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3.1 Road standards
3.1.1 Road design (22 April 1991)
Design standards should meet acceptable criteria for safety and operational efficiency. Standards should not be compromised unless modifications can be socially and economically justified.
3.1.2 Pavement markings and signs (22 April 1991)
Traffic control devices, such as traffic signals, pavement markings and signs, should be provided in accordance with Australian Standards and should be maintained in good condition.
3.1.3 Direction, information and street name signs (22 April 1991)
The provision and maintenance of direction, information and street name signs should be in accordance with Australian Standards.
3.1.4(c) Visual obstructions (29 June 1998)
Authorities should prevent the erection of signs, billboards, flashing lights or any other advertising activity which distracts road users' attention.
Vegetation and landscaping should be controlled so that drivers' visibility is not reduced.
3.1.5 Street lighting (22 April 1991)
Street lighting should be provided in accordance with Australian Standards, with priority given to locations with frequent night-time crashes and locations of conflict, such as places of pedestrian activity or road intersections.
Street lighting should avoid confusion with traffic signals.
3.1.6 Emergency telephones (22 April 1991)
Telephones should be provided where warranted so that Police, Ambulance, Fire Brigade, breakdown or other emergency services may be called with minimum delay.
On roads where emergency telephones are provided, signs indicating direction and distance to the nearest phone should be installed.
3.1.7 Overtaking lanes (22 April 1991)
At locations where multi-laned highways are not economically justified, adequate overtaking opportunities should be provided so that motorists are not tempted to overtake in hazardous circumstances.
Where overtaking lanes are provided, advance signing should be provided.
3.1.8 Railway level crossings (22 April 1991)
Crash risk at railway level crossings should be regularly monitored.
Grade separations should be provided where justified. Low cost dynamic warning devices should be developed for low volume crossings.
3.1.9 Roaming livestock (22 April 1991)
Stock should not be allowed to stray on highways. Where stock is permitted to graze near roads, signs should indicate the potential hazard.
3.1.10 Roadworks (22 April 1991)
Any works affecting operational efficiency and safety should be coordinated among the various agencies involved.
Final and proper reinstatement of pavements should be expedited.
3.1.11 Traffic Management at Roadworks (22 April 1991)
Control of traffic at roadworks should be in accordance with Australian Standards.
The need for adequate traffic capacity and control should be a major consideration at roadworks. Special attention should be given to advance warning of the specific hazard involved, the effective maintenance of signs during the construction period and prompt removal of the signs when normal traffic operations resume.
3.2 Designing for road safety
3.2.1 Roadside obstacles (22 April 1991)
Areas adjacent to the roadway should be kept clear of poles, trees, embankments, ditches and other obstacles. Protection devices should be used where obstacles cannot reasonably be removed.
3.2.2 Service information and rest areas (22 April 1991)
Rest areas should be designed, equipped, maintained and signed in a manner which encourages motorists to use them regularly to avoid driver fatigue.
3.2.3 Targeting areas of high crash frequency or crash risk (22 April 1991)
Initial planning for road safety enhancement measures should be targeted at those areas with known high crash frequency.
The use of existing techniques to identify and correct potentially dangerous sites and the further development of such techniques should be part of road safety enhancement processes.
3.3. Local area traffic management
3.3.1(c) Management of residential streets (29 June 1998)
The safety and amenity of residential and special areas should be preserved by reducing vehicle speeds and by encouraging traffic to use main roads.
Local area traffic management (LATM) should only be implemented under the following conditions:
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schemes be aimed primarily at reducing crashes with consequent improvements to the environment and pedestrian safety;
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attention be given to adjacent main road systems to ensure that levels of service are not reduced;
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only approved devices be used;
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harsh traffic management measures should only be used as a last resort;
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single lane devices not be implemented on two lane roads;
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provision be made for regular bus services; and
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all proposals be subject to a public review procedure.
3.3.2 General urban speed limits (February 2000)
A general urban speed limit of 50 km/h is supported for those local residential streets where the adoption of such a measure does not compromise the overall safety or speed management strategy of the area. The goal of uniform national general urban speed limit of 50 km/h is achievable and desirable, however the method of adoption should recognise individual state rights and speed management strategies.
3.4 Parking
3.4.1 Management of parking (22 April 1991)
Authorities responsible for parking should develop comprehensive programmes, with particular emphasis on:
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providing parking spaces at bus and rail terminals to encourage the use of public transport;
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using parking meters and similar devices to ration on-street parking; and
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using net revenue from parking facilities for parking studies, enforcement and provision of off-street parking.
3.4.2 Allocation of kerbside spaces (22 April 1991)
On main roads, preference should be given to the movement of traffic, the unloading and loading of vehicles and bus and tram stops.
3.4.3(c) Parking facilities (29 June 1998)
Parking strategies should provide an appropriate balance between off-street and on-street parking and should encourage off-street parking on roads with high traffic volumes:
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off-street spaces should include both long-term and short-term parking;
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on-street spaces should be reserved for short-term parking.
3.4.4 Preferential parking (22 April 1991)
Preferential parking should be introduced in residential or other special areas only if adequate consideration is given to:
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providing off-street parking facilities for vehicles displaced by the preferential parking; and
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providing adequate parking for access to public transport and essential services.
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