AKG 17401900 GEOMETRIC DESIGN STANDARDS : FOR RURAL (NON-URBAN) / HIGHWAYS Vicar Lineee: Published by THE INDIAN ROADS CONGRESS _pismvangar House, Shi ‘New Delhi-t Price Re, Bis, 48 (Pius Packiog & Postage)“ane 73-1980 First published : October 1980 Reprinted : June 1990 (Rights of Publlestion and of Translation are reserved) 2 3. 4 6 2 8. 9. 10, 4M. 12. CONTENTS Introduction Seope Classification of Non-Urban Roads ‘Terrain Classification Design Speed Cross-Sectional Elements Design Traffic and Capacity Sight Distance Horizontal Alignment Vertical Alignment Co-ordination of Horizontal and Vertical Alignments Lateral and Vertical Clearances at Underpasses IRC: 73.1980 Page OB, et 9 oT 37LIST. OF TADLES ! ‘LIST OF FIGURES: f Re par | Pio. Pee | 1, Terrain Clasifiation . : as 1. Road Land noundty, Bulag Lne and Cont ; Gl tence! vt . oe 2° Blemtnts ofa Combined Circular snd Transition Curve wy 27 : 2. Recommended Land Width for Different Classes of Road “ 5 vaplieaiieiseaT ae gy 4. Recommended Standards for Bulilng Lint end Cont i Sa aicnee watied ee e . ‘Stopplag Sight Dis at 5. Widit'of Roadway for Single‘Lane and Two-Lane Roads 7 in Plain and Rolling Terrain a 6, Width of Roadway for Singlo-Lane andtWwo-Lane Roeds } In Mountalnous and Steep Terrain ’ 1.) "Width of Cerlageway : " Camber/Crossall Values for Diferent Roed Sucface Type..." 12 9. Bgulvaleney Factors for Diferent Types of Vehicles Bn | 10," Capactty of Diferent Types of Rosi wt \ 11, Stopping Sight Distance for Various Speeds we LIST OF PLATES 12, Overtaking Sight Distance for Varlous Speeds = 6 13, Intermediate Sight Disancé for Various Speeds aoe on . ay 14, Celferia for Messuring Sight Distance 18 | 15, adil beyond which Supereicvation Is not Requlred Sa 1, Supereovation Rates for Various Deiign Speeds oo ® 16, Minimum Rast of Horizontal Gives for Dierent 2. .Sehematle Diagrams Showing Diferent Methods of ‘Terrala Conditions.” bon v0 ‘Aitalniag Superlovation mw 37, Minlmaos Teanaton Leng for Dierent Speeds and_ 3... Length t Sumit Curve for Stopplig Sight Distance “a Gare Ret om 4. Linear Suomi Cave foristmed Skat Diane =. 43 38, Extra Width of Pavement a Horizotal Curve 2 5, Length of Sumralt.Corve for Overtaking Sight Distance a , 19, Gradients for Roads In Diferent Terrina ©. ~ B 6, . "Leagth of Yalliy Cores * es Ai eee ene ” 1. Slater aang od end Dad Algnment Co-orditlon ot |1.28. Mary Director Generat {Koad Development) 4 Adil Chatrmany folthe Govt of nie “Santaty “of Spe 2. RP. Sikke Chiat Eaglacer (Roadsy,” Ministry of Shipping EiinberSeeraory) .” Grannport = Cte 3. Qual Mohd. Afzal Development Commissioner, Jammu & Kashmir 4. RG. Arora NDS.B. Part I, New Delbl 5. RIT, Are Secretary to the Govt ‘Chief Execative Offect West Benga! indutcal. Tats ‘Structure Development Corpn. oh fal Ghlet Engineer, Pamban Deldge Project Madras Bngner Concrete Anolon of iia Met Engineer (Reid), Greater Kallash, ‘New Gilet Eestncer (Reid, Kallath, New De 6. MAK. Chatterloe Deputy Direstor & Head, Roads Division, Centra Rotd Retearchinstlute orcas Deputy Ditetor & Head, Rigid and Seml Rigid Pave- ‘meats Division, Central Rond Research Taatis Director of Deilyn, Bnglneerin-chle's Branch, AHQ Englncern-Chle, Haryana P.W.D., B&R Project Manager-cus-Managlog Director, Bihar State Bridge Construction Corporation Lid. Synthelle Auphals, 24, Carter Road, Bomb ics Data Proceriog, Dhar kid ees Bhar adlan Oll Corporailon Lid. 10, De, MP. Dhie 1M, Dr, RK, Ghot 12, BAR, Govind 13, LCG 14. S.A. Ho 400050 15, M.B. Jayawant 16, D.R. Kohl 17, 8.B, Kulkarnt ‘Manager (Asphal 18. PAK, Laurie ‘Addl, Chlet Bogl ), Rajasthan P.W-D. 19, H.C, Malhotra ithe Govt, H.P. P.W.D. 20, M.R. Malye Development mon India Ltd., Bombay 21, 0, Muthachen Poomkavil House, 22 K. Sunder Nalk. 23, KK, Nambiar 24, TAK, Natarajan puly Director & Head, Soll Mechanics Division, ‘Central Réad Research Instieute of Gujarat Buildings 25, M.D. Patel Secretary to the Gi Esinmuctostion Department 26, Salish Prasad Manager, Indian Oil Corporation SK, Samadde Chiet Project Admlalstrator, Hoogbly River Bri 27 SKS hie rolet Ade Hooghly River Brldg 28, De. OS. Sah ulcpal, Poni Eotneciog Cas, Chanigch 29, N.Sea os Qhlet Engineer (Retd,), 12, Chltranjan N Battie“ eo 20, D. Ajitha Simba Director Civil Engineering), Indian Standards Inetl- 31, Maj,Gen 38, Soa Bitr Gener! Borde Ronde ; 32, De, NS. Srinivas 33. Dr. Bh, Subbaraju 34, Prof. C.O. Swaminathan » Di 35, Miss PAX. Thretsla. Chief Englneer (Construction), Kerala 36. The Director Highways Research Station, Madas (Prof. G.M. And ran) * of Roads’ GEOMETRIC DESIGN STANDARDS FOR RURAL (NON-URBAN) HIGHWAYS |. ,'s INTRODUCTION J.1.:"Geometric design” deals with the visible elements of highway.’ Sound geometric design results in economical opera- tion of vehicles and ensures safety. 1.2 The: Specifications and Standards’ Committee of ibe Indian Roads Congress had previously published a few Papers on geometric aspects of design. "The first Paper entitled:, “Horizontal and Transition Curves for Highways” appeared in the LR.C, Journal jn 1947, ‘This was followed by two other Papers on “Sight Distance and Vertical Curves" in 1950 and 1952 respectively, For many years, these Pap suide for design of highways in this Zountry. Later, in. 1966, "some important extrncis fro Papers were published by the Congress under the title “Geometries 1.3. ‘Following the adoption of metric system, therd need to revise this publication with suitable modifications in the light of other standards brought out by the LR.C. in the intervenin period as also more recent practices round the world, To fulAi this need, a new draft was prepared in the LR.C, Secretariat by LR: Kadiyall and A.K. Bhattacharya, This was reviewed and ‘modified by. a"Working Group set up ‘by the Specifications and Standards Committee consisting of; Dr. M.P. Dbl YP. Sika AK, Bhattacharya 1.4, ‘The modified draft was approved by the. Specifications and Standards Commitee'in thelr meeting held on {6th May, 1977. [twas later approved by the Executive Commitlce through circult- dowand then’ by the Council of the Indian Roads Congress In Theis Dbrd mecting held on the 3rd June, 1978 subject to certain modi- fealions which were let to a Working Group comprising Prof. CG. fanthan,, R-C.-Singh, Col, Avior Singh, RP. Sika and .C. sSecreiary IRC. “the final modification and editing of the 1Ire: 73-1980 text was done jolatly by R.P.Sikka, Member-Secreta and Standards, Committee and K, Arunachalam, Specifications : 2. SCOPE 2.1." The publication is based primarily-on and recommendations of the Indian Roads’Congress, with suitable modifications and additions in the light of current engineering prac tice, The standards. prescribed are essentially advisory in “nature but may be relaxed somewhat in very dificult situations if conside- red judicious, Effort in general should, however, be to aim at stand- ards higher than the minimum indicated, | 2.2., ‘The text deals with geometric design standards for rural highways**, fe, non-urban roads located predominantly in open country ‘outside’ the bulltup area. “The algament: may however pass through isolated stretches of bullt-up nature as long as charac fer of the road as a whole does not change, The standard Is not applicable to urban roads or city streets, It Is also not applicable to expressways. Geometric design elements of road intersections are not considered in the standard elther. 2.3. The geometrlo features of & highway’ excopt. or sectional elements do not lend to stage construction. Geometric defitelencles are costly and:sometimes impossible to rectify later on due to the subsequent roadside. development. . Therefore, it Is essential that geometrio requirements should be kept in view right in the beginning, 3, CLASSIFICATION OF: NON-URBAN ROADS _ 3:1, Non-urban ronds in India are classified Into five cate- gories: () National Hiphirays (i) State Highways (i) Major Diatelot Roads dy) Other Distsiet Roads ) Nillge Ronde [A not be confused whih Rural Roads which rater comm “Roads and Village Roads. While geometrio deslgn slemet uly covered In this publication alongwith. roads of comprehensive, guidance about dit in of the Rural Roads can be had from ‘No. 20, "Manual on Route Locatl ‘of Rural Ronds (Other Diiciet Rods and Village Roads)”, ° IRC: 73.1980 3.2, National Highways are main highways ruoning through the length and breadth of the country connecting major ports, foreign, highways, State capitals, large industrial and tourist centres etc. 3.3. State Highvays aie atterial routes of a State linking al , district headquarters and important cities within the State and con- i necting them with National Highways or highways of the neighbour- ing States... : 3.4." Major Disicict Roads are important roads within a | district serving areas of production and markets, and connecting ‘these with each other or with the main highways, : 3.5, Other District Roads are roads serving rural areas of production and providing them with outlet to market centres, taluka/ Kehallheadquentts, block development headquarters, or other main roads, 3.6.” Village Ronds are roads connecting villages or groups \ of villages with each other and to the nearest fond of a higher cate- ‘ sory. : © 4. TERRAIN CLASSIFICATION 4, The geometric design of «highway is influenced signi i ‘icantiy by terrain conditions, “Economy dictates cholce of different standards for differen types of tertun..Tecrain is classified. by the general slope of the country across the highway alignment, or'which ‘ fhe criteria given in Table 1 should be followed. While ‘classifying a terrain, short isolated stretches of varying terrain should: not’ be taken info consideration, ‘Tamut 1, Tennatn CLassinicaTion Per cent cross slope ‘Terrain ‘clausidcation pease L Plain o-10 ' 2 Rolling 10-25 os ‘Mouatalnous 2560 ! a Steep ‘Greater than 60 : 3, DESIGN SPEED Choice of design speed depends on the function of the i road as also-terrain conditions, It is the basic parameter which | all other geometric design features. Design speeds for | varlous classes of roads should be as given in Table 2. ‘ 3IRC: 73-1980 Tanz? Desow Srems Design speed, yh ‘National and i 100 = ‘State Highways IRC: 73.1980 5.2, Normally “ruling design speed” should be the guiding criterion for. correlating the various geometric design. features “Minimum design speed may, however, be adopted in sections where site conditions, including costs, do not permit a design based on the ‘ruling design speed”. 5.3. The design speed should, preferably be uniform slong ven ‘highway. But variations in terrain may make changes in peed unavoidable, “Where this Isso, it is desirable thet the design peed should not be changed abruptly, but in a gradual manner by latroducing successive sections of inereasing/desreasing_ design apeed-ao that the road users get conditioned to'the change by fegrecs. : ‘ 6, CROSS-SECTIONAL ELEMENTS 6.1, Road Land, Bullding Lines ‘and Control Lines Gil. Road land. width (also termed the right-of-way) is the land acquired for rond purposes. Desirable land width for differen classes of roads is Indicated in Table 3, : Tas. 3," RecOMmeNDED Lan Wiorat ron Dirrenant ‘Ciasses oF ROAD ‘ Ri Mouatalnous and | Plan and rolling train, ‘leep terrain s. | Row ‘ Open: | Bullte No, | classification | Open aiens | Bulltup areas | Open’ | Bult Normal | Range | Normal | Range | Normal | Norma Nullogstend 4530403060 Stato Highways 2. Malor Dinret, «25-2530 20,1825 BS Roaas 3. Other Dinuiet 151885 SSDS Roads i" Vilage R nis 10 Hs 9 6.1.2, In high banks or deep cuts, the land width should be suitably increased, Similarly, a. higher value should be adopted in unstable or lanc The need for a wider right- ‘of-way at importa should also be kept in vieIRC: 73-1980 6.1.3. Ifa road is expected to be upgraded to a higher classification in. the foreseeable future, the land width should correspond to the latter. 6.1.4. In order to’ prevent overcrowding and preserve sufliient space’ for future road improvement, itis advisable to Iny down restrictions on’ building activity along ihe roads, Building activity should not be allowed within a prescribed distance from the road, which is defined by a hypothetical lie set back, from the toed boundary and called the “Bulding Line" In addition, it will be desirable to exercise control on the nature of building vity for a further distance beyond the building line upto what re known as the “Control Lines”. Building and control lines re illustrated in Fig. 1 with respect to the road centre line and road boundary. 6.8. Recommended staidards for building and control lines are given in Table 4. Fot more details about measures for preventing ‘Trot 4. RECOMMENDED STANDARDS FOR BUILDING LiNsS AND CONTROL Lines Plain and rolling terrala Mountalnars sad Seep terra, Open a Bullteup areas | Open | Built-up ‘Overall Overall | Overall | Disa beiween| Cetweed Builds" Soeteil reba boundary tg, | Lines | Getcback) atten femetren| (metre) | (metres 1 2 fo 4 3 ¢ 7 Naten 0 6 as as Sie Biphvays 2 Mage Dnt 30100 as as as a Re ponte Mute licading old Wonka Ea to {he road land, oseo Fig. 1 for positon of building Hlnes, control lines ‘and set= ‘back distance rerative to the road centre line and road {and boundary. OVERALL wiote SETWEEN CONTROL Lints. + ovenatt. more sermeen sunome umes sevaace estance + “iivoutoa uv avow Fig. 1. Road land boundary, building lines and control linesARC: 73-1980 ribbon development aldng roads,’ IRC Special Publication No. 13, Highways and its Prevention”, also IRC ; 62-1976 "Guidelines for Control of Aécess on Highways’ 6.2. Roadway Width 6.2.1, Roadway width for. single-lane. and two-lane roads In In and rolling The width of rondway for single and two- fe roads in plain and rolling terrain should be ns given in Table 5. ‘Taaux $, inti of ROADWAY FoR SINGLECLANE AND TWO-LANE TROAD# IN PLAIN AND ROLLING TERRAIN Roadway width S.No. Road claisifation co — 1 no 2 90. 3. Other District Roads ( alagle lane 15 i) to lanes 0 15 “Highways having single-lane pavement, he width of bbe reduced to 9m ifthe possility of ‘widening the fo two lanes is considered remote, Toad carregewn 6.2.2, Width of Roadway for'single-tane and two-lane roads In mountainous and steep terrain: The width of rondway, exclusive of ide drains and parapets, for single and two-lane roads in mount nous and steep terrain should be as indicated in Table 6. In certain ‘cases, passing places may be required in addition, see para 6.2.3. 6.2.3, Passing places for roads In mountainous and steep terrain; Passing places or Iay-byes should. be provided on single Iane roads in mountainous’ and steep terrain to cater to the following requirements; =": (a) To facilitate, crossing ‘of vehicles approaching from opposite (0) Fo facliata,cromlog ‘of velleles approaching from oppo (8) Tow ate abled veel to tha 1 doesnot obsiruct the ‘Tanue 6, Wiortt of Rospway Fox SiNaLE-LaNE AND TW6-LANE [Robs 18 MOUNTAINOUS AND STEEP TERRAIN _ eee S.No, Road clastification | Roadway width 1, Natlonal Highways and State Highways (angle lane 638 i) to Hanes 8 2. Major District Roads and Other Bittriet Ronds (angle inne) 3. “Village Rosds (sna lane) 40 eS fves: (1) The roadway width rear exlasive of parapets (ual Noten OTe es oad sieiattogas. Tere Roads are on the basi of. wement width is 8 ingly. > In hd ek ema aed fe eto of Be ete es tas sk Sm i ater eager, wh «Reh reich ere ane eng edueon Ino: ‘ay wih, should not be ‘elfected unless requisite passing places We Pan eS re provided. (4) On horizonial curves, the roadway width, should be incre Sreetsading tothe extra widening of carriageway. for curvature ‘ide para 9. © gamntenes at Sarasa 41s snowfall, where regular snow clearasice Is ep the road open to irae, roadway fa by 1:3 m for MDRs, ODRs, and VRS. Pasting places. are not necessary on_ two-lane National and state Highways having roadway width in accordance with Table 6. set cndiogleiane. sections having, narrower roadway, it may be Bu cise provide some passing places depending on actual needs. aeecthes rods: these should be provided in general atthe rate of Or olhes rometren Thee exact location should be judiciously deter- 2 nPS taking Inte consideration the available extra width on curves Normally the passing places/lay-byes_ should be, 3.75 m wide, ‘30 m long on the inside edge (.. towards the carriageway side), ‘and 20 m long on the farther sid ° 9IR: 73-1980 6.24, Roadway width for mult-lane, highways: For sultl- sane Saka eetetay wid should be" adequate forthe fequsie lane high Yrafo lanes, besides shoulders and central median, umber of uiders chould in general be 2.5 meices. For width of lgeyayand ein, eofonee ay Be mee opr Ged and Sis respectively. 6.3, Roadway Width at Cross-Drainage Structures - General: Cross-drainage structures are. difficult to widen, je. As stich, the roadway width for them weed be decided very carefully at the planaing, stage itself. The Minimum recommended values in this regard ‘aro given In party simFor roads being bullt to lower standards jnitially those whieh are, expected to be upgraded) seable future, It will be desirable to go in for a i way Width at the eross-drainage structures right In the beginning, 63.2. Culverts (upto 6 m span): In plain and rolling terrain, the oversil' width on culverts (measured from outside to oulside of the sarap was) shoul, ‘equal the normal roadway width given in So eet mountainous of steep terrain, the clear roadway width Available on the culverts (measured from inside to Inside of parapet walls or kerbs) should be as below: ‘Ail roads other than Village Roads... As glven In Table 6 Village Roads ‘inienam, ‘As piven In Table 6 desirable we 405 6.3. _Beldges (greater than 6 m span): At bridges, the clear dea ana aren ere woulda os under: Single-tane bridge 425 m Twolane bide, ris Maltbiane bridge 2 2.5 m per lane plus - vot tr BBS aah Gaeagewny ‘At causeways-and submersible bridges, the minimum width of roadway (between kerbs) should bo 7.5 m, unless the width Is pecially reduced by the competent authority. 5s. oi yan: ‘Where a footpath'is' provided for the use of pedestrians, its width should not be less than 1.5 m, 10 . IRC: 73-1980 Ain of Carriagenay 6.4.1, The standard width of carriageway shall be as Indicat- ed in Fable 7 The talal width should be determined in relation ta the design traffic and capacity of the roadway, see Section 7. ‘Taoue 7. Wiortt oF CARRIAGEWAY ‘Width of earciageway (metres) ‘two lanes without “Two tanes with "| Mul-ane pavements, ‘raised kerbs. v ee Taised kerbs ‘width pec lane 109, 1s 35 ‘son Villas Roads, the cartapeway, width nay beret 6g 3.0m no grater then 3.0 m may however be adopled wi Poe tie ddpending of ihe type and Intensity of trafic, cost and tations: . wn lmnportant (runk routes, an_fatermediate carclage sels of 3.3 metres may so) pied instead of regul Taser if tine sume lt considered advantageous, 6.4.2, Where the carriageway width changes Jane to two lanes or two lanes to four lanes, the be effected through a taper of J in,15 to 1 in 20. ‘6.5. Shoulder Width ‘The width of shoulders for directly obtained using Tables 56 ‘one-half the difference between tt nd carriageway width (Table 7) (6.6. Medan Width 6.6.1, Medians should be as wide as possible, but their width Is often sestsieted by economic considerations. Minimum desirable i oteog medians on rural highways is $ metres, but this could be wecttcd ford metces where land is restricted, On Jong bridges nnd reduces ‘the width of median'may:be reduced to 1.5 meters, but in ny cas this should not be less,than 1.2 m, from single ition should ach-class of highway can be ind 7. Shoulder width will be ‘roadway width (Table 5 or 6) 12-75 = Reser ue 22s | 662!"Aé far a8 possbie, the median should be bf unfurry ‘width ia a’ particular ‘section ‘of the highway. However, where Shanges are” unavoidable,» ansition of { In 1$ to I Jn 20 must be provided. unas EDT 6.6.3. I0 rolling and hilly country, the median width will Be dictated by topogtaphy and the individual carriageways could be at different levels, 6.7, Pavement Camber'or Crosafall 6.7.1. ‘The camber or ofossfall on straight sections of roads should’bo as recommended In Table 8 for various types of surfaces, Fora given surface type, the steeper values in the Table may be ‘adopted In areas. having ‘high intensity of rainfall and the lower values where the intensity of rainfalls low. ‘Tante 8, Cavnen/Cnossratt VaLurs For Durranmr Roap Sunrace TYPes S.No, Surface type Camberferostll 1. Hah type bituminous surfacing 1.7.20 per cet Dreement concrete * Gin so%o tin 50) 2 Thin bituminous murfacing 2.0.2.8 per cent Gingo'e fino) 3. Water bound mucadam, gravel 2.5.3.0 per cent Wineko tins) Bath 30-40 percent (inde in28) G72, Generally, undivided roads on straights should be provided-with a crown in the middle and surface on either side Hoping towards the edge. However on hill roads this may not be possible in every. situ rlcluly In reaches wih «winding Fignment where steaight sections are few and far between, In such cates, discretion may be. ex fercised and instead of normal camber the carrlageway may be given a uni-directional orossfall towards the Hill side having regard to factors auch as the direction of supereleva- ton at the flanking horizontal curves, ense of drainage, problem of erosion of the down-hill face eto, 6.1.3, On divided road dual carrlageways having a median, itis usual to have a uni-dizectional crossfall for ench carrl- ageway sloping towards the outer edge, 6.8; - Crossfall for Shoulders 6.8.1. The crossfall for éarth shoulders should be at least | og per cent steeper than the slope of the pavement subject to a. sminlmum of 3 per cent. . 2 IRC: 73.1980 If the should sirface should be 6.8.3. On superelevated sections, ‘the shoulders should nor- mally have the same crossfall as tho pavement, are paved, a crossfall appropriate to elected with reference to Table 7. DESIGN TRATFIC AND CAPACITY 7.1. ‘The width of carriageway should be suflclent forthe design traffic, hes trafflo expected on the road in the design yea Desgn teaffio’ will depend on the rate of growth of trafite, Sesign pérlod, importance of road in the system, nature of roadside development ste. "For making ctpacity compuiations under mixed {ramhé conditions, the different. types of vehicles should be conver- tego a common unit. known as ‘passenger oar unit, by multiplying thelr number with relevant equivalency fuctors. Tentative valu f equivalency factors aro given In Table 9. ° Th ‘meant f ‘ise in open sections in pinin terrain away from intersections. For ‘more details in this respect, reference may be made to TRC:64-1976 "Tentative Guidelines on Capacity of Roads in Rural Areas.” ‘Tam 9, EquivausNey Factors ron Dirrenent Toss ov Ventcues S.No. Vehicle type a | Bgulvateney factor Passenger ear, teripo, auto-rckshaw, 10 ‘of agricultural tractor . 2 Cyele, mptor eye or scooter os!) 3: Truck, bi oF agrleulturaltractor- 30 teller unit : 4 Gyele rickshaw 1s 5. Horesdeawn veblele 5A ig oo 6" mutase cane 40 ——_— ‘Séror smaller bullock-carts, a value of 6 will be appropriat 112 Fos purposes of detgn, the capacity of dierent iypes of” Ty Ke takenaa given in fable 10. 7 a -ARC: 73-1980 + Tanta 10,_Caractry oF Dirrenant Tyres oF Roaos 7 Capacity S.No. ‘Type of road Passenger ar uals per 5 Soy tn Wothaiectonas ‘Singleslane roads baviog a 3.75 m wide carrl- stgeway with normal earthen’ shoulders 1000 wing a 3.75 m wide carr. equaiely designed bard 2,300 ‘Two-lane roads having a 7m wide carriage ‘way with normal eariten shouldes 410,000 4. Roads of intermediate width, je. having ‘s ray Of 33 ith normal ‘trthen thoulders 5,000 7.3. The standards in Table 10 are applicable where the visibi- iy is unrestricted, and there are no inleral obstructions within 1.75 m from the edge of pavement. ‘These also presume that only a nominal amount of animal drawn vehicles (say 5-10 per cent) are present inthe tefl stream, during the peak hour. For more deta, Feference may be made to IRC:64-1976, 8. SIGHT DISTANCE 8.1, General 8.1.1, Visibility is an important requirement for the safety of travel on highways. For this, it is necessary that sight distance of ‘adequate length should be available in different situations to permit drivers enough time and distance to control theie vehicles so. that there are no unwarranted accidents. 8.1.2, ‘Three types of sight distance*® are releva the design of sumnutvertial urves and visibly att curves: Stopping Sight Distance; Overtaking Sight Distance; and Intermediate Sight Distance. Standards for these are given in'parts 8.2 to 8.4; and the general principles of their application in para 8 Criteria'for measurement of the sight distances are set Torth para 8.6. Application of the sight distance requirements at horizoi {al curves is discussed in para 9.7. Insofar as horizontal IRC: 73-1980, 8.1.3, For valley curves, the design is governed. by: night visibility which is reckoned in terms of the Headlight Sight Distance. This Is the distance ahead of the vehicle illuminated by the herd- lights which is within the view of the driver, Standards .for head- light slght distance. are given in ps 8.2. Stopping Sight Distance 42.1, ‘Stopping sight, distance is the clear ditance ahead needed by'a driver to bring his vehicle to a stop before meeting a stationary object in hs path, | Minimum stopping sight d is siven by the sum of: (/) distance travelled during the perception fand brake reaction time and (il) the braking’ distance. "Minimu design values of stopping distance for different: vehiclo shown in Table.11, " ‘These are based on perception and brake-reac- tion time of 2.5 seconds and coefcient of longitudinal friction vary- ing from 0.40 at 20 km/h to 0.35 at 100 km/h. For application of Table LL, the speed choten should be the same at the design apeed of the road, 5 8.7. |. Tanea 11, . Srovrino Stave DurraNcs ron VaRious Spanos Sul oping tcplon and i ist Seed | fettrtion and Beas | Reh of longitu imo, | (cot Tess! LS SERv Sinat ee (ws), bymoanr| 20 25 “ ‘040 2s rT 40 eas al 040 (25 8 038 0 25 3 037 o 25 a 036 | oes 0360 | 46 ot 30 wo 25 7 038 Ns LenS 420130 wo 2500s a2 182 180 8.3," Overtaking Sight Distance 7 8.3.1, "Overtaking aight distance is the minimum sight distance that should be available to's driver on a two-way road to enable 1s 'IRC: 73.1980 hhim to overtake another vehicle safely. Optimum condition for design is one in which. the overtaking driver can follow the. vehicle ahead for a short time Whi esses his chances for overtaking, pulls out his vehicle, overtakes the other vehicle at design speed of the highway, and returns to his own side of the road before meeting fny oncoming vehicle from the “opposite. direction travelling at the me speed, 8.3.2, Design values far overtaking sight distance are given in Table 12, These are based on a time component of 9 to 14 seconds for the actual overtaking manoeuvre depending on design peed, increased by about 2/2rd to tnke into account the distance travelied-by a vehicle from the opposite direction during the suine ‘Tamu 12, OvextAxino Siour Distanes ron VAnious Speeps ‘Time component, seconds Sale ovetiaking ‘ight distance oetres) ass sc Foaeae 40 s 6 as 165 Fo 10 7 ” ‘as © 108 72 18 300 6s us ile ts) 1” Mo 0 as 85 a 40 100 “ ° 23 40 Sight Distance Intermediate sight distance is defined as twice the safe pping sight distance, It is the experience that intermediate aight distance affords reatonable opportunities to: drivers to overteho ak caution, 8.4.2, Design values of intermediate sight distance for différ- ent speeds are given in Table 13. 16 sight dis ARC: 73-1980 Taste 13. Ierensumpiays Sioutr Distance ron VAnious Srtmps m “Intermediate sight dletance ii (metre) 20 “0 ry 0 30 © 38 oo * 50 50 120 .o 16 6 100 ry 5 7 340 100 360 8.5. Application of Sight Distance Standards ‘Singlejtwo-tane roads 8.5.1. Normally the attempt should be to provide overtaking ance in as much length of the road as’ possible. Where. is not feasible, intermediate sight distance, which affords reasonable opportunities for overtaking, should be adopted as the next best alternative, In no case however should the visibility corces~ pond to less than ‘the safe stopping distance which is the basic minimum for any road, . 8.5.2. No hard and fast rule can be.Inid down for the appllaton of overtaking sight distance since ‘his will depend on sito conditions, economics ete, It will be good, engineering practi however to use overtaking sight distance in situations; + (© Straight sections of road with Isolaied overbeldges ot simmlt Yortcal curves where the provision of overtaking’ aight distuaes Mould conveniently resule"ia woobstrucied walbiity over long Tength ofthe road and (Uy atively eany sections of terrain adjacent (6 long reaches afording >Ftualty for overiakiag al al, eg. on elbat sido of Wind Feud’ liyroing trea ae a the case of following Divided highways 5.3., On divided highways, 1.e, dual cacriageways havin ceitral median, the design should correspond at least stopping "7it distance vide Table 11. It will ir spe sr oe though, for ance of the. highway to Y upto twice the values Undivided four-lane highways 8.5.4. On undivided -4-lone highways the gpportulis for overtaking win one ba ofthe eri gomajr and be no ‘cross the centre line unle afthe road grouaydeflent, Such reeds may, therefore, be lesigned on the lines of divided highways, I.e, vide para 8.5.3." 8.6. » Criteria for Measuring Sight Distance Criteria for measuring the differ es of discussed above are given B Table ment he Di oer ‘Tanue 14, CrTenta rox Muatunino Sionr DistaNcx eae Drivers eye | Helght of i eae eigot | Totfees ng slat dintance 12m om 2 termediate sight distance 1am 12m 3 Overtaking Hiatt distance 12m 12m —— 8.7, Headlight Sight Distance at Valley Curves 8.7.1. During day time, visibility is not a curves "However fr night rivel the devign mud ensure that i i ‘way ahead is illuminated by vehicle headlights to a sufficient dinance, calles the headlight eight dtanos Rid at eek ead ‘i an the ste stopping ht distance given in Table Tet 8.7.2, In designing valley curves, the followi = 7 7 ing criteria of speasireme 1 Shout bot Falowed as feparde he” endian sight (i) helghtof headlight above road surface Is 0.75 m; ef beam of headlight i upto‘one degree upwards from the (lly the helght of object Is nil. ‘ 18 9, HORIZONTAL ALIGNMENT «| 941. General 9.l.t. Uniformity of design standards-is one of the essential requirements of arond alignment, In a given section, there must be'consistent application. of a design element to avoid unexpected situations being ereated for the drivers, For instance, & shorts curve in an ollierwise good alignmedt is bound to, act a8 an Genteprone spot if the designer is not vigilant.’ Similarly, sny wa necessary break in horizontal alignment at cross-drainage structures should be avoided. ne won 9.1.2. Asa general rule, the horizontal alignment should ‘be fluent snd blend well with the surrounding topography, A” flowing Tine which conforms to natural contours {s aesthetically prefs able to one with long tangents slashing through the terrain, | This would not only help in limiting the damage to the environment but. also assist in preservation of natural slopes and plant growth. Due consideration should also be given to the conservation of ‘existing features. ‘This aspect js dealt with at length in IRC Special Publi- cation No, 21-1979 “Manual on Landscaping of Roads’ 9.1.3, Long tangent sections exceeding 3 km In length.should bbe avoided as far'as possible, A curvilinear alignment with -long, is better from the point of safety a1 tics, 9.1.4, As a normal rule, sharp curves should not be introduced at the end of long tangents since these can be extremely hazardous. 9.1.5. Short curves give appearance of Kinks, particularly. for 1 deflection angles, and should be avoided. ‘The curves should 1d have suitable transitions to provide should be at. least 150 metres ‘and this should be increased by In the deflection no_curve Js Curve fer 10 9.1.6. Revetse cuives may be needed in diffitult terrain. It “should be ensured that there is sufficient length between the two urves for introduction of requisite transition curves, 9.1.7, Curves in the sume direction separated by short, tan, gents, known as broken-back cycves, should be avoided as fur as portible In he Interest of acahencs and safety and replaced by. & Engle curve. I this is not feasible; a tangent length corresponding 19IRC 1 73-1980 to 10 seconds travel time must at I couryes, t be ensured between the two 9.1.8. Compound curves may be used in difficult topography ‘but only when its impossible to fit in a single circular curve, To ensure safe and smooth transition from one curve to the other, the fadlus of the fatter curve should not be disproportional to, the radius of the sharper curve, A ratlo of 1.5 1 should be considered. the limiting value, 9.1 id distortiouis In “appearance, the horizontal alignment st ted carey with the longitude profile, keeping in mind- that the road fs a three-dimensional Zatly and doce not conse simply of plan and L-section Require ments in this regard are discussed In Section 11. 9.1.10. The siting of thie bridges and the location of the ap- prgachet should be properly co-ordinated keeping in view the overall Fechnical feasibility, economy, fluency of allgnment and aesthetics. » ‘The following criteria may be followed in general: Jor brldges above 300 metrea span, propet siting of ould bo the principal consideration and the lignment matched with the same; (i) For small bridges less than 60 metres span, Auency of the F the b fligoment should govern the choice of the bridge location; ani . i) For spans between 60 and 300 metres, the designer Should use his dseretion keeping in view the impo af he road, overall economie ‘considerations ath es. 9.2. .Horlzontal Curves a 9.21. In general, horizontal curves should consist of a olf cular portion flanked by spiral transitions at both ends, Design Speed" auperelevation and coefficient of side friction affect the deslga CPeircular curves. Length of transition curve is determined on the basis of rato of change of centrifugal acceleration or the rate of change of superelevation. 9.3. - Superelevatlon 9.3.1. Design values: Superelevation required on horizontal curves should be calculated from the following formule, | This Br Nebo bts, loo - £ Foe aid ® 38 a e