IRC: 2-200) RECOMMENDATIONS ABOUT THE ALIGNMENT SURVEY AND GEOMETRIC DESIGN OF HILL ROADS (Second Revision) Published by THE INDIAN ROADS CONGRESS Jamnagar House, Shabjahan Road New Delhi-110011 2001 Price Rs.120%- (plus packing and postage)Page (iyto ivy Committee Introduction 1 Definitions 3 Scope Classification of Hill Roads Alignment Survey Basic Principles of Geometric Design Widths of Road Land, Roadway, Carriageway and Shoulders Camber/Crossfall Design Speed Sight Distance Horizontal Alignment Vertical Alignment Alignment Compaibility Hairpin Bends Passing Places Lateral and Vertical Clearances at Underpasces Tunnels Appendices Appendix! Guiding Principles of Route Selection and Location Applicable to Hill Roads Appeniix-2 Poinis on which Data should be Collected During Ground Reconnaissance Appenilix-3 Guiding Principles of Providing Escape Lane Scott Wits: A-ZOl4LIST OF TABLES Desirable Road Land Widths (m) Widths of Camiageway, Shoulder & Roadway Recommended Design Service Volumes for Hill Roads Design Speeds (kmim) Design Values of Stopping and Intermediate Sight Distance for various Speeds ‘Criteria for Measuring Sight Distance Radii Beyond which Superelevation is not required Minimum Radii of Horizontal Curves for Various Classes of Hill Roads Minimum Transition Length for Different Speeds and Curve Radi Widening of Pavementat Curves Recommended Set-Back Distances for Single-Lane Carriageway Recommended Gradients for different Terrain Conditions Minimum Length of Vertical Curves LIST OF FIGURES Elements of a Combined Circular and Transition Curve Visibility at Horizontal Curves Tunnel Cross-Section LIST OF PLATES Length of Summit Curve for Stopping Si Length of Sunimit Curve for Intermediat Length of Valley Curves chematic Diagrams showing different Methods of Attaining Superelevation Cross Drainage in Hair-pin BendIRC: 52-2001 PERSONNEL OF THE HIGHWAYS SPECIFICATIONS AND STANDARDS COMMITTEE (As on 9.7.99) Prafulla Kumar Director General (Road Dev.) & Addl. Secretary to (Convenor) the Govt. of India. Ministry of Road Transport & Highways, Transport Bhavan, NEW DELHI-110001 CC, Bhattacharya Chief Engineer (R), S&R, Ministry of Road (Member-Secretary) Transport & Highways. Transport Bhavan, NEW DELHT-1 10001 MEMBERS MK. Agarval Engineer-in-Chief (Ret). House No.40, Sector-16, PANCHKULA-134109 DN. Banerjee Engineer-in-Chief & Ex-Officio Secy..Publie Works Deptt.. G Block (2nd Floor), Writers’ Buldys. KOLKATA-700001 Dr OP.Bhatis Dy. Director & Head. Civil Engineering Department. GSTS, H-5S. M.L.G.. INDORE-452008 De AK.Bhamagar Divector. Indian Oil Corporation Lid... Scope Complex, Code-ll, Lodhi Road. NEW DELHI-110003 DP. Gupta DGIRD), MOST (Retd,), E-44, Greater Kailash (Part-t) Enclave, NEW DELHI-1 10048 Ram Babu Gupta Chief Engineer (Mech.). Rajasthan Public Works Deparment. B&R. JAIPUR HP. Jamdar Secretary the Govt, of Gujarat. R&B Department, Sardar Bhavan, Block No.I4, Sachivalaya, GANDHINAGAR-382010 10, Prof.C.E.G. Justo Emeritus Fellow. 334, 25th Cross. 14th Main, Bonashankati 2nd Stage, BANGALORE-560070 11. Dr LR Kadiyal — Chief Consultant, LR. Kadiyali & Associates. C6 7, Safdarjung Development Area. Opp. UT Main NEW DELHI-110016 ulIRC ; $2.2001 12: Krishan Kan RiL, Koul 2B, Mathur S.C. Pandey M.Y. Patil K.B, Rajoria | Prof. N. Ranganathan, . Prof. Gopal Ranjan Prof. G.V. Rao V. Murahari Reddy KK. Sarin Prof. A.K. Sharma Chief Engineer (B) S&R, Ministey of Road Transpert & Highways. Transport Bhavan, NEW DELHI-110001 Member, National Highways Authority of India, 1, Eastern: Avenue, Maharani Bagh, NEW DELHI-1 10065 Chief Engineer (Planning). Ministry of Road ‘Transport & Highways, Transport Bhawan, NEW: DELEI-110001 Secretary to the Govt. of Madhya Pradesh, M.P. Public Works Department, Mantraloya. BHOPAL-462008 retary (Roads), Maharashtra P.W.D., Mantralaya, ‘MUMBAI-400032 Engineer-in-Chief, P,W.D., Govt. of Delhi, K.G. Marg, NEW DELHI-110001 Head of Deptt. of Transport Plg.. SPA (Retd. Consultant, 4$8/C/SFS. Shaikh Sarai 1, NEW DELHI-1 10017 Director, College of Engincering, Roorkee, 27th KM. Roorkec-Hardwar Road, Vardhaman Puram, ROORKEE-247667 Deptt. of Civil Engg., LI-T.. Delhi, Hauz Khas, ‘NEW DELHI-110016 Engineer-in-Chief, R&B Department. A&E, Enum Manail, HYDERABAD-S00082 DG (RD) & Addl. Secy." MOST (Retd.), S-108. Panchshila Park, NEW DELHI-1 10016 Head of Depit. of Transport Planning. School of Planning & Architecture, 4. Block B. LP. Estate. NEW DELHE110002 Engineer-in-Chief, H.P_ Public Works Department. US. Club, SHIMLA-171001 oy9. Prof. P-K. Sikdar Nirmal Jit Singh IRC: 52-2001 Chief Engineer, Minisiry of Road Transport & Highways, Transport Bhavan. NEW DELHI-110001 Director, Ceniral Road Research Institute, P.O. ‘CRRIDelhi-Mathura Road, NEW DELHI-1 10020 ‘Cluct* agineer (T&T), Ministry of Road Transport & Highways, Transport Bhavan, NF DELIHT-110001 . Prof: C.G. Swaminathan * adsi’, SO, Thiruvangadam Street, R.A. Puram, BLL. Tikeo = The Direct General (Works) ‘The Secretary to the Govt. of Kamataka HENNAL-600028 Addl. Director General, Directorate General Border Roads, Seema Sadak Bhavan, Ring Road, Delhi (Cantt. Naraina, NEW DELHI-110010 ‘Member, Maharashtra Public Service Commission, 3rd Floor, Bank of india Building, M.G, Road. MUMBAI-400001 Engineer-in-Chief's Branch, Army Hars, Kashmir House, DHQ P.O, NEW DELHI-110011 P.W.D., Room No.610, 6th Floor, Multistoried Ambedkar Road, BANGALORE-$60001 . The Engineer-in-Chief Haryana Public Works Deptt.. BAR. Sector 19-B, |. The Chief Engineer (National Highways) . The Director & Head . The Chief Enginner . The Directat (CHANDIGARH-160019 U.P. Public Works Department, LUCKNOW-226001 Civil Engg. Department, Bureau of Indian Standards, Manak Bhavan, 9, Bahadur Shah Zafar Marg, NEW DELHI-1 10002 National Highways, Assam Public Works Department, Dispur, GUWAHATI-781006 Highways Research Station. 76, Sardar Patel Road, CHENNAI-600025 Ltd. tate3 29. EX-OFFICIO MEMBERS President, Indian Roads Congress Director General, (Road Development) |. Secretary, Indian Roads Congress K.B. Rajoria, Engineer-in-Chief, Delhi PWD, NEW DELHI Prafulla Kumar, Director General, (Road Development) & Addl. Secretary to the Govt. of India, Ministry of Road Transport & Highways. ‘NEW DELHI-1 10001 S.C. Sharma, Chief Engineer, Ministry of Road ‘Transport & Highways, NEW DELHI-1 10001 CORRESPONDING MEMBERS Dr. S.Raghava Chari N.V. Merani Dr. VIM. Sharma Dr. Yudhbir Emeritus Professor, INTU, H.No. 16-11-20/ Dilsukhnagar-3, HYDERABAD-500036 (Past President, IRC), A-47/1344, Adarshnagar, Worli, MUMBAI-490025 Consultant, AIMIL Ltd, A-8, Mohan Coopers Industrial Estate, Naimex House, Mathura Re ‘NEW DELHI-11004$ House No.642, ITT Campus, P.O. 117, KANPURIRC : 52-2001 RECOMMENDATIONS ABOUT THE ALIGNMENT SURVEY AND GEOMETRIC DESIGN OF HILL ROADS 1. INTRODUCTION 1.1, Hilly regions, generally, have extremes of climatic conditions, difficult and hazardous terrain, topography and vast high altitude areas. The region is sparsely populated and basic infrastructural facilities available in more developed plains of hinterland are mostly absent, The areas and, therefore, the roads are affected by floods consequent to torrential rainfall, land-slide, snow- fall, avalanche, etc. compelling certain roads to be kept closed in part of the year, especially in winter months. However, the areas are rich in natural resources, flora and fauna, and are important to launch development projects, industries, tourism, etc. 1,2. Design of a hill road need not be restricted to the absolute minimum values set out further on. Where conditions are favourable, and the costs not excessive, use of more liberal values than the minimum should be preferred. 13. The recommendation about the alignment survey and geometric design of Hill Roads first published in 1973 and was revised in 1982. During the first meeting of Project Preparations, Project Contract and Management Committee (H-8), personnel given below, held at Mumbai on 23.5.97, a subgroup under the (Chairmanship of Shri R.K. Sharma, Engineer-in-Chief, H.P. P.W.D. was formed to revise the document IRC'52 “Recommendation: about the Alignment Survey and Geometric Design of Hill Roads” PD. Wani : Convenor KB Lal Singal Co-Convenor SM. Sabnis : Member-SeereiaryIRC =$2-2001 Members PK. Datta P.PS, Sawhney Jagnando Ganguli Devendra Sharma DP. Gupta RK. Sharma AJ. Jagap NK. Sinha Rambluna Khiangte Dr. MS. Srinivasan Dr. H.C. Mehadirana Jerry Vargis SN. Mohanty CE, NH, West Bengal KB.Rajona (D.Guha) SS, Rathore Rep. of DGBR (GS. Parihar) Ex-Officio Members Presiden, IRC DG. (RD) & AS (HP. Jamdar) (A.D, Narain) IRC (S.C. Sharma) Corresponding Members MK. Agarwal Y.G. Pawardhan DK. Kanhere RK. tha MD. Meghalaya Constn. Corpo. Lid, Shillong The subgroup consisting of Shri R.K. Sharma (Chairman), Sarvashri Rambluna Khiangte and Suraj Prakash as members held number of meetings and finally in its meeting held on 8.12.98 approved the draft subject to certain modifications. The modified draft received from the Convenor of subgroup was circulated to members of H-8 Committee. H-8 Committee in its meeting held at Hyderabad on 31:1.1999 approved the draft The drait was subsequently approved with some remarks by the Highways Specifications and Standards Committee in its meeting held on 9.7.1999. The draft document wes approved by Executive Committee in its meeting held on 14.12.1999. The Council in its meeting held at Madurai on 41.2000 approved the document withsome comments. The document afier incorporating comments of Council’ members was approved by the Convenor, Highways Specifications and Standards Committee on 25.8.2000. 2. DEFINITIONS 2.1, Steep Terrain, is aterrain where cross slope of the country is generally greater than 60 per cent. 2.2. Mountainous Terrain, isa terrain with cross slope greater th and upto 60 per cent. 2.3, Rolling Terrain, is aterrain with cross slope greater than 10 and upto 25 per cent 2.4, Plain Terrain, is aterrain wherecross slope of the country is generally less than 10 per cent 2.5. Ruling Gradient, is agradient, which in the normal course must never be exceeded in any part of the road. 2.6. Limiting Gradient, is a gradient steeper than the ruling gradient which may be used in restricted lengths where keeping within the ruling gradient is not feasible, 2.7. Exceptional Gradient, is a gradient steeper than the limiting gradient which may be used in short stretches only in extra- ordinary situations. 2.8. Escape Gradient, is a reverse grade with a crash ba provided at suitable location adjoining exceptional gradient. for stopping of downhill vehicle in case of brake failures. 2.9. Climbing Lane, isa lane provided as a separate additional lane for the uphill traffic for safe overtaking while negotiating the reach having continuous exceptional gradient 2.10.Hair-pin Bend, is 2 bend in alignment resulting in reversal of direction of flow of traffic. A bend may be for reversing toad direction on same face of hill slope 3IRC: $2-2001 2.11. Lateral Clearance, is the distance between the extreme: edge of the carriageway to the face of the nearest structure! obstruction. 2.12, Ruling Minimum Radius of a Curve, is the minimum radius of curvature of the centreline of a curve necessary tonegotiate acurve at ruling minimum design speed. 2.13, Absolute Minimum Radius of Curve, is the minimum radius of the centreline of a curve necessary to negotiate a curve at absolute minimum design speed. 2.14. Roadway Width, is the sum total of carriageway width and shoulder width on either side. It is exclusive of parapets and side drains. 2.15. Road Lane Width, refers to the width of carriageway of the road in terms of traffic lanes. Single-lane 3.75 m,, intermediate lane 5.5 m and double-lane 7.0 m (7.5 m with raised kerbs), multi-lane 3.5 m per additional lane. 2.16. Sight Distance, is the distance along the road surface at which a driver has visibility of objects, (stationary or moving) at a specified height, above the carriageway. 2.17. Superelevation, is the inward tilt or transverse ‘inclination given to the section of a carriageway on ahorizontal curve to reduce the effects of centrifugal force on a moving vehicle. Superelevation is generally expressed as a slope. 2.18. Transition Length, isthe centreline length along a curve, radius of which goes on changing at a certain rate of change of acceleration. 2.19. Vertical Clearance, is the height above the highest point ofthe travelling way, ic., the carriageway and part of the shoulders meant for vehicular use, to the lowest point of the overhead structure or rock surface. 7 4@, is the formation of a series of level platforms or ledges upon an incline. 2.21. Berm, is the horizontal ledge or margin formed at the top or bottom of an earth slope. 2.22. Passing Place, is an area provided on the side of the road al convenient locations to facilitate crossing of vehicles approaching, from the opposite direction and toe to aside a disabled vehicle so that it does not obstruct traffic, 2.23. Tunnel, is a passage through a hill to be used as a road. 3, SCOPE 3.1. The standard is relevant to new roads as well as for improvements of existing roads. It is, however, not applicable 10 urban roads or city streets situated in hilly terrain, 3.2. The text deals with two main aspects of hill road construction, namely, alignment surveys for route selection and geometric design of the alignment, The first aspect, namely, the alignment survey including reconnaissance and preliminary surve: te, are discussed in detail in Section 5. The various elements of geometric design are covered at length in Sections 6 10 16. Brief planning criteria is given in Section 4. For detailed references, Hill Road Manual IRC:S?:48-1998 may be referred. 4. CLASSIFICATION OF HILL ROADS 4.1, As in the case of other roads, hill roads may be classified as one of the following: (2) National Highways (b) State Highways (s)_ Major District Rouds (d) Other Disiriet Roads (e) Village Roads 4.2, Planning of Roads in Hill Areas 4.2.1. Planning of road in hill arcas is much different from 500 that in plains. Significantly, large number of villages are sparsely populated and isolatedly located at different altitude unlike in plain areas. It is usually not possible topographically as well as economically to directly link them with motorable roads. Alignment of roads has, thus, to be circuitous and is primarily governed by topography. 4.2.2. Inhilly areas, road links should be provided on the basis of cluster or group of villages as far as feasible because the population of each village may be very low. Villages located within ‘radius 1.6 km and having altitude difference of not more than 200 m can be considered as one cluster or groups of villages. Isolated villages, having population more than $00 should be provided with ‘an all-weather link road. For a cluster of villages of population less than $00, a selective approach of an all-weather road may be worked out keeping in view the local conditions, 42.3. For new roads, connecting new areas an estimation of traffic likely to be generated can be done by studies on population: and consumer needs, development plans for the area and traffic on adjacent roads, 43. Ecological Considerations 43.1. Construction of roads in hilly region disturbs the ecosystem in many ways. The mainecological problems associated with hill roads construction are: () Geological disturbances (i) Land degradation ad soil erosion (ii) Destruction and denuding of forests tiv) Interruption and disturbance of drainage pattern (¥) Loss of forestry and vegetation (vi) Aesthetic degradation (IRC:S?:48-1998) (vii) Siltaton of water-reservoirs 6IRC: 52-2001 These factors underline the need to plan, align and construct hill roads after careful thought. The help of geologists and environmental specialists should, therefore, be enlisted while planining for hill roads. Hill Road Manual IRC:SP:48-1998 may be referred for details in this regard In respect of environmental impact assessment, reference may be made to IRC:SP:19-2001 ‘Manual for Survey Investigation and Preparation of Road Projecis", 5. ALIGNMENT SURVEY 5.1. General 5.1.1, Administrative, developmental, strategic and other needs would determine the obligatory points to be connected by a hill toad. Control points will be governed by saddles, passes, river crossings, vertical overhanging cliffs, forest and cultivated land and other natural features, like, escarpment, slide prone, avalanche prone and unstable areas, 5.1.2. For arriving at-a few possible alternative alignments, the investigation should start only from the obligatory summit points and proceed downwards. To attempt to trace a mountain road from a fixed point below the summit points would be a very difficult task 5.1.3. The alignment finally selected linking the obligatory and control points, should fit in well with the landscape. It should satisfy the requirements of geometries, vis-a-vis, the needs of traffic, as also the terrain and climate conditions. Optimum alignment will be one which yields the least overall transportation cost, taking into account the cost of construction and maintenance of the road as well as the recurring cost of vehicle opefation, and at the same time have least adverse impact on the environment and ecological balance.IRC: $2-2001 5.1.4, The route should avoid the introduction of hair-pin bends as far as possible. However, if such a provision becomes inevitable, the number of hair-pin bends should be reduced to absolute minimum and the inevitability of each hait-pin bend should be recorded in the reconnaissance report. Further, the bends should be located on stable and flat hill slopes, and their location in valleys avoided. Also, a series of hair-pin bends on the same face of the hill should be avoided. 5.1.5. Economy in operation cost of transport vehicles is achieved by adopting easy grades, minimising rise and fall and by following a direct line as far as possible between obligatory points, ‘Although, shortest distance is an important factor, it may have to be sacrificed, at times, in order to obtain casy curvature and gradients, to avoid prohibitive cuts or fills and long river crossings. Even a longer road length to ease gradient and curves may result in amore economical operating cost 52. Procedure of Fixing the Aligument 5.2.1. The alignment of a hill road is fixed and translated on the grounds in several operations (a) Reconnaissance (tb) Preliminary survey (@), Deiermination of final centrline (2), Firal location survey 5.2.2. Duringreconnaissance, a general route for the alignment is selected. A trace is cut thereafter corresponding to this, $0 as 10 provide an access for the subsequent surveys. The final alignment to desired geometric is marked on the ground in the last phase. 5.2.3. Itis imperative that the personnel in charge of survey and design should keep in view the salient principles of route election pertinent to hill roads during the various phases of alignment finalization, particularly at the time of initial 8reconnaissance and the preliminary surveys following the trace cut. To facilitate the survey team in the tentative selection of alternative alignments for subsequent detailed ground reconnaissance it will be advisable, if economy of the project permits, 1o take advantage of modem techniques, like, aerial survey, photogrammetry and remote sensing. It will be a good practice to associate the Forest, Environmental, Mining and Geology Departments during all stages of alignment selection. Broad principles applicable location are spelt out in Appendix-. 5.3, Reconnaissance 5.3.1, General: Thereconnaissance survey may be conducted in the following sequence: y of topographical survey sheets, yeologics meteorological maps, and aerial photographs w availa (b)_ Aerial reconnaissance (where necessary and fe) Ground reconnaissance (4) Fiat reconnaissance of maccessible and difficult siret 5.3.2, Study of survey sheets, maps, ete.: Reconna begins with astudy ofall the available maps. In India, topographical sheets are availabie to the scale 1:50,000, After study of the topographical features on the map, a number of alignment feasible ina general way are selected keeping in view the guiding principles setforth in Appondlix-1 If photographs of the area are not available, but their need is considered imperative, aerial photography may be arranged for further study in the interest of overall economy. These may be toa scale of 1:25,000 to 1:50,000 to supplement the information from topographic maps. If stereoscopic techniques are applied, aerial photographs can yield quantitative data, and significa soil and sub-soil information if studied by a skilled photo-interpreter.IRC: $2-2001 3. Aerial reconnaissance: Acrial reconnaissance will provide a bird’s eye view of the alignment under consideration along with the surrounding area. It will help to identify factors, which call for rejection or modification of any of the alignments. Final decision about the alignments to be studied in detail on the ground could be taken on the basis of the aerial reconnaissance. 5.3.3.1. Where required, this should be done by a SeniorCivil Engineer-in-Charge of the project along with two other assistants. This aerial reconnaissance is essential to verify the correctness of the details of obligatory and contro! points indicated on the topo- sheet and also to find out other control points, if any, not shown in the map. Such reconnaissance will confirm the feasibility of the routes for proceeding further with ground reconnaissance. The team doing the aerial reconnaissance will have to cary the following documents and equipment along with them (a) Topographical sheets. where tentative routes are marked along wath the details of obligatory and contro! points obtained on study of maps (b) Photo mosaics oF aerial photographs of the area. if available, with pocket stereoscopes (6) Binoculars (a) Altimeters 5,3.3.2. The aerial reconnaissance party will have to flyover the area covering the possible routes selected from study of maps and airphotographs and examine the following points making notes of observations: (a) Correctness of obligatory points as given in the map Correctness of contro} points as marked in the map Existence of any other control points not marked in the map, like’ (i) major saddles’passes (ii) river crossi(iii) slide’stip areas (iv) marshy areas (camping sites (vi) rocky areas (vii) Vegetation . The altitude of various obligatory and control points can also be recorded roughly from the altimeter, taking due consideration of the height at which the aircraft hovers over the required points. On completion of the reconnaissance, the team should do following (a) Selection of Various alternative feasible routes (b) Decide on contro! points {s) Preparation of the tentative route map, if so needed, for taking up ground reconnaissance For details on aerial survey, Hill Road Manual IRC:SP:48- 1998 may be referred. 5.3.4, Ground reconnaissance: The various alternative routes found feasible as a result of map and aerial photographs study and aerial reconnaissance are further examined in the field by the ground reconnaissance. As such, this part of the survey is an important link in the chain of activities leading to Selection of the final route. If possible, a geotechnical engineer should be associated with this phase of the survey work Ground reconnaissance consist of general examination of the ground by walking or riding along the probable routes and collecting all available information necessary for evaluating the same. It will be advantageous to start reconnaissance from an obligatory point situated at the highest level. If an area is inaccessible for ground reconnaissance, resources may be had to aerial reconnaissance to clear the doubis. The venetal method of yround reconnaissance and fixing route! WIRC: 52-2001 grade pegs by the reconnaissance team are described below: (2) A starting point is fixed near the first obligatory point at a higher ‘ground from the surrounding ares from where one can see the next obligatory and/orsome near by control point. Being the stating point of the traverse survey.acement concrete masonry block of dimension 30.cm x 30.cm x 60 cm (deep) with upper surface 20 cm above the ‘ground should be erected on which the bench mark/altitide, chainaye, etc, should be marked. From the altitude of the two control points the approximate distance {0 be traversed between these two points can be ascertained taking into consideration a gradient flatter than the ruling gradient by 20 per cent oro if raling grade is 5 percent, grade assumed 1s4 per cen) depending on slope of the hill side. The jungle head of the fixed point i cleared along the route for placing and sighting the alignment and ranging poles. The width of jungle cleared should be 0.6- 1.2 m oreven more if required, ‘The direction of route should be checked with the aid of survey instruments. With abney level and/or ghat racer the route line along the hil) Face should be ra 1s required grade andthe corresponding position fon ground located by ranging rod and driving the grade pey into the ground, keeping the top of the peg at level as per required gradient Such grade pegs may be positioned at intervals between 25-100 mor closet where required. The distance of the grade peg from the preceding one is measured and recorded in field book. On the peg, the serial number, distance, gradient (rise/fall) is marked in paint. The process is repeated at next location, ‘The indication of the grade peg for the detailed survey panty should be marked by a clearly visible sign noticeable from a distance on the route. This is generally done by debarking 2 position of nearby tree of size 20.em by 10cm at the eye level and indicating in red paint direction, distance, the serial number and chainage of the connected grade peg. Inplaces, where, trees are not available. the bill face near the prade peg may be levelled about 30 cm square and then a pole of about 2m high witha cross piece tied toi, is firmly fixed near the pes to indicate the position of the connected grade peg. In rocky area. the level line could be marked on the rock face with red paint and details as required, as above, be written just above the level line, Any otherIRC: 52-2001 method, depending upon the terrain and local facility available, may be adopted; the main aim being that the survey party for detailed survey, to be done later, should not have anj difficulty in locating the reference and grade pegs on the route. However, the method adopted should be clearly indicated in the field book and reconnaissance report. Whenevera high hill range has tobe crossed, itis essential to select a suitable pass or saddle (which becomes a control point) and to work from the top downwards. Thisis mote convenient than working bottom upwards, as inthe later ease, there is a possibility of missing the pass ‘0c seddle especially when the area is dense jungle Cross-section are taken with Abney level at about 25 to 100m apart other interval convenient to indicate the hill slope. Notes will have to be recorded in the field book on the following points: ()) Nature and classification of soil (including rocks out-crops, if any) encountered The character of waterways and streams Approximate span and type of culverts and bridging required Availability of materials, such as, timber. stone, gravel, sand, Location of quarries (vi) Possible camping places and availability of drinking water (vii) Any other useful information, such a5, availability of local labour, air dropping zone, helipad, ete {thas to be ensured that the survey and recording are made accurately by timely checking. forinightly progress report in the format given, jppendix-3 alongwith diagrammatic chart showing the rough L-section and also hill slopes (which need not be 10 scale) has t0 be Prepared and submitted to the Engineer who ordered the survey. It should contain adequate information to enable the Engineer who ordered the survey to get a fairly good idea, not only on the progress ‘ofthe ground reconnaissance, butalso on the suitability of the proposed alignment. Similar procedure for carrying out the preliminary ground reconnaissance and submission of fortnightly report should be Bfollowed by the survey team in respect ofall alternative alignments also. While reconnoitering on the ground, it is advisable to leave the reference pegs to facilitate further survey operations. Points on which, data may be collected during ground reconnaissance are listed in the Appendix-2. 5.3.5. Final reconnaissance of inaccessible and difficult stretehes: Ground reconnaissance may disclose certain difficult stretches which call fordetailed examination. A trace cut might be specially made in such sections for inspection. Apart from this, before the alignment is accorded final approval by the competent authority, it may be desirable to have one last round of aerial reconnaissance to resolve the remaining doubts. 5.36. Reconnaissance report: Based on information coilected during the reconnaissance survey, a report should be prepared. It should include all relevant information collected during the survey, a plan to the scale of 1:50,000 showing the altemative alignment studied along with their general profileand rough cost estimates, It should also diseuss the merits and demerits including the erosion potential and the expected adverse impact on the environment of the different alternatives to help the selection of one of more alignments for detailed survey and investigation. 5.4, Preliminary Survey 5.4.1. General: The preliminary survey consists of pegging at 20 or 25 m intervals, the route previouslyjselected on the basis of the reconnaissance survey; cutting a trace of 1.0 to 1.2m wide and running an accurate traverse line along it for the purpose of taking Idngitiidinal and cross-sections and establishing bench marks. The data collected at this stage form the basis for the determination of the final centreline of the road. For this reason, it is essential that every precaution should be taken to maintain a high degree of 4IRC=52-2001 accuracy. Beside the above, general information conceming traffic, soil conditions, construction materials, drainage, etc. which may be relevant for fixing the design features is also collected during this phase 5.4.2. Pegging and trace cut: The line and prade of the selected alternative is pegged and the trace is cut along the pegged route. The gradients to be followed at this stage should be easier than those proposed to be achieved for the road by # margin of 10 t0 20 percent, i.c..if 5 percent gradient is proposed to be achieved ‘on the road, the gradient of the pegged grade should be4 to 4.5 per cent. The indication about the alignment should be provided at conspicuous locations so as to be easily visible from a distance This can be done by debarking a portion of any nearby tree and writing thereon the number, direction, distance and relative elevation of the peg with paint. Where no trees are available for this purpose, about 2-m high poles, witha erosspiece attached thereto giving this information may be firmly fixed in the ground ‘Trace cut consists of 1.0 to 1.2m wide tracks constnucied along the selected alignment to facilitate access to the area for inspection and survey. Jt may not be possible to cut a trace where the pegged route traverses precipices and other areas affected by major landslides. These stretches may, therefore, be detoured by cutting the trace either along the top or botiom periphery of these arcas Further, in rocky areas where cutting of trace may be difficult task, platforms made out of local timber or bamboos (machans) supported over a“bally” framework resting on ledges can be provided. The machans can also be supported by cane or ropes hung from tre: above. Where the rock is steep and inaccessibly deep for construction of machans, temporary pathways can also be developed by driving jumpers or iron rods into the rock face and putting wooden ballies or planks over them for the men to safely walk along. The 1sIRC = 52-2001 machans can also be constructed in very dense jungle where tract cut may notbe feasible. It is desirable that a senior Engineer sho! ‘walk over the trace cut before further survey work is undertaken ti derive benefit from his experience for selection of the best possibl route. 5.4.3. Survey procedure: The survey should cover a strip d sufficient width taking into account the degree and extent of

pourqute> © 50 spusmDTy “1h heres gqung: NOUS 40 TR9nW NOUIAIO “oe wvTnND 40 29K ‘THULN9 OM wOULTIAIG °°" SRW NOUIAI THIOL OO aoe Meirc 11.5. Widening at Curves 11.5.1, Atsharp horizontal curves, itis necessary to widen the carriageway to facilitate safe passage of vehicles. The widening required has two components: fechanical widening” to compensate the extra width ‘occupied by a vehicle on the curve due to tracking of the rear wheels, and. Psychological widening” to permit easy crossing of Vehicles since vehicles in a lane tend to, wander more on a ve than on a straight reach. 11.5.2. On two-lane or wider roads both the above components should be carefully catered for so that the jateral clearance between vehicles on curves is maintained equal to the clearance available on siraight, Position of single-lane roads, however, is somewhat different, since during crossing manoeuvres, outer wheels of vehicles have in any case to use the shoulders whether on the straight or on the curve. It is, therefore, sufficient on single-lane roads if only the mechanical component of widening is taken into account 11.5.3. Based on the above considerations, the extra width of carriageway to be provided at horizontal curves on single and two- lane roads is given in Table 10 Table 10. Widening of Pavement at Curyes Radius of [Upto 20/21 1040 Curve (im) Extra width (mm) Tw 11.5.4. 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IRC: 32-2001 circular curve, On curves having no transition, widening should be achieved in the same way as the superelevation, i.e., two-third being attained on the straight section before start of the curve and one- third on the curve. 11.5.5. Preferably the entire widening should be done only on the inside of thecurve. The extra widening may be attained by means of offsets radial to the centreline. It should be ensured that the pavement edge lines are smooth and there is no apparent link. 11.5.6. The portion between edge of pavement and drain on inner side of pavement and drain on inner side of sharp curves be provided with hard shoulders to avoid erasion from surface water 11.6. Set-Back Distance at Horizontal Curves 11.6.1. Requisite sight distance should be available across the inside of horizontal curves. Lack of visibility in the lateral direction may arise due to obstructions, like, walls, cut slopes, wooded areas, high crops, etc. Set-back distance from the centreline of the carriageway within which the offending obstructions should be cleared to ensure the needed visibility can be determined vide para 11.6.2, However, in certain cases, due to variations in alignment, road cross-section, and the type and location of obstructions, it may become necessary to resort to field measurements to fix the exact limits of clearance. 11.6.2. The set-back distance is calculated from the following equation (see Fig. 2 for definitions): m= R- (R-n) Cos 8 where a S/21R-») radians the minimum set-back distance from the centreline of the road to sight obstruction in metres at middle of the curve radius of centreline of the road in metres distance between the centreline of the road and the inside lane in metres 5. ~ sight distance in metres 38Soaano eyuoriioy ye CUNQISA “7 “Sid z & AvMB0wINUYS 3Nv7 3a01SNI 30 ANT 381N39) 30 aNIT 381N29sean jeyuoziioy ye AWNOISIA “ZF AUMBO CINE 3NV7 3QIsNI 40 3NIT 341N39, 40 3NIT 384N39IRC: 52-2001 11.6.3. For applying the above relationship, sight distance measured along the middle of inner lane. However, on single toads, sight distance is measured along centreline of the carriagew and ‘n’ is taken as zero. 11.6.4, Utilizing the above equation, the design Values for back distance corresponding to safe stopping distance for singh Jane carriageway are given in Table 11. These design values rel basically to circular curves longer than the design sight dist For shorter.curves, the values of set-back distance given in Tab 11 will be somewhat on the higher side, but these can anyway used as a guide. Lateral clearances for two-lane carriageway 6 be computed similarly from the above equation, ‘Table 11. Recommended Set-Back Distances for Single-Lane Carriageway bbe computed similarly but the set-back required is usually t09 | to be economically feasible in the case of hill roads. 11.6.6. Where there is cut slope on the inside of the horizon curve, the average height of sight line can be used as a 40IRC: 32-2001 approximation for deciding the extent of clearance. For stopping sight distance, this may'be taken as 0.7 m. Cut slopes should be kept lower than this height at the line demarcating the set-back distance envelope, either by cutting back the slope or benching suitably, 11.6.7. Where a horizontal and summit vertical curve overlap, the line of sight will not be over the top of the crest but to one side, and in part may be off the roadway. Design in such cases should Provide for the required sight distances both in the vertidal direction along the pavement and in the horizontal direction on the inside of the'curve, 12. VERTICAL ALIGNMENT 121. Gener 12.1.1. The vertical alignment should provide for a smooth longitudinal profile consistent with category ofroad and the terrain. Grade changes should not be too frequent as to cause kinks and visual discontinuities in the profile. 12.1.2, Grades should be carefully selected keeping in view the design speed, terrain conditions and the nature of traffic expected onthe road, It is difficult and costly to flatten the gradients later, 12.1.3. Broken-back grade lines, i,¢,, two vertical curves in the same direction separated by a shott tangent, should be avoided due to poor appearance, and preferably replaced by a single curve. 12.1.4. Decks of small cross-drainage structures (i.e., culverts and minor bridges) should follow the same profile as the flanking toad section, with no break in the grade line 12.1.5, The vertical profile should be co-ordinated suitably with the horizontal alignment (see Section 13) aIRC: 52-2001 12.2. Gradients 12.2.1. Recommended gradients for different terrain conditions except at hair-pin bends are given in Table 12, ‘Table 12, Recommended Gradients** for Different Terrain Conditions Classification of gradient [ Mountainour eran] Steep tevain upto and steep terrain 3000 i height above having elevation more | the mean sea level than 3000 m above the mean sea level (@) Ruling gradient Sa (Tin 20} Sun TeTy (6) Limiting gradient | 6% (1m 16.77 FR (Tin a3) © Exceptional gradient | 75 (1m 14 3y Be (TMTZS) ** for gradients a hait-pin bends, see Section 14 12.2.2, Gradients upto the ‘ruling gradient” may be used as a matter of course in design, 12.2.3. The ‘limiting gradients’ may be used where the fopography of a place compels this course or where the adoption of gentler gradients would add enormously to the cost. In such cases, the length of continuous grades steeper than the ruling gradient should be limited as far as possible 12.2.4. “Exceptional gradients’ are meant 1o be adopted only in very difficult situations and for short lengths not exceeding 100 m at a stretch. In mountainous and steep terrain, successive Stretches of exceptional gradients must be separated by a minimum length of 100 m having gentler gradient (i., limiting gradtent of flatter) 12.2.5. The rise in elevation over a2-km length shall not exceed 100 m in mountainous terrain and 120 m in steep terrain. 12.2.6. Eseape lane: Where long, continuous descending Brades exist or where topographic and location controls require such 2IRC grades on new alignment for a length of 2 kms or more, the design and construction of an emergency escape ramp at an appropriate location with an interval of about 2 kms is desirable for the purpose of slowing and stopping an out-of-control vehicle away from the main traffic steam, These lanes may be useful in bringing the vehicles to halt in case of emergency due to brake failure. The lanes are constructed with reverse gradients to provide deceleration of vehicles with arrester bed suitably located. Specific guidelines for the design of escape lanes are lacking at this time. However, guiding, principle for design and layout of escape lane as per AASHTO practice is appended (Appendix-3) 12.2.7, Climbing lane: Restricted overtaking opportunities and the presence of slow moving vehicles can result in substantial congestion and high accident rates through injudicious overtaking, Congestion effects are greatest on long steep gradients. The situation ‘isparticularly difficult in India because of the presence of overloaded trucks and buses with very low power-to-weight ratios. Jn such circumstances, the provision of an auxiliary ¢limbing lane can be extremely beneficial to enable vehicles travelling up the gradient to overtake safely and efficiently. Thus climbing lanes may be provided wherever necessary in order to address the necessity of making available a separate lane for safe overtaking for vehicle travelling uphill, in reaches having continuous exceptional gradients. Clear signing, road marking and in some cases.’ physical barriers are needed to ensure that the absolute right of way of climbing vehicles is safely upheld. 12,3. Grade Compensation at Curves 12.3.1. At horizontal curves, the gradient should be eased by an amount known as the “grade compensation’ which is intended to 3IRC=52-2001 offset the extra tractive effort involved at curves, This may be calculated from the following formula: Grade compensation (per cent) = 30+ 2 R Subject io a maximum of 75/8 where Ris radius of the curve in metes, 12.3.2. Since grade compensation is not necessary for gradients flatter than 4 per cent, when applying grade compensation correction, the gradient need not be eased beyond 4 per cent. 12.4. Vertical Curve 12.4.1. Vertical curves are introduced for smooth transition at grade changes. Both summits curves'(i.e., convex vertical curves) and valley/sag curves (i.¢., concave vertical curves), should be: designed as square parabolas 12.4.2. The length of the vertical curves is controlled by sight distance requirements, but curves with greater length are aesthetically better. Curves should be provided at all grade changes exceeding those indicated in Table 13. For satisfactory appearance, the minimum length should be as shown in Table 13 ‘Table 13, Minimum Length of Vertical Curves Design speed (kmvn) | Maximum grade change] Minimum length ol (per cent) not requiring | vertical curve (m) a vertical curve (m) Upto 35 TS is 40 12 20 50 Lo 20 12.5. Summit Curves 12.5.1. The length of summit curves is governed by the choice ofsight distance, whether stopping site distance or the intermediate sight distance. 4IRC 3522001 12.5.2. The required length may be calculated from the following formulae: (@) For safe stopping site distance Case (i) when the length ofthe curve exceeds therequired sight distance, ie,, Lis greater than S NS Dee where N= Deviation angle, ie. thealgebraic difference between the two grades: t= Length of parabolic vertical curves in metres ‘S = Sight distance in metres Case (ii) when the length ofthe curve is less than the required sight distance, ie. L is greater than $ u mas . 48 (b)For intermediate sight distance ‘Case(i) when the length of the curve exceeds the required sight ditance, “Ley Lis greater than S eas. NS nas (Case (if) wien the length ofthe curve is less than the required sight stance, ie. isless than S 12,5.3. The length of summit curve for’ the various cases mentioned above can be found from Plates 2 and 3. In these plates, the values of ordinate “M” from intersecting point of grade lines to the curve is also shown, 12.6. Valley Curves 12.6.1. The length of valley curves should be such that for aight travel, the headlight beam distance is equal to the stopping 4IRC: 52-2001 sight distance, Based on this criterion, the length of curve may calculated as under: (Case (i) when the length ofthe curve exceedsthe required sight distr i.e. Lis greater than S. vst Tso + WORsS Case (ii) when the length of the curve is less than the required sight distance, Le., £is less than S 50 + 6.035 8 W Ls N = Deviation angle, i, the algebraic difference between the two rides. L = Length of parabolic vertical curve (in meves) = Stopping sight distance (in metres) Note: The above formulac-have been derived with the following assumptions; (i) Headlight height = 0.75 m (ji) Upward divergence of the light beam from the longitudinal axis o the vehicle = 1 degree 12.6.2. Length of valley curve for various grade differences can be read conveniently from Plate 4. 13. ALIGNMENT COMPATIBILITY ‘Asa general rule, changes in horizontal and vertical alignments. | should be phased to coincide with each other, i.c., the vertical curve should roughly extend from the commencement to the end of the’ corresponding horizontal curve, Preferably, the horizontal curve should be somewhat longer than the vertical curve, Sharp horizontal curves should not be introduced at or near the top of the summit vertical curves or the lowest point of valley curves. 46IRC: 52-2001 14, HAIR-PIN BENDS 14.1. A hair-pin bend may be designed as a circular curve with transition curves at each end. Alternatively, compound circular curves may be provided. 14.2. The following design criteria should be adopted normally for the design of hair-pin bends: (a) Minimum design speed ~ 20kmh (b)Minimum roadway width at apex (i) NationaState Highways 11,5 m for double-lang 9.0 m for single-lane (ii) Major Districts Roads ~ 13m Other Districts Roads (iii) Village Roads 65m (c) Minimum radius for the inner curves -. 4.0m (2)Minimum length of the transition ———- 15.0 m {e) Gradient Maximum | in 40 (2.5 per cent) Minimum | in 200 (0.5 per cent) (f) Maximum superelevation 1 in 14.30(7 per cent) 14.3. Inner and outer edges of the roadway should be concentric with respect to centreline of the pavement. 14.4. Where number of hair-pin bends have to be introduced, a minimum intervening length of 60 m should be provided between the successive bends to enable the driver to negotiate the alignment smoothly. 14,8, Widening of hair-pin bends‘at a later date is a difficult and costly process. Moreover, gradients tend to become sharper, as widening can be achieved generally only by cutting the hillside. These points should be kept in view at the planning stage, especially where a series of hair-pin bends is involved.IRC: 52-2001 14.6. At hairpin bends, preferably the full roadway width should be surfaced. 14.7. Across-drainage may be provided 20 m before the start ofthe hair-pin bend for proper drainage of surface water. Similarly, adequate drainage may also be provided on the hillside of the bend so that water does not cross over it, Plate S 15. PASSING PLACES 15.1. Passing places or lay-byes are required on hill roads to cater to the following requirements: (a) To facilitate crossing of vehicles approaching from the ‘opposite direction: and (b) To tow aside a disabled vehicle 40 that it does not obstruct traffic 15.2. There is no specific need of passing places on two-lane National and State Highways having roadway width corresponding to Table 2, But in the case of single-lane sections on National/State Highways which have a narrower roadway, provision of some passing places will be desirable and may be decided with respect to ‘actual needs. On the other categories of roads, these should be provided in general at the rate of 2 to 3 per kilometre. The exact location of passing places should be judiciously determined taking into consideration the available extra width on curves and visibility. 15.3. 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. 16,LATERAL AND VERTICAL CLEARANCES AT UNDERPASSES 16.1. Lateral Clearance 16.1.1. Desirably the full roadway width at the approaches should be carried through the underpass. This implies that the 43IRC: 52-2001 minimum lateral clearance (i.e., the distance between the extreme edge of the carriageway and the face of nearest support whether a solid abutment, pier or column) should be equal to the normal shoulder width, 16.1.2. On lower category roads in hill areas having comparatively narrow shoulders, it will be desirable to increase the roadway width at underpasses to a certain extent keeping in view para 7.3 and 7.4 and the principies setforth in IRC:54-1974 “Lateral and Vertical Clearances at Underpasses for Vehicular Traffic”. 16.2. Vertical Clearance 16.2.1. Minimum vertical clearance of $ m should be ensured over the full width of the roadway at all underpasses and similarly al overhanging cliffs and any semi-tunnel sections, etc. The vertical clearance should be measured with regard to the highest point of the carriageway, i.c., the crown or the superelevated edge of the carriageway as the case may be. Due allowance for any future raising/strengthening of the pavement should also be made. 17. TUNNELS Tunnels become economical and, therefore, necessary while developing an alignment for hill road passing through high ground. Tunnels are also constructed under a river or waterway, mostly in an urban area, 17.1. Surveys Topographical survey helps in identifying land features and for selecting the most suitable tunnel alignment. Traverse network connecting the existing survey control on each side of the hill toa high degree of accuracy is necessary for establishing the ground control for the tunnel alignment, 49IRC:52.2001 17.2. Accuracy Director, Geodetic and Research Branch, Survey ‘of India have issued technical instructions regarding horizontal control survey for tunnels, where it is stated that an accuracy of 1:30,000 for outer horizontal control should be aimed at. 173. Mapping “The mapping around both the proposed portal locations shall be conducted by EDM survey for maintaining the desired accuracy. Sufficient area around both the portal locations shail be covered on 2 scale of 1:1000 with a contour interval of 1 m to have a better appreciation of the topography around the portal location for planning the suitable geometry of the tunnel alignment and location of portals, bore hole locations and other permanent structures. Proposed tunnel alignment stall also be marked on the contour plans prepared around both portal locations 17.4, ideal Tunnel Portal Layout The important criteria for locating the portal are the existence of sound rock conditions with adequate cover. The rock mass should be free from any faulVdislocation and the loose fractured zones! layers should not be sloping towards the portals. Further, the location ofa portal should be such that itis not affected by Tandslides ensuring the approaches to the portal in stable formation requiring least open cut excavation/ground stabilization measures 17.5. Geological and Geophysical Studies These studies should be conducted by an expert geologist and should include: = Geomorphology ~ Regional geology = Rock stricture ~ Seismicity ofthe location ané neighbouring area 30IRC: 52.2001 17.6. Geological Study of Tunnel Site . These will include Gereral geology ~ Geophysical investigations Discussion of the results of these studies, and = Conclusion 17.7. Design Standards (9) Alignment in plan: soadnutne! should. ideally bestraight in plan. This is seldow possible, bu the introduction of sharp 4 curves, particularly in conjunction with steep gradients shou! beavoided. even it meanga longer tunnel. If horizontal curves become unavoidable. a minimum radius of 200 m could be adopted. Only in exceptional cases. this should be reduced to 100) m | 10) Gradients: The gradiems of the roadways ate of primary importance, since factor in the | iissough Dost eases they constitute a determ sth of tunnel. and hence its cast. tn gener nploy gradients which well natcause congestion through the excessive slowing down of heavy’ vehicles (iH) Cross-section of tunnel: The internal cross-sectional dimensions ofa road tunne! are determined by the following ‘considerations; (2) the number and width of waffic lanes making up the carriageway (b1 the Yertical headroom for Vehicles: (6) the spaceto be provided for ventilation ducts, walkways Wghting, and drainage, and for fire and other services \ A Cross-Section of wannel with 7m camriaye\ay is at Fi Fig. 3. Tunael (row-Section S|IRC: 52-2001 Long tunnels should have 2 good longitudinal gradient for ‘effective drainage. 0.2 percent is satisfactory. Long tunnels, ‘which are more than 300 m length, should not have a gradient ‘steeper than 4 per cent. With tunnels less than 300 m long, 2 straight fall should be adopted. However, two outward falling ‘gradients are permitted for a runne! over 300 m long. ‘Ventilation: Ventilation s one of the most important factors in the design of road tunnels, There are two main requirements: (1) Assufficient volume of fresh air must be supplied to all parts ofthe traffic space to difute to a biologically safe level the carban monoxide from motor exhausts. (2) A good standard of visibility must be maintained in the ‘tunnel for the safety and comfort of drivers. Road vehicles passing through a tunnel emit fumes, which need to be cleared quickly. Artificial ventilation becomes necessary in tunnels above 400 m length. The ventilation system should be eapable of producing a fresh air input of 0.5 cum. per metre lengih ofthe tunnel. The speed of airis ‘generally limited to 5 m per second. Mumination: The lighting of tunnels calls for special ‘consideration. ‘The driver entering a tunnel should be able to ‘adjust himself to the artificial lighting conditions inside the tunnel. Similarly, the driver leaving a tunnel should be able to adjust himself to the natural light outside the tusnel, For ‘achieving these requirements, the tunne! is divided into zones of different lighting intensitiesft Appendiv-1 GUIDING PRINCIPLES OF ROUTE SELECTION AND LOCATION APPLICABLE TO HILL ROADS General: 1. The alignment should be as direct as possible between the Pbligatory and control points to be linked. A direct highway link results in economy in construction, maintenance and operation The location should result in minimum interference to agriculture and industry. It should steer clear of obstruction, such as cemeteries, cremation grounds/bural grounds places of worship, archaeological and historical monuments and public facilities, like, hospitals, schools, playgrounds, ete. 3. Where the proposed location interferes with the utility services, like, overhead transmission lines, water supply lines, etc, decision between changing the highway alignment or shifting the Utility services should be based on a study of the relative economics and feasibility. 4. As far as possible, frequent crossing and re-cressing of railway lines, canals, watercourses, ridges, ete, should be avoided, ®. The alignment should avoid large-scale cutting and filing, and follow the profile of the land as far as possible, use of tunnels to avoid deep cuts should be considered where feasible and economical. If the road has to be in cutting, the location and the Brade line should permit the adoption of half cut and half fill type of cross-section which involves least disturbance to the natural round subject, however, to considerations of eeonomy and roads stability being satisfied.ARC; $2-200) Obligatory Points: 6. The obligatory points to be connected from administrative, strategic or other considerations should be ascertained and taken into account while Finalizing the highway alignment. Similarly, control points, like, control passes saddles, river crossing, ete. should be Kept in view when deciding the alignment. 7. When crossing mountain ranges, the highway should preferably cross the ridges and their lowest elevation. In certain cases, it may be more expedient to negotiate high mountain ranges through tunnels. This decision’ should be taken after considering the relative economics or the administrative requirements. Grades and Curvature: 8. The route should enable ruling gradient to be attained in ‘most of its length 9, As far as possible, the alignment should permit adoption of 4s uniform design speed and easy curvature in the entire length. 10. The route should avoid the introduction of hair-pin bends as far as possible and the location in valleys avoided. The bends should be located on stable and flat hill slopes. Also, a series of hair-pin bends on the same face of the hill should be avoided. 11. Needless rise and fall must be avoided where the general purpose of the route is to gain elevation from a lower to a high point. Also, deep cuts involving destabilisation ofnatural hill slopes shouild be avoided. River Crossings: 12. Itis preferable that crossings of major rivers (waterway exceeding 100 m) should be at the right angles to the river flow «with highway alignment subordinated to considerations of the bridge siting. Crossing of medium/minor streams may also sometimesBovern the choice of alignment in the case of hill roads due to foundation problems, though their position will be determined generally by the requirements of the highway proper, and the Grossings could be even skew or on curve if necessary 13. As far as possible, efforts should be made to locate bridges! where (i) The river i stright both on the up sieam and down stream side ii) The location is sufficiently away from the influence of the confluence o ributaries ii) The channel is well defined and narrow (iv) The HPL Areas to be Avoided: 14. As taras possible, attempt should be to avoid the following areas: are high, rocky/firm and well defined above the (0) Unstable hill features and areas baving perennial landside or setlemeat problems, (i Areas subject to seepage/flow from springs, hydel chann subierranean channels, etc (i) Steep hil sides; (iv) Areas subject 10 fooding or waterlogeing () Areas liable to show drift or avalanches: and (vi) Locations involving unnecessary and expensive destruction of Wooded areas, Miscellaneous: 15. Location along a river valley tas the inherent advantage of comparatively gentle gradients, proximity of inhibited villages, and easy supply of water for construction purposes. But this 's beset with disadvantages, such as, the ned for the large number of cross drainage structures and protective works against erosion (for detatled instructions about siting of bridges. reference man be male We IRC-SP:$4-2000 “Project Preparation Manual for BridgesIRC 52-2001 “These pros and cons should be kept in view while making initial selection of the alignment. 16. The location should be such that the highway is fully integrated with the surrounding landscape of the area. It would be desirable to study the environmental impact of the highway and ensure that the adverse effects are kept to the minimum 17. An alignment likely to receive plenty of sunlight should receive preference over the one, which will be in shade. ~IRC :52.2001 Appendix-2 POINTS ON WHICH DATA SHOULD BE COLLECTED Perens DURING GROUND RECONNAISSANCE. Deiails of route vis-a-vis topography of the area Length of the road Bridging requirements - number, length Geometries: (2) Gradients (>) Curves, hair-pin bends, ete Existing means of communication- mule path, jeep track. etc. Right-of-way, bringing out constraints on account of built-up area, monuments, and other structures Terrain and soil conditions 7.1. Geology of the area 7.2, Nature of the soil 7.3, Road length passing through: (i) Mourtainous terrain (i) Steep terrain (iil) Rocky stretches with indication of the length in loose rock stretches (iv) Ateas subject to avalanches and snowdrifts (0) Ship-prone areas 7.4. Cliffs and gorges 7.5. Drainage characteristics of the area including susceptibility to flooding 7.6. Generel elevation of the road indicating maximum and minimum heights negotiated by main ascents and descents 7.7. Total number of ascents and descents 7.8. Vegetation - extent and type.IRC: 52.2001 8. Climatic conditions: 8.1. Temperature-monthly maximum and minimum readings 82. Rainfall data-average annual, peak intensities monthly distribution (to the extent available) i 83. Snowfall data-average annual, peak intensities, monthly distribution (to the extent available) 8.4, Wind direction and velocities 8.5, Fog conditions 8.6. Exposure to sun 8,7, Unusual weather conditions, like, cloud bursts, tc: 9. Facilities/Resourees: 9.1. Landing ground 9.2, Dropping zones 9.3, Food stuffs 9.4, Labour-local availability and need for import 9.5 Construction materials (timber, bamboo. sand, stones, shingle, etc.) extent of thetravailability and leads involved. Value of land agriculture land, irrigated land, built up land, forest land, etc, Approximate construction cost Access points indicating possibility of induction of equipments Period required for construction Strategic considerations Recreational potential Important villages, towns and marketing centers 10 be connected 58Economie factors: (Population served by th (i) Agricultural and economic potential of the area Other major developmental projects being taken up in the area, e.g., hydroelectric projects Miscellaneous, such as, camping sites, law and order problems, royalty charges, availability of contractors for collection and carriage of construction materi period available for construction work, etc. 1s, workingIRC :52-2001 Appendix-3 GUIDING PRINCIPLES OF PROVIDING ESCAPE LANE Highway alignment, gradient, length and descent speed contributes to the potential for out of control vehicles. Accident experience and vehicle operations (usually truck) on the grade combined with engineering judgement are frequently used as the determinant for an escape ramp. Escape lanes may be built at any feasible location where the main road alignment is in transition. They should be built in advance of main lane curvature that cannot be negotiated safely by an out of control vehicle and in advance of populated areas. Escape lanes should exit to be left side of the main line. For new and existing facilities and until local criteria are available it may be useful to adopt the AASTHO criteria. The most commonly used escape ramp is the ascending type with an arrester bed, Fig. A.3.1. Ramp installations of ascending type use gradient resistance to advantage, supplementing the effects ofthe aggregate in the arrester bed, and generally reducing the length of ramp necessary to stop the vehicle. The loose bedding material in arrester bed increases the rolling resistance and bedding serves to hold the vehicle in place on the ramp grade after it has came to stop. Escape Note: Profile i alongwith baseline of he ramp ASCENDING GRADE Fig. A.3.1. Typical type of emergency escape rampIRC: 52-2001 ramp should be designed for speed range of 30 to 120 km per hour. The design of escape lane should consider the following criteria: ‘Safely stop an out-of-control vehicle and the length of ramp must be sufficient to dissipate the kinetic energy of the moving vehicle. Alignment of escape ramp should be tangent or be very flat curvature to relieve the driver of undue vehicle control problems. Width of ramp should be adequate to accommodate more than one vehicle because it is not uncommon for two or more vehicles to have need of the escape ramp within a short time. 9 to 12 m width would more safely accommodate two-ormore out of control vehicles. Widths of ramps in use range from 3.6 m to 12m. Surfacing material used in arrester bed should be clean, easily compacted and have high coefficient of rolling resistance, Layout of arrester bed adjacent to carriageway is shown in Fig. A.3.2. Entrance to the ramp must be designed so that vehicle traveling at a high rate of speed can enter safely. Advance sign is required to inform the driver about the existence of the escape ramp well in advance so that a decision whether or not to use the ramp may be taken. Regulatory sign near the entrance should be used to discourage other motorists from entering, stopping or parking at the ramp. Proper illumination of the approach is desirable. The characteristic that makes a truck escape ramp an effective safety device also makes it difficult to retrieve a vehicle captured by theraiip. Ideally aservice road located adjacent to arrester bed ig needed so that recovery vehicle and maintenance vehicles can use it without becoming trapped in the material. Width of service lane should be at least 3m (desirable).(o0naq puryy yo) dues odeose Kousdaama jo nosey CEVA zg 2 g s : : g i i 5 i INO a Hy — W963) 3900) emt WAVE? “7B wus removing a vehicle from the arrester bed. A typical layout of emergency escape ramp is shown in Fig. A3.3.NORYNTTIIOS OmMLY 30 SOOHIN UNHENG DHINCKS sHYEDTIC ULYHIIDS FOORYANO 1noWY TAATONAY Anaad CFD 129 airy 3e'ay SRONVARIG AHL ShimrIZO G2e0 sive Taro IM “hivenrs! suDie any snouTveon M100 mt ONY MivawaL Duimo> aMY miyto mr seven wed 4 Weneihiin 28 OVAONS (anid TAINED OL GEYVEWED Bray 40 HONS Whiontionet) NOUYM@MIUNS 4 WhYID so supa AN TaLoN TUBE MOUNATERGAAS Toe-Ge Ay NoUTaS SsOwD BROWIOL THEA NORVITIE wPaNe~22 LY Nou sse¥P Guowey wey tovanay 8a AY MIE Sse seen TASS aWKGON “YY AY NEDSS SOND gu BED AD wte—-sana nonemaet—l LABS nen aE alt a YEOH vine SAORY oun Int izand (8) y 1 ears “antes aay — oe : WIN STEN ae Shey OH BAST t | Sek BRO st. S009 mere L287 Fae es yas camigeats im rij ton a ea a a 29 ¥ by em enema} pare 2d30NVISIC IHOIS BNIdeO1S oa BAUCS LIAS 30 DNB] Wane 336 BAM ID MONT] WamihiW 4O3-2310N stm aye 40 Wied wouses woAN AKA Wom FAWOD IIHS 04 aLvNIaw> = Hi VIMY NOMWAaG = DMVIsIA WDIS DMIEMOIS = S FAYAD LNs IO MONAT = 1 ZHAN s Gwew 1 Wen ae cid, HBR ro0r-2e-9a4 BTONYNOTIVINAT SPNVISIO LHDIS aLviGaWesLNI 2 Pi ae BOs FABIO Lwns 40 H1ONTT Wan. ae BRAUN JO HLONAT Hominy Bed <31.04 Sanit sows Jo (W104 NOMDRSWALN! JHL woud BOAT LiWWAS 02 FUWKIOXO +A SNY NOUVIAIG =H FONVISIG LOIS TMOINYILNI «ce FAWND LIANG JO HINA] =] T¥aKm Erm foorzs Gl ose 006 + coz! | sey StuisH NI SKaND JO” WiBNaTN- Hsy NolviAga wo we oe goo 900 two x90 oO, Ssnuepaativa T BV HLONST Jt ih sno, ans ‘Bann Jo WONT ais heer 03) 2 ae > t } =a 7 0) eee pe pimsia LOIS DmadoIs:s wer: HPHY NOUVIBON BAMAD 30 WIDNS] =1 TK u G1) sHegrET At Ger) ESkegten 4 POF SN z wnt bse shuts 10S por, SBSH NI BAUND YO HLONET lor zatVALLEY SIDE CROSS DRAINAGE IN HAIR Pitt BEND