STANDARD SPECIFICATIONS FOR GEOMETRIC DESIGN OF URBAN ROADS MARCH 1992 A, DIRECTORATE GENERAL OF HIGHWAYS MINISTRY OF PUBLIC WORKSPREFACE The Directorate General of Bina Marga has introduced a standardization policy which endeavors to optimize investments ,designs and construction methods for highways so 2s to obtain the most efficient use of available ‘resources, finances and materials.as well as improvement of the ability of local engineers and contractors. However as motorization in Indonesia has increased rapidly in recent years,the necessity for road improvement has risen From this background the first edition of “ Standard Specifications for Geometric Design of Urban Roads " was developed in 1988 and provided design criteria to be applied to new construction and betterment projects in urban roads. In this edition ,the basis of the standards, figures and tables have been added to the first edition in order that the standard may be understood more accurately and applied more properly. We hope that this book will be used more than before by highway engineers working in Indonesia As we realize that there is room for further improvement of these standard specifications,especially considering Indonesian road conditions,any comments and suggestions will be most wel- come. Jakarta, March 1992 Director of Urban Road Development Subagya SastrosoegitoPREFACE It is stated in the Republic of Indonesia's Road Law NO.13 1980, that roads play an essential role in promoting the nation’s development. In order to make this role function accordingly,the Government should provide guidance which may lead to professionalism for everyone involved in road development, both at the central and regional ievels. For this purpose,a standard guidance regarding Product Specifications jManuals ,Guide-lines ,Specifications snd other aspects of Planning,Design,Construction and Utilization has @ high level of necessity for achieving a more efficient and uniformed road development practice. The publishing of this book titled Standard Specifications for Geometric Design of Urban Roads is part of the efforts of Directorate General of Highways “in. promoting professionalism for everyone involved in road development. With ful] awareness of this first edition being fer from perfect,it is open for comments end suggestions for further ‘improvement Jakarta, January 1988 Director General of Highways Suryatin Sastromi eyoCONTENTS 1. FORWARD — Dade Objectives — 1.2. Application 2. DEFINITIONS — 3.HIGHWAY CLASSIFICATION AND TRAFFIC — Functional classification - Functional classification by government regulation — Introduction of design classification — Design Design classification ~ Design types ~ Design classes Nature of design classification ~ Design Access 4. DESIGN VEHICLES - 4d. Dimensions of design vehicles — 4.2. Application ~ 5. CROSS-SECTION ~ General ~Composition of cross-section Traveled way - Composition of traveled way — Number of lanes Lane width - Traveled way width of local streets ( Type II, Class IV roads ) - Median ~: Separating by directions Minimum width of median Composition of median — Width of marginal strip of medians ~ Shoulder - Provision of shoulder - Minimum width of left shoulder -: Minimum width of right shoulder - Parking lane Provision of parking lane Parking lane width — Planted strip — Provision of planted strip - Planted strip width — Frontage road — Provision of frontage road ~ Frontage road design Frontage road width ~ Outer separation ~ Provision of outer separation Outer separation composition — Minimum width of outer separation - Other design controls of outer separation -5.10. Sidewalk - 5.10.1. Provision of sidewalk — 5.10.2. Minimum width of sidewalk ~ 5.10.3. Cross-section arrangement of sidewalks — 5.11. Bikeways - 5.11.1. Provision of bikeways ~ 5.11.2. Design dimensions ~ 5.11.3. Minimum width of bikeways ~ 5.11.4, Other design control of bikeways 5.11.5. Cross-section arrangement of bikeways 5.12. Clearance 5.12.1. Provision of clearance ~ 5.12.2. Clearance dimensions 5.12.3. Measurement of clearance line ~ - SIGHT-DISTANCE 6.1. Stopping sight distance ~ 6.2 Passing sight distance 6.2.1. Provision of passing sight distance 6.2.2. Application ~ 6.2.3. Methods for measuring sight distance ~ T.HORIZONTAL ALIGNMENT ~ General 7.2. Minimum radii of curves ~ 7.2.1. Standard minimum radii with maximum superelevation ---34 7.2.2. Desirable minimum radii of curves ~ ~35 7.2.3. Standard minimum radii of streets with normal cross-fall -36 1.3. Minimum curve for normal cross-fall section ~— -36@.CROSS-SLOPE — eae 8.2. 9. VERTICAL ALIGNMENT git. 9.2. 9.3. 9.3.1. Minimum length of curved alignment - Superelevation Maximum superelevation Exception for urban roads ~ Superelevation over range of curves ~ Superelevation over range of curves in built-up area -38 Transition section Provision of transition section — Minimum length of transition sections Runoff of superelevation and widening Omission of transition section — Desirable minimum for omitting transition section - Widening on curves Value of widening -— Application to multilane roads — Easement of lane widening ~ Widening at sharp curves Runoff of widening — Superelevation runoff — Runoff of Superelevation - Minimum length of superelevation runoff ~ Cross-slope at tangent sections ~~~ Cross-slope of curved section of streets - Maximum grades — Critical length of grade ~ Climbing lane ~ Provision of climbing lane -4-10.AT-GRADE INTERSECTIONS ~ 10.1. 10.4.1. 10.1.2. 10.1.3. 10.1.4. 10.1.5. 10.1.6. 10.2. 10.2.1. 10.2.2 10.3. 10.3.1. 10.3.2 10.4. 10.4.1. 10.4.2. 10.4.3. 10.5. 10.5.1. 10.5.2. 10.6. 10.6.1. 10.6.2. Climbing lane width ~ Vertical curve — Provision of vertical curve ~— Standard minimum radii of vertical curve ~ Desirable radii of vertical curve ~ Standard minimum length of vertical curve — General design considerations - General ~ Design volume Traffic control at intersections Design speed ~ Alignment and configuration Distance between intersections ~ Alignment near intersections Sight distance at intersections ~ Minimum radii — Vertical alignment near intersections Maximum grade ~ Minimum length of low grade section — Cross-section near intersections ~ Lane width Number of lanes and location ~ Lane shift - Right turning lane ~ Criteria for provision ~ Length of right turning lane ~ Left turning lane ~ Criteria for provision Length of left turning lane ~10.7. Channelization - 10.7.1. General 10.7.2. Radius of channel 10.7.3. Width of channel 10.7.4. Traffic island design controls 10.7.5. Turning path at intersections ~- 10.7.6. Corner cut -: 11.GRADE SEPARATION 11.1. General 11.2. Provision of grade separation 11.3. Stage construction — 11.4. Geometric design of grade separation — 12. INTERCHANGE ~ 12.1. Determination of interchange types 12.2. Design speed of ramps 12.3. Geometric design of ramps 12.3.1. Lane width - 12.3.2. Width of shoulder - 12.3.3. Median 12.3.4. Marginal strip — 12.3.5. Clearance - 12.3.6. Minimum radii for ramps ~ 12.3.7. Superelevation for ramps ~ 12.3.8. Widening of lanes - 12.3.9. Sight distance -- 12.3.10.Grade -- 12.3.11.Standard minimum radii and length of vertical curve 12.3.12. Transition curve 12.4. Deceleration lane ~ 12.4.1. Standard length of deceleration lane -12.4.2. Minimum length of deceleration lane — 12.5. Acceleration lane 12.5.1. Standard length of acceleration lane ~ 12.5.2. Minimum length of acceleration lane with down gradient76 -17 12.6. Distance between successive ramp terminals — 13.RAILWAY CROSSING AT-GRADE ~ 13.1. Cross angle ~ 13.2. Alignment near crosses 13.3. Minimum length of watched section — 13.4. Measurement of watched sections 4.DRAINAGE - 15 .MARKING 16.UTILITIES - SUMMARY = APPENDIX (EXPLANATION)1. FOREWORD 1.1, Objectives The objective of these specifications is to provide design criteria and controls which shall be applied to new construction (Pembangunan baru jalan) or improvement (Peningkatan jalan) projects of urban reads in accordance with the stipulation of Article 13 of the Government Regulations on Roads (No. 26, 1985) 1.2. Application According to the government regulations (Government Regulations No. 26, 1985), roads in urban areas belong to either the primary system or secondary system. Primary system roads are distinguished from others with their superiority for through, long-distance traffic. | Consequently, their design may take different features from that of secondary roads. Secondary systems are supposed to serve intra-region/intra-city traffic. Planning and design of secondary systems should be coordinated regional/urban special plans. On the other hand, a1] roads in the urban area are subjected to common design requirements. Physical space available for road development is limited. More attention should be paid to che relation with surrounding environments Moreover, roads themselves serve many purpose as a public open space in cities and town Aware of the above, specifications in this manual were arranged in such a way as to give greatest flexibility in their application and to provide ways for variations from the standard types. Design criteria are given in three levels of requirements, namely desirable minimum (maximum), standard minimum (maximum) and exceptional minimum (maximum) . Desirable minimum (maximum) is the controls which can be used under normal conditions without any specific justification Standard minimum (maximum) is the controls which guarantees, the desirable safety minimum requirement but little comfort for road users. Exceptional minimum (maximum) is the control the adoption of which should be allowed aniy when the design conditio prescribed explicitly in this st them. dard force the designer to use2. DEFINITIONS Technical terms as used in this standard are defined as described below. Annual average daily traffic (AADT) the totei volume passing a point or segment of a highway facility,in both directions,for one year, divided by the number of days in the year Acceleration/Deceleration lane Jane which is provided particularly for acceleration/ deceleration of vehicles at the section where vehicles enter into or leave a through traffic lane Access control : the regulated limitation of access which is achieved through the regulation of public access rights to and from properties abutting the highway facilities Auxiliary lane means right/left turning lane, acceleration/ decelera- tion lane and climbing lane Basic capacity the maximum volume of passenger cars per hour able to pass a section of one lane (for multi-lane roads)or one traveled way (for two-lane roads )under ideal conditions of road and traffic flow Bicycle lane a portion of left shoulder designated for bicycles, which must be indicated with road marking . Bicycle/pedestrian way 2 portion of road provided for bicycles as well as for pedestrians , which is usually built parallel to the roadway , and must be separated from it by a physical structure such as curb, guardrail and so on Bicycle way @ portion of road provided exclusively for bicycle/ becak , which is usually built parallel to the roadway, and must be separated from it by a physical structure such as curb, guardrail and so on Bikeway : means bicycle way, bicycle/pedestrian way and bicycle laneCentral (median) separator : the portion other than marginal strips of medien, usually raised with curbs for narrow median, or depressed for wide median Channe? 2 portion of at-grade intersection which is provided exclusively for turning vehicles . and indicated by road marking or separated by traffic islands Clearance of road space reserved exclusively for vehicles or pedestrians on the road surface, in which any structure, facility, tree or other unmovable object can not placed Climbing lane = jane which is provided at high gradient sections of a road to accommodate haavy vehicles to climb the section Critical length of grade maximum length of a designated upgrade section upon which a loaded truck can operate without an unreasonable reduction in speed. Allowable reduction jin spead is determined according to design speed of the road concerned Curved alignment whole section of circular curved section and transition (spiral) section, if any Curved section circular curved section Design speed maximum safe speed that can be maintained over @ speci~ fied section of road when conditions are so favorable that the design features of the road govern Design standard daily traffic value of traffic volume that is used as the base to determine the number of lanes and is derived by © designated method Design traffic volume (OTV) Volume of traffic that is estimated or forecast to use a specified section of road at a certai planning time of roadDesign vehicles : selected motor vehicles the weight, dimensions, and operating characteristics of which are used to establish road design controls to accommodate vehicles of a designated type Freeway roads for through traffic with full access control, which are selected for principal traffic corridors and are to provide for the safe and efficient movement of high volumes of traffic, at relatively high speed Frontage road road constructed along the traveled way of through traffic for the purpose of providing access to adjacent lands or to feeder roads, which must be separated from the through traffic traveled way by a physical structure Lane 2 portion of road designated exclusively for the running of motor vehicles of one series in one direction Marginal strip the flat portion of median or outer separation, paved jin the same manner as the traveled way and provided to secure lateral clearance of lanes Median - space provided at the center of a road to divide the road by direction and to secure lateral clearance of lanes Outer separation : space provided to separate frontage a road from through traffic traveled way or to separate slow traffic lanes from other lanes Outer separator : raised portion of outer separation,bounded by curbs to prevent vehicles from running over it Parking lane (Stopping lane) the lane provided particularly for road side parking or stopping of vehicles, which is regarded as a portion of the traveled wayPassenger car unit(P.C.U) he number of passenger cars that are displaced other type vehicle under prevailing roadway,tra and control conditions Planted strip a portion of road provided for planting of trees, which must oe located continuously along the sidewalk, bikeway,or shoulder Ramp & short segment of roadway serving es 2 connection between two traffic facilities;usually services flow in one direction only Road facilities the facilities such as traffic signs, signals, Vightings, guardrails, trees and so on, which are placed to serve the safety, comfort or convenience of road users Roadway + means the whole of the traveled way, median, outer separation and shoulder Run off of superelevation (widening) the length of road needed to accomplish the change in cross slope (traveled way width) from a normal crown (normal width) section to the fully superelevated (widened) section, or vice versa Rural area area other than urben area Shoulder structure constructed adjacent to traveled way in order to protect pavement, to secure lateral clearance, and to provide space, for occasional stopping. parking of Vehicles and for infrequent use by pedestrians or cyclists Left shoulder (Outer shoulder) the shoulder constructed at the left side of traveled way Right shoulder (Inner shoulder) the shoulder construc way ed at the right side of traveledSidewalk @ portion of road provided exclusively for pedestrians which is usually located parallel to the roadway, and must be separated from the roadway by a physical structures such as curbs Sight distance length measured along the center line of a lane (trav- eled way) from a point at 100 cm height on the line to the farthest point at 10 cm (100 cm) height on the line which can be seen by an observer located at the former point Slow traffic lane the lane which is designated particularly for slow moving motor vehicles Traffic island a portion of intersection raised with curbs, which is constructed to guide traffic flow and to provide protected space for pedestrian crossing Traffic lane the same as “lane" Transition section the section which jis placed between tangents and circular curves or between curves of substantially different radii in order to secure safe and comfort- able driving Traveled way : the portion of road designated exclusively for motor vehicles, running, parked or stopped Turning lane the lane provided at an intersection exclusively for decelerating, shifting and waiting by turning vehicles Urban area built-up areas of cities, sparsely developed suburban areas of large cities and areas that are anticipated to become built-up areas within the foreseeable future (10-20 years) by housing, industrial, commercial or other non-agricultural land development projects.Frontage Outer p Sideay foad spparation Taveied ey oe i | [C3 Tanes 7 | ra | | | 1 concn | | aravetea | | Outer sepa- isepa- Shoulder, way || zator li Lane | Lane | Lane | rator || ay LH ¥ i OH Marginal Marginal strip strip Bicycle Sidewalk way | Traveled way Median Traveled way | (3 lane + Stopping lane | | e | | | stopt } [pins | Jane| Lane |Lane | Lane Marginal strip Fig.2.1 Definition of Technical Terms (1)Left Traveled way Median | Traveled vay Left ~~ | Central l Lane | Lane | Lane | separatph Lane [Lane jLane | | | Tel sala wh | FN Left Traveled way Right shoulder Traveled way Left il H 4 HH t i ee eee ee Right turning lane Channel ‘Through traffic lane Acceleration lane Fig.2.2 Definition of Technical Terms (2)Shoulder, Traveled way I. Bicycle lane Bicycle lane Marking IL. Bicycle way Sidewalk |___Bicycle way Traveled way o Marking IIL, Bicycle pedesrian way Bicycle/pedestrian way Traveled way | sep NS () Ny LJ MS 7 packing | Pedestrian strip | Bicycle strip Planted | Fig.2.3 Definition of Bikeway 93. HIGHWAY CLASSIFICATION AND TRAFFIC 3.1. Functional classification 3.1.1. Functional classification by Government Regulation Functional classification of roads is stipulated by Government Regulation (No. 26, 1985). It reads as follows; Article 3 (1) The Road Developer shall ensure that roads can be utilized for the maximum welfare of the people, especially in increasing up national economic growth, and further ensure that vehicle operating costs are kept at minimum levels. (2) The Road Developer shall ensure that roads serve. as an encouragement towards the objective of realizing inter-regional stability which corresponds with regional growth levels by giving due consideration to regional development units and geographical market orientation in line with the structure of regional development aimed towards development at national level. (3) In endeavoring realization of a well balanced distribution service, the Road Developer shal] ensure that roads form a unit of the entire road network system consisting of the primary road system and secondary road system sustained within the hierarchy of co-relation. Article 4 (1) The Primary Road System is drawn up in compliance with the stipulations on regional road planning and structure for regional development at a national level, which link the distribution services as follows : a. To continuously link in one Regional Development Unit from first level cities to second, third and lower levels cities down to residences. b. To link one level of city to another between Regional Development Units (2) Primary Artery Roads link first level cities located close to each other , or link first level cities with second level cities. 10(3) Primary Collector Roads link second level cities with simile Cities, or link second level cities with third level cities. (4) Primary Local Roads link first level cities with residences, or link second level cities with residences. or link t Jevel cities with similar cities, third level cities with residences, or cities below the third level with residences. Article § (1) The Secondary Road System is drawn up in compliance with stipulations on city planning linking zones that assume primary functions, first secondary functions, second Secondary functions, third secondary function, and onwards down to private homes. (2) Secondary Artery Roads link primary to first secondary zones, or link first secondary zones to second secondary zones. (3) Secondary Collector Roads link second secondary zones to similar zones, or link second secondary zones to third secondary zones (4) Secondary Local Roads link first secondary zones to residences, and link second secondary zones to residences, and third secondary zones, and so on to residences. 3.1.2. Introduction of design classification The functional classifications are re-organized into two different design types and several classes (Design Classification) the determination of which is based on both traffic characteristics and traffic volume . The purpose of the design classification is to make it possible to deal with the geometric design of various roads in some simplified ways.3.2. Traffic 3.2.1. P.C.U In this standard, a11 vehicle traffic volumes are expressed in p.c.u. (passenger car unit). To value vehicles in p.c.u., in flat terrain the coeffi- cients below are used : ~ passenger car/three-wheels motorized vehicle 1.0 = motorcycle 0.5 - light truck (gross weight < 5 ton)/micro bus : 2.0 - medium truck (gross weight > 5 ton) : 2.5 - bus 3.0 - heavy truck (gross weight > 10 ton) 3.0 In rolling and mountainous terrains fhe above coefficients can be raised. Unmotorized vehicles such’ as bicycles, becaks, horse-carts can not be given a p.c.u., because their running manner is quite different from that of motorized vehicles and their effect on traffic very much depends on vehicle traffic volume itself Becaks can be treated as bicycles as far as geometric design is concerned. This standard adopts the principle of lanes which maintain motorized vehicles and pedestrians/ bicycles are given separate traffic space. Where the traffic volume of bicycles or becaks is high enough to have a-significant effect on the motorized traffic flow, they should be separated by being provided with exclusive traffic space. Accordingly, the p.c.u. of bicycle/becak does not need to be discussed. 3.2.2. Design Volume Determination of the design classification of urban roads is based on the volume of traffic which is expected to use the road, in addition to its function in the road network. “Design Traffic Volume" (DVT) as used in this standard is stated in p.c.u., and shows the daily traffic volume in both directions. The design of certain road elements should be based on peak hour traffic volume, which is referred to as "Design Hourly Volume” (OHV). 12Design hourly volume is calculated in the following way. For 2 lanes road: Design Hourly Volume (OHV) oTv * (K/100) For multi-lane road: Design Hourly Volume (OHV) " DTV * (K/100) * (0/100) Where, OHV : Design Hourly Volume (p.c.u/2 directions/hour for 2 lanes road) (p.c.u/direction/hour for multi-lane road) DTV ; Design Traffic Volume (p.c-u/2 directions/day) K : peak coefficient (%) For K the ratio of the thirtieth- hour volume per AADT (Annual Average Daily Traffic) is used. In case the data for thirtieth-hour volume and AADT from field observation are not available, K = 10 (%) can be used. D : direction coefficient (%) For D , the direction coefficient from field observations is used. In case field observation data are not available, 0 = 6(%) can be used. 3.3. Design classification 3.3.1. Design types Roads in urban areas shall be classified into two types acm cording to the kind of access control. The classification of types is as follows - Type I. : full access control - Type II : partial access control or no access control3.3.2. Design classes Type I and Type II roads are classified into 2 classes and 4 classes respectively according to their functional classification and design traffic volume. (full access control } class arterial Collector i i I. | Secondary | Arterial - Type II (partial or non access control) piv (in p.c.u.) Arterial Primary Collector 20,000 or more Arterial Secondary 20,000 Collector 6,000 or more 500 or more 500 Local | f | [ | than Note: In calculating design traffic volume (DVT) for determining the highway design classification, unmotorized vehicles (including bicycle/becak) do not need to be taken into consideration. 143.3.3. Nature of design classification Type I, Class 1 he highest standard roads to serve inter-region or inter-city high speed traffic with full access control Class II: High standard roads to serve jinter— region or intra-metropolitan high speed traffic with full access control Type II, Class I : The highest standard streets of 4 or more lanes to serve inter-city or jntra-city, high speed, through traffic with partial access control Class II : High standard streets of 2 or more Janes to serve inter/intra~ city, Cintra-district), high speed, mainly through traffic with/without partial access control Class III: Intermediate standard streets of 2 Janes or more to serve intra~ district, moderate speed, through or access traffic without access control Class IV : Low standard streets of 1 traveled way to serve access to the road side land lots. 3.4. Design speed Design speed of urban roads shal be the value enumerated below according to the road type and class (Unie: km/hour) Type I Class I 100 or 80 Class If 100 or 60 * Type IT Class I 60 Class [1 60 or SO Class IIT 40 or 30 Class IV 30 or 20 Note : * In special conditions such as in C.6.0 183.5. Access contro? Access to Type I roads shall be fully controlled. Entering to or exiting from through traffic lanes is allowed only by designated access roads. Access to Type II Class I roads shall be partially controlled. Only by designated entrances or exits is access to or from through traffic lanes allowed. Access to Type II Class II roads shall be partially controlled or not controlled. The function of the road is the criterion to determine the degree of access control. Primary collector or secondary arterial roads with 4 lanes or more can be partially access controlled. Type II Class II roads used as secondary collectors shall be, usually, non-access controlled Type II Class II and Class IV roads are non-access controlled. 4. DESIGN VEHICLES 4.1. Dimensions of design vehicles The dimensions of design vehicles are given in Table 4 Table 4.1 Dimensions of Design Vehicles (unit :m) Wheel [Rear overhang| base joverhang| overall overal}| length |width 16.5 height of double-decker bus is adopted. 164.2. Application In the design of Type I, Type If Class I and Class II roads the semitrailer combination and passenger car are used to determine the dimensions of the road. In the design of Type II Class III roads the single unit Vehicle and passenger car are used to determine the dimensions of the road. In the design of Type II Class IV roads the passenger car is used to determine the dimensions of the road. The single unit Vehicle can also’ be used as the design vehicle depending on the Jocation or other design factors of the road Passenger car : Single unit truck/bus Semitrailer : ST Fig. 4 Design Vehicles 75. CROSS-SECTION 5.1. General Design of cross-sections shall be carried out in accordance with the stipulations of Articles 7,8,9,10,11 and 12 of the Government Regulations on Roads (No. 26, 1985) 5.2. Composition of cross-section The cross-section of a road consists of some or all of the following components (1) Traveled way (2) Median (3) Shoulder (4) Sidewalk (5) Bikeway (6) Planted strip (7) Frontage road (8) Outer separation 5.3. Traveled way 5.3.1. Composition of traveled way Traveled way of Type I and Type II roads except for Type II, Class IV roads, consists of lanes;through turning lanes, climbing Janes, acceleration/deceleration lanes and/or parking lanes Traveled way of Type II, Class IV roads is the portion of roadway on which both directions of traffic are allowed. In addition to the portion described above traveled way includes the paved portions constructed for vehicles running at the following portion of roads: (1) Intersection (2) Median opening (3) Taper of climbing lane, turning lane and acceleration /deceleration lane (4) Taper at the section where the number of lanes changes (5) Bus stop and emergency stop 185.3.2. Number of lanes the number of lanes of roads of which the design *re volume (DTV) is less than the values stated in the cighs coluan ve ytpie 5.1 shell be 2 excluding turning lane end acceleration/ deceleration lane. the number of lenes of roads other than those mentioned 10 che preceding paragraph shal] be 4 or more. The number. of anes coe eee eecerwined depending on the ratio of design traffic volone ee the right column of Table 5.2 In principle, the number of lanes of shall be an oven number It may, however,be an odd number in the cass. where oyoteional lanes are needed to accommodate spect! traffic such cee eey vehicles climbing or public transport traffic In those eeces, the traffic capacity of the traveled way concerned shall fe segarded as the same as that of the traveled way without the additional lanes. Table 5.1 Standard Design Daily Traffic (1) Design classification tandard Design Daily Traffii (unit: p.c.u) Class I 20,000 Class II 20,000 Class I 78,000 Type II | Class IT 15,000 Class note : The standard design daily traffic of such Type II roads as are interupted by many intersections shall be 60 © of the value listed in the table. 19Table 5.2 Standard Design Daily Traffic (2) Standard Design Daily Traffic per lan (unit) P.c.u)] classification Class I1l 12,000 The standard design daily traffic per lane of such Typa II roads as are interupted by many intersections shall be 60 % of the value listed in the table. Note : 5.3.3. Lane width Lane width shall be as stated in Table 5.3 according to the design classification of the road. Table 5.3 Lane Width Design classification Lane width = (mj Class I Class IT Class I Type IZ Class II Class III 5.3.4. Traveled way width of local streets (Type II, Class IV roads) The traveled way width of Type II Class IV roads shall be 4.0 m. 205.4. Median 5.4.1. Separating by directions For Type i roads with 4 or more lanes, the lanes shall be separated by median according to direction of traffic. For Type Il roads with & or more lanes, the lanes should in principle be separated by direction. 5.4.2. Minimum width of median Minimum width of median shal] be as stated in Table 5.4 according to the design classification of the road. In the case where read facilities are installed on the median, the width of median shall be determined taking the clear— ance of road into consideration. Table 5.4 Minimum Width of Median lbesign classification Standard minimum | Exceptional minimut width (m) width (m) X51 1.5 1.0 Exceptional minimum shall be used only where at the bridges of 50 mor more length, on viaduct of which R.O.W is extremely restricted. 5.4.3. Composition of median Medians shall consist of marginal strips and central separator Separators of 5 m or less width shall be raised with curbs or provided with barriers to prevent vehicles from crossing them 245.4.4. Width of marginal strip of medians The width of marginal strip of medians shall be as stated in Table 5.5 according to the design classification of the road. Table 5.5 Width of Marginal Strip of Medians Design classification | Width of marginal strip of medians (m) Type Ir | Class 11 0.25 5.5. Shoulder 5.5.1. Provision of shoulder Traveled way shall be provided with shoulders. In the case where the traveled way is abutted by 2 median or outer separation or it has parking lanes, however, shoulders need not be provided. It is desirable to be pave a shoulder to enhance its func- tion , though an unpaved shoulder or ‘soft shoulder’ may be adopted to economize in construction cost. 5.5.2. Minimum width of left shoulder Minimum width of left shoulder shall be as stated in the second column of Table 5.8 in the case where sidewalk or bikeway is not provided at the outer side of the shoulder. The minimum width shal] be as stated in the third column in the case where sidewalk or bikeway is provided at the outer side of the shoulder. 5.5.3. Minimum width of right shoulder Minimum width or right shoulder shall be as stated in the second column of table 5.7. 22Table 5.6 Minimum Width of Left Shoulder Left shoulder width Design classification | \j:+nout sidewalk | i | Standard Exceptional | minimum | minimum’ Class II Class IIT Note : Exceptional minimum shall be used only where at the bridges of 50 m or more length, on viaduct or at other sections of which R.O.W is extremely restricted. Table 5.7 Minimum Width of Right Shoulder Design clapsification Class I ‘Type IT5.6. Parking lane 5.6.1. Provision of parking lane Parking lane shal] be provided at the left side of traveled way of Type II roads,except for Type II, Class IV roads when the parking or stopping demand is so high along the road concerned that the standing vehicles may hinder the smooth. flow of traffic. 5.6.2. Parking lane width The standard width of parking lane shall be 2.5 m. In the case where the ratio of heavy vehicles to all traffic is deemed to be small, the width of parking lane can be reduced to the minimum value of 2.0 m. 5.7. Planted strip Provision of planted strip Type II roads shall be provided with planted strips depend- ing on the necessity to create and/or protect good quality of environment along the road concerned. 5.7.2. Planted strip width The desirable minimum width of planted strip shall be 2.0 m. The standard minimum width of planted strip shall be 1.5 m. 5.8. Frontage road 5.8.1. Provision of frontage road Frontage roads shall be provided for Type II roads with 4 Janes or more when the access to through traffic lanes is partially controlled or is restricted by structures of the road concerned. 5.8.2. Frontage road design In principle, Type II, Class IV road design standards shall apply to the design of frontage roads when the road is to be of one way operation, otherwise, Class II or Class III road standards shall apply. 24