IRC:SP:99-2013

SECTION -2
GEOMETRIC DESIGN AND GENERAL FEATURES

2.1 General

i) This Section lays down the standards for geometric design and general
features for expressways. The application of geometric standards should
aim at achieving safety, mobility and efficiency in traffic operation.

ii) The geometric design of the Project Expressway shall conform to the
standards set out in this Section as a minimum. The Concessionaire shall
ensure that liberal geometric standards are followed to the extent feasible
within the given Right of Way.

iii) As far as possible, uniformity of design standards shall be maintained

throughout the length of the Project Expressway. In case of any change, it

shall be effected in a gradual manner to conform to driver expectations.

iv) The geometric design should address environmental concerns and provide
positive guidance to the driver to travel safely.

2.2 Design Speed

2.2.1 The design speeds given in Table 2.1 be adopted for various terrain
shall
classifications. (Terrain is classified by the general slope of the ground across the Expressway
alignment).

Table 2.1 Design Speed

Nature of Terrain Cross Slope of the Ground Design Speed (km/hr)

Plain Less than 10 percent 120
Rolling Between 10 and 25 percent 100

2.2.2 Short stretches (say less than 1 km) of varying terrain met with on the alignment
shall notbe taken into consideration while deciding the terrain classification for a given section
of the Project Expressway. Where an intervening stretch is classified as hilly/mountainous
stretch and it may not be expedient from economic and environmental consideration to adopt
even standards applicable to rolling terrain, a lower design speed of 80 km/h consistent with
the topography and driver expectancy may be adopted and in such stretches speed limit
signs shall be posted.

2.3 Right-of-Way

2.3.1 The Right-of-Way (the ROW) for the Project Expressway shall be as given in
Schedule-A of the Concession Agreement. The Authority would acquire the additional land
required, if any. The land to be acquired shall be indicated in Schedule-A of the Concession
Agreement. The recommended minimum Right of Way in Plain/Rolling terrain for expressways
is given in Table 2.2.

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Table 2.2 Right of Way in Plain/Rolling Terrain

Section Right of Way Width*

(ROW)
Rural Section 90 m - 120 m
Rural Sections passing through semi- urban areas 120 m#

Note: * The ROW width includes 2 m wide strip on either side reserved for placement of utilities

outside fencing.
# In case an elevated expressway on viaduct is proposed, the width of ROW may be reduced
as per site conditions and availability of land.

2.3.2 Additional land at bridge approaches, grade separated structures, interchange

locations, toll plazas and for project facilities shall be acquired as per design.

2.3.3 No service roads shall be provided within the ROW of the Expressway.

2.4 Lane Width of Carriageway

The standard lane width of the Project Expressway shall be 3.75 m. Expressways shall have
a minimum of two lanes for each direction of travel.

2.5 IVIedian

2.5.1 The median shall be depressed or flush. As a rule depressed median shall be
provided except in where the availability of ROW is a constraint. The width
situations of
median is the distance between inside edges of carriageways. The recommended width of
median is given in Table 2.3.

Table 2.3 Width of Median

Type of Median Recommended Median Width (m)

Minimum Desirable

Depressed 12.0 15.0

Flush 4.5 4.5

Flush (to accommodate structure/pier on median) 8.0 8.0

2.5.2 The depressed median shall have suitably designed drainage system so that
water does not stagnate in the median.

2.5.3 An edge strip of 0.75 m width of depressed median adjacent to carriageway in

either direction shall be paved with same specifications as of the adjoining carriageway.

2.5.4 As far as possible, the median

be of uniform width in a particular section of
shall
the Project Expressway. However, where changes are unavoidable, a transition of 1 in 50
shall be provided.

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2.5.5 Median barriers shall be provided as specified in Section 10 of this Manual. In

the case of flush type medians, suitable antiglare measures such as metal/plastic screens
shall be provided to reduce headlight glare from opposite traffic. The total height of screen
including the height of the barrier shall be 1 .5 m.

2.6 Shoulders

2.6-1 The shoulder on the outer side (left side of carriageway) shall be 3 m wide paved
plus 2 m wide earthen. The shoulder composition shall be as below:

i) The composition and specification of the paved shoulder shall be as that of

the main carriageway.

ii) The earthen shoulder shall be provided with 200 mm thick layer of
non-erodible/granular material for protection against erosion. '

2.7 Roadway Width

2.7.1 The width of roadway shall depend upon the width of carriageway, shoulders and
the median.

2.8 Crossfall

2.8.1 The crossfall on straight sections of expressway carriageway shall be as given in

Table 2.4. Each carriageway shall have unidirectional crossfall.

Table 2.4 Crossfall on Different Surfaces

Annual Rainfall
Cross-Sectional Element
1000 mm or more Less than 1000 mm
Carriageway, Paved shoulders.
2.5 percent 2.0 percent
Edge Strip, Flush Median

2.8.2 The crossfall for earthen/granular shoulders on straight portions shall be at least
1.0 percent steeper than the values given in Table 2.4. On super elevated sections, the
earthen portion of the shoulder on the outer side of the curve would be provided with reverse
crossfall so that the earth does not drain on the carriageway and the storm water drain out
with minimum travel path.

2.9 Design of Horizontal and Vertical Alignment

2.9.1 The general principles and design criteria laid down in MORTH Guidelines for
Expressways shall be followed except as otherwise indicated in this Manual.

2.9.2 Horizontal alignment

2.9.2.1 Alignment shall be fluent and blend with the topography. The horizontal curves
shall be designed to have largest practical radius and shall consist of circular portion flanked
by spiral transitions at both ends.

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2.9.2.2 Superelevation

Super elevation shall be limited to 7 percent, if radius of curve is less than the desirable
minimum radius. It shall be limited to 5 percent if radiusmore than or equal to the desirable
is

minimum. Super elevation shall not be less than the minimum specified crossfall.

2.9.2.3 Radii of horizontal curves

The desirable minimum and absolute minimum radii of horizontal curves are given in

Table 2.5.
Table 2.5 Minimum Radii of Horizontal Curves

Design Speed (km/h) 120 100 80

Absolute Minimum Radius (m) 670 440 260
Desirable Minimum Radius (m) 1000 700 400

The radius of horizontal curves for various terrain conditions shall not be less than the
desirable minimum values given in Table 2.5 except for sections as indicated in Schedule-B
of the Concession Agreement. For such sections, the radius of curve shall not be less than
the absolute minimum.

2.9.2.4 Transition curves

Properly designed transition curves shall be provided at both ends of the circular curve. The
recommended minimum length of transition curves is given in Table 2.6.

Table 2.6 Minimum Length of Transition Curves

Design Speed (km/h) Minimum Length of Transition Curve (m)

120 100
100 85
80 70

2.9.3 Sight Distance

2.9.3. 1 The safe stopping and desirable minimum sight distance for divided
sight distance
carriageway for various design speeds are given in Table 2.7. The desirable values of sight
distance shall be adopted unless there are site constraints. A minimum of safe stopping sight
distance shall be available throughout.

Table 2.7 Safe Sight Distance

Design Speed Safe Stopping Sight Desirable Minimum Sight Distance

(km/hr) Distance (m) (m) (Intermediate Sight Distance)
120 250 500
100 180 360
80 120 240

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2.9.3.2 At critical locations or decision points where changes in cross-sections occur such
as toll plazas and interchanges, the sight distance shall not be less than the decision sight
distance given in Table 2.8. The criteria for measuring the decision sight distance are same
as for the stopping sight distance.

Table 2.8 Decision Sight Distance

Design Speed (km/h) Decision Sight Distance (m) 1

120 360
100 315
80 230

2.9.4 Vertical Alignment '

2.9.4.1 General

The vertical alignment should provide for a smooth longitudinal profile. Grade changes shall
not be too frequent as to cause kinks and visual discontinuities in the profile. Desirably there
should be no change in grade within a distance of 150 m. The directions given in IRC:73 and
IRC:SP:23 should be complied.

Decks of small cross drainage structure (i.e. culverts or minor bridges) shall follow the same
profile as the flanking road section, without any break in the grade line.

The aspect of efficient drainage be kept into consideration while designing vertical profile
shall
and cross-sections of the Project Expressway as stipulated in IRC:SP:42 and IRC:SP:50.

The vertical alignment shall be coordinated with the horizontal alignment as indicated in

Section 2.9.5.

2.9.4.2 Gradients

The ruling and limiting gradients are given in Table 2.9.

Table 2.9 Gradients

Terrain Ruling Gradient Limiting Gradient

Plain 2.5 percent 3 percent

Rolling 3 percent 4 percent

Ruling gradient shall be adopted as far as possible. Limiting gradients shall be adopted only
in very difficult situations and for short lengths.

In cut-sections, minimum gradient for drainage considerations is 0.5 percent (1 in 200) if the
side drains are lined; and 1.0 percent (1 in 100) if these are unlined.

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2.9.4.3 Vertical curves

Long sweeping vertical curves shall be provided at all grade changes. Summit curves and
Valley curves shall be designed as square parabolas. The length of the vertical curve is

controlled by sight distance requirements, but desirably curves with longer length shall be
provided from aesthetic considerations. The minimum grade change requiring vertical curve
and the minimum length of vertical curve shall be as given in Table 2.10.

Table 2.10 Minimum Length of Vertical Curve

Design Minimum Grade Change Minimum Length of

Speed (km/h) Requiring Vertical Curve Vertical Curve (m)
120 0.5 percent 100
100 0. 5 percent 85
80 0.6 percent 70

2.9.5 Coordination of horizontal and vertical alignment

The appearance of an expressway can be enhanced considerably by judicious

overall
combination of the horizontal and vertical alignments. Plan and profile of the road shall not
be designed independently but in unison, so as to produce an appropriate three-dimensional
effect. Proper co-ordination in this respect will ensure safety, avoid visual discontinuities and

contribute to overall aesthetics.

Vertical curvature superimposed upon horizontal curvature gives a pleasing effect. As such
the vertical and horizontal curves shall coincide as far as possible and their length shall be
more or less equal. If this is difficult for any reason, the horizontal curve shall be somewhat
longer than the vertical curve. Short vertical curve superimposed on long horizontal curve
and vice versa gives distorted appearance and shall be avoided. Sharp horizontal curves
shall be avoided at or near the apex of pronounced summit/sag vertical curves from safety
considerations.

The designer shall check profile design in long continuous plots to help avoid a roller-coaster
profile.

2.10 Lateral and Vertical Clearance at Underpasses

Wherever a cross road proposed to be taken below the Project Expressway, minimum
is

clearances at underpasses shall be as follows:

2.10.1 Lateral clearance

1) Full roadway width be carried through the underpass.

of the cross road shall
For Vehicular Underpass, the lateral clearance shall not be less than 12 m
(7 m carriageway + 2 x 2.5 m shoulder width on either side) or as indicated
in Schedule-B of the Concession Agreement.

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ii) For Light Vehicular Underpass, the lateral clearance shall not be less than
10.5 m including 1.5 m wide raised footpaths on either side.

iii) For Pedestrian and Cattle Underpasses, the lateral clearance shall not be
less than 7m. -

iv) Crash barriers shall be provided for protection of vehicles from colliding with
the abutments and piers and the deck of the structures as per Section-10 of
this Manual.

2.10.2 Vertical clearance

Vertical clearance at underpasses shall not be less than the values given in Table 2.11.

Table 2.11 Vertical Clearance

i) Vehicular Underpass 5.5 m

ii) Light Vehicular Underpass 3.5 m
iii) Pedestrian, Cattle Underpass 3.0 m be increased to 4.5 m, in case certain
(to

categories of animals such as elephant/camel are

expected to cross the Project Expressway frequently.
This shall be as specified in Schedule-B of the
Concession Agreement)

Wherever and bridges allow a vertical clearance of more than 2 m,

existing slab/box culverts
these can be used in dry season for pedestrian and cattle crossing by providing necessary
flooring. However, these will not be a substitute for normal requirements of pedestrian and
cattle crossings as per para 2.13.4.

2.11 Lateral and Vertical Clearance at Overpasses ^

Wherever any structure is provided over the Project Expressway; the minimum clearances
shall be as follows:

2.11.1 Lateral clearance

Full roadway width for 8-lane carriageway or wider where specified in Schedule-B of the
Concession Agreement shall be carried through the overpass structure. The abutments and
piers shall be provided with suitable protection against collision of vehicles. Crash barriers
shall be provided on abutment side and on sides of piers for this purpose. The ends of crash
barriers shall be turned away from the line of approaching traffic. The span arrangement for
the overpass structure shall be as specified in Schedule-B of the Concession Agreement.

2.11.2 Vertical clearance

A minimum 5.5 m vertical clearance shall be provided from all points of the carriageway of
the Project Expressway.

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2.12 Access Control

2.12.1 Access

Project Expressway shall be designed for fast motorized traffic with full control of access.
Access to the Expressway shall be provided with grade separators at location of intersections.
Parking/standing, loading/unloading of goods and passengers and pedestrians/animals shall
not be permitted on the Expressway.

2.12.2 Location of interchange

The locations of individual interchanges are determined primarily to reduce detour

considering regional network and nearness to places of importance. Location of interchange
is guided by the following situations:

i) At crossing or nearest points of other Expressways, National Highways,

State Highways and important arterial roads.

ii) At crossing or nearest points of major roads to important ports, airports,

material transport facilities, commercial and industrial areas, and places of
tourist interest.

The interchanges shall be provided at the locations specified in Schedule-B of the

Concession Agreement.

2.12.3 Connecting roads

Connecting roads where required to maintain proper circulation of local traffic, continuity
of travel and to facilitate crossing over to the other side of the Project Expressway through
an under/overpass be constructed on the land acquired within the ROW of the Project
shall
Expressway. These shall be provided outside the fencing. The location, length, other details
and specifications of connecting roads, to be constructed by the Concessionaire shall be
specified in Schedule-B of the Concession Agreement. The width of the connecting road
shall be 7.0 m. The construction and maintenance of connecting roads shall be part of the
Project Expressway.

2.13 Grade Separated Structures

2.13.1 The type, location, length, number and the openings required and approach
gradients for various grade separated structures shall be as specified in Schedule-B of the
Concession Agreement. The approach gradient to the grade separated structure shall not be
steeper than 2.5 percent (1 in 40).

2.13.2 Vehicular Underpass/Overpass

The vehicular under/overpass structures shall be provided at the intersection of the Project
Expressway with all the National Highways, State Highways and Major District Roads.
Under/over passes shall also be provided across other categories of roads which cannot

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be terminated and are required tobe continued across the Project Expressway. For such
intersections where parallel cross roads are located within 2 km distance crossings may
be designed as a staggered crossing by connecting parallel cross roads and taking them
across the Project Expressway through a vehicular underpass/overpass. The vehicular
underpasses/overpasses shall be so located that no vehicle is required to travel more than
2 km on connecting road for crossing over.

The structure may be either an underpass or an overpass depending upon the nature of
terrain, vertical profile of road, availability of adequate right of way, etc. Unless otherwise
specified in Schedule-B of the Concession Agreement, the Project Expressway be shall
carried at the existing level and the entire cost involved in raising or lowering the road would
be included in the cost of the Project Expressway. Decision whether the cross road or the
Project Expressway will be carried at the existing level will be taken at the time of preparing
the feasibility report and would be based on considerations of drainage, land acquisition,
provision of ramps for the grade separated facility, height of embankment and project economy
etc. In built up areas, the Project Expressway shall be elevated on via duct as specified in

Schedule-B of the Concession Agreement.

2.13.3 Light Vehicle Underpass (LVUP)

The location of LVUP shall be specified in Schedule-B of the Concession Agreement.

2.13.4 Cattle and Pedestrian Underpass/Overpass

The crossing be provided such that the pedestrians do not have to walk for more
facilities shall

than 500m to reach the crossing point. These shall be provided as specified in Schedule-B
of the Concession Agreement.

i) A PUP/CUP may not be necessary within a distance of 2 km from Vehicular

Underpasses/Overpasses and Light Vehicle Undepasses.
ii) The pedestrian crossings shall have provision for movement of disabled
persons.

iii) Pedestrian underpass/foot over bridge shall also be provided within a distance
of 200m from a school or hospital or factory/industrial area.

2.1 3.5 ROB/RUBs shall be provided as per Section-6 of this Manual.

2.13.6 Tunnels

Standards for Tunnels shall be as given in Section-7 of this Manual.

2.14 Median Openings

2.14.1 Median openings with detachable barrier shall be provided for traffic management
for maintenance works and vehicles involved in accidents. Such barriers shall be located at
ends of interchanges and rest areas. It is desirable to provide median openings with detachable
barriers at about 5 km spacing. Maintenance and emergency crossovers generally should

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not be located on super elevated curves and closer than 450 m to the end of a speed change
taper of a ramp or to any structure.

2.15 Fencing and Boundary Stones

Fencing shall be provided all along the Project Expressway at 2 m inside the ROW boundary
or as specified in Schedule-BConcession Agreement. The fencing shall be of type
of the
and design given in Section-10 of this Manual. The ROW shall be demarcated by installing
Road Boundary Stones at the edges.

2.16 Typical Cross Sections

Typical cross sections of Project Expressway are given in Figs. 2.1(a), 2.1(b), 2.1(c) and
2.2(a), 2.2(b), 2.2(c).

Fig. 2.1(a) shows typical cross section for 4-lane (2x2) expressway in plain/rolling terrain,

with depressed median (Future widening inside).

Fig. 2.1(b) shows typical cross section for 6-lane (2x3) expressway in plain/rolling terrain
with depressed median (Future widening inside).

Fig. 2.1(c) shows typical cross section for 8-lane (2x4) expressway in plain/rolling terrain
with depressed median.

Fig. 2.2(a) shows typical cross section for 4-lane (2x2) expressway in plain/rolling terrain,

with flush median.

Fig. 2.2(b) shows typical cross section for 6-lane (2x3) expressway in plain/rolling terrain,

with flush median.

Fig. 2.2(c) shows typical cross section for 8-lane (2x4) expressway in plain/rolling terrain,

with flush median.

Typical cross sections for culverts, bridges, and grade separated structures are given in

Section-6 of this Manual.

Typical cross sections for tunnels are given in Section-7 of this Manual.

2.17 Clear Zone

A clear zone is the unobstructed traversable area provided beyond the edge of the through
carriageway for the recovery of errant vehicles. A clear-zone width of 9-11 m for design
speed of 1 00-1 20 km/hour for the errant vehicles leaving the through carriageway to recover
be provided. Embankment slopes of 1V:4H or flatter are recoverable slopes and if it is not
feasible to provide the suggested clear-zone distance from the edge of the carriageway,
a crash barrier should form part of the clear-zone distance. The concept is illustrated in
Fig. 2.3 (adapted from AASHTO Roadside Design Guide).

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2.18 Capacity of Expressway

Rural expressways shall be designed for Level of Service-B.

For the purpose of design and future augmentation of the Project Expressway, the design
service volume for level of service- B be 1300 PCU/hr/lane. The
for plain/rolling terrain shall

design service volume can be determined as per MORTH Guidelines for Expressways. The
design service volume per day will depend on the peak hour flow and will be as specified in
Table 2.12.

Table 2.12 Design Service Volume for Expressways In Plain and

Rolling Terrain (in PCUs/per day) for LOS B

Design Service Volume in PCUs per day for LOS B

4-Lane 6-Lane 8- lane

86,000 for Peak hour flow (6%) 1,30,000 for Peak hour flow (6%) 1,73,000 for Peak hour flow (6%)
65,000 for Peak hour flow (8%) 98,000 for Peak hour flow (8%) 1 ,30,000 for Peak hour flow (8%)

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