Komitee van Stedelike Vervoerowerhede Committee of Urban Transport Authorities Draft UTG 10 | GUIDELINES FOR THE | GEOMETRIC DESIGN OF | COMMERCIAL AND | INDUSTRIAL LOCAL STREETS2 URBAN TRANSPORT GUIDELINES 1 e2 DraftUTG10 GUIDELINES FOR e3 THE GEOMETRIC DESIGN es OF COMMERCIAL AND > INDUSTRIAL LOCAL STREETS 2 NOVEMBER 1990 ¢2 ISBN 1-874844-06-2 ee Draft UTG 10, pp 1-75, Pretoria, South Africa, 1990Publgned In 1990 by the Deparment o Transport PO Box 415 PRETORIA 0001 South Aca con behalf the Commitee of Un Transpo Autostios Pind inthe Repub ol Soul Alsca by Scena Prins, CSIR PREFACE URBAN TRANSPORT GUIDELINES (UTG) it @ sees of documents wlan for precising Transportation engineers which descibes ewvent recommended practice in elated axpacts of urban transportation. They are based on Soun Alcan experiance anc research and have the fll upper and approval of the Commitee of Urban Transpo Autores, To conti tei vassiy in practice, UTGs are luted in dat form fra two-year period belo ‘eceivng te final approval of CUTA. Dudg this perio, suggestions for improvement may be cant The Secretary ‘Commitee of Utban Transpo Authowies PO Boe 395 PRETORIA 0001, ‘Mor ral approval by CUTA, the revised document wil be Iseved asa ful UTG in both oil languages.SYNOPSIS. ‘THs document deas withthe geometric design of urban commercial ad indus local ares fons part ofa seras on Weeways, anes, colectors and toca ste Aspects covered In the document relle 0 basle design concepts and eferia, From these, ‘uidatings In cespect of horizon and veicalalgnmant and coss-sectons ae detved, The Tecan and sign of intercocions and éiveways ar aso clscussed, SINOPSIS. Herc dokument handel cor dle geomeidese ontwarp van plassike state In kommasisa en Indusiela gblede. Ot maak deol ut van’ e9ks cor deupaai,hoolverkoersare, vesamelsas, on plaastke sae ‘ie aspekie watin hierdie dokument behandel word hou verbans ma basiese onweypkonsepte en ‘tesa, Hien word signe ma batrekting tot hasonale en verikaabelring en owarsned age ie togingsbepaing en oniwerp van padinisings en opi, craa- en parkerpleke word ook behanse KEYWORDS Geometic design, commercial, indsidl focal streets, horizontal algnment, vercal alignment ross secon, tuning, intersections, dveways, pang, oan. ‘ACKNOWLEDGEMENTS ‘This alt UTG was prepare tor the GUTA Technical Commitee on Geometncs by Oe Leuy Cather ie, on baba ofthe Metroplan Consortium, under the auspices ofthe Sout Alcan Roads {ard and te Department of Tanspen CONTENTS Preface SynopsisiSinopsis ‘Acknowledgement 1 Introduetion 1.1 Purpose of he guidelines 12 Use ol the guidelines 1.3 Dosign reterences 14 Associated design features 2 Design Concept 21 Cocorgination of planning and engineering functions 22 Main objectives forthe layout of commercial and industrial roads 23 Constraints 2.4 ban wale exeulatien 25 Existing townships 2.6 Design and operating speeds a Basle Criteria 3.1 Thedesign vehicla 32 Thedtver 33 The road surlace 324 Sight distance 4 Layout Design Principles 41 General principe 4.2 Regional shopping centesisingle site commercial developments 43 Indust parkstownships 44 Olfce/scionce parks 45 Truck parksiranshipment centresiwarehousing 4.6 Exhbion centrostheme parkslspors centres and stadia 4.7 Contra and subuibandtegional business areas 5 Rosdways 5.1 Detintion 52 Basle roadway wisth 53 Widening on curves Page " 16 18 18 BRBB 23 24 24 26 26 27 2754 65 56 57 58 61 62 63 7 72 7a a1 82 aa 84 35 86 87 oa 92 93 10 10.4 102 103 10.4 105 1" ma 2 Tuming tenes, Parking anes, Tapers Cross-al Oisets and channels Verges Definition and measurement Functions wats Allgnment, Curvature and Gradients Horizontal alignment Vertical alignment Clearances Intersections Principles governing intersection design Sight tangles a intrsactions Intersection rac Turning roadways ‘Channeistion The approaches fo itorsections Provision for pedestians Turning Spaces General requirements Turing circles Hammerheads Driveways Driveway types Driveway location Sight distance at civeways Driveway geometics Driveway gracionts Parking Parking policy Provision of parking 28 2 2 30 30 20 30 30 30 33 Ee 38 a 2 2 48 a7 4 4 “0 5 5 sa sa sa 58 se se 59 59 60 6 4 64 RJ 113 Location of parking 114 Layout of single level parking 115 Muttstorey ear parks 12 Provision of LoadingiUnloading and Service Vehicle Facies 421 Service and delvery access 122 Design of service vehicle facies Reterences LIST OF FIGURES 2a 22. a4 a2 33. 4a 5A 52 53 a 72. 8a 82 ea a as 86 87 9a 92 93 94 10.4 02 14 ra 122 123 Movement access functions Major road network hierarchy grid pattem road framework Whee racks of rigid chassis vehicles Whol vacks of aricuated vehicles Truck speeds on grades Schematic layouts for indusval township roads Roadway elements ‘ight urn fane CCrosstalland camber Maximum safe and comfortable speeds for hovizontal curves ‘A method of constructing forward visibly curves Intorscction forme Potential confit points in eross- and T-intersectons Hooking movements at staggered cross oade X and ¥ dimensions fr sight tiangles at intersections ‘The elect of kerb radi on vehicle tuning movements Kerb rac for industal developments Provision for padestrans at intersections Dimensions of turning crclas on cul-de-sac (non industrial ‘Turning areas for industrial developments ‘Alternative designs for turning heads (non-ndustia) Hammerhead for industal developments Vehicle entrance at barrier kerb Limiting iveway profes Patking for heavy vehicles Loading dock contigurations Recommended minimum dimensions for 90" loading bays Recommended minimum dimensions fr 45*loading bays 288 70 70 ™ Page 10 1“ 5 7 25 26 EY 36 a7 0 “ 48 4 50 82 54 5 56 7 62 «a o n R %| : é€ 9 DST ORT Ee ree | 4 INTRODUCTION Page I ¢€;> 14 PURPOSE OF THE GUIDELINES 7 | uncbons and characte of oad cases 2.41 Funetion and characte i ei? ‘The Commitee of Urban Transport Authorities (CUTA) was formed in 1982 to Bt ‘Dimensions of design vehicles fa | provide a forum for discussion to promote coordination ane where appropda, — ee Srlomay on toca standards fo ane asposeses to, ee aa eae 92 Maram ning a ‘e 2 Syotemsof fan aeas Soul Re The naa ae, anon 33 Brake force colicin lor various somes i i dep fod ads ae cnt nse she it distance on level roads 9 range of geometric design standards and policies relating lo the design of urban ‘i Riminaniccowmeetmnmn GED eh Seca Sah ce a ea ical widths of verge elements 3 1 Al the first meeting of CUTA in August 1982, it was decided to establish and a ee au ¢€,? ‘Ad Hoc Technical Gommitea on Geometries {RHIG). This conentes aioe to 7.4 Side tition factors for various speeds | produce guidelines for the geomelic design of ban’ roads with Ihe folowing 72. Minmumvalves of torverieal cures 3° 62 peeducs 7.3 Minimum engihs f verical euves “ | (1) To promote a uniform approach 10 the adoption of geometric design 74 axinum grads “ «2 Harland loro ons 8.1 Intersection spacing = | ©) To recommend dimensions for geometic design elomenis to provide 8.2 Recommended sight angle dimensions a e9 sua lana for say and comenince on ba "oun ath Abcan conan 10.1 ‘Recommended minimum driveway widths 0 | 41.4 Summary of recommended minimum indies for oftsteet parking 65 ee Seneca tt tm epg, utente ad ay | {Bi aon pee ty pono uomaic don cas e>5 ideal dimensions, 10. provide guidelines for tho adoplon of reduced Gero Wu nda the’ preva’ ewan Prove roosonale leet of asty ‘and Convendnes sehen «9? fnvionmental, social and. paltical restains "under" Sou Asean nator «93 For ease ofreteronc, a separate guidelines document wil be produced foreach ita ban road Te long deena hate boch eee oa €2 (1) Guidenas for geometic design of uiban arterial reads, Oratt UTG 1 aS foto et Gh acer entre eorvctcmmet tent wee ee ea ¢ 3 a UTG 5. 1988, Ref 2. ? ©) Guieines for tne geometic design of udan lca restora steot es Sran ure 7 003 Fer i Tis the fouth document in the seas. gies guidlines on local inutial and ' Comcnereal sheet wich prove acces es avooprnny san nl e>3 signficant numbers “of vehicles’ and in “many cases. must cater Tor ihe ranoouvoring sarc finger hoy duane ves, «2 12 USEOF THE GUIDELINES «23 These guidetnes ave inended to complament design expertise ard as such ' oud el be used singly ne a Speticnion st Seng esta oe Shot ' aa bas for the proparain of ick specter yheemeaeies cet ee, guidelines ‘in and innovative. ways ‘wil, hopetuly, result ny ineoved ways al Searing, ein ‘an cooing’ te yet of dual sas enhanc ee cevsopens Smencseaeasaes €2 rt sonnet 1 6s Sa. peat Soh As ot1 ls recommended that these guidelines be used for the design of such tequked fof accordng to the size and topography of ho ete, the mk ond so aiincoy unis and'the pons ot possBe Zale cess Yom the euising' net ‘tad network. The iaral crilaon: systems of ge. developments Suh ae «3 regional shopping’ and exhibiton cartes shold aso te rogrdes ae pao the | grea oan sant racy Fo lage ven eran eves Of peak hour tale access ways can'bo regarded as at of colecto an e a designed accoringy. ee? 25 EXISTING TOWNSHIPS Beret | tn existing urban areas all roads should also be classiied according to function a In developing ‘an efficient and safe unclionelaled hierarchy, certam roads wi need to be upgraded or improved to serve the demands of through movement, while others" should "be modified to” provide physical and’ psychological impressions of their local low spoed characte, In many existing areas the tower lovels of the road hierarchy may not be easiy ‘ecognisable. “it is essential for the local avihoniy to deling the adjacent road ‘network so ‘that the ellects of new development network on the local road ‘network may be considered and an appropriate decision reached about the Calogories of roads which may bo raquied in he new development Ru In practice many factors can influence the final alignment of roads such as fexising roads which are to be incorporated in the. now ‘network and he location and type ol existing trafic generators. The ‘porions ol the major 2 2 ° S > > fads which fal within a proposed fownship should form the basis. of We > 2 2 > > 2 Internal road network and should align “accuratoly al the ‘common boundaries wilh existing and proposed major roads in adjoining townships Souce Adaped tom Ret. 5, 9.121 & He 6:17 26 DESIGN AND OPERATING SPEEDS 26.1 Detinitions a Design Speed : Design speed is the maximum sale speed that can be maintained over a speciied section of steel wien conditions are so favourable thatthe design features ol tho steel govern. Rel. 7, p.60, z 5 : 5 2 3 eB a a e 3 a 7 3 é 2 B e z OOOH ®) Operating Speed : Operating speed is the hiahest overall speed at which diver can travel ona given steel uJ. vur favourable weather Condiions and “under prevaling”Walfe conditions without exceeding the sale speed as dotermined by the design speed on a cecionby, section basis, Rel, 7.9.60, ec i) Running Speed : Running speed copresents the distance over a given section’ divided by. the running time and generally applies to lninterrupted How and is usualy less than the ‘speeds’ dolited. in) andi) above, Ret. 7, p68. @ o Because uban design speeds are goneraly of a low order the capability of motor vehicles and ‘the ‘generous road. space for peak conditions. eileciwely ‘means that design soeed is the “minimum speed that ean be maintained over a Sspeetied section of highway under ideal conditions’, This leads. 10. the Conclusion that the concept of “design speed” has serious imperfections for Y @ oe 8 in mma ir «3 nse te geome oa ot 9 “tet, Pow Sey ie a ‘ronan, Sam hen 0reves, o 3 ARTERIALS. MAJOR COLLECTORS MINOR COLLECTORS Local. STREETS MAJOR ROAD NETWORK HIERARCHY GRID PATTERN ROAD FRAMEWORK. eISUREEE-c! 10 uaanas rb eon asin OFTDAATH ATA YH \ a en Qever eat ® VSO HHSC HSHSKCHNSERHUHCHWUYY ‘applicaion 10 certain classes of urban road. Accordingly the comelation of jeometric elements fo achieve given speeds is only relevant for roads on which Fates ee-fowing such as colocors and areas roads, should, therefore, be designed according to a cello soned dained as the “desired maximum cunning speed 262 Desired maximum running speeds for local streets Running speeds in the viiniy of Sokmh for local access roads cannot be lustiied simply on the grounds of convenionce. ot joumay time. Slower speeds Of between 15 and 40krwh, if applied in the layout Totms suggested in Section 4, wil provide reasonable journey time.” With sensitive ‘ore ‘atvactve and safer surroundings will be created. Speed contol must be ‘self ceguating ‘and must recognise. that somo drivers wil exceed. hosts Approptiate.” The recommended desked maxinum running speed ie hokeh 26:3 Relating speed to the length of stcaights and continuous roadway sections ‘The continuly of roadways exers_an influence on driver behaviour, particularly on choice of roule and speed. For focal accass roads te design feature which |S. most effectve in reducing speeds is the avoidance of long, straight roads. Implementation of he functional hierarchy” wal ensure that these roads. are planned to ciscourage higher peed through-traic Alhough horizontal curvature may bo one of the elements of features used 10 ‘estrcl speed, a severe bend overy $0 meties wil nol be pracleal of desirable Curvature may be introduced evory 100-150 metres on the lower order roads but ‘should be complementary to other clamonis such as ramps, humps, landseaping ‘or narrowing of the roadway. ik must be stressed, that those types of speed reducing laments should be used wth caution and only aller the most careful consideration. Road humps area Vehicle speed controling ‘device, designed only for use on well It, lw speed local ‘steels. In. certain cieumstances humps can” make an important Contribution to road safely, but thoy are not appropiate lor all roads, The choice of humps or some ‘other remedial measure wil depend on the nature of the toad salely “problem 10. 0@ vosolved and on an evaluation of cost elleciveness. “Road humps may result In some tlic diverting to olNer roads Which needs to be taken Info account in the assessment of any hump proposal Humps should only be used in conjunction with other features such as. sharp ‘bends of foad junctions. Side read Junctions along a humped road should not be too skewed lo avoid the possbilly of a vehicle rom any decton meeting 2 Thump too fast. Appropriate’ warning signe and road marnings must be used wherever humps are constructed. 3 BASIC CRITERIA From their study of human factors in highway design and operations, Lunenfots and Alexander concluded “Because drivere read the road and ils Infornaion, and lend to believe what it appears to ‘be teling them, a road that is substandard ‘may not operate properly, and funher that “Properly designed and operated factities that take" human’ factors into. account ‘generally operate. ‘sally and elciently’. Rel. 8, p.157 acres tt geomai ein a 1"In Southern Attica, with population groups tom the First World and the Thies World, designers have to recognise the varely of skils at “reading” the road ‘among tho road users. Consistent design standards are thus al the’ more important. ‘The basic citeia for road design aro common for all types of roads as they relate fo typical charactors of drivers and the performance of vehicles, Knowiedgs of the design vehicle its dimensions and performance characteristics, is necessary belore maximum permissible grades, Intersection layout and turing roadway radi and widths can be decided on. The divers eye height abovo te Toad sutace and his reactan time. are used to derive stopping ard other sight distances. When these sight distances are known, rates of ‘vertical curvature ‘ean, in tum, be derived. "The coolfcient of Ialon of the road surlace. in conjunction wih the paramotors relating. to the iver, atermines the. various sight ‘stances, and ‘also effects superelevatin rates, rom which minimum hhonzontal radi forthe various dasign speeds are caleulated. ‘The derivation of the recommended values is given so that the designer dealing with ‘some other design ‘vehicle or croumstances wil be ina. posiion ts Calculae appropiate values. 3.1 THE DESIGN VEHICLE ‘The design vehicle for indusial and commercial local streets and developments wil depend on the type of development. When dealing with commercial evelopment, an appropriate. procedure is to design for the passenger vohicie ‘and then check the design to make sure thal iucks can negotiate te access tives_and on-site circulation system. This approach will minimise the number of inersections in which the ‘passenger vohicle driver will tend to. become isotentated because of the larger intorsecion area,” Where large volumes of liucks are expected, as in some Indust areas, the access and creulaton must ‘be designed for such’ vehicies. According to’ American experenea the. most commonly used design vehicles are passenger vehicles (P), single unit tucks (SU) and the semitvator combinations reterred to as WB-40 and WB-S0., Fel B.119. Dimensions. for other vehicles auch as the bus and SU» ‘alloy ‘combinations have been included for use where ‘appropriate. "The only South Arican design vehicle for which dimensions have been established. is. the Passenger car Ref, 10, p.3-t4; the singlo-unt dex lp ail tha subject ol study, Dimensions nave been tentalvoly established for the bus, although they ave si subject to review. Where South Alcan dimensions ‘are not avaigble, tho ‘imensions ofthe American design voicle have been adopted, 3.1.4 Dimensions ‘The dimensions adopted forthe various design vehicles are given in Table 3.1 12 Catalin geome done comme andre is TABLES. Dimensions of design vehicles Whol Front Rear base overhang overhang Width Venice Ret (im (m) (om) Passengercar(P) Rot.10,Fig3.7 2,05 07s Single unit (SU) Rel7.p28. Gt 122 Single unit + traler SU+T) Ret12 2. 67 404.28. “34 361 ie2 Singlo-unit bus (aus) Rotispss 60 28 38 28 Aciculated bus (Abus) Rel7p27 549 250 2828 1739 feet Semistaler (we-a0} Ret7p29 3.96 122 199 28 +823 12,19 Semitraler (wa's0) Pot7p30 gt 0.92 ost as s915 1525 Maximum in South Aiea Sourcs : Adapted trom Ref.11, Table 2.2.1 31.2 Tem Templates are considered useful for establishing the layout of intersections and ‘mecian openings, and their use is recommended. Once roadway edges have been established, it''s further recommended that they should, for ease of onstruction, be approximated by simple or compound curves. Figures 31 and 3.2 give dimensions for the construction of templates, for the ‘vehiees whose ‘dimensions are shown i Table 2.1 2.4.9 Minlmum turning radius in consticted situations where the templates are _not appropiate the capables of the design vehicle becoma ileal. “Minimum tuning. al the outer side of the vehicio body aro ghen in Table 3.2. "i's suessed that ‘hese radi are appropiate nly to cra! speeds, In minimum turn situations for buses, allowance must be made for inal guiswing of the rear overhang of the vehicle body. This outawing, for the design vehicles given in this document, could be ag much as 0,6m. (See Seaton ‘52 on basic roadway width) ‘utes geen en o 13OM TDDNATTEHD HAA SUUEKKVHESHEUUY » ea WHEEL TRACKS OF ARTICULATED VEHICLES FIGURE 3.2Table32 ‘Minimum turning rac Micimum outer Minimum inner Voile Roforence turning radius (m) wring radius (rm) Passongercar ‘Rel. 10, Fig. 8.7 620 3.10 Single unit Fel7, p25 1338 Single unit plus taller ol. 12 Fig2 404.28, 1450" 80 ‘Single unit Rol.13, p53 1450 70 bus (updated) ‘Ariculated bus Rol.7, p27 12,80 640 Semisraler (W8-40) ol.7, p29 1258 607 Semi taler (wes0) Ret7, 30 14.08 608 ‘Adjusted 0,50m for body overhang Source : Adapted rom Rel.11, Table 2.2.2 341.4 Performance on gra ‘Truck speeds on various grades, under South Aléean conditions, havo beon the subject of much” study “and it hasbeen found. that performance is. not signiicanty atfeced by height above seaviovel.Performanca can therelore be ‘presented by a singlo family of curves a8 shown in Figure 8.3 Rel, 14, p34s Rol 18. A mass-to-power rato of 275kgikw has been used as representative of the 1S:percentie of South Alncan irveks that is, 15% of trucks have a higher ‘ass-t-power rao and are not accommodated by the curves in Figute 3 32 THEDRIVER 321 Eye height Research has indicated that 85% of passenger car divers have an ye height at 6F above 1,05m and 95% of tuck divers an eye height of 1.8m or more, thes values have accordingly been adoplod tor use in te guideknes” "Hol 16 and Ref. 17. " 322 Reaction time A figure of 25 seconds has boon goneraly adopted for reaction time tor sponse to a" single stimulus. American practice also. makes provision for. a faction time of 5,7 to 10,0 saconds lor more complex tultple-choice situations, Where more than’ one extemal evcunstance must be evaiated, and the most ‘appropriate response selacted and inilated. Pet. 7p.137 and>p.147. 16 ces pn ent (Te 1, Ps, Sot Aes 100 @eeeoseveseueseueeuus THHKHMOHOHOMTAHHTTOTRTAD y T I z Fi Bi E fe | q 5 B) | Fe ey a HE eetTal dl stelle : 3] a ol | it g a 3 g 3 r TTT re Z | { Il, t Hr i 1 —t} ie rT Bee SPEED (4m/A} TRUCK SPEEDS ON GRADE FIGURE 3.3 Cutane or gre eno 733 THE ROAD SURFACE The road sufaco has numerous qualities which can affect the drivers erception of the situation ahead of him, but slid resistance Is the only one of nasa qualities taken info account in the guidelines, 33.1 Skid resistance Skid rosisance has beon the subject of research worldwide, and it has been localy established that the. derived values of brako force coetfcient. Appropriate to the South Alcan environment. There is a considerable range of values. At Sokmm the skid resisiance of a worn tyre on a smooth surface is half that of anew tye on a rough surface, and at T0OkmM iis five. times lower. “Skid resistance also depends on speed, and reduces as speod incroases, Fo. 18, Brake force coefficients are given in Table 33. No allowance is made for a salely lacior, as these reprecont actualy measured values for a wom tyre on a ‘smooth wel’ surface, which In enginoeting terms constiuios 2 "wordt. case~ Furthermore, the cooficient of ticlon is lower in sliding than. ia roling, 80 that, as long as the diver is not involved in an’ emergency sivation, Né as ‘adequate distance fora comlortable stop under noxmal conditions Recent research has shown that due to the compounds used in the constuction of truck tyres. they can have a skid resistance as low as Mo-thirds that of a Passenger car tyre. Rel. 19. In. industal afeae” and. pars of sthor velopments where significant numbers ol Ucks are expocted, it is recommended that the lower values in Table 3.3 be used to calculate stopping Gistances, Tables.3 ‘Brake force coeticiont for various speeds Brake force coefcin Speed (kav) aleondivons ~~ Lower value for heavy VenOS 20 047 oat 30 oe 028 0 O38 0.25 50 035, 023 & 032 oat Source : Adapted from Ret, 7, Table 111-1 and Figuee 111-1 94 SIGHTDISTANCE Sight distance is a fundamental ceion in the design of any road, be it urban ‘oF rural. It is essential for the driver to ba able to percawe ‘hazards on the ‘oad, with sulcient time in hand to inilate any necessary ‘evasive action ‘salely. “On a two-lane two-way road itis algo necaeaaty for him to be. able 10 entor the ‘opposing lane. safely while overtaking. In wotersecton design, the application of sight cistance is. sight diferent trom ts application in design forthe open road but eafety is always the chief consideration, 18 ‘uate bo roma donc commer edule sets ‘UT 10, Pmt, out Aen 10 HRT DNDATHTOHRAAH oeeeHHOKCHVDSOHOKSHSCHKEUHY ere OD TH 3.4.1 Stopping sight dlstance (SSD) Stopping distance involves the capably of the diver to bring his vehide faiay fo a stands and is thus based on speed, diver rescion te and sk tesitance. "The otal distance vaveled binging the vehise” 10 a. slop ‘Comores two component the distance covered during the civers reaction poriod, and the distance requited to deeslerato to Ok, ‘The stopping stance is expressed as: = 0.7v4 vee where iota cistance traveled (m) v= speed (krvh) { Srake force cootfciant Stopping sight distance for a range of design speeds and appropriate brake ‘coeltcents are given in Table 3.4 Table3.4 ‘Stopping sight stance on level roads na sight stance () rs —_ Design speed (km) Ganeralcondions Values for heavy vehicles 20 18 20 30 30 3s 40 6 55 50 rs a0 60 8s 110 ‘Stopping sight distance is measured trom an eye helght of 1,05m to an object height of 0.6m. This object hoight is used Because ‘an obstacle ol a lower height would not normally represent a significant hazard, Object height is taken into account because measuting the sight dslance to the road surlace woud substantialy increase the lengih of the vorical curve ‘and. hence. the barnworks required Values in Table 3.4 are recommended for design Te, gredent has a matted efect on the stopping soht detance requirement Gradient (6) modiies the stopping sight stance formula fo: 8 =0,7v + vi254(426) Ret. 7, p.143 where Gis he percent of grade divided by 100, Stopping sight distance can also be allected by @ visual obstruction (such as a cut slope or 2 wal) next to tho carriageway on the. inside of a: horizontal curve, The recommended design procedure for in is discussed in Section 7. canes rt geome eno 1824.2 Passing elght distance (PSD) Because of the short lengths of this class of road overtaking distance is of academic interest only. itis only stalonary vehicles and objects which wil {ecasion overtaking, In which cage tho safe stopping sight distance. provided in ‘Table 84 wil sutice 4 LAYOUT DESIGN PRINCIPLES 41 GENERAL PRINCIPLES. 4.1.1 Tattle and road layout The overriding principle relating to the layout of local streets is that the system should be developed in a funcional hierarchy which segregates. Wale Movements by destination and joumey length. In tre development of road and trafichierarcy tho folowing principles should be observed: 9 The physical layout of local street systems should actively discourage use of the sieets by trafic nat orginaling or tarminaling in tho. area In question i) The layout of the network should seok to minimize the number of intersections, especialy on ‘highor “order roads, should. also facilitate a logical gradation from one level to another, avoiding the Possibiliy of inersaction between high and low order roads. Roads Should generaly intersect only with other roads ‘one level above of below thom in tho hlorarchy. i) The road network should be related to and fully integrated with the land uso system of the area which It serves, and vice versa, "Zoning land density policies which affect the aggregate and’ directional demand for travel should cook to minimize intemal vehicular travel. — Tratfic from the, more intensive vehicular vate gonerators should not have fors_on the Way to higher order roads, Non-complementary land uses, eg schools and shopping centes, should bbe separated to aveld a potently dangerous mix of tac, M)——Aesess to ati and other main ufban roadways should be restices in" ower fo minimise conte, between ocal” and ihveugh Wa (especaly hoary veces) YW) Design of the road network should seek to minimise the number of ‘opportunites for confict between pedestrians and vehicles, "Soparate pedestian “and/or cycle facies should be provided ‘within the road feserve at places whore pedestianleycla movements are. concentrated and where ‘there are large speed diferenias betwean vehicles and thor road users. vi Local steet systems should be designed for a relatvely uniform, low volume of trac and should discourage excessive speeds, vi) The street system should be simple 90 as not to significantly increase travel distance, In larger developments where this may be ciffcull to achieve it’ may be beneficial to provide map-type. sign boards. al te entrances to the development. i used hase signboards. should be located such that a motorist can pull off the roagway Into @ sutable embayment and read the map whle slaionary. "To avoid. confict this 2 ‘ues te gronaie sags ‘ypo of tacy should be postoned outside the functonal boundary of te adjacent teraectan wih tha extemal oad network vi) Streets should be designed and constucied so that thelr physical appearance and performance ‘elect ther funclion. "The street form should also be logical and comprehensible to strangers and cecasional vistors i) The. stget layout should create a trafic creulation system which functions logicaly and without the need for numerous Wale regulations. %) Layout of commercial and industrial areas should provide for economic transit routes which are complemantary to tha pesestian circlation systom and tho pall of land development x) Tha_same principles of functional design which apply to streets and highways. also apply to on-site clroulatory eystems, and the stages. of Hierarchical “movement are. recognisable in. an” internal crslaion system. For example, the aisios leading 10 indhidval parking spaces become the equivalent of the local access sect. ‘The range of ‘movement hierarchy that will be necossary as part of the on-site {’ttcuallon system varies with tho size of ho tralie generator. 4.12 Topography and layout The topography and geomorphology of the sito for a township can be the most sanvalng fact ha aay of ine ayo. To ene a goo eh akg into” account aestheties and’ ‘environmental qualiy, etfiient. tuneloning sewers, economic building design, effeciva retardation of stormwater runt! ‘and séonemic vali revlon, the design must work wih Ihe. topography, rather than trying 10 impose preconceived solutions onto is here ‘Ihat Integrated inlepcolessional cooperation and coordination inthe. ini design slages can be most frill Thus, bofore even a ientative road alignment i drawn, the topography of the site rust be analysed. When the desgnots ae thoroughly conversant with. the. ‘sie and” is possibiltes "and constralis, consideration can be given to the alignment of roads in the desired rections of rave 441.3 Intersections Analysis of both local and overseas data shows that more accidents occur at intersections than on any other part of the urban road network wih the most dangerous intersections occuring along highor order roads. This fas led to the layout design principle thal the number of intersections should be minimised. ft becomes clear that the spacing and location of intersections is governed not only be desired direction of movemont (convenience) and tho need to, produce Gevelopable erven, but by considorations relaing to the goals of safely and effeieney. Road ‘layout {ie the location of intresction) ean make as much contabution to. safely performance at does the delaled goometis design Intersection design is discussed in detallin Section 8 ofthis document. 4.14 Facilitating pedos n movement Pedestrian routes include all the routes available 0 people on foot : shared fad surfaces, sidewalks 2s well as independent lootpaths. In commercial and industrial areas good links are needed trom puble transport Taciies, such a8 bus-stops and ail stations, 2 re aromatic do atTo provide footways and footpaths which ‘aro sufficiently safe, convenient and ‘ secure, itis necessary to ensure 4 Tho shortest routes between point of origin and destination: © are sogregated, whore possible, from collector and arterial roads land from heavily valicked ical roads © are busy, overlooked and wolrit ater dark. i) —_Footways used for pedestian access to shopping areas, wansit stops and car parks and placed along all stoets in commercial and indusal areas, where appropriate, are provided along both sides ol the street. |i) Footways and footpaths are sufcienty wide and woll-aigned to © avoid the naed for pedestians when passing each other to step out into busy cariagoways orto cause damago to planted areas ©. allow for rampad crossings into access devoways of parking spaces © alow, wan nosassary, for occasional acoes slong footpahs by emargency vehicles ©. provide fr statulory and other services underground. ™) Kerbs and otter bariors discourage or pravent vehicles from mounting footways or verges. \)—— Footways are located a far as practical from the tralic lanes and kept clear of roadside apputenances. Wi) Pedestrian crossings be suitably placed and realsticaly related to pedestrian routes, 4.15 Proviston for eyctists Routes for yelsts should be sitet, convenient, wth acceptable gradients and ‘smooth sufates, They should bo well tallekes in remote afeas and requre {204 lighting and good sightings because of braking distance neodeg, aspecely Sownn Separate eyelo ways are ony normaly raqured en heavy Wahcked roade of where there i Sgneant demand The Department of Transport has, prepared Guidelines for the Planning and Design ‘of Bicycle Facies in. Uiban Areas (Ral. 20), which provices a classication of cycle Taciles with appropciate design nome, it distinguishes between four types of facity, namely cycle roads, cyclo ways, cycle lanes and on-street eycle routes, and should be Yelortad to # cycle taclives. are to be planned. 44.8 Consideration of the handicapped Disabled people have special needs which must be recognised by highway engineers and planners. Allhough it may not be practicable to plan’so that it is enliely convenient for people with a mobilly handicap there ‘area number of measures with wide appicaton, such as dropped kerbs and non-sh, ramped footways al pedestian crossing points, which wil be of positve benelit, Where ramps ‘are provided the ramp gradient should not be steoper than one in-twelve ‘and over an extended lengtn less steep gradients are preterablo, Parking tor the handicapped should be located cose (0 building entrances and & shoud be Possible for a wheelchair to be pushed from parking spaces ‘or seting down Points to building entrances without the need to nagotiate steps, 2 utanas arora dont Pro, So aie 180 2 TT O9O OKA HDDHAAH TH GO MH pe COKOHVEOKVEKHHEKUUY a « e's €\3 e¢|3 For more detailed information on appropriate standards for specitc facies to ‘accommodate handicapped people itis recommended that reterence be made 19 the appropriate guidelines documents, 42 REGIONAL SHOPPING CENTRESISINGLE SITE COMMERCIAL DEVELOPMENTS ‘The access and intemal ciculatory system of this ype of development should be designed to ensure that in normal cleumatances no tale queues orm ov the extemal highway network. It's therelore important to proviso euficont queuing space between the access junction and the nearest confit point win the development. it may ba benaticial to provide separate access polis, for Customers’ or visitors’ cars and service talc, oto segregate the wo lypes of lrallic at the earliest opporuniy, This ‘minimises. the ‘confit between ‘vehicle lypes and permis. separate circulatory systems to be designed to tne standard ‘oquired for iforont types of vehicle, tn large devolopmenis where more than one car park is provided i is important that Wafc is guided to where i wishos to go. Where peliol Heng salons are provided a8 part of the development they should generally be sted onthe ‘access road. Consideration must also be given to access by emergency services nd, where aporopriato, to parking and access for disabled people, 43° INDUSTRIAL PARKS/TOWNSHIPS ‘Access and street layout of this type of development will vary according to the size and topography” of the site, the mix and sie. of laciory ‘unis an. ire points of possible sate access tom ihe existing major oad nowwerk In development ikely to generate less than 250 commercial vehicle tips per Gay, access to individual factory units can be Irom a single wustial eeooee road, "Although a looped arrangement is preferable a cul-de-sac up to. 250m tengin may be accepiable it silo conditions require i. li'a cul-de-sac is osed Provision must be made for adequate tuning facies (See Figure ft), In larger development a hierarchy of streets should be established as shown in Figuo 1b, Orect propery access should be from ihe moa minor roads and festicted lem the “major” industial "accesa’ road ‘i possible, A hosed arrangements preferable to restrict use by through Wali. Ret 21 44 OFFICE/SCIENCE PARKS The umber of acessses, a, and ‘nlemal ciclatry system of, ti ype of jlpment again. depand en such lacors 25 the see" and opsgtanhy oe Hot fie: th at ol hg adacont mejor oad eto anh wake tale thal aro expected to be goneraled fom the ‘ste. 't necessary, segue the diovan types of users can be Denelies and provisen shod ee sane Io access ‘by amergency services. Use by through tale shou be ining ooh Brovisions made fo proven queuing on the external mao oad nelwir 45 TRUCK PARKS/TRANSHIPMENT CENTRESIWAREHOUSING ‘The number of accesses to this type of development wil depend on the sumber of ehcles to be accommodated and accessby To the adacen ross rake enteral dosgn must provide Tor manoeuvre and parkng’of ie wane number and type of vehicles. ° ae ee ‘uae geome ein ot a48 —_ EXHIBITION CENTRES/THEME PARKS/SPORTS CENTRES AND STADIA The main consideration hore is with the high level of parking that can be required. ‘As. there will normaly be more than one car park, guidance Ia istors, ‘and a logical cirovatory’ sysiem is essential. Unike other types of evelapment these require comprehensive provision for publle vanspor which should where possible include soparate parks and access to avoid confi Separate provision should also be made for service and delivery vohicles and partcviar ‘attgnion ‘given to access’ ol emergency services. the ‘rumor of ‘accesses will depend on the size and type of development and the external road system. As this. typeof developmont often caters for unusual events. wih Unique peak rallic! characteristics carelol-atention must be given to the queuing of vehicles entering the site. Because of the numbers of people that an be attacted. special. atention must also. be given to facies. for Pedestrians especialy to and trom the varaus vehicle parks. 47 CENTRAL AND SUBURBAN/REGIONAL BUSINESS AREAS ‘These areas aro important for shopping, business and commerce and often Provide ‘aclties for 2 wide range of cullial and leisure ‘acivitos. raquiing ood accessibilly for workers, shoppers, tourists and other visitors, and fot servicing. An important issue’ here ts the Balance between public and. private transport which iS normally dotermined ‘by cal poles. “tt wil, “however, Lsually be necessary to have wall designed, easy to use pubic anspor facilites and intrchanges, as well as conveniont parking and leading laces, Pedestran taciites are another important element in'these areas’ and can include proposals such as malls, precincts and concourses and even special Pedestrian mover systems such as conveyors, oxcalators and is 2 atts or gst at | NPN CHO MHANH gnapnonr ea € Ee € e e € € S Cr ee ee) Mtoe (a (w SCHEMATIC LAYOUTS FOR INOUSTRIAL TOWNSHIP ROADS FIGURE 41 255 ROADWAYS 5A DEFINITION ‘The roadway fs defined as the area avaiable for vehicle movement betwaen the orbs and the width of such is maasured between the botloms of the kerb faces as shown in Figure 5.1 Elements included in the roadway are: basic lanes; ‘ight: and lelttum lanes; parking anes (wire permited) a Otisets ang channels Se 26 uannas ego dasgn sh © € € on THHDHMH DD _ ORTH ag ® 52 BASIC ROADWAY WIDTH ‘The basic toadway width for a local street in the type of development covered by this document will depend onthe type of development, the. overall layout Sesign and he expected mix and volume of vehicles’ on the particular Sk in the aston 52.1 Reglonal shopping centresisingle site commercial developments, ‘The recommended basio lane width for this type of development is 3.4m where mod ‘allo 1S expected." Where the. layout design provides. workable Segregation of passenger cars and service. vonicios the ‘basic lane wich feconmenced for the roadways designed for the passenger cars le 3.0m, "This recommendation dees not apply to parking aisles which are covered separately In Section 1 5.2.2 Industral parksitownships ‘The recommended basic lane width for local steels in industial parks and townships ls 3.7m. With the recommended channels and offsets this provides. an 8.0m roadway fora single cariageway twoslane (acl. 523 Officelsclence parks ‘The local sirest component of this type of development wit generaly need to be’ designed to provide accoss Tor passenger car trac wih alowance. for Secasional access by sorvico vehicles. The recommended basic lane width Is Suam;_on parts of the system where, due wo tho overall development layout access for’ service vehicles is not generally requed this could bs reduced to Som 52. ‘Truck parksitranshipment cenresiwarehousing Seo recommendations under 52.2 525 Exhibilion centrestheme parksisports centres and stadia ‘See recommendatlons under 821 526 Central and suburbanvregional business areas than‘hat ‘ia cofotor As te ca sees hg ines tea wl gence be short and unlikely to be needad to provide aécoss for buses a basic lane width of 3.4m is recommended, 52.7 Aecommodaton of buses Wf local skeet is required as a link in a bus route the lane width should be 53 WIDENING ON CURVES Wah the provision of adequate forward visibly (see Secton 7.1) widening on curves is) not goneraly recommended or local streets except in. industial Sevelopments, tuck parks, iranshipment centres, warehousing developments and in parts of cher developments where a signitcant number of heavy. vehice movements is expacted. Elsewhere the combination of curvature and Yesticied Fadway width can bo employed as a pasiive means of speed contol aes gro sin a arWhere widening on curves is desired it should be dona in accordance with the following principes: ° tha amounts by which twolane roadways should be widened are shown in Table 5.1. these values are applicable to both oneway and Mo: way toads; © cue widening should be attained gradually over sufcient length to fensure a smooth algnment and to mako the whole of the roadway fully usable; © on curves’ without spirals widening should be applied on the inside ‘odge ofthe roadway only: © on curves wilh “spals' widening may be divided equally between the inside and outside ofthe curve, ° Wwidoning on the outside of the curve is best achieved by extension of the outeedge tangent te avoid reverse curves ° fon allgrmants with epiale the widening is” usually applied along the Tength ofthe spiral, ° fon alignments without spirals the widening should be applied with two: {hd on the tangent and one-third on the curve; ° the tinal marked centre-ine ‘should be placed mid-way between the ‘edges ofthe widened roadway. ‘The principles outined above are not applicable to the concstions encountered ‘on turning. roadways at intersections. lecommended procedures tor the later ‘fe roterred tom Section 84 Table 5.1 Recommended widening on curves on two-lane roadways Cure conte sine Widening” for wolane roadway with tangent rads () “roadway width (m) 74 80 0 190 190 6 150 0.80 100 1.00 0140 135 080 0.20 150 0160 175 050 200 040 280 020 * Widening of less than 0,5m should be considered caretuly to see it the marginal benefit achieved is jusbited by the enra cost. 54 TURNING LANES This section relers 10 right. and lefttum lanes which are adjacent to and not separated trom the basic lanes. Separate tuning roadways are rolered to. in Section 8. Where turing lanes are required in commercial and industial steets the recommended wicth 's 3.4m measured between the centres of the lane lines’ oF from the contr ofthe lane ine tothe edge of te oltset or channel 28 soon geome dg Qa orc onnanr " & veceooveeoeoeveveuvuee » . o OQ * nO @ a In davelopmants or parts. of develomenls whero few heavy vehicles are Sxpocod Tho tur fae’ with can ba adveed to 30m. “in cana cleunsiances srPsbsolto:minmum of 2.7m can be uted ut shoud be resticted fo locations ‘heroine ming waft is prosomnanty ght vehies and proeabiy natn Grtinatn wh rough anesfoss than 3am i, Figure 5.2 shows. typical right tum lane contiguration ina tw-lane roa. RIGHT TURN LANE FIGURE 5.2 55 PARKING LANES Where on-street parking on the roadway is to be provided it should be ‘ostctod to paralel_parking only, The recommenced minimum wilhof a parking lane in local steets is2,2m although ths should not be used~i ombination wth minimum through lane wisihs. . Patking is discussed in more detail in Section 11 56 TAPERS ‘There are two basic types of taper, each with allfarent geometic requirements in various circumstances ° ‘An “active taper” caus lateral transition of alle ° “passive taper" allows lateral transition of ati Active tapers are used to nariow a roadway or a lane, or to merge two lanes into one. Passive tapers are used to widen a roadway or @ lang, of 10 adda Jane, In general, whereas active tapers should be long, passive tapers may be shor. Tapers are also used al inlesections and at the ends of embayments for bus stops and for parking, Cutan lr stoma ein a 23Generally for local street conditions a taper rate of one-in-five is recommended for passive tapers; this can be reduced to one-intwo if the prime function of the addtional lane is for the storage of queuing vehictes. For active tapers the recommended rate is one-in-ten for a kerbed taper and one-intwonty for a painted line taper. For parallel parking ia embaymonts he Fecommonded taper rate is one-in-wo_at both ends. For bus slop embayment the recommended rate fs one-in-fou leading in and one-in-six leading out, For a mote comprehensive discussion of tapers tho reader is referred to Geomouic Design of Urban Collector Roads, UTG 5, Ret. 2. 5.7 CROSSFALL (OR CAMBER) Except on curves where suporalovation or olimination of adverse crosslall or ‘camber may be required the recommended crosstall is 2.0%, soe Figure 5. Excessive crosslal or camber is a source of danger to shivers and eyals's and should be avoided. It’ may cause loads to be displaced or lead 10 vehicles sipping sideways in sippery conditions. Crosstals can increase as a resuit of successive ro-surtacing as dfalnage channels. are often ‘kept al their orginal level. Crosstall should not normaly exceed 4% in uban areas, 5.8 OFFSETS AND CHANNELS ‘Tho recommended widin between the bottom of the Kerb and the edge of the lane is 0.2m. Where required this otset is provided by a drainage channel Detwaen the kerb and edge of lane, see Figure 5. 6 VERGES 6.1 DEFINITIONS AND MEASUREMENT ‘The verge is the area between the roadway and the road reserve boundary. Its wists measured from the bottom of the face of the kerb or, where. no ker its from the edge of the hardened surace (edge of roadway). lo the road reserve boundary (propery tino). 62 FUNCTIONS. The verges of local steots in industrial and commercial areas serve a wide varity of functions. “Amongst others they provide space for the provision of Underground or overhead sorvces, street fumiure, eidewalks, and parking and Provide ‘a buffer zone between the roadway and ‘adiacent property. There Is. imposant relationship between verga wish and roadway wath in areas, 18s to adjacent propery is requiced for large commercial ohices, Depending on local needs ot prelernces verges may be paved, grassed or landscaped to varying degrees. a 63 wioTHS The width required for verges in industial and commercial areas will vary according to the type of development and the generated need. It may vary within the scope of the development and it may not need to be the same on sith side of the road. 20 danas stoma ean st TAH TH ADA OHH MR AHH © a @ € & re) a ae (i CC CCST CUS ores lee| cm fa : i (0) cRossFaLe Bownoany 5 ts) canaen GROSSFALL AND cane Fount 33 omc “‘The minimum recommended footway width is 1.8m and any increase in width based on higher demand should bo in Mulipls of 0,75m, Fel. 22. In most pes of Industal-and commercial developments footways' should be. provided on Both Sides. of the roadway. In_ truck. parksfranshipment centreshvarchousing tho provision of Yootways wil dapend on the nature of tho development and the csociatad demand for “pedestian movements. Also” with exhibition Table 6.1 : ao Typical wieths of verge elemants ceniresitheme parks/sports ‘centres and. stadia the positon and width of € Element wid (m) foorways in veiges wit copend on the demand created by the layout of the . E ‘evelopment € Kerb, mounable 03 Vere practical itis recommended that @ bufer stip be provided between the Met ser-ouniable is kerbs" and. the footway. Alhough itis seldom posable in urban areas lis ‘ oa oy feeormanded tat this bull sip be 30m in wish Whore. comand ents this f Drainage it ma ‘3 baile stip could be utised for paral parking. Wnere no baller skip can bo ! oot (sidewalk 8 provided the footway. should be protected by the provision ol bare kes. € lee ht g305 Fer'more comprehensive quence’ on the. powsan ‘of footays the foal ‘| Trlie sana gers fofered to Guidelines tor the Planning and ‘Design of Padastian Faciltos, Ret. e Reet asa = Parking (perpendicular” 50 1 i ee Reetee cas “Trench wih for underground serv, minimom iD In many urban areas, especialy contal business areas, iis often impracti an provide wide verges,” In these areas the absolule minimum wish shoud provide € eet io 1590 toa ar fec),Tatay ol an, pus barr hace a ny \ essential elements, such aa clece Hght and Walle sign poles and the velevan Should be avoided Ht possbte especialy in areas of reainey, hy taoralelesrance tothe roadway edge. é Shaul be, gycded 1 poosble expacialy 3 relavely high Whe nace permis, te, blac, ofthe vig shui be planned accord fo e anne needs. “Typical widths of @ number of elomanis whieh commonly noed to be Aceommodated in he verge are. gven in Table 63. Tho values gwen ae for Planning guidance oniy and specie needs shoud be checked below dmensions € 7 ALIGNMENT, CURVATURE AND GRADIENTS fe finalised. tact ago be borne Ta mind that accommodation of ono Teaure imay satel the needs of othe features. 5 Piles onaonnal conan i an ponantrestonhn botnenn wen thy atese acy oso TAA Genera philosophy say ame ea tal on manasa ol eas, é ‘though, design speed is not a major factor for local steels in industal and and fom tha coadiray, i igo whore low afc volumes and. spew ammerial dovelopmons consistency inthe slandards used for dos vemos Should be the norm, encroachment on opposing lanes. curing tmyess or egress S'Tronay cecomebenay Constancy In the standards usad for do Manoeuwes should hot normally be regarded as a sous proburn Over’acting é ronal, ee {he primary role of a local soot and because of the presence of other road users such as pedestians and cysts t 's recommended that design standards should am.to ciecourage operating speeds higher than 40kmvh. In this respect the combination of lenglh of approse to curves, forward visibly through the curve and the curve cenlre-ino rads.‘ the important issue for appropriate and sale design. This general phlosophy wil apply, tothe design’ of local steels in. all types ‘ol induslial and ‘commercial development. ol kerbs and verges on olther side of the road should, howaver, be avoided. it is important therefore, at an early stage in the planning process to. allow appropiate road reserve width to accommodate tho desired combination of verge, and roadway widihs. The ditfculy with this process is. in selecting ihe appropiate “design vehicle, ven the wide range of activites that can De encountered in these types of development. The design vahicles described In Sesion 3.1 shoul however. cover af slatons thal ate generaly encountered As a guide 5m verges combined wih &m roadways and the tiveway widlhs recommended by this document provide suiicint spaca for manoeuviing a. WS: 440 whereas a W850 would naed 6m verges, 74.2 Minlmum radius for horlzontal curves and superelevation The ‘elatonship between curve radius and speed can be represented by the folowing formula: Aey AG A= radius of cure in metres V2 dosign speed in krvh uperelavalion rat in metes per metro = ide tition factor 127 =a constant for metre units TTR DH CO a a a nom Horizontal cures on low-speed local steels are usualy designed without ‘superelevation because of varous factors such as, propery access, drainage 2 Ceres ne rama doen (uo er orate des ot 3 [Ua To, Prt, Sum Ae 1900 € Sconsiderations and trequency o! inlersectons. al of which generally combine to ‘make is use impractical,” should however be consdered in industial velopments to acitate tha safe operation of vehicles with largo loads. ‘The recommended method for counteracting the elfects of cenuilugal force in local ‘steels 12 10 introduce superelevation only aller all avaliable side Inction iS ulised. let. 7. The valiea used for side liclon in the higher order Stools relate more to diver comfort than to ming elon between tyres ‘and. foadway. "in local steel design where “diver comfort is of leeset impostance, parly because of short tip lengths, higher valves of side tacton fators canbe accepted, Table 7.1 shows the values of side ricion factor, 1, recommended for low-speed urban roads by AASHTO. Research in the USA has shown, howovor, that tucks ‘can overturn at centilugal forees as low as 0.249. and ‘that truck ‘res can havo fiction values as low as two-theds that of passenger cars. Rely 19. In industial devolopments and ‘other areas whore large tucks are frequent road Users lower values of { are thorelore recommended to provise an added factor of safety Table 7.1 ‘Side tction factors lor various speeds Side tition factor. = ‘Speed (evn) Generar Tower value for conditions heavy vehicles 20 035 07 30 0.30 on7 40 025 016 50 oz O16 60 08 05 Whore superolevation is used the maximum ale should be 0004. The recommended minimum centre‘ine radius. In Industial areas and other areas Winer there ar significant numbers of heavy vehices is 60m. Figuie 7.1 gives the maximum safe and comfortable speeds for horizontal curves fon local industrial and commercial steels for superelevation rales. varying between 0,040 and 0,040." Tho figure. shows cures. for_goneral” Walle condiions and moro ‘censervative values for areas where heavy vehicles predominate, 743 Transition curves Transition curves are not generaly required on local sects. They are. however, recommonded in industial areas where they help the Wacking of heavy vehicios on bght horizontal cures, 7.1.4 — Superetovation run-olt There are a number of procedures that can be used 10 achiove transition trom ‘normal camber to superetevation but the procedure prolerred for lool sireats 1c {o folate about the ‘cente-ine of the roadway. The basic principles are’ 10 achieve visually smooth transitions and te maintain proper drainage run 34 Cuisine tm gromaicdasgnct ees Ow a © é P r e e DHRTRH AHH OO nom SsrasessvInETTHISETTESCEtEE Tat naT E SATTESORITTTEEIIEEES Length, of runoff is detomined by the relative diference in grade of tno eaesine,prole and. the roadway edge prtie. "For local assis. and commercial Steeis relate aifernces of Between 0.5% and 10% mn gene, sccopabl Where tansiton curves are used, the runoff usually will be elected over tho whole of the \ransiion curve tengih. Where wansiion ‘cures are nol used the most common practice is to place approximately two-thids of the runt ‘on the tangent approach and one:théd onthe curve, For more detated information ‘eating to the above the reader Is walered to A Policy en Geometic Design of Highways and Sieots, Re. 7. 74.5 Lane widening ‘See Section 5.9. 7.4.6 Sight distance on horizontal curves Sight distance on horizontal curves should be related to the expected speed of vehicles and the associated stopping. sight stance. From: these “forward visibly curves can be constructed as shown In Figure 72 Rel 28, Where roadways ae rot widened to alow the completely unhindered passage of larger vanes. on honzontal eawes it necessary to pov sutton eoeaty visto enable veces to slow down or even slop i cases whew une, fot Bie stent eran "he may bo ha cen on cea ed Sass in commercial developments where "tw yout sogagaie “hessy" cites movements rom ‘other these cases only Te ccessenal mane areer heavy veces ray ngod to be catered for” To determine formas wasny this ease the combined approach speeds of the opposing vehicles needs to be (his case Pt ‘opposing 10 bi stuns see ie ellz} © 3 yf] & 2 gE € in e i? S| ¢€ i? 8 ee = | 2 fel ep , & Nn 2 = |le e. 5 g |/2 I “f] 3 to erenune seuay omensions winter povioe 3 « ee || 2 sare stoppin oisrance (visieiuitt) Anound & |I8 | S cunves, twe FoLtomne 1S succesTED: Zz Ile €: Al ee een & | 13 1 + * io’ tne!moxowar ‘To atewesen tie Bost On e & “]P * ggrran cir reer genous uueneeers “| eg SHE lated Sch Sac WetaonESeaLeh z= * SERS BEARERORIMARERTASSE Aska MERE g| €9 4. RepeATanouwo tHe cunve, rnanng ata rut 2 SForrine DeTance oevONs' THE Tansey Sole? a lal € M Te ARe lel oP SAE SHEE ceEE Oe alo roe tee L =| ‘le € ° ©. THE MINIMUM seLay Cnesenve wiorH UnKyowy) 18 “= Tasr| A ‘eat edeinelts rawr a |e es 7. THE USE OF Twis eRocess 1s ESSENTIAL WHERE 3 | Bee nee oe caseeee tone ual esr z e. 3 | Alz| ¢? Te sever: tl th 9 Visialeity CURVES e an co omer webarol eos ea ‘utnios tre goon ein ot . 37 sb7.4.7 General horizontal alignment convols Im addtion to the preceding recommendations conceming design of horizontal _abgnment, the folowing general statements may serve as design supplements. |) Generaty in al local streets the length of approaches 10 curves should be resicted so thatthe buld up of speed is lated to about 4Okm, Curve radius. should be appropriate for the anticipated approach speed. Minimum ras: should only 08 used where approach speed has ‘been feflecively controlled. “Depending on the type of development andlor the antigpated vehice usage the designer should be careul to select the appropiate design extra li) Where roadways are not widened to allow the unhindered passage of laiger vehicles. sulicient forward vstlity must be provided to alow ‘approaching vehicles to slow down of stop, M)—_Abwupt reversal of alignment should be avoided, short tangent sections should be used between curves. Where significant numbers of heavy vehicles are anticpated spiral’ vanstions should ‘be used toad tracking rom one curva to anoint. ¥) ——Altrough not of major importance in local industial_and commercial Street design, "bokon-back’ curves should be avoided because they are Contrary to driver expectancy. v) Alignment should be consistent and coordinated with vertical protie: sudden changes trom large radius curves to low rads curves should be avoided ‘and; sha horizontal curvature should not be introduced ‘Rear the top of a pronounced crest vertical curve aor near the bottom ‘of a pronounced sag vertical curve. vi) The total detection angle of curves should nt exceed 907. vil) For small detection angles, curves should be suliciently long to avoid the appearances ofa kink j®) Alignment should be consistent with and generally follow the existing topography to minimise the need lor excessive cuts and ils without ‘scicng safely. 72 VERTICAL ALIGNMENT Vertical alignment is the combination of sections of uniform grade and parabolic verical curves. Tho selection of rales of grade and lengths ol vertical cuwe is based on assumplions about characterises ol the diver, the vehicle and the roadway, Verical curvature may impose limitations on sight distance, paticularly whon combined with horizontal curvature. The - gradient of tangent sections ‘nvoduees forces which affect vehicla speed, diver comfort and the ability to accelerate and decelerate, ‘Tho vorical atgnment should also be designed to be aesthetically pleasing. in this regard due recognition should be given to the interrelaionship between hotlzonial and verical curvature. AS a goneral guide, a verical curve that coincides wilh a horizontal curve should, i possite, be coniained within the horizontal curve, and should dbaly be of simar length. 38 tana 20 ghonai ant TEESE EU SCE CEUT é e € € € € @ € « € € € € é€ € € € € é € € ‘A smooth grade line with gradual changes appropriate to the class of road and the character of the topography is preterable Wo an alignment with ceeaien shor lengths of grade and verical curves, 7.21 Vertleal eurvature The tale of vertical curvature, K, is the distance required to flct a 1% change of grade. Vertical curves are Specified in erm ofthis factor. K, Keb A where =length of vertical curve i mettes ‘Ache algebraic difference between graces in percentage The minimum rate of cunatue is detemined by sight dslanco as well a8 by considerations ot comion of operation and. aostheics. “The. Sight tenes Eiterion generally applied is he stopping aight dlstanc. as dscosstd in Seen, 344 of this document, In the case’ ol” sag cures, Ihe soit detrei ‘elas bya headin urination dstance othe same magne, sean headight height of 0.6m and a dvergence ang “et Temes “chore Tongicinal as of tho headights ‘sence an i we Were adequate street Bahing provais the headight cxteron does not a since the diver is able 10 see tur ahead than Neadighs luwiated” Uoney these condions, shaper cues can Ue wivoduced andcamion Is the cferish that ints values Nalzs ot based on stopping sigh dslanco inthe case of eas cunts, and weadigh simination stance and comlor tho case of sag canes or iene in Table 7.2. a) a Table 7.2 ‘Minimum values of K for vertical curves K soued Stopping sight paaeearrearte pee silane Cros" en) Tight Heavy ens. voha, Foy Oe aerate 30 3 35 2 0 455. 6 50 6 80 " 6 8110 46 0 t values for ght and heavy vehiclos are not necessary because the greater stopping sight distance necessary lor ‘rovided by the more elevated poston of the diver. tos br gona a of 29 110 10, Pay Sau Aca 107.22 Minimum length of vertical curves Were me algebrale diference between successive grades is small, the intervening minmum varical curve becomes very short, and, pariculary where the tangents are. long, thie can create the impression of a’ kink in the grade line, "For local streate where the dilerence in grade is lass, than 2,0 por cent the verbeal curve ‘ean however be omited. For algebraic dilerences in grade fteater than 20 per cent, minimum lengihs are suggested in Table 7.2 for ural aesthatc reasons. Table 73 ‘Minimum lengths of vertical curves: Design speed Length of cure (Gani) (m) 20 20 20 20 40 30 50 30 0 40 723 Maximum gradients There are no absolute rules for establishing maximum gradients, the maximum permissible grade represents @ compromise between constuction costs and the filecs on vehicle operation and salety. Terrain therelore has an inllvence on tho choice ‘of maximum pormissiblo grade. Wherever possible, the designer ‘should use gradients below maxinum ‘and the maximum values should only be exceeded ater a careful assessment of the possible impact The recommended maximum gradients for various types of development are shown In Table 7.4 40 to mapa Table 7.4 ‘Maximum gradients Flcomnmended maximum ——Waximum gradient ova? ‘radont short length efit terain ) %) Regional shopping ‘centesisingl sta ‘commercial developments 8 2 Indusval parks! townships 8 ‘Otice/sconce parks 10 12 Truck parksvan- shipment centres! ‘warehousing 8 2 Exhibition contos! theme parks/sports cenlves and stadia 8 10 Central and suburban! regional business areas = 8 10 Nowistanéing the values given tho folowing points should be taken ino considera ) Gradients. for a _panicular development should be selected in Connection with the stormwater design enginoor. 3) Stoop grasonts on short access fps and culs-desae can result in siomwater drainage probens; Ih the caso sh calsdecec, whore oper may (be Wondaed or cutase uno wathes scent Inersacing reads. , Consequenly whore possbe, culsdesac. should follow the contours of the land. 7 li) In general tayout dosign should encourage the use of flatter grades especialy whore on-street parking Is Ikely to be significant, in which case the recommended maximum graciont fs 6%, ) Where bus stops aro tkely 12 be posioned on local steets, as can hhappon in the latter two types of development given in Table’ 74, tho ‘recommended maximum gradients 6%, ¥) In areas where cycling Is an Important mode of travel i may be necessary to consider the elects of gradient on cycling In deciding on the toad alignment. The Deparment of ‘Transport hes. produced a Manual fer the Planing. and’ Design of Beye tacitee fr Uban ‘reas nben shouldbe elened on bis rural 20- Cuts tm pronto 4“ connanial andl eal eee [UT 1, Pat, Soh An 007.24 Minimum gradients The recommended minimum gradient is 0.5%, le ane-n-200, but tis should only be decided upon in conjunction with the stormwater drainage design, 79 CLEARANCES | SKEW INTERSECTION REVERSE SKEW 7.9.1 Vertical clearances FIGURE 8.1 The standard minimum verical clearance trom any point in a roadway to an ‘overhead structure or cable is 5.1m. However, many special ‘creumstances foquie speciic verical clearances either above ot below the road. sutlace ‘These clearances have to be dolermined in cansuitalion with the appropdate authoriy. “For example, when a road passes under a high vollage ite, special earances are necessary under the Machinery and’ Occupational Salely Act, 1905, No.6, 1983. Rel. 24 roar on mm Yerteal clearances for bicycles should be 2.6m minimum and for pedestians 22m minimum, 73:2 Horizontal clearances Tho minimum horizontal clearance for service poles, road signs et, is 0.5m from the roadway edge. Consideration should be given to increased ‘clearance | where tall vehicles and tal roadside objects ara tkely to be encountered. on sleeper than nocmal crosstall and in twining areas for large. vehieles. Where possible sight tangles al intersections should be kept clear of al abstucions, i Al landscaping, such as trees, rockers and shaubs which could form a. physteal ‘oF visual impediment, should be sited so thal dense fokage is kopt outsoe: the ‘ear zone beside and above the roadway. 8 INTERSECTIONS TATYPE WITH INTERSECTION WIDENING ‘T-TYPE ON OUTSIDE OF CURVE » 8.1 PRINCIPLES GOVERNING INTERSECTION DESIGN Figure 8.1 shows a variaty of intersection forms which relate to the principles \Which should gover intersacin design which ae ampified bolow. ‘T=TVPE INTERSECTION There should be @ continuous gradation in function from one level of the hierarchy to the next, avoiding inorsection between ‘high and low order roads. i) Reads should generally intersect only with other roads one lovel above ‘or below them in the hierarchy (se0 page 19), Crossroads, because of the number of contict points, are generaly the ‘most dangerous (see Figure 8.2) and should normally be avoided except © At main entrances to developments and other locations where the volume of trac is. suflicient to warrant the instalation ‘of alle signals or oundabouts, © Where cross-rafic is minimal and where volumes and speeds are extremely low, such as whore there are short culs-de-sae olf ‘major access lnk. 4 LEG INTERSECTION (entRy oF trarrie raow 2 approuccs To BE COWTROLLEO) T-TYPE ON INSIDE OF CURVE INTERSECTION FORMS r oP Pr aD C6 TC CT STUN UU SUT UTE 2 os 2 DHRDHHRH DH ODD eae osm en ‘onan! enn al eee~ 4 Le08 = 16 conrLicr poms sasensna26 L t t POTENTIAL CONFLICT POINTS IN CROSS~AND T-INTERSECTIONS FIG 8.2 HOOKING MOVEMENTS AT STAGGERED CROSS-ROADS, FIG 83 © CORR ee ee » oR TO HD DDH TDH DAA H HH e Clara ete geomaicdeson ct Ono vee i) Where there is crosstalic and elatvely low volumes occur on the major oad, a discontinuly by means of a staggered crossroad may be considered with the ightieN stagger being. favoured (Figure 2.3) The Mghiel "stagger Is pretorrea because it avords” hooking movements and-minimzes delay. to walle on the main road. For Slaggered cross-oads Io work elfecively, depanding on the amount of frogs trac envisaged, they should be staggered by at least the ‘minimum “opposite” spacing gen in Table 8.1. ¥) The road layout should consistently give avlomatic rightolway on the higher order road, 1 Ihe staight oF continvous section snould bo used for the ‘higher order road.” This wil ensure. that talc. flows at Intersections ar sel regulating, W) The preferred angle of intersection is 90° but the minimum angle of Intersection of T-uncions. should be 70" 10 preserve adequate” soht lines and to. avoid awkward ert shapes in subdivision, “The layoutot the intersection should preserve the ‘continuity ‘of the higher order ‘ad, hus, Y junctions are nol recommended, vi) The recommended minimum junction spacings tor local. steels in vatious Iypes. of development are summarized in Table 8.1. Greater istance 's recommended whorover possible and particular care should be takon in developments with high tp generation characteristics, vi) Tintersectons are the proved intersection type for local strets. AS a general rule, the major flow should be on the staight section of “through” road as this accords. automatic prioily, At some sles however higher flow rales may occur on the minor am for short periods. For example, at an exit from a sports stadium or near fo, ‘major work complex. " This should nt aller the allocation opis but it excessive delays are causod rogulary, some other fem of Control should be considered (eg tafe signals) fk) To. ensure that intersections do not join the fist of “hazardous locations", their surtoundings must conform to the ‘geomeliic design standards. Thus, land uses which gonerate tallic or parking problems should have access points well away Irom the inlevscctons, Driveways fare in effec at-grade inersections and should not be sivaled miter the “Tunctional Boundary” of at-grade street. intersections. Hagher volume diveways should therefore be sufficenlly far away fromthe intersection to aveld Blocking olf ingress movements. Rel 8 X) When dealing with certain ypes of commercial development, such as fegional “shopping. cenies, olice and. 'science parks” and’ suburban business areas itis approptato to design forthe passenger veils and then check the design to make sura that larger vehicles can negotate tha system and manoeuvre conveniently. x) In industial areas where large volumes of heavy vehicles are expected {he system must be dosigned for such vehicles, xi) In developments that generale largo volumes of both lght and heavy vehices consideration Should be gen 'n Wo gonoral pout devgn atow segregation of vehies by ype and ths alow for ageednas iitsecion design at optmum cot. tne goon dv ot 4s ‘onnaril ard ida eal one ‘Ufa, Puta, Som sn 000TABLE 8.1 Intersection spacing (contreline to centetine) Mioimum intersection spacing (on yp of Development Aejacon epost Regional shopping cenres/single ie commer dvelopmenta so 20 Indust townsipspars 0 4 Oticerstanee parks 0 20 ‘Trucks parksfranshipment cones! wrrehoosng fo “0 Exhibion contests parts! Spots cones and olase 60 20 Contra nd svbutantegonat business areas a 50 40 82 SIGHT TRIANGLES ATINTERSECTIONS. To onable divers emerging from the stem or side-road to see and be sean by divers. proceeding along the trough road, unobstructed visibly is required Wwihin what is known as a ‘sight Wiangle" This tangle is. formed by the divers aye at the apex and the slopping distances on ether side of the stem toad whieh forms the base. The constructon of ths sight tiangle Is shown In Figure 8.4 and the rocommended x and y dimensions aro given in Table 6.2. “The. vow of the diver on the sidevoad wil be fom a point set back fom the Yield o¢ stop line. his stance wil vary depending on the design vehi and {thetier te ersecton is fo eperalo under yield or slop cane "For yd onto! Be recommended dance, x. for a Yoeal sweets in commercal and ‘naustil developments ts 0m.” This dletance lows vehicles to approach the iaectnn a iasorabl uring. Spee, and ako dacougoeexcosie approach speeds. At physical conaaiied sighls where ths dstance cannot be SChewed tho nirsechon should bo aubjed 10" aop ‘conro! Under step Eenehiers ‘the recommended. stance, x. lor “developments where. a tigh proportion af heavy vahiles ts expecied 4m and where heavy venice, wit foe exception rather an the ro 24m Winin the Jocal road network of any type of development where Wralic flows are gonorally relatively "iow the noed to avoid dolay Is. of low prionty, they ‘dimension may therefore bo based on the expected speed of the vehicle on the through road and hence on the distance required for to slow down of slop in ‘order to avoid ‘colisions with vehicles emerging from the. stem. The values given in Table 82 for industial townships and parks ‘do however allow a ‘taater degree of froadom, 46 Cuneo goomati saga st 1B 1, Pt, Say Ae 1980 PODMRHH AMR DHA HH OM AHH HT O MAM ST Cr a oawuw “The values glven in Table 8.2 are based on a design speed of 4okmih, Table 0.2 ‘Recommended sight tangle dimensions (m) Ty of Development ed Conta Stop Cantal ¥ 7 ¥ 7 Rajon! shappingcnes! Engle ae conmerca developments 9 5 Aas Indust townshipsparks 9 0 45.90 Oticrecince parks 9 5 2s “Trek partranshipment canes! Tarhoonty ° 1 1s 8 Ehbiionconrestheme pars! fori conten and ta, ° 6 eaeeerss Cental and subuibanegionat bonnes eae ® 55 “ ‘At all intersections, the sight Ulangla should be kept ck incking street furiture and landscape elements. Howov 3 INTERSECTION RADI ‘As kerb radius is increased, paving costs and intersection area required for a edestian to traverse are increased, and highar turning spoeds aro encouragea, Conversely sub-standard radii result in lane encroachment resulting in inreased Walic eonftet and accident poteniat.. Four potential confiet pots Which may result in delay, inconveniance or accidents are shown in Figure 8.5 ‘The extent to which any or all such potential conflets need to be avoided, and thus the choice of radius, wil depend upon the composition of tralic and the key frequency of passing mavements at intersections. The dogiee of colic is also a function of the lane widths of the inorscing roads andthe koro radus betwean treme For he one side recommended in Sacion 5.2 the folowing rocommmandalons ‘ne wade ant fegard to intrsecdon radi. Where these radi cannot Go: accommodae’ 4 at bo possbie to make allonance for manosuving of largo wakes th vison the roadway atthe. intereecton. - Mangeuvraahy. of isge voices aneog checked by means of the temps refered ton Section 3.1 83.1 Regional shopping centr single sito commercial developments The recommended inerecton kar radi fr this typo of development fe 120m where med Wale Is episod and. 8.0 where pesaongr eh Sn eqogalod for since vehicles. wid ronowaya afe Used these as cod ‘be correspondingly smal aeX ANO Y DIMENSIONS FOR SIGHT TRIANGLES AT INTERSECTIONS FIG 6.4 — od a EY < THE EFFECT OF KERB RADII ON VEHICLE TURNING MOVEMENTS FIG 6.5 83.2 Industral parks/townships ‘The recommended kerb radius for intersections in industial developments is y20m, To. more closely folow the tracking of large venides the. twee enlered-curve ‘combination shown in Figure 8.6(a) should be considered, Where Frequent use. by long vehicles is expected, ie WS-S0', Ihe tapertadus combination shown a Figute 8.6(0) is recommended. 83.3 Offlea/sclence parks ‘The recommended kerb radius for intersections in thie type of development is Bon. Gare must be taken, however, to ensure that manosuving space is ‘azaiaole forthe occasional use by service vehicles. and Tor access by emergency ences. 834 Truck parks/transhipment centresiwarehousing ‘Sve recommendations under 8.3.2 35 Exhibition centrestheme parksisports centres and stadia, See recommendations under 8:3. 83.8 Central and suburbaniregional business areas The recommended kerb caius at intersections in business areas is 8,0m. Agtin, rmanceuvrabilly of service and emergency vehicles must be catered for” Should 2 local. steet in such an. area bo used asa lnk ina bus. (ovie 120m Itersection radi are recommended. although this may "not be possble. wit limited road reserve space.” In areas of high pedestian actviy Care mst be faken wih “provisions lor pedestian street crossings so” as to. avoid commendations. do not necessary apoly ‘of the intersection of one-way streets where. smaller rad may be Turning movements are prohibited, vunnecessarly jong crossings. "These Inthe. ca 8.4 TURNING ROADWAYS Tuming roadways are not no:mally necessary in local steets in any type of evelopment. Shouid a special case warrant their inclusion, however, the feadet 's relewed to UTG 5, Guidelines for the Geomete Design of Liban Colector Roads, Pol. 2. 85 CHANNELISATION ‘The same recommendation as for Section 84 applies 86 THE APPROACHES TO INTERSECTIONS Wt is esirable for all intersections to meet at approximately 90%. Skowed Intersections should be avoided and in no case should the angle be less nan 70%.” Roads intersecting at acute angles require extensWe roadway areas ‘and limit visioity, particularly for divers of heavy vehicles where Bing afeas con be creates on the lelthand side of the vehicle, Studies have shown that skewed | intersecions have generaly "higher accent rales than’ those intersecting at 90”. On dificult sites the inlarsecing road may nged'a sah fadus curve in order to ceduco the skew ‘ol the approach. it is desiable, however, to provide a tangent section of toadway approaching the. inersecion of at least the length of two or three cars, For a sale approach there. shuld ot be a long stretch leading up tothe cure to encourage excessive speeds. tos te oma gn “0 ones nda eal reee It is desirable for gradients 0 be fatter on t approaches to intersections, than the maximum peritied gradient for that class 3 the maximum grade on the approach leg should not ‘5% for a’ minimum elstance of 20m ‘rom the edge of the intersecting of road. Whore p roadway. Pedestrians, sa well ae vehicular roules converge at inereectons, so the design of kerbs. should include scoops or ramps, lush wilt tho roadway to permit e people with prams and wheelchair 19 cross the roadway 87 PROVISION FOR PEDESTRIANS Where high pedestian volumes are expected at priory intersections on local steels, crossing points should bo tot back to the tangent poi of the koro fads (see Figure &.7)._In this way the pedestians cross the minimum width of feadway and aro. not In tract contlet with vehiles turning om the. Stop. ot Yeld ine. Crossing points should not, Rowover, be postioned ‘so far trom th intersection that an inconvenient delour is creaied, Surtaco, Woalmont al the ao mame 77 intersecin as, shown in Figute 8,7 hould be considered. to ‘encourage. the covrect use of the crdssing, and lowored kerbs should be provided “al al tossing points. In ceriral business areas. this arrangement may not be practical, nowaver, because ofa shortage of space. (2) ComPouNo CURVE DESIGN sm yO é€ € € € € Seo: € (b) DESIGN FOR LONG VEHICLES € ra.20 & KERB RADII FOR INDUSTRIAL DEVELOPMENTS FIGURE 8.6 a ¢ 0 ns ort rai "UTE 10 Pci, Sou Ae 1950 PomPROVISION FOR PEDESTRIANS AT INTERSECTIONS FIGURE 8.7 52 atte re toma gn saane ae oes on am ony a a we ee nae ano mw mm ” p eos 9 TURNING SPACES 9.1 General Requirements A teal set open at one end ony should have a special tuning space atthe Sosed' etd" RC iyo and’ dmension_of ning spaces eneud ike ino SCcoant he. size ane tuning characosics of tho vehices expected 10 veo iksm and the‘ nood fo avoid vehes having fo reverse overlong distances. The Itatng"eheracoseice of wehes, whch are iscssed. in Sacton Sol Ihe acannon the minimum envelope equred lo accommodate the neces: stovemonis’ Consdsraton shou be gen, However, fo the desvable frances {rdf The layout and typo ofr tbe used “Tuning spaces can take the form of various configurations of tuning “ces* or'"hanmarheads The soverely fesirclod rearward vison of heavy vehicles Si general and the celatvely more

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