1RC .

54-1974
LATERAL AND VERTICAL
CLEARANCES
AT
UNDERPASSES
FOR
VEHICULAR TRAFFIC
THE INDIAN ROADS CONGRESS
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IRC :~54~1974
LATERAL AND VERTICAL
CLEARANCES
AT
UNDERPASSES
FOR
VEHICULAR TRAFFIC
Published by
TIE INDIAN ROADS CONGRESS
Jamnagar House, Shabjahan Road,
New Delhi-i 10011
1974
Price Rs ~a~21
(Plus Postage & Packing)
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1W : 54-1974
Pint Published: Sept 1974
(Rights of Publication and of Translation are rersed)
Printed at PRINTA1D New Delhl-110024
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LRC 54-1974
STANDARD FOR LATERAL AND VERTICAL
CLEARANCES AT UNDERPASSES FOR
VEHICULAR TRAFFIC
1 . INTRODUCTION
This Standard was first discussed by the Specifications &
Standards Committee in their meeting held at Gandhinagar on the
30th November 1972. Later, it was approved by that Committee in
their meeting held at New Delhi on the 31st January and 1st Febru-
ary [974 and then by the Executive Committee in their meeting
hld on the 1st May 1974. Finally, it was approved by the
Council in their 82nd meeting held on the 2nd May 1974.
2. GENERAL
2.1. Many tinicsa road ha~to be taken through an under
rass below another road, railway line, pipeline or irrigation facility
like aquaduct. in order that capacity, speed and safety of travel
are not affected, the lateral and vertical clearances at~~underpasses
must be adequate.
2.2. Desirable practices i~nthis regard are indicated herein.
It is recommended that these may be followed uniformly on all
roads throughout the country,
3. SCOPE
3. 1 . The Standard covers both rural and urban roads. Specific
cases of subways meant for the exclusive use of cyclists or pedes-
trians are, however, not dealt with. Guidance about clearances on
cycle subways is contained in 1RC: [1-1962 Recommended Practice
br the Design and Layout of Cycle Tracks. For pedestrian subways,
another standard is proposd to be issued in due course.
4, DEFINITIONS
The following definitions will be applicable for the purpose of
this standard
4.1. Underpass implies a short passage beneath a grade-sepa-
rated structure to carry one or more streams of traffic.
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IRC 54-1 91 4
4.2. lateral clearance is the distance between the extreme
edge of the carriageway to the face of the nearest support whether
it is a solid abutment, pier or column.
4.3. Vertical clearance stands for the height above the
highest point of the travelled way, i.e., the carriageway and part of
the shoulders meant for vehicular use, to the lowest point of the
overhead structure.
4,4, Rural roads stand for roads of non-urban character.
5. OVERALL CONSIDERATIONS
5.1. Conscious effort must be made to create a sense of
freedom for the drivers travelling through the underpass. As far as
possible, the underpass roadway should conform to the natural
lines of the highway at th~, approaches as regards alignment, profile
and crots-section. Road profile should not dip too sharply under
the structure as that will produce a considerably enhanced sense of
restriction when compared with a profile Ihat proceeds smoothly
hrough~.
5.2. To promote a feeling of openness and unrestrained
lateral clearance, preferably structures with open-end spans should
be employed, Fig. I Where it becomes inescapable! to have
structures with solid abutments, these should be set back from the
roadway edge as much as possible, Fig. 2. From consideration!!s of
cost, these treatments are meant for higher categories of roads,
especially with divided carriageways.
5.3. Since width at an existing underpass cannot be easily
increased later on, initial construction should be sufficient for the
stand~rdsto which the underpass roadway would need to he improv-
ed within the near future. This is essential especially for impo
tant routes like National and Sta!!te Highways to he widened soon
from single-lane to two-lane standards, as also busy two-lane roads
which are in the planning stage for being upgraded to a four-lane
divided cross-section,
5.4. Protect vehicles from accidents with abutments or piers,
Guardrails must be provided at a suitable height. These should be
of a robust d!esign to effectively resist disturbance of the support in
the event of a colIhion In idditton tnds of the guardi ifis should
be turned! away from! the line of approaching traffic!, as shown in
Fig. 3, so as to deflect runaway vehicles which may otherwise hit
the underpass structure. As a general rule, guardrails must be
provided on both sides of the central piers or columns, though these
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mc: 54.1974
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H- SIOGm 4 ABUTMENT
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Fig. 3-Guard-rail end treatment
(not to scale)
could he dispensed ~sith on the abutment side when a raised foot-
path forms part of the cross-section.
6. LATERAL CLEARANCE ON RURAL ROADS
6.1. Single Carriageway
6.1.1. Desirably the full roadway width at the approaches
should be carried through the underpass. This implies that the
niinimum lateral clearance on either side must equal the shoulder
width, This rule should he relaxed only in exceptional circum-
stances. Normal and exceptional values of lateral clearance for
different classes of highways are given below (see Fig. 4a)
(it National and State Highways ... Normal 2.5 metres;
exceptional 2.0 metres
(ii) Major District and 0ther
District Roads . .. Normal 2.0 metres;
exceptional 1.5 metres
(iii) Village Roads ... Normal 1.5 metres:
exceptional 1.0 metre
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1RC : 54-1974
6.1.2. Ifa footpath is needed on a rural road, lateral clear-
atice in the underpass portion should be the width of the footpath
plus one metre, Fig. 4 (b), Footpath width depends upon the ex-
pected pedestrian traffic and might be fixed with the help of
following capacity guidelines, subject to not being less than 1.5
metres
Anticipated capacity
Number of persons per hour Required footpath width
AU in one En both
direction directions
1200 800 ISm
2400 1600 2.0 m
3600 2400 2.5 rn
6,2. Divided Carriageways
6.2.1. When an underpass is built for a divided highway, left
hand side clearance shall be in accordance with para 6.1.1. If
footpaths are provided in addition, para 6.1.2 should be applied.
6.2.2. Lateral clearance on the right to a pier or column in
the central median shall be 2 metres desirably, and 1.5 metres at
the minimum. Where the central median is kerbed, the carriage-
way width should he increased by the side safety margin ,of 0.5
metre as shown in Fig. 4 (c). Lateral clearance in that event could
be reduced to 1.5 metres (desirable value) or 1 metre (exceptional).
If the median is not wide enough to permit these clearances, either
it should be widened gradually at the approaches or a single span
structure provided across the full cross-section thereby avoiding a
central pier.
7. LATERAL CLEARANCE ON URBAN ROADS
7.1. Single Cirriageways
7.1.1. Usually roads in urban areas are bordered by kerbs on
both sides. If so, these should be extended across the underpass.
However, to offset the effect of kerb shyness, the carriageway in the
underpass area should he widened on both sides by the side safety
margin of 0.25 metre in the case of lower category urban roads
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IRC :54-1974
I
VEi~1ti~ALC~MWE
~
WAY
H~
(o) SINGLE CARRIAGEWAVS WITHOUT FOOTPATHS
I~VICAt~ GL~M(G~
(b) SINGLE CARRIAGEWAYS WITH FOOTPATHS
C~SEI
F;
Notes:
Wj~1atera1clearance vide para 61.1
W~-~=footpath width vide para 6,1.2
W~:::~:right lateral clearance without kerbs; 2rn-desirable, Im-exceptionat
W
4=~right lateral clearance with kerhs;
I.5-rn desirable, I m-exce~tionai
W1=side safety margin, i.e. extra carriageway width to offset kerb
shyness, 0.5 in.
Fig. 4Lateral and vertical c1earance~for rural roads
(not to scale)
(C) OIV(OEO CARRIAGEWAYS
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IRC 54-1974
and 0.5 metre in the case of higher category urban roads,
Fig. 5 a,
7.1.2. if a footpath does not form part of the cross-section of
the urban road, the minimum lateral clearance in addition to the
side safety margin mentioned in para 7.1 .1. shall be 0.5 metre fin
lower category ttrban roads and i metre for higher category roads,
Fig. 5 ia).
/I~//i/nIiiW~fl~~flJflaW
VERTICAL CLEARAPWE
. tsDm L
2
t 1 3
J GARALASERAT
~1WIDTII IVARIARLEI
(o) SiNGLE GARRIAGEWAYS WITHOUT FOOTPATH
VARTIGAL CLTARILIiIGE
IsiLt CI~8n tb~
(b) SINGLE CARRIAGEWAYS WITH FOOTPATH
RD FOQTF&Ti4 RAISED
OR LETT FOOTp*TR
CR LEFT
NOTES:
I... i =sidc safety margin, i.e. extra width to offset kerb Shyness; (125 in
for lower category roads; 0~5ni for higher category roads~
E..:. 0.5m for tower category roads; 0.1 m higher category roads,
L~::::footpath~~idth, vide para 6.1 .2.
[~~::::::Q,5 rn br tower category roads; 1.0 m For higher category roads.
Fig, 5Lateral and vertical clearances for urban roads
(not to scale)
(C) DIVIDED CARRIAGEWAYS
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IRC : 54-1974
7.1.3. Where a raised footpath is provided, it will not be
necessary to have additional clearance beyond the width of the
tootpath, Fig. 5 (b). Footpath width could be fixed in accordance
with para 6i.2.
7.2. Divided Canlageways
7.2.1. Where the underpass serves a divided facility, the width
of the carriageway should be increased on either side by the side
safety margin stated in para 7.1.1.
7.2.2. Lateral clearances on the left hand side should con~
form to paras 7.1.2 and 7.1.3. Right lateral clearances to the face
of any structure in the central median over and above the side
safety margin shall be at least 1 metre in the case of higher category
urban roads and 0.5 metre in the case of lower category urban
roads, Fig. 5 (c). A single span structure will no doubt he preier~
able as brought nut in para 6.2.2.
8. VERTICAL CLEARANCE
Vertical clearance at underpasses shall be at least 5 metres.
However, in urban areas, this should he increased to 5.50 metres so
that double-decker buses could be~accommodated.
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