Safe Road Design: Coverage on Road Links

Presented By
Dr.S.Velmurugan
Senior Principal Scientist,Traffic Engineering and Road Safety Division
CSIR - Central Road Research Institute, Mathura Road
New Delhi - 110 025
E-mail: vms.crri@nic.in; vms_04@yahoo.co.in; vmssathya@gmail.com

Certification Course for Road Safety Auditors

Conducted by
IAHE - ARRB - IRF
 Presentation Outline
Principles of Safe Road Design
Design Speed
Sight Distance
Alignment Design (Horizontal and Vertical)
Combination of Vertical & Horizontal Alignments
Special Lanes
Cross Section
Shoulders
Median
Drainage
Traffic Control Devices
Crash Protection Measures
Roadside Amenities
Vulnerable Road Users
 Principles for Safer Road Design
A safe road environment should
WARN for unusual features

INFORM of conditions to be encountered

GUIDE through unusual sections

CONTROL through conflict points

FORGIVE for errant behaviors

A safe road environment is one which provides

No surprises

Controlled release of relevant information

Repeated pertinent information

 Design Speed
Design Speed is the key determinant factor in a road link
design
The operating speed of a road / highway is largely influenced by:

Road geometry
Vehicle Characteristics
Driver Characteristics
Traffic Mix and Speed Controls
Sight Distance set out on the ground

Design speed is the key factor which influences road design standards
such as sight distance
 Sight Distance

The most important factor in safe operation of

highways is visibility - to see and to be seen
Safe stopping & Safe Overtaking
Safe Stopping Distance must be always available on a
highway
Sight Distance (Contd)
 Sight Distance (Contd)
Safety Issues
Braking Ability of vehicles.
Driver Training and Testing
Trucks and buses require greater distances to stop due
to their weight, but driving positions are generally
higher.
Industrialized country standards may not be
appropriate because of differing vehicle performance
and driver behavior in India.
Untended vegetation can obstruct sight distances
Cost/ Land Considerations
 Sight Distance (Contd)
Minimum required Sight Distances (SDs)
Design Speed Distance (in meter)
(in Kmph) Stopping Intermediate Overtaking
20 20 40 -
30 30 60 -
40 45 90 165
50 60 120 235
65 90 180 340
80 130 260 470
100 180 360 640
Alignment Design

9
 Alignment Design (Contd)
Safety considerations in design controls
Safety is one of the most important features from
initial planning to final construction, limitations are
imposed by
Road User Characteristics
Vehicle Characteristics
Design Speed
Sight Distance
Alignment Design - Horizontal and Vertical
Alignments
 Horizontal Alignment (Contd)

Horizontal Alignment - Safe Practices

Horizontal curvature of a road should be consistent
with speed requirements.
Potentially unsafe overtaking on curves with
inadequate sight distances should be prevented by
signs, road markings or physical barriers.
Large radius horizontal curves instead of straight
alignments should be provided to relieve driver of
monotony and enable him to make better judgment of
approaching vehicles' speed.
 Horizontal Alignment (Contd)

Deep
Valley
Long Straight Section of Speed Limit
Road 100 Kmph 60 Kmph
33kmph

Speed Limit
30 Kmph
R = 40m
V permissible = 33 kmph

(e+f) = v2 /(127 x R)
 Horizontal Alignment (Contd)

Absence of Road Markings on 2-way Well Marked Horizontal Curve

Bidirectional Carriageway with delineators
 Horizontal Alignment (Contd)
Effect of Horizontal Curve on
Road Crash Rates

Effect of Radius of Effect of Length of Straight

Horizontal Curve on Safety Section on Accident Rate
 Horizontal Alignment (Contd)
Typical Design Details of Horizontal Curve
 Horizontal Alignment (Contd)
Super Elevation
 Horizontal Alignment (Contd)
Attainment of Super-elevation
 Horizontal Alignment (Contd)
Minimum Prescribed Radii for Horizontal Curves

Plain Terrain Rolling Terrain Hilly Terrain

Classification
Ruling Absol Ruling Absolu Ruling Absol
ute te ute

Speed (Kmph) 100 80 80 65 50 40

NH/SH
Radius (m) 360 230 230 155 90 60
Speed (Kmph) 80 65 65 50 40 30
MDR
Radius (m) 230 155 155 90 60 33
Speed (Kmph) 65 50 50 40 30 25
ODR
Radius (m) 155 90 90 60 33 23
Speed (Kmph) 50 40 40 35 25 20
VR
Radius (m) 90 60 60 45 23 15
 Horizontal Alignment (Contd)
Issues concerning Safety while setting out
Horizontal Curves
If transition curves are not provided, drivers will
adopt their own transitions, which may bring them
closer to opposing vehicles.

Longer transition curves can be deceptive

Too high Superelevation may result in overturning

of vehicles. Without adequate superelevation, the
risk of road crashes will be higher.
Vertical Alignment
 Vertical Alignment (Contd)
Typical Details of Vertical curve
 Vertical Alignment (Contd)
Vertical Alignment - Safer Practice
Provide adequate sight distances.
Broken-back and roller coaster profiles shall be
avoided.
Frequent changes in vertical profile should be avoided
On long grades, steepest grade should be placed at
the bottom and lighter grade near top.
Sag curves associated with highway underpasses, curve
lengths must be chosen to ensure the necessary
vertical clearances and to maintain adequate sight
distances into the underpass.
 Vertical Alignment (Contd)
Vertical Alignment
Reasons for
concern:
The sudden dip

Recommendation:
Minimize the
sudden dip effect
by introducing a
vertical curve of
large radius.
 Vertical Alignment (Contd)

Effect of Grade on Safety

The road crash rate

reduces considerably
when grade difference
is less than 4 %.

Effect of Grade on Road

Crash Rate
 Vertical Alignment (Contd)
Gradient for Roads in Various Terrains
Terrain Ruling Limiting Exceptional
Gradient Gradient Gradient
Plain and Rolling 3.3 % 5.0 % 6.7 %
(1 in 30) (1 in 20) (1 in 15)
Mountainous and 5.0 % 6.0 % 7%
steep terrain (1 in 20) (1 in 16.7) (1 in 14.3)
above 3000m
Steep terrain 6% 7% 8%
(up to 3000 m) (1 in (1 in 14.3) (1 in 12.5)
16.7)
 Vertical Alignment (Contd)
Length of Vertical Curve
Design Length of Summit Curves (m) Length of
Speed Valley
(Kmph) SSD ISD OSD curves (m)

40 4.6*A 8.4*A 28.4*A 6.6*A

65 18.4 *A 33.8*A 120.4*A 17.4*A
80 32.6*A 60.0*A 230.1*A 25.3*A
100 73.6*A 135.0*A 426.7*A 41.5*A

A- Algebraic difference in grades expressed in %

 Combination of Vertical and
Horizontal Alignments
Safer Practice
Proper alignment enhances scenic views of the
natural and manmade environment
Easier to make adjustments at design stage
Sharp horizontal curvature should not be
introduced on top of crest curve
Designer should study long, continuous stretches
of highway in both plan and profile and visualize
the whole in three dimensions.
 Combination of. (Contd)
Combination of Vertical and
Horizontal Alignments - Safety Issues
Poor design
combinations can
confuse drivers and lead
to potentially dangerous
Road Crashes
Sharp changes in
horizontal alignment
should not be
introduced at the
bottom of a sag curve or
at near the top of a
crest curve
Combination of. (Contd)
Combination of. (Contd)
 Combination of. (Contd)
Combination of Horizontal and Vertical
Alignment

Broken Back Curve Replacement of Broken Back

Curve by Single radius long
curve
 Combination of. (Contd)
Combination of Horizontal and Vertical
Alignments

Local dip on long Local dip eliminated

grade on long grade
 Combination of. (Contd)
Combination of Horizontal and Vertical
Alignments

Short humps on long

horizontal curve

Short humps on long

horizontal curve

Removal of humps
on horizontal curve
Special Lanes
Additional special or auxiliary lanes which are
located immediately adjacent to the traffic lanes
are called special lanes
Some special lanes employed to improve safety and
efficiency of the road system are:
Passing Lanes
Climbing Lanes / Slow vehicle lane
Emergency Escape Lanes or Arrestor Beds
 Special Lanes (Contd)
Special Lanes
Overtaking lanes are
where overtaking
opportunities are few on
a two lane road

Climbing lanes are

required where heavy
trucks slows down the
traffic on steep gradients
CROSS-SECTION

36
Cross Section (Contd)
Cross Section (Contd)
Cross Section (Contd)
 Cross Section (Contd)
Cross Sections - Safe practices
Properly maintained cross-sectional profiles assist
safety.
Side slope gradients for embankments and drains
should be as flat as possible.
Open channel drains should be covered or separated
from the carriageway.
Incorporation of properly maintained shoulder allows
room for parking in emergency, use and segregation of
pedestrians.
Provision of the number of lanes primarily dependent
on the projected traffic volume.
 Shoulders

Poorly Maintained Shoulder of Adequate and Well Maintained

Inadequate Width and Strength. Shoulders
Shoulders - Safer Practices

Shoulder should support vehicles under all

weather conditions.
Hard shoulders, should be differentiated from
carriageway.
Edge line markings help to discourage traffic
from using the shoulder.
Shoulder cross slopes should be so designed as
to avoid draining on to the carriageway.
 Median Barriers
Median barriers are not the same as safety barriers.
They are designed to segregate and prevent certain
opposing pedestrian and vehicle movements.
Problems
Inadequate pedestrian crossing provisions will encourage
pedestrians to climb over the barriers and ignore their
purpose.
Median barriers without gaps for emergency vehicles can
cause delays and congestion if vehicles break down.
Poor design and maintenance such as unprotected ends or
damaged and stolen sections.
Clear and effective signing along with enforcement is
necessary to ensure that drivers drive on the correct side of
the barrier.
 Median Gaps

W id th o f
o pe ning

M ed ian n ar ro w er th an 3 m

R 0.6

C o nt ro l R a dius
W id th o f
o pe ning

M ed ian w idt h 3 m t o 5 m

Median Openings on Urban C on tr ol R ad iu s R 0 .6

Corridor W idt h o f
o pen ing

M ed ia n w ide r t ha n 5 m

Typical Median End

Treatments
 Median Gaps

Safer Practice
Their number should be kept to the minimum.
Openings for right turns through bullet nosed shape should be
adopted .
Openings for U-turns, semi-circular openings are more
appropriate for the vehicle paths.
Median openings in urban areas: should be spaced at 500m on
the more important arterial roads,
Median openings for four/ six lane divided carriageways should
be located preferably at junctions.
Medians and Kerbs

Impact of Median Width on Road

Well Maintained Median Crashes
Width with Proper Median
Markings
 Roadside Slopes

Steep Slopes of Embankment Wide Shoulders with Gradual

Protected by Crash Barriers - A Roadside Slopes for Proper
Good Safety Practice Drainage
 Clear Zone

R e co v e ry z on e

Cle a r z o ne d ist a n ce

T r av e lle d wa y S h ou lde r R e co v er a b le slop e N on - r ec o v er a ble Cle a r r u no u t

slo p e ar e a
O b st ac le

N o te :
I f the c le a r zo n e d ista n c e e n ds o n a no n - re c o ve r a ble
slo pe a cle a r r u no u t a r e a is r eq u ire d

Elements of the Clear Zone

ROADSIDE SAFETY

49

Crash
Safer Practice
Protection Measures
Use flexible barriers (like
MCB or Wire Ropes) in
preference to rigid barriers
where conditions permit.
End-points should be
buried or flared back.
Use minimum of 0.33 m
setback in urban areas and
0.5m on rural areas, but
Safety Barriers for Hazardous
preferably 1.0m where Situation
feasible - [conforming to
IRC:SP-119 (2015)]
SPOON Type Finish are not
solutions
Drainage

Relationship between Distance of Ditch from

Edge of Roadway and Accident Rate
 Drainage
Safer Practices
Hydrological studies help to investigate expected rainfall levels to aid drainage
design.
Provision of culverts at regular intervals on long gradients to minimise damage
to the ditches.
Ditches need not be watertight aids evaporation of the moisture in the
subgrade.
Side slopes of ditches nearest to the road should not be steeper than 1 in 3
(preferably 1 in 6) with steeper slopes away on the side from the road to
reduce illegal vehicle access to the road.
Where rainfall levels permit, L or J-type drainage channels should be used
rather than U or V-types.
Drainage

Improper Drainage Leading to

Accumulation of Water and Acts as a
Potential Safety Hazard
 Plantation

Safer Practice
Properly laid rows of trees along the roadside
and shrubs at the median delineate the
alignment of the roadway.
Planting closer to the carriageway act as
"gateway" for approaching village.
Proper Maintenance needs to be ensured.
Plantation

Tree on Edge of the Road Trees on Carriageway Edge

can be Hazardous
Plantation

Protection Provided to a Potentially

Hazardous Tree on the Road
Integration of Hierarchical Links
(South Africa)
TRAFFIC CONTROL DEVICES
 Road Signs and Markings
Safety Issues
Letter size can be too small - creates problems where more than
one language signs have to be used.
Funds for features such as signs/road markings often not included
when roads are built or rehabilitated.
Poor maintenance is common which leads to worn, illegible,
damaged or missing signs.
Fragmentation of responsibilities for road signs / markings on
different roads often leads to variability in use.
Poor road surface condition makes application of road markings
difficult.
Road Signs
Type of signs Shape Example Remarks
Blue Circles give a
positive instruction
(what must be done)
Mandatory/
Red circles give a
Regulatory Signs negative instruction
(what must not be
done)

Triangular signs warn

Cautionary/Warning Signs

Rectangular signs give

Informatory Signs
1 Km
information and
directions
Road Signs
Other Important Signs

Stop Sign

STOP

Give way Sign

 Road Markings

Type of line Figure Description

Broken lines are permissive in character and
Broken line may be crossed with discretion, if traffic permits

Solid lines are restrictive in character and

Solid lines indicate that crossing is not permitted except for
entry or exit from a side road.

Double solid lines indicate maximum

Double solid restrictions and are not to be crossed except in
lines emergent usage

In a combination of broken and solid lines, a

Combination of solid line may be crossed, with discretion, if the
broken and broken line is nearer to the direction of travel.
solid lines Vehicle from the opposite directions are not
permitted to cross the solid line
 Road Markings

Well marked road marking Separation of lanes where

overtaking is permitted with care
for traffic adjacent to the broken
line, but prohibited for traffic
adjacent to solid line
 Delineators and Chevron Signs
Safety Issues

Lack of edge definition increases pavement deterioration due to

vehicles driving onto the shoulder thus increasing the risk of Road
Crashes.

Without delineation, drivers may not correctly approach obstacle or

know changing situation.

Delineators, can themselves add to the unsafe situation if poorly

designed or located.

Absence of chevron boards at sharp bends increases chances of

accident.
 Delineators and Chevron Signs

Safer Practice
On dual carriageway roads, and where lanes are added or dropped,

delineation reduces accident risk.

Reflective delineator posts are useful at night-time.

Reflectorised raised pavement markers are effective for centerline, lane and

edge markings.

The delineators are most likely to be effective on dangerous bends, on

approaches to intersections and on embankments.

Chevron signs are useful in showing the location of sharp bends.

Delineators and Chevron Signs
Useful Signs: Mild Bend Chevron
 Heavy Goods Vehicles
Safety Issues
Police enforcement of axle-load
restrictions is often minimal and
ineffective.
Overloaded vehicles have longer braking
distances, which combined with bald
tyres increases the risk of Road Crashes.
In the urban areas, trucks are often
parked on the roadways in unlit streets of
Dedicated Goods
residential areas at the homes of drivers Vehicles Lay-bye
or operators, despite the fact that they
may be loaded with dangerous,
inflammable or potentially explosive
chemical.
 At-Grade Road-Rail Crossings
Safety Issues
Geometric design features of road-rail
crossings are inadequate at many sites
due to growth of vegetation or due to
encroachment reducing driver
reaction times.
It is also common to see the crossing
gate narrower than the two lane
approach road and this can restrict
flows to a single lane at the crossing.
In many cases the rail-road crossing Well Maintained Road-rail
occurs as a "dogleg" bend with the Crossing, Road Humps
Constructed to Curtail Speed at
road bending sharply to enable the
Crossing
crossing.
Guarded and Unguarded Road- Rail Crossings
There are two types of railway crossings i.e. Unguarded
Railway Crossing and Guarded Railway Crossing.
For both the type of crossings two signs have to be used at
distances indicated in the figure. Each strip on the pole
represents 100 meters.
 Parking

Trucks Parked on the NH or Vehicles Parked Haphazardly

Arterial Roads Create Safety along Urban Arterials
Problem for through traffic
 Lay-byes & Bus Stops

Safety Issues
Buses stopping at road junctions forces pedestrians to cross the road
where there is turning traffic and it also leads to reduction in road width
at the junction causing congestion and unsafe overtaking maneuvers.
Taxis and para-transit vehicles often stop indiscriminately along major
roads to pick up or discharge passengers.
Vehicles stopping at a lay-bye or bus stop constitute a temporary
obstruction which may obstruct visibility of an important feature.
The slower speeds of vehicles entering and leaving a lay-byes could cause
a hazard to faster moving through traffic.
 Lay-byes & Bus Stops

Well-maintained Bus Segregated Bus Lay-

Stop byes
 Service Roads
Safety Issues
Service roads may be continuous or
intermittent, they may be on one or
both sides, and they may have one-way
or two-way traffic.
Service roads provided are invisible due
to encroachments observed on these
service roads.
Absence of adequate truck parking
facilities on highways leads vehicles to
parked on service roads, thus negating
the benefits of service roads to the Provision of Service Road
for Drivers to Stop at a
vulnerable road users.
Metro Station at Delhi
Absence of service roads increases
pedestrian-vehicular conflicts and road
safety is threatened.
 Roadside Amenities
Overview
Roadside amenities include facilities such as:
Toilets

Telephones

Restaurant facilities

Car parking

Fuel station

Facilities to heavy vehicles

Rest areas should preferably be located some distance away from

the carriageway to minimise the effect of noise, fumes and dust
caused by passing traffic on users of rest areas.
Traffic screening can be created effectively by a landscaped 1.5-2.5
m high earth mound on land between the picnic site and the road.
CRITICAL ELEMENTS

88
 Vulnerable Road Users

Lack of Proper Facilities for

Dedicated Cycle Lanes
Pedestrians and other Slow Moving
Traffic Exposes them Adversely to
the Effect of Fast Moving Traffic on a
National Highway
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