IRC : 73-1980 GEOMETRIC DESIGN STANDARDS FOR RURAL (NON-URBAN) HIGHWAYS Published by THE INDIAN ROADS CONGRESS Jamnagar House, Shabjahan Road, New Delbi-110011 1990 Price Rs, 28 (Plus Packing & Postage)IRC 173-1980 First published + October 1980 Reprinted : June 1990 (Rig of Peli dof ralaton ae reserved) ‘Printed at Saget Printers & Publishers, New Delhi(2000 copies) 2 3 4 5 1 8 9. 10. i. 12. Introduction Scope 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 Page 3 4 19 2 37 37IRC: 131980 LUST OF TABLES Table No. 1. Terrain Classification 2, Design Speeds 3, Recommended Land Width for Different Clases of Road 4. Recommended Standards for Building Lines and Contro! 10. ML 2 1. i 15, 16. 1. 18. 19. 20. Lines, ‘Width of Rondway for Single-Lane and Two-Lane Roads in Plain and Rolling Terrain ‘Width of Roadway for Single-Lane and Two-Lane Roads jn Mountainous and Steep Terrain ‘Width of Carriageway CamberjCrossfall Values for Different Road Surface Types Equivalency Factors for Different Types of Vehicles Capacity of Different Types of Roads ‘Stopping Sight Distance for Various Speeds Overtaking Sight Distance for Various Speeds Intermediate Sight Distance for Various Speeds CCiteria for Measuring Sight Distance Radii beyond which Superclevation is not Required Minimum Radii of Horizontal Curves for Different Terrain Conditions Minimum Transition Lengths for Different Speeds and Curve Radii Extra Width of Pavement at Horizontal Curves Gradients for Roads in Different Terrains Minimum Length of Vertical Corves Page u 2 B “ 13 16 " 8 a BER 4 Fig. No. Plate No. IRC: 73-1980 LIST OF FIGURES Pose oad Land Boundary, Building Lines and Control Lines 1 Elements of « Combined Circular and Transition Curve a Visibility at Horzontal Curves x Minimum Set-back Distance Required at Horizontal Curves fr Safe Stopping Sight Distance om LIST OF PLATES Page Superelevation Rates for Various Deiign Speeds mo Schematic Diagrams Showing Different Methods of Attaining Superelevation 4 ‘Length of Summit Curve for Stopping Sight Distance 43 Length of Summit Carve fr Intermediate Sight Distance 4“ Length of Summit Curve for Overtaking Sisht Distance a” Length of Valley Curve ee ‘Sketches Illustrating Good and Bad Alignment Co-ordination stIRC: 73-1980 , 1. 2 a 4 5 6 1 8 %. 10. 2. al. 32. MEMBERS OF THE SPECIFICATIONS & STANDARDS COMMITTEE. 18. Maya Ditector General (Road Development) & Addl. Secy. tGiatrmany {othe Govt. of india, Ministry of Shipping & Transport RP. Sika Chiet Engineer (Roads), Ministry of Shipping & (temberSecretary) Transport Qeei Mohd. Aftal ‘Development Commissioner, Jammu & Kashmir RC. Arora NDS. Patt I, New Delhi RT. Ate Secretary to the Govt. of Maharashtra, PW & H Deptt. MLK. Chatterjee Chiet Executive Oficer, West Bengal industrial Tnfra- Structure Development Corpo. E.C. Chanérasekharan Chief Engineer, Pamban Bridge Project Madras MG, Dandavate Engineer, Concrete Association of India |. Datt Chief Engineer (Retd.), Greater Kailash, Now Delbie J.Da Chie Ensiner Reta, hi Dr. MP. Dhie Deputy Director & Head, Roads Division, Central Roed Research institute Dr. RK, Ghosh Deputy Director & Head, Rigid and Semi Rigid Pave- ments Division, Central Road Research Insitute . B.R. Govind Director of Designs, Eagincerin-Chiet’s Branch, AHQ LC. Gupta Engineer-in-Chief, Haryana P.W.D., B&R S.A. Hoda Project Manager-cum-Managing Director, Bihar State Bridge Construction Corporation Ltd. M.D. Jayawant Synthetic Asphalts, 26, Carter Road, Bombay-400080 D.R. Kohli Manager, Electronics Data Processing, Bharat Petroleum Corporation Lid. S.B. Kutkaral Manager (Asphalt), Indian Oil Corporation Ltd. PAK. Lauria ‘Adal. Chief Engineer (N.H.), Rajasthan P.W.D. HC. Malhotra Engincer-in-Chiet & Secy,t0 the Govt, HLP. P.W.D. MAR. Malya Development Manager, Gammon India Ltd., Bombay 10. Muthachen Poomkavil House, P.O. Punalur (Kerala) 9K. Sunder Nai (Chiet Engineer (Retd., Indranagar Bangalore Nambiae ‘“Ramanalaya”, 11, Fest Crescent Park Road, Gandbi- oe ‘agar, Adyar, Madiras-c00020 TK, Natarajan Deputy Director & Head, Soil Mechanics Division, Central Réad Research Institute . M.D. Patel Secretary to the Govt. of Gujarat Buildings and SSitmucicstion Department Satish Prasad Manage, adn Oi Corporation jar Chiet Project Administrator, Hoo S.K. Samad hie Proiect Administ ably River Bridge 5, Dr. O.S. Sabgal Prins, Puja Enginewing Coleg, Chndigach sf a ner (Retd), 12, Chitranjan Park, N.S Chief Engine (Rett), 12, Chitranjan Park, New D. Ajith Simba Director (Civil Enginecrng), Indlan Standards Inti Maj, Genl. 1S. Soin _Disector General Border Roads Drs Sinivasn Chief Executive, National Trae Planing & Autom tion Centre 33, 3A 38, 36. Dr. Bh, Subbaraja Sri Ramapuram, Bhimavaram-534202 (A.P.) Prof, CG. Swaminathan Director, Central Road Research Institute Mist PK.Thressia Chief Engineer (Construction), Kerala ‘The Director ‘Highways Research Station, Madras (Prof. G-M. Andavan) aie nen ARC: 73.1980 GEOMETRIC DESIGN STANDARDS FOR RURAL (NON-URBAN) HIGHWAYS 1. INTRODUCTION 1.1. “Geometric design” deals with the visible elements of a highway. Sound geometric design results in economical opers tion of vehicles and ensures safety. 1.2. The Specifications and Standards Committee of the 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 ILR.C. Journal in 1947. This was followed by two other Papers on “Sight Distance and Vertical Curves” in 1980 and 1952 respectively, For many years, these Papers served as a guide for design of highways. in this Country. Later, in 1966, some important extracts from these Papers were published bythe Congress under the tle “Geometric of Roads”. 1.3. Following the adoption of metric system, theré was a need to revise this publication with suitable modifications in the light of other standards brought out by the ILR.C. in the intervening period as also more recent practices round the world. To fulfil this need, a new draft was prepared in the LR.C. Secretariat by LR. Kadiyali and A.K, Bhattacharya. This was reviewed and modified by a Working Group set up by the Specifications and Standards Committee consisting of: Dr. M2. Dhl RP, Sikke AK. Bhattacharya 1.4, The modified draft was approved by the Specifications and Standards Committee in their mecting held on 16th May, 1977. twas later approved by the Executive Committee through cireula- tion and then’ by the Council of the Indian Roads Congress in thei 98¢d meeting held on the 3rd Jane, 1978 subject to certan modi featioas which were leh to a Working Group comprising Prof, CG, Swaminathan, R.C. Singh, Col. Avtar Singh, RP. Sikks and P.C. Bhasin, Secretary IRC. “The final modification and editing of the 1text was done jointly by R.P.Sikka, Member-Secretary, Specifications and Standards Commit eee e and K, Arunachalam. 2. SCOPE 2.1. The publication is based primarily on existing standards 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. ard higher than the minimum indicated. 2.2. The text deals with geometric design standards for rural i , ie, non-urban roads located predominantly in open ‘country outside the built-up area. The alignment may however ‘pass through isolated stretches of built-up nature as ong 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 expresiways, ‘Geometric design, elements of road intersections are not considered in the standard either. 2.3, The geometric features of a highway except cross: sectional’ elements do not lend to stage construction, Geometric Gefitiencies are costly and sometimes, impossible to rectify later on due to the subsequent roadside development, Therefore, it is essential that geometric requirements should be kept in view right in the beginning. 3, CLASSIFICATION OF NON-URBAN ROADS: 3.1, Nonurban roads in India are classified into five cate- gories: () National Highways i) State Highways Gil) Major District Roads Gv) Other District Roads (¥) Village Roads ee “These should aot be confused with Rural Roads which refer commonly to ther Distriet Rods and Vilage Roads, While geometric elements of Qinel Ronde are duly covered in this publication alongwith roads of higher Excgory, more comprehensive, guidance about diferent facets of design and seeeion of the Rural Roads can be had from the IRC Special Publication ep ieManual on Route Location, Design, Construction and Maintenance BPkaral Roads (Other District Roads and Village Roads)”. a IRC: 73-1980 3.2, National Highways are main highways running through the length and breadth of the country connecting major ports, foreign highways, State capitals, large industrial and tourist centres etc. 3.3. State Highways are arterial routes of a State linking district headquarters and important cities within the State and con- necting them with National Highways or highways of the neighbour ing States. 3.4.. Major District Roads are important roads within a istrict 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 arcas of production and providing them with outlet tomarket centres, fata Fehsil headquarters, block development headquarters, or other main roads. 3.6. Village Roads are roads connecting villages or groups of villages with each other and to the nearest road of a higher cate- gory. 4, TERRAIN CLASSIFICATION 4,1. The geometric design of @ highway is influenced. signi- ficantly by terrain conditions, Economy dictates choice of different standards for different types of terrain, "Terrain is classified by the general slope of the country across the highway alignment, for which fhe criteria given in Table I should be followed. While classifying ft terrain, short isolated stretches of varying terrain’ should not be taken into consideration.. ‘Tanus 1, TaRRAIN CLASSIFICATION tn ‘classification er cont cross slope S.No. Terrain ‘lassiscatios gt ecom sin te 1 Plain 010 2 Rolling 10-25 3. ‘Mountainous 25-69 4“ Steep Greater than 60 ——_—— y 5, DESIGN SPEED 5.1. Choice of design speed depends on the function of the road as also terrain conditions. It is the basic parameter which determines all other geometric design features. Design speeds for ‘various classes of roads should be as given in Table 2. 3 Se nese tis ass0 IRC: T1980 Re: 7.1800 | Se 5.2. _ Normally “ruling design speed” should be the guiding fe | ERE] aaae criterion’ for correlating the various geometric design features. # | 285 = “Minimum design speed” may, however, be adopted in sections Els where site conditions, including costs, do not permit a design based : ‘on the “ruling design speed”, > a) & E gan 5.3. The design speed should preferably be uniform along | 28 a given highway. But variations in terrain may make changes in ae) speed unavoidable, “Where this is so, it is desirable that the design eye speed should not be changed abruptly, but in a gradual manner 5 | ese eane by introducing successive sections of increasin; decreasing design i est speed 20 that the road users get conditioned to” the change by legrees. el2 BiG in aeaen 6. CROSS-SECTIONAL ELEMENTS E21? 6.1, Road Land, Building Lines and Control Lines 5 T Road land width (also termed the right-of-way) is the S|2]isg| eae id acquired for road Desirable land width for different aie] | ge classes of roads is indicated in Table 3. i E 6 > Tone 3, Recomenoe> Laso Winra ron Dirnant 5 25; egRre LASHES OF ROAD i - | Ht a = Plain and rolling terrain Pennine i] Gdn) cee wa . gS Ro. | Siscation | Openareas | Buittup ares 2| #8: | ges oe sce | coca eecee| | Elgg) = .2e | Norman asus | Nornat] Reg | Norma | Normal 1. Natiogaland 4504603030600 State Highways g g 2. Major Distt «252590201525 18S 3 2 Roads a 5. Other District 15 1525015152018 3 skEus Roads 3 tigi 4 VilugeRoaés 12s] toas ze 7 i gs ia2 6.1.2. In high banks or deep cuts, the land width should be . 24255 suitably increased, Similarly, a higher value should be adopted in unstable or landslide-prone areas. The need for a wider right. ‘of-way at important road intersections should also be kept in view. soda 5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 sufficient space for future road improvement, it is advisable to lay down restrictions on building activity along the roads. Building activity should not be allowed within a prescribed distance from the road, which is defined by a hypothetical line set back from the toad, boundary and called the “Building Line”. "In addition, it will be desirable to exercise control on the nature of building activity for a further distance beyond the building line upto what areknown as the “Control Lines”. Building and control lines are illustrated in Fig. I with respect to the road centre line and road boundary. 6.1.5. Recommended standards for building and control lines are given in Table 4. For more details about measures for preventing ‘Taste 4, RECOMMENDED STANDARDS FOR BUILDING LINPS ANO CONTROL LINES Mountainaus and Plain and rolling terrain Steep teria Open areas | Builteup areas | Oper | Built-up Road classifcation | Overall | Gyeratt| Distance Distance between Ridin, | padih | between Bud. | Building Line and road evnsen| etweee| ing Line and | boundary (eet-beck) Build | Control| road boundary tog, | Lines | Geteback) (anetres) | metres) | (metres) (anetresy 1 aos ‘ 5 | ‘ 10 36 a 33 State Highways 2, Major District 30100 a as a Roads 3. Other Dine as» 38 Bs as as Rosas 4, Village Roads 2530 3s as as ‘Notes: 1, It the land width is equal to the width between building ines {indicated in this column, the buildiag lines should be set-back 2.5 m from the road land boundat : 1 for position of build ative to the road centre line and roa 6 control lines and set= jand boundary. ii ii 3 Lt iE IRC: 73.1980 en Touiwoo an owiatiae sereace 1, tance so aNiTaWANaD “auvontow ova Gvow sereace Road land boundary, building lines and control lines Fig. 1.IRC: 73.1980 tibbon development along roads, reference may be made to IRC Special Publication No. 13, “Ribbon Development along Highways and its Prevention”, also IRC : 62-1976 “Guidelines for Control of Access on Highways”. 6.2. Roadway Width 6.2.1. Roadway width for single-lane and two-lane roads in pisin and rong tera: “The width of rudy for single and tvo- Jane roads in plain and rolling terrain should be as given in Table 5. ‘Tape 5. Wiors oF ROADWAY FoR SINGLE-LANE AND TWO-LANE ROADS IN PLAIN AND ROLLING TERRAIN S.No, Road classification Roadway width metres) 1, National Highways and State Highways (ingle or two lanes), no 2. Major District Roads (Gingle or two lanes) 90 3. Other District Roads () single ane 15 Gi) to lanes 90 4. Village Rosds 15 (single inne} ‘Note: Incase of State Highways, having single-lane pavement, the width of roadway ‘night ve feduced fo Sani dhe possbiity ot "widening te arringeway fo to lanes is considered remote 2. Width of Roadway for single-lane and two-lane roads in mountainous and steep terrain: The width of roadway, exclusive of side drains and parapets, for single and two-lane roads in mounta- inous 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 lay-byes should. be provided on single Jane roads in mountainous and steep terrain to cater to the following requirements: (@) Jo eltate, cromsing of vehicles approaching from oppo irection; an (b) To tow aside a disabled vebiele so that it does not obstruct the tafe, 8 | anc: mo ‘Taote 6, Wiors or Roapwa¥ ror Stote-Lawe AND Two-LANE [RoAbs1N MOUNTAINOUS AND STEEP TERRAIN ——— 8.No. Road classification | see ae 1. National Highvays and State Highways (0 single one 62s Gi two tanes a8 Major District Roads and Other Bisiict Rosas (nal ine) 47 3. ‘Vilage Roads (singe fane) 40 i "Notes: (1) The roadway widths given above are, exclusive of parapets (usual (O “Giduh 0.6 my and side drains (woul width 0m) > a ent it fo aw neon at RE SLONE lta tes Parent 1 hard rock stretches, or unstable locations where excessive cutting © Wg eat slope flor, ith of roadway ‘may be reduced by ByPR ominous fonds an Om nother cats” However where Sieirsreiches eect in continuous long enghy reduction la road: BG niin shoal nol be efeted lets tule passing pacts Vide para 623 are provides (§) On horizontal carves, the roadway width should be incrensed ty corresponding tothe extra widening of carriageway for curvature sidepare 98° ee © Qa oad asa ray noel wn ta er Sarre meals He pe a OBR ane Passing places are not necessary on two-lane National and State Tigieys having roadway width in accordance with Table 6. But on single lane sections having narrower roadway, it may be | desirable to provide some passing places depending on actual needs, ‘On other roads, these should be provided in_general at the rate of 2-3 per kilometre. Their exact location should be judiciously deter- ‘mined taking into consideration the available extra width on curves and visibility. Normally the passing places/lay-byes should be “3.75 m wide, 30 m long on the inside edge (i.e. towards the carriageway side), ‘and 20 m long on the farther side. 9IRC: 73.1980 6.2.4. Roadway width for multi-lane highways: For multi Jane highways, roadway width should be adequate for the requisite number of traffic lanes,’ besides shoulders and central median, ‘Width of shoulders should in general be 2.5 metres. For width of carriageway and median, reference may be made to paras 6.4 and 6.6 respectively. 6.3, Roadway Width at Cross-Drainage Structures 6.3.1. General: Cross-drainage structures are difficult to widen at’ a later stage, As such, the roadway width for them should be decided very carefully af the planning stage itself. The minimum recommended values in this regard are given in paras 6.3.2 and 6.3.3. For roads being built to lower standards initially for some reason, or those which are expected to be upgraded] widened in.the foreseeable future, it will be. desirable to go in for a higher roadway width at the cross-drainage structures right in the beginning. 6.3.2. Culverts (upto 6 m span): Tn plain and rolling terrain, the overall’ width on culverts (measured from outside to outside of the arapet walls) should equal the normal roadway width given ‘Arole 5. ‘In mountainous or steep terrain, the cleat roadway width available on the culverts (measured from inside to inside of parapet walls or kerbs) should be as below: All roads other than Village Roads As given in Table 6 Village Roads rminienom As given in Table 6 desirable 425m 6.3.3. Bridges (greater than 6 m span): At bridges, the clear width of roadway between kerbs should be as under: Single-ane bridge os 425m ‘Two-ane bridge on 15m Moltétane bid sw 3m per ane plus 5 m for each Garvingeway At causeways and submersible bridges, the minimum width of roadway (between kerbs) should be 7.5m, unless the width is specially reduced by the competent authority. Where a footpath is provided for the use of pedestrians, its width should not be less than 1.5 m, 10 IRC: 73-1980 6.4, Width of Carriageway 6.4.1. ‘The standard width of carriageway shall be as indicat- ed in Table 7. The total width should be determined in relation to the design traffic and capacity of the roadway, see Section 7. Taste 7. Wipt oF Carniaceway Width of carriageway (metres) 3.750 10 15 35 Notes: 1. 3*0n Village Roads, the casigeway width may be cestited to 3.0m normally. Widths greater than 3.0 m may however be adopted Judiciously, depending on the type and intensity of traffic, cost and elated faviors 2. Except on important trunk routes, an intermediate carriageway width of $5 metres may also be adopted instead ‘of regular 1WO Tanes if the same is considered advantageous, 6.4.2. Where the carriageway width changes, e.g. from single Jane to two lanes or two lanes to four lanes, the transition should be effected through a taper of 1 in 15 to 1 in 20. 6.5. Shoulder Width ‘The width of shoulders for each class of highway can be directly obtained using Tables 5,6 and 7. Shoulder width will be one-half the difference between the roadway width (Table 5 or 6) and carriageway width (Table 7) 6.6. Median Width . 6.6.1. Medians should be as wide as possible, but their width is often restricted by economic considerations. Minimum desirable width of medians on rural highways is $ metres, but this could be seduced to 3 metres where land is restricted. On long bridges and viaducts, the width of median may be reduced to 1.5 meters, but in any case this should not be less than 1.2 m. 6.6.2, As far as possible, the median should be bf uniform width in a’ particular section of the highway, However, where changes are’ unavoidable, a transition of | in 15 to 1 in 20 must be provided.IRC: 73.1980 6.6.3, In rolling and hilly country, the median width will be dictated by topography and the individual carriageways could be at different levels. 6.7. Pavement Camber or Crossfall 6.7.1. The camber or crossfall on straight sections of roads should be 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 rainfall is low. ‘Tanue 8. Cantnen/CRossrats, VALUnS ron Dirrenent RoaD SuRrAace T¥Pes Surface type CCamberlerosfal 1. High type btuminous surfacing 1.7.20 percent, foreement concrete Winco rin 50) ‘Thin bituminous surfacing 20.25 per cent, Ginso%e fin ay 3. Water bound macdam, gravel 25.3.0 per cent Gina fin 35) 4 Barth 3.0.40 per cent Gin 3310 Tin 25) Generally, undivided roads on straights should be jth a crown’ in. the middle and surface on either side towards the edge. However on hill roads this may not be bf in every situation, partiulaly in reaches with a winding Elignment where straight sections are few and far between, In such teases, discretion may be exercised and instead of normal camber the carriageway may be given a uni-directional crossfall towards the hill side having regard to factors such as the direction of supereleva- tion at the flanking horizontal curves, ense of drainage, problem of ‘erosion of the down-hill face eto. 6.1.3. On divided roads, i.e. dual carriageways having median, it is usual to have a uni-directional crossfall for each carri- ageway sloping towards the outer edge. 6.8, Crossfall for Shoulders 6.8.1. The crossfall for earth shoulders should be at least 0.5 per cent _steeper than the slope of the pavement subject to a minimum of 3 per cent. 2 IRC: 73-1980 6.8.2, If the shoulders are paved, a crossfall appropriate to the type of sirface should be selected with reference to Table 8. 6.8.3. On superelevated sections, the shoulders should nor- mally have the same crossfall as the pavement. 7. DESIGN TRAFFIC AND CAPACITY 7.1. ‘The width of carriageway should be sufficient for the design traffic, i.e. traffic expected on the road in the design year, Design traffic’ will depend on the rate of growth of traffic, the design plod, importance of road in the sytem, nate, of roadside development ete. For making capacity computations under mixed traffic conditions, the different types of vehicles should be conver- fed'to a common unit known as ‘passenger car unit’ by multiplying their number with relevant equivalency factors, Tentative values Sf equivalency factors are given in Table 9. ° These are meant for ft ‘Sections in plain terrain away from intersections. For more details in this respect, reference may be made to IRC:64-1976 "Tentative Guidelines on Capacity of Roads in Rural Areas.” ‘Tanue 9, Equvateney Factors ror Dirrenant Tyeas oF VeHIcts 8.No. Vehicle type | Equivalency factor 1 Passenger car, tenipo, auto-rickshaw, 10 ‘or agricultural tractor 2 Cyele, motor eye or scooter os 3. ‘Truck, bu, orarizaltora tractor 30 trailer unit i 4 Cycle rickshaw: | 1s is Horse-drawn vehicle ' 40 6 Bollock care 80 ee ‘**For smaller bullock-earts, a value of 6 will be appropriate. 7.2, For purposes of design, the capacity of different types of roads fey be taker as given in Fable 10. : 13me: nim ‘Tats 10. Caractry oF Dirrenenr TyPes oF Roaps S.No. ‘Type of road ingle-lane roads havi ageway with normal earthen’ shoulders 1,000 2. Single-lane roads having a 3.75 m wide cs fageway with adequately designed hat shoulders 1.0 m wide 2,500 3. Tworlane roads having a 7m wide cartiage- way with normal earthen shoulders 10,000 4. Roads of intermediate width, ic, having jageway of 3 metres’ with normal hen shoulders 5,000 "Note: Capacity of highways having a dual carriageway will depend on factors Tiga the directional split of tea, degree ef aczexs contol, composition of trafic ete. Depending on the aetusl conditions, capacity of & {ane elvided highway could be upto 20,00030,000 peu 7.3. The standards in Table 10 are applicable where the visibi- lity is unrestricted and there are no lateral obstructions within 1.75 m from the edge of pavement. ‘These also presume that only a nominal amount of animal drawn vehicles (say $-10 per cent) are present in the traffic stream during the peak hour. For more details, Feference may be made to IRC:641978 !399 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 their vehicles so that there are no unwarranted accidents. 8.1.2. ‘Three types of sight distance** are relevant insofar as the design of summit vertical curves and visibility at the horizontal curves: Stopping Sight Distance; Overtaking Sight Distance; and Intermediate Sight Distance. Standards for these are given in paras 8.2 to 8.4; and the general principles of their application in para 8.5. Criteria for measurement of the sight distances are set forth ‘in para 8.6. Application of the sight distance requirements at horizon {al curves is discussed in para 9.7. “Sophese are dealt with in greater detal in IRC:66-1976 "Recommended Pract for Sight Distance on Rural Highways 14 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 head- lights which is within the view of the driver. Standards for head- light sight distance are given in para 8.7. 8.2, Stopping Sight Distance 8.2.1. Stopping sight, distance is the clear distance ahead needed by a driver to bring his vehicle to a stop before meeting a stationary object in his path. Minimum stopping sight distance given by the sum of: (i) distance travelled during the perception and brake reaction time and (ji) the braking distance. Minimum design values of stopping distance for different vehicle speeds are shown in Table 11. ‘These are based on perception and brake-reac- tion time of 2.5 seconds and coeficient of longitudinal friction vary- ing from 0.40 at 20 km/h to 0.35 at 100 km/h. For application of Table Tl, the speed chosen should be the same as the design speed of the road, ‘Tante 11, Sroprine Siow Distance ror Vanious Sreens Safe. stoppin sight distance speed | Perception and ‘(retees) brake reaction Brakiog Distance | Coefficient | Distance Rounded v. | time, + | (metres | oftongitu- | (metres) [Calculated | off values (krajty | “(see:)' |dym0276V%) inal frie ve [values | °" for thon () | 4 35q7-] dtd, | design 20 25 “4 040 4 8 2 2s 25 8 940 6 m4 2s 30 25 2 040 9 30 30 40 25 2B 038 "7 4 45 50 23 38 037 7 a oo o@ 25 a 036 9 aL 50 6 25 6 036 46 ot 50 mo 2S 36 035 2 118, 120 10 025 70 035 u2 182 180 8.3, , Overtaking Sight Distance 8.3.1. Overtaking sight distance is the minimum sight distance that should be available toa driver ona two-way road to enable 15IRC: 73-1980 him 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 while he assesses his chances for overtaking, : pulls out his vehicle, overtakes the other vehicle at design speed of fhe highway, and returns to his own side of the road before meeting | any oncoming Vehicle from the opposite dicection travelling at the saine speed. 8.3.2. Design values for 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 speed, increased by about 2/3rd to take into account the distance ' travelled by a vehicle from the opposite direction during the same e. ‘Taste 12, Ovenraxiso Sicir Distance For VaRious SPseps ‘Time component, seconds pened ; Sake distance” ome | ee | ° ° 6 1s 165 0 10 1 n 2s ry 108 1a 8 300 6s us 18 » Mo 0 ns 8s a1 40 100 “ ° 2 0 ——_— Intermediate Sight Distance Intermediate sight distance is defined as twice the safe stopping sight distance. It is the experience thet intermediate sight Gistance affords reasonable opportunities to drivers to overtake with caution. 8.4.2, Design values of intermediate sight distance for differ- ent speeds are given in Table 13. 16 ARC: 73.1980 ‘Tans 13, IntenweDiave Stour DIsTANce ron VaRrous SPezDs — Speed Intermediate sight distance Keni (metres) 20 0 25 50 30 o 35 80 40 90 50 120 6 10 6 180 0 240 100 360 8.5, Application of Sight Distance Standards Single|two-lane roads 8.5.1. Normally the attempt should be to provide overtaking sight distance in as much length of the road as possible. Where this 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 corres- pond to less than the safe stopping distunce which is the basic minimum for any road. 8.5.2. No hard and fast rule can be laid down for the application of overtaking sight distance since this will depend on site conditions, economics etc. It will be good. engineering practice however to use overtaking sight distance in the case of following situations: () Straight sections of road_with isolated overbridges or summ Nertial curves where the provision of overtaking sight distan ‘Would conveniently resuit'In unobstructed visibility ‘over a long Tength ofthe road; and i slant ng zations of tern aincnt o Jong cechs odin no nity for overtaking at all, eg. on either side of a winding oud i nly rolling feral . 7 Divided highways 8.5.3. On divided highways, i.e. dual carriageways having a central median, the ssign® should correspond at leant stopping 7IRC: 73.1980 sight distance vide Table 11. It will be desirable Str See al te awh Undivided four-lane highways On undivided 4-lone highways there are d o re are sufficient gpportunites for overtaking within one half of the carriageway, and there should be no need to cross the centre line unless the capacity ofthe road is grossly deficient. Such ronds may, therefore, be lesigned on the lines of divided highways, i.e. vide para 8.5.3. 8.6. Criteria for Measuring Sight Distance seo, itera for measuring the diferent types of ciscussed above are given h Table 1a-'* UPS °F Set ditance ‘TanLe 14, Criteni FoR MsASURING Stont Distance s 5 a Drivers ee | Holgi Ne. | ah else | Magen? chee Safe stopping sight distance 12m O15 m ~ 2. termediate sight dstanco ia ae 3 Ait distance iam kam ee 8.7. Headlight Sight Distance at Valley Curves 8.7.1. During day time, visibility is not le curves,” However for night travel the sign mult ensure that he Foadway ahead is illuminated by vehicle headlights to a. sufficient length enabling the vehicle to brake to a stop if necessary. This distance, called the headlight sight distance, should at least equal the safe stopping sight distance given in Table 11. 8.7.2. In designing valley curves, the follo it abl, , the following criteria of ‘measurement should be followed as regards the headlight sight (i) height of headlight above road surface i 0.75 m; (i) the useful beam of he is (i) ost beam of heaiaN Is upto one degree upwards from the di) the height of object is nil. 18 IRC: 73.1980 9, HORIZONTAL ALIGNMENT 9.1. General 9.1.1. Uniformity of design standards is one of the essential requirements of a road alignment. In a given section, there must be consistent application of a design element to avoid unexpected situations being created for the drivers, For instance, a short sharp Curve in an otherwise good alignment is bound to act as an acci- Gent-prone spot if the designer is not vigilant, Similarly, any un- necessary break in horizontal alignment at cross-drainage structures should be avoided. 9.1.2. Asa general rule, the horizontal alignment should be fluent and blend well with the surrounding topography. A flowing line which conforms to natural contours is aesthetically prefer- able to one with long tangents slashing through the terrain. This would not only help in limiting the damage to the environment but alao assist in preservation of natural slopes and plant prowih. - Due consideration should also be given to the conservation of existing features, This aspect is 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 be avoided as far as possible. A curvilinear alignment with long curves is better from the point of safety and aesthetics. 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 small deflection angles, and should be avoided. The curves should be sufficiently long and have suitable transitions to provide easing appearance. Curve length should be at least 150 metres for a deflection angle of 5 degrees, and this should be increased by 30 metres for each one degree decrease in the deflection angle. For deflection angles less than one degree, no curve is required to be designed. 2 9.1.6. Revetse curves may be needed in difficult terrain, It should be ensured that there is sufficient length between the two curves for introduction of requisite transition curves. 9,17, Curves inthe same dicection separated, by, short tan- gents, known as broken-back cyrves, should be avoided as far as possible in the interest of aesthewes and safety and replaced by a Eingle curve. If this is not feasible, a tangent length corresponding 19IRC: 73.1980 to 10 seconds travel time must at least be ensured between the two curves. 9.1.8. Compound curves may be used in difficult topography ‘but only when itis 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. 9.1.9, To avoid distortions in ‘appearance, the horizontal alignment should be co-ordinated carefully with’ the longitudinal profile, keeping in mind that the road is a_ three-dimensional entity and does not consist simply of a plan and L-section. Require- ‘ments in this regard are discussed in Section 11. 9.1.10. The siting of the bridges and the location of the ap- proaches should be properly co-ordinated keeping in view the overall technical feasibility, economy, fluency of alignment and aesthetics. The following criteria may be followed in general: () For major bridges above 300 metres span, proper siting of the bridge should be the principal consideration and the approach alignment matched with the same; Gi) For small bridges tess than 60 metres span, fluency of the alignment should govern the choice ofthe bridge location; an (i) For spans between 60 and 300 metres, the designer should use his discretion keeping in view the importance of the road, overall economic considerations and aesthe- tics. 9.2, Horizontal Curves 9.2.1. In general; horizontal curves should consist of a cite cular 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. 9.3. Superelevation 9.3.1. Design values: Superelevation required on horizontal curves should be calculated from the following formula, This assumes that centrifugal force corresponding to” three-fourth the 20 IRC : 73.1980 design speed is balanced by superelevation and rest counterac- ted by side friction: ale °= 25R where = superelevation in metre per metre, V = speed in km/h, and R= radius in metres Superelevation obtained from the above expression should however be kept limited to the following values: (@) In plain and rolling terrain 7 per cent (b) In snow-bound ate: 7 per cent (©) In hilly areas not bound by snow 10 per cent Plate 1 indicates the superelevation for various design speeds on this basis. 9.3.2, Radii beyond which no superelevation is required: When the value of the superelevation obtained vide para 9.3.1 is less than the road camber, the normal cambered section should be continued on the curved portion without providing any_supereleva~ tion, Table 15 shows the radii of horizontal curves for different camber rates beyond which superelevation will not be required. ‘Tamus 15, Rabi BEYOND WHICH SuPERELEVATION 18 NOT REQUIRED Radius (metres) for camber of Dep i) [Spore | on is pw | pe |e 2 ee ee ose se ee eo ee ee ne es se 6s 400° 620 750% 950 1100 Se a ao i ae aIR 3.1980 9.3.3. Methods of attaining supercievation: The normal cambered section of the road is changed into superelevated section in two stages. First stage is the removal of adverse camber in outer half of the pavement. In the second stage, superelevation is gradually built up over the full width of the carriageway so. that Tequired superelevation is available at the beginning of the circular curve. There are three different methods for attaining the supere- Ievation: (i) revolving pavement about the centre line; (i) revolving pavement about the inner edge; and (ii) revolving. pavement about the outer edge. Plate 2 illustrates these methods diagrammatically. The small cross-sections at the bottom of each diagram indicate the pavement cross slope condition at different points, Each of the above methods is applicable under different con- ns. Method (i) which involves least distortion of the pavement will be found suitable in most of the situations where there are no physical controls, and may be adopted in the normal course. ‘Method (ii) is preferable where the lower edge profile is a major control, e.g. on account of drainage. Where overall appearance is the criterion, method (iii is preferable since the outer edge profile which is most noticeable to drivers is not distorted. ‘The superclevation should be attained gradually over the full length of the transition curve so that the design superclevation is available at the starting point of the circular portion. Sketches in Plate 2 have been drawn on this basis. In cases where transition ‘curve cannot for some reason be provided, two-third superelevation may be attained on the straight section before start of the circular curve and the balance one-third on the curve. In developing the required superelevation, it should be. en- sured that the longitudinal stope of the pavement edge compared to the centre-line (i.e. the rate of change of superelevation) is not steeper than 1 in 150 for roads in plain and rolling terrain, and 1 in (60 in mountainous and steep terrain. ‘When cross-drainage structures fall on a horizontal curve, their déck should be superelevated in the same manner as described above, 9.4, Radit of Horizontal Curves 9.4.1. Ona horizontal curve, the centrifugal force is balanc- ced by the combinedeffects of superelevation and side friction. The 22 IRC: 73.1980 basic equation for this condition of equilibrium is: " oh te va a = vehicle speed in metre per second vehicle speed in km/h acceleration due to gravity in metre per see? or R where superelevation ratio in metre per metre wae coefiicient of side friction between vehicle tyres and pavement (taken as 0.15) R = radius in metres Based on this equation and the maximum permissible values of supetelevation given in para 9.3.1, radii for horizontal curves corres. ponding to ruling minimum and absolute minimum design speeds are shown in Table 16. 9.4.2. 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 16). However, absolute minimum values based on minimum design speed (Table 16) 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, 9.5. ‘Transition Carves 9.5.1. Transition curves are necessary fora vehicle to have smooth entry from a straight section into a circular curve. The transition curves also improve aesthetic appearance of the road besides permitting gradul application of the superelevation and extra widening of carriageway needed at the horizontal curves, Spiral curve should be used for this purpose. 9.5.2, Minimum length of the transition curve should be determined from the following two considerations and the larger of the two values adopted for design. 23IRC: 73.1980 IRC: 73.1980 Z | wou oe é () Th i i Z| me oe |e (i) The rate of change of centrifugal acceleration should not i : cause discomfort to drivers. From this consideration, the a 4] cs ‘ 3 fangth of ansiion curve = given by! eae q| 4 ar soa sald Ly 90215 V8 i $i coe | 3. where . [a | az, [Sane -. e Ly = length of transition in metres i i 1 V = speed in km/h BEF ca A R = radius of circular curve in metres z sane Rg aa] se c= 80 (subject to a maximum of 0.8 and i i 75-7 minimum of 0.5) gz [wnmoyy i Z| mm oe (ii) The rate of change of superelevation (ie. the longitii ih = aalf Te ot ca crc se sin i A 4 {trough grade along the centre line) should be such as not E EY] BF [enane ae anal to eatse discomfort to travellers or to make the road 2 j it a Appear unsightly. Rate of change shuld no be steeper 2 ‘oads in plain and roli in, an oa TS (eceme 3 Pane conse” teain Tne formule for 2, | Sne arasilé minimum length of transition on this basis are: 2 | ee e : 2| 335 : i For Plain and Rolling Terrain: SE* | onary 3 ee asx seals 27 V* | iy L a 3 oe = £5 For Mountainous and Steep Terrain: 4 crane as jeep Terrain: 3 i intone = : i fila 2 ee g ca ; 3 cams g 8 28 # g 9.5.3, Having regard to the above considerations, the mini- ca 222 ‘mum transition lengths for differen ve radii are given ; = ~ - - Hi mum transition lengths for diferent speeds and carve radi ae given Z ¢ cwovwyuy a ae| ets < aaniosay g 8 gs & 9,54, ‘The elements of a_combined cit 1m “ i Ege curves are illustrated in Fig. 2. For Ten values ofthe indiguat 7 a ae A Ae clements like shift, tangent distance, apex distance ete. and_ workin 3 é au g 3 see out coordinates to lay the curves in the field, itis eonv : 3 y field, it is convenient to use & | 3b furve tables, For this, reference may be made to IRC: 38 “Design : Z —s| His ; Tables for Horizontal Curves for Highways”. : . g # j al gla 9.6, Widening of Carriageway on Curves i kee 55 Ee gly 9.6.1. At sharp horizontal curves, it is necessary to widen the 7 BEG $2 85] carriageway to provide for safe passage of vehicles. The widening 33 eee oe oe | a Fequited has two components: (i) mechanical widening to.compen- 4 : \ 25IRC: 73.1980 TRC: 731980 ‘9ain9 UoRSuEH PUL se|ND3}9 pauiguiod & Jo swwaWOIA °Z “Sty *3auna wvrnoura 40 HLONST “NOMLISNYML 40 HLONST *3oMusia Gav JONVISIO. 1N3ONYL 3ayn9 w¥INOWID 40 SHOVE 3aund NOUISNYAL 40 s19Nv NOUWiA3O ‘uy wvinouI9 40 STONY ‘WuLNa9 ONY WOLLWIAZO “STONY NOUWAZa TOL wousasuaum WiNozwoH “aMod anew |p you worsen ‘s1qeandde 1ON—VN ww | owe | oar w & | oe ‘a w & | oe H | mt H s & te & wi kk ® oo % co a & eos ow ° se w FH ce $ oe ea cor # ee 8 o w s w ££ & 2 F oe M We w Wf os oe # ~ © of BW om iH & 2 & & a # oe & et i EOS 2 of oo fe o © & te a & 2 of ww S = Ww and $ 1S audi woy seo, Mae wen SHOtL Gano) nea) x < fee es scr, oe os omy fe Tugun) pS ume spe, (aitadS prods Saag mee exo) doois poe snourerano yy ‘yeni Suyos pur yea MaVY shang ONY saHIAg ANEARAIG| YO SLONTT NOUISNVAL ROMINA “LT FEV,IRC : 73-1980 sate the extra width occupied by a vehicle on the 2 tracking ofthe rear wheels, and (i) payehological — ‘easy crossing of vehicles since vehicles in a I Sec emeta cu cece 9.6.2. On two-lane or wider roads it is necessary that both the above compononis shouldbe fully satered for so tht the lateral clearance between vehicles on curves is maintained equal to the clearance available on straights. Position of single-lane roads how- ever is somewhat different, since during crossing manoeuvres, outer wheels of vehicles have in any case to use the shoulders'whyether on the straight or on the curve. “It is therefore sufficient on single-lane roads ifonly the mechanical component of widening 1 taken Into 9.6.3. Based on the above considerations, the extra widt carriageway to be provided at horizontal curves on single and wor tape soada ie glenn Table 18, Fer multi-lane roads, the pavement may be calculates it deni eee ea ‘Tanuz 18. Exrra Wipra or Pavesienr At HORIZONTAL CURVES, Radin of —‘Uplo20 211040 41to 6Lto 10140 Above ‘curve (m) oO 100 00 50 Extra with (a) Twolme = 15S ZOO NT Singlelane 09-06 | 06 NHNL ON 936.4. The widening should be effected by increasing the width at an approximately uniform rate along the transition curve. ‘The extra width should be continued over the full length of the circular curve, On curves having no transition, widening should be achieved in the same way as the superelevation i.e. twasthcd ight section before st 9.6.5. ‘The widening should be applied equally on both sides of the carriageway, except that on hill roads it will be preferable if the entire widening is done only on the inside. Similarly, the widening should be provided only on the inside when the curve is plain circular and has no transition. 28 cern and_ IRC: 73.1980 9,66, The extra widening may be attained by means of offsets radial to the centre line, It should be ensured that the pavement edge lines are smooth and there is no apparent kink. 9.7. Setback Distance at Horizontal Curves 9.71. Requisite sight distance ‘should be available across the inside of horizontal curves. Lack of visibility in the lateral direc- tion may arise due to obstructions like walls, cut slopes, buildings, Woded areas, high farm crops etc, Distance from the road centre Tine with iP the. obstructions should be cleared to ensure the ieeded visibility, ie. the “‘set-back distance”, can be calculated Vide procedure “described in para 9.7.2. But in certain cases, dug fovellations. in alignment, road cross-section, and the type and Tocation of obstructions, it may become, necessary to resort to field measurements to determine the limits of clearance. 9.7.2; The set-back distance is calculated from the following equation (see Fig. 3 for definitions): m= R-(R=n) Cos 8 where @ = a79= R=n) ‘m= the minimum. set-back distance to sight obstruction in metres (measured from the centre line of the road); LR = radius at centre line of the road in metres; n= distance between the centre line of the road and the ‘centre line of the inside lane in metres; and 'S = sight didtance in metres In the above equation, sight distance is measured along the middle Ofinner lane, ‘On. single-lane roads, sight distance is measured ‘long centre line of the road and ‘n’ is taken as zero. 9.7.3. Based on the above equation, design charts for set- back distance corresponding to the safe stopping sight distance are given in Fig. 4. 9.7.4. Set-back distance for overtaking or intermediate sight distance can be ‘computed similly bus the elearance required is ‘usually too large to be economically feasible except on very flat curves. 9.7.5. When there is a cut slope on the inside of the horizontal ‘curve, the average height of sight line can be used as an approxima- tion for deciding the extent of clearance, For stopping sight 29 radians;IRC: 71980 ‘sounisp nyBts Supdors ayes 20) soamm> yeyworpiog ve pastnbos 2ourisip 42Uq-195 WNT “y BEL = I I . 003085 —~00S—CRY ~~ CECE ~~ SCS (S3UL3N) 3NIT 3¥LN39 GVOU Iv 3AUND TYLNOZINOH 40 snlovE ‘508 apa NoILonw1SEO LOIS g & G AM B9 VINNY) 3NV7 3QISNI & 403NI7 341N39; 40 3NI7 3Y1N39 (83ML3N) aNI7 auAN3O QvON MOMs @ NOILONWLSEO 4HDIS O4 ZONVLSIO WoVELaE 30 31IRC: 73-1980 distance, which is the bare minimum requirement for design, the average height 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 back the slope or benching suitably. In the case of intermediate or overtaking sight distance, height of sight line above the ground should be taken as 1.2 m. 9.7.6. Where horizontal and summit vertical curves overlap, the design should provide for the required sight distance both in the vertical direction along the pavement and in the horizontal '® Tetuted Case (1) When the le length of the curve i slght distance, Ue. Is ess than $e La 2s — 1:50 +0035 i ian the required In both cases ‘N'= deviation angle, siciation angle, ic. the algebraic difference between the Le ji : length of parabolic vertical curve in metres = stopping sight distance in metres 10.5.2. Length of : siven tn sgpnice fh of vale curve for various grade dierences i a Design Criteria for Halr-Pin Bends either eS ig ait Bin bends, where unavoidable Foun oy groular Curve with transition at each e may be designed ound sirclar curve. The following criteria sho nd, or as a com- id be followed ian: (@) Minion design speed (©) Minion rondway with a (@ NationaiState Highways 20 kmih 11.5 m for double-lane ida edt asa € Mit ttn ae ane ah (@) Minimum length of transition curve a © Gentient on ete, tee ate — in 3005 ereaah ose tin odo peep 2. Toner and th concent iting ad, outer edges of the roadway should be tre line of the pavement. Where a 36 inna si st IRC: 73-1980 ‘aumber of hair-pin berids have to be introduced, @ minimum inter: ‘umber tance of 6d m should be provided between the successive Yering. disable the driver to, negotiate the alignment smoothly. 10.6.3. Widening of hair-pin bends subsequently is « dificult and covlly process. Moreover, gradients tend to become, sharp as generally widening can be achieved ‘only. by cutting the bill side. Be een ould be kept in view at the planning stage, especially if a series of hair-pin bends is involved. 10.6.4. At hair-pin bends, preferably the full roadway width should be surfaced. 11, CO-ORDINATION OF HORIZONTAL AND VERTICAL ALIGNMENTS 11.1. The overall appearance of a highway can be enhanced considerably by judicious combination of the horizontal and vertica) Seiden Blan and. profile of the soad should not be designed ‘ilgerendently but in unison so as to produce an appropriate, hres, sa cPetlonal effect. Proper co-ordination in this respect will ensure iy of the highway and contribute to overall 11.2. The degree of curvature should be in proper balance with the gradjents. Straight alignment or flat horizontal curves atthe with he gitecp or long grades, or excessive curvature in & 2088 CrRenES, crades, Bo not constitute balanced designs and should: be avoided. 11.3, Vertical curvature superimposed upon horizontal cur- vaturd fives a plessing effect. "As such the vertical and horizonts) curves should coincide as sible and their length should be coy ae coals I this i dificult for any reason, the horizontal tiie should be somewhat longer than the vertical curve. 11.4. Sharp horizontal curves. should be avoided at or nety the apexof pronounced summitjsag vertical curves from safety considerations. : 11.5, Plate 7 illustrates some typical cases of good and bad alignment co-ordination. 42, LATERAL AND VERTICAL CLEARANCES "AT UNDERPASSES: 12.1, Lateral Clearance 12.1.1. Desirably the full roadway width at the approaches should ve carried though the underpass. This implies that the 37TRC: 73.1980 minimum lateral clearance (i.e. the distance between the extreme edge of the carriageway and the face of nearest support, whether ns folid abutment, pier or column) should equal the normal shoulder wid 12.1.2. On lower category roads in hill areas having compata- ively narrow shoulders, it will be desirable to increase the rosdiway wna tat imderpasses fo a certain extent Keeping in view para 6.3, and the principles set forth in IRC:54-1974 “Lateral and Vertical Clearances at Underpasses for Vehicular Traffic” 12.13, | For desirable lateral clearances at dual carriageway toads, reference may be made to IRC:54-1974, 12.2. Vertical Clearance 12.2.1. Vertical clearance at underpasses should be minimum Sumettes after making due allowance for any future raising/streng. thening of the underpass roadway. 38PLATE 1 a O1GuAMMUN SUPERELEVATIN Pon woonramouE tho STEEP TERRAM HOT BOUND 30 aoe ome Boom E 20-07, mari WUPERELEVATION FoR PLAN . AMD ROLLING TERRAIN, AND MOUNTAINOUS AND. z ‘STEEP TERRAIN BOUND BY SHOW. : 0.08 £ < . a . i lene 0+ sreeec vation : 10 1 nah he nensowe ot oe ot are no SVPERELEWATION NEED AE PROVIDED WF THE supEAELEVATON eaouran 10 vet Tash Toe HORMAL PhvEWENT cumoce, oo | SUPERELEVATION RATES ° Tooo 18001400 taco #000 #200 ° 200 400~—~600PLATE > seg ° ws soma ibaa rover surencuenreo roma i a] rene cee et mat] f= mam cunve i ruuur supentcevaeo} fmncULAR CURVE ‘OUTER coGe OF PAVEMENT 1 OF PayEMENT 7 | CENTRELING GF PAVEMENT CENTRELINE OF PAVEMENT | SENTRELINE OF raven PAVEMENT [ten _eoae oF ravevent | al cemmmesme coven t a b- oo yu ° oe ° (0) PAVEMENT REVOLVED ABOUT CENTRELINE (0) PAVEMENT REVOLVED ABOUT INNER sos ® ESEND na " oui supeneuevareo r woman ‘mawsiTion conve ole — PULA supemeygva CHOSE SECTION AT AA-NORUAL CAMBER enoss stevion AT ce GROSS SECTION AT DD-FULL SUPERELEVATION ACWIEVED GENTRELINE OF PAVEMENT ‘Note: INNER EOGE_OF PAVEMENT THE RATE OF CHANGE OF SUPERELEVATION (LONOITUON a (OF EOGE COMPARED TO CENTRELINE) SHOUL FOR ROADS IM PLAIN AND. ROLLING. TER MOUNTAINOUS AND STEEP TERRA THE DETERMINE THE DISTANCES AB, BC AND CO a8 € ° (6) PAVEMENT REVOLVED ABOUT OUTER EDGE SCHEMATIC DIAGRAMS SHOWING DIFFERENT METHODS OF ATTAINING SUPERELEVATIONPLATE 3 at wy ws: + eat ccs tr tet aces = “ 5 ee cy x oe Hy TR fae Ve K = 7 NOTED ron wun Lenern oF cutee, Se & SEE TALE 20 - Vi ee S . S I 100 T y < f SS LENGTH OF SUMMIT CURVE FOR STOPPING SIGHT Oe en aa oa, BIB TANE DevisTion_ancue-nLEnGTh Or GuRVE Ih _MeTREo 1200 1050 600 450 300 150 PLATE 4 WHERE L* LENGTH OF SUMMIT CURVE 8+ INTERMEDIATE SIGHT DISTANCE N® DEVIATION ANGLE Me ORDINATE TO SUMMIT CURVE FROM THE INTERSEGTION POINT OF GRADE LINES MOTE FOR MINIMUM LENGTH OF CURVE SEE TABLE 20 LENGTH OF SUMMIT CURVE FOR INTERMEDIATE SIGHT DISTANCEenere 2 ee ee 1800 1600 1400 }-——_ 1200 WHERE L* LENGTH OF SUMMIT CURVE 'S* OVERTAKING SIGHT DISTANCE fae N* DEVIATION ANGLE M*ORDINATE TO SUMMIT CURVE FROM THE INTERSECTION d 5 POINT OF GRADE LINES #00 Onn MOTE: FOR MINIMUM LENGTH OF CURVE, SEE TABLE 20. i & 600 o bi ! R a v 400 -_ a x whe Tt 800 -—F = — LENGTH OF SUMMIT CURVE FOR oor 0.06 0.08 acs 000 012. 01 o1g OVERTAKING SIGHT DISTANCELeMeTa OF CURVE IN METRES 800) 5 PLATE 6 ns "THO 4 008s s a age 8040.08 < bea 2 ren) u ten WHERE Le LENGTH OF CURVE N* DEVIATION ANGLE. ‘34 STOPPING SIGHT DISTANCE 300. 09 J oT 5 s cue LENGTH OF o Liseee a VALLEY CURVE . Gas o08 aan 010 018034 08 DEVIATION ANGLE=H6000 DESIGN FORM usm VERTICES OF HORIZONTAL AND VERTICAL GURVES COINCIDE, VERTICAL CURVE KEPT WITHIN HORIZONTAL CURVE, BRINGS OUT A VERY PLEASING APPEARANCE. UNDESIRABLE PLAN rebar PROFILE oEsicn FORM ] VERTICAL CURVE pREcOES HORIZONTAL CURVE. HORIZONTAL CURVE LOOKS LiKE A SHARP. INK. POOR APPEARANCE, ‘SAME AS (0) BUT INVOLVING A SERIES OF CURVES VERTICES OF HORIZONTAL AND VERTICAL CURVES COINCIDE, PRODUCING AVERY PLEASING APPEARANCE. pLaN mehr PROFILE MALARDOUS LEVEL CROSSING (OR ROAD INTERSECTION) AND SHaRP| HORIZONTAL CURVE ARE OBSCURED FROM ORIVER'S VIEW BY suMMIT CURVE. DANGEROUS SITUATION, SIMILAR TO (D1 BUT ONE PHASE SKIPPED IN THE HORIZONTAL PLANE. VERTICES OF CURVES STILL COMCIDE. A SATISFACTORY APPEARANCE RESULTS PLAN 7 PROFILE PERSPECTIVE HORIZONTAL CURVE 1S HIDDEN FROM DRIVER'S VIEW, CAUSING A DISJOINTED EFFECT. ae Tor PLAN - vont venrrewe PROVISION OF A LONG VERTICAL CURVE COMPATIBLE WITH THE HORIZONTAL ‘CURVE PRODUCES A SMOOTH FLOWING ALIGNMENT AND A PLEASING THREE DIMENSIONAL VIEW. PROFILE PECTIVE SAME AS (@) BUT THE VERTICAL CURVE 1S MADE MUCH SHORTER THOUGH THERE 1S NO DISCON NUITY IN PLAN OR PROFILE INGLY, THREE OIMENSIONAL VIEW 1s Poor. PLATE 7 SKETCHES ILLUSTRATING GOOD AND BAD ALIGNMENT COORDINATION