Académique Documents
Professionnel Documents
Culture Documents
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<<
mc : 52.19Sf
RECOMMENDATIONS ABOUT
THE ALIGNMENT SURVEY
AND
GEOMETRIC DESIGN
OF
HILL ROADS
(fins Rlsion)
I
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THE 0101*14 ROADS CONGRESS
tr
House, Skabjabue Reed,
New DeVil-111011
1902
Price Re
(~Ssra~m
sue28
pes~s)
<<
IRC
52-1981
<<
I1IC: 52-1981
CONTENTS
Page
1.
2
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Introduction
Definitions
Scope
Classification ofHill Roads
Alignment Survey
BasIc Principles ofGeometric Design
Widths ofRoad Land, Roadway. Carriageway
and Shoulders
Camber/Croasfali
Design Speed
Sight Distance
Horizontal Alignment
VertIcal Alignment
Alignment Compatibility
HaIr-pin Bends
PassIng Places
Lateral and Vertical Clearances at Underpasscs
Appendices
Appendix I Guiding Principles of Route Selection
and Location Applicable to Hill Roads
Appendix 2 Points on which Data may be Collected
during Ground Reconnaissance
<<
..
...
..
I
2
2
3
3
11
. ..
12
14
14
15
16
25
28
29
30
30
..
33
..
...
..
..
...
. ..
..
35
LIST OF TABLES
Table
Page
No.
1.
2.
3.
4.
5.
6.
7.
8,
9.
10.
1!.
..
..
12
13
15
..
16
16
...
18
..
19
20
..
24
25
27
Page
...
21
23
...
38
...
Plate No.
1.
2,
3.
<<
...
40
42
JRC 52-1981
MEMBERS OF THE SPECIFICATIONS AND S TANt3ARDtS COMMITTEE
I. un g. c:i obindai Sinah
(Con veno r)
2. R.P. Sikka
(Member-Secretary)
4. V.K. Arora
5. R.T, Atre
6. H. Barua
7. E.C. Chandrasekharan
8, M.K. Chatterjee
9. D.C. Chaturvedi
10. J. Datc
11. Dr. .M.P. Dhit
12. Dr. R.K. Ghosh
23. Y.C. Gokhale
14. BR. Govind
15. A Y. Gupte
16. 1.C. Gupta
l3engal
Industrial
20. S B. Kulkarni
Bihar
<<
IRC :52-1981
25. iS. Marya
1.1K. Modi
27. 0. Muthachen
2$. it. (len, T
Poonikavil
(Kerala)
Nanda
AC. Padhi
32,
Satish Prasad
lIousc,
Somangalam,
Puna lur
P.O.
Madras
Deputy Director & Head, Snil Mechanics Division,
Central Road Research Institute
Chairman, Orissa Public Service Commission
Al- i03, Safdarjang Enclave, New Delhi-I 10016
36,
~.
K. Samtrddar
3$,
N, Sen
3* t~Ajitfri Siotira
4t1. S. N. Si rrlra
11. 24 .Sivigriiu
Sodiri
43, Dr. N.S. Srinivasari
.44
45.
Diroctor (thou
Engineering),
Inst i tu i ion
49., B, Sri Krishna Pun, Patna
Indian
Standards
.,
1::,flpineer Poujab
Chrrndigarh
State
Small
Industries
B .1. C nwtrl [a
Sant
Savta
Marg, Byculla,
4$,
<<
IRC :52-1981
<<
IRC : 52-198t
by the Executive
1981 and the
Council in their meeting held at Ooty on the 20th Septent her, 1981
subject to certain modifications which ~sere authorised to be carried
ottl h~the (ens enor Specifications and Standards Committee and
Member-Secretary Full Roads Subcommittee.
These recommendations were approved
2.
DEFINITIONS
2.1. Steep terrain, is a terrain where cross slope of the country is generally greater than 60 per cent.
3. SCOPE.
3.1 . The standard is relevant to new roads
rnent itt esisting roads. it is, however, not
toa sls or city streets situated in hilly terrain.
as well as improve
applicable to urban
3.2. The text deals ssith two main aspects of hill road construclicra, namely, alignment surveys for route selection and geometric
dcsitzn nt the alignment. The first aspect, namely, the alignment
survey including reconnaissance and preliminary surveys etc. is
disctt~sctl ~it detail in Section 5. The various elements of geome
Inc dcsign arc covered at length in Sections 6 to 15.
<<
IRC:52-1911
4.2. Each classification may also be qualified by a suffix indimaximum laden weight of vehicles in tonnes which
could negotiate the road safely.
cative of the
5. AUGNMENT SURVEY
5.1. Geaseal
5.l.l. AdmInistrative, developmental, strategic and other
needs would determine the obligatory points to be connected by a
hill road. Control points will be governed by saddles, passes,
river crossings, and other natural features like escarpments and
unstable areas.
5.1.2. For arriving at a few possible alternative alignments,
the Investigation should start only from the obligatory summit points
and proceed downwards. To attempt to trace a mountain road
from a fixed point below the summit points would be a very difficult task.
5.1.3. The alignment finally selected linking the obligatory
and control points, should fit In well with the landscape. It should
satisfr the requirements ofgeometrics vis-a-vis the needs oftraffic,
as also the terrain and climatic conditions. Optimum alignment
will be one which yields the least overall transportation cost, takia
Into account the costs of construction and maintenance of the rca
as well as the recurring cost of vehicle operation, and at the same
time have least adverse impact on the environment and ecological
balance.
5.1.4. The mute should avoid the Introduction of hair-pin
bends as far as possible. However if such a provision becomes
<<
IRC 52-1981
52.
Reconnaissance
5.3.1 General : The reconnaissance survey may be conduct ed in the Ibllowing sequence
~) Study of topographical survcy sheets, geological and meteorological
maps, and aerial photographs where available.
b~Ac ia I rcconnai ssa ace (where necessary and feasible).
(c) Ground reconnaissance.
linat reco nnaicsance of inaccessible and cl itlicult stretches,
.
<<
IRC 52-1951
<<
tRC
52-1981
<<
IRC :52-1981
<<
!RC: 52-198t
establishing bench niarks at intervals of 250 metres, exceptionally
500 metres by running check levels on a closed traverse basis
independently. While levelling along the centre line, readings of
bench marks should also be taken so as to have a cross check in
regard to accuracy of field work. It is particularly important that
a single datum preferably OTS datum should be used to tie up all
levels.
Cross sections should be taken at intervals of 20 m and at
points of appreciable change in soil conditions. While taking cross
sections, soil classificaticn should also be recorded. At sharp curves
and difficult locations, detailed levelling may be done for the plotting of contours. Interval of contours may be 2 m though this could
be varied according to site conditions.
Map Preparation
5.5.1. At conclusion of the preliminary survey, plans and
longitudinal sections (tied to an accurate base line) are prepared for
detailed study to determine the final centre line of the road. At
critical locations like sharp curves, hair-pin bends, bridge crossings
etc. the plans should also show contours at 1-3 metre intervals, so
as to facilitate the final decision.
5.5.
5.6.
(ii) For the selected alignment, a trial grade line is drawn taking into
<<
IRC: 52-1981
(iii) For the alignment finally chosen, a study of the horizontal alignment in conjunction with the profile is carried out and adjustmentc
<<
IRC : 52-1981
The final centre line ot the road should be suitably staked,
stakes being fixed at 20 metre intervals. The stakes are intended
only for short period for taking levels of the ground along the centre
line and cross-sections with reference thereto. in the case of existing roads paint marks may be used instead of stakes.
Distance measurements along the final centre line should be
continuous, following the horizontal curves where these occur.
At the road crossings, the angles which the intersecting roads
make with the final centre line should be measured with the help of
a transit. Similar measurements should be made at railway level
crossings.
5.7.3. Bench marks: To establish firm vertical control for location, design and construction, bench marks established during the
preliminary survey should be re-checked and where likely to be
disturbed during construction re-established at intervals of 250
metres (exceptionally 500 metres), and at or near all drainage
crossings.
10
<<
lRC:52-t9St
tion is available and ready for the designer to be able to plot the
finnl road profile and prepare the project drawings. Among other
things field notes should give a clear description and location of all
the bench marks and reference points. This information should be
transferred to the plan drawings, so that at the time of construction
the centre line and the bench marks could be located in the field
without any difficulty.
6.1. A uniform application of design standards is most desirable from the viewpoint of road safety and smooth flow of traffic.
The use of optimum design standards will reduce the possibility of
early obsolescence of the facilities brought about by inadequacy of
the original standards.
except
Particularly in the case of hill roads, improvement of features like grade
and curvature at a later date can be very expensive and may sometimes be impossible. It is therefore necessary that ultimate geometric requirements of hilt roads should be kept in view right in the
beginning.
6.3. Development of cross-section in stages is technically
feasible. But this should be decided only after very careful consideration, since hill roads need a lot of permanent works like retaining walls, breast wails, catchwater drains etc. which may have to
be altogether rebuilt, If stage construction is unavoidable, better
strategy will be to use dry masonary for drains, breast walls, pitching etc., locate the interceptor drain well back at the very start, and
provide culverts to full width to avoid the need for their widening
subsequently.
<<
ii
IRC: 52-1981
7.1. Desirable widths of road land (also termed as right-ofway) for various categories of roads is given in Table 1.
TABLE
SI.
No.
1.
DEsIRABLE ROAD
Road classification
Open areas
Northal
Built u p areas
Excep-
Normal
Excep-
tional
tional
24
18
20
18
18
15
15
12
15
12
12
9
!~
9
areas.
<<
12
IRC: 52-1981
TABLE 2. Wiurns
OF
Highway classification
Carriageway
width
(metres)
Shoulder
width
(metres)
Roadway
width
(metres)
3,75
7.0
2>1.25
2x0.9
6.25
8.8
3.75
2x0.5
4.75
3.00
2x0.5
4.0
i) Single lane
ii) Double lane
Notes: (I) The roadway widths given in the Table are exclusive of parapets
(usual width 0.6 m) and side drains (usual width 0.6 in).
(2) The roadway widths for village roads are on the basis of a single
lane carriageway of 3 m. Widths greater than 3 m may however be
adopted judiciously depending on the type and intensity of traffic,
cost and related factors. In that case the roadway width should
be Increased correspondingly.
(3) In hard rock stretches, or unstable locations where excess cutting
might lead to slope failure, width of roadway may be reduced by
0.8 in on two4ane roads and 0.4 m in other cases. However where
such stretcheS occur in continuous long length, reduction in roadway width should not be effected unless requisite passing places
vide para 15 are provided.
(6) On horIzontal curves, the roadway width should be increased
corresponding to the extra widening of carriageway for curvature,
vldepara 11.5.
(5) On roads subject to heavy snowfall, where regular snow clearance
is done over long periods to keep the road open to traffic, roadway
width may be increased by 1.5 m for MDRs, ODRs and VRs.
...
...
desirable
...
as given in Table 2.
as given in Table 2.
4.25 m
13
<<
IRC 52-1981
Single-lane bridge
Two-lane bridge
4.25 in
...
7.5
in
8. CAMBER/CROSSFALL
low.
(a) Earth roads
3 to 4 per cent
(1 in 33 to I in 25)
..
...
..
surfacing
,,.
in 40 to I in 33~
DESIGN SPEED
14
<<
52-19S1
50
40
40
40
30
30
30
20
30
25
25
20
25
20
25
20
15
<<
IRC : 52-1981
Speed
(kmjh)
Design values
metres
40
50
60
80
90
120
20
25
30
40
45
60
TABLE 5.
Sl.No,
1,
2.
Driver eye
height
Sight distance
1.2 m
1.2 m
Height of
object
0.15 m
1.2 m
11.6,
11. HORIZONTAL ALIGNMENT
11.1. General
11.1.1. Tn general, horizontal curves should consist of a circular portion flanked by spiral transitions at both ends. Design speed,
superelevation and coefficient of side friction affect the design of
circular curves. Length of transition curve is determined on the
basis of rate of change of centrifugal acceleration or the rate of
change of superelevation.
16
<<
IRC: 52-1981
11.1.2. Minimum radius curves should be adopted only when
absolutely necessary. Similarly, curves with little or no tangent
length between them should be avoided. Broken-back curves, i.e.
two curves in the same direction separated by a short tangent,
should be avoided as far as possible and replaced with a single
curve. At reverse curves, sufficient gap should be ensured between
the two curves for introduction of the requisite transition curves.
11.1.3. Compound curves may be used only when it is impossible to fIt in a single circular curve. To ensure safe and smooth
transition from one curve to the other, the radius of the flatter curve
should not be disproportional to the radius of the sharper curve. A
ratio of 1.5:1 should be considered the limiting value.
11.2. Superelevation
11.2.1. Superelevation to be provided on curves is calcula;ed
from the following formula:
Vt
where
e
V
R
=
=
17
<<
IRC : 52.1981
11.3.
balanced
or
R= 1fl(e+f)
where
v
V
g
e
=
=
=
=
1
acceleration due to gravity in metre per sec
superelevation ratio in metre per metre
coefficient of side friction between vehicle tyres
and pavement (taken as 0.15)
radius in metres
MINIMuM
RADII OF
HORIZONTAL
Mountainous terrian
Steep terrain
Snow
Classification of road
,_~
~ j~..
oa,~.
q,
~,
E.
1. NatIonal Highways
I)~
~c
~.
o.
~.
4~
80
50
90
60
30
60
33
20
33
14
23
23
15
U .
~
o.
~
.
~
~
50
U ,
oa~
30
60
33
30
14
33
15
20
20
14
14
23
23
15
15
18
<<
IRC 52..1981
11.3.2. On new roads, horizontal curves should be designed
to have the largest practicable radius, generally more than the
values corresponding to the ruling design speed (see Table 6).
However, absolute minimum values based on minimum design speed
might be resorted to if economics
of construction or the
site conditions so dictate. While improving existing roads, curves
having radii corresponding to absolute minimum standards may not
be flattened unless it is necessary to realign the road for some other
reasons.
11.4.
TransItion Curves
Cuave RADII
50
is
20
25
30
40
50
55
70
80
90
100
125
150
170
200
300
400
500
NA
40
40
30
25
25
20
NA
55
45
45
35
15
30
15
IS
25
20
15
15
MR
15
NR
NANot applicable
<<
NA
30
25
20
20
15
15
15
15
15
15
Nit
25
20
NA
35
25
30
20
20
20
15
15
25
15
15
15
15
15
15
NIt
15
15
15
NIt
IRC 52-1981
WIdening at Curves
straight reach.
Single-lane
21
40
tO
41 to
60
61 to
100
1.5
L5
1.2
0,9
0.9
0.6
0,6
Nil
101 to
300
0.6
Nil
above
300
Nil
Nil
<<
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0.
Q:
9.
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00
~
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20.
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4Z5
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uj4
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LiJ>
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,
.
.9
Lii
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Li
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z~)
ci
)-
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2
Z~O
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2 U
4
~
~- ~
~-
~
I
~
21
IRC 52.19g1
I,
U
0
I-
I.
(3
U
~0
U
E
0
U
~8
<<
IRC :52-1981
R.-(R---n)
-~
~-ti~
Cos 6
radians
22
<<
0
W4
U-
0
-J
ww
UJ
-0
23
~
~
.0
.~
i!E
o~, ~
~
.c .E ;;
II I
ii
.~
IRC: 52-1981
~~
.~
~~C~UU
~~,_
I-
0
.4
.0
<<
ERC : 52-1981
lane carriageway are given m Tabe 9.
RrcoMMn.~DFnSET-~cKDisTANCES
FOR SINGLF-IANE
CArnuAGEWAY
curve in metres
S=20
in
(V~20
km;h)
S=25 m
(V=25
km/h)
5=30 m
(V~30
km!h)
S=45 in
(V~4O
km/h)
S=60
km/h)
14
15
20
3,4
3.2
2.4
3,8
23
2.1
3.3
30
33
50
1.7
1.5
1.0
2.6
3.7
2.3
3,4
1.6
60
80
2.2
1.9
1.4
1.1
0.9
5,0
4.2
3.1
2.5
2.1
5.6
4.5
3.7
o,g
1.7
2,3
100
120
15()
1.3
1.0
0.8
0.7
0.5
*
.*
in
(V=50
Where there i
5 a cut slope on the inside of the horicurve, the average height of sight line can be used as an approximation for deciding the extent of clearance. For stopping sight
Oistance this may be taken as 0.7 m. Cut slopes should be kept lower
than this height at the line demarcating the set-back distance envelope, either by cutting hack the slope or benching suitably.
11.6.7. Where a horizontal and summit vertical curve overlap,
the line of sight will not be over the top of the crest but to one side,
and in part iii~ty be off the roadway. Design in such cases should
~ontal
<<
24
IRC: 52-1981
provide &r the required sight distance both in the vertical direction
along the pavement and in the horizontal direction on the inside of
the curve.
12. vERTICAL ALIGNMENT
12.1. General
12.1 .1. The vertical align nen t should provide for a smooth
longitudinal profile consistent with category of road and the terrain.
10.
Classification of
gradient
Mountainous terrain
and steep terrain
having elevation more
than 3000 m above the
mean sea level
5% (1 in 20)
6% (I in 16.7)
7% (1 in 14.3)
<<
25
ConDiTions
6% (1 in 16.7)
7% (1 in 14,3)
8% (I in l2~5)
IRC: 52-1981
12.2.3. The ~limitinggradients may be used where the topography of a place compels this course or where the adoption of gentler
gi~adientswould add enormously to the cost. In such cases, the
length of continuous grade steeper than the ruling gradient should be
limited as far as possible.
in very difficult situations and for short lengths not exceeding 100
in
12.3.2. Since grade compensation is not necessary for gradients flatter than 4 per cent, when applying grade compensation
correction, the gradients need not be eased beyond 4 per cent.
<<
26
IRC: 52.19g1
12.4.3. Curves should be provided at all grade changes exceeding those indicated in Table 11. For satisfactory appearance,
the minimum length should be as shown in the Table.
TABLE 11, MINIMuM
Design
speed
(km/h)
Upto
LENGTH OF VERTICAL
CURVES
35
40
1.5
15
1,2
20
50
1.0
20
(1) When the length of the curve exceeds the required sigh:
distance, i.e. L is greater than S
NS
L
where N= deviation angle, i.e.,
Case
(ii) When the length of the curve is less than the required
sight distance, i.e., L Is less than S
L=
2S
-~
(1) When the length ofthe curve exceeds the required sight
distance, i.e. L is greater than S
L
NS~
27
<<
IRC : 52.1951
Case
(Il) When the length ~(the curve Is less than the required
sight distance, i.e. L is less than S
L
25
Valley Curves
be calculated as under:
Case
Case
1.50
NS
+ 0.035 S
(ii) When the length c~fcurve is less than the required sight
distance I.e. L is less than S
L=2.s
1.50
+ 01)35 S
-
In both cases
= deviation angle, i.e. the algebraic difference
between the two grades
L = length of parabolic vertical curve (in metres)
S = stopping sight distance (in metres)
following assumptions:
1) headlight height = 0.75 in
ii) upward divergence of the light beam t~u In
the longitudinal axis of the vehicle== 1
As a general rule, changes in horizontal and vertical alignments should be phased to coincide with each other, i.e. the vertical
28
<<
IRC 52-1981
curve should roughly extend from the commencement to the end
More preferably,
the
horizontal curve should be some what longer than the vertical curve.
Sharp horizontal curves should not be introduced at or near the
top of the summit vertical curves or the lowest point of valley
curves.
14.
HAIR-PIN BENDS
14.2. The following design criteria should be adopted normally for the design of hair-pin bends:
(a) Minimum design speed
(b) Minimum roadway width at apex
(i) National!State Highways
Maximum
Minimum
Supcrelevat~ort
20 km/h
,..
...
...
(f)
...
...
...
...
,..
...
6.5 m
14.0 m
15.0 m
I in 40 (2.5 per cent)
I in 200 (0.5 per cent)
I in tO (10 per cent)
should be
29
<<
IRC: 52-1981
15. 1.
Lateral Clearance
30
<<
IRC 52-1981
16.2.
VertIcal Clearance
31
<<
IRC 52-1981
Appendix 1
General
I. The alignment should be as direct as possible between the obligatory
and control points to be linked, A direct highway link results in economy in
construction, maintenance and operation.
2. The location should result in minimum interference to agriculture
and industry. It should steer clear of obstructions such as cemeteries.
burning ghats, places of worship, archaeological and historical monuments,
overhead transmission lines. water supply lines etc., decision between changing
the highway alignment or shifting the utility services should be based on a
study of the relative economics and feasibility.
4. As far as possible, frequent crossing and re-crossing of railway
lines, canals, water courses, ridges etc. should be avoided.
5. The alignment should avoid large scale cutting and filling, and follow
the lie of the land as far as possible. Use of tunnels to avoid deep cuts should
be considered where feasible and economical. If the road has to be in cutting.
the location and the grade line should permit the adoption of half-cut and
half-fill type of cross-section which involves least disturbance to the natural
ground subject however to considerations of economy and road stability being
satisfied.
Obligatory Points
6. The obligatory points to be connected from administrative, strategic
or other considerations should be ascertained and taken into account while
tinalising the highway alignment. Similarly, control points like mountain
passes, saddles, river crossing etc. should be kept in view when deciding the
a I ignmen t +
7. When crossing mountain ranges, the highway should preferably
cross the sidges at their lowest des at ion. In certain cases it may be more
expedient to negotiate high mountain ranges through tunnels. This decision
should be taken after considering the relative economics or the strntegic
requirements.
its length.
9. As far as possible. the alignment should permit adoption of a
uniform design speed and easy curvature in the entire length.
10. The route should avoid the introduction of hair-pin bends as far as
possible and their location in valleys avoided. The bends should be located
on stable and flat hilt slopes. Also, a series of hair-pin bends on the sante
face of the hill should he avoided.
33
<<
IRC 52-1981
II. Needless rise and fall must be avoided where the general purpose
of the route is to gain elevation from a lower to a higher point. Also, deep
cuts involving destabilisation of natural hill slopes shottld be avoided,
River Crossings
12. It is preferable that crossings 01 major rivers (waterway exceeding
100 m) should be at right angles to the river flow with highway alignment
subordinated to considerations of the bridge siting. Crossings of medium(
minor streams may also sometimes govern the choice of alignment in the case
of hill roads due to foundation problems, though their position will be determined generally by requirements of the highway proper, and the crossings could
be even skew or on curve if necessary.
13. As far as possible, efforts should be made to locate bridges**
where
(i) the river is straight both on the upstream and downstream side;
(ii) the location is sufficiently away from confluence of tributaries;
(iii) the channel is well-defined and narrow;
(iv) the banks are high, rocky/firm and well defined above the HFL.
Areas to be avoided
14. As far as possible, attempt should be to avoid the following
areas
Miscellaneous
15. Location along a river valley has the inherent advantage of
eomparativety gentle gradients, proximity of inhibited villages, and easy supply
of water for constructton purposes
But this tolution is beset with disadvantages such as the need for a large number or cross-drainage structures and
protective works againt erosion. These pros and cons should be kept in view
while making initial selection of the alignment.
16. The location should be such that the highway is fully integrated
with the surrounding landscape of the area,
It would be desirable to study
the environmental impact of the highway and ensure that the adverse effects
are kept to the minimum.
17. An alignment likely to receive plenty of sunlight should receive
preference over the one which will be in shade.
*
*For detailed instructions about siting of bridges, reference may be made to IRC
Manual for Survey, investigation and Preparation of Bridge Projects (nuder
preparation).
34
<<
..
..-.-
EEC: 52-19*1
AppendIx 2
4.
Geometrics:
(a) Gradients
(b) Curves, hair-pin bends, etc.
5.
stretches
(iv) areas subject to avalanches and snow drifts
(v) slip-prone areas.
7.4. Cliffs and gorges
7.5. Drainage characteristics of the area including susceptibility to
flooding
7.6. General elevation of the, road indicating maximum and minimum
heights negotiated by main ascets and descents
7.7. Total number of ascents and descents
7.8. Vegetationextent and type
t
<<
Climatic conditions:
8.1. Temperaturemonthly maximum and minimum readings
8.2. Rainfall dataaverage annual, peak intensities, monthly
tion (to the extent available)
35
distribu-
1L
k-
~~
IItC : 52-1981
8.3. Snowfall dataaverage annual, peak intensities, monthly
distribution (to the extent available)
8.4.
8.5.
8.6.
8.7.
9.
Facilities/Resources
9.1. Landing ground
9.2. Dropping zones
9.3. Foodstuffs
9.4. Labourlocal availability and need for import
9.5. Construction materials (timber, bamboo, sand, stones, shingle, etc.)
10.
11.
land,
12.
13.
14.
Strategic considerations
15.
Recreational potential
4.
17.
Economic factors
(i) population served by the alignment
(ii) agricultural and economic potential of the area
18,
19.
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