AS 2890.

2—1989

Australian Standard ®

Off-street parking

Part 2: Commercial vehicle

facilities
Accessed by UNIVERSITY OF TECHNOLOGY SYDNEY on 16 Apr 2002
 This Australian Standard was prepared by Committee CE/1, Off-street Parking
Guidelines. It was approved on behalf of the Council of Standards Australia on
14 February 1989 and published on 14 April 1989.

The following interests are represented on Committee CE/1:

Australian Automobile Association
Australian Council of Local Government Associations
Australian Council of Local Government Engineers Associations
Australian Road Transport Federation
Bicycle Federation of Australia
Building Owners and Managers Association of Australia
Commercial Vehicle Industry Association of Australia
Department of Health, New South Wales
Department of Transport and Works
Institution of Engineers, Australia
Local Government Planners Association of New South Wales
Monash University
National Association of Australian State Road Authorities
National Capital Development Commission
National Parking Association
Royal Australian Institute of Architects
State Bicycle Advisory Committee, New South Wales
Traffic Authority of New South Wales
University of Queensland
University of Sydney
University of Wollongong
Urban Transit Authority of New South Wales
Western Australian Institute of Technology
Accessed by UNIVERSITY OF TECHNOLOGY SYDNEY on 16 Apr 2002

Additional interests participating in preparation of this Standard:

Australian Road Research Board
Traffic Engineering Services
Central District Ambulance Service

Review of Australian Standards. To keep abreast of progress in industry, Australian Standards are subject
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This Standard was issued in draft form for comment as DR 86092.

 AS 2890.2—1989

Australian Standard ®

Off-street parking
Part 2: Commercial vehicle
facilities
Accessed by UNIVERSITY OF TECHNOLOGY SYDNEY on 16 Apr 2002

First published as AS 2890.2—1989.

PUBLISHED BY STANDARDS AUSTRALIA

(STANDARDS ASSOCIATION OF AUSTRALIA)
1 THE CRESCENT, HOMEBUSH, NSW 2140
ISBN 0 7262 5535 1
 AS 2890.2—1989 2

PREFACE

This Standard was prepared by Standards Australia’s Committee on Off-street Parking

Guidelines.
This is Part 2 of the AS 2890 series which covers the design of off-street parking areas
for motor vehicles including light vehicles and motorcycles, commercial vehicles and
buses. Other Standards in the series deal with car parking and bus facilities.
In determination of the turning paths of vehicles, reference was made to the following
publications:
(a) Vaughan, Rodney G and Sims, Arthur G. Determination of Swept Paths of
Vehicles, Traffic Accident Research Unit, Department of Motor Transport,
New South Wales, Report No 3/70, July 1970.
(b) Hill, G.J. ‘Prediction of Vehicle Swept Paths’, The Highway Engineer,
December 1978.
(c) Green, P.N. ‘Simulation of Vehicle Manoeuvres’, The Journal of the Institution
of Highway Engineers, July 1980.
Reference was also made to the Australian Design Rules for Motor Vehicles and Trailers
(3rd edition), issued by the Federal Department of Transport and published under the
auspices of Australian Transport Advisory Council (ATAC). Acknowledgment is made of
the assistance received from the above sources.

CONTENTS
Page
SECTION 1. SCOPE AND GENERAL
1.1 SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
SECTION 2. DESIGN CRITERIA
2.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 CLASS OF COMMERCIAL VEHICLES . . . . . . . . . . . . . . . . . . . 5
2.3 DESIGN VEHICLE DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . 5
2.4 SERVICE AREA DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.5 MULTIBAY SERVICE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.6 INTERNAL ROADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.7 GRADIENTS IN SERVICE AREAS . . . . . . . . . . . . . . . . . . . . . . 7
2.8 CLEARANCES AROUND COMMERCIAL VEHICLES . . . . . . . . 8
2.9 HEIGHT LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
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2.10 DESIGN TEMPLATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

SECTION 3. ACCESS DRIVEWAYS TO OFF-STREET PARKING AREAS
3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2 LOCATION PRINCIPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.3 ACCESS DRIVEWAY DIMENSIONS . . . . . . . . . . . . . . . . . . . . . 9
APPENDICES
A DESIGN VEHICLE CHARACTERISTICS . . . . . . . . . . . . . . . . . 11
B TEMPLATES FOR DESIGN VEHICLES . . . . . . . . . . . . . . . . . . 14

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 3 AS 2890.2—1989

STANDARDS AUSTRALIA

Australian Standard
Off-street parking

Part 2: Commercial vehicle facilities

SECTION 1. SCOPE AND GENERAL

1.1 SCOPE. This Standard sets out the minimum 1.3.6 Entry angle—the angle through which a
requirements for the layout of off-street parking design vehicle turns before commencing the reverse
facilities for the loading and unloading of commercial manoeuvre.
vehicles. 1.3.7 Entry clearance—distance between the
NOTES: vehicle entry path (near side) and the point furthest
1. The requirements specified in this Standard may be varied in from the service bay reached during the forward
order to comply with the requirements of the determining manoeuvre (see Figure 1.1).
Authority or dependent upon circumstances applicable to a
particular development (e.g. road frontage type, access to the 1.3.8 Loading dock—specific area set aside for
development, and intensity of development and its use). loading and unloading a commercial vehicle.
2. The design vehicle characteristics and use of vehicle types Commonly the operation is carried out from a raised
are described in Appendix A.
platform to which the vehicle is backed. Loading and
1.2 APPLICATION. This Standard shall be unloading can, however, take place from the side or
applied in the design of off-street parking facilities from ground level.
for commercial vehicles whether they are surface
1.3.9 Minimum apron width—distance between the
areas or multistorey.
furthest point reached during the forward manoeuvre
1.3 DEFINITIONS. For the purpose of this and the first position at which vehicle is aligned
Standard, the definitions given in the ‘Australian parallel to the service bay ready for reversing to the
Design Rules (ADRs) for Motor Vehicles and final position against the dock (see Figure 1.1). If the
Trailers’ and those below apply. vehicle is allowed to protrude into the manoeuvring
1.3.1 Apron—the manoeuvring area in front of the area of the vehicles, this is the furthest forward the
loading dock including the service bay (see loading dock can be placed.
Figure 1.1). 1.3.10 Service area—the area in a development set
1.3.2 Apron extent—distance past the last service aside for the manoeuvring, laybye and loading or
bay required for manoeuvring parallel to the dock unloading of commercial vehicles for the delivery of
(see Figure 1.1). goods or freight.
1.3.3 Apron width—distance between the loading 1.3.11 Service bay—specific area in a loading dock
dock and furthermost forward manoeuvring point, and which is delineated for the vehicle. When a service
is made up of two distinct dimensions: the entry bay is of minimum dimensions a vehicle has to place
the body or trailer into its final alignment at the point
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clearance and the bay length (see Figure 1.1).

of entry into the bay. As the width of the service bay
1.3.4 Bay length—overall length of the service bay is widened, the additional clearance may be used for
(see Figure 1.1). the final alignment of the vehicle to penetrate into the
1.3.5 Driveway—crossing of a footpath or public service bay thus reducing the required width of
area to join the carriageway and the service area at pavement.
the property line.

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Accessed by UNIVERSITY OF TECHNOLOGY SYDNEY on 16 Apr 2002

AS 2890.2—1989 4

NOTE: Type 2 manoeuvre (i.e. instantaneous full lock turns).

FIGURE 1.1 STANDARD MANOEUVRE INTO SERVICE BAY

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 5 AS 2890.2—1989

SECTION 2. DESIGN CRITERIA

2.1 GENERAL. This Section gives the criteria to be 2.3.3 Heavy rigid vehicle (HRV). The HRV design
used in the design of off-street parking facilities for vehicle as shown in Figure 2.1(b) and having dimensions
commercial vehicles in accordance with the design as given in Table 2.1 has been selected from among the
vehicle classes described in Clause 2.2 and templates for models sold by market leaders. The design vehicle, based
these design vehicles as described in Appendix B. on an International ACCOT 1950c long wheelbase, has
Classes of commercial vehicles and guidance on the the twin rear axles common to heavy trucks with a
appropriate vehicle to be used in the design of a payload between 10 t and 15 t. Its turning circle is
particular development are given. 21.65 m diameter which is 3.35 m within the legal limit
2.2 CLASS OF COMMERCIAL VEHICLES. and also representative of the growing number of twin
Commercial vehicles are grouped into six classes on the steer, 4-axle trucks having a payload in excess of 15 t.
basis of motor, cab and chassis configuration and the The short wheelbase version of the design vehicle
overall dimensions as given below: (1950c), has a turning circle of 17.15 m which is within
the turning circle of approximately 18.0 m common to
(a) Small rigid vehicle (SRV) (see Clause 2.3.2). the long wheelbase versions of medium trucks up to a
(b) Heavy rigid vehicle (HRV) (see Clause 2.3.3). GVM of 12 t capacity.
(c) Articulated vehicle (AV) (see Clause 2.3.4). 2.3.4 Articulated vehicle (AV). The AV design
vehicle as shown in Figure 2.1(c) and having dimensions
(d) Truck and trailer (TT) (see Clause 2.3.5). as given in Table 2.1 has been selected fairly arbitrarily
(e) Road train (RT) (see Clause 2.3.6). from a number of the leading manufacturers’ models. In
(f) Medium combination vehicle (MCV) (see this class, more than with rigid vehicles, the prime
Clause 2.3.7). mover and semi-trailer combination is custom built. The
design vehicle is based on a Mack Superliner prime
Within each class there is considerable variation as the mover with 12.2 m semitrailer and is typical of the type
vehicles are commonly custom built using basic favoured for long haul. This type of vehicle is equipped
components and body type to suit the transport task with a bullbar, has the engine in front of rather than
which is to be performed. under the cab, a sleeper box and a two-container length
2.3 DESIGN VEHICLE DIMENSIONS. (12.2 m compared with maximum allowable 12.5 m)
semi-trailer. The 21.0 m turning circle is 4 m within the
2.3.1 General. A design vehicle has been determined legal limit and is fairly extreme in the AV class.
for vehicle classes SRV, HRV and AV as described in However, with twin-powered axles on the prime mover
Clauses 2.3.2, 2.3.3 and 2.3.4. The vehicle classes TT, and triple axles on the semi-trailer, the drag and tyre
RT, and MCV, as described in Clauses 2.3.5, 2.3.6 and scuff is considerable so that the tightest turns would
2.3.7, are composite classes where the components are rarely be used and a design turning circle of 22 m has
normally uncoupled before manoeuvring in any restricted been adopted.
space and hence separate standards are unnecessary. The
design vehicle dimensions together with turning circles A smaller prime mover is commonly used with a small
and swept paths (minimum and design) for SRV, HRV trailer for one rather than two containers with a com-
and AV are given in Table 2.1. bined length of approximately 12 m. However, where
one is used, the other is possible. The design for the
The overall width of vehicles ranges from 2.0 m for the small vehicle would restrict the service facility’s use and
small single unit to 2.49 m for the articulated vehicles. on occasions would result in the larger vehicle
The legal limit is 2.5 m and frequently the body on extensively backing to-and-fro, possibly projecting onto
Accessed by UNIVERSITY OF TECHNOLOGY SYDNEY on 16 Apr 2002

larger trucks reaches the limit. Collapsible mirrors may a public thoroughfare.
protrude up to 0.23 m beyond the extreme width of the
vehicle. The legal limit of length is 11.0 m for a rigid 2.3.5 Truck and trailer (TT). The TT design vehicle
vehicle and 17.5 m for articulated or truck and trailer is a rigid vehicle comprising a prime mover and a trailer.
combinations. Projecting loads may not protrude beyond The overall length of the combination should not exceed
the legal envelope of height, length and width. Where the 17 metres. The trailer may have two axles on axle
vehicle is smaller than the limits and the overhang does groups, the first of which is steerable and is thus called
not exceed the envelope, it should not exceed the a ‘dog’ trailer, or it may have a trailer with only one
extreme dimensions of the vehicle by more than 0.15 m axle grouping.
on either side or 1.20 m on the front or rear. 2.3.6 Road train (RT). Road train is a term used for
2.3.2 Small rigid vehicle (SRV). The SRV vehicle as any combination vehicle greater in length than 17 m, but
shown in Figure 2.1(a) and having dimensions as given generally longer than 23 m. The RT design vehicle may
in Table 2.1 has been selected from among the models either consist of a rigid vehicle hauling two or more
sold by the market leaders of service vehicles whose trailers or of an articulated vehicle hauling one or more
payload does not exceed 4.5 t. The design vehicle is trailers. It is common practice to make up the trailer
based on a Toyota Dyna and had been selected on the using a semi-trailer with a ‘dolly’ to provide the front
basis of its swept dimensions being representative of axle grouping. In the less populous part of Australia,
vehicles at the larger end of the SRV range of service road trains are at present limited for use by special
vehicles. With a gross vehicle mass (GVM) of 6.9 t, the permit requirements.
SRV is larger than the commonly applied limit of 4.5 t 2.3.7 Medium combination vehicle (MCV). The
for ‘light vehicles’. Its turning circle of 14.20 m diameter MCV design vehicle is commonly known as a B-double
is commonly found in the short wheelbase versions of which is defined in accordance with the Australian
‘medium vehicles’ with a gross vehicle mass (GVM) up Design Rules (ADRs). The MCV is an articulated
to 12 t. vehicle hauling a semi-trailer connected by fifth wheel

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 AS 2890.2—1989 6

assemblies. The total length of vehicle shall not 2.4 SERVICE AREA DIMENSIONS. For each
exceed 23 m. Currently, the MCVs are allowed to be vehicle class, the apron dimensions for the various
used in more populous parts of Australia, including entry angles have been calculated as shown in
urban areas, under special permit for a specific task Table 2.2. Values for the apron extent, minimum bay
and route, and on a terminal to terminal basis. penetration, entry clearance, bay length and the apron
width are also given in this Table.
TABLE 2.1 The values for the service bay width given in
DESIGN VEHICLE DIMENSIONS Table 2.2 vary from an unrestricted width to the
smallest practicable width of 2.6 m. A service bay
Theoretical design Actual Design
width is unrestricted when encroachment on the
Vehicle OAL WB GVM TC SC TC SC
class m m t m m m m
inside of the reversing manoeuvre is unobstructed
either by structures or by vehicles parked in the
SRV 6.385 3.785 6.90 14.20 15.40 14.20 15.40
adjacent service bay. For a constrained entry into the
HRV 10.70 5.60 21.90 21.65 23.20 22.00 23.54 service bay the bay length becomes dependent upon
AV 16.904 5.260 — 21.0 22.00 22.00 22.92 the service width as shown in Table 2.2.
LEGEND: The values for the apron width are merely the sum of
OAL = overall length the entry clearance and the bay length for each
WB = wheel base vehicle class and entry angle.
GVM = gross vehicle mass
TC = turning circle (kerb to kerb) 2.5 MULTIBAY SERVICE AREAS. Where a
SC = swept circle ( wall to wall) variety of vehicle types are to be accommodated,
NOTE: Critical apron dimension as in Table 2.2 includes a smaller vehicle bays should be located on the inside
minimum clearance of 300 mm. (i.e. away from the entry point) of larger vehicle bays
to minimize the effect of encroachment on the inside
of the turn and hence reduce apron depth.
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DIMENSIONS IN METRES

FIGURE 2.1 COMMERCIAL DESIGN VEHICLES

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 7 AS 2890.2—1989

Service bays at a loading dock shall have a minimum lane of car parking and by 3.0 m for each lane of
width of 3.0 m for SRV and 3.5 m for both HRV and truck parking.
AV. NOTE: For developments allowing only SRVs, a two-way
NOTES: internal road of 4.5 m wide with no parking permitted may be
acceptable if—
1. When determining the height of the dock and bay, the legal
limit for trucks should be 4.3 m and the vehicle height should (a) visibility is adequate;
vary by 0.10 m maximum depending on tyres and trucks. The (b) if passing bays are provided for each 30 m length; and
minimum dimensions for service bays are given in Table 2.3. (c) if it can be shown that such an arrangement will not
2. As apron dimensions are dependent on the entry angle and cause queuing back onto the public road.
service bay widths, the area required can be minimized by
designing for entry angles between 30° and 60° and by Change of direction of an internal road should take
providing service bay width at the upper end of the range as into account the width of the swept path, particularly
shown in Table 2.3. if the internal radius is less than 15 m (see Table B1
of Appendix B).
2.6 INTERNAL ROADS. For internal roads
between the driveway and the loading dock or service 2.7 GRADIENTS IN SERVICE AREAS. Gra-
area, the minimum carriageway width shall be 4.5 m dients shall be kept to a minimum, particularly where
for one-way operation and 6.5 m for two-way manoeuvring occurs. The maximum gradients in a
operation. Where parking is permitted on the internal manoeuvring area shall be 1:12.5 (8%) on a driveway
road, the widths shall be increased by 2.4 m for each or ramp, 1:6 (16%) for forward only traffic and

TABLE 2.2
APRON DIMENSIONS
metres
Vehicle Entry Apron Minimum Entry
class angle extent apron clearance Service bay width
(bay width
length) (unconstr-
ained by
entry Not
clearance) restricted 6.6 6.1 5.6 5.1 4.6 4.1 3.6 3.1 2.6
degrees

Apron width

SRV
(6.7) 0 9.2 8.9 3.3 9.6 9.9 9.9 9.9 10.1 10.3 10.5 10.9 11.6 12.9
30 6.4 9.0 5.2 11.6 11.6 11.6 11.6 11.6 11.6 11.6 11.6 12.0 13.6
45 5.0 9.0 6.6 13.0 13.0 13.0 13.0 13.0 13.0 13.0 13.0 13.0 13.7
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60 3.3 8.7 8.5 14.9 14.9 14.9 14.9 14.9 14.9 14.9 14.9 14.9 14.9
90 1.8 11.0 11.3 17.7 17.7 17.7 17.7 17.7 17.7 17.7 17.7 17.7 17.7
HRV
(11.0) 0 14.0 15.0 5.5 15.7 16.8 17.1 17.5 18.1 18.7 19.6 21.2 25.8 —
30 9.7 15.1 7.6 18.3 18.3 18.3 18.3 18.3 18.3 19.9 21.8 26.0 —
45 7.4 15.1 9.7 20.4 20.4 20.4 20.4 20.4 20.4 20.4 21.9 25.9 —
60 4.8 14.4 12.3 23.0 23.0 23.0 23.0 23.0 23.0 23.0 23.0 25.0 —
90 2.3 16.6 17.1 27.8 27.8 27.8 27.8 27.8 27.8 27.8 27.8 27.8 —
AV
(17.2) 0 24.7 26.6 8.9 25.6 26.6 27.0 27.6 28.3 29.0 30.2 32.3 39.2 —
20 21.6 26.4 9.9 26.8 26.8 27.1 27.7 28.4 29.1 30.3 32.2 39.1 —
45 15.3 26.2 17.6 34.5 34.5 34.5 34.5 34.5 34.5 34.5 35.6 42.5 —
70 7.6 26.7 24.2 41.1 41.1 41.1 41.1 41.1 41.1 41.1 41.1 43.5 —
90 5.6 26.9 26.9 43.8 43.8 43.8 43.8 43.8 43.8 43.8 43.8 43.8 —

NOTES:
1. These are the minimum dimensions including a minimum clearance of 300 mm.
2. Bay length equals vehicle length plus 300 m clearance.
3. Speacial consideration required at limit of forward manoeuvre.
4. Refer to Figure 1.1 for clarification of terms.

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 AS 2890.2—1989 8

1:12.5 (8%) if reverse manoeuvres are permitted on of Appendix B, and described in Paragraph B2.4 of Appendix B.
the ramp. Where a ramp is curved, the maximum While low circulation speeds may be appropriate, the widening
of the pavement to accommodate the swept paths as shown in
gradient shall apply to the inside edge. Change of Table B1 of Appendix B should also be considered. Further
gradient on a ramp shall not exceed 1:12.5 (8%) over clearance may be required where an obstacle adjoining the
a minimum of 7 m for HRV and 1:16 (6%) over a pavement is on a slope so that the vehicle is tilted towards that
minimum of 10 m for AV. obstacle.

NOTE: Care should be taken in making any change in gradient 2.9 HEIGHT LIMITS. The minimum vertical
of more than 1:50 (2%), particularly where articulated vehicles clearance shall be as specified by the determining
are concerned because of the consequential redistribution of Authority and is largely dependent on vehicle and
weight onto the rear axle of a bogie. For a change greater than
1:50 (2%), a vehicle crossing the change in gradient may have load type.
a tendency to break the articulated vehicle at the connection pin. NOTE: The maximum legal height varies from state to state to
suit the individual state or territory’s regulation.
TABLE 2.3
SERVICE BAY DIMENSIONS 2.10 DESIGN TEMPLATES. Templates for the
design of service areas for vehicle classes SRV, HRV
metres and AV have been prepared by combining the parking
Vehicle class Platform height Bay width manoeuvres for the various entry angles as shown in
SRV 1.0 to 1.1 3.0 to 4.0 Figures B8, B9 and B10 of Appendix B.
HRV and AV 1.2 to 1.4 3.5 to 4.5 NOTE: These templates should be used in dimensioning service
areas and in locating buildings or other structures at corners
where encroachment on the inside of the turn occurs. The
2.8 CLEARANCES AROUND COMMERCIAL minimum bay penetration is dependent upon whether or not the
approach path is unobstructed by vehicles in their final docking
VEHICLES. A minimum clearance of 0.30 m shall positions. The bay length is in fact independent of the approach
be maintained to any fixed object. An allowance angle when the approach path is left clear. It is a function of
should also be made for doors by including a vehicle length and service area width only.
minimum clearance of 0.95 m. If obstruction is permitted, the bay length can be
NOTE: The internal speeds of operation on internal roads should increased considerably and may vary depending on
be given careful consideration as these will determine the the approach angle and width of service area (see
minimum radii that should be provided as indicated in Figure B6
Table 2.2).
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 9 AS 2890.2—1989

SECTION 3. ACCESS DRIVEWAYS TO OFF-STREET

PARKING AREAS

3.1 GENERAL. This Section sets out the minimum If greater than 10 km/h, the specified swept paths
requirements for driveways only, whether entry or exit. contained in NAASRA publication Design Vehicles and
However, access to a service area may be more appro- Turning Templates should be used. The design vehicle
priately provided by a carriageway or by separate swept path figures (Figures B3, B4 and B5) in
driveways for entry and exit. This would be determined Appendix B should be utilized in this regard.
on the basis of capacity and function or alternatively as The choice of using either splays or kerb returns as
determined by the local Authority. shown in Figure 3.1 is dependent on the type of frontage
3.2 LOCATION PRINCIPLES. The following road and its volume, the nature of the adjacent land use
design principles shall be observed in locating driveways and the volume of pedestrians crossing the driveway.
and their intersection with the access road: The main advantages of using splays are as follows:
(a) The first vehicular driveway reached by using the (a) The driveway is minimized by keeping the footpath
kerbside lane adjacent to the site shall be the crossing distance to a minimum and keeping
entrance. driveway vehicle speeds low.
(b) Reversing movements into or out of public streets (b) Pedestrian risk is minimized by keeping the footpath
shall not be allowed. crossing distance to a minimum and keeping
(c) The potential for on-street queuing shall not be driveway vehicle speeds low.
allowed. (c) Special ramps for disabled persons and prams are not
(d) Driveways shall be clear of all obstructions which required.
prevent drivers from having a timely view of The main advantages of using kerb returns are as
pedestrians. follows:
(e) Driveways shall have a maximum gradient of 1:20 (a) Interference to vehicle flow on the public road is
(5%) within 6 m of a site boundary or any pedestrian kept to a minimum because of easier turning
way. movements and thus higher driveway speeds.
(f) Driveways shall be delineated and signposted by the (b) The impact of the driveway on the safety of vehicles
use of in/out or entrance/exit, and ‘keep left’ signs. on the public road is minimized by allowing vehicles
3.3 ACCESS DRIVEWAY DIMENSIONS. Mini- to turn into and out of the driveway from the
mum access driveway dimensions for the three driveway kerbside lane (provided that the turnout radius is
types are given in Table 3.1. adequate).
The actual choice of turnout radius for a kerb return NOTE: A principal design objective is that vehicles should be
driveway design is dependent on the type of vehicle to able to turn from and to the kerbside lane at the driveway. This is
important on a major road. On any road, all vehicles should be
be designed and the speed. Turning paths specified in able to complete their turning manoeuvres without crossing the
this Standard are for manoeuvres not exceeding 10 km/h. road centreline.

TABLE 3.1
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MINIMUM ACCESS DRIVEWAY DIMENSIONS

metres
Width Splay at Kerb return
Vehicle type kerbline turnout radius
(W) (S) (R)
SRV 6 1 2.0
HRV 8 2 4.5
AV 10 2 4.5

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FIGURE 3.1 ACCESS DRIVEWAY TYPES

(See Clause 3.3 and Table 3.1.)

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APPENDIX A
DESIGN VEHICLE CHARACTERISTICS
(This Appendix forms an integral part of this Standard)

A1 GENERAL. A wide range of service vehicles are to be found on Australian roads.

Regulations under appropriate legislation in each of the Australian States and Territories
limit the overall dimensions of vehicles. These limits ensure that vehicles are compatible
with the road system and with other traffic.
An important determinant of vehicle type is dependent on the purpose for which the vehicle
is to be used. Generally, long haul and the transport of bulk commodities encourage the use
of the maximum dimensions allowed under the legislation. Local deliveries often place
restraints on the vehicle’s size as a result of the constrained locations which may need to
be reached. In addition, the number of diverse destinations, relative to the bulk and weight
of the goods, make a relatively small vehicle appropriate for many local transport tasks.
All vehicle classes as described in Clause 2.2 with the exception of the SRV run to the
maximum legal dimensions and axle loadings. The SRV is limited to a maximum payload
of 4.5 t. Consideration was given to a separate class of articulated vehicle where the
semitrailer dimensions are appropriate for one rather than two containers but it was rejected
on the grounds that facilities designed for the smaller vehicle would impose an undesirable
limitation on a facility’s use in the long term.
When the vehicle runs to the maximum allowable dimensions, the gross vehicle mass
(GVM), (i.e. the sum of vehicle weight and payload) is largely determined by the axle
configuration which distributes the load to the roadway. The bulk and type of goods making
up the payload largely determines the body type. Common axle configurations and body
types are shown in Figure A1.
Specialized vehicles exceeding the maximum dimensions, such as the low-loader, having
a length of up to 24 m and which is used to carry heavy machinery, can travel on public
roads under special permit. Facilities for their accommodation would require custom design.

A2 COMMERCIAL DESIGN VEHICLES. Types of commercial design vehicles and

their vehicle dimensions are given in Clauses 2.3.1 to 2.3.7. A vehicle has been selected to
represent each class of service vehicle having a similar configuration of motive and trailer
components within limits of either dimension or weight.
A design vehicle is representative of the greater number of vehicles in a given class on the
basis of their swept path, but omitting those towards the upper limit of the class. If a
statistical analysis were made of vehicles on the road the design vehicle would be selected
to have a swept path within which 85% of vehicles could turn for the purpose of
manoeuvring areas.
Turning radii or circles quoted by vehicle manufacturers are normally given to the centre
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of the wheel track of the front wheel on the outside of the turn. Occasionally, turning circles
are given to the outer edge of the outside front wheel (kerb-to-kerb turning circles), and
even more rarely quoted to the maximum projection of the vehicle which is usually the front
overhang (wall-to-wall turning circles).
A3 USE OF VEHICLE TYPES. The use of a commercial vehicle is dependent on the
body type and class of vehicle. A van or pantechnicon body tends to be used for
miscellaneous and bulky goods. A table top or tray is used for containers and palletized or
packaged goods of all sorts. The tipper bin is used for heavy bulk materials such as earth
or gravel and the sides may be extended to form a bulk bin when the material is less dense
as with mixed waste. There are then specialized body types such as tankers, stock crates and
refrigerated vans with extreme specialization in body type occurring in firefighting and
waste disposal vehicles.
Freight depots cater for all vehicle types. The line-haul tends to be carried out by AVs and,
to a lesser extent, in HRVs. The goods are collected and distributed in HRVs and SRVs
with van or tray bodies.
Container terminals and wharves tend to be served by AVs carrying two containers (12 m
in length), by HRVs (often eight wheelers) carrying a single container or by TTs with one
container on the truck and one on the ‘dog’ trailer. The extensive space and container
arrangement minimizes the need for tight manoeuvring in such terminals.
Railway yards tend to operate both as container terminals and freight depots.

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All industrial and commercial activities have a need for access by service vehicles.
Warehouses and heavy industry should be capable of accommodating both HRVs and AVs
as should large retail outlets having at least a supermarket. Designers of commercial and
industrial establishments should check local authority regulations and the proprietors’
requirements for the mix and number of HRV, SRV and AV to be provided.
A type of commercial activity which has little need for maximum vehicles on a frequently
recurring basis is an office development and the SRV will suffice at formal loading docks.
The HRV on infrequent occasions, as for furniture removal, can usually be loaded or
unloaded on the frontage street or driveway with the same proviso also applying to
residential units. The SRV will cater for cash transfer vehicles.
The service vehicle most widely used at all commercial, industrial and multi-storey
residential developments is the HRV with a body adapted for waste disposal. While the
vehicle’s envelope and manoeuvring is covered by the standard HRV, it has specialized
requirements for mechanical retrieval of waste containers and these requirements should be
obtained from the disposal authority with responsibility in a specific locality, e.g.
Metropolitan Waste Disposal Authority, N.S.W.
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FIGURE A1 AXLE CONFIGURATION AND BODY TYPES

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APPENDIX B
TEMPLATES FOR DESIGN VEHICLES
(This Appendix forms an integral part of this Standard.)

B1 MANOEUVRES. There are two distinct sets of manoeuvres, one when the vehicle
is circulating through a site in the forward direction and the other when the vehicle is
manoeuvring either to enter or leave a service bay or to reverse direction in a turning bay
or cul-de-sac. Turning paths specified in this Standard are for manouevres not exceeding
10 km/h.
NOTE: For circulating paths above the minimum speed specified, refer to NAASRA publication Design of
Vehicles and Turning Templates.
The vehicle should not be expected to manoeuvre at the limit of its turning capability. While
speed would be small, the speed is relevant in determining the radius of turn and as the
radius increases so the path swept by the extreme projections of the vehicle narrows to the
actual width of the vehicle with appropriate clearances.
For example, tests carried out by the Department of Housing and Construction identified a
minimum radius of 30 m at a speed of 25 km/h and minimal widening of the swept path.
They also identified a minimum outside wheel radius of 18 m at a speed of 20 km/h and
appreciable widening of the swept path. The absolute minimum turning path of the test
vehicle was 10.5 m radius.
NOTE: Appropriate speeds or minimum radii for circulating roadways are not provided as this is not the purpose
of this Standard.
In close manoeuvring, turns at full lock are made where the vehicle turns around a point at
the intersection of the radius of the front wheels and the extension of the axis through the
fixed, rear-wheel grouping. The prime mover of a vehicle combination turns similarly and
drags the trailer behind through the pin connection. The principle behind the swept path is
adapted from the TRRL report LR608 UK*.
The swept path of a vehicle reversing is similar to its forward path for rigid vehicles. (Tyre
distortion can effect a difference between full-lock reverse and forward manoeuvres with
the reverse being the tighter turn.) Reversing manoeuvres for articulated vehicles differ from
forward manoeuvres in that opposite lock must initially be applied to break the prime mover
and trailer combination prior to performing the reversing manoeuvre. Articulated vehicles
tend to reverse into confined spaces because they can place the bulk of the vehicle in the
critical location without encroaching on the constrained side or the need for a long pull into
the position.

B2 DESIGN VEHICLES’ TURNING PATHS.

B2.1 General. There are two basic manoeuvres made by a vehicle at the limit of its
turning capacity as follows:
(a) Tangential turn from straight to curve.
(b) Instant full-lock turn from straight to curve.
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Both manoevures are made in both the forward and reverse directions. The first manoeuvre
is generally performed as speeds increase and when following kerb lines. The second
manoeuvre is the vehicle’s tightest possible turn and is performed at stalling speeds. It
assumes changes of lock occur whilst the vehicle is stationary and would only be performed
when the manoeuvring area is severely restricted with respect to the vehicle’s turning
capabilities.
In practice, there would be a transition from straight to curve (i.e. from wheels centred to
full lock), the length of which would depend upon the vehicle’s steering characteristics,
driver and the space available for manoeuvring.
The articulated vehicle performs the two manoeuvres as shown in Figure B1 but with varia-
tions due to the prime mover/trailer combination. When reversing, opposite lock shall be
applied initially to break the alignment of the prime mover/trailer combination prior to per-
forming the reversing manoeuvre. Opposite lock is also often used at the end of the forward
manoeuvre to minimize the length of pull-out. For example in executing a 90° turn, the
prime mover turns through greater than 90° until the trailer has almost turned through 90°.
Then opposite lock is applied until both prime mover and trailer are straight again.
On approaching a turn, a vehicle often initially turns away from the corner prior to turning,
to minimize encroachment on the inside of the turn. This may be seen to be a different
manoeuvre from the two basic manoeuvres but is in fact a method of realigning the vehicle
prior to performing the turning manoeuvre as shown in Figure B2.

* TRRL report LR608 UK(1973)—Road width requirements of commercial vehicles when cornering.

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B2.2 Commercial vehicles. Tangential curve templates for the SRV, HRV, and AV are
shown in Figures B3, B4 and B5 respectively. These are design radius turns from one
straight forward path to another through 30°, 60°, 90°, 120°, 150° and 180°.
The front overhang is of some significance in extending encroachment beyond the simple
arc traced by the outside front wheel between two tangents (the solid lines on the templates)
and defines the swept path of the vehicle (broken lines on the templates).
B2.3 Turns at speed. The turning templates as shown in Figures B3 to B5 are design
minimum turns at a minimum speed not exceeding 10 km/h. At higher manoeuvring speeds
in tight turns either on public roads or on an internal circulation system the radius increases
with the speed.
B2.4 Swept paths. The swept paths as shown in Figures B3, B4 and B5 are intended
to deal with vehicles operating at low speed. The maximum swept path and overhang of
various design vehicles for a range of larger radius turns up to 30 m, at which widening of
the swept path is small compared to the overall turning circle, are given in Table B1.

B3 STANDARD MANOEUVRE INTO SERVICE BAY. In essence, there is only one

basic manoeuvre into a service bay as described below and shown in Figures B7 and B8 for
the HRV and AV respectively. The four critical positions in the vehicle manoeuvre are
illustrated in Figure 1.1.
The vehicle arrives on the apron in a direction parallel to the dock (position 1), and moves
forward through an angle θ (determined by the apron dimensions) to position 2. The vehicle
then reverses until it is perpendicular to the dock (position 3). This position defines the
minimum apron dimensions and is suitable for single dock service bays or for docks furthest
from the entry point in multi-dock service areas, when blocking of the entry path and apron
by the vehicle is acceptable. The final movement is a reversing to a position where the
vehicle is clear of the entry path (position 4).
The minimum dimension of the dock to accept a vehicle up to 2.5 m wide is 3.0 m. When
only the minimum dimensions are provided, the body of a rigid vehicle or the trailer of an
AV has to be in the final perpendicular position at the point of entry into the service bay.
The final movement to reverse the rear tray against the dock has to be made with the trailer
moving in a straight line perpendicular to the dock.
As the minimum dimensions of the service bay are relaxed, the clearance either side of the
final alignment of the trailer allow for some adjustments to be made within what might be
considered the service bay alongside neighbouring vehicles of similar size. (See Table 2.2
for apron dimensions for various service bay widths).
The standard exit manoeuvre is a minimum encroachment on the inside of the turn from the
perpendicular position to the straight ahead position parallel to the dock.
Some saving in apron width can be achieved in designing a one-way arrival and departure
route for an AV as the prime mover can remain slightly skewed to the perpendicular when
the trailer is against the dock.
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It should be noted that the critical manoeuvre, i.e. reversing into the dock, is shown in the
clockwise direction with the driver on the outside of the curve and thus less able to judge

TABLE B1
SWEPT PATH AND OVERHANG
metres
Heavy rigid Articulated
vehicle (HRV) vehicle (AV)
Turning circle
radius Swept Overhang Swept Overhang
path path
radius radius
14 14.62 0.62 14.36 0.36
16 16.54 0.54 16.32 0.32
20 20.44 0.44 20.26 0.26
24 24.36 0.36 24.21 0.21
28 28.31 0.31 28.18 0.18
30 30.29 0.29 30.17 0.17
NOTE: The above table applies equally to vehicles operating in the forward or
reverse direction.

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clearances with the mirror than by direct vision. However, if the layout of the site
enforces the opposite situation, the mirror image of the standard manoeuvre may be
applied and clearances may be reduced slightly to allow for the greater ease in
executing the critical reverse turn.

B4 SERVICE BAY MANOEUVRING TEMPLATES. Service bay manoeuvring

templates for the SRV, HRV and AV design vehicles have been prepared for a range
of entry angles from 0° to 90° as shown in Figures B6, B7 and B8.
The templates are drawn at the design turning circles given in Table 2.1 and assume
instant lock change; thus giving minimum turning paths for the vehicles. As the design
vehicle is an 85th percentile vehicle, most vehicles will have a tighter turning circle
or smaller dimensions and can perform the manoeuvre within the design path with an
allowance for a transition from steering centred to full lock and a margin for driver
judgement.
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NOTE: This manoeuvre is also performed in the forward direction to minimize length of pull-out.

FIGURE B1 TYPICAL REVERSING MANOEUVRE—ARTICULATED VEHICLE

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FIGURE B2 TYPICAL MANOEUVRE TO MINIMIZE ENCROACHMENT ON

THE INSIDE OF THE TURN (CONSTRINED EXIT PATH)

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DIMENSIONS IN METRES

FIGURE B3 TANGENTIAL CURVE TEMPLATE—SMALL RIGID

VEHICLE (SRV) (RADIUS—7.1 m)

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DIMENSIONS IN METRES

FIGURE B4 TANGENTIAL CURVE TEMPLATE—HEAVY RIGID

VEHICLE (HRV) (RADIUS—11 m)

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FIGURE B5 TANGENTIAL CURVE TEMPLATE—ARTIULATED

VEHICLE (AV) (RADIUS—11 m)

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DIMENSIONS IN METRES

FIGURE B6 SERVICE AREA TEMPLATE—SMALL RIGID VEHICLE (SRV)

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DIMENSIONS IN METRES

FIGURE B7 SERVICE AREA TEMPLATE—HEAVY RIGID VEHICLE (HRV)

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DIMENS
IONS IN METRES
FIGURE B8 SERVICE AREA TEMPLATE—ARTICULATED SERVICE (AV)
(DESIGN RADIUS—11 m)

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