OVERVIEW OF DMRB VOLUME 6 ROAD GEOMETRY

DMRB Vol 6 File 1

VOLUME 6 - ROAD GEOMETRY

Section 0: Section 1: Section 2: Section 3: NRA Introduction to Volume 6 (now withdrawn) Links Junctions Highway Features

VOLUME 6, SECTION 1: LINKS

4 No NRA Documents: NRA TD 9 NRA TA 43 NRA TD10 Road Link Design. Guidance on Road Link Design. Road Link Design for Type 2 & 3 Dual c/ws. c/ws.

NRA TD 27 Cross Sections and Headroom.

VOLUME 6, SECTION 2: JUNCTIONS

1 No NRA Document: NRA TD 41-42 Major/Minor Priority Junctions & Vehicular Accesses. 41TD 22 Grade Separated Junctions. TD 16 Roundabouts Roundabouts. TD 50 Signal Controlled Junctions. j g TD 39 Major Interchanges. TD 40 Compact Grade Separated Junctions. 5 No NRA Addendum:

VOLUME 6, SECTION 3: HIGHWAY FEATURES

2 No NRA Documents: NRA TA 69 NRA TA 70 TD 36 TA 66 TD 51 Location & Layout of Lay-Bys (under review and will Laybecome a standard). b t d d) Location & Layout of Services Area. Layout & Dimensions of Subways. Police Observation Platforms. Segregated left-Turn Facilities & Subsidiary Deflection leftIslands at Roundabouts.

3 No NRA Addendum:

NOT IN VOLUME 6
NRA TD 19 SAFETY BARRIERS THIS IS IN VOLUME 2 (BRIDGES) SECTION 2

NRA TD9/07 AND NRA TA 43/03 ROAD LINK DESIGN

DMRB Vol 6 File 2

INTRODUCTION
Background to Road Link Design Design Speed Relaxations and Departures Sight Distance Climbing Lanes Horizontal & Vertical Alignment g g y g Single Carriageway Design Dual Carriageway Design Local Roads

BACKGROUND TO ROAD LINK DESIGN

D i St d d TD9/81 i t d Design Standard introduced i UK i 1981 contained radical d in in t i d di l features based on research (In 1984, TA 43/84 as published) Design Standard TD9/93 replaced both the above documents in 1993 NRA TD9/07 is based on TD9/93 NRA TA43/03 is based on TA43/84 and is included to provide the background information (Is now out of date and may be withdrawn) A major objective of these documents was to ensure that designs achieve value for money without any significant effect on safety, by providing pro iding greater flexibility in difficult circ mstances fle ibilit diffic lt circumstances Standard applies to All National Roads All Roads affected by National Road Projects (Clause 0.8) For Regional and Local Road Schemes, designers should confirm the road standards to be used with the Roads Authority (Clause 0 9) 0.9)
8

DESIGN SPEED: CONCEPT

Drivers regulate their speed along a road in accordance with the speed characteristics of the length of road over which they have just driven and their perception of what lies ahead The Design Speed is the estimate of the speed traffic will adopt, for given alignment and layout constraints There is typically a wide range of vehicle speeds on a given section of road, and the Design Speed is defined as the 85%ile speed, i.e. the speed which is exceeded by 15% of drivers The development of the geometric parameters based on given Design Speeds (Stopping Sight Distance, Full Overtaking Sight Distance, Horizontal & Vertical Curvature and Superelevation) took account of Superelevation) the 15% of drivers who will exceed the Design Speed

NATIONAL ROAD DESIGN SPEED: DETERMINATION

The determination of Design Speed is a reactive process It recognises that, if a road alignment needs to be bendy for environmental or physical reasons, th curvature and visibility i t l h i l the t d i ibilit standards can also be lower, reflecting the lower speed traffic will adopt in any case For the higher standard National Road, it generally produces expected values Each Design Speed is divided into Bands A & B in order to avoid a sudden jump in standards at the changeover points: more flexibility in design is available in each Band B , y p p pp y, However, if mandatory speed limits of 60kph or less will apply, the Design Speed is selected by reference to the proposed speed limit (see Table 2 of TD9)

10

NATIONAL ROAD DESIGN SPEED: DETERMINATION

Two parameters are used when calculating the Design Speed Alignment Constraint (Ac) measures the degree of constraints imparted b th road alignment ( i t d by the d li t (e.g. b di bendiness / visibility) i ibilit ) Ac for dual c/ws = 6.6 + B 10 Ac for single c/ws = 12 visi + 2B 60 45

Layout Constraint (Lc) measures the degree of constraint imparted (Lc) by road cross section / verge widths / frequency of junctions and accesses. (Table 1 in Chapter 1 gives the Lc value).

11

NATIONAL ROAD DESIGN SPEED: EXAMPLES

V85 wet
DESIGN SPEED

V50 wet Mean Spee of Light Ve ed ehicles Kph (w wet)

Layout Constraint Lc Kph

100 0 90 5 10 80 15 20 25 70 30 60
Single C/ways A c <6.6 is only possible on long st a g t oads o straight roads or where ee there is extensive visibility outside the highway

120 A 120 Kph B 100 A B 85 A B 70 A B 60 70 Kph 85 Kph 100 Kph

35

10

12

14

16

18

20

Highest Layout Constraint for a Motorway is 5, so the alignment would need li t ld d to be extremely bendy to produce a Design Speed below 120km/h p The Layout Constraints for a Standard Single 7.3m Carriageway are 21 and 19, so the 19 Design Speed is likely to be 100km/h

ALIGNMENT CONSTRAINT A c Kph for Dual C/ways=6 6+B/10 C/ways=6.6+B/10 for Single C/ways=12-VISI/60+ 2B/45

If there was no division into Bands A & B, there would be a sudden changeover of standards f D2 M t h f t d d for Motorways at a alignment C t li t Constraint of 19.4 t i t f 19 4
12

LOCAL ROAD (NOT REGIONAL ROADS) DESIGN SPEED: DETERMINATION

Figure 1 (Design Speed for National Rural Roads) has a lowest design speed of 70kph For Local Roads in rural areas to be realigned as part of the National f Road Scheme, the adoption of 70kph as the Design Speed could be unsafe Figure 11.1 in Chapter 11 shows charts with a design speed as low 11 1 as 42kph Design Speed as per Chapter 11 is based on
The bendiness The available visibility The road cross-section and crossThe frequency of junction/accesses

of the existing road away from the improvement section

13

LOCAL ROAD DESIGN SPEED: DETERMINATION Figure 11.1 of TD9/07

14

RELAXATIONS AND DEPARTURES

Desirable Minimum Standards are specified for Stopping Sight Distance, Horizontal Curvature, Vertical Curvature and Superelevation These Desirable Minimum Standards may be Relaxed at the discretion of the designer where it is safe and justified to do so These Relaxations are effectively the adoption of the Desirable Minimum Standard for a lower Design Speed The values for One Step and Two Steps below certain Desirable Minimum parameters are given in NRA TD9/07 Table 3 No other Standards may be Relaxed unless clarity identified as p permitted - any variations from specified values are Departures y p p

15

RELAXATIONS: EXAMPLES FROM NRA TD9/07 TABLE 3

DESIGN SPEED (km/h)
STOPPING SIGHT DISTANCE m Desirable Minimum One Step below Desirable Minimum Two Steps below Desirable Minimum HORIZONTAL CURVATURE m Minimum R* without elimination of Adverse Camber and Transitions Minimum R* with Superelevation of 2.5% Minimum R* with Superelevation of 3.5% Desirable Minimum R with Superelevation of 5% One Step below Desirable Min R with Superelevation of 7% Two Steps below Desirable Min R with Superelevation of 7% VERTICAL CURVATURE - CREST Desirable Minimum* Crest K Value One Step below Desirable Min Crest K Value Two Steps below Desirable Min Crest K Value VERTICAL CURVATURE - SAG Desirable Minimum S K V l D i bl Mi i Sag Value One Step below Desirable Min Sag K Value Two Steps below Desirable Min Sag K Value OVERTAKING SIGHT DISTANCES Full Overtaking Sight Distance FOSD m. FOSD Overtaking Crest K Value

120
295 215 160

100
215 160 120

85
160 120 90

70
120 90 70

60
90 70 50

50
70 50 50

V2/R

2880 2040 1440 1020 720 510

2040 1440 1020 720 510 360

1440 1020 720 510 360 255

1020 720 510 360 255 180

720 510 360 255 180 127

510 360 255 180 127 90

5 7.07 10 14.14 20 28.28 28 28

160m is the Desirable Minimum SSD for a Design Speed of 85km/h, One Step p below Des Min for a Design Speed of 100km/h and Two Steps below Des Min for a Design Speed of 120km/h

182 100 55

100 55 30

55 30 17

30 17 10

17 10 6.5

10 6.5 6.5

53 37 26

37 26 20

26 20 13

20 13 9

13 9 6.5

9 6.5 6.5

* *

580 400

490 285

410 200

345 142

290 100

510m is Two Steps below the Desirable Minimum Radius for a Design Speed of 120km/h, One Step below Des Min for a Design Speed of 100km/h, the Desirable Minimum Radius for a Design Speed of 85km/h, One Step above Des Min for a Design Speed of 70km/h, etc
16

RELAXATIONS: RATIONALE
Research in the UK aimed at correlating accident rates with geometric features of road layout has shown that accident rates do not significantly increase until the reduction of standards below Desirable Minimum is considerable The strict application of Desirable Minimum Standards may lead to disproportionately high construction cost or environmental impact The adoption of Relaxations in such constrained locations can produce the optimum solution in overall terms, with almost undetectable erosion of safety d t t bl i f f t Relaxations are considered to conform to Standards

17

RELAXATIONS: PERMITTED CIRCUMSTANCES

With some limited exceptions, combinations of Relaxations are not permitted and are treated as Departures from Standards Relaxations below Desirable Minimum SSD are generally NOT permitted on the immediate approaches to junctions, because the majority of accidents occur in the vicinity of junctions The immediate approach to a junction is generally defined as a immediate junction distance of 1.5 x Desirable Minimum SSD from the stop line

18

RELAXATIONS: PERMITTED EXTENTS

Relaxations of up to 2 Design Speed Steps below Desirable Minimum are permitted except on Motorways in Design Speed Band A, for which Relaxations of only 1 Design Speed Step below Desirable Minimum are permitted for Stopping Sight Distance and Vertical Curvature In the UK, TD9/93 permits Relaxations of up to 4 Design Speed Steps at the discretion of the designer; however, when introducing this t d d in Ireland, the thi standard i I l d th NRA h d id d generally not t permit has decided ll t to it Relaxations of more than 2 Design Speed Steps

19

RELAXATIONS: EXAMPLE OF APPLICATION

Drivers approach at a speed which reflects the fl t th length of road just driven and their perception p p of what lies ahead 3 options are illustrated:
Des Min curvature + Des Min SSD = property demolition 1 Step Relaxation Curvature + Des Min SSD = no demolition but extensive verge widening 1 Step Relaxation Curvature + 1 Step Relaxation SSD = no demolition and no extensive verge widening
20

DEPARTURES
In situations of exceptional difficulty which cannot be overcome by Relaxations, it may be possible to overcome them by adoption of Departures the third tier of the design hierarchy Proposals to adopt Departures from Standard must be submitted to the NRA for approval and must be approved before incorporateion into the design

21

SIGHT DISTANCE: PRINCIPLES

Sight Distance is probably the most important feature in the safe and efficient operation of a road There are 2 sight distance criteria in NRA TD9/07: Stopping Sight Distance (SSD) - the theoretical forward sight distance required by a driver to stop when faced with an unexpected hazard on the carriageway Full Overtaking Sight Distance (FOSD) - applicable to single carriageways only - the forward visibility that permits drivers to complete a normal overtaking manoeuvre in the face of an oncoming vehicle

22

STOPPING SIGHT DISTANCE: SSD

HORIZONTAL: SSD is measured between any 2 points in the centre of the lane on the inside of a curve (for each carriageway in the case of a dual carriageway) VERTICAL: the envelope of visibility is measured from a drivers eye height of between 1.05m and 2.00m, to an object height of between 0.26m and 2.00m above the road surface

23

SSD: EYE AND OBJECT HEIGHTS

Eye Height Research shows 95% of drivers eye heights to be above 1.05m, which has been adopted as the lower extreme of the visibility envelope The 2.00m upper bound represents the eye height of a driver of a large vehicle (but not artics) artics) Object Height The lower bound object height of 0.26m includes the tail lights of 0 26m other vehicles The 2.00m upper bound ensures that enough of a vehicle can be seen to identify it as such y

24

SSD: COMPONENTS
SSD equals the sum of:of: Perception Distance (distance travelled from the time the driver sees th h the hazard and realises th t it i necessary t stop) d d li that is to t ) Reaction Distance (distance travelled during the time taken for the driver to apply the brakes) Braking Distance (distance travelled while actually slowing to a stop)

25

SSD: CALCULATION
Perception & Reaction Time: Under test conditions this is generally Time: between 0.4 and 0.7 seconds. For design purposes a safe, comfortable value of 2 seconds has been adopted Braking Distance: The maximum comfortable rate of deceleration is Distance: 0.25g, although a deceleration of 0.375g can be achieved in the wet, without a loss of control Calculation of SSD: Note that the One Step Below Below 99%ile figure uses the minimum perception/reaction time of 0.4 seconds
Speed Desirable Basis One Step Below Desirable Minimum Basis 0.4sec + 0.375g 2sec + 0.375g 2sec + 0.25g

99%ile 85%ile 50%ile

2sec + 0.375g 2sec + 0.25g 2sec + 0.175g

26

FULL OVERTAKING SIGHT DISTANCE: FOSD

Overtaking manoeuvres vary widely from driver to driver and vehicle to vehicle. St di have shown that th ti Studies h h th t the time t k t complete an overtaking taken to l t t ki manoeuvre varies from 4 seconds to more than 15 seconds and is largely independent of vehicle speed For practical purposes it is assumed that: 50% of overtaking manoeuvres take less than 7 seconds 85% of overtaking manoeuvres take less than 10 seconds 99% of overtaking manoeuvres take less than 14 seconds

27

FOSD: EYE AND OBJECT HEIGHTS

FOSD is measured between points 1.05m and 2.00m above the centre of the carriageway

28

FOSD: APPLICATION IN DESIGN

The range of FOSD values is shown below:
Design Speed (km/h) FOSD required at Various Driving Speeds (m) 99%ile 85%ile 50%ile 120 960 690 490 100 820 580 410 85 690 490 345 70 580 410 290 60 490 345 245 50 410 290 205

Note that : FOSD for the 85%ile driver is 2 Design Speed steps more than for the 50%ile driver etc etc... FOSD does not represent a safe overtaking visibility for all manoeuvres, but one that provides a reasonable degree of safe overtaking for 85% of traffic
29

SIGHT DISTANCE: OBSTRUCTIONS

Substantial fixed obstructions that may interrupt sightlines, e.g. large traffic signs, must be avoided Momentary obstructions, such as those caused by lamp columns and sign supports, and slim bridge supports (less than 550mm in width) can be ignored Safety barriers and bridge parapets on horizontal curves shall not obstruct SSD to the 0.26m low object (relaxations permitted in the central reserve).

30

HORIZONTAL ALIGNMENT: CURVATURE

DESIGN SPEED (km/h)
S TO P P I N G S I G H T D I S T A NC E m De s i r a b l e Mi n i m u m O n e S t e p b e l o w D e s i r a b l e Mi n i m u m T w o S t e p s b e l o w D e s i r a b l e Mi n i m u m HO R I Z O N T A L C U R V A T U R E m Mi n i m u m R * wi t h o u t e l i m i n a t i o n o f A d v e r s e Ca m b e r a n d T r a n s i t i o n s Mi n i m u m R * wi t h S u p e r e l e va t i o n o f 2 . 5 % Mi n i m u m R * wi t h S u p e r e l e va t i o n o f 3 . 5 % De s i r a b l e Mi n i m u m R w i t h S u p e r e l e v a t i o n o f 5 % O n e S t e p b e l o w D e s i r a b l e Mi n R wi t h Superelevation of 7% T w o S t e p s b e l o w D e s i r a b l e Mi n R wi t h Superelevation of 7% VERTICAL CURVATURE - CREST De s i r a b l e Mi n i m u m * C r e s t K V a l u e O n e S t e p b e l o w D e s i r a b l e Mi n C r e s t K V a l u e T w o S t e p s b e l o w D e s i r a b l e Mi n Cr e s t K V a l u e VERTICAL CURVATURE - SAG De s i r a b l e Mi n i m u m S a g K V a l u e O n e S t e p b e l o w D e s i r a b l e Mi n S a g K V a l u e T w o S t e p s b e l o w D e s i r a b l e Mi n S a g K V a l u e O V E R TA K I N G S I G H T D I S TA N C E S Full Overtaking Sight Distance FOSD m. FOSD Overtaking Crest K Value

120
295 215 160

100
215 160 120

85
160 120 90

70
120 90 70

60
90 70 50

50
70 50 50

V2/R

2880 2040 1440 1020 720 510

2040 1440 1020 720 510 360

1440 1020 720 510 360 255

1020 720 510 360 255 180

720 510 360 255 180 127

510 360 255 180 127 90

5 7.07 10 14.14 20 28.28 28 28

182 100 55

100 55 30

55 30 17

30 17 10

17 10 6.5

10 6.5 6.5

53 37 26

37 26 20

26 20 13

20 13 9

13 9 6.5

9 6.5 6.5

* *

580 400

490 285

410 200

345 142

290 100

Table 3 of NRA TD9/07 lists the horizontal curvature appropriate for i t f each design speed Each radius is valid for a given superelevation To provide a radius without this superelevation requires a Relaxation

31

HORIZONTAL ALIGNMENT: SUPERELEVATION

The maximum comfortable speed around a curve is determined by the radius and the superelevation of the road F From research, the maximum centrifugal acceleration acceptable f h th i t if l l ti t bl for comfort and safety is 0.22g Desirable Minimum radii produce a gross lateral acceleration at the Design Speed of 0.11g; 45% is accommodated by the 5% superelevation, superelevation, leaving a nett lateral acceleration of 0.06g (55%) On rural roads superelevation is limited to an absolute maximum of 7%. This maximum value reflects the fact that at gradients above 10%, stationary vehicles would tend to slide downhill in icy conditions. p % Superelevation is limited to a max of 5% for urban road. Table 11.3 further limits superelevation for Local Roads

32

HORIZONTAL ALIGNMENT: SUPERELEVATION

Superelevation shall not be introduced, so gradually as to create large almost flat areas of carriageway, nor so sharply as to cause discomfort or to kink the edge of the c/w Designer should always check that there are adequate falls to remove surface water quickly in areas of SE roll-overs roll For appearance, the c/w edge profile should not vary in grade from the c/w reference line by more than 1% (0.5% in the case of motorways and dual c/w) Where superelevation is applied against the longitudinal gradient, it may be necessary to: Modify the horizontal alignment to remove the s/e or Increase the vertical gradient and/or the variation in grade of the edge profile or Apply a rolling crown solution

33

HORIZONTAL ALIGNMENT: WIDENING ON CURVES

Where the HA radius is between 90m and 150m: With standard c/w lane widths (3.5m, 3.65m or 3.75m), all lanes should be widened to 3.95m With less than the standard c/w lane widths, all lanes should be widened by 0.6m per lane 1,000m, Where the HA radius is between 150m and 1 000m widening of lanes may also be required (Clause 3.10A and 3.11) Where the HA radius is below 90m, widening as per Table 7/3 of TD 4141-42 is required unless a Departure is g q p granted ( g for a 65m (e.g. radius, a 5m c/w needs to be widened to 8.3m).

34

HORIZONTAL ALIGNMENT: TRANSITIONS

Whether or not transition curves are included in the design, drivers steer a transition every time they turn the steering wheel Transition curves are required for radii below NRA TD9/07 Table 3, Minimum R without elimination of adverse camber and transitions Superelevation or the elimination of adverse camber should generally be applied within the length of the transition curve Where the transition length is too short to accommodate the superelevation turnover, longer transitions should be provided to match the superelevation design For Local Roads, transitions maybe omitted for design speeds < 60kph

35

VERTICAL ALIGNMENT: GRADIENTS

Desirable Maximum Gradients are:
Motorways and Type 1 dual carriageways - 3% Type 2 & 3 Dual Carriageways - 4% Single Carriageways National & Regional Roads - 5% Local Roads 6%

These apply to instantaneous gradients at crest/sag tangent points as well as to constant gradients With a Relaxation, the maximum permitted gradient in hilly areas is 1% more than the relevant Desirable Maximum (8% for Local roads with footways note Table 2.3 of HD 39/01 (DMRB 7.2.5)) Minimum Gradient of 0.5% should be maintained for effective drainage on kerbed roads d i k b d d In flatter areas, over- edge drainage or false channels should be overused. Vertical curvature should not be introduced simply to achieve adequate drainage gradients
36

VERTICAL ALIGNMENT: CURVES

2 main factors affect the choice of crest and sag curves: Visibility the main influence on crest curves, where the forward visibility is affected long before minimum comfort criteria are approached Comfort the main influence on sag curves, where forward visibility criteria relate to the illumination provided by headlights (and are therefore only applicable to unlit areas at night)

37

38

VERTICAL ALIGNMENT: CREST CURVES

Desirable Minimum crest curves provide Desirable Minimum SSD to the low (0.26m) object and an SSD one step above Desirable Minimum to the high (1 05m) object (1.05m) Relaxations below Desirable Minimum should generally be considered: on single carriageways where the clear identification of nonnonovertaking sections should override Relaxations below Desirable Minimum are not permitted on the immediate approaches to junctions Use of Crest K values between Des Min & FOSD values are not p permitted on single c/ws g

39

VERTICAL ALIGNMENT: SAG CURVES

Desirable Minimum sag curves provide Desirable Minimum SSD for vehicles travelling on unlit roads at night, assuming an upward spread of the headlight beam of 1 5 degrees 1.5 The sag curves for one step below Desirable Minimum are based on the conventional comfort criterion of 0.3m/sec2 maximum rate of vertical acceleration. Such Relaxations should generally be considered on roads that are lit.

40

VERTICAL ALIGNMENT: CURVES

Table 3 of NRA TD9/07 lists the appropriate vertical curvature for each design speed in terms of a K value K = the length of curve needed to change the gradient by 1% 1% Sag curve K values are less than or equal to the equivalent crest K values at all Design Speeds in Table 3 Absolute Min vertical curve lengths are required for 100 and 120kph
DESIGN SPEED (km/h)
S TO P P I N G S I GH T D I S T A NC E m D e s i r a b l e Mi n i m u m O n e S t e p b e l o w D e s i r a b l e Mi n i m u m T w o S t e p s b e l o w D e s i r a b l e Mi n i m u m HORIZONTAL CURVATURE m Mi n i m u m R * wi t h o u t e l i m i n a t i o n o f A d ve r s e Camber and Transitions Mi n i m u m R * wi t h S u p e r e l e va t i o n o f 2 . 5 % Mi n i m u m R * wi t h S u p e r e l e va t i o n o f 3 . 5 % D e s i r a b l e Mi n i m u m R w i t h S u p e r e l e va t i o n o f 5 % O n e S t e p b e l o w D e s i r a b l e Mi n R wi t h Superelevation of 7% T w o S t e p s b e l o w D e s i r a b l e Mi n R wi t h Superelevation of 7% V E R T I CA L C UR V A T U R E - C R E S T D e s i r a b l e Mi n i m u m * Cr e s t K V a l u e O n e S t e p b e l o w D e s i r a b l e Mi n C r e s t K V a l u e T w o S t e p s b e l o w D e s i r a b l e Mi n Cr e s t K V a l u e V E R T I CA L C UR V A T U R E - S A G D e s i r a b l e Mi n i m u m S a g K V a l u e O n e S t e p b e l o w D e s i r a b l e Mi n S a g K V a l u e T w o S t e p s b e l o w D e s i r a b l e Mi n S a g K V a l u e O V E R TA K I N G S I G H T D I S TA N C E S F u l l O v e r t a k i n g S i g h t D i s t a n c e F OS D m . F O S D Ove r t a k i n g C r e s t K V a l u e

120
295 215 160

100
215 160 120

85
160 120 90

70
120 90 70

60
90 70 50

50
70 50 50

V2/ R

2880 2040 1440 1020 720 510

2040 1440 1020 720 510 360

1440 1020 720 510 360 255

1020 720 510 360 255 180

720 510 360 255 180 127

510 360 255 180 127 90

5 7.07 10 14.1 4 20 28.2 8

182 100 55

100 55 30

55 30 17

30 17 10

17 10 6.5

10 6.5 6.5

53 37 26

37 26 20

26 20 13

20 13 9

13 9 6.5

9 6.5 6.5

* *

580 400

490 285

410 200

345 142

290 100

41

SINGLE CARRIAGEWAY LOCAL ROADS

C Chapter 11 of TD9 allows lower design standards f local roads f for realigned as part of a National Road Scheme. Gives design speeds with respect to speed limits. Gives parameters for alignment constraints (Ac) and layout constraints (Lc). (Lc). Replacement table 11/3 for table 3 3. Limits superelevation. superelevation. y g p Transitions may be deleted for lower design speeds. A Combination of reduced Crest K and reduced SSD is permitted.

42

SINGLE CARRIAGEWAY LOCAL ROADS

Table T bl 11/3 D i S Design Speed d Related Parameters for Local Roads

43

WORKSHOP: EXERCISE
Calculate the Design Speed of the Local Rural Road. Consider for where the c/w width is a) 4.0 m and b) 5.0 m

44

WORKSHOP: EXERCISE

Example 1

45

CLIMBING LANES

46

CLIMBING LANES: PRINCIPLES

Climbing Lanes are a widening of a carriageway to provide an additional lane for uphill traffic They should be provided: on single or dual Point where instantaneous carriageways without hard gradient falls to 2% shoulders and on motorways, motorways if they can be economically or environmentally justified, on Gradient hills with gradients greater H H than th 2% and longer th dl than G= % L 500m L on single or dual carriageways with hard Point where instantaneous gradient falls to 2% shoulders, wherever the risen height exceeds 15m & the AADT succeeds 6000.

47

CLIMBING LANES: CROSS SECTIONS

On single or dual carriageways with hard shoulders, the climbing lane should replace the hard shoulder with little or no additional width
13.0m 11.5m

3.70m 1.00m

3.65m

3.65m 1.00m
0 .5 m

3 .5 m

3 .5 m

3 .5 m

0 .5 m

Standard Single Carriageway (width without climbing lane - 12.3m)

Reduced Single Carriageway (width without climbing lane - 8.0m)

48

CLIMBING LANES: CROSS SECTIONS

On single carriageways without hard shoulders and on motorways (and on dual carriageways without hard shoulders), a climbing lane will require the road cross section to be widened

Reduced Single Carriageway (width without climbing lane - 8.0m)

Climbing lanes will not normally be required for Type 2 Dual c/ws. c/ws. For Type 3 Dual c/ws, the passing lanes should be placed on the upc/ws, uphill sections of road
49

CLIMBING LANES: CRITERIA FOR PROVISION

Single Carriageways For a Risen Height of 30m, a climbing lane should be provided on single carriageways without hard shoulders, for an AADT of 8750 including 30% HCV or an AADT of 11850 including 10% HCV

160

H (Metre Height Rise es) en

140 120 100

Climbing Lanes

80 60 40 20
No Climbing Lanes 5% HCV 10% HCV 15% HCV 30% HCV

0 0 4000 8000 12000 16000 20000 24000

Design Year Traffic Flow Two-Way (AADT)

on single carriageways with hard shoulders, a climbing lane should be provided wherever the risen height exceeds 15m

50

CLIMBING LANES: LAYOUT AT START

The layout at the start should encourage drivers to follow the nearside channel unless overtaking

100m

2%

51

CLIMBING LANES: LAYOUT AT END

The layout places the onus on the driver in the right hand lane to rejoin the th continuing l ti i lane
S2
Double Solid White Line 100m 100m Taper Angle 1/70 20m 50m

220m

2%
200m

0% F

Point F should be calculated for both illustrated cases. g g p The shorter length of climbing lane should be adopted.

52

SINGLE CARRIAGEWAY DESIGN

53

SINGLE CARRIAGEWAY DESIGN: PRINCIPLES

Designs which provide drivers with obvious lengths for overtaking have been found to reduce the frequency of serious accidents Alignments should therefore provide adequate safe overtaking opportunities to enable faster vehicles to maintain their desired speed Traditional flowing alignments using mid-large radius curves do not midachieve this as they produce dubious overtaking conditions over long sections, leading to driver frustration

54

SINGLE CARRIAGEWAY HORIZONTAL ALIGNMENT

The alignment should, wherever possible, comprise curves from Bands A and D only: these are obvious to drivers as overtaking sections and non-overtaking sections nong respectively Where Band A sections cannot be provided, Band B curves may be used to provide right hand curve overtaking sections

8160 5760 4080 2880

B
2040 1440 1020 720 510

Minimum R without elimination of Adverse Camber & Transitions

C CURVE RADIUS m.

360 255

Desirable Minimum R 180 127 90 1 Step Below Desirable Minimum R

100

85

70

60

50

DESIGN SPEED Kph

55

SINGLE CARRIAGEWAY VERTICAL ALIGNMENT

The vertical alignment should be co-ordinated with the horizontal coalignment to maximise overtaking provision O overtaking sections, th vertical curvature should provide F ll On t ki ti the ti l t h ld id Full Overtaking Sight Distance (FOSD) Desirable Minimum crest curves should NOT be used in combination with straight or nearly straight horizontal alignments, as they provide dubious overtaking conditions - the designer should aim to provide a K value 1 Step below Desirable Minimum However, on immediate approaches to junctions (also lay-bys, layvehicular access other than a field access), Des Min Crest K must be provided

56

SINGLE CARRIAGEWAY DESIGN: DETERMINATION OF OVERTAKING SECTIONS

Overtaking Sections generally commence: whenever FOSD is available where the width provision is sufficient for overtaking without entering opposing lanes (e.g. start of climbing lane) O g g y Overtaking sections generally terminate: where the sight distance reduces to FOSD/2 (when approaching a nonnon-overtaking section) at a distance FOSD/4 prior to an obstruction to overtaking t di t i t b t ti t t ki Obstructions to overtaking are: major/minor junctions with ghost islands or single lane dualling roundabouts

57

SINGLE CARRIAGEWAY DESIGN: DETERMINATION OF OVERTAKING SECTIONS

EXAMPLE

TWO LANE OVERTAKING SECTION

This Overtaking Section commences when FOSD is available and terminates when the sight distance reduces to FOSD/2 The resultant overtaking section length is actually less than FOSD

58

SINGLE CARRIAGEWAY DESIGN: OVERTAKING VALUE

The overtaking value for each direction of travel is defined as the total length of the overtaking sections divided by the total length of the road improvement scheme The overtaking value is required to be at least: 15% for Reduced Single Carriageways (7.0m) (7.3m) 30% for Standard Single Carriageways (7 3m)

Solid line markings are given in the as yet unpublished TSM (see Table 7.3 of Chapter 7 => FOSD/4 plus 20% with warning lines FOSD/2 in advance)
59

SINGLE CARRIAGEWAY DESIGN: WAYS TO IMPROVE OVERTAKING VALUE

Modify the junction strategy by stopping up, diverting or bridging side roads Adj t the alignment to produce more straight sections Adjust th li tt d t i ht ti Introduce climbing lanes on hills previously not considered justified Introduce roundabouts at the more heavily trafficked priority junctions to enable sharper changes of direction Introduce sections of S4 or dual carriageway

60

DUAL CARRIAGEWAY DESIGN

61

DUAL CARRIAGEWAY DESIGN: PRINCIPLES

With no need for the discrete overtaking sections and nonnonovertaking sections of single carriageways: th d i of d l carriageways t i ll i the design f dual i typically involves th optimisation l the ti i ti of flowing, aesthetic alignments there are no limitations on the use of horizontal and vertical curves in excess of one step below Desirable Minimum The design should permit light vehicles to maintain the Design Speed A smooth flowing alignment is required for sustained high speeds

62

DUAL CARRIAGEWAY DESIGN: PRINCIPLES

Large radii curves rather than straights will produce a flowing alignment. Short curves and straights should not be used. Adjacent curves should b of similar l Adj t h ld be f i il length th Curves of the same or opposite sense that are visible from one another should not be connected by a short straight Small changes in direction should not be made as they give the view of the road ahead a disjointed appearance Changes in horizontal and vertical alignment should be phased to coincide wherever possible Embankments and cuttings should not make severe breaks in the natural skyline When crossing a ridge in cutting or passing through woodland, the road should be on a curve where possible so as to preserve an unbroken background b k d
63

DUAL CARRIAGEWAY DESIGN: APPLICATION OF PRINCIPLES

These principles are generally desirable for all dual carriageway designs H However, f l for lower t ffi fl traffic flows, a hi h standard of aesthetic d i high t d d f th ti design may not be justifiable, particularly where the dual carriageway represents an alternative to a single carriageway If designed as an at-grade alternative to a single carriageway, a dual atcarriageway will frequently demonstrate superior economic performance to a single carriageway at flows well below the upper limits f i l li it of single carriageway demand fl i d d flows.

64

DUAL CARRIAGEWAY DESIGN: EMERGENCY ACCESSES

Such accesses maybe either Break in the central reserve barrier as an Emergency Crossing Point (ECP) P i t An Emergency Access Link (EAL) to connect to the local road network Clause 8.15 to 8.36 gives details of the ECP and EAL

Minimum Frequency for Emergency Access Provision

65

NRA TD 10/07 :Road Link Design for Type 2 and Type 3 Dual Carriageways.

DMRB Vol 6 File 3

66

TYPE 2 AND 3 DUAL CARRIAGEWAY

Type 2 A divided all-purpose road with two lanes in each direction alldivided by a barrier. T Type 3 A divided all-purpose road with t di id d allll d ith two l lanes i one di ti in direction and one lane in the other direction divided by a barrier. Type 2 is the preferred road type for offline alignment. TD10 should be used in conjunction with TD9 Table 4 of TD 9 gives recommendations on capacities / junction treatments etc. etc

67

TYPE 2 AND 3 DUAL CARRIAGEWAY

Recommended Rural Road Layouts (ex Table 4 of TD9)

68

TYPE 2 DUAL CARRIAGEWAY

Cross section as per TD 27. Replaces to wide single c/ws in the old standard Alignment as per dual carriageways (no FOSD requirements). Junctions to be either; Roundabouts Roundabouts. Compact Grade Separation. Left-in / Left-out. LeftLeft Vehicular Access; Avoid if possible. Left-in / Left-out. LeftLeft-

69

TYPE 2 DUAL CARRIAGEWAY

Verges on Type 2 Dual should be designed to accommodate broken down vehicles ECP and EAL are not required but EAL may be provided if there are d t i db t b id d th suitable locations Direct vehicular access should be avoided where possible Facilities for non-motorised users to be provided as necessary (no nonbreaks in the central reserve barrier)

70

TYPE 3 DUAL CARRIAGEWAY

Cross section as per TD 27. Alignment as per dual carriageways. Passing lane lengths / changeovers. Junction Strategy; As per Type 2 plus Right turn priority junction with Ghost Island. U turn facilities.

71

TYPE 3 DUAL CARRIAGEWAY SCHEMATIC LAYOUT

Schematic Layout of a Type 3 Dual Carriageway

72

TYPE 3 DUAL CARRIAGEWAY U TURN OPTIONS

U-Turn Loop on Minor Road

73

LUNCH

74