Brisbane Road Side Barrier Guideline

Guidelines
for the Use of
Roadside Barriers
Prepared by:
Dallas Lee
Technical Officer
Strategic Infrastructure Management
City Assets Branch
City Policy and Strategy Division
November 2006
Document Control Information
Document Name: Guidelines - Draft V1.25.doc
Document Date: 21/11/06 9:12 AM
Author(s) Date Version

Frankie Yong 04/2003 Initial Draft (No Number)
Dallas Lee 09/2003 Draft – V1.1
Dallas Lee 11/2003 Draft for Comment – V1.2
Dallas Lee 01/2004 Revised Draft – V1.21
Authorised
Name/Title Date Signature
Important
This document will be subjected to continual revision over time. It is important that if reference is
made to a printed copy of this document, it may have been superseded and thus inaccurate.
Roadside Barrier Guideline
Index of Contents
1 INTRODUCTION .................................................................................................................................. 1
1.1 PURPOSE .........................................................................................................................................1
1.2 BACKGROUND ..................................................................................................................................1
1.3 ACRONYMS ......................................................................................................................................2
1.4 DEFINITIONS.....................................................................................................................................2
1.5 REFERENCED DOCUMENTS ...............................................................................................................2
1.5.1 Brisbane City Council Standard Drawings ....................................................................... 2
1.5.2 Queensland Department of Main Roads – Road Planning and Design Manual.............. 2
1.5.3 Queensland Department of Main Roads – Standard Drawings:...................................... 3
1.6 FEEDBACK .......................................................................................................................................3
2 ROADSIDE BARRIERS....................................................................................................................... 4
2.1 PURPOSE .........................................................................................................................................4
2.2 JUSTIFICATION AND RISK ASSESSMENT .............................................................................................4
2.2.1 Justification....................................................................................................................... 4
2.2.2 Risk Assessment Framework........................................................................................... 5
2.2.3 Potential Hazards from Barriers ....................................................................................... 6
2.3 HAZARD RISK DETERMINATION..........................................................................................................7
2.3.1 Rigid Object Hazard ......................................................................................................... 7
2.4 EMBANKMENT HAZARD .....................................................................................................................8
2.4.1 Embankment Descriptions ............................................................................................... 8
2.4.2 Factors to Consider: ......................................................................................................... 8
2.4.2.1 Is There Likelihood of Rollover? .................................................................................... 8
2.4.2.2 Vehicle Conflict/Control Issues ...................................................................................... 8
2.4.2.3 Is the Roadside Environment Consistently Hazardous? ................................................ 8
2.4.2.4 Does Embankment Pose a Greater Risk than the Barrier? ........................................... 8
2.4.2.5 Does the Embankment have an Adverse Crash History?.............................................. 9
2.5 EMBANKMENT TREATMENT................................................................................................................9
3 BARRIER PURPOSES AND TYPES .................................................................................................. 1
3.1 FENCES – PURPOSE AND TYPES .......................................................................................................1
3.1.1 Purpose ............................................................................................................................ 1
3.1.2 Fence Types..................................................................................................................... 1
3.1.3 Fences – Risks and Potential Hazards ............................................................................ 1
3.1.4 Applicable Standards ....................................................................................................... 1
3.2 SAFETY BARRIERS – PURPOSE AND TYPES .......................................................................................2
3.2.1 Purpose ............................................................................................................................ 2
3.2.2 Barrier Types.................................................................................................................... 2
3.2.3 Applicable Standards and Guidelines .............................................................................. 3
3.3 OTHER BARRIERS – PURPOSE AND TYPE ..........................................................................................3
3.3.1 Purpose ............................................................................................................................ 3
3.3.2 Types................................................................................................................................ 3
3.3.3 Applicable Standards ....................................................................................................... 3
3.3.4 If You Get It Wrong…… ................................................................................................... 4
4 RECOMMENDED TREATMENTS/SOLUTIONS FOR ROADSIDE BARRIERS ................................ 5
4.1 FENCES ...........................................................................................................................................5
4.1.1 Fence Purpose ................................................................................................................. 5
4.1.2 Design Considerations ..................................................................................................... 5
4.1.3 Existing Fences Repair and Rehabilitation ...................................................................... 6
4.1.4 Fence Types and Typical Application .............................................................................. 6
4.2 SAFETY BARRIERS............................................................................................................................7
4.2.1 Barrier Purpose ................................................................................................................ 7
4.2.2 Design Considerations ..................................................................................................... 7
4.2.2.1 Protection of Vehicles from Hazards.............................................................................. 8
4.2.2.2 Protection of Pedestrian Facilities and Pedestrian Areas .............................................. 8
4.2.2.3 Traffic Delineation.......................................................................................................... 8
4.2.3 Barrier Type and Typical Application ............................................................................... 8
4.3 ALTERNATIVE BARRIER SYSTEMS ......................................................................................................9
4.3.1 Purpose ............................................................................................................................ 9
4.3.2 Barrier Type and Typical Application ............................................................................... 9
4.3.3 Special Notes on Temporary Barriers ............................................................................ 10
Guidelines - Draft V1.25.doc Page i
5 SAFETY BARRIER AND END TERMINAL SOLUTIONS FOR URBAN LOCATIONS.................... 11
5.1 ALTERNATIVE SAFETY BARRIER SOLUTIONS ....................................................................................11
5.1.1 Energy Absorbing Bollards............................................................................................. 11
5.1.2 Non-Deforming Bollard................................................................................................... 12
5.1.3 Other Solutions............................................................................................................... 12
5.2 ALTERNATIVE END TERMINALS ........................................................................................................12
5.2.1 Gating Re-directive Guardrail End Terminals ................................................................ 12
5.2.2 Energy Absorbing Bollard Guardrail End Terminal ........................................................ 13
5.2.3 Crash Attenuation Terminals (“Crash Cushions”) .......................................................... 14
6 PREFERRED FENCING INSTALLATION OPTIONS FOR URBAN SITUATIONS.......................... 16
6.1 POST AND RAIL FENCE ...................................................................................................................16
6.2 TUBULAR GALVANISED STEEL RAILING FENCING ..............................................................................16
6.3 GALVANISED WELDED MESH FENCING AND “PEDESTRIAN SAFETY” FENCING .....................................17
7 APPENDIX A – PHOTOGRAPHIC EXAMPLES OF FENCE TYPES ............................................... 19
8 APPENDIX B – PHOTOGRAPHIC EXAMPLES OF SAFETY BARRIER TYPES ........................... 23
9 APPENDIX C – PHOTOGRAPHIC EXAMPLES OF ALTERNATIVE BARRIER TYPES ................ 27
10 REFERENCES ................................................................................................................................... 33
Guidelines - Draft V1.25.doc Page ii

1 Introduction
1.1 Purpose
These guidelines were prepared in response to requests from Brisbane City Council staff:
• Guidance to both design and operations staff for the selection of appropriate roadside
safety barriers and fencing;
• Address the justification, for a barrier or fence in a particular situation including the
development and implementation of a risk management methodology, and then the
selection of an appropriate barrier type based on it’s effectiveness.
These guidelines are intended to assist LAS in determining whether a roadside safety barrier or
fence is required (both in existing and new installations). This includes the style/type of barrier
or fence and general guidance to City Design with the principles of detailed design for roadside
barriers and fencing.
This document is not intended to be a substitute for proper traffic design and traffic investigation
by qualified personnel in relation to the installation of safety barriers.The basis for installing
safety barriers maybe defined in this manner:- “The barrier is needed if, for a particular crash or
level of risk, when the consequences of striking a fixed object, or running off the road, would be
more serious than those associated with hitting the barrier.”
1.2 Background
The Queensland Department of Main Roads standards and guidelines are intended for use on
high speed (>80kph), high volume roads and low volume, high speed rural roads and as such
were found not to be suitable for the wholesale adoption by Brisbane City Council, particularly in
relation to typical low speed /low volume urban streets (60kph and less).
Following the release of the Brisbane City Council Standard Drawings 2001, the Brisbane City
Council adopted the Queensland Department of Main Roads standards and guidelines for the
installation of Roadside Barrier Systems (guardrail etc.).The lack of consistent and relevant
standards for roadside barriers has resulted in the following concerns:
• Over design;
• No design
• Under performance;
• Creation of secondary hazards (eg. where the chosen roadside barrier has the
potential to penetrate a vehicle or impart and cause severe injury to the occupants);
• Wastage of materials and resources;
• Inconsistency across the city, with different districts having preferences for different
treatments;
• Adverse public reaction to the installation of certain styles/types of barriers and
fences;
• Restricted access in a constrained residential environment.
These guidelines are the result of a collaborative effort between the following Council
stakeholders:
• City Assets Branch (CP&SD)
• Local Asset Services (CCS)
• City Design (CB)
• Transport and Traffic (CP&SD)
Guidelines - Draft V1.25.doc Page 1

1.3 Acronyms
Council Acronyms
BCC Brisbane City Council
CAB City Assets Branch (A branch of CP&SD)
CB City Business
CD City Design (a business unit of CB)
CP&SD City Policy and Strategy Division
LAS Local Asset Services
T&T Transport and Traffic Program (A branch of CP&SD)
Technical Acronyms
BCT Breakaway Cable Terminal
EAB Energy Absorbing Bollard
MELT Modified Eccentric Loader Terminal (a flared guardrail end terminal)
Other Acronyms
QDMR Queensland Department of Main Roads
1.4 Definitions
Hazards: Embankments and rigid objects;
Objects include, but are not limited to, trees, poles, sign supports,
roadside furniture, drains and culverts
Roadside Barrier: General term used to describe a barrier system installed to control the
movement of vehicle and/or pedestrian traffic;
Safety Barrier: A Roadside Barrier installed to control or restrict the movement of errant
or wayward vehicles.
This may include rigid barriers (concrete barrier), semi-rigid barriers
(guardrail, eg. ‘W’-beam and Thrie Beam) and flexible barriers (wire rope
barriers).
1.5 Referenced Documents

1.5.1 Brisbane City Council Standard Drawings
Drawing Number Drawings Title
UMS 131 Road Edge Guide Posts
UMS 133 Energy Absorbing Bollard Guardrail End Terminal & Hazard Protection
UMS 134 Guardrail End Terminal Gating, Nonflared
UMS 241 Galvanised Tubular Handrail
UMS 242 Galvanised Weldmesh Fencing
UMS 244 Log Barrier Fence (600mm High)
UMS 247 Pedestrian safety fencing
UMS 248 Two rail, steel hollow section post and rail fence
During the review and republication of Standard Drawings, the BCC decided to adopt the
QDMR Standard Drawings relating to Guardrail components and basic installation geometry.
BCC no longer publishes Standard Drawings relating to guardrails.
1.5.2 Queensland Department of Main Roads – Road Planning and Design Manual
• Chapter 8: Safety Barriers and Roadside Furniture;
− Chapter 8, Section 2: Roadside Barrier Systems - Selection and Location of
Permanent Systems

1.5.3 Queensland Department of Main Roads – Standard Drawings:
Draw. No. Drawing Type Drawing Name
Extruded Median Barrier – Barrier, Reinforcing and
1460 Type F Barrier
Expansion Joint Details
1462 Type F Barrier Transition Between Median Barrier and W Beam Guardrail
Fabrication Details for W Beam Guardrail Connection
1465 Type F Barrier
Brackets
Single Slope Concrete Extruded Median Barrier – Barrier, Reinforcing and
1468
Barrier Expansion Joint Details
Single Slope Concrete
1470 Transition Between Median Barrier and Thrie Beam Guardrail
Barrier
Single Slope Concrete
1473 Precast Concrete Barrier
Barrier
1474 Steel Beam Guardrail Installation and Setout
1476 Steel Beam Guardrail Terminal Components
1477 Steel Beam Guardrail Posts and Blockouts, Soil and Bearing Plates, Slip Base Plate
W Beam Anchor Bracket Delineation Unit, Post on Base
1478 Steel Beam Guardrail
Plate, Abraham Blockout
Bolts, Nuts, Screws and Washers, Cable Assembly With
1479 Steel Beam Guardrail
Fasteners
1480 Steel Beam Guardrail Fabrication Details for W Beam Rails and Rail Components
1482 Steel Beam Guardrail W beam and Thrie Beam Assemblies
1508 Bridge Barriers Bridge Traffic Rail Intermediate Post and Rails
1509 Bridge Barriers Bridge Traffic Rail End Post, W Beam Connection
1511 Bridge Barriers Bridge Safety Rail
1.6 Feedback
Comments or feedback on this document is welcome and can be referred to the Principal
Engineer, Strategic Infrastructure Management, City Assets Branch, City Policy and Strategy
Division.

2 Roadside Barriers
BCC currently has a wide variety of roadside barriers in use across the city. The majority of
these installations do not conform to the current Australian Standard or QDMR Guidelines.
2.1 Purpose
These barriers have a number of purposes such as:
• Protection of vehicles and occupants from roadside hazards such as embankments,
rigid objects, etc.;
• Traffic delineation and demarcation – an alerting element to provide warning for
drivers travelling along split level roadways and substandard corners etc.;
• Pedestrian protection and delineation from static hazards (embankments, cliffs,
waterway crossings etc.);
• Pedestrian protection from vehicular traffic by:
− Constraining pedestrian movement to defined pathways intended for such use;
− Providing a physical barrier to errant vehicles which might otherwise enter
pedestrian areas (low speed environments only);
• Demarcation of areas not to be accessed by vehicle traffic (eg. parklands)
2.2 Justification and Risk Assessment
When considering the type of barrier system for installation, it is important to consider the
following:
• All barrier systems will cause physical damage to vehicles when they make impact.
The type of barrier will determine the level of damage (very heavy for a rigid or semi-
rigid to minor for ordinary bollards and vegetation);
• The installation and use of incorrect or inappropriate end treatment can cause severe
damage to vehicles and severe injury or death to vehicle occupants;
• Do not rely on barrier systems to protect pedestrians and roadside facilities (property,
structures and roadside furniture).
2.2.1 Justification
The justification for the installation and/or retention of a roadside barrier or fence must consider
the following factors:
• Nature of the hazard;
• Probability of accident/incident occurring;
• Traffic volume and speed;
• Road geometry, surface and alignment;
• Consequences of an accident/incident occurring (eg. physical injury and/or property
damage);
• Accidents/incident history of site.
For determination and function details on treatments for hazards, refer to Section 2.3, which is a
summarised version of Chapter 8 of the QDMR Road Planning and Design Manual.
It is important to note that not all roadside objects present a hazard. The risk assessment
framework outlined below and flowchart approach detailed in Section 11.1 will assist in
determining if a roadside object constitutes a hazard and warrants further action. It is important
that any barrier installed does not create a greater hazard then the hazard it is meant to be
protecting. Similarly, embankment hazards can be assessed using the approach outlined in
Section 2.4.Sound engineering judgement is still required in the end.

2.2.2 Risk Assessment Framework
The following is based on Section 6.8 of the AUSTROADS publication “Road Safety Audit”. It is
intended as a simple guide to the potential risk faced by road users from roadside hazards
and/or roadside barriers and requires a “common-sense” approach and sound engineering
judgement. This approach may assist in determining if a roadside barrier is appropriate and may
then be used to determine the level of risk of the proposed barrier system.
This approach will assist in determining if a roadside barrier is appropriate. The same approach
may then be used to determine the level of risk of the proposed barrier system. See the next
section for potential hazards from barriers.
How often is the problem likely to lead to an incident*?
Frequency** Probability
Frequent Once or more a week
Probable Once or more per year (but more than once a week)
Occasional Once every five or ten years
Improbable Less often than once every ten years
*examples include: vehicle striking barrier or roadside object, vehicles leaving carriageway,
pedestrians being struck by vehicles or the likelihood of pedestrians accessing or entering a
hazardous location (eg. entering roadway at inappropriate location or walking into an open
drainage structure).
**maybe based on accident history data
What is the likely severity of the resulting incident type?
Severity Description Examples
Catastrophic Likely multiple deaths High-speed, multi-vehicle crash on a freeway
Car runs into crowded bus stop
Bus and petrol tanker collide
Collapse of bridge or tunnel
Serious Likely death or serious High or medium speed vehicle/vehicle collision
injury High or medium speed collision with fixed roadside
object
Pedestrian struck at high-speed
Cyclist hit by car
Minor Likely minor injury Some low-speed vehicle collisions
Cyclist falls from bicycle at low-speed
Left-turn rear-end crash in a slip lane
Limited Likely trivial injury or Some low-speed vehicle collisions
property damage only Pedestrian walks into object (no head injury)
Car reverses into post
It is envisaged that most of the incidents within the Council environment will fall into the Serious
to Limited range, with particular emphasis on the latter two categories. The Level of Risk is then
able to be determined.
The Resulting Level of Risk Matrix
Frequent Probable Occasional Improbable
Catastrophic Intolerable Intolerable Intolerable High
Serious Intolerable Intolerable High Medium
Minor Intolerable High Medium Low
Limited High Medium Low Low
Once the Level of Risk is determined, the Recommended Treatment Timeframes can be
established.

Recommended Treatment Timeframes

Risk Suggested treatment approach
Intolerable Must be corrected
Should be corrected or the risk significantly reduced, even if treatment cost
High
is high
Should be corrected or the risk significantly reduced, even if treatment cost
Medium
is moderate, but not high
Low Should be corrected or the risk reduced, if treatment cost is low
2.2.3 Potential Hazards from Barriers

Barrier systems themselves may pose or create hazards in their own right. It is important to
avoid any installation that may pose any of the following hazards:
• Spearing Hazard: where components of the barrier system (normally rails) will
penetrate the passenger compartment of a vehicle;
• Ramp Hazard: where the barrier system may provide a ramp or launch point for any
impacting vehicle;
• Debris Hazard: where components of the barrier system may break loose or fly-off in
the event of an impact, thus posing a hazard to vehicle occupants and/or other road
users.

2.3 Hazard Risk Determination

2.3.1 Rigid Object Hazard
Rigid Object Hazards include, but are not limited to, trees, poles, sign-supports and roadside
furniture.
Flow Chart for identifying if an object is hazardous
No Is road Type A
or B?
Is object within
2m (Type C) or No
3m (Type D+)
of pavement Yes
edge?
Yes
Does the
object have an
adverse crash
history?
Does crashing into
the object likely to
No
result in
hospitalisation or
fatality?
Yes
No
Yes
Object is a Object is low risk.

potential hazard.
Remove/relocate
object.
Yes
Is it possible to
relocate object
(eliminate hazard) End
Is alternative
No treatment
possible
Determine hazard
effect of barrier. No Yes
Is barrier hazard Do nothing

Yes
greater than object
hazard? End
Will barrier
No No
conform to QMDR
standards?
Yes
Design/install barrier system

2.4 Embankment Hazard

2.4.1 Embankment Descriptions
Embankment or fill slopes that are parallel to the traffic flow can be categorised as follows:
Description Slope Comments
Recoverable 1:4 slope or flatter Motorists who encroach on recoverable slopes can
generally stop or slow their vehicles sufficiently to return to
the roadway.
Non-recoverable Between 1:3 to 1:4 A non-recoverable slope is one that can be traversed,
though the motorist is unlikely to be able to stop or slow
their vehicle sufficiently to return to the roadway. Vehicles
on these slopes will generally reach the toe of the slope
and require a safe run-off area
Critical 1:3 or steeper A critical slope where the vehicle is likely to overturn and
can be considered a hazard in it self.
2.4.2 Factors to Consider:
2.4.2.1 Is There Likelihood of Rollover?
• Embankment height less than 1.5m; high severity outcome is low
• Embankment slopes flatter than 1:3 are considered traversable and do not pose a
direct hazard to errant vehicles. If hazardous objects are located in or at the toe of the
embankment, consideration needs to be given to the combined effect of the hazard.
• Ground conditions on the embankment – probability of rollover increase if there is a
likelihood that tyres will dig into the ground.
2.4.2.2 Vehicle Conflict/Control Issues
Is there a possibility a vehicle accessing a split-level road from either a private property or
connecting street entering or traversing the embankment? Considerations for this situation
include the following:
• Slope and height of embankment;
• Risk to property/infrastructure on low side of embankment;
• Existing infrastructure to provide protection and delineation (fencing, barriers and
vegetation).
The points above are also to be considered for through traffic along a street.
2.4.2.3 Is the Roadside Environment Consistently Hazardous?
In situations where traffic volumes are low, and there is a consistent road environment (ie
roadside hazards are set at a uniform off-set eg mountainous terrain), coupled with the low
number of likely encroachments and drivers expectation, the implementation of safety barriers
cannot be justified.
Studies indicate the frequency of crashes tends to increase at the interface between varying
types of road environment or inconsistent segments. (eg. at the first tight curve after a long
straight section).
In consistently hazardous segments, the following process should be considered:
• Improvement to delineation to provide drivers with the best indications of roadway
alignment – signage (pre-warning and at hazard) and pavement marking;
• Provision of safety barriers (if recommended based on embankment/hazard
attributes) at the interface between the varying types of road environment;
• Install roadside barriers where it is justified by crash history.
2.4.2.4 Does Embankment Pose a Greater Risk than the Barrier?
A risk assessment is to be carried out based on the speed of traffic, curvature/elevation of the
road and the AADT. This should be assessed by the designer or traffic investigator familiar with
MRD Road Planning and Design Manual Chapter 8
2.4.2.5 Does the Embankment have an Adverse Crash History?
It is recommended that any roadside object which has at least 3 casualty crashes within a 3
year period be considered for remedial treatment regardless of other factors such as lateral
offset or traffic volume).
2.5 Embankment Treatment

If an embankment warrants a barrier system, it is to be determined what function (primary
purpose) this barrier is to fulfil. If the primary function is one of delineation or driver awareness,
a system including some all of the following may be sufficient:
• Guide posts;
• Signage – both prior to and at the hazard;
• Pavement Marking – longitudinal lines, on-road legends etc.
If a full barrier system is determined as being required, a designer familiar with the
relevant standards and guidelines should undertake the design of such a system.

3 Barrier Purposes and Types

This section will outline the barrier and fence type current available for use by Council. This is
meant as a general description and further details are available in Section 4 of these guidelines.
3.1 Fences – Purpose and Types

3.1.1 Purpose
Fences are typically lightweight structures whose primary purpose is to confine or guide
pedestrians to safe areas or alert pedestrians and vehicle traffic to potential hazards. Fences
may also be used to define a boundary, eg frontage of a park to discourage vehicle access.
Fences, if properly installed and positioned, may be used in a traffic delineation mode with an
example being a pedestrian safety or welded mesh fence along an embankment.
3.1.2 Fence Types
Council currently uses a variety of fence types for the purposes outline above:
• Post and Rail;
− Constructed in timber – typically 2 rails and painted white;
− Constructed in thin walled steel rectangular hollow section – typically 2 rails;
• Galvanised Tubular Steel Rail
− Without mesh;
− With mesh;
• Galvanised Welded Mesh fencing;
• Log Barrier Fence
• Pedestrian Safety Fence (based on “Pool Safety” Fencing).
Refer to Appendix ‘A’ for photographic examples of these fence types.
3.1.3 Fences – Risks and Potential Hazards
The use of certain fence types along roadside edges can provide greater risk and create
additional hazards to the one that the fence is meant to protect or treat. These include:
• Inability to restrain/stop errant vehicles;
• Poor visibility of fence;
• Potential to trap pedestrians on the roadway;
• Potential for spearing hazards for certain types of fences, namely:
− Post and Rail fences, particularly those constructed in timber;
− Galvanised Tubular Handrail, both with and without mesh;
− Pedestrian safety fence – top rail.
3.1.4 Applicable Standards
Galvanised tubular handrail fencing is to be installed to UMS 241, with particular attention paid
to the following notes:
Note 12: “Galvanised Tubular Handrails to be used only in situations clear of longitudinal vehicle
impact so as not to be a potential spear hazard to motorists”
Note 14: “These fences are intended as a pedestrian barrier and are not to be used in situations
where motor vehicles require restraint”
Galvanised welded mesh fencing is to be installed to UMS 242, with particular attention paid to
the following notes:
where motor vehicles require restraint.”
Note 14: “100mm wide reflective tape to be applied to end posts where vehicle traffic conflict may
occur”
Roadside Barrier Guidelines - Draft V1.25.doc Page 1

Log barrier fencing is to be installed to UMS 244.
Pedestrian safety fencing is to be installed to UMS 247, with particular attention paid to the
following notes:
occur”
Post and rail type fencing is to be installed to UMS 248, with particular attention paid to the
following notes:
Note 7: “Two rail post and rail fences generally used as pedestrian protection above culverts and
embankments and as vehicle delineation along split-level streets”
Note 10: “100mm wide reflective tape to be applied to end posts and/or terminal end of rails where
vehicle traffic conflict may occur”
3.2 Safety Barriers – Purpose and Types

3.2.1 Purpose
Roadside safety barriers are structures designed to withstand or absorb the impact of vehicles.
The function of these types of barriers include:
• Prevent the deviation of errant vehicles from the carriageway (traffic lanes). This is
where such deviation has the potential to do one or more of the following:
− Cause damage/injury to the vehicle and/or it’s occupants;
− Cause injury to pedestrians and other roadside users (eg. street dining);
− Cause significant damage to roadside property or infrastructure;
• Traffic delineation and guidance, particularly where adverse road conditions exist
(adverse cambers, tight corners etc.).
Refer to Appendix ‘B’ for photographic examples of these fence types.
3.2.2 Barrier Types
Safety barriers may be broken into four categories:
1. Rigid Barriers
• “New Jersey” Type Concrete Barrier;
• Type ‘F’ Concrete Barrier;
• Vertical or Continuous Slope Concrete Barrier.
2. Semi-Rigid Barriers
• W-Beam Guardrail;
• Thrie-Beam Guardrail;
• Box Beam/Bridge Safety Rail.
3. Flexible Barriers
• Wire Rope Barrier Systems
− BRIFEN® Wire Rope Safety Fence System
− Flexfence® Wire Rope Safety
4. Independent/Isolated Barriers
• Bollard Systems
− Energy Absorbing Bollards;
− Non-energy Absorbing Bollards.

All of the barrier types listed above work on one of two principles – they will either deflect or
redirect vehicles away from the hazard or will stop the vehicle outright. Where a system is
designed to stop a vehicle outright, energy absorption capability characteristics should be
included in the design to minimise or reduce the potential injury that maybe suffered by the
occupants of the vehicle.
3.2.3 Applicable Standards and Guidelines
Preferred BCC
Queensland Main Roads Department standard drawings for the installation of rigid (concrete
barriers) and semi-rigid (W Beam and Thrie Beam guardrail, Bridge Barrier) systems. For other
barrier systems (eg. Flexible Barriers), the manufacturer requirements are to be followed.
3.3 Other Barriers – Purpose and Type

3.3.1 Purpose
BCC currently uses a variety of alternative barrier systems for vehicle and pedestrian hazard
identification and delineation. These systems and types are generally utilised as a visual barrier,
rather than a physical barrier and as such will not normally restrain or stop vehicle and/or
pedestrian movement.
3.3.2 Types
Other barrier types not listed above but in use include:
• Bollards
− Frangible Timber
− Steel Post (Removable and fixed)
− Concrete
• Log Barrier Fence;
• Temporary Barrier (ie. Plastic Water Filled Barriers);
• Guide Posts (while not technically a barrier system, guide posts are utilised in
delineation of hazards etc.);
• Landscaping/vegetation;
• Signage and pavement marking (not a barrier system but used in the delineation of
hazards etc.).
Refer to Appendix ‘C’ for photographic examples of these fence types.
3.3.3 Applicable Standards
Guide Posts to be installed in compliance with UMS 131 – Road Edge Guide Posts, while Log
Barrier fencing to be installed to UMS 244 – Log Barrier Fence (600mm High). All other forms of
alternative barriers are to be installed as per manufacturer requirements.

3.3.4 If You Get It Wrong……
Barrier Type: Semi-rigid

Material: Guardrail (W Beam)
Purpose: Prevention of vehicles exiting roadway over embankment.
Incorrect end treatment has created spear hazard. This has allowed the guardrail to
Comments: enter into the vehicle passenger compartment – no-one was in the passenger seat at
the time of the accident.

4 Recommended Treatments/Solutions for Roadside Barriers

Both the replacement/rehabilitation of existing and installation of new roadside barriers are
dependent upon the purpose of the structure as determined in the previous section. The options
are outlined in the following sections.
4.1 Fences
4.1.1 Fence Purpose
It is important to determine the primary purpose of the proposed or existing. Fences fulfil the
following primary purposes and are not intended to restrain, stop or prevent a vehicle from
entering a pedestrian area.
• Pedestrian protection and delineation from static hazards (embankments, cliffs,
waterway crossings etc.);
− Constraining pedestrian movement to defined pathways intended for such use;
• Traffic delineation (not restraint) along split level roadways – typically post and rail
type fence (timber type to be avoided due to high risk of spearing).
The location of new fences is normally determined in one of two ways:
• Requests from customers (residents and/or councillors);
• As part of new/capital works projects.
The determination of whether a location warrants the installation of a fence is as per the criteria
outlined in the previous sections. However, where a potential location is identified by a customer
(normally a resident), the need for installation is often outside these guidelines. In these
situations it maybe still be necessary to install a fence, though special care must be taken to
minimise the potential hazards to all users.
4.1.2 Design Considerations
The following points to be considered in the design of a barrier fence are:
• Accident/incident history of site/location;
• Proximity to the vehicle traffic path(s);
• Road/footpath factors including geometry, surface and alignment;
damage);
• Ability of road users to identify the hazard, especially in low-light or night-time
situations.
Typically two rail timber post and rail fencing, galvanised tubular handrail or galvanised welded
mesh fencing are used for these purposes. Care is to be taken so as not to introduce a hazard
with the installation of a fence system. Further considerations are outlined below.
Galvanised welded mesh fencing is to be installed to UMS 242, with particular attention paid to
the following drawing notes:
occur”
Galvanised tubular handrail fencing is to be installed to UMS 241, with particular attention paid
to the following drawing notes:
Note 12: “Galvanised Tubular Handrails to be used only in situations clear of longitudinal vehicle
impact so as not to be a potential spear hazard to motorists.”

Note 14 “These fences are intended as a pedestrian barrier and are not to be used in situations
Pedestrian safety fencing is to be installed to UMS 247, with particular attention paid to the
following notes:
Note 12: “These fences are intended as a pedestrian barrier and delineation device and are not to
be used in situations where motor vehicles require restraint”
occur”
Post and rail type fencing is to be installed to UMS 248, with particular attention paid to the
following notes:
Note 7: “Two rail post and rail fences generally used as pedestrian protection above culverts and
embankments and as vehicle delineation along split-level streets”
Note 10: “100mm wide reflective tape to be applied to end posts and/or terminal end of rails where
vehicle traffic conflict may occur”
4.1.3 Existing Fences Repair and Rehabilitation
When undertaking rehabilitation or repair of an existing roadside fence, the following solutions
should be considered:
• Removal of barrier, especially if:
− Fence is failing to fulfil primary purpose or:
− Poses hazard to either vehicles or pedestrians;;
• Modification of barrier, especially end treatments (eliminate “spear hazards”);
• Replacement with alternative materials/barriers that are not as likely to create a
hazard. Examples being:
− timber post and rail fence with thin metal box section post and rail fence;
− galvanised tubular handrail at vehicle traffic locations with either galvanised
welded mesh fencing (to UMS 242) or “pedestrian safety” fencing.
• Realignment/reconstruction of pedestrian path to avoid hazard;
• Removal of pedestrian path or provision of alternative route to pedestrians.
4.1.4 Fence Types and Typical Application
Fence Type Application Benefits Hazards
• Highly visible (with • Easily climbed.
Pedestrian Protection appropriate • Potential hazard to
from slopes etc. delineators); vehicle if too close to
• Low visual impact roadway.
Two Rail, Post and Rail
Fence • End treatment can
Traffic delineation • Highly visible; present spear hazard
along split level to vehicles
roadways – not • Cost effective to
preferred use. construct. • Will not restrain
errant vehicle
• Potential hazard to
• Strong fence, not
vehicle if too close to
Pedestrian protection / easily damaged;
roadway;
guidance on footpaths • Good use for
etc. • Can be climbed
function, especially
Galvanised Tubular over/through (no
fences with mesh.
Handrail mesh).
• End treatment can
Traffic delineation present spear hazard
along split level • None to vehicles
roadways
• Low visibility

• Can have low

visibility – requires
Pedestrian protection / appropriate colour
• Good use for
Welded Mesh Fencing guidance on footpaths, and delineators;
function.
traffic islands etc.
• Easily damaged by
vehicle strike.
• Risk of spear hazard
from top rail;
• Strong fence, not
easily damaged by • Can have low
Pedestrian protection /
Pedestrian Safety pedestrian activity; visibility – requires
guidance on footpaths,
Fencing appropriate colour
traffic islands etc. • Good use for and delineators
function.
• Easily damaged by
vehicle strike.
4.2 Safety Barriers

4.2.1 Barrier Purpose
It is important to determine the primary purpose of any proposed or existing barrier before
selecting a course of action as detailed in the following section. Safety barriers fulfil the
following primary purposes and are intended to restrain, stop or prevent a vehicle from striking a
hazardous object or entering a hazardous zone or area:
• Protection of vehicles and occupants from roadside hazards (embankments, rigid
objects, etc.);
− Providing a barrier to errant vehicles which might otherwise enter pedestrian
areas (only for low speed environments);
• Traffic delineation and demarcation – an alerting element to provide warning for
drivers (along split level roadways, corners);
• Demarcation of areas not to be accessed by vehicle traffic (eg. bollards at parklands);
• Combination of the above.
The installation of new guardrail or fencing is most likely to required for one of the following
reasons:
• Requests from customers (ratepayers and/or councillors);
• As part of new/capital works projects.
Both of these situations should be assessed in the same manner, though the dealing with
requests from customers may require multiple solutions to be investigated and presented
4.2.2 Design Considerations
If it is determined that the barrier fulfils one of the primary function listed above, the justification
for the retention or rehabilitation of a safety barrier must consider the following factors:
• Probability of accident/incident occurring;
• Traffic volume;
• Traffic speed;
• Road factors including geometry, surface and alignment;
damage);
• History of site/location (ie. what accidents/incidents have occurred here before);
• Ability of road users to identify the hazard, especially in low-light or night-time
situations.

If a barrier system is deemed necessary, adequate delineation using retro-reflective materials

(eg. delineators) need to be incorporated to allow roads users every opportunity to identify the
presence of a hazard in low-light or night-time conditions and take appropriate action to avoid
striking the hazard (or barrier).
Guardrail is often unsuitable in urban environments due to insufficient clear space/run off areas.
The presence of kerbing may also compromise the effectiveness of the barrier system the
perform.
Refer to Section 2 of these Guidelines (and Chapter 8 of the QDMR Road Planning and Design
Guide) for determination of Hazard Risk.
4.2.2.1 Protection of Vehicles from Hazards
Where replacement/rehabilitation is warranted, the highest priority should be given to removing
“fishtail” ends from guardrail sections and replacement with safer alternative.
Other options that should be investigated include:
• Removal of barrier – if barrier has equal or greater risk than defined hazard;
• Modify treatment – if barrier has purpose as outlined above and does not create a
greater hazard risk than defined hazard. This may mean a requirement to “make safe”
or reduce the risk of an existing structure by modification/alternative treatment to end
terminals etc.
4.2.2.2 Protection of Pedestrian Facilities and Pedestrian Areas
This includes where pedestrian facilities and areas exist that are close to the trafficable roadway
and there is the potential for vehicle traffic to enter the area. This is not a preferred solution for
the use of safety barrier systems. Due to the nature of the systems in use, high deflections on
impact will encroach into the area behind the barrier. It is recommended that the following
alternative solutions be adopted:
• Removal or redirection of pedestrians facilities/area from the affected area. This is the
preferred method;
• Redesign of the trafficable roadway to further separate the roadway and pedestrian
facilities/area;
• Installation of a non-gating barrier system, particularly for pedestrian areas (kerbside
dining). The use of energy absorbing bollards may be practicable in this application.
4.2.2.3 Traffic Delineation
Typically short sections of guardrail or two rail timber post and rail fencing generally an
inappropriate application as traffic signs, delineators and pavement marking and adequate
lighting levels provide a better solution.
Where guardrail sections are used for this purpose, and the section warrants
replacement/rehabilitation, the highest priority should be given to removing “fishtail” ends from
guardrail sections and replacement with safer alternative which may include:
• Removal of barrier;
• Replacement of barrier with improved guidance systems, eg. pavement marking and
signage;
• Replacement of barrier with alternative form of treatment, eg. guideposts or bollards;
• Use of retro-reflective materials, eg. delineators (RRPM’s).
4.2.3 Barrier Type and Typical Application
Barrier Type Application Benefits Hazards
Typically highway and Expensive to
• Very effective in •
high-speed areas, construct;
Concrete Barrier stopping errant
where total vehicle
vehicles. • Visually unappealing.
restraint is required.

• Very effective in • Requires large clear

As for concrete stopping errant space behind barrier;
barriers, especially in vehicles; • Inappropriate
Guardrail unkerbed areas where • Lower cost than terminal ends pose
angle of impact is likely concrete barrier; spearing hazards;
to be acute (<10) • Can be used back to • Ineffective if used in
back. short lengths (<50m).
• Very effective in
stopping errant
vehicles; • Expensive to install
Bridge Barrier As per concrete barier
and maintain.
• Often only solution in
these locations.
• Very effective in
stopping errant • Requires large clear
vehicles; space behind barrier;
• Lower maintenance • Requires a minimum
cost than guardrail; radius to be effective
Wire Rope Barriers As per guardrail
• Low visual impact; (ie. not suitable on
• Can be used on small radii);
embankments as • Ineffective on narrow
ramping does not medians.
occurr.
Low speed urban • Effective at stopping
Energy Absorbing environments, typically errant vehicles at • Expensive to install
Bollards to protect dining or speeds ≤60kph; and maintain.
pedestrian areas. • Visually appealing.
Low speed urban • Can be effective at
environments, typically stopping errant
Non-energy Absorbing to protect dining or vehicles at speeds • Expensive to install
Bollards pedestrian areas. ≤60kph; and maintain.
Security • Visually appealing.
4.3 Alternative Barrier Systems

4.3.1 Purpose
These barrier systems are generally used for vehicle and pedestrian hazard identification and
delineation and are generally utilised as a visual barrier, rather than a physical barrier.
Generally these systems may restrain or stop vehicle and/or pedestrian movement, but not
both. Systems are typically installed as a low-impact solution and will often minimse the visual
impact at a location.
4.3.2 Barrier Type and Typical Application
Barrier Type Application Benefits Hazards
• Will not restrain
Typically in LATM • Decorative
Frangible Timber errant vehicle;
Schemes, protection of • Can provide good
Bollards • Can become hazard
landscaped areas delineation
itself if struck.
As for Timber Bollards, • Removable bollard
Removable and Fixed Removable Bollard useful a access point • Will not restrain
Steel Post Bollards used for access point in place of gate; errant vehicle
restriction. • Can be decorative
Typically in LATM • Decorative;
errant vehicle;
Concrete Bollards Schemes, protection of • Can provide good
landscaped areas • Can become hazard
delineation.
itself if struck.


• Decorative;
errant vehicle;
Log Barrier Fence Park boundaries • Provides good
• Easily damaged (can
delineation.
be knocked over)
• Temporary solution; • Only certain types
Temporary Barrier (ie. Temporary applications • Low cost for short will restrain an errant
Plastic Water Filled – road works, crowd term use; vehicle;
Barriers) control/direction • Refer special note • Can be easily moved,
below. knocked out of place.
• Low cost solution; • Will not restrain
Road edge or hazard • Easily replaced; errant vehicle;
Guide Posts
delineation • Low impact on visual • Requires regular
amenity. maintenance.
• Low cost solution;
errant vehicle;
• Can improve visual
Visual amenity, • Requires regular
amenity;
Landscaping/vegetation pedestrian movement maintenance;
control, vehicle buffer • If planted properly,
• May create hazard
will control pedestrian
for drivers (sight lines
movements
for example)
Delineation, guidance Low cost solution;
Signage and pavement •
and information to road • Not a barrier system
marking • Can be high impact.
users
4.3.3 Special Notes on Temporary Barriers
The following is an extract from the “Roadworks Signing Guide For Urban Roads” published by
Brisbane City Works in 2002.
“2.3.5 Safety Barriers
Safety barriers may be needed to deflect errant vehicles from entering the work site, or to
minimise accident severity where high steep embankments or other hazards or obstructions
must be temporarily tolerated. In some circumstances, it may be necessary to use this type of
device to separate opposing traffic.
In locations where the end of the barrier cannot be protected by other means from possible
collision, energy attenuators that will reduce the severity of an end-of-barrier collision shall be
provided.
Sufficient clearance shall be left between the back of the barrier and the edge of the work area
to allow for the likely deflection of the barrier when impacted by an out-of-control vehicle.
Interconnected plastic lightweight units do not satisfy the structural requirements of a safety
barrier, and shall be used for delineation purposes only.”

5 Safety Barrier and End Terminal Solutions for Urban Locations

This section outlines some of the possible solution available for those situations that do not
conform to the requirements as set out in the QMDR standards and design manuals. This is
particularly relevant to application of end terminals and flares.
Generally the guardrail section will be installed to the appropriate QMDR standard, with one of
the alternative end terminal treatments used. These end terminals must be used on the
approach end of the guardrail and maybe used on the departure end depending upon road
speed and geometry. A simple ‘bullnose’ terminal maybe used on the departure end of the
guardrail if it is determined that there is a low risk of being impacted by a vehicle.Under no
circumstances are ‘fishtail’ terminals to be installed.
5.1 Alternative Safety Barrier Solutions
Where situations require some form of protection from and/or for vehicles, but do not allow the
installation of a full safety barrier system, other alternatives maybe considered.
5.1.1 Energy Absorbing Bollards
The main alternative for this situation is the Energy Absorbing Bollards (EAB) which are
designed stop a 1200kg vehicle at 60km/h and a 1500kg vehicle at 50km/h.
This type of bollard works at the point of impact of a vehicle, where an energy-absorbing
cartridge, which is at the base of the steel bollard, absorbs the energy and safely decelerates
the vehicle at a level that is safe for the occupants.
May be installed in median and roadside sites to provide hazard protection or pedestrian
protection where conventional systems are not appropriate. Suited to sites where available
space for conventional barriers is limited and is ideal for offering protection around pavement
dining areas, roundabouts, pedestrian refuges, bus shelters etc. where it is expected that
pedestrian movements will have to be maintained.
An example of an EAB is the Omni Stop bollard from Saferoads.
Barrier Type: Energy Absorbing Bollard

System: Omni Stop Energy Absorbing Bollard.
Designed to stop a vehicle at 60kph. Maybe used in isolation or a system (line of
Purpose:
bollards).
Comments: Only suitable for environments with a speed of 60kph or less.

The Omni Stop guardrail end terminal was specifically designed to provide a non-gating
guardrail end terminal in an urban environment, where space is a critical issue. The system
provides a non-redirective terminal for low design impact speed applications.
5.1.2 Non-Deforming Bollard
The non-deforming bollard is a bollard without the energy absorbing cartridge of the Energy
Absorbing Bollard as described above. This type of bollard is only for use in very low speed
environments or where it is installed well away from areas of high risk of impact by an errant
vehicle, ie. outside the clear zone.
5.1.3 Other Solutions
Other solutions/products maybe implemented if the manufacturer provides sufficient
technical/safety data proving the product has been tested to appropriate levels/standards (eg.
American NCHRP Test Level 2 or Test Level 3) or the product conforms to QDMR or Australian
standards.
This information is to be forwarded the Principal Engineer, Strategic Infrastructure Management,
City Assets Branch, City Policy and Strategy Division for investigation and approval before
implementation/installation.
5.2 Alternative End Terminals

5.2.1 Gating Re-directive Guardrail End Terminals
This form of end terminal provides a tangent guardrail end treatment solution for applications
where there is insufficient space for a flared terminal. It is designed for installation on a straight
alignment attached to guardrail. These systems are available in models suited to either urban or
rural applications where the system length varies for either NCHRP Test Level 2 (TL-2,
<70km/h) or Test Level (TL-3, 100km/h) design impact speeds, allowing an option for site-
specific choice. The systems are designed to work with either steel breakaway posts or the
timber breakaway posts of conventional systems.
These end terminals consist of large, flat impact head that is free to slide along the guardrail
section. This impact head has deflector plate that when used with a special first length on
guardrail (dependant upon manufacturer) kinks or curls the guardrail out to the side. This allows
energy dissipation on impact and will gradually bring the vehicle to a halt while preventing
spearing of guardrail sections into vehicles.
It should be noted that these terminals are a gating type of terminal, which means that the
vehicle enters past the end of the guardrail. As such, these forms of terminal may require a
clear space to manufacturers/QDMR requirements behind the guardrail to provide vehicle run-
off.
Easier to install because of their layout, these systems also have a high degree of reusability
after impacts, saving in replacement costs and repair times. Often, the majority of the
components are interchangeable, reducing spare parts inventory.
• Maintenance free components for superior cost of life performance;
• Easy installation saves time and money;
• Fully tested and compliant with the current standard;
• Reusable properties following impacts;
• Models to suit rural and urban applications.
Examples of this type of terminal on the Australian market include the FLEAT (Flared Energy
Absorbing Terminal) and SKT (Sequential Kinking Terminal) and the ET-2000. Both products
are developed and made in the United States of America, but are distributed locally. The SKT is
able to be installed with minimal flare – maximum 600mm from back of kerb – that should make
it more applicable to urban situations.

Terminal Type: Flared Energy Absorbing Terminal (FLEAT)

The impact head is causes the guardrail to kink, thus preventing the risk of a spear
System:
hazard. This system comes in 70kph or less design.
Purpose: Guardrail end terminal – will eliminate the potential spearing hazard.
Comments: Note how the guardrail is forced (gated) in the image on the right.
Documentation supplied by the distributor states that the FLEAT and SKT are fully tested and
compliant gating re-directive guardrail end compliant with the AS/NSZ3845:1999 standard and
has been fully tested to both NCHRP – 350 Test Level 2 and Test Level 3.
Documentation supplied by the distributor states that the ET-2000 has been fully tested and
meets all the requirements of both NCHRP – 350 Test Level 2 and Test Level 3.
5.2.2 Energy Absorbing Bollard Guardrail End Terminal
This system of end terminal uses an Energy Absorbing Bollard as the final post of the guardrail
section. A ‘bullnose’ terminal end (or similar) is then used to protect the end of the guardrail.
This form of end terminal was specifically designed to provide a non-gating guardrail end
terminal in an urban environment, where space is a critical issue. The system provides a re-
directive terminal for low design impact speed applications (60km/h or less). Due to the design
of the bollards, this form of end treatment is suitable for short lengths of guardrail (it maybe
used back-to-back or on single lengths). It may be installed in median and roadside sites to
provide hazard protection or pedestrian protection where conventional systems are not
appropriate. Suited to sites where available space for conventional barriers is limited.
This type of end terminal is to be installed to manufacturer requirements. An example of this
type of system is the Omni Stop Guardrail End Terminal from Saferoads.

Terminal Type: Energy Absorbing Bollard End Terminal

Omni Stop Guardrail End Terminal – uses an energy absorbing bollard attached to
System:
guardrail.
Provides a non-gating end terminal – vehicles will not pass through the terminal
Purpose:
end of the guardrail and will be stopped by the bollard.
Only suitable for environments with a speed of 60kph or less. Example shown is
Comments:
on Waterworks Rd at Bardon (during construction).
5.2.3 Crash Attenuation Terminals (“Crash Cushions”)
These energy absorbing end terminals are a fully re-directive, non-gating bi-directional crash
cushions. These types of end terminals are commonly installed on severe road hazards such as
the ends of concrete barriers and bridge abutments. These systems are generally tested to both
either NCHRP Test Level 2 (TL-2, <70km/h) or Test Level (TL-3, 100km/h) impacts.
These types of end terminal work on a variety of principles, from employing a “concertina” effect
(the terminal crushes in on itself) and the use of energy absorbing cartridges (that are removed
and replaced after an impact). Any crash cushion system installed is to be to manufacturer
requirements.

Terminal Type: Crash Attenuation Terminal

System: TRACC Crash Cushion from Ingal Civil Products
Protection for end of bridge railings – the one in the foreground is on a single rail,
Purpose:
the one in the background is on a back-to-back double rail.
Comments: These examples are on the New Walton Bridge on Waterworks Road at The Gap.

6 Preferred Fencing Installation Options for Urban Situations

The two main forms of fencing found on BCC roads are:
• 2 rail timber post and rail fence (either in timber or metal, typically painted white)
• Tubular galvanised handrail fence (typically 2 rails)
Both of these types of fences present a potential spear hazard to vehicles in their current
constructed format. On both types of fences, the top rail generally extends past the final post,
providing a point of impact in a collision. UMS 241 addresses this issue for new tubular
galvanised handrail, though most currently installed fencing of this type is not to this standard.
No current BCC standard exists for the typical timber post and rail fence.
6.1 Post and Rail Fence

The use of alternative materials that will collapse/deform under impact and remove the potential
spear hazard of the current timber design is encouraged. Some locations have been
constructed using a thin metal walled rectangular hollow section to the same dimensions of the
existing timber fences.
It is also recommended that an alternative end treatment is developed and adopted (even with
the new metal rails) to try and eliminate the potential spear hazard.
6.2 Tubular Galvanised Steel Railing Fencing

New Galvanised Tubular Steel Railing fences should not be installed where there is a potential
for longitudinal vehicle impact (striking end on). This is as per Note 12 of UMS 241. This type of
fencing has the potential to provide a spear hazard and is generally difficult to see (especially
when against a backdrop of vegetation.
Where this type of fencing exists and is due for repair/rehabilitation, an alternative end
treatment should be installed, either as per UMS 241 with the rail butting into the end post or by
using a variation a typical ‘Monowill’ end closure bend (as shown below).
Barrier Type: Galvanised Tubular Handrail

Materials: Monowills’ galvanised tubular railing with horizontal closure bend
Purpose: Pedestrian delineation between carpark and roadway.
Comments: Low speed environment, end treatment safer alternative to vehicles.

40 NB Galvanised
Steel Tube Rail
R150 Joint System

40 NB Galvanised (Welded, Monowills etc.)
Pipe Horozontal R150
Closure Bend
50 NB Galvanised
Steel Tube End Post
40 NB Galvanised
Steel Tube Rail
300
Alternative end treatment for Galvanised Tubular Handrail (UMS 241) based on
‘Monowill’ end closure treatment. Modified to match dimensions of UMS 241.
Barrier Type: Tubular Galvanised Handrail

Materials: Mixture of Tubular Galvanised Handrail and Monowills’ galvanised tubular railing.
Pedestrian delineation/guidance across staggered pedestrian crossing on wide
Purpose:
median.
Example of use of galvanised tubular railing for pedestrian control/direction in a
potential traffic impact situation. This section should be replaced with either
Comments:
galvanised welded mesh fencing or “pool safety” fencing. Photo taken at
intersection of Kelvin Grove Rd and Herston Rd, Kelvin Grove.
6.3 Galvanised Welded mesh Fencing and “Pedestrian Safety” Fencing

Galvanised welded mesh fencing is to be utilised where the primary purpose of the roadside
barrier is that of pedestrian control/direction. Where a more decorative or aesthetic finish is
required, a typical “pedestrian safety” fence should be used (care to be taken to assess the risk
of a spearing hazard from the top rail). It is important to read Note 11 of UMS 242, which states:

“These fences are intended as a pedestrian barrier and are not to be used in situations where
motor vehicles require restraint.”

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8 APPENDIX B – PHOTOGRAPHIC EXAMPLES OF SAFETY BARRIER TYPES ........................... 23

9 APPENDIX C – PHOTOGRAPHIC EXAMPLES OF ALTERNATIVE BARRIER TYPES ................ 27

Guidelines - Draft V1.25.doc Page ii

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1.5 Referenced Documents

Guidelines - Draft V1.25.doc Page 2

Guidelines - Draft V1.25.doc Page 3

Guidelines - Draft V1.25.doc Page 4

Guidelines - Draft V1.25.doc Page 5

Recommended Treatment Timeframes

2.2.3 Potential Hazards from Barriers

Guidelines - Draft V1.25.doc Page 6

2.3 Hazard Risk Determination

Object is a Object is low risk.

Is barrier hazard Do nothing

Design/install barrier system

Guidelines - Draft V1.25.doc Page 7

2.4 Embankment Hazard

2.5 Embankment Treatment

Guidelines - Draft V1.25.doc Page 9

3 Barrier Purposes and Types

3.1 Fences – Purpose and Types

Roadside Barrier Guidelines - Draft V1.25.doc Page 1

3.2 Safety Barriers – Purpose and Types

Roadside Barrier Guidelines - Draft V1.25.doc Page 2

3.3 Other Barriers – Purpose and Type

Roadside Barrier Guidelines - Draft V1.25.doc Page 3

3.3.4 If You Get It Wrong……

Barrier Type: Semi-rigid

Roadside Barrier Guidelines - Draft V1.25.doc Page 4

4 Recommended Treatments/Solutions for Roadside Barriers

Roadside Barrier Guidelines - Draft V1.25.doc Page 5

Roadside Barrier Guidelines - Draft V1.25.doc Page 6

• Can have low

4.2 Safety Barriers

Roadside Barrier Guidelines - Draft V1.25.doc Page 7

If a barrier system is deemed necessary, adequate delineation using retro-reflective materials

Roadside Barrier Guidelines - Draft V1.25.doc Page 8

• Very effective in • Requires large clear

4.3 Alternative Barrier Systems

Roadside Barrier Guidelines - Draft V1.25.doc Page 9

• Will not restrain

Roadside Barrier Guidelines - Draft V1.25.doc Page 10

5 Safety Barrier and End Terminal Solutions for Urban Locations

Barrier Type: Energy Absorbing Bollard

Roadside Barrier Guidelines - Draft V1.25.doc Page 11

5.2 Alternative End Terminals

Roadside Barrier Guidelines - Draft V1.25.doc Page 12

Terminal Type: Flared Energy Absorbing Terminal (FLEAT)

Roadside Barrier Guidelines - Draft V1.25.doc Page 13

Terminal Type: Energy Absorbing Bollard End Terminal

Roadside Barrier Guidelines - Draft V1.25.doc Page 14

Terminal Type: Crash Attenuation Terminal

Roadside Barrier Guidelines - Draft V1.25.doc Page 15

6 Preferred Fencing Installation Options for Urban Situations

6.1 Post and Rail Fence

6.2 Tubular Galvanised Steel Railing Fencing

Barrier Type: Galvanised Tubular Handrail

Roadside Barrier Guidelines - Draft V1.25.doc Page 16

R150 Joint System

Barrier Type: Tubular Galvanised Handrail