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3.

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Geometric
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Standards
3.1 Road Classification, Traffic and Loading
A. Road Classification

 DistrictRoad (Core Network)

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 An important road joining a VDC, HQ‟s office or

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nearest economic center to the district

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headquarter, via either neighboring district

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headquarters or the strategic Road Network.
 Village Road R
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 Smaller roads not falling under District Road

(Core Network) category are Village Roads
including other Agricultural road.
 B. Traffic and loading
 It is not financially viable to improve the standard of rural
transport link by small margin since the heavy cost involved is
not justified by the marginal benefits.
 Therefore, it is the accepted practice to design and construct

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new transport links or upgrade the existing ones using a traffic

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volume which is anticipated at some future date.
For rural transport linkage in Nepal, the period shall be 10 years

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
i.e. the road shall be designed with a capacity sufficient to
cope with the estimated traffic volume 10 years after the date

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of completion of works.

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Nepal Rural Road Standard have adopted Vehicle type as
“Type – both single tire and dual tyre” having two axle and the
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maximum axle weight is 10.2 tonnes for real axle with the
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following dimension
 Width :2.5m (Overall)
 Height: 3.8m (Normal application)
 Length of wheel base : 6.1m
 Length (maximum overall length excluding front and rear bumper):
11m
Equivalence Factors
S.N. Vehicle Type Equivalency
Factor
1 Car, Light Van, Jeeps and Pick Up 1.0
2 Light truck up to 2.5 tones gross 1.5

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3 Truck up to 10 tones gross 3.0

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4 4W tractor 3

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5 2W tractor 1.5
6 R
Mini Bus, Bus up to 40 passenger 3.0
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7 Bus over 40 passengers 4.0
8 Motorcycle , Scooter and Bicycle 0.5
9 Rickshaw and Tricycle carrying goods 1.0
10 Hand Cart 2.0
11 Bullock cart with tire 6.0
12 Bullock cart with wooden wheel 8.0
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S.N. Vehicle Type Equivalency Factor
13 Mule or Horse drawn cart 6.0

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14 Pack animal and Mules 2.0

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15 Pedestrian 0.2
16 Porter R 0.4
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3.2 Design
 Design Capacity
 It is advisable to design the width of a road pavement
for a given traffic volume so that it meets the Level of
Service B, defined as stable flow zone which affords

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resonable freedom to drivers in terms of speed

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selection and manoevers with in the traffic stream.

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 At this level, the volume of traffic will be around 0.5
times the maximum capacity.

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 This is the „design servicevolume‟ for the porpose of
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adopting design values.
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Design Parameters District Road Village Road
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(Core Network)

Hill Terai Hill Terai

Design Capacity – in both directions 200 400 100 200

(Vehicle per day/PCU per day) (400) (800) (200) (400)
 3.3 Design speed
Road Categories Hills Terai
Ruling Minimum Ruling Minimum

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District Road (Core 25 20 50 40
Network)

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Village Road 15 30

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Minimum design speed may however be adopted where the
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site condition and cost does not permit a design based on
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‘Ruling Design Speed’

 3.4 Horizontal Curves
 Horizontal alignment should be as directional, fluent
and match the surrounding topography to avoid
abrupt changes.

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 One new roads the curve should be designed to

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have the largest practical radius generally not less
than the ruling gradient.

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Radius below absolute minimum should not be

provided. R
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 Sharp curves should not be introduced at the end

of long tangents, since these can be extremely
hazardous.
 Design speed, super elevation and coefficient of
side friction affect the design of circular curves.
3.5 Minimum Radius of Horizontal Curves
 On a horizontal curve, the centrifugal force is balanced by
the effects of super elevation and side friction.
𝑉2
 Radius, 𝑅 = Where,
127(𝑒+𝑓)

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 V= vehicle Design speed, km/hr

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 e = Super elevation ratio, meter per meter

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 f = Coefficient of side (Lateral) friction between the vehicle
tires and pavement. [0.15]

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Design Speed, km/hr Recommended Minimum Radius, m
R Superelevation e=10% Superelevation e=7%
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15 10
20 12.5
25 20
30 30
40 60
50 90
3.6 Super Elevation
 Itis provided to maintain the design traffic speed
at a given radius.
 The maximum value of super elevation shall be

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limited to 7% in Terai and 10% in Hill.

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 The designer should aim at providing flatter

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super elevation but it should not be less than the
camber. R
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 Coefficient of Lateral Friction (f)
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 The value of the coefficient of lateral force

depends basically upon vehicle speed, type
and condition of road type and surface as well
as the condition of tyres. It is assumed „f‟ = 0.15.
3.7 Extra-Widening on Curves
 At sharp horizontal curves , it is necessary to widen the
crriageway to provide safe passage of vehicle.
 Widening is dependent on curve radius, width of

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carriageway and type of vehicle (length and width).

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 Widening has two component

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 Mechanical widening to compensate for the extra
width occupied by the vehicle on the curve due to

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tracing of the rear wheels, and
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Psychological widening vehicles in a lane tend to
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wander more on a curve than on a straight reach.
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 In single lane roads the outer wheels of vehicles use

the shoulders whether on the straight or on a curve.
Therefore use of the mechanical component of
widening should be sufficient on its own.
 For single lane road, only mechanical widening is
required for low traffic speed.
 𝐿2
 Widening, 𝑊= Where,
2𝑅
 L = length of wheel base of longest vehicle (m)
 R = Radius of horizontal curve, m

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Recommended Minimum widening for single lane
road.

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Curve Radius (m) Up to 20 21-60 Above 60

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Increase in width (for 3m carriageway) 1.5 0.6 Nil
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(m)
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Increase in width (for 3.75m 0.9 0.6 Nil

carriageway) (m)
3.8 Sight Distance
 The stopping sight distance is the clear distance ahead
needed by a driver to stop vehicle before collision with a
stationary object.
 Stopping sight distance=braking distance at particular

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speed + distance travelled by vehicle during perception

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and brake reaction time(lag distance)
Total reaction time of drivers 2.5second.

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
 Coefficient of longitudinal friction varying 0.40 for 20km/hr

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to 0.35 for 100km/hr.
𝑣2

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Stopping Sight distance𝐷𝑠 = 0.278𝑉 +
254𝑓
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 Ds = Stopping Sight Distance, m
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 V = Speed, km/hr
 T = Perception and Brake Reaction Time, seconds (2.5
seconds)
 F = Coefficient of Longitudional Friction (Varies as speed
varies)
Table: Safe Stopping Site Distance
Speed, Km/hr Perception and Coefficient of Safe stopping
Brake Reaction Longitudional sight distance,m
Time,t (sec) Friction

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15 2.5 0.4 15

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20 2.5 0.4 20
25 2.5 0.4 25

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30 2.5 0.4 30
40 2.5 R 0.38 45
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50 2.5 0.37 60

 Intermediate sight distance is twice the safe stopping sight distance.

 Intermediate sight distance permits reasonably safe overtaking.
 Single lane road should be designed for intermediate sight distance
standard.
 In mountainous and steep terrain, it might be difficult to design the
horizontal alignment with intermediate sight distance value.
3.9 Vertical Curves
 Vertical curve are introduced for smooth transition at
grade changes.
 They should be designed as parabolas.

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 The length of vertical curves is controlled by sight

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distance requirement but curves with greater lengths

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are aesthetically better.

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Minimum length of vertical curve

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Design Speed (Kmph) Maximum grade
change (%) not
Minimum length of
vertical curve (m)
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requiring a vertical
curve
Up to 35 1.5 15
40 1.2 20
50 1.0 30
Types of vertical Curve
A. Summit Curve
 Governed by choice of sight distance

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Case Length of Summit curve(m)

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For safe stopping sight distance

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When the length of the curve L=(N.S^2)/(4.4)

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exceed the required sight distance
(i.e. L>S)
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When the length of the curve is less L=2S – (4.4)/N
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than the required sight distance (i.e.
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L<S)
N=deviation angle i.e. the algebric difference between the two grade
L = Length of parabolic vertical curves (m)
S= stopping sight distance (m)
The above formula has been derived based on the following assumption
Height of driver‟s eye (H)=1.2m (above the pavement surface)
Height of subject above the pavement surface = 0.15m
B. Valley Curve
 The length of valley curves should be such that for
night travel, the headlight beam distance is equal to
the stopping sight distance.
Case Length of summit curve (m)

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For safe stopping sight distance
When the length of the curve L=(N.S^2)/(1.5+0.035S)

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exceed the required sight

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distance (i.e. L>S)

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When the length of the curve is
less than the required sight
L=2S-(1.5+0.035S)/N
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distance (i.e. L<S)

N=deviation angle, i.e. the algeric difference between the two grade
L= Length of parabolic vertical curve (m)
S=Stopping sight distance(m)
The above formula has been derived based on following assumption
Head light height = 0.75m
The beam angle = 1 degree
3.10 Minimum Radius
 3.5 for Horizontal curves
 3.9 for Vertical curves

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3.11 CO-Ordinates of Vertical
and Horizontal Curves
 The plan and profile of the road should be designed
in proper coordinate to ensure safety and utility of
the road

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 Sharp horizontal curves should be avoided at or near
the apex of the summit on vertical curves or the

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lowest point of valley curves.

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 Horizontal and Vertical alignment should coincide
with each other as far as possible and their length
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should be more or less equal. If this is difficult for any
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reason, the horizontal curve should be somewhat
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longer than the vertical curve.

 The degree of curvature should be in proper balance
with the gradients. Excessive curvature in a road with
flat grades does not constitute balanced design and
should be avoided.
 3.12 Hairpin Bends
 They are designed as circular curve with transition at each
end. (Better to avoid)
 Alternatively, compound circular curves may be provided.
Hairpin band design criteria

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S. Design Standard District Road (Core Village Road

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N. Network)[Hill] [Hill]

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1 Minimum spacing between 100 100

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Hairpin Bends(m)
2
3
Minimum radius of curve
Minimum roadway width at R 12.5
5.5 for a 4.5m roadway
10
5 for a 4m
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apex (m) width and 6.25 for a roadway

5.25m roadway width width
4 Maximum Gradient (%) 4 4
5 Minimum gradient 0.5(max 1) 0.5(max 1)
6 Maximum super elevation 10 10
(%)
7 Minimum transition curve 15 15
length (m)
3.13 Vertical Clearance
 Should be measured from highest point of
carriageway i.e. crown or super elevated edge

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of the carriageway.

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 Vertical clearance of 5m in overall.

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 In case of overhead wire, poles etc at least 7m.

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3.14 Lateral Clearance
 Lateral clearance between roadside objects
and the edge of the shoulder should normally be
as given below

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 Hill road – normally 1m but may be reduced to

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minimum 0.5m in steep and difficult areas And

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where the cost of providing the full clearance is
high. R
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 Terai road – normally 1.5m but may be reduced
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to a minimum of 1m
3.15 Right of Way
 It
depends on the importance of a road and
possible future development.

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Total right of Setback Comments

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way (ROW) (m) distance from

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Road land
boundary/(RoW

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) to Building line

R on either
side(m)
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District Road 20 6 10m RoW on

(core network) either side from
road centreline.

Village Road 15 3 7.5m RoW on

either side from
road center line
3.16 Bypass
A. Passing Zone
 The increased width at passing zone should
allow two trucks (2 axle) to pass.
 The width of carriageway should be 5.5 and

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length about 12m along the outside edge and

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30m along inside. This means that passing zones
and lay bays should be tapered gradually

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towards the carriageway so that vehicles can
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leave or join the traffic stream safely.
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 At passing places, vehicles would be expected
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to stop or slow to a very slow speed.

 Location every 300m for Hill and 500m for Terai.
 Location also depends on the sight distance
and should be provided at or near blind and
sharp summit curves.
B. Lay-bys
 This may be provided for parking or for bus stop
to allow vehicles to stop safely without impeding
passing traffic.

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 The minimum bus lay-bys width shall be 3m (i.e.

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minimum 6m carriage way widths) and the
length 12m along the outside edge and 30m

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along the inside edge.
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 This means that passing zones and lay bays
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should be tapered gradually towards the

carriageway so that vehicles can leave or join
the traffic stream safely.
3.17 Formation Width

 Formationwidth shall be a total of widths of

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carriageways, medians and shoulders will
be discussed later.

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 3.18 Camber Slope
Camber District Road Village Road
(Core Network)
Hill Terai Hill Terai

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Carriage Earthen (existing) 5 5 5 5

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way cross Gravel 4 4 4 4

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slope (%)
Bituminous Seal Coat 3 3 - -

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 Ifthe rainfall is more than 1000mm than cross slope
can be 0.5 to 1 percent steeper.
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 Unpaved shoulder on paved carriageway should

be at least 0.5 percent steeper than the cross fall of
the carriageway. However 1 percent more slope
than the carriageway is desirable.
3.19 Carriageway Width
 Carriageway Width depends on
 Dimension of Vehicle
 Traffic Volume
 Width of shoulder
General Consideration

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

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 For District Road (Core Network), Traffic volume <100, Single lane (3.75m)
with Passing place in hill and shoulder in Terai providing sight distance

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adequate for safe stopping.

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 Carriageway width of District Road (core networ) is 3.75m but can be
reduced to 3m where traffic volume is less than 100 motorized vehicle per

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day and where traffic is not likely to increase.
If village road carries a traffic volume of more than 100 motorized vehicles
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
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per day, the carriageway width will be 3.75m and affect other design
parameters accordingly.
 In case of built up market area, extra width of pavement for pedestrian
and laybys can be considered with covered drains which will be sufficient
for parking other motorized and non motorised vehicles.
 For distric road (core network) with a volume of traffic > 400Vpd, at least
width 5.5m.
 Desirable road surface for District Road(core network) is gravel or paved
whereas for Village Road is Unpaved or gravel.
Shoulder Width
 Edgeof Carriage way to edge of usable formation.
 Advantages
 Space for vehicle to stand clear of pavement.

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Non-motorized traffic/pedestrian can travel with

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
minimum encroachment on carriageway and greater

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safety.

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 Additional maneuvering space.

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The capacity of the road can be increased by
providing paved shoulder up to 15%.
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 Sealing of shoulder reduces maintenance costs and

improves moisture condition under pavement.
 Non motorized vehicles in hills are smaller than
terai, hence shoulder width in hills are relatively
smaller.
Road way width
 If the available existing roadway width is more than that
stated below and the carriageway is to be paved, the
partial remaining roadway width between side
drain/ditch and paved edge can be maintained as

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harder shoulder and earthen shoulder.

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 If sufficient road way width is available and substaitial

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movement of pedestrian and non-motorized vehicles
occur, special provision should be made in this situation

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where such flows are significant with respect to the level
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f motorised vehicles movements.
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 Some localised shoulder improvemets may be
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appropriate as non-motorised traffic generally increases

near town and villages.
 The following two features are recommended.
• The shoulder should be sealed.
• Shoulders should be clearly segregated by the use of edge
of carriageway surface marking and other measures.
 Table: Carriageway, Shoulder and Roadway Width

Carriageway Width Shoulder Roadway

(m) Width Width (m)
District Hill 5.5(Traffic>400Vpd) 0.75 7.0

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Road

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(core 3.75(T>100vpd) 0.75 5.25

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network)
3(T<100vpd) 0.75 4.5

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Terai 5.5(T>400vpd)
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3.75(T>100vpd) 1.5 6.75

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3(T<100vpd) 1.5 6

Village Hill 3 0.5 4

Road
Terai 3 0.75 4.5
*The above given roadway exclude drain, parapet and top of retaining wall
 Fo
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3.20 Cross Section

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 District Road (Core
Network)-
Intermediate lane
with drain in Hill

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area

be nc
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R
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District Road (Core

Network)-
Intermediate lane
without drain in Hill
area
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be nc
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R
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District Road (Core Network)- Intermediate lane without drain in Terai area
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Village Road - Single lane without drain in
Hill area
R Village Road -
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Single lane with
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drain in Hill area

3.21 Longitudinal Gradient
 Selection of ruling gradient depends on several
factors as type of terrain, length of the grade,
speed, pulling power of vehicles and presence of
horizontal curves.

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 Recommended Gradient in next slide

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 If the traffic volume mostly consists of animal

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drawn vehicles then the maximum gradient
limited to maximum of 3%
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 Road must have some gradient for efficient
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drainage, desirable minimum gradient is 0.5% if

side drain are lined and 1% if unlined.
 Exceptional gradient should be adopted only in
very difficult places and unstable locations in short
length in hill.
S Design Standard District Road Village
N (Core Road
Network)
Hill Terai Hill Terai
1 Ruling gradient(%) 7 5 7 5

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2 Limiting Gradient(%) 10 6 10 6

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3 Exceptional Gradient (%) 12 7 12 7

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4 Limitation of maximum gradient length 300 - 300 -

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(m) above average gradient of 7%

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5 Maximum recovery gradient(%)to be
applied after gradient in excess of 7%
4 - 4 -
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for a minimum recovery length of

150m
6 Maximum gradient at bridge 5 5 6 5
approach (%)
7 Minimum gradient on hill roads (for 0.5(m - 0.5( -
better drainage) (%) ax 1%) max
1%)
3.22 Drainage

 For long life of pavement and other components of

a highway system, the subgrade should be kept at
optimum moisture level and avoided to be over

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wetted.

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 Water should be drained away from the road and
ground surface as well as under the surface by a

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system of surface and subsurface drainage.
 R
Pavement must have sufficient camber to drain
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storm water laterally.
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 Road must have some gradient for efficient

drainage, desirable minimum gradient is 0.5% if side
drain are lined and 1% if unlined.
3.23 Retaining Structures
 On steep cross slopes of hills, volume of filling may
be considerably high and cutting slopes are
unstable.
To minimize the volume of fillings and to stabilize the

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

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slopes retaining walls are constructed.

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 Retaining walls are designed to withstand the lateral
pressure from the soil or the filling materials so as to

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be stable against overturning, sliding, foundation
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failure due to excessive bearing pressure with
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adequate structural strength.
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 Vehicle load is replaced by an equivalent

surcharge of additional height of filling materials for
design.
 When the height of retaining walls becomes large,
overpass or half-bridges are constructed.
 3.24 Design considerations for Green Roads
 All roads should be designed and constructed with proper assessment of all
Environmental and Social aspects and their impacts.
 Environment Protection Acts and Rules of Government of Nepal should be
followed.
 All design elements of road should properly blend with the surrounding
elements of nature.

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Road alignment should avoid preserved zones like national parks, historical

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
monuments and other sensitive to flora, fauna and people.
As far as possible road alignments should be located on wind leeward

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
(opposite to windward) side of the populated areas so as to minimize the
effect of dust and smoke pollution during construction and vehicle movement.

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 Proper provisions of path should be made for migration of animals across the

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roads located in forest areas.
 Bio-engineering techniques should be applied on road slope stabilization.
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 Road side arboriculture should be implemented.
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 Road embankments should be constructed using local materials as far as

possible. But Road side excavation and burrow pits should not be encouraged
especially on highly fertile lands.
 Quarries for construction materials should be properly managed and provisions
for reinstatement to an acceptable condition should be made in the project.
 Local people should be mobilized as much as possible and use of fuel
consuming equipment's should be minimized or neglected.