NEPAL ROAD STANDARDS (2027)

(FIRST REVISION-20!~)

His Ma.jesty~s GoveXtn.men.t

Ministry of Works and Transport
Department of Roads

9045
 NEPAL ROAD STANDARDS (2027)
(FIRST REVISION-2045)

Table of Contents

Para Item J»a1e

Preface
1. Introduction 1
2. Traffic 2
3. Design Capacity 3
3.1 Road Classification 4
3.2 Carriageway Width s
3.3 Terrain Classification 6
4. Design Standards 7
4.1 Speed 7
· 4.2 Gradient 7
s. Horizontal Curvature 9
6. Sight Distance 10
7. Vertical Curves 11
8. Shoulder Width 12
9. Right of Way 13
10. Structures 13
11. Signs 15
12. General 15
13. Cam,er 15
 PREFACE
Consistency in road design and construction necessit-
ates a need for certain road standards. With this objective,
Nepal Road Standards (2027) was introduced in B. S. 2027.
The subject matters of Highway and Traffic Engineering are
well established in developed countries. The research fin-
dings of those countries m:i.y not be applicable to Nepal due
to specific geographical feature and traffk: composition diff-
ering from those countries. In applying research findings of
developed nations to our country great care should be exer-
ci3ed to make it suitable to the conditions of Nepal. Cha-
pter 3 of Nepal Road Standards (2027) under-estimates the
capacity of the roads. Alterations to this chapter is therefore .
based on studies conducted with almost identical geographi-
cal features and traffic compositions. Certain additions,
alterations and ommissions to the current standards are
indica~ed in this revision. Nepal Road Standards (2027)
(First Revision - 2045) as with any other standards shall
require periodical review and updating incorporating the
latest research findings.
Trunk Roads and National Highways shall be used
synonymously and Panchayat Roads shall be conj mctffllnal
to District Roads.
In the absence of any other standard not co1ered by
this s'a '1dard on highways and· traffic the standards s0t by
ESCAP shall be follow~d.
 NEPAL ROAD STANDARDS (1027)
(FIRST REVISION-2045)
1. Introduction:
1. '.Nepal Road Standards (2027), in short called •NRS'
shall apply to all roads being constructed within the Kingdom
of Nepal. ln case of urban roads, individual requirements
will also be considered.
1.1 These standards may be relaxed by His Majesty's
Government to meet special circumstances.
1.2 The initial traffic on some roads shall normally be
comparatively light but their development function shall
result in a steep rise in traffic volume over the first IO-IS
years. The roads provided initially must, therefore be cap-
able of progressive improvement to the higher standards
which the higher traffic volumes will demand.
1.3 These considerations lead to the conclusion that the
roads should be designed for stage construction and that
the standards should be framed on the same principle, i. e.
flexible standards, suitable for modification to higher stan-
dards but incorporating the lower standards.
1.4 At any stage in the life of the road it must be cap-
able of providing passage to the traffic- wishing to use it at
the lowest over.all cost per kilometre. The overall annual
cost shall comprise of:-
( a) The amortised cost of the original investment

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r
in the road and its improvement to the stage under
consideration per vehicle-kilometre:
(b) The annual cost of maintaining the road per
vehicle- kilometre;
( c) *The cost of providing the operating vehicles
on the road per vehicle-kilometre.

2. Traffic :

2.1 It is not feasible to improve the standard of a road

by very small increments and it is normal practice to design
and construct new roads and improvement works to withst-
and the estimated traffic at some future date. In Nepal this
forward period shall be IO years, i. e. roads shall be designed
with a capacity sufficient to cater for the estimated traffic
volume 10 years after the date of completion of the works.
(This agrees with ECAFE recommendations for the Asian
Highway).
2.2 Different types of traffic take up differing amounts
of road space and impose differing loads on the road stru-
cture. It is necessary, therefore, to adopt a standard traffic
unit to which other types of traffic may be related.. This
standard is the 'Transport Unit (T. U.)' which is that of a
normal car, (passenger car), light van or pick-up. This
unit is also sometimes called "Passenger Car Unit". Other
types of traffic are related to this unit on the basis of the
amount of road space they occupy, and the loads they imp-
ose on the road structure relative to those of a normal car
travelling at the running speed of the road.
2.3 The traffic co-efficients to be adopted are as
follows :-

*The effect of raising standard is to raise (a) but lower (b).

If standards are not raised (a) shall decrease but there
shall be a heavy resultant increase in (c).

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 Trans-port Unit~
'T. U.'
Cars, light vn;fl.s and plCk... ups LO
Light trueks upto 2! tons gross LS
Trucks 10 ·,, 3.0
TruCks 1S ,., 4.0
• 'Trucks 25 " 5.0
Trucks 40 " 6.0
Buses 40 passengers 3.0
Buses ovet 40 ,, 4:0
Bi-cycles '{). 5
Rickshaws and :goods tri-~ycles 1.0
lland-ca.rts ::z.o
Bullock...carts 8.6
Mule-carts or horse-drawn...ootts 6.0
Pack animals 2.0
Pedestrains where no separate footpath
is provided -0.25
Potters where no separate footpath is
provided '(),50
3. Design Capacity ;
Design capacity (Design service volume) governs the
number of lanes required for the design volume of traffic,
Table 3.1 .gives the design capacity for the level of service
'B' (which is about 45 pet'cent of capacity) under mixed
traffic condition.
Table 3,J Desiga Capacity 'Of Roads

s. No. Cate.gory Design Desi.gn Capacity

Capacity in in eoth directi•
veh/hr in ons
both ·direc- veh/day TU/day
tions
l. Singl~lane black-topped :
a) Plain terrain 100 1000 2000
b) Rolling terrain 90 9'00 1800
 c) Mountainous terrain 90 900 1800
I . d) Steep terrain 70 700 1400
2. Single-lane water-bound
macadam road :
a) Plain terrain 90 900 '1800
b) Rolling terrain 80 800 1600
c) Mountainous terrain
d) Steep terrain
75
4()
750
400
.. 1500
800
3. Intermediate lane black-
topped road* :
. a) Plain terrain 300 3000 6000
b) Rolling terrain 285 2850 5700
c) Mountainous terrain 260 2600 5200
d) Steep terrain 225 2250 450:>
4. Two-lane black-topped road :
a) Plain ter~ain 750 7500 15000
b) Rolling terrain 500 5000 10000
c) Mountainous terrain 350 3500 7000
d) Steep terrain · 250 2500 5000
5. Four-lane divided carri-
ageway road : ·
a) Plain terrain 5000 50000 100,000
b) Rolling terrain 4000 40000 80,000
3.1 Road Classification :
Roads in Nepal shall be classified into four categories :
1. National Highways (abbreviated as NH)
2. Feeder Roads ( " as FR)
· 3. District Roads/ ( " as DR/PR)
Panchayat Roads
4. City ·Roads/Streets
,,
( as CR)

* The carriagewll.y ·width for intermediate tafie shall

t1_
vary from 5.0 to:6.0 m.
-
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 3.1.1 National Highways :
National Highways are main hi~hways connecting East
to West and North to South of the Nation. The Roads connct-
cting National Highways to Regional Head-quarters shall
also be classified as National Highways. These s~rve directly
the greater portion of the longer distance travel, provide
consistendy higher level of servi~e in terms of tra\el speeds,
and bear the inter-community mobility (regional interest).
These roads shall be the main arterial routes passing thro-
ugh the length and breadth of the countt-y as a whole.

3.1.2 Feeder Roads :

Feeder roads are important roads of localised nB.ture.
These serve the community's wide intetest and COhnect
District Head--quartetA ihd/or Zortat l:lead-quartets to
·National Highways.

3.1.3 District Roads/Paik?hiyat Roads :

This class of roads consisting of all toads not defined as
. National llighways or Feeder and City Roads, serves pri-
marily by providing access to abutting land ~rrying little
or no through movement. these roadl should give accdss
to one or more villages to the nearest ttuirket or to hight:r
types of roads. Moderate travel speed& are typical on suth
roads.
3.1.4 City Roads and Streets :
These include roads within the urban limiU except for
the above classes, passing through the city. Th(!se provide
access to abutting residential, business or industtial proper'.: ..
ties.

3.2 Carriageway width :

The standard carriageway width shall be as per table
3.2. The lanes required, however, shall be governed by cap-
acity of particular location.

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I
I
 Table 3.2 Carriageway width

Width of carriageway (metres)

Single Intermedi- Two lanes Two lanes Multilane carri-
Lane ate Lane* without with raised ageways, width
raised kerb per Jane •
kerb
3.75 5.5 7.0 7.5 3.5

Notes :
_1. On District/Panchayat Roads, the carriageway width of
single lane may be r~stricted to 3.0 m normally. Width
greater than 3.0 m ~ay, however, be adopted judiciously
depending on the type a,.nd intensity of traffic, cost and
related factors.
2. Except on important NH, an intermediate carriageway
width of 5.5 metres may also be adopted instead of
regular two lanes if the same is considered advant-
ageous.
3.3 Terrain Classification :
Terrain shall be classified according to the per cent
cross-slope of the country and shall be based on terrain
classification Table 3.3.
Table 3.3 Terrain Classification

Class Terrain type Percent cross-slope

1 Plain , 0 to 10
2 Rolling >10 to 25
3 Hilly/Mountainous >25 to 60
4 Steep >60

* The carriageway width for intermediate lane shall vary

from 5.0 to 6.0 metres.

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... Design Standards~
4.1 Speed
The following design speeds shall be used.
Terrain DesignSpeed (Kinph)
Trunk Roads Level 120
Rolling 80
Mountainous 50
Steep 40
Feeder Roads Level 100
Rolling 60
Mountainous 40
Steep 30
District Roads Level 60
Rolling 40
Mountainous 30
Steep 25
4~2 Gradient:
Acceptable gradients are related to truck operating
characteristics and the design speed of the roads themselves.
The gradients proposed are calculated as acceptable for
trucks of gross weight of 18 tons with a weight-power
ratio of 400 1b /hp and a speed reduction of 25 Kmph below
average truck running speed. These criteria have been ado-
pted after the following considerations:-·
i. The gross weight of the average trucks opera-
ting now is of the order of 8 tons. Thjs may be expected
to increa3e as road design improves and enables heavier
vehicles to operate. A figure of 18 tons has been selec-
ted as the largest vehicle for which it is practical to des-
ign roads in rough terrain of Nepal.
ii. The weight-power ratio of existing trucks is
generally below 400 1bs/hp but this may be expected to
increase as-the design criteria of the present truck man-
ufactare improve and approach international levels.

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4.3 The gradient standards shall be as follows: The gradie-
nts shall be eased by 0.5% for ev.ery 500 metres · a~ve
~ean sea level.
Moontainous/Steep Rolling Level
Trunk Roads:
Maximqm average
gradient 501
/0 4% 3%
Maximum gradient 8% 6% 5%
Maximum length of
grade in excess of average
grade 150 m 210 II 250 m
Minimum length of
recovery at grade 210 m 300 m 600 m
specified @3% @2% @2%
Feeder Roads:
Maximum average
gradient 7% 6% 5%
.Maximum gradient 10% 8% 7%
Maximum length of
.grade· in excess of
average grade 120m 180 m 210m
. Maximum length of
recovery at grade 150 m 150 m 300 rn
specified @3% @3% @20//0

·District Roads:
Maximum average
·gradient 7% 6% 5%
Maximum gradient 12% 10% 1%
'Maximum length of
grade in excess of
~verage grade 100 m 120 m 100 m
. Maximum length of
·recovery at grade 150 m 150 m 150 m
specified @4% @3% @3%

..!g_
Note:
Minimum gradient on hill roads shall be 1 % to facilit~
better drainage.
5. Horizontal Curvature:
5.1 The following criteria for curve design shall be adopted:
Side friction factor (f) from 0.17 at 30 Kmph to 0.12 at 120
Kmph (uniformly distributing for other speeds).
Maximum super-elevation rate (e)
(a) Where snow and ice conditions exist for a signifi~
cant p:lrtion of the year, e = 0.80.
(b) Where snow and ice conditions are occcasional,
.e~ 0.18.
(c) Whtre·snow and ice conditions are extremdy rare
or non-existent, e = 0.12
For calculation of e, following formula will be adopted.:-
Vz

126.SR
where V = Design speed, Kmph,
R = Radius of curvature in metres.
Full super-elevation will be achieved in the length of
the transition curve revolving th~ p1vem'!nt around the cen·
tre line of the p1vement. Following formuh shall be used to
rehte the design speed and the minimum radius of curvat·
ure :-
0.0079 Vz
R= or V = yl26.5 R (e + f)
(e + f)
where R = Radius of curve, metres
V = Design speed, Kmph
e = Super-elevation in metres/metre
f = Co-efficient of friction.
Minimum straight between two successive curves sho.
uld be 100 m with exceptions in mountainous terrain.
Rate of gain of radial acceleration in transition curves
is 1 metre/sec/sec maximum.

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 Spiral transition curves shall be provided on alt curve9
shorter than 200 metres radius.
5.2 Wideniug on Curves: The criteria on which the addi-
tional width have been calculated are for two-way traffic,
normal 2 - axle trucks passing with standard clearance and
semi-trailer tr.ucks passing with standard clearance and
semi-trailer trucks passing with reduced clearance.

Radius of inner edge

of carriageway (m) No. of Widening on curve in m.
lanes Hard verges Hard verges
From To >LS m >I.Sm
lS 30 2 3.00 2.SO
30 60 2 2.00 l.SO
60 120 2 1.S 1.00
120 220 2 1.0 0.70
220 360. 2 o.so
lS 30 1 3.SO 3.00
30 60 1 3.00 2.SO
60 120 1 2.SO 2.00
120 220 1 I.SO 1.20
220 360 1 1.00

6. Sight Distance:
Minimum stopping sight distances shall be as follows :-
Design speed Minimum stopping sight distance
Kmph metres
120 200
100 14S
80 110
60 8S
so 6S
40 4S
30 30
20 20

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 Based on total perception and brake reaction time of
2.5 seconds and co-efficient of friction from 0.42 at 20 Kmph
to 0.28 at 120 Kmph, increase in stopping sight distance on
down-grades shall be as follows :

Speed (Kmph) Increase per 1 %grade, (m)

120 6.0
100 4.5
80 3.0
60 1.5
No decrease in stopping sight distances shall be permit•
ted on up-grades except on divided carriageway.

7. Vertical Curves:
All vertical curves shall be simple parabolas.

7 .1 Summit Curve:
The criterion to be adopted is that the minimum sight
distance shall be equal to the stopping sight distance laid
down in Para 6. The length of the curves necessary will be
calculated as follows :

L = Length of vertical curve in metres.

S = Sight distance in _metres
A·= Algebraic difference in approach grades percent,
Height of eye = 1.0 metre
Height of lowest object visible= 0.10 metres
ASZ
When S is less than L, L=-
200
200
When S is greater than L, L=2S - - -
A
It is emphasized that these are mmunum lengths and
that greater sight distance upto the passing sight distance

. .u-
 ilaould be provided where this is economically and techni-
(nically feasible (refer to Annexure I).
_7: l Valley Curves :
The criteria to be adopted are that the headlight sight
distance shall be equal to the stopping sight distance given
on Para 6 and that the centripetal acceleration shall be lim-
ited to 0.3 m1sec/sec. The ruling factor is normally
the sight distances except for small values of algebraic grade
difference and the length of the curves will be calculated as
· ASZ
Wlien S < L, = - - - -
_500+ 3.5 s
500 + 3.5S
When S > L, = 2S- - - - -
A
Where the centripetal atceleration rules,
V = Speed in Kmph
AV2
L= (refer to Annexure II)
395
7~3 ·Combination of Vertical and Horizontal Alignment: .
When vertical and horizontal curves occur in combination
or in close proximity to each other, it is recommended that
the vertical curves shall be either wholly within or wholly
outside the horizontal curve. Care should be taken parti-
cuiafty to av~id sharp horizontal curves near the top of
pronounced vertical curves.
f, Slto~lder Width;
Following minbnum shoulder width shall be provided:

Type of carriageway · Total shoulder width in

metres (Both sides incl-
uded)
Two and i'Our lanes (Black-topped) 4.00 to 6.00
Single lane (surface-dressed) 4.00 to 5.00
~ingle 1,ane (gra v.elled surface) 3.00 to 5.00
 Notes:
1. Shoulder width does~ include wid.ths made up·
of side cut spoil.
2. Lateral slopes on shoulders shall be 5 % for gravel
and 8 % for turf.
9. Right of Way :
The minimum right of way shall be as follows :
Between Building
Lines
Trunk Roads 50 m (25m on either side
of the road centre line) 62 metres
Feeder Roads 30 m (15m " " ) 42 metres
District Roads 20 m (lOm " " ) 32 metres
Notes: In case of special circumstances, greater right of
way shall be required on technical reasons. In case of urban
and sub-urban roads, the right of way shall be as per the
Annexure III (SOm for 4-lane roads and 30 metres for 2-
lane roads). This may not be strictly applicable in down-
town areas where roads have already been constructed.
10. Structures:
10.l Classification ofstructures shall be as follows:
i. Culverts . .. Upto 6 metres length
ii. Minor Bridges ... More than 6 metres
and upto 20 metres length
iii. Medium Bridges ... Above 20 metres length, span
lengths less than 20 metres .
iv. Major Bridges . . . Bridges with span lengths
greater than 20 metres.

10.2 Vertical Clearance :

. Minimum· vertical clearance for through structures shall
be 4.75 metres. Overhead wires, poles etc. shall be at least
7 .0 metres above the road surface.

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10.3 Lateral Clearartce:
For culverts, the full roadway width shall be ~arried
through including the width of the shoulders.
For minor and medium bridges, minimum width bet·
ween kerbs shall be one metre greater than the approaching
pavement width. For major bridges, n1inimum width betw-
een kerbs shall be one half metre greater than the approach-
ing pavement width. The width between railings or trusses
shall be increased beyond the kerbs by the least one half met~
re on each side. On all trunk roads and other roads requir-
ing a two-lane carriageway, the bridge shall be designed for
a two-lane carriageway with necessary widenings as above.

10.4 Sidewalks:
Sidewalks should be provided, wherever f'ound necess-
ary, for at least one n1etre width on both sides on minor
and medium bridges, but for Illajor bridge can be limited to
one side of the structure only. Sidewalks n1ust be provided
on all major bridges, if no other way is availab1e for pedest·
rains to cross the river in the vicinity.
In urban areas, the sidewalk should be provided as per
the number of pedestrians estimated for future. Usually a
clear 60 cm width should be provided for a pedestrain
density of 30 pedestrains/minute, subject to a minimum sid~
ewalk width of 2.5 metres on each side of the carriageway.
10.5 The following standards of loading shall be adopted
provisionally for design of structures:-
Majo r Bridges HS 20~44 or IRC Class
AA or any other equivalent
loading.
Medium & Minor
Bridges and Culverts HS 15-44 or IllC Class A or
any other equivalent loading.
Temporary HS 15-44 or IRC Class B or
Structures any other equivalent loading.

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11. Signs:
11.1 Distance signs: The standard designs for kilometre
and 5 kilometre posts issued separately 'by the Department
of Roads shall be followed on all roads.
11.2 Traffic signs: The standard designs for traffic signs
ifsued separately by the Department of Roads shall be foll-
owed on all roads.
12. General:
12.1 Drainage: Provisions: for road-side drains and cross-
drains· should be made as necessary.
12.2 Parapets and guard rails: In hilly and mountainous
roads, parapets and guard rails should be provided as per
standards to be issued by the Department of Roads.
12.3 Tree-plantation: In rural areas, trees shall be planted
on either side of the roads. In case of urban roads, trees or
hedges shall be planted as and where possible.
13. Camber:
The choice or type of the road surface shall govern the
camber/cross-slope on the carriageway. The carriageway
cross-slope shall be as given in Table 13.1
Table 13.1 Carriageway Camber/Cross-slope

Type of surface Cross-slope (percent)

Earthen 5.0
Gravel 4.0
Bitumen (Rural. area) 3.0
Bitumen (Urban area) 2.5

CHIEF ENGINEER
DEPARTMENT OF ROADS
HIS MAJESTY'S G0VERNMENT
NEPAL

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 DESIGN CONTROLS FOR CREST
ANNEXURF-1

I,
VERTICAL CURVES
BASED ON

STOPPING SIGHT DISTANCE

16
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0 100 200 300 400 600

MINIMUM LENGTH OF VERTCAL CURVE - METRES

SOURCE AASHO "A POLICY ON GEOMETRIC DESIGN OF RURAL HIGHWAYS"

 ANNEXURl:-11

OESIG~ CONTROLS FOR CREST

VERTICAL CURVES
BASED ON
HEADLIGHT SIGHT DISTANCE

a15
16
.. 15
14
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J IOO 200 '::soo 4CO 500 EOO

MINIMUM LENGTH OF VERTICAL CURVE- METRES

11
SOURCE: AAS HO A POLICY ON GEOMETRIC DESIGN OF RURAL HIGHWAYS"
 ANNEXURE-llT

SIDE WAl.•
,RONTAH ltOAO
=:1-.w[._,1__ _
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It llMT 0, WAY 50 II

4- LANE CITY ROAD

~ ~p 0~101
&ll:i:____ _:;r,I!:
SIDI WALi! WALi!

- - - - - ltllHT 0,, WAY $0 M

2- LANE CITY ROAD

Note All lull,.~ts 9.,oultl II• Con1tru1to• I 111et .... t••r fro., tltatf lft• of t~o
ltl9U of war
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 Errata

Page Line Incorrect Correct

9 24 V:a vs
JO 11 ( 4 th Col.) >1.5 m <1.5 m
12 9 as as follow~:-

12 18 V2 v2