IRC:99-2018 GUIDELINES FOR TRAFFIC CALMING MEASURES IN URBAN AND RURAL AREAS (First Revision) INDIAN ROADS CONGRESS 2018IRo-9-2018 First Published = January, 1988 Reprinted 2 May, 1989) Reprinted January, 1996 Reprinted December, 2001 Reprinted ‘Octover, 2005, Reprinted December, 2007 Reprinted March, 2011 Reprinted February, 2016 First Revision May, 2018 (AI Rights Reserved. No par ofthis publication shall be reproduced, transleted or transmitted in any form or by any means without the ‘permission ofthe Indian Roads Congress) Printed at India Offset Press, Delhi - 110 064 500 Copies:IRe29-2018 TABLE OF CONTENTS S.No. Desi Page No. Personnel of the Highways Spacificaions and Standards Committee Hi 1 Introduction 2 Trafic Calming 5 2.4. Necessity of Tac calming 5 2.2 Clessification of Trafic Calming Techniques 6 23. Active or Design Enforced 6 24 Other Measures 14 2.5. Effectiveness of Trafic Calming Measures w 2.6 Passive or Law Enforced 7 2.7 Visual Warnings or Pre-Warnings 7 3 Trafic Calming Messures in Urban Areas 20 3.1. Vertical Defecions 20 3.2. Horizontal Detections 28 3.3. Road Narrowing 28 3.4 Contra Islands 8 3.5. Supporting Measures, 28 3.8. Trafic Calming at Road Junctions Ey 3.7 Traffic Calming on Main Roads 3t 3.8 Trafic Management Measures 32 3.9. Eligibility Criteria and Ara of Application 2 4 “Trafic Calming on Rural Roads (Highways) 34 4.1, Demarcation of Traffic Calming Zones on NH and SH 35 4.2. Demarcation of Zones for Trafle Calming Measures, 26 4.3. Demarcation of Trafic Calming Zones at Road Junctions ar 44 Checklists forTraffic Calming Treatment 38iRo-98-2018, 5 Checklists 5.1 Highway Comidors 5.2 Highway Corridors without Central Medians 6.3 Strotches of Highways without Pedestrian Footpaths 5.4 Stretches of Highways without Service Lanes 5.5. Road Junctons on Highways 5.6 Railroad Inersections on Highways 5.7 Bridges on Highways 5.8 Urban Roads 59 HillRoads References “1 Bs et e4 66 69 n0 “ 2 13 IRow9-2018 PERSONNEL OF THE HIGHWAYS SPECIFICATIONS, Kuma, Mano (Convenes) Singh. BN. (Ce-Convenor ama, Or SK (Momter Setar) Bamezal, Prot. (02) Gita sr, Tot Bhanot, Bak} Bongiwar, PL Gupia, DP. Jain, Prof (01) SS, Jin, RK. Kadiya, Dc LR. Lat Bhar 1a, Charan vain, units Neohakay, J, Pandey, RK. esi, Prt (Or) M, Patera, Or. UK. Pawar At Porwal, be SS (¥Si4) Raju, De OS, wat 5, Sarangi. Sharma, ME. Sharma, 8. AND STANDARDS COMMITTEE (As on 13.10.2017) Decor General (Read Dovelopment) & Special Secretary to Gov. of India, Misty of oad Transport and Highways, New Dei 8, Drecor General, Minty of Road Transport and. Highways, New Deki Chief Engineer (R) SR & T, Misty of Road Transport & Highways, New Dab Mombors RAD, Inn nti of Mass Cornmunicton, New Det Ciel Engineer, PWD, Arunachal Pradesh Ccisiman, TED, Bureau of Idan Standards, Now Delhi Secretary (Ret), PID Maharastra GIRO) & AS (Reld), Ministry of Road Transpo and. Hihways, New Dens Professor, non Irstuls of Technology, Roorkoo Chie Enginser (Ret), PHD Haryana Chie Executive, LR. Kaya & Associates, New Delhi (xpd on 18:02 2016) ‘Chatman, Envicnment Polson Conte Authoy, Dh Engeer.n-Chef, Guugram Matopeltan Develoment Aunty, ayaa 100, Cer or Sclence and Environ, Now Oe Secretary (Ret), PWD Manarasira ‘Momber (Projet), National Higheays Authority of nda, New Dei ean, SRI, Indian Istuts of Technology, Roorkee Director (Tech), National Rural Reads Development Agency, New Del Secretary (Ret), PWWD Maharashtra AD (Ret), Border Ros Organon, New Dal Enginger.in-Chie (Ret), Roads & Balding, Andra Pradesh Execute Director, AECOM Ina Put Lis, (CGH, National Hagways Author of ina, New Doh (Chief Engineer, Ministy of Road Transport and Highways, New Dei GIRO) & SS (Pets), Nesey of Road Transport and Highways, ‘New DeIRow9-2018 s Bese 26 26 ar 28 ‘Shookand, Baie Singh ‘Singh, Nirmal ‘Singh, Pawan Kumar ‘ioha, AN. ‘avade, 0.0. ‘The econ, (Chanda, Or. Sash) ‘The Dirwctor Goer, (Ghrvasiava, Gon. SK) “Tho Diecor Gavel (atu, Vshos) ‘Tho Engncoro-Chlt, (Shaxma, LL Gen, Sesh) “kao, Binal “Tart, Prot, (Or) Gastam Varshney, Sharad vena, Baki, Dot ‘hows Suri Kendasamy, © ‘The Direcor, (Pati, Cap (Os) Rajendra, Sane) President Indian Reads Conaress Director Ganaral (Read Development) & Speci Secroiary to Gov of na Secretary General, Ingian Ross Congress Executive Engineer, PWD Haryana DDGIRD) & SS Fe}, Minsty of Road Transport ard Highways, New De (OM, sM nda Lis (OGIO) & SS (Ret), Minty of Rood Transport and Highways, New Dee Member (7), National Highways Autor of Ina, Now Dah Conta Roa Research nettle, New Dah Border Reads Organisation, New eth Secity of nan Automobile Manufactures, New Deh NMatary Engnese Services, New Dati ‘Secretary (7), PWD Jammu Professor, naan Institute of Technology, Now Dah Superintending Engineer, Ministry of Road Transport and Highways, New Den "MO, Engg and Pisnnng Constants Ui, Now Delhi Corresponding Members Presiden, nti. of Road Tale Edicion, New Delhi Engineer-n-Chet Ret), Tara [DG{RO) & SS (Rot) Mest of Road Transport and Hghuays, New Deh Cental neta of Rose Transport, Pune Ex-Officio Members (Pradhan 8), Engnoorn-Chief eum Secreta, Works Department, (Kumar, Mano) Misty of Road Transport and Highways, New Deh ral, Sanjay Kumar1Re-99-2018 GUIDELINES FOR TRAFFIC CALMING MEASURES IN URBAN AND RURAL AREAS IRC:99-1988 was entitled “Tentative Guidelines on the Provision of Speed Breakers for Control of Vehicular Speeds on Minor Roads". This document has been reviewed and revised. The revised document is IRC:99 vith tite “Guidelines for Trafic Calming Measures, in Urban & Rural Areas”. The task of ravision of IRC:99 was assigned to Road Safety and Design Committee (H-7). The revised drat was prepared by the Subgroup comprising Dr Geetam Tiwari, Shri Jacob Gaorge, Shri SK. Marwah, Shri R.R.D Kitor, and Mrs, Bina C. Balakrishnan, The draft was doliberated in a series ot meetngs. The H-/ Commitee finally approved the draft document in its meeting held on 25% September, 2017 and decided to send the final draft to IRC for placing before the HSS Committee ‘The Composition of H-7 Committee is as given below: ‘Singh, Nimatit Convenor Manwah, Si. Co-Convenor George, Jacob Member-Secretary Members ‘Agarwal, Pro (Dr.) PK. Ram, Prof, (Or) Sewa Agrawal, CP. Ramana, Venkata Balakrishnan Bina C. Reddy, 8. Srinivas Elango, Tang>| Roychowdhury, Anumita Gupta, Kemini ‘Shomar, OP. Jain, N.S, Singh, Paramprect ‘Joint Commissioner of Police ‘Singh, Pawan Kumar (Trafic), Det ‘Srighara, BT. Kiros, RRO. “wan, Prof. (Dr) Geetam Mira, Prof. (Dr) Sudeshna Velmurugan, Dr. S. arida, Prof. (Dr) M Verma, Mohit Pateriya, Dr Corresponding Members Arkatkar, Dr. Srinivas Sidhu, H.S. Bhanot, Bala] Singh, Prof. (Dr) Indrasen Sakthivelt Ex-Officio Members President, (Pradhan, N.K), Engineer-in-Chiet Indian Roads Congress ‘cum Secretary, Works Department, Odsha Director Genoral (Kumar, Mano)), Ministry of Road (Road Development) & Special Transport & Highways Secretary o Govt. of India Secrotary General, Nirmal, Sanjay Kumar Indian Roads CongressRc-29-2018 The Highways Specifications & Standards Committee considered and approved the draft document in is meeting held on 13° Octeber, 2017. The Executive Commitee in ts meeting held on 2° November, 2017 considered and approved the same for placing it before the Council. The Council of IRC in its 213" meeting held at Bengaluru on 3 November, 2017 considered and approved the draft of IRC:99 "Guidelines for Traffic Calming Measures in Urban & Rural/reas" (First Revision} for printing. The valuable contibution made by Dr. Sanjay Wakchaure, SE MoRTH regarding review of detailed document deserves special mention {INTRODUCTION 11 Road categories and their specific designs are determined by considering the qgamunpeemies p66 o vores hat wi vavel on thr wn coneience and ete ‘cerain locations ike approaches to @HBABISUNVES, SORgestealSGeEMBLOA locations and (@SIGHAlSHESES, towards manned and unmanned (EVGHGRSSINgE, control of speed becomes necessary to promote orderly movement of traffic and to enhance safely. despite the considerable variation in the direction and mass of vehicles plying on them: Several such experiences fom around the world have established that the use of Trafic Calming techniques to influence road design significantly reduces accidents, pollution and makes neighboumtoods more liveable. 1.3 However, the caso in India is quite diferent given the heterogeneity of meds of traffic on most roads (see Table 1.2). The vehicies plying on urban roads, National Highways (NHs) and State Highways (SHs) vary widely in terms of operating characteristics. Sometimes lractors and animal carts share the carriageway with fast moving motorised traffic. Tho highways that pass through vilages and towns are also sharod with local traffic - resulting in \wide variations in direction, speed and vehicle mass. 14 Given the contex of socio-economic conditions across the country, itis dificult to restrict access of non-motorsed vehicles to highways. The Traffic Calming techniques have to be adapted to the Indian context to achieve the goals of managing efficient trafic ow at the same time ensuring safety of all oad users especially around areas where the Highways pass through the vilages ard tows 1.5 Road construction and maintenance are expensive public expenciture items and the costs on the road users end overall society is also substantial. The social costs comprising ‘of accidents involving injuries and deaths and pollution inthe surrounding aroas are dificult to ‘quantity In ight of this, i becomes imperative to pursue policies that minimise transportation costs for the individual road links and the network as @ whole using the limited financial resources efficiently. The eatensiveness and diversity in road networks create opportunities to explore the wide range of trafic calming techniques and also consider trade-offs between ‘one another to improve any situationIRew9-2018 4.6 Incity and metropottan regions, roads should be designed restrict the passenger vehicles speeds at 50 km/h and those of tucks and commercial vehicles at 40 knw. This will ensure that the traffic moves smoothly with less acceleration and deceleration at average ‘speeds between 20 and 30 kph, 4.7 Vehicle speed is ona ofthe crtical factors associated with road accidents because higher speeds reduce the time avaliable to avoid collisions and makes the impacts in colisions more severe. Research studies from around the world demonstrate conclusively that the frequency and severity of accidents usually reduce with reduction in average speed. ‘A decrease in average speed of 1 krvh wil typically resul in a 3 per cent decrease in fatal ‘accident frequency. Variation n speed between vehicles within the trafic stream is another factor that contributes to accident occurrence. Table 1.1 and Fig. 1.1 establishes the importance of speed management in accident severities (Elvik, Christensen, & Amundsen, 2004), Fig. 1.4 Probability of Fatal Injury for Pedestrian by the Speed of the Car on Impact ‘Table 1.1 Effect of Death and Injuries by Change in Mean Spocd ‘Change in Mean Speed Change in ‘Speed Reduction ‘Speed Increase “0% | 5% | 1% | 1% | +5% | +0% Daath 2I% | 4% | Bm | 426% | 54% ‘Serious injuries ~14% | 3% | +3% | +16% | +3306 (Other injuries Th | 1% | 2% | 40% | 415% Property damage crashes 5% | 10% | +1% | +5% | 10% 1.8 __Giventhewidedifferencesin traffic pattems indifferent countries itisrecommended that car and unambiguous instructions should be communicated to ensure thatthe design is appropriate for the local conditions. Two main principles for speed reducing measures hhave been discussed.Ros9-2018 |. Visual measures - Speed limit signs, painted strips across the road, zebra ‘crossing, stop marking onthe road surface (visual brakes), three dimensional markings, road surface patterns and plants etc. Il. Physical measures. Its common experience that visual measures like speed limit signs alone may not suffice to contol driving speeds but has significant effects when combined with physical measures. 1.9 The goals and objectives for traffic calming are standard for most countries Safety isa key objective for vitualy al trafic calming schemes, not ony in terms of reducing, accidents, but also to reducs the degree of danger felt by people using the streets. In recent, years, concerns over the environmental and public health effects of trafic have increased Considerably leading to an additional objective of minimizing environmentalimpacts. Reducing the speed and volume of trffic can contribute to a better local environment, butt may often be possible, through imaginative design and the use of appropriate materials (Rehman, et al., 2008). 4.40 This document aims to provide key information about Traffic Calming techniques, for urban areas, State Highways, National Highways and rural roads, Chapter 2 lays down, the understanding of various trafic calming techniques, followed by a detailed description of various techniques in urban areas in Chapter 3 and rural areas (highways) in Chapter 4. ‘Table 1.2 Traffic in India vs Trafic in Developed Countries, (| —Featire | in [___Devaloped Count 1. | Modal mix of rac |Two-wheeere,three-uheslers| Car ae the dominant mode Inuban areas |and non-motorized afc comprise a much larger sare in urban trate _ Z [Modalmixen —|Tacks, buses and care|Care are the dominant mode inerety roads easttte a larger share on and there are no tractors and most ighways, non-molorised tafe, Terex, motorised tate (varies from road to road) Lage vatatonin speeds. __| & [Highways passing [Almost all interoty roads pass|ExensWve network of limited through fonnships. | trough townships and vilages. | access highways ensures thet Treretore, all iniercty. trafic most long-distance traffic uses must interact with local Uaffc| he same. wen passing through these | Trafic on intercity roads passing| arvas. through townships 1s generally not long stance afc. and| hence has slighlly diferent characteristics and needs. | Presence of tractors and non- litle variation in speeds, | |IRc99.2018 rear naa Developed Counties | [Worle The suspenson aston of|Since the vast majory of characteristics |vehisee and their izos_vary| vehicles erecarsandoven larger recy. Therefore, horizontal | vehicles, horizontal measures: Trafic Calming measures tke |are effective lane narrowing and staggering | Vertical _measures must be: would have to be re-oxplored to |taiored to cars, buses and. Jdealwith narrow vehicles. trucks, where two-wheelers is Vertical measures. ke humps |not a major issue. (speed breakers) would affect cars, motorcycles, trucks and buses diferent, 5. | Traffic segregation | Very litle segregation of taffic.|A large proportion of roads in| ‘Trafic Calming measures | Europe now have segregation of ‘should target segregation as|traffic, especialy the provision Jone ofthe major goals. of bicycle lanes thereby making the Traffic Calming measures asior to implement 2 TRAFFIC CALMING The central theme of Traffic Calming is to reduce the adverse impact of motor vehicles on builtup areas. The techniques usually involve reducing vehicle speeds, providing more space for pedestrians and cyclists, and improving the local environment. Road engineering aims to brnging the design of the road in accordance with the desired ‘speeds ofthe vehicles plying cn them, constitu the guiding principles of Speed Management by Design or Traffic Calming. ‘The basic principle of Trafic Calming remains universal, that isto lower the vehicle speeds Inorder to reduce accidents, pollution and enhance livability of surrounding areas. Vehicles traveling at speeds below 20 «m/ can co-exist with pedestrians in relative safety, Measures such as road narrowing, roundabouts and road humps, reduce the negative effects of motor vehicle use, and flier driver behavior and improve conditions for non-motorized street users. 24 Necessity of Traffic Calming ‘Studies have shown that trafic calming can reduce accident levels by up to 40 per cent, ‘and have a significant impact on reducing the severity of accidents, economic loss and air pollution ."The main advantage of trafic calming is that itis selfenforcing and does not normally require any complication trafic control devices and is usually highly cost-effective; achieving benefits with a value far greator than the costs. 5IRc-99-2018 22 Classification of Traffic Calming Techniques “The classification of trafic calming techniques proposed is shown in Fig. 21 _—| Fig. 2: Classification of Traffic Calming Techniques 23 Active or Design Enforced ro-active or design enforced approaches are highl effective since these can achieve almost 100 per cent success rates in managing speed on the road with relatively low level of capital ‘expenditure. The roads and vehicies can be designed to achieve a desired response to road ‘and speed classification and volume recommendations. The appropriate design can address the driver by influencing the driving behavior. Such approaches should be the preferred ‘method in most cases given their high evels of effectiveness with low investments. ‘A very high percentage of road accidents are attributable to human error. Changing human behavior of drivers and other road users is a slow process and a significant challenge. Several attempts and experments at influencing road user behavior have yielded less than. ‘satisfactory resulls, The limitations of the human ablity remain evident given the range of behavioral Issues and weaknesses - motivation, allenion, emotion, observation, prediction, knowledge and skis that prevent the human from being an ideal trafic participant. In this ‘context, the strategies should focus on adapting the transportation system to suit the people who use them, so that they are led to behave safely, rather than nudging people adapt to the system faling which there are serious consequences such as permanent mutilation or fatalities. More precisely, the three basic elements of the system - infrastructure, road User and the vehicle should be adapted to each other. The endeavor should be that the infrastructure and the vehicle parts of the system should adapt well to the limitations of human ability through proper design.IRo-90-2018, 23.4 Physical Warnings ‘Traffic calming on road infrastructure can be physical measure to curtall the speed forcing drivers to slow down to the desired speed. ‘Teble 2.4 Types of Physical Warnings Wethod Tntent of TC technique ‘Successful Examples intervention Physical signal to diver | Influences diver behevior by means of jerks and vibrations tothe vehicle Road humps, rimhia tips ralsod crossings, platform junctions raised at pavement level, speed tables and amps _ Carriageway width constrictions, chicanes, comer blips, planted central reservations, bends in the trafic route ete Directly affecting is isk] perception by visual or audio means Psychological signal to river ‘The common factor that effet of psychological signal tothe driver get reduce over time, 2s the drivers get used to the measures as part oftheir routine travel habits, 232 Lane Narrowing Lane narrowing can reduce the spoed of cars but its effect is minimal fortwo wheelers. Also, in the case of bicycle lanes, here are more chances of the lane being encroached upon by the motorized vehicle due to a constricted carriageway. The narrowing should be indicatod Using lane marking or texture change or calour change or by kerb markers. Lane narrowing is shown in Fig. 22 and 2.3, Fig. 2.2 Lane Narrowing 7IRo-99-2018 ms) TS oO le o ‘neLane Sow Pont TwoLane low Point Fig.2.3 Lane Narrowing 233 Speed Breakers/Humps ‘Speed breakers are commorly used to reduce speeds and help in maintaining efficient tatfic flows by reducing speed ciffrences among the road users. However, the dasign and type of the speed breaker is crtcal. The degree ofthe effect ofthe humps in terms of speed reduction ‘dopends upon the profle, height, gradient, length and the material used inthe design. Their sight indicates to the driver about the impending inconvenience in the form of a jerk and vertical deflection and the driver understands higher speed would cause inconvenience to them, thus there would be a general tendency to slow down. Their key advantage is that they ‘can be easily placed at identified locations. 23.3.1 Circular Humps ‘The profile ofthis hump is crcular as shown in Fig. 2.4. The radius and chord length can be varied to diferent passing speed. Fig. 24 Circular Hump ~ Shape of a Cireular Arc 8IRo-99-2018 233.2 Trapezoidel Humps ‘The trapezoidal humps have a slightly raised flat section of a carriageway with ramps on both ‘ides as shown in Fig. 2.8. These can be used in connection with pedestrian crossings. If installed correctly, the discomior is moderate for cars, whereas lories and buses must pass very siomly, Fig. 2.5 Trapezoldal Hump — Flat Top with Tapered Sid 233.3. Rumble Strip Rumble strips are provided zt places where speed control is unavoidable in highways and arterial roads. Properly designed rumble strips can be provided on NHs and State Highways. ‘The rumble strip can be cas! in situ with coment concrete or promix bituminous materials. Rumble strip may be provided across the entire width of carriageway and paved shoulders (if any). Raised section should be 20 to 30 mm high, 200-300 mm wide and spaced about ‘one moter centre to centre ofroughly 6 numbers atone location as shown in Fig. 2.6. These ‘are placed across the entire carriageway including the shoulder. Proper workmanship must bbe exercised ta achieve the required height. On approaches to narrow bridge, rumble strips ‘can be used in shoulder to oroe the driver to slow down and drive on restricted width of ‘pavement in approaches, whore shoulder gets terminated or in some case shoulder space is ‘converted to raised footpath etc. In accident prone locations, where accidents have ovourred {due to departure of vehicles fom shoulder on to side slope of embankment, rumble stip can 'be used on such a shoulder side aso.IRo99-2018 Fig. 2.6 Rumble Strip (Not to Scale) 23.3.4 Transverse Bar Markings ‘Transverse bar marking made of thermoplastic markings Is another treatment fo alert and to reduce the sped. Number of sets of transverse bar markings on approach to hazardous location depending upon the speed. Each set comprises of 6 bars, 200 to 300 mm wide {600 mm apart of 5 mm high and of 300 mm wide 1000 mm apart of 15 mm high as shown respectively in Figs, 2.7 anc 2.8 600 £00 | 300300 ‘Thermoplastic Marking of 300mm wide and Smm height, at 600mm apart (one set is of 6 Strips). Smm height is achieved through two applications of thermoplastic, applied at an interval not less than 1 hour after 1st layer gets solidified Fig. 2.7 Bars with Height of § mm & Gap Width of 60 mm 10IRo-99-2018, 1000. A000 i 300 300 ‘Thermoplastic Marking of 300 mm wide and 15 mm height, ‘at 1000 mm apert (one set Is of 6 Strips). 15 mm height is achieved through six applications of thermoplastic, applied at an interval not tess than 1 hour after the previous layer ‘gots solidified. Altornatively, made of Mastic Asphalt or any ‘equivalent material which would provide 15 mm high 8 with Height of 15 mm & Gap Width of 1000 mm 2.33.5 Speed Table (Raised Crossings) ‘Speed Table, which isthe raised crossing, extonds the full width ofthe carriageway betweon the kerbs and extends over a longer length of road than humps. The surface should be of 2 different material to the carriageway and footpath. Speed Table is more suitable than road ‘humps when the measures are implemented on bus routes. In @ corridor having considerable ‘buses, the length of the Speed Table should be sufficient to accommodate the full wheelbase ofthe bus to reduce passenger discomfort to a minimum. 9 Speed Table "IRo:99-2018 23.36 Raised Crossings Ralged eressings are used to resolve conficts between diferent kinds of traffic ie. cars and other motor vehicles, cyclists and pedestrians and are predominantly used at minor junctions, property access, and entry and exit to service roads and would provide comfort, ‘convenience and safety to all users. Fig. 2.10 intersection Treatment for Major to Minor Roads (European Settings) 23.4 Reised Intersections Ralsed intersections are used to bring all users to a common speed limit without affecting the cyclists too much. They san be mainly used on junctions where the intervention does not affect the movement of high volume through traf. Fig. 211 Intersection Treatment ata Minor Crossing 23.5 Textured Pavements ‘Textured pavements are effective for reducing speed of small cars, but are to be combined with other measures to be effective for buses and other large sized cars 12IRo-90-2018. Fig. 2.12 Textured Paving over Ralsed Crossings 236 Roundabouts Roundabout isa junction type to reduce the speed of traffic while passing through junction, The central island and deflecting islands are designed in such a Way that traffic has to be Geflected to reduce the speed before entering circulatory carriageway. n the roundabout high speed conflicts can be avoided, as shown in Fig. 2.13. The IRC:65 "Guidelines for Planning {and Design of Roundabouts” s recommended for design of roundabout Neeterning + 16 Fig. 245 Conflicts in Cross Road Vs Roundabout 23.7 Mini Roundabout In the absence of space to accommodate a normal roundabout, mini roundabouts is an ‘alternative to bring about speed reduction. 181Rc-99-2018 Fig. 2.15 Mini Roundabout in IT Delhi 24 Other Measures ‘There are other measures. which are used internationally are staggering, chicanes, chokers ‘and realigned intersections ac. 241 Staggering ‘Staggering is one ofthe few trafic calming techniques which can produce @ very predictable cffecton traffic speeds depanding on the vehicle type. Its done by horizontal deviation of Vehicles on the read, restricting them to known turning radi, which would be different speeds for different vehicle types. Hence, the sharper the bend, the slower would be the speed. The ‘maximum achievable speed can be defined based on the geometry of deviation. 14IRe-98-2018 ‘The angled kerb blsters which create a horizontal deflection is sufficient o slow vehicles to travel comparable to speed al hump (Le. 20-25 kmihr at the device). The device operates, afferently for single lane and wo lane devices as shown Figs. 2.16 and 2.17, Version 2 Fig. 2.16 Staggering -One Lane [kao ister —~ Fig. 2.17 Staggering -Two Lanes ‘The advantages and disadvantages of staggering is given in Table 2.2 ‘Table 2.2 Staggering - Advantages and Disadvantagé ‘Advantages T Disadvantages + Single lane device restricts speed|+ — notrecommended as anisolated device to about 25 kmihr, eliminates heavy vohicles. Two lane devico restricts |* ‘speed to 40 kmh, can accommodate buses + single lane devices ot suitable for ee eee | colectorsteets can accommodate parting bays. accommodates cyclists atthe Kerb 18 single lane devices restrict speed off large emergency vehiclesIRc90-2018 242 Chicane ‘The chicane is another design for staggering whereby to reduce the speed. ‘ae Fig. 248 Chicane is Another Design Element Used for Staggering 24.3 Realigned Intersection Realigning of intersection such as converting skedded crossing into staggered intersection 's a way to slow down the speed of cross road traffic as shown in Fig. 2.19 Chokers and Chicane are other options available for reducing speed, reducing the trafic way. Fig. 2:19 Staggoring of Side Roads 16IRo-w9-2018 25 Effectiveness of Traffic Calming Measures The effectiveness of Trafic Calming measures can be appreciated in Table 2.3 Table 2.3 Objectives and impacts of Traffic Calming Measures. ‘S.No. [Objectives of Traffic Calming Measure| Impact of Traffic Calming Measures 1 [Reducing the diference in speed | Reduces the disturbances in traffic flow between vehicles and at diferent points | and thereby Increases the average Jalong the seme roac. speed of all vehicles. 2 | Reinforcing the road hierarchy Slowing down vehicles significantly on ‘access roads, moderately on secondary roads and much less on main roads. 3 [Reducing the number of accidents [Reduces the number and severity of| | vafic jams that are caused by accidents. 4 [Reduction in noise, a pollution and] Trafic calming generally reduces trafic aesthetics noise, Speed reductions from 50 to 30 kmh typically reduce noise levels by 45 decibels or more in certain) roumstances. 5 increases neighbeurhood interaction |Helps make public streets lively and ‘and crime prevention ffiendly, encourages community interaction, and altracts customers to commercial areas. | Discourages extreme anti-social behaviour, Neighbourhoods that are more dificult to drive through (narrow streets, few stright through stroots) have | significantly less crime than those that are more permeable. 26 Passive or Law enforced Passive measures include speed cameras and electronically displayed speed warning signs tad Ure restietlons enforced by police manually for certain traffic movermente, and aleo views measures lke gales, signs and markings, whereby law can be enforced for those who are Violating the instructions and crossing the limits sot therein. 2.7 Visual Warnings or Pre-Warnings Pre-wamings are applied tc ensure that drivers become aware of the subsequent speed reducers of changing road speed classification, The pre-warning Is not in itself intended to be physically speed reducing but should motivate the drivers fo ease the pressure and 71Re-99-2018 reduce speed. Pre-wamings will normally be applied on traffic roads before stretches of speed control and can be used for al trafic flows. 274 Signs Road sign warns and inforrs the drivers about the nature of the road stretch that they are ‘approaching and about the local speed limit or recommended speed for that road stretch, The road signs may be supplemented by planting, other measures ke gates and in certain ccases physical warning lke rumble strips Among other things, road spaed classification signs, speed zone signs as well other warning signs, should be designed to consider the reaction time and visible distance at design speeds inthe zone that they driving, so that the drivers as well the vehicle can react accordingly before entering the defined zone. IRC:67 for "Code of Practice for Road Signs” should be {olowed for recommended road signs in India Fig. 220 Stop Sign 2.7.2 Feedback Signs Increasing number of road accidents in India due to over-speeding and the limitation of the ‘current speed limit signs in india has created the need for a smart speed limiting solution. Driver Feedback Sign (DFS) are designed to display real-time feedback about the speed ‘of the venicle to the driver. It measures the speed of the vehicle by using a radar and m Stock 63) 7 roe gts tn er gang op in cnr ae Restp sings Oemargeanetttenee wae naire conane + Prien open eg tao 60k es varton spain Pee cbt 8 weming and inkrratory sign a necessary. & |__|. Pronaworin sane trmergng recs nc hse acing devices on sec. B |__|! Prono pein thy suc, tht wud ete cmt fr oh vhs 2 | |* Rorementseiastpaer test sre melts, 3 | este & Conmori m Seback Fn 54) & |__|" onze nether parang regh sro commer as 4 | |" Some teeaatrecomeand snc Meat taet wee snonrenavesite see 2 | | Setotenmume conn & |__| Ponieokmnsoeadtnt sos and7 80k stanton spa iit Pot ber E | |* Cotte Sntunscay syns rane 2 + Provide psychlogical trafic calming measures on main corridor. 5 Prose waing ie renee nd pecan devs on tea {Pron a pean ny eon at ous case co fe rough whee Monten epee estan ma sap. Seok espa &nstuona Areas (F 85) mone put a hao cra ang tough Ny cone Sem Moa chal eas, Sap ang te espns ca hn, sos Spore ontgrae ctie wore unghelbearer + Prov 0 ne ins ct Thor hn ton sna rs + Plone peyencogea a ing mesa ain cor he est St of Mating Sans Sra of nonpacs oS ol eats me vet Oe toe, + Pro wai sa etn ds physi enon ses «Prove two ety sf eee + Pros pectin oy aun ht wou cate bane fr heh veer igh [Rowen tp Host tsar elt xen. 2IRe-99-2018 (@) stopuiog Aemybiy 10) weiBerq snewiouog 7s G1{(p) stopuiog Aemuy6iy 30} wesBeyq anewouas ys “BiRe-99-2018, (0) stopusog Kemy6iy 10) wesBeja sneweung $5 Bla1Ro-99-2018 52 Low “As population density increases: High Highway Corridors without Central Medians ‘DesolateAgicultual Flas + Notweatment ‘Viiages (Fig. 58) + int a 180 mm vide continuous yollw nan the conte ofthe caraway preceded by | waning este no. Industri Areas (Fl. 57) + Paint a 180 mm de coniruous ylow nw inthe conve of th cariageway procedes by | vraing cenit e + Provide road stds at 6 mites, on ne-averaking section and 9m ital on waring| section, on both ante ine ane edge Ino. ‘Residential & Commereal>3 m Setback (Fig. 58) Prove gates a:both ends of the cord passing trough residential or commercial areas. Provide sqnage showing nam ofthe area ard th length of ho carr Provide 40 kn speed tit sign and proceeded by ansiton speed it sin. Prove speed Imi signs and waring sgn for merging roads and physica raf calming vias, Prove othr weering and infomatory sgn 2 necessary ‘Resident! & Commercial < m Setback (Fg. 59) Provige gas a: both and cf the condor passing though esdental or commeteal areas. 7g 2ag marking inthe congested secon Also, provide sqnage showing name fhe area and he length ofthe cores Provide 40 kf speed li signs and 70 or 60 kmh as transton speed ent, Provide psycho ogame calming measures on main cori. Provide other warning ad infomatory sign as necessary Provide wring signs for merging roads ae phyla calming devices on se road Provido a posestian fondly surface, that would cause discomiot or through vehicular rmovernent: coud of paver Block t samo lvl of carage0ay Schools, Hospital & iattutional Areas (Fig. 6.40) Provide gates a oth ends of th catidor pasting through highly congsciod Schools, Hosa & Instaonal Areas. Zig zap maring inthe congested secon. Also, prow Signage showrg name ofthe area andthe lent fhe oro. Provide 4 kn spoed tnt sign and 60 kh as anion spoes tnt Provide phys raf calming on main cridor io curtal the spood Provide warning sins for merging roads and pysial ac calming devices on sie roads Provide other warning and nfomatory sign as necessary. Provide 8 pedestiantendy auface, hat would cause dacomfot for Uuough vebiclr ‘movement, coud of paver lock al same vel of carlageway. 48IRo-99-2018 (4) susipow enueg nowy siopiseg KemyBiy Jo} wesBerg anewaus 19 Bia(0) sueppon reaueg moun siopiieg Kemysx 10} webera aneU8HDS 6 tsIRo-90-2018 Fig, 5.0 Schematic Diagram for Highway Corridors without Central Medians (e)1Re99-2018 53 Stretches of Highways without Pedestrian Footpaths Low {Desolat Agricutural Fe No treatment ‘As population density increases: Yaages (Fig 8:1) + Provide paved shoulders of 1.5 2m ith wih ee ne + Yetow canton preceded by Warning conte ne rlnorod wh oad stds Industrial Areas Fig, 5:12) + Provide 15m ndemesian for padostin age wih Smbituminous with on bth sides, + Pedestrian guard rato stoarine pedestrian to dosignate crossing lation, Restentil & Commercal>3 m Setback, Residential & Commercial <3 m Satback Schools, Hospital & Institutional Areas (Fig. 518) Provdeamininumot 15-2 wide otpath for congested sacion beyond thebltuminous ‘ih, ilerntvely at oeabon if teases onset paring andl drainage iss, at same lev ofearagenay. Provide 1:8 ramps atthe ends of al podesban ftps. Provide reflec studs a the beginning of ramp pracient Yl conte Ine precedes by warning conte terior wi oad studs Prove worl nd nforatay sgn as necessary 50IRe-20-2018 (q) stnecioo, ueusaped moun ekemysit Jo soustens - welBeIa 2newoueS 215 51 Eo) s20eu1n 5(0) stiediooy uernseped nouym sKenysix Jo soustens - wesBerg onoWoS C+S Bl fe es =34 IRo9-2018 Stretches of Highways without Service Lanes Low [Desolats Agricultural Fields + Noteatmant ‘As population density increases Villages (Fig. 5.14) + Paved shouters of 15-25 m. No overtaking centr ne precede by warning conte line, al renkred wth road st. industal Areas (Fla. 5:5) + Paved shoulers of 15 -2.5 + No overtaking een ine praca by warning cents in, all enforced wth road studs. + Provide pedesian fend surface, that would cause cisconfont fr though vehiodar movement, coud of paver black a sane love of cariagouay. ‘Residential & Commercial >3 m Setback Fig. 6.16) Paved stouldas of 15-25. "No overtaking cnt ine procedod by warring cenit ne, reinforced wih road studs. Protected pang slots with chicane islands, beyond which fectpath and with pedostian rossing al shee cistanco. ‘Residential & Commercial <3 m Setback Fig. 6.17) + Provide a minimum of 6.0 m wide serve ane for commercial section of road + Use pedestirfotoths to sgregate seve anes fom highway and the property wal, Provide adoquate signs ae road mavkings, cary demarcatng enby ana ext point tothe sore ne, “Schools, Hospital & Institutional Areas (Fig. 6:18) + Prove mininum of 6.0 m wie secs ane for Secon ofroad having 008, hospital ‘nd intone, + Use pedestiar footpaths to segrgate sence lanes om highway andthe property wal “+ Provide adequate signs ang oad markings, clearly demarcang ent and expos tothe sordoa lane, High 53\ Fig. 5.15 Schematic Diagram - Highways without Service Lanes (b)IRo9-201855 “As population density increases High IRC99-2018 Road Junctions on Highways ‘DeeolateAgricutwalFialés—SSSSCSCSCS~S~S~S~S No eaten ‘Vilage RoadsiGtter District Roads (ODR) (Fig. §19) + Provise warning sgn on alintersectng roads + Road hump frst road and aso STOP sign. + Propare ide grr nea oft for at ast or a vehicle ang wher it Jin the main dustrial Area ‘State Highways (SH & Major Distriet Roads (MOR) (Fig. 8.20) + Provide waning signs onal intersecting roads + Road hump forte road + Protde Texture change andlor colo of on surface ath intersection “Prope ade gradient near to fat fora lat foro vet length where jin tho main| reas. ‘Residential & Commercial >3 m Setback Fig. 5.21) + Provide warning signs onalitersecing reads + Road hump for sie oad + Provide Texture change andlor color of oad sac a the nersocton, + Provide paychobgea trate calming measure an approached to junction crossing + Propre sie gradlent near ofa fo teas or a vehi length wher toi the mala 008. Reisen & Cormac 3 m Setback Reside! & Commercial <3 m Setback ‘chooks, Hospitals & Institutional Areas (Fi. 5:25) Provo warning signs for Ral-oad esingshoed a 250 m and 0 m ahead. Reduce vehicular Speedo 0 kph 250 m before te rallod intersection. Provide psychobgcl raf calming and oad hun at 15m rom the Gate of al ne. Provide adit spoed tt sins Provide footpath far 50 mon both se and both approaches ‘As population density increases: High 61RC-99-2018 (©) skem6iy wo suopoesieiuy peosje- welBejg sneweuDs 97's “4 /—spmayenionay weeny. “eraspur spt ema tora EALTAUINIUUTT,IRo-90-2018IRC99-2018 5.7 Bridges on Highways: Low [2Lane Bridges with No Footpath) (Fig. 8.26) Provide waming sgn fr toed naring’ anc spood ln ign. + Provide no cvrtakng'and speed mit san. + Provide ub stips of 6 mm ih Provide ladder hatching to atic to streamiino to BT wath of bide. Provide Hazard Marke in, ‘4Lane Bridges [Only Carlagoway) (Fig. 527) Provide wari signs fr oad narrowing’ and speed it ign Provide ‘no overtaking! at sped it in, Provo rumble sips of 6 men high Provo ladder hatching fo talc to sreamine fo BT width of bie, Provide Hazard Marko in, "As population density increases:IRo9-2018 {@) skemy6ip wo sobpyg - wesBeiq sneweuos 12's B14 —a— =IRC#9.2018, $8 Urban Roads “As population density increases: ‘esti vehi speeds to 6 kp for cars and 40 km for hesy vehicles. Reduce vohclar speeds to 80 mph fom a distance of 100 m ftom iniersctons wth ‘085 of same hierarchy. Provide psytologial ra elming measures on main arterial os. Provide psyctoloical raf calming measures on sub-area toad and the lst et of bar ‘marang sal be 8 numbers of hermoplsi ot 15 mm ot hag 0 as curate spec. Collector Roads (Fig. 8.29) Provide spess breaker 50 m ahead ointrsecton wih ater or sb arterial ads, Provide waning signs for 'spood brooke ahead. Provide Give way lgns befor intersection wth arti or sub-arteial ones. Restrict vtlolarepeeds to 40 knit fr cars and 30 kmph for heavy vehicls on these rods, Local Roads (Fi. 8.30) + Rosita a heavy vehicles except schoo buses. Restic spose of heavy vehicles to 20 keh and cars to 30 kmh Provide spec breakers afer very 200m‘arterial & Sub-Artril Roads Fig, 9.28 Schematic Diagram - Urban Roads (a) IRC-99-2018IRO90-2018 Fig. 5.29 Schematic Diagram - Urban Roads (b) ee ® qi ] H uf @e@ \ee) Fig, 830 Schematic Dagram - Urban Roads (<)59 'As populalion density noreases 1R¢-98-2018 Hill Roads Normal Drops or Climbs (straight Stretch Fig. 5.31) + Post speed lis sans, + Provie canteen ee tine markings wth road st ‘Steep DropsiClints on Svalght Suetchos (Fig. 5.32) 1 Post adequate speed tnt sig ports. + Prove adequare signage indeating “steep dropicib shea’ + Provide adequa ine markings. Blind Bends With or Without Steep Drops/Climbs (Fig. 33) + Post edequat peed lt sign posts + Provide adequate signage ndeting “steep droplets ahead’ + Provide cone Ine Marking + Provide reflector stu on conte ne markings + Provide psyco ene sips. + Provide rp chevron sigs indcatng the dvotion of bonds, + Provide convexmior ose oncoming vehicle + Provide adaquase crashitection bart. High@! 1@ oy ‘@Ro-99-2018 (©) speoy mit - wesBejq opewoyos ce's “Bid puag widen ‘sou pag nainetes a,IRe-99-2018 10. "1 2 13, 4 6. REFERENCES Burrington, S. H.,& Thiebach, V. (1998). Take Back Your Streets: How to Protect ‘Communities from Asphalt and Traffic. Boston: Conservation Law Foundation. Chester L. Amold Jr, & Gibbons, C. J. (1996). Impervious Surface Coverage: The Emergence of a Key Environmental Indicator. Journal of the American Planning Association, 622) Crowhurst Lennard, S. a (1995). Livable cites observed: Asource book of mages. and ideas for cy officials, community leaders, architects, planners and all other committed to mating their cities livable. Gondolier Press. Danish Rosd Institute. (2006). Traffic management and noise . Retrieved September 2017, from Vejdrektoratet_hitp:iiwmw.veidirektoratot dkIDAVviden_ 0g_data/publikationerLists/Pubikationer/Altachments/228irap 47 vipat Evi, R., Christensen, P., & Amundsen, A. (2004). Speed and road accidents - An ‘evaluation of the Power Model. Institute of Transport Economics, Oslo. Harvey, T. (2000). A Review of Current Traffic Calming Techniques. Retrieved 2017 ‘September from wwwits.\eeds.20.uk: hitp:Avwwits leeds. ac-uk/projects/ primavera/p_calming.html Institut, VT (2018), Trafic Calming: Roadway Design to Reduce Tratfic Speeds: and Volumes. Vicoria Transport Policy institute IRC. (1988), IRC-99-1988, IRC. Jones, M., & Lowrey, K. (1996). Street Barriers in American Cities. Urban Geography, 182), 112-122, Kallesen, M. K. (2006, Augus!). Traffic Calming in Delhi - A Feasibiity Study of Traffic Safety Measures. Retrieved September 2017, from htipiprojekter.aau.chi projekterifiles/6 486 14/MartinKallesen-2008.pat Pharoah, T, & Russel, J. (1989). Traffic Calming: Policy and Evaluations in Three European Counties Rehman, u.A., ua, A. K., Rathore, V., Hydén, C., Svensson, A., Mohan, D., & Tiwari, D. (2008), Traffic Calming in India : Report on the theory of Traffic Calming and empirical trials in the city of Jaipur. Lund University Faculty of Engineering, Technology and Society, Transport and Rosds, . Lund: CUTS Contre for Consumor ‘Action, Resoarch & Training (CUTS CART), Schermers, G., & Vile, V. P. (2000). Sustainable Safty: A new approach for rom safely in tie Netherlands, Rotterdam: Traffic Research Contre, Ministry of ‘Transport, Rotteriam. ‘Shore, W. B. (1985). Recentralization: The Single answer To More Than a Dozen United states Problems and a Major Answer To Poverty. Journal ofthe American Planning Association, 61(4). ‘Tho Indian Roads Congress. (2001). IRC 67-2001 Code of Practice for Roa Signs. Retrieved September 2017, from hitps/thelibraryofciilengineer.fles.wordpress. ‘com/2015/03/iro-37-200'-code-otpractice-or-road-signs.pdf R16. 17 18, 40, 20. a 2, 23. 24. IReve2018 “The Swedish Assocation of Local Authorities. (1999). Risk of being kiled, Quality Demands, Calm Straets, A planning process for safer, more eco-friendly, pleasant and attractive strees in urban areas. ‘Transport Research Laboratory (TRL). (2008). The UK standards for Roundabouts ‘And Mini-Roundabeuts, ‘Transportation Ressarch Board - National Research Council. (1998). NCHRP ‘Synthesis 264: Modem Roundabout Practice in the United States. Washington, D.C.: National Academy Press TRIPP. (2012), Code of Practice (Part 5): Treffle Calming. IUT: Ministy of Urban Development. Vahl, H. G., & Giskes, J. (1990). Trafic calming through integrated urban planning, Paris: Amarcande Victoria Transport Policy Institute (VTPI). (1999, December 7). Trafic Calming Benefits, Costs and Equly Impacts. Retrieved September 2017, from hitp:/iww, vtpi.orglcalming.paf Victoria Transport Policy Institute (VTP). (2017 15-Apri). Trafic Calming: Roadway Design to Reduce Trafic Speeds and Volumes. Retrieved 2017 Apri from www. vtpi.oxg: hitp:/Amwurstpi.orgitdmtdmd him Victoria Transport Policy Insitute. (2018). Traffic Calming: Roadway Design to Reduce Traffic Speeds and Volumes. Vicoria Transport Policy Institute West, J., & Lowe, A. (1997, August. Integration of transportation and land use planning through residential street design. Institute of Transportation Engineers, 6718)