the hold line at the end of the painted island.Main Roads WA practice is for the hold line to be located at the end of the solid island,Not at the end of the painted median as shown.
Refer to Main Roads on-line standards and guidelines for signs and pavement marking details.
Commentary 3 - Figure C3 2:Shows the hold line at the end of the painted island.Main Roads WA practice is for the hold line to be located at the end of the solid island,not at the end of the painted median as shown.