DIRECTORATE GENERAL BORDER ROADS aA TECHNICAL INSTRUCTION NO. 1 (REVISION 1991) CLASSIFICATION AND GEOMETRIC STANDARDS FOR ROADSINTRODUCTION DGBR Technical Instructions 1 and 2 of 1960, as amended subse- quently from time to time, deals with geometric standards and specifications for class 9 and class 5 roads in the hills. These standards were mainly drawn dut of and based on Military Engineering standards for class 9 and class 5 roads. The Hill Roads Committee of the Indian Roads Congress, while examining geometrics of hill roads, kept in view the standards of DGBR class 9 and class 5 roads in formulating their recommendations. For roads in plains, the BRO has been adopting IRC standards only in absence of any specific technical instructions on this from BRO side. As regards Double Lane Roads, National Highways and State Highways IRC standards are followed by BRO for both plains and hills. 2. BRO which initially had mostly single lane roads of general staff importance, has now a good share of agency roads in plains and hills comp- rising Double-Lane Roads, National Highways and Single Lane roads. Corsi- dering this, it has become necessary to lay down standards for all the above. There is also a necessity to bring the DGBR standards to the standards laid down. by IRC which is adopted by all road construction agencies in the country as a national standard. Keeping this in view, standards for BRO roads have now been laid down. BRO roads comprise of the following and standards will be as under:~ (a) NHG/SHs As per IRC standards. (bo) MDR (ce) ODR os DGBR cl 9(N) single lane (a) sVR ws DGBR cl 5(N) single lane. 3. DGBR class 9 and class 5 roads which are single lane roads in hills have been given a new nomenclature ie. class 9(N) class 5(WN) to indicate revision Ninety one and also to incorporate roads in plains. These conforin to ODR and VR of IRC. The present Technical Instruction is a revised, up-dated and enlarged standard for roads of BRO.4 To be comprehensive this Technical Instruction incorporates defi- nitions, nomenclature, standards, worked examples, methods of lay-out of curves etc. for ready reference and application in the field. 5. While this Technical Instruction should be adequate for day-to-day work in the field, for a more comprehensive understanding of the subject, Standards of IRC, MOST etc. may be referred. 6. This TI will be effective from 01 Jan 92. New Delhi \» \ DSN 26 dec 91 (DSN Ayyar) Addl DGBR1 11 1.2 13 14 2. 21 DGBR TINo. 1 (1991 REVISION) CLASSIFICATION AND GEOMETRIC STANDARDS OF ROADS IN BORDER ROADS ORGANISATION INTRODUCTION For some time past, the need to update the DGBR TIs No. 1 & 2 dealing with class 5 and class 9 roads was felt in order to bring the DGBR specifications comparable with those laid down by the Ministry of Surface Transport (MOST) and the Indian Roads Congress (IRC). The standard nomenclatures to be adopted for classification of roads being developed by the BRO and the geometric standards to be adopted are stipulated in this Technical Instruction. This Technical Instruction supercedes DGBR Technical Instructions No. 1 & 2 both dated 26 July 1960 and all amendments issued till 31 Aug 1991 and will be known as DGBR TI No.1 (1991 Revision). This TI will be effective from 01 Jan 1992. CLASSIFICATION As per IRC, Rural (Non-urban) roads are classified as one of the following whether in plains or in hills: a) National Highways(NH) are main highways running through the length and breadth of the Country connecting important places like major ports, foreign highways, State capitals, large industrial and tourist centres etc. b) State Highways (SH) are arterial routes of a State linking District Headquarters and important cities within the State and connecting them with National Highways or highways of the neighbouring States. c) Major District Roads (MDR) are important roads within a district serving areas of production and markets and connecting these with each other or with the main highways. d) Other District Roads (ODR) are roads serving rural areas of production and providing them with outlet to market centres, taluka/tehsil/block development head- quarters, or other main roads. e) Village Roads (VR) are roads connecting village or groups of villages with each other | and to the nearest road of a higher specification.3. 3.1 PRESENT CLASSIFICATION OF BRO ROADS Roads with BRO in hills are presently classified as class 5 and class 9. For roads in plains, the same nomenclature is used alongwith single lane road, double lane road etc depending on the carriageway width. REVISED CLASSIFICATION OF BRO ROADS The revised classification and nomenclature of roads with BRO will be as under:- a) National Highways b) State Highways c) Major District Roads d) BRO Class 9 (N) Roads - (generally conforming to IRC-ODR) e) BRO Class 5(N) Roads - ( ~do- VR) To determine the classification of roads, the definitions given in para 2.1°(a) to (c) above will be followed in the case of National Highways (NH), State Highways (SH) and Major District Roads (MDR). The specifications laid down by IRC/MOST for NHs, SHs and MDRs will be followed by BRO for these roads. While BRO class 9 (N) and class 5 (N) specifications will generally conform to the specifications laid down byIRC for Other District Roads (ODR) and Village Roads (VR) respectively, the nomenclature will be class 9 (N) and class 5 (N) so that the present practice of numerical nomenclature is continued. This Technical Instruction deals with class 9 (N) and class 5 (N) roads of BRO which will be single lane and cover roads in Plains and Hills. DEFINITIONS Width Road Land Width is the land width acquired for road purpose (also termed as Right-of-Way). Road Way (Formation Width) is the finished top width of conor in fill or cut for receiving the road structure. Carriage Way is that portion of the roadway designed and constructed for vehicular traffic. The carriageway may be paved or unpaved. (Refer fig. 1)5.7.1 5.7.2 ELEMENTS OF A ROADWAY sous) oxns : Roag WAY cannihes way [-snoutoer /aarm besa fe ouoen /aen i 3 Fig. (Ca) ‘s10t ORAM ALLBY [ROAD WAY fo SABRIAGRWAY i ! 1 Ce eet | swouron oS ! ae a | iG sto DRAIN sion ona, # Fig. (b> Shoulder or Berm is :- (i) the portion immediately beyond the edges of the carriageway (usually of earth unmetalled) on which vehicular traffic may pass occassionally. (ii) the strip of land between side drain and the lower edge of bank. (Refer fig 1 (b)) Camber is the convexity given to the cross section of the surface of the carriage way, between the crown and the edge of the carriage way. Crown is the highest point (in cross section) of a curved road surface, commonly at or near the centre. The level of crown is called road surface level. Cross-fall is the fall at right angles to an alignment given to the surface of any part of the roadway. Gradient is the rate of rise or fall with respect to the horizontal along the length of road. Ruling Gradient is the gradient which in normal course must never be exceeded in any part of a road. 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.5.7.3. Exceptional Gradient is a gradient steeper than limiting gradient which may be used in short stretches only in extraordinary situations. 5.8 Superelevation is the inward tilt or transverse inclination given to the cross section of the carriage way on a horizontal curve to reduce the effects of centrifugal force on a moving vehicle. 5.9 Summit is the peak formed by the junction of two rising gradients. 5.10 Sag is the hollow or depression formed by the junction of two falling gradients. 5.11 Sight Distance is the distancé along the road surface at which a driver has visibility of objects stationory or moving at a specified height, above the carriageway. 5.12 LINES 5.12.1 Building Line: A prescribed distance from the road in which building activity should not be allowed, which is defined by a hypothetical line set back from the road boundary is called building tine. 5.12.2 Control Line: Distance beyond the building line in which control on nature of building activity is desirable is called control line. 5.13 TERRAIN 5.13.1 Plain Terrain is a terrain where cross slope of the country is generally less than 10 percent. 5.13.2 Rolling Terrain is a terrain with cross slope between 10 and 25 percent. 5.13.3 Mountainous Terrain is a terrain with cross slope ranging from 25 to 60 percent. 5.13.4 Steep Terrain is a terrain where cross slope of the country is generally greater than 60 percent. 5.13.5 The classification of terrain is further illustrated in fig 2. It can be seen that a slope upto 5.7 falls under plain terrain, 5.7° to 14° under rolling terrain, 14° to 31° under mountainous terrain and above 31 ° is classified as steep terrain. 5.13.6 However, when terrain is classified for purpose of deciding geometric standards, the general classification should apply to continuous stretches ignoring short intermediate Stretches of different terrain. The intention should be to ensure that geometric stand- ards do not vary along a road in too frequent stretches.Fig. 2. CLASSIFICATION OF TERRAIN 5.14 HILLROAD In BRO, the roads are generally referred to as Hill Roads and Plain Roads. For this purpose of categorisation, roads in plain terrain and rolling terrain should be termed as plain roads and roads falling in mountainous terrain and steep terrain be termed as Hill Roads. 6. ROAD LAND (Ref fig 3) [overt WIDTH BETWEEN CONTROL LINES fevers wom serwaat punows, Lives —___1 erm, gmsye nono tana. wioma Dl puma | pany, __ > vine Bouno, [sae i vies LAND, UILDING Lie Roa! CONTROL LINE, Fig 3-6.1 Road land width (also termed as right-of way) is the land acquired for road purpose. Road land width for class 9 (N) and class 5 (N) roads in various terrains is given in table 1 TABLE 1 LAND WIDTH FOR DIFFERENT CLASSES OF ROAD IN METRES SIN. Road Plain and rolling terrain Mountainous & steep terrain classi. Open areas Built-up-areas Open areas —_Built-up-areas fication Normal Range Normal Range Normal Normal 1 a9(N) 15 15-25 15 15-20 15/ (12) 2 aAS(N) 12 1218 10 10-15 9 9 6.2 In order to ensure proper sight distance, it may be necessary to acquire additional right-of-way over that indicated in Table 1. The right-of-way should be. enough to ensure a minimum set-back of 5 m for building line from the centre line of the road. 63 Additional land with reference to the requirements may be acquired at locations involving deep cuts, high fills, unstable or landslide areas and road intersections. 64 If a road is expected to be upgraded to a higher classification like NH/SH in the foreseeable future, the road land should correspond to the higher class of road. 65 In order to prevent overcrowding and preserve sufficient space for future road improve- ment, it is advisable to lay down restrictions on building activity along the roads. Building activity should not be allowed within a prescribed distance from the road, which is defined by a hypothetical line set-back from the road boundary and called the "Building Line". In addition, it wil] be desirable to exercise control on the nature of building activity for a further distance beyond the building line upto what are known as the "Control Lines". Standard distances for Building and Control lines are given in Table 2. TABLE 2 STANDARDS FOR BUILDING LINES AND CONTROL LINES Road Plain and rolling terrain Mountainous and steep terrain -classi- Open areas Built-up-areas Open areas Built-up-areas Sica ; ; ‘Overall width be- Overall width be- Distance be- Distance between d tween Building tween Control _ tween building building line and y. ~ Linés (metres) Lines (metres) line and road road boundary (set- boundary (set- back) (metres) back) (metres) 7 2 3 4 = 6 25 35 35 35 3-5 25 30 35 3-5 3-5.1. ROADWAY (FORMATION) WIDTH 7.1 Roadway width is given in Table 3. : TABLE 3 S/No Road classification — . Roadway width in m Plain & rolling terrain Mountainous & stecp terrain 1 9 (N) Road Sm 5.95 (inclusive of 1.2 m for drains and parapets) 2. 15 (N) Road 75m (inchisive of 1.2 m for drains and cnet 7.2 The roadway widths. given above are inclusive of parapets (usual width 0.6 m) and side drains (usual width 0.6 m). 7.3 In rocky strata, if excessive hard rock cutting is visualised, the width of formativn may be reduced by.0.4 mtrs for short stretches not exceeding 200 m length. provided reduced: formation does not occur at horizontal curves. In case where such stretches occur for more than 200 m continuously, road way width should not be reduced unless passing places are provided as per para 7.6 below. 7.4 On horizontal curves, the formation width should be increased corresponding to extra width of carriageway to be provided as per para 11.6. 7.5. An additional formation width of 1.5 m may be provided on roads subject to heavy snow fall, needing regular snow clearance for keeping the road open for traffic. oo Ripe Pee een iene a keiteet weeps BREE AA 7.6” Passing places should bé provided at the rate of 5 Nos per any piven'2 Kim stretch of the road. These are to be provided on Hill roads only. The passing place should be 3.75 m wide, 30 m long along the carriageway side and 20 m along the outer edge. The location of passing places should be judiciously determined taking into consideration the available extra width on curves and visibility. However, passing places should not be generally at intervals closer than 200 mtrs. Fig 4 (a) and 4 (b) illustrate the details of passing places on class 9 (N) and class 5 (N) roads. respectively. FF) For tee pote hhoue of aati Seen ee deren ee Sena vistnah Us Atty before lien . aicasese sores rf mopybeckane joe oud ache: sre cabo} utsis maha elec ieeln tag ‘Sadie. gpm eee os ee aaa aes nudor SbeoSagmont Cueva tee pec ee pesca wink mtr; phates vad Saigon aig ey ‘er ise < abere. amdvetan age: eee aac arte oe pewahi FG tod BLO andor tre weQ} see i Bs ere Felony eo he ani 9 won! NaN asret Bt Or mam ARNE) 40 18 Wakemanvom aah 35 chnpitaway (sctairion ward) }>}—______—30.00a________ Fig. 4(a), PASSING PLACE ON CL9 CN) HILL ROAD pete = orm sass | | -}—_30.00m ——_______+ Fig. 4(b), PASSING PLACE ON CL § (N) HILL ROAD Crontation mora) i 1.7 FORMATION WIDTH AT CROSS DRAINAGE STRUCTURES 7.1.1 The width of cross drainage structures (culverts) upto 6 m span should be the same as the formation width of the road. The width shall be calculated :- a) as the width from outside to outside of parapet walls in plain roads ie, 7.5 m and b) as the width from inside to inside of parapet walls in hill roads ie, 5.95 m for class 9 (N) and 5.20 m for class 5 (N) roads. Extra width at curves should be provided as per para Bkand 11.6. 7.7.2, At causeways, the minimum width of causeway should be same as the width of formation.8. CARRIAGEWAY WIDTH 8.1 The width of carriageway for class 9 (N) and class 5 (N) roads should be 3.75 m and 3.00 m respectively (Ref Table 4). TABLE 4 ‘WIDTH OF ROADWAY AND CARRIAGEWAY SINo. Road classification Roadway width Carriageway width (metres) (metres) 1 Class 9 (N) Road 5.95 3.75 2 Class $ (N) Road 5.20 3.00 8.2 At curves the carriageway will have to be widened (see para 11.6 below) 9 DESIGN SPEED 9.1 Choice of design speed depends on the classification, (function) of the road and terrain conditions. 9.2 Table 5 gives the design speeds for different terrain and classification of roads. TABLE 5 DESIGN SPEED Road Design speed KMPH classi: Plain terrain Rolling terrain Mountainous terrain Steep terrain fication Ruling Min — Ruling Min Ruling Min = Ruling Min <1 9(N) 65 50 50 40 30 3 B 20 elS(N) 50 4 40 3505 20 25 20 9.3 Ruling design speed should normally be the guiding criterion for correlating the various geometric design features. Minimum design speed may however be adopted in selected sections where site conditons including cost do not permit the adoption of ruling design speed for design proposals. 10. SIGHT DISTANCE 10.1 General 10.1.1 It is necessary that sight distance of adequate length should be available in different situations for the drivers of vehicles to have enough time and distance to control the vehicle sufficiently ahead of any potentially hazardous situation, for safety of travel on roads. For the design of summit vertical curves and the visibility at horizontal curves, three types of sight distance are to be considered, which are :-16.1.2 (a) Stopping sight distance, (b) Intermediate sight distance and (c) Overtaking sight distance. For valley curves, the design is governed by night visibility which is in terms of the distance ahead of a vehicle illuminated by the head light which is within the view of the driver during night. 10.2 Stopping Sight Distance 10.2.1 Stopping sight distance is the clear distance ahead needed by a driver to bring his vehicle moving at design speed to a stop before meeting a stationary object in his vehicle path, which is the sum of:- (a) the distance travelled during perception of the stationary object and the reaction time taken to apply brakes and (b) the distance the vehicle will travel after application of the brake (the braking distance), Assuming a perception and brake- reaction time of 2.5 seconds and co-effi- cient of longitudinal friction varying from 0.40 at 20 Km/h to 0.35 at 100 Km/h, stopping sight distance are given in Table 6. TABLE 6 STOPPING SIGHT DISTANCE FOR VARIOUS SPEEDS Speed Perception and brake reaction Braking Safe stopping sight V(Km/h) Distance (metres) Time t (Sec) Distance(metres) Coeff of longi. d2=¥ —Caculated values Rounded off 41=0.278 vt tudinal 2S4F (di + d2) values for trict 20 25 14 0.40 4 18 20 25 25 18 0.40 6 24 25, 30 25 21 0.40 9 30 30 40 25 2B 0.38 17 45 45 50 25 35 0.37 27 62 60 60 25 42 0.36 39 81 80 65 25 45 0.36 46 1 90 80 Ba 56 0.35 a2 128 130 100 25 70 0.35 112 182 180 10.2.2 On hill roads, stopping sight distance is the absolute minimum from safety angle and must be ensured regardless of any other consideration. It will be good if this value can be exceeded and visibility corresponding to intermediate sight distance is provided wherever possible. Provision of overtaking sight distance may not be feasible, by and large on hill roads.10.3 Intermediate Sight Distance 10.3.1 Intermediate sight distance is defined as twice the safe stopping sight distance. It is the experience that intermediate sight distance affords reasonable opportunities to drivers to overtake with caution. 10.3.2 Design values of intermediate sight distance for different speeds are given in Table 7. TABLE 7 a INTERMEDIATE SIGHT DISTANCE FOR VARIOUS SPEEDS. ‘Speed Intermediate sight distance Km/h (metres) 20 40 B 50 30 60 3s 80 40 90 50 120 60 160 65 180 80 240 100 360 10.4 Overtaking Sight Distance 10.4.1. Overtaking sight distance is the minimum distance that is needed by a driver on a two way road to enable him to overtake another vehicle safely. Optimum condition for design is one in which the overtaking driver can follow the vehicle ahead for a short time while he assesses his chances for overtaking, pulls out his vehicle, overtakes the other vehicle at design speed and returns to his own side of the road before meeting any oncoming vehicles coming in the opposite direction travelling at the same speed. However, on single lane roads in plains also, this criteria can be adopted. 10.4.2 Design values for overtaking sight distance are given in Table 8. These are based on a time component of 9 to 14 seconds for the actual overtaking manoeuvre depending on design speed, increased by about 2/3rd to take into account the distance travelled by a vehicle from the opposite direction during the same time. TABLE 8 OVERTAKING SIGHT DISTANCE FOR VARIOUS SPEEDS speed Time component, seconds Safe overtaking Km For overtaking For opposing Total sight distance manoeuvre vehicles (metres) 40 9.0 6.0 15 165 50 10.0 10 7 235 60 10.8, 72 18 300 65 us 15 19 340 80 125 8S 24 470 100 14.0 9.0 2B 64010.5 Application Of Sight Distance Standards 10.5.1 Normally in plain roads, the attempt should be to provide overtaking sight distance in as much length of the road as possible. Where this is not feasible, intermediate sight distance, which affords reasonable opportunities for overtaking, should be adopted as the next best alternative. In no case, however, should the visibility correspond to less than the safe stopping distance which is the basic minimum for any road. 10.6 Headlight Sight Distance At Valley Curves 10.6.1 During day time, visibility is not a problem on valley curves. However, for night travel the design must ensure that the roadway ahead is illuminated by vehicle headlights to a sufficient length enabling the driver to brake to a stop if necessary. This distance, called the headlight sight distance, should at least equal the safe stopping sight distance given in Table 6. 10.6.2 In designing valley curves, the following criteira of measurement should be followed as regards the headlight sight distance. (a) height of headlight above road surface is 0.75 m; (b) the useful beam of headlight is upto one degree upwards from the grade of the road; and (©) the height of object is nil. 11. HORIZONTAL ALIGNMENT 11.1 The general principles governing horizontal alignments are given below:- 11.1.1 The horizontal alignment should be fluent and blend well with the surrounding topography. A flowing line which conforms to natural contours is aesthetically preferable to one with long tangents slashing through the terrain. 11.1.2 The horizontal alignment should be co-ordinated carefully with the longitudinal profile. 11.1.3 Breaks in horizontal alignment at cross-drainage structures and sharp curves at the end of long tangents/straight sections should be avoided. Long tangent sections exceeding 3 Km in length should be avoided as far as possible. (Ref fig. 5)(A) OREAK Mt HORIZONTAL ALIGHMENT AT CROSS ORAINAGE Staverune stage conve () uARP. CURVE AT THE ENO OF LONE T (RU, aM thea) 11.1.4 Short curves give appearance of kinks, particularly for small deflection angles, and should be avoided. The curves should be sufficiently long and have suitable transitions to provide pleasing appearance. Curve length should be at least 150 metres for a deflection angle of 5 degrees, and this should be increased by 30 metres for each one degree decrease in the deflection angle. For deflection angles less than one degree, no curve is required to be designed. 11.1.5 Reverse curves may be needed in difficult terrain. It should be ensured that there is sufficient length between the two curves for introduction of requisite transition curves. (Refer fig. 6). POINT OF TANGENCY TRANSITION CURVE INT OF TANGENCY STRANSITION CURVE CIRCULAR cURYE- RCVLAR CURVE TRANSITION CURVE: RANSITION CURVE INT OF TANSENCY Fig. 6.- REVERSE CURVE. (Ref.Pare it.t.s)11.1.6 Curves in the same direction separated by short tangents, known as broken-back curves, should be avoided as far as possible in the intrest of aesthetics and safety and replaced by a single curve. If this is not feasible, a tangent length corresponding to 10 seconds travel time must at least be ensured between the two curves. (Refer fig. 7) TRANSITION CURVE swear TANCmAT CIRCULAR CURVE TRANSITION CURVE . Fig, 7.- CURVES IN THE SAME DIRECTION WITH A SHORT TANGENT (Rev, PARA Heise) 11.1.7 Compound curves may be used in difficult topography but only when it is impossible to fit in single circular curve. To ensure safe and smooth transition from one curve to the other, the radius of the. flatter curve should not be disproportional to the radius of the sharper curve. A ratio of 1.5 : 1 should be considered the limiting value. (Refer fig.8) Ry wR Re — different Radii ~ Fig. 8.. COMPOUND CURVE. (Ref Para tt-t-7.) 1611.2 1121 11.3.1 11.3.2 11.3.3 11.3.4 11.3.5 Horizontal Curves In general, horizontal curves should consist of circular portion of the curves followed by spiral transitions on both sides. Design speed, superelevation and coefficient of friction affect the design of curves. Length of transition curve is determined on the basis of rate of change of centrifugal acceleration or the rate of change of superelevation. Superelevation Superelevation is required to be provided at horizontal curves to counter the effects of centrifugal force and is calculated from the formula:- e= Vv? 225Re ~*~ Where © = superelevation in metre per metre width of roadway V = speed of vehicle in KMPH and Re= radius of curve in metres The above formula assumes that the centrifugal force corresponding to three-fourth of design speed is balanced by superelevation and one-fourth counteracted by the side friction between the tyres of vehicles and the road surface. Superelevation obtained from the above formula should however be kept limited to the following values:- a) In plain and rolling terrain -7% b) In snow bound areas -1% c) In hilly areas not bound by snow -10% Superelevation based on this limit for various design speeds may be seen from table 9. From the drainage point of view, the superelevation should not be less than the camber/crossfall appropriate to the type of wearing surface (Please see para 11.9). Accordingly, when the value of superelevation obtained from the formula e=Vv? 225 Re is less than the road camber/cross-fall, the later may be continued on the curved portion without providing any superelevation.TABLE 9 SUPERELEVATION FOR DIFFERENT SPEEDS AND CURVE RADII Phin/Rolling terrain, and Mountainous/Steep terrain bound by snow Mountainous Steep terrain not bound by snow Curve Superelevation (metre per metre) for design speed Curve radius (kmh) of radius Re 20 3 30 35 40 ‘50 6S 80 100 20 3 30 40 50 Re (metre) (metre) 1 2 3 4 5 6 7 8 9 10 IL 12, 13 14 1s 16 som 100 1s » 00m 0089 0100 2» 2% 09% 0070 oon 100 Fa 3 0059 O07 0059 G93 100 io © dou 00000070 Ones 0060 100, o & dow ter 0070 O10 0082 008 6 5 0m ©0056-0070 00% 0086 008 0100 % 5 0082 Gast oun oom 0032 00s1 0073 ate0 Fe @ — 00300006 © G0e7 0070 0070 00% Oou O67 8100 @ % 002s 00a) Ons? Om O07 0025 004 0.057 ~ 100 % © 0022 Oa3s 8080 Ones oT Son ons 00s) one 100 wD % 00200031 ODM 0080 007 oom 002 0031 0044, 0078 010080 Wo 0018 «ome © 004 O54 0mm 07 0018 0028 ©0040" og71 0100100 Bs oar 0082 00H 00570070 ou 00s 007 008128 150 0019 §=—0.027 0.034 0047 0.070 0019 a7 or = 0074180 1% OOIs Goad dad DOK OKs 0070 0016 bare nea boKs 10 FS 0020 0027 016 © O086 007 bom ume cose 200 250 0016. 0.022 0028 0044 «= 0.070 0.070 0016 = 0028 0.044250 Fr Oo18 ons 0087 O03 Oo oms oo 300 30 oie om Ouse Otsd~ com 0020 ons 380 @ Gols 0028 0047 O70 0070 ok 0008 0 0 oom oss us? O07 ooze S00 @ ool 0st one? om on9 0 = Onis 027 oH Oma eos 100 = Ooi 002s one 086 oo ae wo 0020 0032 0049 0 i ood ome 00M t000 to os ome 0037 1200 1500 0013 0018 0030 1500 1800 0016 002s 1900 20 Oona 20 2 oano oo sto oars 2500 ato ois 5000 -Notes: (i Superelevation has been calculated by the Formula e=V2/225Re (ii) No superelevation need be provided if the superelevation value is less than the normal pavement camber. (ii) For a given design speed, adopt the largest possible radius below the firm stepped line.11.3.6 Superelevation At Culverts In Curves The top surface of the wearing course of culverts should have the same cross profile as the approaches. The superelevation may be given on the abutments keeping the deck slab thickness uniform as per design. The level of the top of the slab of the culvert should be the same as the top level of pavement of the approaches so that any undue Jerk while driving on the finished road, is avoided. 11.3.7 Radii beyond which no superelevation is required Table 10 shows the radii of horizontal curves for different camber rates beyond which superelevation will not be required. TABLE 10 RADI. BEYOND WHICH SUPERELEVATION IS NOT REQUIRED Design Radius (metres) for camber of speed (kmh) 4 per ceat 3 per cent 25 percent 2 per cent 1.7 per cent 20 50 oo 7” 90 100 3 70 90 110 140 150 30 100 130 160 200 240 35 140 180 20 20 320 40 180 240 280 350 420 50 280 370 450 550 650 65 470 620 750 950 1100 80 700 950 1100 1400 1700 100 1100 1500 1800 2200 2600 11.3.8 Methods Of Attaining Superelevation 11.3.8.1 The normal cambered section of the road is changed into superelevated section in two stages. First stage is the removal of adverse camber in outer-half of the pavement. In the second stage, superelevation is gradually built up over the full width of the carriageway so that required superelevation is available at the beginning of the circular curve. 11.3.8.2 There are three different methods for attaining superelevation:- a) Revolving pavement about the centre line. This can be adopted in normal course. b) Revolving pavement about the inner edge. This can be adopted where lower edge profile is major control for drainage.c) Revolving pavement about the outer edge. Where overall appearance is the criterion, this method is preferable since the outer edge profile which is most noticeable to drivers is not distorted. Fig. 9 illustrates these methods diagrammatical- ly. The small cross sections at the bottom of each diagram indicate the pavement cross slope conditon at different points. 11.3.8.3 The superelevation should be attained gradually over the full length of the transition curve so that the design superelevation is available at the starting point of the circular portion. Sketches in fig. 9 have been drawn on this basis. In cases where transition curve can not, for some reason, be provided two-third superelevation may be attained on the straight section before start of the circular curve and the balance one- third on the curve. “Leos cane of rpg seme ae s € . (e) PAVEMENT EVOLVED ABOUT CENTRE LINE (8) PMEMENT EVOLVED ABOUF WANES EDEE ua ae (CROSS SECTION AT AM-MORNAL, CAMBER " TE vernon conf ra span CROSS SCTION AT BBLADVERSE CAMBER MUMVED = { i eeeperneties CROSS SECTION AT CC- SUPERBLEVASTON EQUAL TD CaMBRR t (CROSS SECTION AT DO-FULL SUPERELRVATION ACHIEVED eee ee pelt ocala: i Tarp Mates. wanaees some Be Some commney 8 BOP Laan ny ara Ma Sa eek Be ehtta ea (© PARENT REVOLVED ABOUT OUTER EDse SCBRYATIC DIAGLANS SHOWING DIFFSREUT WSTHODS OF ATTATICNG SUPERBIAVATION. Fig. 9, 11.3.8.4 In developing the required superelevation, it should be ensured that the longitudinal slope of the pavement edge compared to the centre line (ie the rate of change of superelevation) is not steeper than 1 in 150 for roads in plain and rolling terrain, and 1 in 60 in mountainous and steep terrain, When cross-drainage structures fall in a horizontal curve, their deck should be superelevated in the same manner as described above.11.4 RADII OF HORIZONTAL CURVE 11.4.1 On a horizontal curve, the centrifugal force is balanced by the combined effects of superelevation and side friction. The basic equation for this condition of equilibrium is: poe © “127(e+ f) where Re = radius of curves in metres Vv vehicle speed in km/h € = superelevation ratio in metre per metre width of road way. f co-efficient of side friction between vehicle tyres and pavement (taken as 0.15) 11.4.2 Based on this equation and the maximum permissible values of superelevation given in para 11.3.3, radii for horizontal curves corresponding to ruling minimum and absolute minimum design speeds are shown in Table 11. TABLE 11 MINIMUM RADII OF HORIZONTAL CURVES (IN METRES) FOR DIFFERENT TERRAIN CONDITIONS Class Plain terrain Rolling terrain Mountainous_ terrain Steep terrain ification ee of road Areas not" Snow bound Areas not ‘Snow bound affected by areas affected areas now by snow Ruling Absolute Ruling Absolute Ruling Absolute Ruling Absolute Ruling Absolute Ruling Absolute Min Mio Min Min Min fin Min Min Min Min Min Min Class9 155 90 90s O30” 2-33 sa (N)Roads : z Giese 59000 GO tds igi ean is te 0 ia Ose tis (N)Roads Notes:- a) Absolute minimum and ruling minimum radii correspond to the minimum design speed and ruling design speed respectively vide Table 5. b) For guidance in application, see para 11.4.3 11.4.3 On new roads, horizontal curves should be designed to have the largest practicable radius, generally more than the values corresponding to the ruling design speed (see table 11).However, absolute minimum values based on minimum design speed (Table 5) might be resorted to if economics of construction or the site conditions so dictate. While improving existing roads, curves having radii corresponding to absolute mini- mum standards may not be flattened unless it is necessary to realign the road for someILS 11.5.1 11.5.2 other reason. It must, however be noted that a sub-standard curve, reduces the trafficability of road permanently. TRANSITION CURVES When a vehicle travels from a straight stretch of road to a curve or from a curve to another curve of a different radius it is subjected to an outward centrifugal force causing a shock and sway to the passengers. In order to minimise this discomfort & accompany- ing hazards, transition.curves are to be introduced which enables the driver to turn the steering wheel gradually because the centrifugal force is developed gradually and permitting the gradual application of superelevation necessary for safe driving. Essential requirements of a transition curve are:- a) Radius of curvature should decrease gradually from infinity to the minimum to enable the steering wheel to be turned gradually and to eliminate the shock due to application of centrifugal force. b) The rate of change of centrifugal acceleration, should be such as not to cause discomfort or undesirable oscillation. (Since the radial acceleration is inversely propor- tional to the radius of curvature for any fixed speed, the transition should be such that the radius of curvature should be inversely proportional to the length of the curve from the starting point). A sketch showing a combination of circular and transition curve is given in fig 10. TANGENT Pom wee EPP WORIZENTAL MTERGECTION. 4.1.8. Potne TOTAL DEVIATION ancut Sena SEE Peiwsmos URRY OF AQIS OF cARCULAR CURY SHIT concen ‘TAuGunt o1sTANGE -» =~ TH Fig a0. ELEMENTS OF A COMBINED CIRCULAR AND TRANSITION CURVE11.5.3 The recommended minimum transition lengths for different speeds and curve radii, are shown in Table 12. The table also indicates the radii beyond which no transition is required. TABLE 12 MINIMUM TRANSITION LENGTHS FOR DIFFERENT SPEEDS AND CURVE RADII Plain & rolling terrain Mountainous and steep terrain Curve Design speed (km/h) Curve Design speed (km/h) radius radius Rimetres) 100 80. 65 50 40 35 (metres) . 50 40 30, 25. 20 Transition Tength-metres Transition Tength-metres 45 - - : NA 70) 14 - - - NA 30 60 - NA 15 53S 2 - - - 35 20 90 - : - Ss 50 4 2 - - NA 2 20 100 - : NA 7 45 35 30~ - - 30.2515 150 - : 80 45 30 23 40 - NA 3B 20 15 170 oa : 70 40 23 20 SO - 40 20 15 15 200 - NA 60 EL 25 20 SS : 40 20 1S 15 240 - 90 SO 30 20 NR 70 NA 30 15 15 1S 300 NA 75 40 25 NR - 80 5S 25 15 1S NR 360 130 60 35 20 : 90 45 23 15 15 - 400 us) 5S 30 wo 4 «22 1S) 15 500 95 45 25 NR - - 125 35 1S 15 NR - 600 380 35 20 . = = 150 30 15 15 - 700 70 35 20 - i - 170 py 1S NR . He 800 60 30 NR - : 200 20 15 - : - 900 SS 30 - - : 250 1s 15 : : : 1000 50 30 : : 300 15 NR - 1200 40 NR .- : - + 40 15 - : : 1500 35 - - - : 500 NR - - - 1800 30 - - - = ‘a - fa - . - 2000 NR - - - : . - - - - - : NA - Not applicable NR - Transition not required. 11.5.4 Corves Transitional Throughout (Seif Transitioning Curves)_ When a fully transitional eurve is desired without a central circular curve, the total angle consumed by the transition which is the tangent deviation angle of the transition is equal to half the total deviation angle of the curve. For any one deviation angle, there are innumerable combinations of radii and the length of the transition which give a fully transitional curve. Table 13 gives the tangent and apex distance for fully transi ional curves for deviation angles from 6° to 138°. The Ts and Es values figured are for a Jength of transition of 100 m. For lengths other than 100 m, the values will have to be proportionately increased or decreased. Fig 10 shows the use of Table 13 for design of fully transitional curves.TABLE 13 IGENT AND APEX DISTANCES OF CURVES TRANSITIONAL THROUGHOUT Ts = (Re + s) Tan A/2 + k Es =(Re+s)exsecAt+ s = Re+s _ Re 2 Cos A/2 6° - 138° TANGENTS _AND_APEX-DISTANCE FOR Is = 100m & Ts ES Aras a Ts Es 6 100.064 1.747, 53 105.452 16.966 100 125.475 42.852 1 100.087 204 ° 54 105.680 17.352 101 126.216 43.687 8g 100.114 2332 5S 105.913 17.742 102 126,980 44.544 9 100.144 2.625 56° 106.153 18.137 103 127.765 45.422 10 100.178 2918 57 106.399 18.536 104 128573 46.321 rt 100.216 3.212 58 106.651 18,940 105 129.405 17.243 2 100.257 3.507 59 106.909 19.348 106 130.261 48.189 13 100.302 3.802 60 107.124 19,762 107 131.142 49,198 4 100.350 4.098 61 107.446 20.181 108 132.049 50.152 15 100.402 4.396 62 © 107.724 20.604 109 132.983 $1,172 16 100.458 4.693 63 108.010 21.034 110 133.947 $2,220 7 100518 4.992 64 108.302 21.468, 1 134.941 53.298 18 100581 5.292 65 108.602 21.908 112 135.965 54.406 19 100.648 5.593 66 108.909 22.355 113 137.022 55.544 20 100.719 5.895 67 109.223 22.807 114 138.113 56.715 a 100.794 6.198 68 109.546 23,266 us 139.239 57.921 2 100873 6.502 69 109.876 23.731 116 140.405 59.163 B 100.955 6.808 70 110.214 24.203 117 141.602 60.443 24 101.042 7.115 71 110.561 24.681 118 142846 61.763, 25 101.132 7.42472 110.917 25.167 119 144.123 63.126 26 101.226 7.734 «73 111.281 25.660 120 145.463 64,532 27 101.324 8045 74 = 111.654 26.161 121 146.840 65.983 2B 101.427 8358 75 112.036 26,669 122 148.267 67.484 29 101.533 8674 76 = 112.427 27.186 123 149.747 69.036 30 101.644 8990 77 112.828 27.710 124 151.281 70.641 31 101.758 9.309 78 = 113.240 28.244 125 152871 72,302 32 101.877 9.630 79 113.661 28,786 126 154523 74,023 3 102.000 9.952 80 114092 29.337 127 156.239 75.808 34 102.128 10.277 81 114535 (29.898, 128 158.024 77.661 35 102.260 10.604 82 114.988 30.464 129 159,882 79.585 36 102.396 10.933 83 «115.453. 31.048 130 161.816 83.601 7 102.537 11.265 84 115.930 31.639 131 163.828 81.503 38 102.682 11599 85 116.418. 32.241 132 165.926 85.825 9 102.832 11.936 86 116.919 32.854 133 168.116 88.079 40 102.987 12.275 87 117.433. 33.478 134 170.405 90.428 4 103.146 12.617 88 117.960 34.115 135 172.797 92.880 a2 103.310 12.962 89 118.00 34,763, 136 175.300 95.445 B 103.479 13.309 90 119.054 35.425 137 177.668 98.120 4 103.653 13.660 91 119.623 36,099 138 180.668 100.434 45 103.831 14.012 92. 120.207 36.788, 6 104.015 14370 93 120.806 37.490 Re = Gurve Radius ey 104.204 14.730 94 = 121.421 38.207 Ts = Tangent Distance 8 104.399 15.094 95 122.052 38.940 Es = Apex Distance 9 104.598 15.460 96 122.700 39.688 A = Total Deviation Angle 50 104.804 15.831 97 123.366 40.453 S = Shift a 105.014 16.206 98 124.050 41.234 K = The Distance along 2 105.230 16.584 99 124.753 42.430 straight from T.P to PC11.6 EXTRA WIDTH OF PAVEMENT AT HORIZONTAL CURVES 11.6.1 For horizontal curves of different radii extra width of pavement should be provided as per Table 14 given below:- TABLE 14 EXTRA WIDTH OF PAVEMENT AT HORIZONTAL CURVES Radius of curve upto 21to 41to 6110 101to above (m) 2 4 6 100 300 300 Extra width (m) for single-lane road cl 9 (N) : and 1 5 (N) 09 #06 06 Ni Nil Nil 11.6.2 The widening should be effected by increasing the width at an approximately uniform rate along the transition curve. The extra width should be continued over the full length of the circular curve. On curves having no transition, widening should be achieved in the same way as the superelevation ie, two-third being attained on the Straight section before start of the curve and one-third on the curve. 11.6.3 Preferably the entire widening should be done only on the inside of the curve. The extra widening may be attained by means of off-sets radial to the centre line. It should be ensured that the pavement edge lines are smooth and there is no apparant kink. 11.7 METHODS OF CURVE RANGING 11.7.1 Methods of lay-out, ranging and setting out of horizontal curves with examples are given in Appx ‘A’. 11.8 VISION BERMS (BATTER BENCHING / LATERAL CLEARANCE) 11.8.1 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. 11.8.2 The set-back distance is calculated from the following equation (see fig 11 for defini- tions) m = R-(R-n) Coso where @= _S radians 2(R-n) m = the minimum lateral clearance from the centre line of the road to sight obstruction in metres at the middle of the curve. R = radius of centre line of the road in metres.In the above equation, sight distance is measured along the middle of inner lane. On single lane roads, sight distance is measured along the centre line of the road and ‘n’'is taken as Zero CENTRE LINE OF ‘CENTRE LINE OF wsipe LAME CARRIASEMAY A= RADWS OF CURVES 3 = SISHT DISTANCE ne Mintnaans SET- BACK orem Ser ekaagt ja te oF Fig. 1. Visipnsty AT MonizoNTAL CURVES, (Ref. para ez) 11.8.3 Utilising the above equation, the design values for lateral clearance corresponiling to safe stopping distance for single lane carriageway are given in Table 15. These design values relate basically to circular curves longer than the design sight distance. For shorter curves, the values of set- back distance given in Table - 15 will be somewhat on the higher side, but these can any way be used as a guide. TABLE 15 LATERAL CLEARANCE FOR SINGLE LANE CARRIAGEWAY Radius of Lateral Clearance in metres circular curves in = S=20m S=25m $230m $=45m S<60m metres (v=20 (V=25 (v=30 (v=40 (v=50 km) km/h) km/h) km km/h) BRessstsasas 5 B 811.8.4 Lateral clearances for intermediate sight distance can be computed similarly but the set-back required is usually too large to be economically feasible on hill roads. 11.8.5 Where there is a cut slope on the inside of the horizontal curve, the average height of sight line can be used as an 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. (see fig - 12). SECTION x-x hs 0.7M fom sare srommma seer onset TSM Fen wramutonte /oves vase 11.8.6 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 distance both in the vertical direction along the pavement and in the horizontal direction on the inside of the curve. 11.9 CAMBER & CROSS FALL (Refer Fig. 13) 11.9.1 The pavement on straight stretches should be provided with a crown in the middle with surface on either side sloping towards the edge. In stretches of winding alignment where straight stretches are few and far between, it may not be possible in all situations to provide it. In such cases, instead of normal camber, surface may be given a unidirec-Fig.13.. CAMBER & CROSS FALL we ROAD wOTH AE mse CAMBER wer RoaD mioTH - hee mise Ross Fane tional cross fall towardsthe hill side with due regard to factors such as direction of superelevation at the flanking horizontal curves, ease of drainage, problem of erosion and so on. The camber or cross fall on straight sections of the roads is given in Table 16. TABLE. 16 CAMBER / CROSS FALL Type of road ‘Camber or cross fall Earth roads Gravel or WBM surface Thin bituminous surfaces Dense/Semi Dense type bituminous Surface or cement concrete surface Tin33tolin25 3.010 40% 1 in 40to 1 in 33 25 - 3.0% 1inSOto1in4dd0 —- 2.0010 25% 1 in 60 to 1 in 50 1.7 to 20% 11.9.2 In areas of heavy rainfall, the steeper value of camber given above should be adopted. In areas where intensity of rainfall is low, lower camber values may be adopted. 11.9.3 The cross fall for earth shoulders should be at least 0.5% more than the pavement camber subject to a minimum of 1 in 33 (3%). 11.9.4 If the shoulders are paved, cross fall as appropriate as per Table may be adopted. 11.9.5 On superelevated sections, the shoulder should normally have the same cross fall as the pavement,12.1.2 VERTICAL ALIGNMENT Gradients The vertical alignment should provide for a smooth longitudinal profile consistent with the category of the road and lay of the terrain. Changes in grades should not be too frequent as to cause kinks and visual discontinuities in the profile. Grades should be carefully selected keeping in view the design speed, terrain condition and nature of traffic expected on the road. The gradients for different classes of terrain are given below in Table 17. TABLE 17 GRADIENTS FOR DIFFERENT TERRAIN Terrain Ruling Limiting Exceptional Plain or rolling 3.3% 5% 6.7% terrain (lin 30) (Lin 20) (1 in 15) Mountainous and 5% 6% 1% steep terrain (1 in 20) (1 in 16.7) | (Lin 14.1) Note. 12.1.3 12.1.4 12.1.5 12.1.6 However, in cases where the road alignment traverse through steep terrain below 3000 m altitude for a continuous stretch of 5 kms or more, the gradient may be steeper by 1% i.e. a ruling gradient of 6%, limiting gradient of 7% and exceptional gradient of 8% may be adopted in such cases. , Gradients upto the ‘ruling gradient’ may be used as a matter of course in design. However, in special situations such as isolated over-bridges in flat country or roads carrying a large volume of slow moving traffic, it will be desirable to adopt a flatter gradient of 2 percent from the point of aesthetics, traffic operations, and safety. The ‘limiting gradients’ may be used where the topography 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 grade, steeper than the ruling gradient should be as short as possible. “Exceptional gradients’ are meant to 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 gradient must be separated by a minimum length of 100 m having gentler gradient (i.e. limiting gradient or flatter). The rise in elevation over a length of 2 km shall not exceed 100 m in mountainous terrain and 120 m in steep terrain.12.1.7 Gradients for drainage On unkerbed pavements in embankment, near level grades may be provided when the pavement has svuffficient camber to drain the storm water laterally.But in cut sections or in kerbed embankments, it is necessary for the road to have some gradients for efficient drainage or the road side drain should have the gradient to ensure flow of water. Desirable minimum gradient for the road surface in kerbed embankment or cut sections is 0.5% in which case the side drain should be lined or 1% if the drain is unlined. 12.1.8 Grade Compensation at curves At horizontal curves, the gradients should be easéd by an amount known as ‘Grade compensation’ which is intended to offset the extra tractive effort involved at curves, using the formulla Grade compensation (%) = (30 + R)/R Subject to a maximum of 75/R where R is the radius of curve in metres. 12.1.9 Grade compensation is not necessary for gradients flatter than 4% (1 in 25). 12.2. Vertical Curves 12.2.1 For smooth transition at grade changes, vertical curves are to be provided. At summits & valleys these curves have to be convex and concave respectively and should be designed as square parabolas. (for design please refer to IRC 52-1981). 12.2.2 The length of vertical curves is controlled by sight distance requirements, but curves with greater length are aesthetically better. 12.2.3 Curves should be provided at all grade changes exceeding those indicated in Table 18. For satisfactory appearance, the minimum length should be as shown in the table. TABLE 18 MINIMUM LENGTH OF VERTICAL CURVES Design speed Maximum grade change(%) not Min length of km/h requiring vertical curve vertical curve(m) upto 35 1S 15 40 1.2 20 50 1.0 30 65 0.8 40 80 0.6 50 100 0.5 60123 SUMMIT CURVES (Refer Fig. 14) f+ Honizom rat Leners oF: a suMwr cvRY $805 sTOMMS stony DISTANCE 080+ OVER TAKING BiguT DISTANCE Ik wulsur oF onsect Bove PAVEMENT SURFACE Ht Halen OF EYE LEVEL OF DRIVER OVER PAVEMENT SURFACE Moe Deviation anete Ry 4 ASCENDING GRADIENT fenoIHe GRADIENT Fig.14.. SUMMIT CURVE 12.3.1 The length of summit curves is governed by the choice of sight distance, whether stopping sight distance or the intermediate sight distance. The length is calculated from the formula :- a) For safe stopping sight distance case (i) when the length of curve exceeds the required sight distance i.e. L is greater than S where N = Deviation angle i.e. the algebraic difference between the two grades. Length of parabolic vertical curve in metres. : S = Required sight distance in metres. Case (ji) Where the length of curve is less than the required sight distance i.e. L is less than S L=2S - 4.4(b) For intermediate or overtaking sight distance Case (i) where L is greater than S L= NS? 9.6 Case (ii) where L is less than S L= 2S - 9.6 N 123.2 Example : Calculate the length of summit curve for the following parameters : (Refer Fig. 14) (i)Design speed=25 kmph (ii)Ascending gradient, ni = 1:25 (iii)Descending gradient, n= 1:20 Solution : Deviation angle N = nj - (-n2) =1l -(-1) 25 20 " + " 4+5= 9 100 100 Stopping sight distance S for a design speed of 25 kmph from table 6, S = 25m IfL> $s L = NS? 44 =9 x 25? 100 44 = 12.78 m ie.L< SHence equation for the condition L < S. L= 2S - 4.4 N = 2x 25 -- 4.4x 100 9 L = 1.1m From Table 18, minimum length of vertical curve upto a design speed of 35 kmph is 15 m which is greater than the value of length of curve calculated above. So length of summit curve =15m. 12.4 VALLEY CURVES (Refer Fig. 15) Fig. 15.. VALLEY CURVE 12.4.1 The length of valley/sag curves should be such that for night travel, the head-light beam distance is equal to the stopping sight distance. ed on this criterion the length of curve may be calculated as per formula given below :-Case (i) where L is greater than S = —NS_ ~ 1,50+ 0.035S Case (ii) where L is less than S L= 2S - 150 + 0.035 $ N : Where L, S & N are as given in para 12.3.1 above. BS HAIRPIN BENDS (ZIGS) (Refer Fig. 16) Fig-16 HAIR PIN BEND eee a eS ae 2.5.1 Hairpin bends, where unavoidable, may be designed either as a circular curve with ss transition at each end or as a compound circular curve. The following criteria should ' be followed normally for their design :-12.5.2 12.5.3 12.5.4 13.1 13.2 13.3 (a) Minimum design speed 20 km/h (b) Minimum roadway width at apex (i) Class9(N) Road = 7.5m (ii) Class5(N) Road 6.5m (c) Minimum radius for the inner curve 14.0 m (d) Minimum length of transition curve 15.0 m (©) Gradient Maximum 1 in 40 (2.5 percent) Minimum 1 in 200 (0.5 percent) (f) Superelevation 1 in 10( 10 percent) Inner and outer edges of the roadway should be concentric with respect to centre line of the pavement. Where a number of hairpin bends have to be introduced, a minimum inter-vening horizontal distance of 60 m should be provided between the successive bends to enable the driver to negotiate the alignment smoothly. Widening of hairpin bends subsequently is a difficult and costly process. Moreover, gtadientstend to become sharper as generally widening can be achieved only by cutting the hill side. These points should be kept in view at the planning stage, especially if a series of hairpin bends is involved. At hair-pin bends, preferably the full roadway width should be surfaced. CO-ORDINATION OF HORIZONTAL AND VERTICAL ALIGNMENTS The overall appearance of a highway can be enhanced considerably by judicious combination of the horizontal and vertical alignments. Plan and profile of the road should not be designed independently but in unison so as to produce an appropriate three-dimensional effect. Proper co-ordination in this respect will ensure safety, im- prove utility of the highway and contribute to overall aesthetics. The degree of curvature should be in proper balance with the gradients. Straight alignmensor flat horizontal curves at the expense of steep or long grades, or exvessive curvature in a road with flat grades, do not constitute balanced design and should be avoided. Vertical curvature superimposed upon horizontal curvature gives a pleasing cflect. As such the vertical and horizontal curve should coincide as far as possible and their length should be more or less equal. If this is difficult for any reason, the horizontal curve should be somewhat longer than the vertical curve. Sharp horizontal curves should be avoided at or near the apex of pronounced sum- mit/sag vertical curves from safety considérations.13.5 Fig 17 illustrates some typical cases of good and bad alignment co-ordination. ‘6000 oEsen rome UNOESMANLE DEBE FORM xsroves suuarnarwe 000 14. LATERAL AND VERTICAL CLEARANCES AT UNDERPASSES 14.1. LATERAL CLEARANCE 14.1.1 Desirably the full roadway width at the approaches should be carried through the underpass. This implies that the 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 equal the normal shoulder width. 14.1.2 On 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 the principles set forth in IRC ; 54-1974 "Lateral and Vertical Clearances at Undripasses for Vehicular Traffic".14.2. VERTICAL CLEARANCE Minimum vertical clearance of 5 metres should be ensured over the full width of the FORMATION WIDTH Fig. 18 .. VERTICAL CLEARANCE roadway at all underpasses, and similarly at overhanging cliffs and any semitunnel sections etc. The vertical clearance should be measured with regard to the highest point of the carriageway, i.e. 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. Also see fig. 18 for reference. 15. CONCLUSION 15.1 This Technical Instruction has been compiled based on various standards, guidelines and specifications of Indian Roads Congress, Instructions of MOST (Roads Wing), specifications for Road and Bridge works of MOST published by IRC, Policy Instruc- tions.of MOST and DGBR, DGBR Technical Instructions 1 & 2 of 1960 etc. A list of IRC publications for more exhaustive understanding of the subject is given in Apendix ‘B.2. METHODS OF CURVE RANGING There are two methodsfor setting out cruves. These are:- a) Linear or chain and tape method and b) A.ngular or instrumental method Linear methods are those in which the curve is set out with a chain and tape only. Instrumental methods are those in which a theodolite with or without a chain is employed to set out the curve. 3. Location Of Tangent Points (See fig Al) The procedure to locate the tangent points Ti and T2 is as under:- Having fixed the centre line of the road on the straight portion on either end of the curve, extend them to meet at point ‘B’, Set up a theodolite at the intersection point B and measure the angle of intersection (I) T1 BT2. Find the deflection angle » from the relation. aN = 180°-1 Calculate the tangent length from the formula BT: = BT2= Rtan o 2 Locate Tj and Tz by measuring the tangent length from intersection point B. Fig. Aq,4. If an angle measuring instrument is not available, the angle of intersection may be found by chain measurement as follows:- Set off from B equal distance Ba and Bc along BA and BC. Measure ac accurately. From triangle Ba c, Sin aBe= Sin [= ac 2 2 2Ba or 1 = 2 Sin? (ac) 2Ba @= 180°-I = 180° - 2 Sin”! (ac) 2Ba 5. Chain And Tape Method Of Setting Out A Simple Circular Curve. (See fig A2) Fig.A2. Let AB and BC = the tangents to the curve T1DT2 Ti and Tz = the tangent points TiT2 = the long chord of length L. ED = Oo = the offset at the mid point of TiT2. PQ = Ox he offset at a distance x from E so that EP=x. OD=Rs=the radius of the curve. 8 : 3 :The formula for the offset at any point on the long chord is Ox =fR? -(R-Oo) 6. Example: (Ref fig A3) Let the radius ofeurve R= 20 mtrs and the length of long chord T{T2 = 16 mrs In fig. A3 Ti = JT2=8m OT1 = OT2=R=20m Select points D, F, H and L, P, R on either side of J in such a way so that T1D = DF = FH = HJ = 2 mtr The offset at J = Oo = (OK-OJ) = (R-OJ) on =/R2-1y3? =/202-8? =336 = 18.33 mAl ie, R-Oo = 18.33 m JK = R- OJ = 20 - 18.33 = 1.67 m offset HT = /R?-22-(R -O0) = for-2- 18.33 = 4/596 - 18.33 = 19.9*18.33 = 157m Offset FG = /207-4?- 18.33 = 384 - 18.33 = 19.6 - 18.33 = 127m Offset DE =, = 18.33 = fea - 18.33 = 19.08 - 18.33 = 0.75m Since the curve is symmetrical, the offsets on the right side will be the same as those ‘on the left side. Angular Or Instrumental Method : (Ref fig A4) TTT TT | | Fig. Ma SETTINGOUT A SIMPLE CIRCULAR CURVE WITH THEODOLITE Res pare. 7.)AB = The rear tangent to the curve T1 The tangent. point DEF etc = Successive points on the curve 31, 82, 3etc. _ = Tangential angles, which each of the successive chords T1D, DE, EF, etc, makes with the respective tangents at 11,D,E, etc. Al, A2, 3 etc = The total tangential or deflection angles (between the rear tangent AB and each of the lines TD, T1E, TiF etc) for the chords T1D, DE, EF, etc. Ci, C2, C3 etc = The length of chord T1D, DE, EF, etc. R Radius of the curve From the formula, on = 1718.9 Cy minutes. we have R a1 = 1718.9 Cy minutes R 82 = 1718.9 Cp minutes etc. R Also, AL = 61 A2 = b1+4 62 =A1+ 52 A3 = 81+ 62 + 63= A24 33 An = 81+ O24 03+ =~ + bn =An-1+ dn Procedure: To set out the curve, Step -1. Step - 2. Step - 3. Set up the theodolite over the tangent point (T1) and level it. Clamp both the plates of theodolite at Zero and direct the telescope to the ranging rod at point of intersection B and bisect it. Release the vernier plate and set the vernier to the first deflection angle a1, the telescope being thus directed along T1D.Step - 4. Fix the Zero end of the tape at Ti, and holding the arrow at a distance on tape equal to the length of first chord and swing it around Tj until the arrow is bisected by the line of sight which is point D. Thus the point D is located on curve. Step -5. Unclamp the upper plate and set the vernier to the second deflection angle 42. The line of sight is now directed along T1E. Step - 6. Fix the Zero end of the tape at D. Holding the arrow at a distance on tape equal to the length of chord, DE, swing the other end around D until the arrow held at the other end is bisected by the line of sight which istpoint E. Thus second point E, on the curve is located. Step- 7. Repeat the process ‘. until the end of curve is reached. Example (Ref fig. As) Let the radius of curve,R = 20 metres. Deflection angle, A = 75° Peg interval = 5 metres. Solution Length of the curve = xRA 180° = x x20x75° 180° = 26.18 m Since the peg interval is 5 mtrs, the curve will consist of 5 unit chords of 5 mtrs & one (last) sub-chord of (26.18 - 5 x 5) = 1.18 mtrs length. From the formula, bn = 1718.9 Cy minutes R_ (Ref para 7) for first chord o1 1718.9 Cy minutes R 4"" 1218.9x5 minutes 20 429.7 minutes = 7943" Since, C1 = Cz = C3 = C4 = Cs o1 = 02 = 03 = 645 55= 79 43" Last sub-chord Cg= 1.18 metres 86 for last sub-chord = 1718.9xC6/R 1718.9 x 1.18/20 101.42 minutes 1°41 25 ‘The total tangential (deflection) angles for the chords are AL = 81 = 79) 43" A2 = 61+ 62 = Alt 82 = 14°19 26° 43 = d1t+ 52+ 03 =A2+ 63 = 21°29, 09" Ad = b1+ 82+ 63+ 04 = A344 = 28°38, 52° AS = d1+ 52+ 03+ 84+ O5= Aat 55 = 35°48, 35" AG = d1+ 82+ 53+ S44 b5+ 56= AS+ 86 = 37°30 00" Once the angles are calculated, set the theodolite at point T1. Measure the angles 41,42,43,44,45,46 from the rear tangent and fix the points D, B, F, G & H and complete the curve. : FigeAgsEETTIMG OUT A SIMPLE CIRCULAR CURVE WITH THEODOLIT, PaesPoint Of Intersection {naccessible (See fig A6) ‘When the point of intersection B is inaccessible, as it happens in most of the curves on hill roads, the procedure for determining the value of deflection angle ¢and the location of the tangent points T; and T2 is explained below:- Fix points M and N suitably on the tangents A B and BC respectively so that M and N are intervisible and the line MN runs on moderately level ground. If the ground beyond the curve is not suitable, the points may be fixed inside the curve as atM and N. Measure MN accurately. Set up the instrument at M and measure the angle AMN (61). Transfer the instrument to N and measure the angle CNM (@2). In the triangle BMN, a = 180°- 0 8 = 180° - The deflection angle ¢= a+ B Find out the distances BM and BN from the formula MN Sin 8 BM = Sin (i80"-(a +B} BN = MN Sina Sin {180° -(a + B )} Calculate the tangent lengths BT; and BT2 from the formula T=Rtango 2 To obtain the distances MT) and NT2 MT1 = BT) - BM and NT2 = BT2-BN Measure the distances MT) and NT2 from M and N respectively along the tangents BA and BC and fix the points T; and T2. If the points are fixed inside the curve, the procedure is the same as above, except for the distances to be measured from the points M and N to locate the tangent points Ti and Tz, M Ti and N T2 being respectively equal to (BM - BTj) and (BN - BT2)Fig. A6.- 10. Example (Ref Fig A7) MN = 12m OL = 135° @ == 120° R = 20m In 4 BMN, 2 BMN = 180°-9 = 180°- 135° = 45° = 4 BNM = 180°. @2 = 180°- 120° = 60° = Deflection angle @ = (a+ B) = 45°+ 60°= 105° From the formula MN Sin 8 BM ” Sin {180° - (a+ B)}- «o = yo = 12Sin 60° 50 Sin (180° - 105°). Sin 75' = 10.76m Similarly MN Sina BN = —————_—_— Sin {180° -(a+ 8)} oO Sin 75° = 878m Tangent length BT: = R tan 9/2 = 20tan 105° = 26.06m 2 MT1 = BT1 - BM = 26.06 - 10.76 = 15.30 m NT2 = BT2-BN= 26.06 -8.78 = 17.28m Fig. Aqz-11. SETTING OUT COMBINED CIRCULAR AND TRANSITION CURVE (Refer fig. As) The procedure for setting out a combined circular and transition curve is explained below:- Notations. a) Deflection angle between the straights = 4 b) The radius of the circular curve =R c) The length of the transition curve =L d) Spiral angle = 1 €) Shift of the circular curve = S f) Distance to any point measured along the curve from tangent point = Fig. Ag. COMBINED CURVEStep - 1. Step - 2. Step - 3. Step - 4. The length of transition curve (L) be taken from table 12 depending upon the design speed and radius of circular curve. Find the shift of the circular curve (S) from the formula, v2 24R Compute the total tangent length from formula, TB = TB= (R+ S)tana + L(1-9) - 2 2° SR Calculate the spiral angle @1 from the formula, L 1 = — radians 2R and central angle EOE’ from the formula, Step - 5. Step - 6. Step - 7. FIXING Step - 8 ZEOE! = 4-261 Calculate the length of circular curve (EE) from the formula , aR (A- 2 ot) EB =———— 180° The length of combined curve » — aR(A-2 91) Tr =———— s+ 2b 180° Find the location of the beginning and end points of the combined curve (T) & (T) by measuring the total tangent length form the point of intersection ‘B*. OF CHAINAGE OF T, E, E & T (Ref fig. As) Assuming the chainage of beginning point T (located as per step 7 above) as zero, the chainage of junction point E of the transition curve with the circular curve can be obtained by adding the length of transition curve to the chainage of T ie, zero + length of transition curve = chainage of E. The co-ordinates of the point E with T as origin are given by the formulapal ( -3) and v v =s|1-— 4” ER SoR? Thus the point E will lie on the arc of a circle having the radius Ri which is equal to / pe + ae Step - 9. Determine the chainage of the other juction point E’ with other transition curve by adding the length of circular curve to the chainage of E. Step - 10. Similarly the chainage of end point, T’ of the combined curve can be determined by adding the length of transition curve to chainage of E . The point E will be on the arc of a circle having the radius Ri which isequalto /p?+ q”. The values of p & q are obtained as per formulae given in step 8 above. LOCATION OF POINTS E & E Step - 11. Calculate the deflection angle a for the transition curve from the formulae a = sBr RL. where | is the length measured along curve from T. For the condition | = L, 4BTM = oe = 573 L/R. Once the value of 2 ae is known, the point E can _be located by setting the angle BTM, and extending it to meet the arc with radius p+ 4 Similarly locate the point B° from the other side of the curve. LOCATION OF INTERMEDIATE POINTS ON TRANSITION CURVES. Step - 12 Calculate the deflection angles for intermediate points on the cirve from formula given in step 11 for different lengths at suitable intervals. (Ref fig. Ag). Step - 13 Thus both transition curves (one from T & other from T’) can be set out by fixing a theodolite at point T & T respectively for deflection angles as calculated above. Step - 14 The circular curve EE’ can be set out as mentioned in para 5/7.Fig.A@ - TRANSITION AND CIRCULAR CURVE 12. Example - Set out a combined circular and transition curve for the following parameters. a) Deflection Angle 4 = 75° b) Design speed = 2S5SKMPH c) Radius of circular curve = 25 m Procedure (Ref fig A10) Step - 1 Length of transition curve from Table - 12 for Design speed 25 KMPH and radius R 25m=25m ie, L= 25m Step -2. Shift S = L? 24xRL = 25 metres, R = 25 metres S= 257 = 1042m 24x25 Step - 3.. Total tangent length TB = TB = (R+ S)tang_+ F(i- <) 2 20S. R=25m S = 1.042 m 4 = 75° TB = T'B = (25 + 1.042) tan.75° +B 102) 2 2 5x05 = 19.982+ 12.396 = 32.378 m Step - 4. Spiral Angle 91 = Lx 180° 2aR = 25x180° = 28.647°= 28° 38/52" 2xnx25 Central Angle EOE’ = a -291 = 75° - 28.6479 x2= 17.706° = 17 42'16" Step - 5. Length of circular curve ER’ R(A - 2 91) 180° xx 25x 17.706° 180° = 7.726 mStep - 6. Length of combined curve TT aR(A - 2 91) 180° = 7.726+ 2x25= 57.726m Step - 7. With the known length of TB & TB, the point T & T can be located by measuring the distance along BT & BT (ie, 32.378 m fiom B) FIXING OF CHAINAGE T, E, E & T (Ref Fig As) Step - 8. Measure the tangent length 32.378 m from point ‘B’along the centre line and fix the tangent points T and T’. Assume the chainage of T = 0.00 m Chainage of E = chainage of T + length of transition curve 0.00+ 25 " = 25m The co-ordinates of the junction point E are given by the formulae p=L (1-39) 5R = 25(1-3x1.042) = 24.375 m 3x25 a2 (2) 28% (,__2% IER SOR?) 6x25( 56x25? = 409m Radius of circular arc, Ry =/P2+ a = [24.3757 + 4.09? = 24.72m Thus draw an arc of radius Ri with T as centre.Step - 9. Chainage of E = Chainage of E + length of circular curve = 25+ 7.726m = 32.726m Step -10. Chainage of end point T= chainage of E+ length of Transition curve 32.726 + 25 57.726 m With T’ as centre draw an are (x y’) of radius Ri = 24.72 m (as worked out in step 8) LOCATION OF POINTS E & E’ Step- 11. The Deflection angle a = 5731” minutes RL, forE&E,1=L we have ae= 573L minutes R L=25m&R=25m 573 x25, 25 Ge e= a ¢ = 573 minutes = 9°33 0" Set the angles 2BTM = ZBT'M’ = 9°33'0" and extend the line TM & T'M’ to meet are xy & x'y_at points E & E’ respectively. LOCATION OF INTERMEDIATE POINTS ON TRANSITION CURVES Step - 12. The deflection angle a = 5231" minutes RL.5B . 0.91681? minutes 25x25 Chainage of T = 0.00 Chainage of first point = 8 m, ly = 8 m, a1 = 0.9168 x 8” + 58.67 minutes 0° 8’ 41" Chainage of second point = 16 m, Iz = 16 m, a2 = 0.9168 x 167 = 234.7008 minutes 3°54) 42" Chainage of third point = 25 m, 13 = 25 m, a3= 0.9168 x25? = 573 minutes = 99330" Step - 13. Fix the intermediate points on both the transition curves by setting out these angles by a theodolite and measure the distances 11, 12 etc. Step - 14. Set out the circular curve as explained in para 5/7. e3) 4 sewed? Os 20° 30's2" ° 55 Fig.Ate. COMBINED CURVE.Appendix "B’ IRC PUBLICATIONS PERTAINING TO GEOMETRIC 1. IRC:3-1983 2. IRC:64-1976 3. IRC:69-1977 4. IRC:66-1976 5. IRC:38-1988, 6, IRC:SP:23-1983 7. 1RC:73-1980 8. IRC:52-1981 9, IRC:86-1983 10. IRC:92-1986 11. IRC:70-1977 12. IRC:32-1969 13, IRC:54-1974 14. IRC: 312-1973 15. IRC:65-1976 16. IRC:11-1962 17. IRC:80-1981 18. IRC:41-1972 19. IRC:39-1986 20. 1RC:12-1983 21. IRC:62-1976 22. IRC:98-1988 23. 1RC:103-1988 STANDARDS OF ROADS FOR REFERENCE Dimensions and Weights of Road Design Vehicles (First Revision) Tentative Guidelines on Capacity of Roads in Rural Arca Space Standards for Roads in Urban Areas Recommended Practice for Sight Distance on Rural Highways Guidelines for Design of Horizontal Curves for Highways and Design Tables Vertical Curves for Highways Geometric Design Standards for Rural (Non-urban) Highways Recommendations about the Alignment Survey and Geometric Design of Hill Roads (First Revision) Geometric Design Standards for Urban Roads in Plains Guidelines for the Design of Interchanges in Urban Areas Guidelines on Regulation and Control of Mixed Traffic in Urban Arcas Standard for Vertical and Horizontal Clearances of Overhead Electric Power and Telecommunication Lines as Related to Roads Lateral and Vertical Clearance at Underpasses for Vehicular Traffic Tentative Recommendations on the Provision of Parking Spaces for Urban Areas Recommended Practice for Traffic Rotaries Recommended Practice for the Design and Layout of Cycle Tracks Type Designs for Pick up Bus Stops on Rural (ie. Non-urban) Highways Type Designs for Check Barriers Standards for Road-Rail Level Crossings (First Revision) Recommended Practice for Location and Layout of Roadside Motor-Fuel Filling and Motor-Fuel Filling-cum-Service Stations (Second Revision) Guidelines for Control of Access on Highways Guidelines on Accommodation of Underground Utility Services Along and Across Roads in Urban Areas Guidelines for Pedestrian Fi