RIGHT OF

WAY

Right of way
0is a term first used to describe the

right to travel unhindered, to access a

route regardless of land ownership or
any other legality.

Right of way
0is a strip of land that is granted,

through an easement or other

mechanism, for transportation
purposes, such as for a trail,
driveway, rail line or highway.

Right of way
0is a right to make a way over a piece

of land, usually to and from another

piece of land.

The right of way may be limited.

0If one person owns a piece of land which

is bordered on all sides by lands owned

by others, a court will be obliged to grant
the right of way to those approved by the
owner or owners of the isolated land
area. It is also common practice for the
public to be granted the right of way on a
path or track which is in common use for
a lengthy period of time.

Public right of way is not restricted

by land ownership and grants travel
access to all.

Right of way categories

Category A: These are Grade-Separated or
Exclusive Right-of-way
It is a fully controlled right-of-way without
grade crossings or any legal access by other
vehicles. In some ways, this category resembles a
freeway system.

Right of way categories

Category B: Type of Right-of-way that are
Longitudinal physically
Right-of-way that are separated from other
traffic, but with grade crossing for vehicles and
pedestrians, including regular street
intersections.

Right of way categories

Category C: Surface streets with
Mixed Traffic
Most bus systems and streetcar
systems

ROAD
ALIGNME
NT

The geometric design of highways

involves three elements
0Vertical Alignment
0Horizontal Alignment
0Cross Section

Design Speed is the determining factor

of in the selection of the alignment
needed for the motorist to have
sufficient sight distance to safely stop
or reduce speed as required by
changing traffic and environmental
conditions.

A safe design ensures that traffic can

flow at a uniform speed while
travelling on a roadway which changes
in a horizontal or vertical direction.

The design of the vertical alignment

(including tangent grades and sag or
crest vertical curves) is influenced by
consideration of terrain, cost and
safety. Generally, crash rates for
downgrades are higher than for
upgrades.

The design of the horizontal alignment

(which consists of level tangents
connected by circular curves) is
influenced by design speed and superelevation of the curve itself. Crash
rates for horizontal curves are higher
than on tangent sections, with rates
ranging between 1.5 and 4 times
greater than on straight sections.

Several factors appear to influence the safety

performance of horizontal curves
0Traffic volume and Mix
0Geometric figures of the curve
0Cross-section
0Roadside hazards
0Stopping sight distance
0Vertical alignment superimposed on horizontal alignment
0Distance between curves and between curves and the

nearest intersection or bridge

0Pavement friction
0Traffic control devices

The improvement of horizontal curve design

involves three steps
0 Problems must be identified based on crash

history and roadway conditions

0 Improvements should be evaluated and
implemented
0 Before and after studies of crash
performance should be conducted to
assess the effectiveness of the changes.


CURVE
WIDENIN
G

The carriageway widths should be

increased on low-radius curves to allow
for the swept paths of longer vehicles,
and the necessary tolerances in lateral
locations as vehicles follow a curved
path.

The carriageway widths should be increased

on low-radius curves to allow for the swept
paths of longer vehicles, and the necessary
tolerances in lateral locations as vehicles
follow a curved path.
Widening should be applied on the inside of
a curve and be gradually introduced over
the length of the transition curve or the
super-elevation development length.

Vehicle occupies more space on curve than on

straight
Pavement widening is used to:
0 Maintain lateral clearance of vehicles
0 Improve sight distance
The amount of widening depends on:
0 Radius of curve
0 Width of lane on straight
0 Vehicle clearance
0 Vehicle length
0 Track width

On transitioned curves, widening is applied

equally on either side of road
On plain circular curves, widening is usually
only done on the inside of the curve and
achieves same effect as a transition

e 1.0

Curve Widening, single-lane roads w

3.0 m basic width

Curve Radius (m)

20

30

Increased in width
(m)

1.5

1.0

40

60

0.75 0.50

ble 1.1

Curve Widening, two-lane roads wi

3.0 m basic width

Curve Radius (m)

< 50

50-149

150-299

300500

Increased in width
(m)

1.5

1.0

0.75

0.50

The lane widening in curves

(widening in each lane).

Table 1.2

Curve Radius
(m)
< 50
50 - 100
100 - 250
250 - 750

General Curve Widening

Increase in width (m) for
Normal Lane width (m)
2.75
3.00
3.35
3.50
1.00
0.75
0.50
0.25

1.00
0.75
0.50
0.25

0.65
0.40
0.25

0.50
0.25