‘Geometric Design Gude for Canadian Roa, ecometri Design Guide for Canadian Roads esign Controls, Classifica Gropter 2 ~ Design Controls, Classification and Consistency front overhang | 22 28 ovetang whesase overhang 1.8 8.2 4.0 Notes: Dimensions ara in metres Figure not to scale Notes: Dimensions are in metres Figure not to scale igure 2.4.9: Standard Single-Unit (8-12) Bus Dimensions Figure 2.4.11: Intercity Bus (BUS) Dimensions 243.2 Vehicle Height ‘The Federat Provincial Territorial Memorandum of Understanding on Interrovincial Weights and Dimensions, limits the maximum vehicle height to 4.15 m. Trucs upto about 4.25 m are curently silowed in some western provinces. These over-height vehicles however, are at ikely to influence ‘utrent regulations as this would Impl significant infrastructure costs 24.3.3. Driver Eye Height When determining sight distance, the passenger cars normaly considered thecitical vehicle sine all other design vehicle classes postion the driver ata greater height above the roadway. Research Indicates that more than 90% of al passenger car driver eye heights exceed 1.08 mand fs appropriate 3.0 for design For buses and singe unit vehicles the driver's eye height Is 1.8 m above the roadway. For large trucks SS = Distance from the rear effective axe tothe hitch and truck trailer combinations, NCHRP 400 suggest hata driver eye height of 2.3 mis appropriate for = tothe heh pont q s 2. T= Dstace rom he hitch pont the lead eflechve ae ofthe fling uit an mensions are in metres. Figure noo seale Figure 2.4.10; Articulated Bus (A-BUS) Dimensions ane 2017 June 2037Geometric Design Guide for Canadian Roads chapter 2~ Design Controls, Classification and Consistency 244 VEHICLE TURNING PATHS The designer must ensure that designed geometries will ccommadste the swept path of he selected ‘sign vehicle ast turns. The swept path is established by the auter trace ofthe rot ovethang and the bath of the inner rear wheel This tur assumes thatthe outer front wheel follows the chcuar are Sefining the minimum turning radius as determined by the vehicle steering mechanism, and as set out in Table 2.4.1, 2.43, nd 24.4, 'n applying these dimensions tothe derivation of swept paths, the fllowing assumptions are mace: + The turning movements crtal to the design of roadway facilities are done at low speeds (25 km/h or less) and are discussed in detain Chapter 9, Past experience and comparative tests have shown that at low speeds, the turning behaviour of vehicles mainly determined by their geometric characteristics. Effects of frction and dynamics can be safely ignored Groups of evenly space axles mounted on 3 rigid bogie act inthe turn asa single ale placed at the centre ofthe group for the purpose of measuring critical turning dimensions {ft anes (permissibie in some jurisdictions) are assumed ited in the turn, with tuning behaviour being determined by the remaining (xed) ales, The dimensions define the tuning envelope of vehicles in forward motion cannot be used for the backing motion, ‘computer tracking program is useful to determine the minimum radius possible for greater or lesser angles of turn, The tractor radius of turn must beset so that the sweot path of the inside rear most teller ante never reaches the centre of turn ofthe tractor, where al orward motion would stop Based ‘on empirical evidence, a minimum distance of3 m between the swept path and centre of tun seems appropriate to maintain reasonable forward motion onthe inside rear tie. The maximum 180° rad in Table 2.4.4 wore established using this criterion 245 SELECTING A DESIGN VEHICLE ‘The selection of the appropriate design vehicle is a key element in good intersection design practice. The Dassenger cris appropriate 25a design vehicle oly where the trafic stream is almost exclusively comprised of passenger vehicles (e.g, an intersection of two lacal residential roads). However, ts good Bractice to check the abit of the intersection to accommodate the occasional delivery truck, fre truck, s2rbage truck, or moving van. Encroachments into the opposing travel lane maybe tolecated for the ‘9ceaslona turning truck at 2 low volume intersection, For residential collectors intersecting with other collectors or arterial, single unit trucks or buses are ‘ical design vehicles chosen for effective intersection desian. For most major intersections along arterial roads or within commercial areas, it is common practice to accommodate the minimum turning paths of a typeof semitrallr truck, The type of tractor semitraler ‘Geometric Design Guide fr Canadian Roads Chapter 2~ Design Controls, Classification and Cons fist phase posing veil appears passing vehicle tthen passing vehicle ——— A, reaches point A of Figure 25.1: Elements of Passing Sight Distance Certain assumptions sbout driver behaviour ace made when computing passing sight distance +The vehicle being passed travels at a uniform speed. ‘The passing vehicle has reduced speed and tas the overtaken vehce as itenters a passing ‘The driver ofthe passing vehicle requires a short period of time to determine that there is3 ‘lear passing section ahead and begin the passing manewver Passings accomplished under a delayed stat and a hurried return othe orignal iane while facing waffi.The passing vehicle accelerates during the maneuver, to a speed 15 km/h higher ‘than that ofthe passed vehicle, ‘There willbe a suitable distance between the vehicle completing the passing maneuver and the ‘oncoming vehicles. ‘Two methodologies exist to calculate passing sight estance. The fst (design is based onthe 2004 AASHTO methodology using an eye height of 1.08 m and an object height of 1.3 m In conjunction with ‘the design speed. It assumes that the driver can safely complete the pas fan oncoming vehicle appears atthe ond of Phase I (+ d 3) n Figure 2.5.1. The second methodology (Manual of Unifrm Traffic Control Devices for Canace—MUTCDC) is based an the assumption that a crivercan safely abort the passing maneuver iFan oncoming vehicle appears atthe end of Phase 1 ‘Table 2.5.4 summarizes the minimum passing sight distances forthe AASHTO (design) methodology, hich utilizes design speed.”Geometric Design Guide for Canadian Roads [Chapter 2 ~ Design Controls, Classification and Consistency. ‘Table 2.5.4: Minimum Passing Sight Distance ~ adapted from 2004 AASHTO Methodology [Assumed Speeds (km/h) Minimum passing sight distance (im, rounded) Passed | Passing vehicle “ 220 st 230 so 6 m 6 0 B a 79 4 as 100 730 a 200 Lo 7 m_ | __e60 “Table 2.5.5 below summarizes the minimum passing sight distances forthe MUTCDC (marking) methodology, which ulizes the higher ofthe operating or posted speed. These distances ae based on the models for a parsenger car passing 2 passenger cat. Designers should make alowancesifthere area numberof larger vehicles (2g, long combination vehicles) on the roadway." ‘Geometric Design Guide for Cenadian Roads Chapter 2~ Design Controls, Classification and Cons Table 2.5.5: Minimum Passing Sight Distance - 2006 MUTCDC (marking) Methodology raved sgeciin/n) | eens rouae ‘The minimum passing sight distances based on the AASHTO (desgn) methodology were derived from field studies cacred cut hetween 1938 and 1983. The derivation of the MUTCDC (marking) ‘methodology values is uncertain, but i believed tobe bared onthe 1340 AASHTO policy on no-passing zones. This policy represents a subjective compromise between ditances computed fo ving passes and for delayed passes. As such, it doesnot represent any paticular passing situation.” Subsequent studies" ” showed that values published by AASHTO in 2004 were generally too conservative for ‘moder drivers and vehicies. As a result, the AASHTO passing sight dstance model was significantly ‘modified in thei 2011 guide, bu this model has not been adopted by TAC Harwood etal suggest that required passing sight distance is sucessvely longer fora passenger car passing 2 passenger car, a passenger car passing 2 tuck, a truck passing 9 passenger cr, anda truck ‘assng a truck, but that all ofthese required distances are less than those given a “minimums” By AASHTO. A comparison ofthese requirements i shovin in Figure 25.2."‘Geometric Design Gude for Canadian Roads st ‘Chapter 2— Design Controls, Classification and Consistency ‘eau passing aight stan (=) esgn or running speed (rv) gure 2.5.2: Required Passing Sight Distance for Passenger Cars and Trucks, in Comparison with 2004 AASHTO Criteria “To address the general lack of corelated data between collion occurence and passing sight distance, ‘the designer should sek opportunites to introduce pasing anes (se Chapter 3 for passing lane warrants] on two-lane roads, particularly where the terrain its sight distance. report ona review and evaluation” f research studies concluded that passing and climbing lane installations reduce Callin rates by 25% compared to untreated two-lane sections, Such facie also provide safer passing ‘opportunities for divers who are uncomfortable using the opposing traffic lane an for those who are frustrated by them, particularly when few passing opportunities exist due to terrain or traf volume, 255 DECISION SIGHT DISTANCE i drivers to come toa quick stop under ordinary ‘Stopping sight distance allows alert, competent divers t c ‘ireumstances, Ths distance [s usually inadequate when divers must make complex decisions, when information is difficult to fin, when information is unusual, oF when unusual maneuvers are required = Tune 2017 ‘Geometric Design Guide for Canadian Roads Chapter 2~ Design Controls, Classification and Consistency Limiting the sight dstance tothe stopping sight distance may preclude drivers from perfoeming unusual, evasive maneuvers Similarly, stopping sight distance may nat provide drivers with enough visibly to allow them to piece together warning signals and decide on a course of action, Because decision sight distance allows drivers to maneuver their vehicles or vary thelr operating speed rather thon stop, decision sight cistance s much greater than stopping sight distance fora given design speed Designers should use decsion sight distance wherever information may be perceived incorrectly, decisions ace required, or control actions ae required. Examples of sivations where it could be desirable to provide decision sight cistance inclide + Complex interchanges and intersections ‘+ Locations where unusual or unexpected maneuvers occur + Locations where significant changes tothe roadway cross section are made ‘+ Areas where there are multiple demands onthe driver's decision-making capabilities fom road elements, trafic control devices, advertising raf, ete ‘+ Construction zones ‘Table 2.5.6 shows the range of values for decision sight distance, The decision sight distance increases with the complexity ofthe evasive action that is taken by the driver and with the complnity ofthe surroundings. The values for decion sight distance given in the table were developed from empiial data. When using these sight distances, the designer should consider eye and object heights appropriate for speci applications. Refer to Section 2.4.3.3 Driver Eye Height and Section 2.5.2.1 Object Height for additional information Table 2.5.6: Decision Sight Distance’ - — a Decision sight Distance for Avoidance Maneuver (m) Design speed (kya) | T a so ls wo | as | seo | 200 | ss [mos | as | aos | ass | ws | 0 | 200 | ao | ars [ss [xo | ae Tas as 0 ass | a0 | ms | ao | aso {0 ests as | aes | 0s [to as | ass | ms | so | as | 1206 sos | sos | as 15 | +0‘Geometric Design Gude for Canadian Roads \Controls, Classification and Consistency 261 INTRODUCTION ‘Aroad networks composed of various road types, each of which performs a particular service In faciltating vehicular travel between points of rp origin and destination, and provides access to property Road classification the orderly grouping of roads into systems according to the typeof service they provide tothe pubic, When a road system is propery classified, the characteristics ofeach oad are Feadly understood. lasifcation assists in establishing the geometric design features for each group of toads, consistent with the short and long term operational needs ofthat particular group, ‘road classification system establihes a hierarchy of roads that provides forthe gradation in function from access to mobil. Road systems operate most ecient and safely if each class of road is designed to seve its intended purpose. The range of characterstis associated with each classification can also be used to effectively esess the actual operating conditions ofan existing road. Comparisons canbe drawn between actual and intended purposes to assess the need for modifications to preserve the safety and operational integrity ofthe road link 262 DESIGN CLASSIFICATION SYSTEM. ‘The design classification system used in ths Gude:”” + Separates roads on the bass of eifferences in traffic service and lind cerien, which makes the classification adaptable for both planning and design purposes. Separates diferent types of roads on the bass of design features Separates different types of roads on the bass of operational needs associated primarily with aejacent land use + Can be related to jurisdictional oad classifications in use + testable for alareas in Canada “The design casifiation ystem has ten primary dvsions as follows: ‘Table 2.6.1: Urban and Rural Design Classification in Canada i) Urban (U) Laneialley | Loeal Local Collector (C) Coitocor (©) ‘eral (A) | Atrial (A) | Expressway (E) | Freenay F) Freeway (F) ye 2017 Geometric Design Guide for Canadian Roads A os retering ola boundaries aa teres i Sundaresan ttre fps sections the en“ ‘and “urban” relate to the predominant characteristics of the adjacent land. " For geometric design purposes, tis necessary to subdivide each of these dvsions because diferent roads providing the same service may require markedly different geometric esin standards, for Sven road geomet design elements aac by wheter the ato (U). This, therefore, forms the first subdivision of classification. ses Oho andi Design speed (see Part tof this Chapter isthe inal subdivision inthe road classification system. The resto etn derigaton sytem conan asa note that neste at nce bechse ther freon sprmernto ae oe Table 2.6.2: Design Classification | boson Spee RAVI ee paver | ——— _— [eee [wo —3— ae => -+.--! wLus0— | —~veuse | ~ aaa | —— oso |e — | — veo — coo) —| ue} tro [tron trorto —uEDS0-‘Geometric Design Guide for Canadian Roads mt Controls, Classification and Consistency 2.63 FACTORS CONSIDERED IN CLASSIFICATION. ‘The fist step in any oad planning, design or administration study ito designate each facty 383 freeway, expressway, arterial, collector, local toad, oF lane. To identity the clasiation to which any road belong, the service function and traffic characteristics should be considered, The important coracterstics and thelr relation tothe diferent classifications of roads are described in ths section. Combined, these factors make possible to identiy the classification to which any road belongs, although It must be recognize that this s nota precise process. 2631 Landuse The nature of adjacent land use san important factor inthe classification of roads, The intensity of access needs changes wth land us, andthe roads within the network must be appropriately classified “nd designed to meet the varying needs, Additionally, the geometric requtements for roads in 2 rural Setting are different fom thoreof urban roads in residential industria, or commercial areas. This Conclusion can be partly attributed tothe types of vehicular trafic prevalent inthe traffic stream of each different land use, However iis also important to recognize that roads in urban areas are designed to achieve many objectives other than the provision of vehicular access. These objectives inclade minimizing unnecessary vebicular traffic, accommodating pedestrian and bicycle actity, and providing space for socal activites that enhance the quay of fe in neighbourhoods. Silay in rural reas, there may be a need to accommodate locally prevalent vehicles suchas agricultural equipment or logging trucks. Changes in lind use resting fram rezoning and redevelopment may create the need to alter the classification of a particular oad. Geometric changes may be desirable to better meet the vehicular, pedestiian, and other requirements associated wit the altered land use, 263.2. Service Function All roads provide either service to trafic, acess to land, or bath Freeways, expressways, and arterials primary provide forthe movement of through traffic and in general are not intended to provide direct land acces, Local roads and public lanes are used almost exclusively for access, Collectors are used for both, The relative impartance ofthe service functions of traffic movement and land access ilustrated in Figure 26.1." Geometric Design Guide for Canadian Roads Chapter 2~ Design Controls, Clasiiation and Consistency access function movement function Figure 2.6.1: Service Function 2633. Trafic Volume igh volumes of traffic are carried by Freeways, expressways, and arterial, while low volumes are sssociated with collectors and locals. However, the volume range for exch classification is wie and ‘overlaps that of other clasfcations 263.4 Flow characteristics In genea the desitedeheacterticsof traf fwd hacia low determine the dasiation of road. For example ‘roads primarily serving traffic movements, such as freeways and rural arterials, are expected to | have ” ‘ninterupted taf flow characteristics. The Mow ontocl rads that provide flan service restricted by traffic crossing, entering, and leaving the roadway, by parked vehi reste yt a by hcl, and in urban areas Trae nteraption na ub o urban area maybe frequent duet clos spaced intersections, vous controls and pedestrian crossings. spaced " wie 26.3.5 Operating Speed Operating speeds will vary on roads of the same classification depending onthe type and condition of {he surface, Intensity of adjacent and developer, acess to the rad, vie types, and tafe iow controls. Operating speeds generally increase from locale to collectors, arterials, nd freeways,‘Geometric Design Gude for Canadian Roads Chapter 2~ Design Controls, Classification and Consistency 2.6.36 Vehicle Type ‘The proportion of passenger cars, buses, and trucks using a roadway is generally dependent on the urposes ofthe roadway and the surrounding land us, and is therefore, related to the road Clasifiation. Local rd are used predominantly by passenger cas and smal trucks, while freeways and arterials generally carry a higher proportion of commercial vehicles. Local or eolector roads in Industral subdivisions are exceptions to this uk The classification sub-sroups for eolectors, locals, and publc lanes have been established to reflect the ‘operational nceds af the varying of vehicle types within ural, urban, residential industrial, and ‘commercial areas. Vehicle types havea significant influence on urban road design. The road design process must consider requirements of vehicle types such a transit buses, fre trucks, and solid waste collection trucks. 2.63.7 Connections In anieal road system, public lanes connect with locals, locals with collectors, collectors with arterials, and arterials with expressways and freeways. tis preferable to minimize the interconnection of public lanes with collectors, of locals with arterials, and of collectors with expressways and freeways, Locals rarely, fever, connect with freeways, and euch applications should be stongly discouraged. ‘Connections by classification are summarized in Table 2.6.3. Table 2.6.3: Connections by Classification ‘Normally connects with Collector | arterial | Expressway | Freeway Public Lane Local || Collector = Arterial Expressway Freeway June 037 Ft ‘Geometric Design Guide for Canadian Roads Chapter 2~ Design Controls, Classification and Conssteney 2.6.4 CHARACTERISTICS OF CLASSIFICATIONS ‘The principal characteristics ofeach ofthe six groups of road classifications ae described by the following figure and tables Figure 2.6.2 ilustrates the desirable intereationship of the urben road «lasiiation groups. Note that this diagram excludes dedicated networks such a transit corndors and separate bikeways and traloo —me Geometric Design Gulde for Canadian Roads ‘Geometric Design Guide for Canadian Roads Chapter 2 Design Controls, Classification and Consistency {Chapter 2 Design Controls, Classification and Consistency ‘Tables 2.6.4 and 2.6.5 provide summaries of the typical characteristics ofthe various groups and sub ‘1oups for rural and urban roads respectively {hble2.64: haar ofr Rood “service function ‘secondary ‘and land access of primary ‘optimum mobility | tetsoree | andes | steamy sesry | socesspinary _— a veicerrréer—ciwosaor | aonmor | arommor | samo ator | man flow uninterrupted fow | Stee flow (grade | ier | ee ae characterises vcept tena Interrupted flow | lntertupted flow Freeway ses sees ea arene eee eee eee Colector veratrine speed tn sos (ree tow 90 0-100 7o-s10 ‘onaton) i | | peseger er tht | tyes up 0 30% vetitenme | “oimedumnas, | ucaianeseio | MME ust020% | see woo | ndecoioal” | strane c hewn ts =| IN rcoas AY Mor arterial eel sora teas locas colecors wre omens cotecors | coecorsateats | ateteenne | teevays Expressway AY Collector (©. Signalzed Intersection | L N or Roundabout — a WY Neier Arterial NV Local + Cubde sac lationship of Urban Road Classifiations a June 2037 Jone 2057