CRITERIA OF ROADSIDE PLANTING

Term Paper

Amanpreet Kaur

Planting Design, Management & Landscape Economics

GUIDED BY: DR. AARTI GROVER

SEMESTER 2

DEPARTMENT OF LANDSCAPE ARCHITECTURE

SCHOOL OF PLANNING AND ARCHITECTURE, NEW DELHI

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ABSTRACT
Roads are the integral part of transportation system. It plays a significant role in achieving
national development and with the help of road side vegetation and by selecting right
species of plant at right area we can reduce the maintenance needs and cost of road,
provides safety for vehicles, improves the overall driving experience of roads, reduce soil
erosion. Enhance the drainage aspect of roads as vegetation increase the water infiltration
capacity of soil, improves the shear strength of embankments by controlling the moisture
content and increase the life of shoulder. Beside all these factors vegetation also cover the
environmental aspect such as control noise pollution, air pollution and maintains the
ecological balance and aesthetic view.
Roadside vegetation may turn to be an optical oasis for the driver and the fellow
passengers, it must be properly designed. Depending on road type and the permissible
speed, the design length with similar types of plants has to vary. In large road arteries and
when the landscape passed by the street is interesting and beautiful then openings of view
are provided. Special care should be paid for the roadside plants to offer to the driver
seasonality (color), pleasant odours, and visual experiences. The intermediary green of
separating road-islands should be capable in the evening to interrupt lights of the opposite
moving vehicles.

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TABLE OF CONTENTS

1) INTRODUCTION

2) GENERAL BENEFITS OF ROADSIDE PLANTING

3) CRITERIA OF PLANTING ACC. TO DIFFERENT TYPES OF ROAD

3.1) Different types of Road
3.2) Tree Planting recommended acc. to different types of road

4) RECOMMENDATION OF PLANTING FOR DIFF. AREAS ALONG ROAD

5) GENERAL GUIDELINES
5.1) Sight distance & visibility
5.2) Sight lines and road alignment
5.3) Functional use of Planting for safety factors
5.4) No Plantation zones

6) DESIGN

6.1) Design Criteria

6.2) Plantation Pattern

7) CONCLUSION

8) REFRENCES

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1. INTRODUCTION
The Roadside vegetation is a technique through which the life of road can be increased by
controlling the moisture content of soil, by improving shear strength of soil, by improving
infiltration capacity of soil & by controlling soil erosion. Through this technique we can
also reduce the cost of construction, maintenance cost of roads. There are various factors
on which vegetation techniques depend: Soil conditions; Traffic Composition; Location of
road; Topography; Adjacent Land Use; The Priority of Road; Aesthetic appearance.
The main function of a roadside avenue is shade. Hence, trees which are quick growing and
provide dense shade should be selected. The trees selected should provide shade not only
on the sides, but also in the center of the road. From this point of view, trees with, umbrella
or semi-umbrella crown like Neem, Mahua, Mango are more suitable on National and State
highways. The trees should be planted in such a way that their crowns may develop freely.
Where the road is more than 30 meters wide, a double avenue of trees with the outer avenue
near the edge of ROW line may be used.
Planting of trees along roads maybe in the following manner and should be suitable for
different locations:
1. Avenue Planting
2. Group Planting
3. Mixed Planting
Avenue Planting consists of planting areas in single or double rows along highways. In
large cities and locations, where, land is available double avenues of trees may be provided.
On divided carriageway having separate pedestrian footpath, the outer rows consisting of
shady trees and inner row consisting of ornamental flowering trees may be adopted.

Single Row Avenue

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Group Planting consists of planting a clump of 3 or 4 trees along the highway overcomes
the monotony of avenue planting. To be more effective the spacing of the group should not
be uniform. This system should be followed where availability of land is not an issue.

Mixed Planting consists of selecting different varieties of trees, rather than one single
variety. This system avoids monotony of single variety planting. During storm, when wind
velocity is high, the harder varieties will survive and will protect the weaker varieties too.

The most common use of trees is on roads and avenues. The road landscape needs to be
safe for all road users and should be designed to improve road safety, mitigate accidents
and/or hazards, and where possible, encourage safer road user behavior. If the wrong kind
of trees are planted at wrong locations or places, the safety of traffic is endangered.
Therefore, it is necessary to lay down certain criteria before adopting any plantation scheme
for roads.

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2. GENERAL BENEFITS OF ROADSIDE PLANTING

2.1 ECONOMIC ASPECTS

• Improved Road side conditions enhance the visitor visit.

• Reduce cost of construction activities due to less requirement of improved
technology.
• Also improves life of pavement.
• It also reduces maintenance cost and needs.
• It improves water infiltration capacity of soil & reduces run off.
• The roots, stems & associated woods that we obtained from cutting are used to build
the structures.

2.2 ENVIRONMENTAL ASPECTS

• It improves air quality by absorbing carbon monoxide, and carbon dioxide.

• It also stabilizes the ground surface to prevent soil erosion as with time the strength
of root system increases which increase the soil stability and the soil is less prone
to soil erosion.
• Provides habitats for wildlife.
• Control weeds on roadside conditions.
• Increased biodiversity (variation of species)

2.3 SAFETY ASPECTS

• Vegetation proves an effective tool for slope protection in road projects.

• It minimizes effect of rain, snow and ice formation.
• It also minimizes hazardous conditions for maintenance staff.
• It reduces the slippery on the roads and provides safety for vehicles.

2.4 AESTHETIC ASPECT

• Roadside vegetation protects from unsightly views such as slums, Junk Yards,
Storage depots etc.
• Trees provide shade, color if they are of flowering variety and also yields fruits

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3. CRITERIA OF PLANTING ACCORDING TO

DIFFERENT TYPES OF ROAD
Two functional reasons, one purely decorative — they look nice. The two functional
reasons are
1. They act as a sound barrier to block road noise from local houses and businesses. And
2. They help stabilize the roadbed by putting down root systems that keep soil from washing
out from under the pavement

3.1 DIFFERENT TYPES OF ROAD ARE:

3.1.1 National Highways.

The recommended minimum right of way (ROW) is 90 meters, wherever possible.
However, within the city it shall not be less than 60meters.

3.1.2 Arterial Roads.

These include primary roads with access control and other primary roads.
i) Primary Roads: Vehicular routes carrying heavy volumes of traffic will generally have
free / stable flow conditions with controlled access. The recommended ROW in existing
urban area is 60-80m. and minimum 80m. in the proposed urban extension.
ii) Other Primary roads: The recommended ROW in existing urban area is 45-60 M. and
minimum 60 m. in the proposed urban extension. Cycle tracks should also be constructed
along all other primary roads wherever possible.

3.1.3 Sub Arterial (Collector) Streets.

These include primary and secondary collector streets.
(i) Primary Collector: These roads will connect major arterial roads and inter residential
district collectors. The recommended ROW in existing urban area is 30-40 M. and
minimum 45 M. in the proposed urban extension. In addition to this, a separate cycle track
should be provided wherever possible.
(ii) Secondary Collector: These roads are intended to collect traffic from local streets within
one residential district. The recommended R/W in existing urban area is 18-24M. and
minimum 30 M. in the proposed Urban extension.

3.1.4 Local Streets.

These are intended for neighborhood (or local) use on which through traffic is to be
discouraged. The suggested ROW is 12 to 20 m. in the existing and proposed urban area.
These roads should be made pedestrian and bicycle friendly by using modern traffic
calming designs to keep the speeds within limits as per design.

3.2 TREE PLANTING RECOMMENDED ACCORDING TO DIFFERENT TYPES

OF ROADS

3.2.1 Along the Highways

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The technical specification for planting along the Highway are as follows
Ornamental plant except last row

Shade plant (last row)

> growth of mixed trees, the avenues present a patchy appearance. It is therefore best and
most convenient to use the same species on either side of a road for at least 5 km or so and
secure regularly grown avenues of the same form and type. Such avenues will mature at
about the same time and can be replaced with minimum sacrifice.
> An average spacing of 12 mts. requiring 84 plants per km. and will provide ample
growing space for most species. Too many trees apart from involving higher planting costs,
very often unnecessarily reduce visibility for fast traffic. Excessive dense avenues serve no
useful purpose and apart from affecting the tree growth adversely. It also reduces visibility
and proves to be dangerous to fast moving traffic. Close spacing on curves and crossing
can be dangerous so best plan is to miss a tree or two at such locations.

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3.2.1.1 Planting on Median

• Low height plants or shrubs should be planted at a spacing of 3m.

• Only two rows of shrubs will be planted on median of width of 5 m. The plants will
be at a spacing of 1.5 m from the inner edge of the median.
• The height of the plants will not be less than 1 ft. and need to be in polythene bags
until the planting.
• All plants supplied must be planted within three days of removal from the nursery.
• Size of the pits for planting shrubs: - 45 x 45 x 45 cm.
• No. of plants per km - 666
• Use of compost and manure - 2 kg. per pit.

3.2.2 ARTERIALS ROAD

• Groundcovers and shrubs should be avoided or only used in carefully selected areas.
Space for pedestrians and vehicles should be maximized
• Trees should be used to ameliorate the impacts of traffic and the expanse of the road and
provide an attractive structure to the town or village
• It is preferable that trees are located to the edge of the road behind the kerb and outside
the clear zone. Trees may be provided in the median but if this is their only location they
would not offer any shade benefit for pedestrians
• Subject to context and local community requirements it is desirable that deciduous trees
are utilized to allow sunlight to penetrate to street level in winter
• Tree species should be medium to large in size at maturity, have a good history of survival
in urban areas and be able to be maintained with a high crown. They should be planted at a
large size, a minimum of 45 liter where early effect is required.

3.2.3 LOCAL STREETS

• Trees should not obstruct the pedestrian flow or vehicular flow. Clear walkable footpath
should be available depending on the road width.
• Street trees should typically be upright and branched above 2.4m to provide adequate
walking clearance under branches.
• In case of narrow streets and in absence of Multi-utility zone, trees should be planted in
parking zone / shoulder as it is advisable that trees utilize parking space instead of
compromising walking space.
• It is mandatory to have tree pits which provide space for tree growth. Tree pits can be
individual, elongated or connected. They may be surfaced with porous pavers, or grates
that allow water to readily flow to the root zone.
• Thorny plants should not be planted.

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• Plantation at edge of footpath (even within private premises) should not be of a type which
would overgrow and spread on to the footpath blocking pedestrian path.

3.2.4 ROUNDABOUTS
• In general, ground covers and grasses should be used in roundabouts. A wide concrete
kerb should be provided to protect planting
• If used, trees must not be planted in a configuration that will impede road user sight lines
or be in a location that might obstruct errant vehicles unable to stop at the roundabout . If
used, trees should be frangible with a high crown. These should be planted at least an
advanced size
• Mass planting of shrubs should be dense low groundcovers and native grasses, planted
into weed mat overlaid with mulch. Species choice should consider whether the profile of
the roundabout is domed, flat, or depressed
• Adequate drainage must be provided in such self-contained, small areas.

3.2.5 INTERSECTION
New trees should be planted no closer than 50m from major intersections.

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4. RECOMMENDATION OF PLANTING FOR DIFFERENT

AREAS ALONG ROAD
4.1 RURAL AREAS

Common plants generally recommended for national and state highways passing through
rural areas, are Cassia fistula (Amaltas) alternating with shade trees like, Azadirachta
indica, Tarmarindus indica. Tall trees like Eucalyptus are not suitable as they interfere with
electric and telephone lines and moreover are safety hazards on the road. Medium trees
like, Acacia auriculiformis, Gravillea robusta, are ideal for screening. In a tropical country
like India, where the temperature during summer months may rise up to a maximum of
46°C or more, the 'shade' is of greatest value to the travelers. Thorny trees like Acacia
Arabica and Ber (Zizyphusjujuba) are avoided, as these can create problem for the
pneumatic tyre of motor vehicles.

4.2 URBAN AREAS

Near market places and congested areas, the trees known for behaving as 'pollution sink'
are proposed. Though, trees in general absorb the pollutants, filter the air from pollutants,
and act as noise barrier, but some trees like Neem (Azadirachta Indica), Mango (Mangifera
Indica), Paker (Ficus Infectoria), Shisham (Dalbergia Sisso), Imli (Tamarindus Indica) can
do it in a better way.
Near sensitive areas like schools and hospitals, tall trees with thick canopies can create a
wind screen through which the air can be filtered and the noise levels be considerably
reduced. Some such trees are Acacia auriculiformis and Gravillea robusta. Tall shrubs like
Casia biflora, hamelia patens, etc are provided at the sensitive noise receptors for
maximum possible screening.

4.3 EDGES ALONG CLEAR ZONE

The clear zone along the Grand Trunk Road is of varied nature depending upon the different
embankment heights. Some areas have steep gradients that need intensive stone pitching
treatment. In order to increase the structural stability of this type of treatments, plant
materials such as shrubs and ground covers, can be introduced in the interstices. They can
be used with emphasis on their rooting characteristics, so that they help in binding the stone
pitching treatments. In areas of high water table or water logging, special emphasis has
been given on the selection of plant materials that can survive in moist conditions.

4.4 WATER LOGGED AREAS

Waterlogged areas along the road are generally a result of Inadequate drainage conditions,
the road acting as a bund and contributing to water logging, high water table of the region
or the Low lying nature of the terrain itself. Water logged areas are generally associated
with larger water bodies, serving as waterfowl habitat and often, scenic spots with religious
and recreational setting. One of the common situations met for roadside plantation is the
water logging since roadsides have been dug for excavating the earth for putting on road
edge. This type of situation is common throughout the plains in the country. Planting of
such sites after proper drainage is now a common practice. Eucalyptus, Terminalia arjuna,
Scyzinium cuminii are recommended species for waterlogged areas.

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4.5 HILL ROADS

As hill ranges are very young due to which a minor disturbances can cause slips, subsidence
and Land-slides. Landslides are basic problem on all hill roads. There are many factors
which contribute the land slide whereas deforestation, grazing of animals is also a major
contributing factor. As trees or vegetation on roadside not only increase shear strength
along the failure plane but also improves the load carrying capacity of soil along the failure
plane, provides lateral support by preventing soil erosion. As a preventive measure to avoid
landslides afforestation & fencing should be done so that grazing of animals should be
stopped.

4.6 WOODED AREAS

As far as possible roads should be aligned along the outskirt of the forest and it should form
a part of the road landscape; cutting of trees should be avoided. Even if it is necessary to
cut certain trees, it should neither disturb appearance of the forest nor the animal life. The
felling of trees should be done in stages i.e., first the thinning be done at the proposed road/
land boundary then the gaps from where thinning was done be planted with low and
medium plantation and lastly when the new plantation comes up the central area be cleared
from the road.

4.7 INDUSTRIAL AREAS

Where the roads are passing through the industrial area, screen planting should be done on
both sides of the road so that views are addressed and they act as a buffer for noise and air
pollution. In conditions where chemical industries are existing or are proposed it is
advisable to have a thick green buffer which is resistant to obnoxious fumes.

4.7 WITH RESPECT TO PROPERTY ACCESS, STREET LIGHTS AND BUS

STOPS

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5. GENERAL GUIDELINES
5.1 SIGHT DISTANCE AND VISIBILITY

Landscape treatments such as vegetation, fencing or bollards shall not obstruct the
motorist's sight lines and distance requirements to users of pedestrian and cyclist facilities,
this includes:
• pedestrian refuges, medians and crossings, and junctions of footpaths, cycle paths,
underpasses, and overpasses with the road.
Landscape treatments must not obstruct the pedestrian/ cyclist's line of sight and visibility
providing and encouraging safety when using these facilities.
• Landscape works shall not block users/cyclists ability to see other users on the facility,
allowing enough time for the user to stop around an obstruction to prevent a collision.
• Vegetation adjacent to facilities should be kept at a low height to allow visibility to and
on facilities in order to:
- provide a clear line of sight to signage which might warn users of changes ahead,
- ensure lighting is not obstructed or creating shadows with the potential for hidden areas
for undesirable activities, and
- provide a perceived sense of safety and deter undesirable activities through encouraged
viewer exposure.

5.2 SIGHT LINES AND ROAD ALIGNMENT

The road alignment can restrict sight visibility. ”Restrictions” to visibility may occur on
vertical curves and on horizontal curves” to roadways. There are two types of restrictions
on the road alignment that landscape works could potentially obstruct; sag vertical curves
and horizontal curves

5.2.1 Sag Vertical Curve Restrictions

Visibility may be restricted on sag vertical curves due to an overhead obstruction. ”Care
should be taken in the design of landscaping in these circumstances to avoid the creation
of a vegetation canopy that restricts sight distance in a similar way to overhead bridges”.
This situation is most likely to occur on narrower roadways (single or double carriageways)
or where there is design intent to create an effect of tree canopies overhanging the road.

Sag vertical curve restrictions on landscape treatments to sight distance

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5.2.2 Horizontal Curve Restrictions

Visibility may be restricted on horizontal curves due to an obstruction on the inner side of
the curve.
Horizontal curve sightlines are most likely to affect the landscape treatment, as the clear
line of sight required is directly across the embankment of the roadway; the area where
landscape treatment is typically applied. In some instances, the cut batter in this location
can be the obstruction and alternatives such as benching, or a larger curve radius, may have
to be applied by the civil designer.

Horizontal curve restrictions to sight distance – Plan

The difference between sight distance requirements for interchanges will be created by the
overpass/underpass grade separation of two or more roads. All vertical landscape elements
must be considered for roads that make up the interchange. For example, tree canopies that
may not have affected the sight visibility at road level may affect an overpass that is above
this road.

5.3 FUNCTIONAL USE OF PLANTING FOR SAFETY FACTORS

Landscape planting can be used to actively enhance safety objectives. Plant species
selection must be based upon that species ability to achieve a specific design function.

5.3.1 Headlight Screen Planting

Planting can be an effective method to screen headlight glare from oncoming traffic,
benefiting drivers and adjacent properties. The most common and effective application is
to the medium strips of dual carriageways, rural roads, roads adjoining railways lines,
service roads and on horizontal curves. Dense shrubs and groundcovers with foliage to
ground level are effective in preventing headlight glare.

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Median planting for headlight screening

5.3.2 Buffer Planting

Planting can be used as a safety buffer zone for “errant vehicles by cushioning the impact
of the vehicle before it collides with more hazardous objects or other vehicles” (Grieves
and Lloyd, 1984:98). Dense shrubs with trunks less than 70-100mm thick branches would
best achieve this function.

5.3.3 Visual Screening

Planting can be used to screen undesirable views both to and from the road, depending on
the function required. It can prevent drivers from being distracted or be used to reduce
driver monotony along stretches of road that do not call for changes of eye focus.

5.3.4 Visual Guidance Planting

The road landscape can assist with the visual guidance of the driver, ”when they are
unfamiliar with the route or the visibility is affected (for example, through rain or heavy
shadows)”. Planting can be used to exaggerate or provide these visual cues by:
• ”providing a visual backdrop against which the roadway can more easily be seen.
• highlighting an obstruction ahead such as a traffic island, or diverging roadway.
• screening disruptive features and views”.
• consistent use of contrasting planting at critical features in the road, such as intersections
or roundabouts, to alert the driver of a change of movement.
• contrasting vegetation types, forms, textures and/or colors to help increase driver
recognition of road delineation, such as the central island of a roundabout having vegetation
that contrasts with the surrounding features.
• using plants, particularly shrubs, on the outside of curves to indicate and provide guidance
to the change in alignment of the roadway.
• “spacing of individual trees so that the successive interval between these vertical elements
is indicative of the curved radius of the roadway”

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Visual guidance through planting

5.3.5 Glare Screen Planting

Many roads experience strong glare due to the setting of the sun. This glare from low-
angle sunlight can be reduced through carefully aligned planting. For north-south
orientation of roads, the solution is to provide ridgeline screening on the western side of
the road. ”When using planting to screen glare care should be taken not to create a strobing
effect through transparent foliage, as this could be a bigger problem than the glare”.
ss

5.4 NO PLANTATION ZONE

The plantation may not be carried out in the following areas:

• Within 1 .5 m from the toe of the carriageway.
• At median cut and grade separator, at least 5 m blank space shall be left for clear view of
the traffic.
" At curve, dense and tall height tree reduce visibility in plain terrain, a stopping sight
distance of 170 m corresponding to the design speed of 100 km per hour should be ensured
on all curved sections, on the innermost lane of the curve.
• At median, medium and large size trees are more prone to cyclone damage resulting in
accidents, disruption of traffic and clear view of the carriageway. Long rooted plants may
also damage the carriageway.
• Screen plantation as a visual barrier in schools, hospitals, residential colonies, etc.

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6. DESIGN
6.1 DESIGN CRITERIA

Select and locate plants with the following criteria in mind to avoid future problems and to
avoid increased or difficult maintenance.
• Sight Distance Design for and maintain sight distance for motorist, bicycle, and
pedestrian traffic. Sight distance is also a security issue for safety rest areas, park and ride
lots, pedestrian facilities, and bicycle facilities (see the Design Manual).
• Design Clear Zone The Design Clear Zone is a function of posted speed, side slope, and
traffic volume. Do not locate trees that can grow over four inches in trunk diameter in the
Design Clear Zone (see the Design Manual). Shrubs are appropriate for this zone.
• Traffic Barriers Set shrubs and ground cover plants a minimum of 2 ft and trees a
minimum of 6 ft from traffic barriers to reduce maintenance.
• Vertical Clearance Provide appropriate setbacks for trees that might overhang the
roadway. When trees do overhang the roadway, provide a minimum vertical clearance of
16 ft. Minimum vertical clearance over trails and pedestrian facilities is 10 ft.
• Medians and Gore Areas Design medians and gore areas to be a minimum of 10 ft
wide. Narrower areas tend to be a problem for maintenance personnel, are expensive to
irrigate, and generally are unsatisfactory for revegetation. Consider paving, stone, or other
bare surface material in gore areas less than 10 ft wide.
• Right of Way Line Place trees and shrubs a minimum of 6 ft inside the right of way line.
• Curb Lines of City Streets Comply with local agency standards and WSDOT sight
distance criteria for revegetation.
• Structures Locate trees as far back from structures as necessary to avoid operational
conflicts and the need for excessive pruning.
• Trails Set back evergreen trees with branches less than 2 m (6 ft) from the ground a
minimum of 6 m (20 ft) from trails. Select species native to the area wherever possible. Set
back shrubs higher than 1.5 m (5 ft) a minimum of 2.4 m (8 ft) from trails, for security
purposes.
• Other Roadside Features Do not locate vegetation that will interfere with signs, signals,
or luminaires. Trees and shrubs can provide visual background for signs.
• Utilities Refer to the Utilities Accommodation Policy for guidance. Avoid impacting
utility lines and sewer systems.
• Corridor Management Plans Where applicable consult these plans to enhance corridor
continuity and to reinforce the character of the Scenic and Recreational Highway.

6.2 PLANTATION PATTERN

The concept of road landscape shall be evolved so as to maintain visual characteristics and
uniformity in terms of landscape along the stretch. In the absence of uniform land
availability for the plantations, different schemes may be worked out in tune with local
variations in the design. To achieve this, the entire stretch of the project corridor shall be
divided into homogeneous landscape sections based on similarity in terms of available

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width, soil conditions, climate (temperature and rainfall) and topography. A study on the
local flora and vegetation cover native to these sections shall be carried out as part of the
field surveys to enable a choice of the suitable species for particular section. Depending on
the available ROW, plantation pattern shall be worked out as follows:
• the first row along the highway will be of small to medium sized ornamental trees
• subsequent rows depending on the availability of width will comprise of ornamental
and/or shade bearing species, of more height than those in the first row.
• In rural sections the last row will always be of shade wearing tall trees
• planting of shrubs in the median
• planting of herbaceous species as ground cover in the median, special landscapes and
embankment slopes
• turfing with grass in the median, special landscape and embankments slopes
Table 1, 2 & 3 list a few species, which can generally be planted throughout India

Table 1- Species Recommended for 1st Row of Avenue Plantations

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Table 2- Species Recommended for 2nd Row, except last Row of Avenue Plantations

Table 3- Shade trees recommended for last (or the only) Row in roadside avenue

The shrubs to be planted in the median shall be of low or medium height for prevention of
the headlight glare. One to two rows of flowering shrubs may be provided according to the
varying width of the median in different sections. In sections where the median width is
less than 1.5m, only grasses turf is advisable. Some herbaceous species may be planted as
a ground cover not only on the median but on special landscapes an embankment slope
also. The species proposed for the purpose of turfing/ground cover are: Cynodon dactylon,
Cythocline perpurea, Solanum nigrum, Alternanthera, Chlorophytum, Eupatorium,
Wedelia, Duranta, Portulacca, Ipomea, Pelia cardii, Beleprone oblongata, Tradescantia,
Asparagus, etc. The shrub species proposed in the median are mainly Bougainvillea and
Thevetia nerifolia. However, other suitable species may be planted in consultation with the
local horticulture specialists.

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7. CONCLUSION
Although roadside vegetation has certain limitations like limited plantation season of trees
but keeping in view all the above of roadside vegetation, considering its economic,
environmental, safety aspect etc. it should be given due importance. Since, roadside
vegetation has varied benefits on hilly roads, embankments, to improve soil strength,
improving infiltration capacity of soil, reduction in soil erosion.
The roadside trees are a cheaper and positive way to preserve and improve environment.
With ever increasing use of roads for transportation in modern life, the roadside
vegetation has become one of the major elements of the roadside environment which
people experience on a frequent basis. A properly designed and established roadside
planting makes the road safe, pleasant for the driver and passengers, protective for
vehicles and most of all inexpensive for its maintenance.
Landscaping enhances both the visibility and the visual quality of the road dividers.
Roadside vegetation should be designed or maintained to accomplish specific goals of
sight-distance, clear view of obstructions, erosion control, and aesthetics, plants must
not be planted where they may obstruct any signs, sightlines, or driver visibility,
plant use in intersection areas must be limited to low-growing varieties, plants must
not be placed near merging lanes, landscape improvements must avoid the creation of
unsafe conditions for motorists and proper criteria and guidelines should be followed for
roadside planting.

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REFERENCES

 Urban Green Guidelines, by Ministry of Urban Development

 Handbook of Landscape by Central Public Works Department

 Tree Plantation Strategy- Grand Trunk Road Improvement Project by National

Highways Authority of India

 Green Highways by Ministry of Road Transport and Highway

 Importance of Roadside Vegetation by India Technical Research Organisation

 MPD by Delhi Development Authority

 Street Design Guidelines by Delhi Development Authority

 Road Landscape Manual by Department of Transport and Main Roads

 Management of roadside vegetation, road-island planting and slope cover by V.

Kollarou* and G. Kollaros

 Landscape design guideline

 Code of Practice (Part -1) by Ministry of Urban Development

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