Nepal Urban Roads Standard
2071
Concept Paper
Kathmandu, February
2015
Abbreviations
AADT Average
Annual Daily Traffic
AASHTO Association
of American State Highway and Transportation Officials
DUDBC: Department
of Urban Development and Building Construction
DOLIDAR: Department
of Local Infrastructure Development and Agricultural Roads
DOR: Department
of Roads
DRO: Division
Roads Office
Eav: Average
illumination
Emin: Minimum
illumination
KVDA: Kathmandu
Valley Development Authority
KVMP: Kathmandu
Valley Mapping Programme
h Hour
IRC Indian
Roads Congress
km kilometer
kN: kilo
Newton
LED: Light
Emitting Diode
m Meter
NRS Nepal
Roads Standards 2027 (rev 2070)
NRRS Nepal
Rural Roads Standard 2055 (rev 2069)
NURS: Nepal
Urban Roads Standard 2071
ORN Overseas
Road Notes
PCU Passenger
Car Unit
ROW: Right-of-Way
s Second
SRN Strategic
Roads Network (constituted of National Highways and Feeder Roads)
SSD: Stopping
Sight Distance
TSM: Traffic
Sign Manual
Table of Contents
Table of Tables
Table 1: Urban road hierarchy.............................................................................................................. 3
Table 2: KVMP Classification of urban roads........................................................................................ 4
Table 3: KVMP provisional standard for urban roads.............................................................................. 4
Table 4: Category of roads and speeds................................................................................................. 8
Table 5: Reference traffic capacity for different road width..................................................................... 9
Table 6: Reference capacity of Cycle Lane........................................................................................... 9
Table 7: Carriageway widths................................................................................................................ 9
Table 8: Camber and superelevation for urban roads............................................................................ 12
Table 9: Illumination requirements...................................................................................................... 20
Table of Figures
Figure 1: Provisions made for urban roads in Nepal
Road Standards 2027............................................... 3
Figure 2: Typical Path with median strip (to be trimmed to provide
deceleration lane) and additional space. 3
Figure 3: Path with expressway in the middle and service roads on either
side........................................ 3
Figure 4: Path with lanes at different grades.......................................................................................... 4
Figure 5: Typical Sadak cross-section.................................................................................................. 4
Figure 6: Use of existing pavement...................................................................................................... 5
Figure 7: Sadak with single-side frontage.............................................................................................. 5
Figure 8: Width of typical Marg category of roads.................................................................................. 6
Figure 9: Segregated and non-segregated Cycle Lanes........................................................................ 10
Figure 10: Bus-stop and taxi-stand on pavement.................................................................................. 12
Figure 11: Ramping down of walkway and cycle lane........................................................................... 16
Figure 12: Layout of pedestrian refuge................................................................................................ 17
Figure 13: Location of utilities............................................................................................................. 18
Figure 14: location of signs, plates and restriction for billboards............................................................ 20
DEVELOPMENT OF CONCEPT
1.
OVERVIEW
Urbanization is a global phenomenon. It reflects
the desire of the humankind to live progressively in more comfortable surroundings
with better access to the livelihood. It is also a measure of the development a
country has made. However, this process should be planned and sustainable. The
benefits being enjoyed by a section of the community should not be at the cost
of the rest.
Nepal is experiencing a phase of rapid
urbanization. This has become a major challenge for the urban planners as well
as service providers. Planned development of urban roads not only checks the
growth of unruly settlements, but also facilitates systematic provision of
other services without distorting the city fabric.
Urban road standards is a prerequisite for planned
development of urban roads. Although, Nepal Road Standards 2027 (NRS), revised
2070, has some provisions for urban roads, as the Strategic Road Network (SRN) connecting
administrative centers and industries to the major trade routes has quite
different function, the NRS alone cannot address urban issues. Neither are the
issues addressed by Nepal Rural Road Standards 2055, revised 2069, being
focused on farm to market and farm to settlement roads.
Both the Department of Urban Development and
Building Construction (DUDBC) as well as Department of Local Infrastructure
Development and Agricultural Roads (DOLIDAR) have recently started to build
urban roads. To address the urban issues, both of them are parallelly formulating
a set of standards for urban roads. As the oldest road agency DOR has been
constructing and maintaining, including urban roads until recently, through its
Division Road Offices (DRO). However, so far it has been paying little
attention to follow whatever standard it has for urban roads. Following the
promulgation of Local Self Governance Act, the municipalities too have started
to build roads following rather ad-hoc standards: depending on the mayor's view
and the availability of budget. With a number of agencies mandated to construct
and maintain urban roads, for equitable and sustainable development they need
to share the same set of standards and adhere to it.
The purpose of SRN is quite different than that of
Local Road Network and Urban Roads. Hence Highways and Feeder Roads are
globally kept away from settlement area. However due to the terrain and the
practice to take urban centers as obligatory points for planning of new roads, high
speed roads pass through a densely populated city. Moreover, ribbon settlements
along the highways have obtained legitimacy by being declared as municipality.
Hence the practical option for these road stretches would be to make them
compatible with both NRS or NRRS and NURS as the case maybe. For this the
proposed NURS should rather supplement NRS and NRRS by filling in the policy
gaps through further details as required in the urban environment.
This concept note is developed with the support of
UNHABITAT to chalk-out the requisites of a possible urban roads standards with
the cooperation of all concerned agencies.
Implementation of any norms has to face some
challenges. The major challenge is to
get land for the road and associated development. Existing legal tools of
imposing the Right-of-Way limits and public acquisition of land needs to be
modified and strengthened to include the state's prerogative of expropriation
of private properties and land pooling. There should be a way for the city
dwellers to share the financial burden of development.
2.
ISSUES
IN URBAN ROAD DEVELOPMENT
The major issues in our context regarding urban
road development are as follows:
§ Allocation
of space for all road users and services
§ Development
plan sellable to funding agencies for construction and upgrading
§ Stakeholder
coordination and consultation for developing people-centric transport systems
§ Road
maintenance organization and finance
§ Traffic
management to improve capacity, quality and safety of urban transport systems
§ Demand
management for maximization of social values from network use
§ Promotion
of certain modes for sustainability and safety concerns
§ Infrastructure
expansion planning and appraisal
§ Agreeing
to a common plan by the local inhabitants, the business communities and the
government.
3.
LEGAL
AND POLICY FRAMEWORK
The relevant legal and policy provisions are as
follows:
§ Kathmandu
Valley Development Authority Act 2045
§ The
Thirteenth Plan (2070/71-2072/73) 2014
§ Nepal
Road Safety Action Plan (2013 – 2020), 2013
§ Guidelines
for Works in Kathmandu Valley, 2007
§ National
Transport Policy, 2002
§ The
Long Term Development Concept of Kathmandu Valley (2020), 2002
§ Road
Boards Act, 2001
§ Local
Self Governance Act, 1998
§ Vehicles
and Transport Management Regulations, 1996
§ The
Study on Kathmandu Valley Urban Road Development, 1993
§ Public
Roads Act, 1993
§ Vehicles
and Transport Management Act, 1990
§ Town
Development Act, 1987
§ Ancient
Monuments Preservation Act, 1956
Consequently, a number of government agencies and
local bodies are legally empowered to address the urban issues. The involvement
of a large number of agencies should be taken as an opportunity rather than a
hindrance for urban road development.
4.
HIERARCHICAL
REQUISITES
Different roads have different functions. Although
all of them are important, they should have different capacity and dimensions
for a good circulatory function. For this, the roads are categorized under
different hierarchy elsewhere as follows. Nepal needs modify it to suit its
purpose.
|
Classification
|
Principal
function
|
Design
speed
|
Parking
|
|
Pedestrian Paths
|
safe pedestrian circulation
|
<15
|
prohibited
|
|
BiCycle Lanes
|
safe bicycle
circulation
|
<30
|
prohibited
|
|
Local Streets
|
land and property access
|
30-40
|
limited
|
|
Collector Streets
|
links Local and
Arterial streets
|
40-50
|
limited
|
|
Arterial Streets
|
Intercommunity and intra-city movement
|
50-75
|
limited
|
|
Freeways
|
Extra-city and
inter-metropolitan movement
|
>75
|
prohibited
|
5.
PAST
ATTEMPTS
NRS standardized cross-section for 4-lane and
2-lane urban roads, as given in Figure 1, more than 40 years back. It was a radical
but progressive concept at the time but was never followed.
A number of urban development and restoration
attempts have been made in the past. The Bhaktapur Development Project is an
example where the improvement of all the roads of different category within a
bustling settlement has been done. In sparsely populated area, there has been
many urban development projects mainly through land-pooling. Similarly, there
also has been attempts for landuse zoning and setting road hierarchy. However,
after some initial activity the efforts just fizzled out as the enforcement
efforts were not enough and the classification could not address the local
issues in a significant way.
In order to improve the urban road network within
its jurisdiction, Kathmandu Valley Mapping Programme (KVMP) under Kathmandu
Municipality classified urban roads in 4 categories as in Table 2. The
classification is still in use as a part of the metric house numbering system.
|
Carriageway
(m)
|
Walkway
x2 (m)
|
UPBB
Classification
|
British
Classification
|
KVMP
Classification
|
|
3.0
|
Awagaman Marg
|
Pedestrian Street
|
Galli
|
|
|
4.5
|
Awagaman Marg -Ka
|
Access Road
|
Marg
|
|
|
6.0
|
Awagaman Marg -Kha
|
Access Road
|
Marg
|
|
|
6.0
|
1.0
|
Awagaman Marg -Ga
|
Local Distributor
|
Sadak
|
|
10.0
|
2.0
|
Sankalak Sadak
|
Local Distributor
|
Sadak
|
|
11.0
|
1.5
|
Chakra Path
|
District Distributor
|
Path
|
|
16.0
|
3.0
|
Arterial Sadak
|
District Distributor
|
Path
|
|
variable
|
1.0
|
Rajmarg
|
Primary Distributor
|
Path
|
KVMP also developed a provisional standard for
urban roads summarized in Table 3. Following the dissolution of the local
bodies, the standard was never formally approved. These standards need to be
expanded and updated so that other issues, for example access roads and
pedestrian amnesties, could also be dealt with.
|
Parameter
|
Path
|
Sadak
|
Marg
|
Galli
|
|
ROW for SRN roads
|
as per NRS
|
as per NRS
|
||
|
ROW for SUN roads
|
11.0 m
|
7.0 m
|
5.5 m
|
3.0 m
|
|
Normal lane width
|
3.5 m
|
3.5 m
|
3.5 m
|
<3.0 m
|
|
Lane width at signals
|
3.0 m
|
3.0 m
|
3.0 m
|
3.0 m
|
|
Camber
|
2.5 %
|
2.5 %
|
3.0 %
|
4.0 %
|
|
Design speed
|
60 kmph
|
40 kmph
|
30 kmph
|
20 kmph
|
|
Min. horizontal radius
|
100.0 m
|
50.0 m
|
12.5 m
|
6.0 m
|
|
Vertical clearance: normal
|
4.75 m
|
4.75 m
|
4.75 m
|
4.75 m
|
|
Vertical clearance: wires
|
7.0 m
|
7.0 m
|
7.0 m
|
4.75 m
|
|
Min. sidewalk width
|
2.5 m
|
2.5 m
|
2.5 m, level
|
|
|
Stopping sight distance
|
85 m
|
45 m
|
20 m
|
20 m
|
|
Intersection with Path
|
signal
|
roundabout
|
priority
|
priority
|
|
Intersection with Sadak
|
roundabout
|
signal
|
priority
|
priority
|
|
Intersection with Marg
|
priority
|
priority
|
priority
|
priority
|
|
Intersection with Galli
|
priority
|
priority
|
priority
|
|
|
Storm drainage: surface
|
Tick/ covered U
|
Tick/ covered U
|
Tick
|
Tick
|
|
Storm drainage: collector
|
O-type, class II
|
O-type, class II
|
O-type, class III
|
PROPOSED STANDARDS
1.
OBJECTIVES
|
Nepal Roads Standards 2027 and Nepal Rural
Roads Standards 2013 do not address urban mobility issues. Urban roads have
different function and users than other roads. Here safety, riding quality
and aesthetics are more intertwined with equitable road space distribution,
saving of commuting time and economic growth of the area. Furthermore, with
higher cost of land in urban areas, the efficiency of its use is of
paramount importance.
|
§ Provide
safe, easy and comfortable roads to all users;
§ Minimize
commuting time;
§ Develop
a road network which is economic to build and maintain;
§ Enhance
the environment and aesthetics;
§ Define
location of underground and overhead services;
§ Facilitate
for economic growth.
2.
LEGAL
BACKGROUND
|
Clause 5.1 of
the act has empowered Kathmandu Valley Development Authority to formulate regulations for the
physical improvement of the valley.
|
3.
DEFINITION
|
In the US,
area with population over 5,000 are designated as urban areas.
Considering the human and cost
implications, it is neither practical to construct bypasses to many of the
major traffic carriers nor possible to shift the historic city from its
present position.
|
This implies that all the roads within municipal
boundaries, including those covered by NRS and NRRS, will be urban roads and
have to conform to the standards for urban roads, in addition to their
respective standards.
4.
GUIDING
PRINCIPLES
|
The guiding
principles define the scope and the limitations of the guidelines. These
principles complement the objectives.
The aimed
Level of Service is C.
|
§ Equitable
allocation of road space to all road users;
§ Segregation
of road space for different modes;
§ Access
to emergency services within 100 m;
§ Access
to utilities to each household;
§ Constant
monitoring of the road use by different modes;
§ Achieve
stable flow condition during peak hours;
§ Relaxation
to these guidelines could be authorized only by the relevant ministry.
5.
ROAD
CLASSIFICATION
|
Several
different classifications are in use elsewhere, for example: Boulevard, Avenue, Drive, Street, Road,
Alley, Lane, Passage and Path in the USA and Canada; Arterial,
Sub-arterial, Collector Street and Local Street in India. As the
characteristics of the traffic, road geometry and road user vary from
country to country, adopting a new set of nomenclature is better than
redefining them.
|
A.
Path
B.
Sadak
C.
Marg
D.
Galli
E.
Padyatru Kshetra
F.
Cycle Lane
5.1.
Path
|
Typically, Maitighar-Surya
Vinayak section of Arniko Highway has characteristics of Path. On the other
hand, Kantipath could be a Path only
when bicycle tracks are laid along the road.
Any additional space could
be used to extend the walkways so that kiosks or greenery could be added
between walkways and bicycle track in such a way that the space taken by
the road furniture on the walkway is compensated from the verge. As road
furniture enhances the comfort and aesthetics, efforts will have to be made
to push out the building lines.
In case of grade separation
to accommodate topographical
constraints, additional space will also be required for retaining
structures and catch drains.
|
The lanes for pedestrian and non-motorized traffic
shall be at a different level than that for the motorized traffic: both for
along the road and across the road at crossing points.
For directional segregation and future development,
central median is desirable. There could be additional dividers to segregate
the local traffic from through traffic in case of roads with more than 2 lanes
for high-speed traffic.
Parking is allowed only when the traffic is less
than 25% of the road capacity and that too only on lanes for motorized local traffic.
Figure 2: Typical Path with median strip (to be
trimmed to provide deceleration lane) and additional space
5.2.
Sadak
|
Equitable allocation of
road space among road users requires cycle track on existing roads as well.
Thus, Thirbum Sadak will not fall on Sadak category until cycle tracks, at
same or at different level than the road pavement, is provided.
With increasing number of
municipalities in Kathmandu Valley, the aim should be to upgrade all roads
in lower category to Sadak. Although a minimum of 16 m wide roadway is
required for Sadak, considering high pedestrian volume in rural area, and
that too carrying goods, a wider walkways are would be required. Hence the
proposed width of roadway for new municipalities and villages in the valley
is 20 m.
|
|
Exclusivity of cycle tracks
at the same level as the pavement
When the pavement width is:
§ <12>7
m: bicycle exclusive tracks
§ >12>7
m: bicycle tracks shared by vehicular traffic
|
On the existing roads with walkways, the following
variety of Sadak is possible depending upon the pavement width and bicycle
traffic.
5.3.
Marg
|
Most of the present roads in Marg category
are a result of gradual widening of roads in Galli category and opening of
motorable access along land parcel borders by property dealers to
appreciate monetary value of adjoining parcels. Some of the Marg roads have
been constructed following NRRS in the former villages surrounding
municipalities.
The existing Marg roads are
full of sharp bends and bottlenecks, most often without functional drainage
system and pedestrian facilities. Thus,
except for those ending in a cul-de-sac, Marg should not be taken as fully
developed roads but roads in transition to acquire standard
characteristics. Hence before an area becomes heavily built up, Marg
category of roads meant for thoroughfare shall be widened to Sadak
category, or at least appropriately wide space should be reserved for
Sadak.
|
The width of pavement of Marg category of roads
shall be between 6.0 m to 5.5 m without walkways, and up to 4.0 m if raised
walkway of minimum width (1.5 m on one or both sides) exists.
|
|
|
normal
Marg
|
|
|
|
narrow
Marg
|
5.4.
Galli
|
Narrow accesses hinder
rescue operations in case of a disaster. Hence the aim shall be to widen
existing Galli to allow free movement of four persons carrying a sick
person on a stretcher. This translates into a minimum width of 2 m and a
minimum inner curvature of 4R.
Galli too should be
considered as roads in transition to development. Thus new Galli shall be
built only as a second access for pedestrian and bicycle traffic.
|
A Galli is a pedestrian priority Access Road of
width less than 4.0 m. Only the bicycles and motorcycles of the local
inhabitants shall be allowed to share the road pavement with the pedestrian with
restriction on speed, sound and high beam. No on-street parking is allowed to
facilitate any emergency movement.
In case of gradient higher than 20%, Galli shall
be provided with steps. Narrow inclined plane shall be added over the steps to
facilitate towing of bicycles.
|
With the provision of
underground parking lot a pre-requisite for new buildings in commercial
area, property owners are found to build parking lot with steep driveway,
often encroaching the pedestrian walkway. As a result, the walkways are not
wheel-chair friendly and the driveway is too steep for small cars and
motorcycles requiring additional tractive force.
|
All dedicated accesses leading to a single
building, whether private or public, fall under this category. The width of the
accesses should be minimum 3 m.
Except for mountable kerb at the start of dedicated
accesses no modification to the adjoining road or walkway (e.g.: reduction in
width, increase in cross-slope) shall be allowed.
5.5.
Padyatru
Kshetra
|
As the name implies,
pedestrian zone should be exclusively for pedestrian. Unless in case of
emergency, no police and other government vehicles shall be allowed in such
area during daylight hours.
|
5.6.
Cycle
Lane
|
On the existing roads,
bicyclists could be required to share road space with other modes. However on new roads, bicyclists shall enjoy
exclusive lanes.
|
6.
GENERAL
DESIGN PRINCIPLES
|
The appropriate design
criteria for an urban road largely depend on a set of economic indicators,
namely costs of construction and operation on one side, and the financial
benefits to the community on another. To avoid contradiction to NRS, only
the elements exclusive to urban roads are defined here.
|
§ provide
safe, short and fast thoroughfare and access to all road users, being motor
vehicles, cyclists and pedestrians;
§ convey
clearly the primary function to road users and encourage appropriate driver
behavior;
§ deliver
traffic volumes at speeds compatible with function;
§ provide
convenient location for services;
§ provide
an opportunity for landscaping;
§ allow
for stopping of buses and taxis, where appropriate;
§ have
due regard to topography, geology, climate, environment and heritage;
6.1.
Speed
6.1.1.
Relation
among speeds
|
The Design Speed is no
longer referred after completion of construction. In practical terms, only
speed allowable from safety point of view and cruising speed of majority of
vehicles govern thereafter.
|
For higher speeds in case of long distance buses
and trucks, express-ways needs to be built with complete access control and
grade separated pedestrian crossing as per Figure 3.
|
Type of
Road
|
Design
speed (kmph)
|
Likely
85% speed (kmph)
|
Allowable
maximum speed (kmph)
|
Remark
|
||
|
Bus/ Truck
|
Other motorized vehicles
|
Bicycle
|
|
|||
|
Path
|
80
|
85
|
50
|
40
|
15
|
Bicycle only on
exclusive lane. Express-way for higher speed of bus/truck
|
|
Sadak
|
65
|
70
|
30
|
30
|
15
|
Bicycle only on exclusive lane
|
|
Marg
|
40
|
50
|
|
20
|
10
|
Only emergency
vehicles and local inhabitant's vehicles
|
|
Galli
|
15
|
20
|
|
5
|
5
|
Only emergency vehicles and local inhabitant's vehicles
|
|
Padyatru Path
|
|
|
|
10
|
5
|
Only emergency vehicles
|
|
Cycle Lane
|
|
|
|
10
|
15
|
Only emergency vehicles
|
6.1.2.
Acceleration
and deceleration
|
Median strips provide space
for acceleration or deceleration. Refer Figure 2, 3 or 4.
|
6.2.
The height and width of the
standard vehicle is based on the dimensions of fire engines. The lengths
are based on the existing dimensions of single wheel-base public buses and
future articulated buses for mass transit.
Traffic
|
The height and width of the
standard vehicle is based on the dimensions of fire engines. The lengths
are based on the existing dimensions of single wheel-base public buses and
future articulated buses for mass transit.
|
6.2.1.
Standard
Vehicle
The equivalency factors and axle load limit shall
be as in NRS. The standard design vehicle for urban roads are of the following dimensions:
|
Location
|
Wheelbase (m)
|
Overall Length (m)
|
Width (m)
|
Height (m)
|
Min. Inside Turning
Radius (m)
|
|
Path, Path-Path intersections,
Sadak, Path-Sadak intersections
|
6.5 (single wheelbase),
6.7+5.9 (articulated)
|
12.0 (single wheelbase),
18.0 (articulated)
|
2.5
|
4.5
|
7.3 (single wheelbase),
6.5 (articulated)
|
|
Sadak-Sadak intersections,
Marg, Sadak-Marg intersections, Path-Marg intersections
|
4.9
|
9.4
|
2.5
|
4.5
|
7.8
|
|
Galli, Path-Galli intersections,
Sadak-Galli intersections, Marg-Galli intersections
|
2.8
|
4.5
|
1.8
|
3.0
|
4.4
|
6.2.2.
Capacity
of carriageway
|
The design should not be
based on AADT but on peak hour demands to get Class C Level of service.
5.5 m and 6.0 m wide
pavements do not allow stable flow even on one way roads.
|
|
Traffic
lanes; width
|
Traffic
flow
|
Capacity
(PCU/hr) of road carriageway
|
||
|
No frontage access, no standing
vehicles, very little cross traffic
|
With frontage access and high
capacity intersections but no standing vehicle
|
Free frontage access, parked
vehicles, and heavy cross traffic
|
||
|
2-lane; 7.0 m
|
1-way
|
2,400
|
1,500
|
1,200
|
|
2-way
|
1,500
|
1,200
|
750
|
|
|
3-lane; 10.5 m
|
1-way
|
3,600
|
2,500
|
2,000
|
|
4-lane; 14.0 m
|
1-way
|
4,800
|
3,000
|
2,400
|
|
2-way
|
4,000
|
2,500
|
2,000
|
|
6.2.3.
There seems to be no
solution to hawkers on bicycles for the time being. Although they reduce
the capacity of Cycle Lanes considerably, they cannot be allowed on
pavement during daylight hours for safety reason.
Capacity
of Cycle Lane
|
There seems to be no
solution to hawkers on bicycles for the time being. Although they reduce
the capacity of Cycle Lanes considerably, they cannot be allowed on
pavement during daylight hours for safety reason.
|
|
Traffic lanes; width (m)
|
Capacity in number of
bicycles/hour
|
|
|
1-way traffic
|
2-way traffic
|
|
|
2-lane; 3.0 m
|
250 to 600
|
50 to 250
|
|
3-lane; 4.0 m
|
>600
|
250 to 600
|
|
4-lane; 5.0 m
|
|
>600
|
6.3.
Space
6.3.1.
Carriageway
|
The carriageway width shall
be as per NRS for cases other than defined in Table 7.
Even if the storm
water-drain is covered or made flat, it cannot be included into carriageway
width. However this space could be considered for the space taken by
overhang portion of vehicles.
|
Excluding the widening at horizontal curves,
shoulders, side drains and median barriers the carriageway widths should be as
follows:
|
Road
type
|
Path
(m)
|
Sadak
(m)
|
Marg (m)
|
Galli
(m)
|
|
2-way, multi-lane
|
3.5 /lane
|
3.5 /lane
|
6.0
|
|
|
1-way, 1-lane
|
3.75 /lane
|
3.75 /lane
|
5.5
|
4.0
|
|
At approach to traffic signals
|
3.25 /lane
|
3.25 /lane
|
3.0* /lane
|
3.0* /lane
|
Note: *exclusive of tick-type or covered side
drains
6.3.2.
Cycle
Lane
|
The 1.2 m wide lane for
each direction as provisioned in NRS should be taken as absolute minimum
value.
Considering the need for
overtaking and frequent spillover of pedestrian onto cycle lanes, the
minimum width shall be 2.0 m.
The Cycle Lane surface shall be sand sealed
for evenness yet adequate roughness for traction. Precast concrete tiles
are not suitable.
|
The minimum width of Cycle Lane should be 1.2 m
clear of all obstructions on each side of the road and 1.0 m away from the
pavement edge. Each additional lane where required should be 1.0 m.
Cycle Lanes shall be of the following types:
A.
Cycle Exclusive Lane:
a. Segregated
Cycle Exclusive Lane: located on
raised pavement along the road but separated from the vehicular traffic by
mountable kerb
b. Non-segregated
Cycle Exclusive Lane: located on the
same level as the pavement for vehicular traffic but with distinctive pavement
surface and delineated by continuous yellow line
B.
Cycle Priority Lane: located on
the same level as the pavement for vehicular traffic but with distinctive
pavement surface delineated by broken yellow line
C. Cycle
Lane: located
inside park or vacant land and away from motorable road
6.3.3.
If additional
space than that required for pedestrian traffic is available, then kiosks,
bicycle stands and slow growing trees of large girth may be located aligned
to the walkway-Cycle Lane border. Space taken by such uses on the walkway
shall then be compensated by equal width from the verge as shown in Figure
2.
Sidewalk
|
If additional
space than that required for pedestrian traffic is available, then kiosks,
bicycle stands and slow growing trees of large girth may be located aligned
to the walkway-Cycle Lane border. Space taken by such uses on the walkway
shall then be compensated by equal width from the verge as shown in Figure
2.
|
For up to 30 pedestrian per minute, 1.5 m wide
sidewalk clear of trees, poles and other obstructions shall be provided on each
side of the road. Beyond the volume, 0.6 m width shall be added for each
additional 30 pedestrian per minute.
6.3.4.
Median
|
A 4 m wide
median can be trimmed to 1 m to accommodate additional acceleration or
deceleration lane for the turning traffic.
A 1.2 m wide
space for median barrier allows for 0.8 m wide barrier with 0.2 m on either
side for road marking to warn the drivers.
|
§ Median
as pedestrian refuge: 1.2 m;
§ Median
strip for protection of vehicle making right turn, 4.0 m;
§ Minimum
width of median barrier: 1.2 m;
§ Medians
should be of uniform width in a particular section. Where deceleration or
acceleration lanes are to be provided or when the roadway is to be narrowed, a transition
of 1 in 15 to 1 in 20 must be provided.
6.3.5.
Shoulder
Shoulders are not a part of urban roads. However where
there is negligible pedestrian traffic or where from drainage considerations no
raised sidewalk could be provided, shoulders are required between carriageway
and property line to accommodate electric poles, traffic signs, underground
service, appropriate clearance to ensure proper vehicle placement and
development of full carriageway capacity.
Shoulders should be sealed with a texture rougher
than the carriageway to discourage driving and parking on them. The width could
be as prescribed by NRS.
6.3.6.
Parking
Lanes
Parking lanes width for parallel parking should be
2.5 m to 3.0 m.
6.3.7.
Bus
Stops
|
The provision
of bus-stop and taxi-stand without recess shall need a yet to be defined
lane marking to allow vehicles to overtake the stopped vehicle while
disallow the vehicles on the adjacent lane to cross the lane line.
|
In case of space constraint for the recessed stop,
bus stops could be provided by covering the side drain or making it flatter and
using a part of the pavement. A series of rectangles of 2.5 m width and 8.0 m
long shall be marked on the pavement next to the kerb stone to indicate bus
stops. Each rectangle should bear the assigned route number on which the bus is
supposed to ply.
6.3.8.
Taxi
Stand
|
Taxi stand
shall be located where they do not obstruct accesses, turning traffic and
visibility.
|
6.4.
Sight
Distance
The Stopping Sight Distance, Overtaking Sight
Distance and Headlight Sight Distances shall be as provisioned in NRS for
corresponding design speed.
6.5.
Horizontal
Alignment
6.5.1.
Camber
and Superelevation
|
Except
for high-speed roads of Path category, camber for hydroplaning purpose
supersede superelevation requirements to counteract centrifugal force at
curves. Higher camber also means less maintenance. Nevertheless, too high
camber prompting drivers to move towards the pavement center and camber in
wrong direction than the required superelevation are always to be avoided.
|
|
Type of road
|
Camber (%)
|
Super-elevation
|
|
|
Min
|
Max
|
||
|
Path
|
2.0
|
|
as per NRS
|
|
Sadak
|
2.5
|
|
as per NRS
|
|
Marg
|
3.0
|
5.0
|
|
|
Galli
|
4.0
|
6.0
|
|
|
Padyatru
Kshetra
|
3.0
|
5.0
|
|
|
Cycle
Lane
|
2.0
|
4.0
|
|
6.5.2.
Setback
In order to provide the drivers adequate stopping
sight distance, it needs to be ensured that any physical objects on the inside
of horizontal curves do not restrict it. The obstruction includes trees and
poles as well. The NRS may be referred to calculate the set-back.
6.5.3.
Clearance
to structure
Any poles or other structures on walkways flanking
the road or the central median shall be 1.0 m away from the pavement edge.
However, this provision should not encroach into the designated area for other
road users. The walkway and Cycle Lane needs to be widened from their minimum
value to accommodate electric pole, flag stands and telephone cabinets.
6.5.4.
Transition
curve
When a vehicle traveling on a straight road shifts
to a tangential circular path, it experiences jerk because of the sudden
centripetal acceleration starting at the tangent point. The severity of the
jerk increases with the speed of vehicle. Transition curves are provided to
gradual introduction of the super elevation and extra widening of carriageway
needed at the horizontal curves.
The NRS may be referred to determine the minimum
length of such curves, rate of change of super elevation and ways to introduce it.
6.5.5.
Widening
of carriageway on curves
|
For
the same reason the pavement at intersections need to be widened. The
widened section should be out of way of the adjoining lane. The design
speed shall be taken as 30 kmph at intersections.
|
The NRS may be referred to determine the minimum
width of such extra-widening and ways to introduce it.
6.6.
Vertical
Alignment
Vertical alignment in urban areas is governed by the
need to match building line and entrance line levels and levels of
intersections and median openings.
|
The
minimum limit is governed by drainage considerations and the maximum limit
is governed by ease to attain the allowable maximum speed within 2 seconds
after stopping at the signals and same-grade pedestrian crossings.
|
6.6.1.
Gradient
The gradient should ideally be within 0.5% to 4.0%
and never higher than 7%. In the road sections with gradient higher than 4%,
compulsory stopping device such as traffic signal or zebra crossings shall not
be provided.
When the gradient exceeds the maximum value, the
road shall either be replaced with steps rendering it unusable even for
motorcycles and bicycles or the alignment needs to be changed.
6.6.2.
Vertical
curves
Summit curves in urban areas should be designed
for safe stopping sight distance and they should be coordinated with horizontal
curvature. Valley curves on unlit urban roads should be such that for night
travel the headlight beam distance is the same as the SSD.
The NRS may be referred for type of vertical
curve, way to introduce them and to determine the minimum length of curve in
relation to SSD.
6.6.3.
Vertical
clearance
|
Without strengthening the underlying
layer, an asphalt overlay merely seals the surface to a limited time
without adding to its strength and elasticity. Soon the underlying cracks
are reflected on the new overlay. The practice also causes drainage problem
and steepens the grade of accesses to the adjacent properties.
Preferably, the pavement surface
shall either be sand sealed periodically to prevent cracking or dug out and
re-laid to the original level during rehabilitation.
|
6.6.4.
Road
level
The practice of adding layers upon layers of
pavement periodically over the old surface shall be discontinued. The level of
pavement, sidewalk and verges once fixed shall remain the same for a minimum of
50 years.
6.6.5.
Height
of kerbs
NRS shall be referred for the shape and size of
the kerb stones. The following types are recommended:
§ Barrier
type: Built-up areas adjacent
to footpaths with considerable pedestrian traffic: to get a grade separation of
200 mm than the road pavement; Median and channelizing islands where pedestrian
should not have access.
§ Semi-barrier
type: Within the roadway at mountable
islands, pedestrian refuse and to separate Cycle Lane or where motorable access
to the abutting property is to be given: to get a grade separation of 100 mm
than the road pavement;
§ Mountable
type: To ramp down the edge of
Cycle Lane or walkways to facilitate wheel chairs and the physically challenged
road users: to get a grade separation of 50 mm than the road pavement.
6.6.6.
Co-ordination
of horizontal and vertical alignments
Horizontal and vertical alignments should be
designed considering the effect on one on the other. Following broad principles
should be followed in alignment co-ordination:
§ The
degree of curvature should be in proper balance with the gradients. Straight
alignment or flat horizontal curves at the expense of steep or long grades, or
excessive curvature in a road with flat grades, should be avoided;
§ Vertical
curve superimposed upon horizontal curve gives a pleasing effect. The length of
horizontal curve should be equal or longer than the vertical curve;
§ For
safety reason, sharp horizontal curves should be avoided at or near the apex of
pronounced vertical curves;
§ Sharp
horizontal curve after a long stretch should be avoided.
6.7.
Road
Crossings
6.7.1.
At
grade crossings
The Traffic Signs Manual 1997 (TSM) has defined
two types of at-grade crossings: conventional zebra where pedestrian gets the
priority and dashed zebra at signalized intersections where priority is defined
by the traffic signal. The locations and conditions for such crossings shall
follow the TSM.
To enforce the crossings, especially during peak
traffic hours, pedestrian actuated signals shall be installed.
6.7.2.
Overpass
Along heavily trafficked Path and Sadak category
of urban roads overhead pedestrian crossings shall be provided under the
following conditions:
§ If
stopping of vehicular traffic for more than 15 seconds results in locking of
preceding intersections;
§ If
stopping at at-grade crossings significantly reduce the cruising speed of long
distance traffic.
The width of the overhead walkway shall be
designed as for normal walkway. The rise of the stair shall not be more than
150 mm and tread shall be about 300 mm wide. There shall be a continuous track
along the staircases for towing bicycles up and down the bridge. An overpass at
an intersection shall preferably have staircase to all the road legs meeting at
the intersection.
6.7.3.
Underpass
At the Path-Path and Sadak-Path intersections
where the pedestrian and wheelchair-bound traffic volume is higher than 100 per
minute for more than an hour pedestrian underpass shall be constructed. The
minimum width shall be as follows:
§ 5.0
m wide and 2.5 m high for pedestrian exclusive underpass
§ 6.5
m wide and 2.5 m high for pedestrian-cum-cycle underpass
§ 7.0
m wide and 4.0 high for underpass combined with underground shopping centres
The entry to the underpass shall be
wheelchair-friendly with maximum 9% longitudinal gradient. In case of stair,
the rise shall not be more than 150 mm and tread shall be about 300 mm wide.
The underpass for motorized vehicles shall be as
provisioned in NRS.
6.8.
Provision
for the Special Users
Special provision shall be made for the following
road users:
§ Pedestrian
with vision impairment
§ Pedestrian
with hearing impairment
§ Wheel-chair
bound road users
§ Parents
with pram
§ Small
children
§ Senior
citizens with walking stick
6.8.1.
Ramped
Sidewalks
The walkways and cycle lanes shall be ramped down
to the level of mountable kerb at 7% at level pedestrian crossings.
6.8.2.
Tactile
paving
Tactile paving is done with two different tiles of
size 300 mm x 300 mm with 5 mm thick profile as follows.
§ Dotted
tile where it is required to stop or change the direction of movement
§ Long
profile tiles where there is no hindrance to walking
§ Tactile
tiles are paved 300 mm on the inner side of walkway edge (kerb line)
6.8.3.
Signal
with buzzer
Traffic signals and pelican signals shall be
provided with buzzer so that a beeping signal is emitted when the pedestrian
signal is green.
6.8.4.
Pedestrian
refuge
On all roads with 4 or more lanes, pedestrian
refuge islands shall be built along the center line and flanking the level
crossing. The height of the island should be 100 mm and shall have a roughened
top to deter vehicles against driving on them.
6.9.
Location
of Utilities
The utilities should fulfill the following
condition:
§ At
depth from 0.5 m to 2.0 m for its own safety and to avoid heavy relocation
costs later on;
§ At
a minimum height of 5.0 m to allow safe movement of emergency vehicles
§ Underground
utilities not located under road pavement to avoid traffic detour during
servicing and for safety concerns
§ Minimization
of poles and use of underground duct for aesthetics
6.9.1.
Water
pipes
The water mains shall be at 1.0 m depth below the
walkway or the median strip. The house connection could be at 0.5 m depth.
6.9.2.
Electrical
lines
The overhead electrical lines shall be at least 5.5
m above the road pavement when along the road and 6.0 m above at road crossings
with the poles at the inner edge of the walkways or on the median strip. The
underground electric cable should be at least 2.0 m from the building line and
at 1.5 m depth under the walkways or the median strip.
6.9.3.
Other
cable lines
The overhead cables other than that for
electricity (telephone, data, TV, etc) shall be at least 5.0 m above the
pavement level when along the road and 5.5 m above at road crossings on the
same poles as that for electricity. The poles shall be erected at the inner
edge of the walkways or on the median strip. The underground cable ducts should
be 1.0 m from the building line and at 1.0 m depth under the walkways or the
median strip.
6.9.4.
Provision
for future utilities
Class III concrete pipes shall be laid under the
roads of Path and Sadak category at Path-Path, Path-Sadak and Path-Marg
intersections for future utilities without disturbing the road surface.
Separate pipes shall be required for electric cable, other cables and water
mains.
6.9.5.
Side
drain
Side drains along the pavement edge shall be
"tick" shaped. The collector drains under the walkways could either
be of concrete pipes or covered U channel.
6.10.
Traffic
Management Elements
6.10.1.
Hump
for traffic calming
A speed hump is a raised area across the roadway
pavement. For a height of 100 mm, the width is about 4.0 m, that is, the
gradient is limited to 5%. This can reduce the speed of a cruising vehicle by
20 kmph and help bring it to safe range. Any increase in height and decrease in
width can result severe discomfort to the passenger, damage the vehicle and
cause loud noise.
Speed humps are recommended only on streets where
the speed limit is up to 50 kmph (roads in Sadak, Marg and Galli category) and
are not considered appropriate where the 85th percentile speed is more than 70
kmph (i.e, Path category).
6.10.2.
Rumble
Strips for traffic calming
Strips of height 25 mm to 50 mm and width up to
twice the height, cause a tactile vibration and audible rumbling transmitted
through the wheels into the vehicle interior. The applications are as follows:
§ Along
the direction of travel following an edge line or centerline, to alert drivers
when they drift from their lane. Gaps needs to be made in the strip to ease
surface runoff.
§ Across
the direction of travel, to warn drivers of a stop or slowdown ahead, or of an
approaching danger spot. Seven strips at 50 m, 35 m, 25 m, 16 m, 9 m, 4 m and 1
m towards the direction of the warning needs to be laid.
As the effect of the rumbles is more pronounced
with higher speed, the strips are recommended for roads of Path category and
straight sections of Sadak category in the urban area.
6.10.3. Signs for traffic management
TSM has defined three categories of traffic signs.
Due to cost and space considerations the priority should be in the order:
Regulatory > Information > Warning. Except for the following details, TSM
shall be followed.
§ Except
for "on approaches to junction (C24)", and for road works, signs
shall be installed with the bottom at a height of 2.0 m from the road edge. The
height of the signs plate shall be 450 mm;
§ On
approaches to junction (C24) sign shall be installed with the bottom of the
sign at a height of 5.5 m from the road edge. The size of the sign plate is
determined by the text on it.
§ The
temporary signs for road works shall be erected with the bottom of the sign at
a height of 300 mm from the ground level.
6.10.4.
Road
markings
The following additions to that prescribed in the
TSM shall apply for road markings:
§ Dotted
yellow line to delineate bicycle priority lane
§ Dotted
yellow line to delineate stopping place for bus and taxi where recess cannot be
provided
§ Continuous
yellow line to delineate bicycle exclusive lane
§ Parallel
dotted and continuous white lines to indicate lane crossing is allowed only
from the dotted side
6.10.5.
Road
name plate
Road Name Plate shall follow "at the junction
(C25)" in the TSM. The names and the corresponding spelling shall be as ascertained
by the respective municipality council. The size of the name plate shall be as
determined by the text on it. It shall be installed, preferably on buildings,
with the bottom of the plate at a height of 2.0 m from the road edge.
6.10.6.
House
number plate
The house number plate shall be as obtained from
the corresponding municipality. It shall be installed with the bottom of the
plate at a height of 1.5 m from the road edge.
6.10.7.
Restriction
on commercial sign boards
For easy reading of the signs and signals, no
other signs and advertisement boards, on the existing structure or separately, shall
be allowed in the following area:
§ From
1.5 m to 3.0 m from the road edge
§ From
5.0 m to 7.0 m from the road edge
6.11.
Street
lighting
Referring to the standards set by Los Angeles
Department of Public Works, the following illumination standards are
recommended. To avoid cluttering, number of additional poles shall be minimized
by using existing utility poles and buildings. To keep the costs low, instead
of conventional mercury vapor and metal halide lamps, fluorescent tubular and
LED lamps shall be chosen.
|
Location
|
Average
luminous flux on pavement (Lux)
|
Uniformity
Ratio (Eav /Emin)
|
Mounting
height (m)
|
|
Path
|
6
|
3
|
>9<10
|
|
Sadak
|
4
|
4
|
>7.5<9
|
|
Marg
|
3
|
6
|
>7.5<9
|
|
Path-Path intersection
|
18
|
3
|
>9<10
|
|
Path-Sadak intersection
|
13
|
3
|
>9<10
|
|
Sadak-Sadak intersection
|
12
|
4
|
>7.5<9
|
|
Sadak-Galli intersection
|
10
|
4
|
>7.5<9
|
|
Galli-Galli intersection
|
8
|
6
|
>5<6
|
|
Stairways
|
4
|
4
|
|
|
Cycle Lane
|
10
|
4
|
>4<5
|
|
Padyatru Path
|
4
|
4
|
>3<4
|
|
Bus stop area
|
25
|
3
|
>3<4
|
|
Pedestrian underpass
|
10
|
4
|
|
