Nepal Road Standard - 2027-Second Revision

Government of Nepal
Ministry of Physical Infrastructure and Transport
Department of Roads
Nepal Roads Standards-2027

(Second Revision 2070)
2070 BS
FOREWORD
Nepal Roads Standard was first prepared and introduced in 1970 (2027 85), which was based on
design standard recommended by ESCAP for the Asia Pacific Region, in view to achieve
consistency in road design and construction in the country. The standard was very brief and only
basic design parameters were included. This design standard was followed by the designers till
1990 (2045 BS). In the past decade, there is considerable expansion of Strategic and Local
Roads Networks. The concept of expressways has already emerged in the country. There have
been several revisions in design standards and specifications in the country and also vast
advancement in design and construction technology. There was a need of accommodating such
aspects in the previous Nepal Roads Standard. This second revision to the Nepal Roads
Standard has incorporated all such necessary changes.
I hope this revised standard shall be helpful to guide Department of Roads and all other
concerned stakeholders maintaining uniform technical standard in design, construction and
maintenance of Strategic Roads in Nepal.
Finally, I would like to express my sincere appreciation to all the members involved in preparing
this revision to Nepal Roads Standard. The Department of Roads is also thankful for taking the
initiatives to bring this revision timely.
Tulasi Prasad SitauIa

Secretary
Ministry of Physical Infrastructure and Transport
i
PREFACE
Any standards require periodical review and updating incorporating latest research finding and
practice. Nepal Roads Standard was first issued by the Department of Roads in 1970, which was
further revised in 1988, incorporating the findings on traffic compositions based on the studies
conducted with almost identical geographical features and traffic compositions of that period. Till
then, even the most important highway of Nepal, the Mahendra (East West) highway was not fully
operational to its whole stretch.
The construction cost is very high due to difficult topographical, geographical and geological
conditions of the country. Similarly it was also felt that the design standard for Feeder Roads
needs to be elaborated, so that, low cost Feeder Roads can be constructed with appropriate
design standards suitable for mountains of Nepal. In 1990 (2045 BS), Department of Roads
prepared revised design standard for Feeder Roads with suitable modifications. This standard
was more elaborated and covered necessary design parameters such as standard for hair pin
bends etc. Road classification was also updated in second revision.
Now, the Kathmandu - Terai fast track or expressways connecting the capital to the Terai has
been planned. There are two districts yet to be connected with the road network. Therefore, the
Department of Roads is engaged in constructing high class roads as well as ordinary earthen
tracks to connect the remote inaccessible areas of the country simultaneously. There have been
several revisions in design standards and specifications in the country. The length of the roads
have been substantially increased and so the traffic and types of vehicles. To address new
technology and to make road construction more environmental friendly the consolidated design
standard for Strategic Road Network (Highways and Feeder Roads) felt more needed. Planning
and Design Branch took the initiatives to cater the requirement of design need of Strategic Road
Network and prepare this second Revision to Nepal Roads Standard, 1970.
It covers many new aspects of road design and is hoped that it will establish a common procedure
for design and construction of roads and related structures in Nepal. The Nepal Roads Standards
has been rewritten in rigorous consultation with consultants, Engineers and practitioners. In this
revision, major changes have been made on road classification, and new topics like Climbing
Lanes, Emergency escape Ramps, bicycle Tracks, Acceleration and Deceleration in intersections
and Tunnels have been incorporated.
Finally, I would like to express my sincere gratitude to all the members involved in preparing this
revision to Nepal Roads Standard.
Devendra Karki
Director General
Department of Roads
ii
ACKNOWLEDGEMENTS
The department of roads had initiated the revision of the Nepal Roads Standard 1970 (first
revision 1988) for Strategic Road Networks as an institutional Strengthening component of Road
Maintenance and Development Project in 2004 engaging local consultants M/s SILT- Full Bright -
CEMECAJV. But the Revision on the Standard could not be finalized due to various reasons.
Later, this year, the Planning and Design Branch again came forward and took the initiatives of
revising the Nepal Road Standard. A committee of following personnel was formed for the
preparation of Second Revision of NRS on 2 January 2013 (18 Poush 2069).
Mr. Madhab Kumar Karki, DDG Planning Coordinator
Mr. Saroj Kumar Pradhan, Unit chief, HMIS Member
Mr. Prabhat KumarJha, SDE member
Mr. Chandra Subedi, SDE Member
Later, Mr. Prabhat Kumar Jha and Mr. Saroj Kumar Pradhan were replaced by Mr. Ghanashyam
Gautam, SDE and Mr. Mukti Gautam, SDE respectively in 28 February 2013 (17 Falgun 2069)
due to their normal transfers. Mr. Rajendra Raj Sharma, SDE has given full efforts to during the
preparation of this revision. The Committee considered the previous draft submitted by M/s SILT -
Full Bright - CEMECA JV in 2007 as the basis. The committee took the service of M/s Eco-Code
Nepal as an expert and consultant for the preparation of the revision to NRS.
The Draft Revision on the Nepal Roads Standard prepared were thoroughly discussed by the
Committee and was presented at a large gathering of Engineers, Consultants and related
personnel on 19 June 2013 at the Department of Roads, where participants’ comments and views
were collected. All the comments were incorporated and reviewed in the revision. The final
version of the NRS (2nd Revision) incorporating all the comments at various stages was
approved by the Ministry of Physical Infrastructure and Transport on September 22, 2013 (2070
Ashwin 6).
The Planning and Design Branch of Department of Roads would like to thank all the personnel
involved in the preparation of this revision to NRS.
It is hoped that the Nepal Roads Standard (2nd Revision) would be helpful to all engineers
involved in design, construction and maintenance of Roads in the Country. Any comments and
suggestions to improve these Standards are always appreciated.
Arjun Jung Thapa

Deputy Director General
Planning and Design Branch
iii
TABLE OF CONTENTS
Foreword_______________________________________________________________ i
Preface ________________________________________________________________ii
Acknowledgements _____________________________________________________ iii
Table of contents _______________________________________________________ iv
List of figures __________________________________________________________ vii
List of tables __________________________________________________________ viii
Abbreviations __________________________________________________________ ix
1 Introduction ________________________________________________________ 1
2 Scope of use ________________________________________________________ 1
3 Road Classification __________________________________________________ 1
4 Traffic Characteristics ________________________________________________ 3
4.1 Vehicle Dimensions _____________________________________________________ 3
4.2 Equivalency Factors _____________________________________________________ 3
5 Capacity and Level of Service __________________________________________ 4

6 Terrain Classification _________________________________________________ 4
7 Design Speed _______________________________________________________ 5
8 Sight Distance ______________________________________________________ 5
8.1 Stopping Distance ______________________________________________________ 5
8.2 Overtaking Distance ____________________________________________________ 6
8.3 Application of sight distance standards _____________________________________ 6
8.4 Overtaking Zones ______________________________________________________ 6
9 Horizontal Alignment ________________________________________________ 6

9.1 Radius of Horizontal Curves ______________________________________________ 6
9.2 Transition Curves or Spirals ______________________________________________ 7
9.3 Hair pin Bends _________________________________________________________ 7
9.4 Extrawidening _________________________________________________________ 8
9.5 Set-Back Distance at Horizontal Curves _____________________________________ 9
10 Vertical Alignment ___________________________________________________ 9

10.1 Gradients ____________________________________________________________ 10
10.1.1 Maximum gradients ________________________________________________________ 10
10.1.2 Grade Compensations _______________________________________________________ 10
iv
10.1.3 Maximum (critical) Length of Grade ____________________________________________ 10
10.2 Climbing Lanes ________________________________________________________ 10

10.3 Emergency escape ramps _______________________________________________ 11
10.4 Vertical Curves ________________________________________________________ 12
10.4.1 Summit Curves _____________________________________________________________ 13
10.4.2 Valley Curves ______________________________________________________________ 14
11 Road Cross Section Elements__________________________________________ 15

11.1 Carriageway __________________________________________________________ 15
11.2 Shoulder_____________________________________________________________ 16
11.3 Medians _____________________________________________________________ 16
11.4 Formation or Roadway Width ___________________________________________ 17
11.5 Camber______________________________________________________________ 17
11.6 Superelevation _______________________________________________________ 17
11.7 Side slopes ___________________________________________________________ 18
11.8 Typical Cross Sections __________________________________________________ 19
11.9 Right of Way and Clearances ____________________________________________ 20
11.9.1 Right Of Way ______________________________________________________________ 20
11.9.2 Lateral clearances __________________________________________________________ 20
11.9.3 Vertical clearances__________________________________________________________ 21
12 Traffic Signs and safety ______________________________________________ 21

13 Miscellaneous Road Appertuances _____________________________________ 21
13.1 Guard Rails and Safety Barriers __________________________________________ 21
13.2 Road Humps _________________________________________________________ 22
13.3 Bicycle Tracks_________________________________________________________ 23
13.4 Pedestrian Facilities ___________________________________________________ 23
13.4.1 Footpaths _________________________________________________________________ 23
13.4.2 Pedestrian Crossings ________________________________________________________ 24
13.5 Bus Lay Bys __________________________________________________________ 24

13.6 Curbs _______________________________________________________________ 25
13.7 Road Lighting _________________________________________________________ 26
13.8 Road Drainage ________________________________________________________ 26
14 Access Control _____________________________________________________ 27

15 Pavement _________________________________________________________ 27
16 Road Intersections __________________________________________________ 28
16.1 Acceleration Deceleration (speed-change) Lanes ____________________________ 28
v
16.2 Types of intersections __________________________________________________ 29
17 Structures _________________________________________________________ 29
17.1 Bridges, culverts and other cross drainage structures _________________________ 29
17.2 Retaining Walls _______________________________________________________ 29
17.3 Road Tunnels _________________________________________________________ 30
18 Maintenance ______________________________________________________ 31
19 Aesthetics and Landscape Design ______________________________________ 31
20 Roadside Arboriculture ______________________________________________ 32
21 Environmental Consideration _________________________________________ 33
22 Roadside Service Facilities ____________________________________________ 33
23 Glossary __________________________________________________________ 34
24 Annexes __________________________________________________________ 35
24.1 Recommended Design Parameters for various classes of Roads ________________ 35
24.2 Sight Distance Formulas ________________________________________________ 36
24.2.1 Stopping Distance __________________________________________________________ 36
24.2.2 Overtaking Distance ________________________________________________________ 36
24.3 Horizontal Curve ______________________________________________________ 37

24.4 Elements of a Clothoid _________________________________________________ 38
24.5 Summit Curve ________________________________________________________ 41
24.6 Valley Curve __________________________________________________________ 43
24.7 References ___________________________________________________________ 46
vi
LIST OF FIGURES
Figure 9-1 Set Back Distance ........................................................................................................... 9
Figure 10-1: Emergency Escape Ramp ......................................................................................... 12
Figure 11-1: Road sections ............................................................................................................ 20
Figure 13-1: Safety Barriers ........................................................................................................... 22
Figure 13-2 Road Hump ................................................................................................................. 23
Figure 13-3 :Bus Lay Bys Plan ....................................................................................................... 25
Figure 13-4 Typical curb designs ................................................................................................... 25
Figure 16-1: Deceleration(a) and Acceleration(b) Lanes ............................................................... 28
Figure 16-2: Intersection type selection ......................................................................................... 29
Figure 17-1Typical tunnel clearances............................................................................................. 31
Figure 24-1: Elements of a transition or spiral curve ...................................................................... 39
Figure 24-2: Summit Curve ............................................................................................................ 41
Figure 24-3: Minimum Length of Summit Vertical curve ................................................................ 43
Figure 24-4: Valley Curve from headlight illumination criteria ........................................................ 44
Figure 24-5:Minimum Length of Valley Curve ................................................................................ 45
vii
LIST OF TABLES
Table 3-1 :Approximate Correlation between administrative and functional classification .............. 3
Table 4-1 Vehicle types, Equivalency Factors ................................................................................. 4
Table 5-1:Capacity of Roads, PCU/day ........................................................................................... 4
Table 6-1 Terrain Classification ........................................................................................................ 5
Table 7-1 Design Speeds, km/h ....................................................................................................... 5
Table 8-1: Stopping distance ............................................................................................................ 5
Table 8-2: Overtaking distance......................................................................................................... 6
Table 9-1 Minimum radius of horizontal curves ................................................................................ 7
Table 9-2 Length of Transition Curves ............................................................................................. 7
Table 9-3 Hair Pin bends design parametres ................................................................................... 8
Table 9-4 Extrawidening on curves .................................................................................................. 8
Table 10-1: Maximum gradients ..................................................................................................... 10
Table 10-2: Maximum(critical) length of gradient ........................................................................... 10
Table 10-3: Minimum value of K for summit curves ....................................................................... 14
Table 10-4: Minimum value of K for valley curves .......................................................................... 15
Table 11-1Width of Carriageways, m ............................................................................................. 16
Table 11-2 Width of Shoulders, m .................................................................................................. 16
Table 11-3 Camber, % ................................................................................................................... 17
Table 11-4: Embankment Side Slopes ........................................................................................... 18
Table 11-5 Cuttings side slopes ..................................................................................................... 18
Table 11-6: Right of way ................................................................................................................. 20
Table 11-7 Vertical Clearances for Electric wires and cables ........................................................ 21
Table 13-1: Width of footpath ......................................................................................................... 24
Table 13-2 : Return periods for calculating design discharges ...................................................... 26
Table 13-3 Type of lining of side drains ......................................................................................... 27
Table 16-1: Length of acceleration, deceleration lanes and tapers ............................................... 28
Table 24-1 Recommended design Parameters .............................................................................. 35
Table 24-2 : Coefficient of longitudinal friction ............................................................................... 36
Table 24-3 :Overtaking Distance Calculations ............................................................................... 37
Table 24-4 : Coefficient of lateral friction ........................................................................................ 38
viii
ABBREVIATIONS
AASHTO- Association of American State Highway and Transportation Officials.
AADT-Average Annual Daily Traffic
ADT-Average Daily Traffic
B.S.-Bikram Sambat
CE-Common Era
DOLIDAR-Department of Local Infrastructure Development and Agricultural Roads
DOR-Department of Roads
h-hour
IP-Intersection Point
IRC-Indian Roads Congress
km-kilometre
LOS-Level of Service
LRN-Local roads network
m-metre
NRS-Nepal Roads Standards
ORN-Overseas Road Notes
PCU-Passenger Car Unit
s-second
SRN-Strategic Roads Network
ix
1 INTRODUCTION
Nepal Road Standards -2027(Second Revision 2070), in short called NRS-2070, shall apply to all
Strategic Roads in rural areas being constructed within Nepal. For non-strategic (Local Roads)
and urban roads separate standards shall be considered.
With the objectives of achieving consistency in road design and construction, NRS was first
introduced by DOR in B.S. 2027 (1970 CE) and was revised in B.S 2045 (1988 CE).Minor
revisions were made in B.S 2051 (1994 CE) and in 1997 CE to incorporate certain changes,
which were relevant at the time of revisions. But those revisions were treated separately, not as
an official version of the NRS-2027.
Based on NRS (2027), standard design for roads and bridges including typical drawings were
prepared in 1978 CE. They are being used till now. The standard design prepared in 1978 CE
was based on the standard code of practice of that time.
Since then, there have been several revisions in design standards and specifications in Nepal and
also vast advancement in design and construction technology have occurred.
In the past, roads have been designed and constructed using either DOR standard guidelines or
using the design standard adopted by various aid agencies or consultants.
Due to non-uniformity in design and construction of roads and bridges, DOR has been facing
difficulties in maintenance and management of roads and bridges.
In this context and as demanded by the modern technological development, there is a need to
revise NRS-2027 and this is the second official revision.
2 SCOPE OF USE
These standards are to be applied for all roads being constructed in Nepal. These standards
apply mostly for non-urban roads (in open country outside built-up area.)
These requirements can be relaxed in some very difficult situations by the Government of Nepal.
Efforts in general should, however, be to aim at standards higher than the minimum indicated
here.
The geometric features of roads except cross sectional elements do not lend to stage
construction. Geometric deficiencies are costly and sometimes impossible to rectify later on due
to subsequent road development. Therefore, it is essential that geometric requirements should be
kept in view right in the beginning.
3 ROAD CLASSIFICATION
Roads in Nepal are classified as follows:
A. Administrative Classification
Administrative classification of roads is intended for assigning national importance and level of
government responsible for overall management and methods of financing. According to this
classification roads are classified into:
National Highways
Feeder Roads
District Roads and
Urban Roads
1
National Highways
National Highways are main roads connecting East to West and North to South of the Nation.
These serve directly the greater portion of the longer distance travel, provide consistently
higher level of service in terms of travel speeds, and bear the inter-community mobility. These
roads shall be the main arterial routes passing through the length and breadth of the country
as a whole. They are designated by letter ‘H’ followed by a two-digit number.
Feeder Roads
Feeder roads are important roads of localized nature. These serve the community's wide
interest and connect District Headquarters, Major economic centres, Tourism centres to
National Highways or other feeder roads. They are designated by letter ‘F’ followed by 3-digit
number.
District Roads
District Roads are important roads within a district serving areas of production and markets,
and connecting with each other or with the main highways.
Urban Roads
Urban Roads are the roads serving within the urban municipalities.
In Nepal the overall management of National Highways and Feeder Roads comes within the
responsibility of the Department of Roads (DOR). These roads are collectively called Strategic
Roads Network (SRN) roads. District Roads and Urban Roads are managed by Department of
Local Infrastructure Development and Agricultural Roads (DOLIDAR). These roads are
collectively called Local Roads Network (LRN) roads.
a
B.Technical/ Functional Classification
For assigning various geometric and technical parameters for design, roads are categorized into
classes as follows:
Class –I
Class I roads are the highest standard roads with divided carriageway and access control
(Expressways) with ADT of 20,000 PCU or more in 20 yrs perspective period.
Design speed adopted for design of this class of roads in plain terrain is120 km/h.
Class II
Class II roads are those with ADT of 5000-20000 PCU in 20 yrs perspective period.
Design speed adopted for design of this class of roads in plain terrain is 100 km/h.
Class III
Class III roads are those with ADT of 2000-5000 PCU in 20 yrs perspective period.
Design speed adopted for design of this class of roads in plain terrain is 80 km/h
a
Approximate equivalence with road classification in other countries is as follows: class I roads
correspond to expressways, class II –to arterial roads, class III-to collector roads and class IV-to
local roads.
2
Class IV
Class IV roads are those with ADT of less than 2000 PCU in 20 yrs perspective period.
Design speed adopted for design of this class of roads in plain terrain is 60 km/h
Design parameters for various classes of roads are given in Table 24-1.
For the design of roads the class of the road is taken as the basic deciding factor, which is
ascertained based on the traffic volume on the road. But an approximate correlation can be
established between the administrative and functional classifications of the roads as follows in
Table 3-1.
Table 3-1 :Approximate Correlation between administrative and functional classification
Plain and Rolling terrain Mountainous and steep terrain
National Highway I,II II,III
Feeder Roads II,III III,IV
4 TRAFFIC CHARACTERISTICS
4.1 Vehicle Dimensions

The maximum dimensions of vehicles considered for design of roads in Nepal are as follows:
Maximum Width, m 2.50
Maximum Height, m 4.75
Maximum Length, m 18.00
Maximum single axle load, kN 100
4.2 Equivalency Factors

It is not feasible to improve the standard of a road by very small increments and it is a standard
practice to design and construct new roads and improvement works to withstand the estimated
traffic at some future date.
In Nepal this forward period (perspective period) shall be 20 years, i.e. roads shall be designed
with a capacity sufficient to cater for the estimated traffic volume 20 years after the date of
completion of the works.
Different types of vehicles take up differing amounts of road space and have different speeds(For
geometric design) and impose differing loads on the road structure(For structural design).
It is, therefore, necessary to adopt a standard traffic unit to which other types of vehicles may be
related.
For geometric design of roads this standard is the 'Passenger Car Unit (PCU)' which is that of a
normal car (passenger car), light van or pick-up. Other types of vehicles are taken into account by
multiplying by the following equivalency factors.
3
Table 4-1 Vehicle types, Equivalency Factors
SN Vehicle Type Equivalency Factor
4 Bicycle,Motorcycle 0.5
1 Car, Auto Rickshaw, SUV,Light Van and Pick Up 1.0
2 Light (Mini) Truck, Tractor, Rickshaw 1.5
3 Truck,Bus,Minibus,Tractor with trailer 3.0
5 Non-motorized carts 6
5 CAPACITY AND LEVEL OF SERVICE

Among six Levels of Services (LOS) viz. ‘A’ to ‘F’ [see references 24.6 a] it is recommended to
adopt a LOS ‘B’ for the design capacity of roads.
Under this condition, traffic will experience congestion and inconvenience during some of the
peak hours, which may be acceptable.
Design capacity governs the number of lanes required for the design volume of traffic.
At the level of service B, volume of traffic will be around 45 percent of maximum capacity under
mixed traffic condition. Design traffic volume should be taken as the volume at the end of the
design life considering the equivalency factors as shown in Table 4-1.
Recommended design service volumes for single lane, intermediate lane, two lane and multi lane
roads are presented in Table 5-1
Table 5-1:Capacity of Roads, PCU/day
Mountainous
Plain Rolling
and steep
S.
Category Low High Low High Low High
No. curvature curvatur curvatur curvatur curvatur curvatur
(0-50 e (>50 e(0-100 e(>100 e(0-200 e(>200
deg/km) deg/km) deg/km) deg/km) deg/km) deg/km)
1 Single Lane Road(3.75 m) with good

quality shoulders at least 1.0m wide
2000 1900 1800 1700 1600 1400
2 Intermediate lane Road(5.5m) with
good quality shoulders at least 1.0m
wide 6000 5800 5700 5600 5200 4500
3 Double lane Road(7.0m) with good
quality shoulders at least 1.0m wide
15000 12500 11000 10000 7000 5000
4 Four lane road with a minimum 3.m
wide median
40000 35000 32500 30000 25000 20000
6 TERRAIN CLASSIFICATION
Geometric design of roads depends significantly on the terrain conditions. Economy in the design
usually dictates to change standards to suit the terrain.
4
Terrain is classified according to the percent slope of the country across road alignment (Table
6-1). Percent slope can be estimated by counting the number of 1m contours crossed by a 100m
long line. While classifying the terrain, short stretches of varying terrain should be ignored.
Table 6-1 Terrain Classification
S.No. Terrain Type Percent Cross Slope Degree
o o
1 Plain 0-10 0 – 5.7
o o
2 Rolling > 10-25 > 5.7 – 14
o o
3 Mountainous >25-60 > 14 – 31
o
4 Steep >60 > 31
7 DESIGN SPEED
Overall geometric design of a road is a function of design speed. Design speed is decided based
on the importance of the road (road class) and the type of terrain. The design speed to be
adopted for various classes of roads is given in Table 7-1
Table 7-1 Design Speeds, km/h
Road Class Plain Rolling Mountainous Steep
I 120 100 80 60
II 100 80 60 40
III 80 60 40 30
IV 60 40 30 20
Design speed should be the guiding criterion for geometric design of the road. But in very difficult
terrains and unavoidable circumstances design speed can be reduced to 75% of the values given
on the Table 7-1.
8 SIGHT DISTANCE
For safety it is necessary that sight distance of adequate length should be available to permit
drivers enough time and distance to control their vehicles. Sight distances are usually governed
by the distance required for stopping(stopping distance) and overtaking(overtaking distance).
8.1 Stopping Distance

(See also Annex 24.2.1 )
Stopping distance is the distance ahead needed by a driver to bring his vehicle to a complete stop
before meeting a stationary object in his path.
Stopping distance for various speeds are given in Table 8-1
Table 8-1: Stopping distance
Speed, km/h 20 30 40 60 80 100 120
Stopping Distance,m 20 30 50 80 130 190 260
5
8.2 Overtaking Distance
(See also Annex 24.2.2)
Overtaking distance is the minimum distance that should be available to the driver to overtake
another vehicle safely. Overtaking distances for various design speeds are given in Table 8-2
Table 8-2: Overtaking distance
Speed, km/h 40 60 80 100 120
Minimum Overtaking Distance,m 165 300 470 640 880
8.3 Application of sight distance standards

Normally attempts should be made to provide a sight distance equal to the overtaking distance in
as much length of the road as possible. Where this is not feasible a sight distance equal to twice
the stopping distance should be made available.
In no case should the visibility of the road ahead be less than stopping distance for multi lane
roads(>=2 lanes) and twice the stopping distance for single lane roads.
It is always recommended to provide visibility of road ahead to as much distance as possible.
For calculating the visibility of the road the driver’s eye is assumed to be located at 1.2m above
the road surface and any object lying on the roads surface to be 0.15m high.
8.4 Overtaking Zones

In stretches of roads where sufficient overtaking sight distance cannot be provided or on single
lane roads where overtaking or crossing opportunity is not available, overtaking or passing zones
shall be provided.
The width of the overtaking zone shall be the same as that of a minimum for two lane road.
Length of the overtaking zone shall be at least 3 times the overtaking distance on two and more
lane roads.
On single lane roads length of passing zones shall be at least 2 times the overtaking sight
distance.
On single lane roads overtaking/passing lanes should be provided at not more than 1km interval.
The start and end of overtaking zone shall be well informed by placing appropriate signs at least
stopping distance before the start and end of the zone.
9 HORIZONTAL ALIGNMENT
9.1 Radius of Horizontal Curves

(see also annex 24.2.2)
Minimum recommended values of radius of horizontal curves for various design speeds are given
below. However as far as site conditions permit largest possible values of radius should be used.
6
Table 9-1 Minimum radius of horizontal curves
Minimum Recommended Radius, m
When no From the comfort
Design
superelevation When Maximum criteria of
Road Class Speed,
provided(2.5% Superelevation of passengers(Max
km/h
camber i.e. negative 10% provided lateral force 15% of
superelevation) vertical force)
120 1730 600 760
I
100 870 370 530
II 80 440 210 340
III 60 200 110 190
IV 40 70 40 90
30 30 20 50
20 20 10 30
Some theoretical background for the selection of radius of horizontal curve is given in annex
24.2.2
9.2 Transition Curves or Spirals

(see also annex 24.4)
Transition curves are necessary to allow a vehicle smoothly enter the circular curve from straight
section and vice versa.
All horizontal curves with radius less than 1000m should be provided with transition curves.
When circular curves of very large radius (>1000m) are provided the effect of transition from
straight section to circular section becomes negligible and no transition curves are provided.
Clothoid curves (Euler’s spiral) with curvature changing linearly with the length are used for
transition curves.
a
Minimum length of transition curves should be as shown in Table 9-2
Table 9-2 Length of Transition Curves
Radius,m 20 30 50 60 80 100 150 200 250 300 400 500 1000
Length of transition 20 30 35 40 45 50 60 70 80 90 100 110 120
curve,m
When the shift value of the transition curve (see 24.4) is less than 0.25m no transition curve need
to be provided.
Details of combined circular and transition curves are given in annex 24.4
9.3 Hair pin Bends

In hilly areas it may become difficult to avoid bends where the direction of the road reverses.
Design criteria for such bends, commonly known as hair pin bends, are given below in Table 9-3.
a
The lengths of the spirals given on the table are applicable only when condition set by equation
24.5 is fulfilled
7
Table 9-3 Hair Pin bends design parametres
Minimum design speed 20km/h
Minimum Radius of curvature 15m
Minimum length of transition curve 15m
Maximum longitudinal gradient 4%
Maximum superelevation 10%
A minimum distance of 60m should be provided between successive bends of consecutive hair
pin bends.
At hair pin bends it is preferable to pave the road to the full width of the roadway.
9.4 Extrawidening
When a vehicle negotiates a horizontal curve the rear wheels do not exactly follow the path of the
front wheels. Their path is shifted towards the centre of the curve in relation to the front wheels’
path.
In curves the drivers of the vehicles have a tendency to keep a greater clearance between them
as compared to the straight sections of the road.
For the reasons mentioned above the width of carriageway of roads at the curves is made wider
than on the straight sections.
Value of extrawidening is adopted as shown below in Table 9-4
Table 9-4 Extrawidening on curves
Radius of
20 20-40 40-60 60-100 100-300 >300
curve,m
Single
lane 0.9 0.6 0.6 Nil Nil Nil
road
Double
Extra lane 1.5 1.5 1.2 0.9 0.6 Nil
width,m road
Multi
lane(n-
0.75n 0.75n 0.6n 0.45n 0.3n Nil
lane)
road
Extrawidening should be introduced gradually at an approximately uniform rate along the

transition curve. On curves having no transition two third of it should be attained before the start
of the circular curve and one third on the curve.
Extrawidening shall be applied on both sides of the carriageway, except that on hill roads it will be
preferable if the entire widening is done only on the inside. Similarly, the widening should be
provided only on the inside when the curve is plain circular and has no transition curve.
8
9.5 Set-Back Distance at Horizontal Curves
Adequate sight distance should be available across the inside of horizontal curves. Distance from
the road centre line within which the obstructions should be cleared to ensure the needed visibility
i.e. the “ set-back distance”, can be calculated from geometrical considerations as shown in
Figure 9-1
The set-back distance is calculated as follows:
m  R  ( R  n) cos  ... ... ... ... ... ... ... 9-1

Where,
S
 radians
2( R  n)
m-minimum set-back distance to sight obstruction in metres(measured from the centre line of
the road)
R-radius at the centre line of the road in metres
n-distance between the centre line of the road and the centre line of the inside lane in metres
S-sight distance in metres(measured along the centre line of the road)
Figure 9-1 Set Back Distance
10 VERTICAL ALIGNMENT
The vertical alignment of the road should provide for a smooth longitudinal profile without any
kinks and visual discontinuities in the profile. Grade changes in vertical alignments should be as
less frequent as possible.
9
10.1 Gradients
10.1.1 Maximum gradients

Vehicle operation cost is directly related with the longitudinal gradients, and so it is recommended
to adopt their values as small as possible.
Right from the early stage of alignment fixing, it should be born in mind that it becomes very
difficult to flatten the gradient at later stage.
Maximum gradient depends on the dynamic characteristics of commercial trucks, design speed
and maximum allowable reduction in speed during climbing up the gradient.
Considering these factors (weight to power ratio of trucks-120kg/kW, with a maximum reduction of
speed by 25 kmph below the design speed) maximum gradients for various design speeds shall
be as follows:
Table 10-1: Maximum gradients
Design Speed, km/h 20 30 40 60 80 100 120
Maximum Gradient,% 12 10 9 7 6 5 4
Minimum longitudinal gradients for longitudinal drainage purpose is 0.5%
10.1.2 Grade Compensations

Maximum value of longitudinal gradient shall be eased by 0.5% for each rise of 500m above
mean sea level.
Due to loss of tractive efforts of the vehicle on curves it is recommended to ease the gradients by
an amount calculated as follows:
30  R
Grade compensation (%)= ... ... ... ... ... ... ... 10-1
R
subject to a maximum of 75/R, where R-radius in m.
It is not necessary to compensate grades below 4%.
10.1.3 Maximum (critical) Length of Grade

a. Maximum length of road with a gradient should be limited to the following values:
Table 10-2: Maximum(critical) length of gradient
Gradient,% 4 5 6 7 9 10 12
Maximum(critical)
600 450 400 300 200 150 150
Length,m
10.2 Climbing Lanes

Climbing lanes are provided on road upgrades for slow moving heavy vehicles to allow drivers of
light vehicles to move without reducing speed when they encounter slow moving heavy vehicles.
Climbing lanes are to be provided if the length of the grade is such that a speed reduction of more
than 25kmph of fast moving vehicle occurs(see Table 10-2)
Climbing lanes are provided if the upgrade traffic flow is greater than 200 veh/hr and the upgrade
truck flow is higher than 20 veh/hr(in addition to the critical length requirements of above(b)).
10
Climbing lanes are generally not necessary on low traffic multilane highways.
Width of climbing lanes should be minimum 3.5m.Length should be such that these lanes start at
least 50m before the upgrade starts and should continue at least 100 m beyond it.
10.3 Emergency escape ramps

Emergency escape ramps are to be provided on long downgrade of a highway for use by trucks
that have lost control and cannot slow down. They are more effective if there is a horizontal curve
on long downgrade stretch.
The escape ramps should be made of sandpiles or loose aggregates with upwards gradients.
Length of the emergency ramp is found by following formula:
V2
L ... ... ... ... ... ... ... 10-2
254( F  i )
Where,
V-speed at the entrance, km/h
i -percent grade divided by 100

a
F -rolling resistance, expressed as equivalent percent gradient divided by 100
The alignment of the escape ramp should be tangent or on very flat curvature to minimize the
driver’s difficulty in controlling the vehicle.
Width of the ramp should be 3.5 m minimum.
a
Value of F depends on the rolling resistance of the piling material of the escape ramp. It should
be found by actual testing.
11
Figure 10-1: Emergency Escape Ramp
10.4 Vertical Curves

When two straight sections of a road in longitudinal profile meet at a point, vertical curves are
provided for smooth travel along the road.
The type of vertical curves is selected in such a way that the rate of change of grade throughout
the curve is uniform.
A quadratic parabola satisfies the above condition and should be used for vertical curves design.
If the convexity of the curve is upwards it is called a summit curve otherwise a valley curve.
12
a
Design of vertical curve is controlled by K-value and length of the curve (L-value).
K and L are related as follows:
L
K ... ... ... ... ... ... ... 10-3
A
Where,
K-maximum radius of curvature i.e. curvature at the vertex of the parabola of the vertical
curve divided by 100, m/%.
L-Length of the vertical curve,m
A- algebraic difference of longitudinal grades of the vertical alignment,%
10.4.1 Summit Curves

Minimum length of summit curve L is to be found from the consideration of providing a sight
distance(S) throughout the curve equal to stopping distance(Table 8-1) or overtaking
distance(Table 8-2) whichever gives the higher value.
From the consideration of providing sight distance equal to stopping distance the height of driver’s
eye and the object are taken as 1.2m and 0.15m above pavement surface respectively.
When sight distance(S) is less than L
AS 2
L ... ... ... ... ... ... ... 10-4
440
In this case
S2
K ... ... ... ... ... ... ... 10-5
440
When sight distance(S) is more than L
440
L  2S  ... ... ... ... ... ... ... 10-6
A
Where,
L-Length of summit curve ,m
A-Algebraic difference in approach grades,%
S- sight distance taken equal to the stopping distance, m
From the consideration of providing sight distance equal to the overtaking distance or twice the
stopping distance for single lane road (whichever is higher) with the height of driver’s eye 1.2 m
above pavement surface.
a
The physical meaning of K-value is the length of vertical curve per unit algebraic difference of
grades. It gives the minimum radius (i.e. radius at the vertex) of parabola if algebraic difference of
grades is expressed in absolute value and not in %.
13
When sight distance (S) is less than L
AS 2
L ... ... ... ... ... ... ... 10-7
960
In this case
S2
K ... ... ... ... ... ... ... 10-8
960
When sight distance (S) is more than L
960
L  2S  ... ... ... ... ... ... ... 10-9
A
Where,
S-overtaking distance or twice the stopping distance (whichever gives greater value), m
Higher of the values from (b) and (c) above should be taken for design.
Minimum length of the summit vertical curves should be taken from the graph on Figure 24-3.
It is easier to design vertical summit curve based on the K-value since it takes values of both L
and A into consideration (K=L/A). Minimum value of K for various design speeds are given below
in Table 10-3.
When the change of grade at vertical curve is very small it is always better to provide a vertical
curve as per the following table than not to provide at all.
Table 10-3: Minimum value of K for summit curves
Design Speed,km/h 20 30 40 60 80 100 120
K,m/% 2 4 29 94 231 427 807
10.4.2 Valley Curves

The length (L) and K-value of vertical valley curve should be selected based on the required night
visibility by the headlight of the vehicle of at least stopping distance as given on Table 8-1 or
based on the riding comfort of the passengers and overloading on the suspension system of the
automobile.
Minimum length of valley curve (L) from the consideration of night visibility of road surface by the
illumination by the head light is to be found as follows(taking 0.75m as height of mounting of head
o
light above pavement surface, and 2 as the angle of illumination of the headlight):
When stopping distance(S) is less than L
AS 2
L ... ... ... ... ... ... ... 10-10
150  3.5S 
In this case
14
S2
K ... ... ... ... ... ... ... 10-11
150  3.5S 
When stopping distance(S) is more than L
L  2S 
150  3.5S  ... ... ... ... ... ... ... 10-12
A
Where,
L-Length of valley curve ,m
S-stopping distance, m
Minimum length of valley curve (L) from the consideration of the riding comfort of the passengers
and overloading on the suspension system of the automobile is found as follows:
AV 2
L ... ... ... ... ... ... ... 10-13
390
V2
K ... ... ... ... ... ... ... 10-14
390
Where,
V-design speed in km/h
Higher of the values from (b) and (c) are to be adopted in the design.
Minimum length of the valley vertical curves should be taken from the graph on Figure 24-5.
As in the case of summit curve minimum value of K for valley curves for various design speeds
are given below in Table 10-4
When the change of grade at vertical curve is very small it is always better to provide a vertical
curve as per the following table than not to provide at all.
Table 10-4: Minimum value of K for valley curves
Design
20 30 40 60 80 100 120
Speed,km/h
K,m/% 3 6 17 42 111 236 441
11 ROAD CROSS SECTION ELEMENTS
11.1 Carriageway
The standard width of carriageway shall be as shown on the following table. Total width of
pavement shall be determined based on the volume of the traffic and capacity of each lane as
given on clause 5.
15
Table 11-1Width of Carriageways, m
Multilane pavements width per
Single lane road Intermediate lane
lane
3.75
(upto 3.0 m in difficult 5.5 3.5
terrain)
In case of single lane roads it is recommended to have two treated shoulders on either side to
make a total width of 5.5m of treated surface.
11.2 Shoulder
The width of shoulders on either side of the carriageway shall be at least 0.75m. Recommended
width of shoulder for various classes of roads is given below in Table 11-2.
For protection of pavement from water percolating under it from shoulder it is recommended to
treat at least a 0.50-0.75m wide strip of shoulder near the edge of the pavement with impervious
to water surfacing.
If a small gap(<1m) of untreated shoulder is formed between the edge of the pavement and edge
of the side drain in hill roads it is recommended to treat this gap with appropriate surface
treatment.
Table 11-2 Width of Shoulders, m
Road Class Class I Class II Class III Class IV
Minimum
3.75 2.5 2.0 1.5
shoulder width, m
For mountainous and steep terrains the above values can be reduced to a minimum value for a
lower class of the road but not less than 0.75m.
It is desirable that the color and texture of shoulders be different from those of the carriageway.
This contrast serves to clearly define the carriage way at all times, particularly at night and during
inclement weather, while discouraging the use of shoulders as additional through lanes.
Very wide shoulders (more than 3.75m wide) are also not desirable due to tendency of vehicles
misusing it as a carriageway.
11.3 Medians
For roads with 4 or more lanes, it is recommended to provide medians or traffic separators.
Medians should be as wide as possible.
A minimum median width of 5m is recommended. But a width of 3m can be adopted in areas
where land is restricted.
In mountainous and steep terrains maximum possible width of median dictated by the topography
should be provided. In such situations simple barriers may be provided to function as a median or
individual carriageways could be designed at different levels.
On long bridges and viaducts the width of the median may be reduced to 1.5m, but in no case this
should be less than 1.2m.
The median should be of uniform width in a particular section of the highway. However, where
changes are unavoidable, a transition of 1 in 20 must be provided.
16
11.4 Formation or Roadway Width
Formation width shall be a total of widths of carriageways, medians and shoulders as discussed
in previous paragraphs.
11.5 Camber
All straight sections of roads shall have a camber or crossfall as given on the Table 11-3.
On roads with undivided carriageways the camber shall be on both directions from the centre line
of the road. On roads with divided carriageways unidirectional camber can be provided.
However on some sections of hill roads with undivided carriageway a unidirectional camber can
be adopted. In this case the adverse effect of negative camber on movement of vehicles on
curves should be properly checked.
Table 11-3 Camber, %
Pavement type Cement Concrete Bituminous Gravel Earthen
Camber, % 1.5 to 2.0 2.5 4.0 5.0
On straight sections of roads, shoulders should have a higher crossfall than that of the
carriageway by 0.5%.
11.6 Superelevation
Superelevation is provided on horizontal curves. Value of superelevation is calculated using
following formula:
V2
e  f ... ... ... ... ... ... ... 11-1
127 R
Where,
e-value of superelevation, m/m
R-Radius of horizontal curve
V-Design Speed, km/h
f-co-efficient of lateral friction, depends on the vehicle speed and taken as in Table 24-4
Maximum superelevation to be provided is limited to:
 In plain and rolling terrain 7%
 In snow bound areas 7%

 In hilly areas not bound by snows 10%
Minimum value of superelevation should be equal to the rate of camber of the pavement.
The rate of introduction of superelevation (i.e. longitudinal grade developed at the pavement edge
compared to through grade along the centre line) should be such as not to cause discomfort to
travelers or to make the road unsightly.
Rate of change of the outer edge of the pavement should not be steeper than 1 in 150 in plain
and rolling terrain and 1 in 60 in mountainous and steep terrain in comparison with the grade of
the centre line.
17
11.7 Side slopes
Side slopes of embankment and cuttings depend on the type of fill/cut materials and height/depth
of filling/cutting.
Recommended side slopes for embankments are given below. But wherever possible flatter
slopes are recommended for aesthetic reason and traffic safety.
Table 11-4: Embankment Side Slopes
Height, m Side Slope(vertical:horizontal)
<1.5 1:4
1.5-3.0 1:3
3.0-4.5 1:2.5
4.5-12.0 1:2
>12.0 Design specially
If natural cross slope of the ground is more than 1:5 then the ground should be cut with more than
2m wide horizontal steps.
Recommended values of side slopes in cutting are given in Table 11-5
Table 11-5 Cuttings side slopes
Soil type Side Slope(vertical:horizontal)
Ordinary Soil 1:2 to 1:1

1 1
Disintegrated rock or conglomerate 1: /2 to 1: /4
1 1
Soft rock, shale 1: /4 to 1: /8
1 1
Medium Rock 1: /12 to 1: /16
Hard Rock Almost vertical
18
11.8 Typical Cross Sections
19
Figure 11-1: Road sections
11.9 Right of Way and Clearances
11.9.1 Right Of Way

Right of way for different types of roads shall be as follows:
Table 11-6: Right of way
Road Type Total Right of Way,m
Highways 50
Feeder Roads 30
District Roads 20
11.9.2 Lateral clearances

For a single carriageway road that goes through an underpass, whole width of the roadway
(carriageway plus shoulder widths) should be cleared in lateral direction.
If footpaths are provided minimum lateral clearance should be width of footpath plus 1.0 m.
20
On roads with divided carriageway, left hand side lateral clearance should be as given on (a.) and
(b.) above.
Right hand side clearance should be 2.0 m (desirable) with 1.5m minimum.
11.9.3 Vertical clearances

A vertical clearance of 5.0m measured from the crown of the road surface shall be provided for
whole roadway width on all roads. No obstructions shall be made on this space.
Vertical clearance for high voltage electric cables from the road surface shall be as shown in
Table 11-7
Table 11-7 Vertical Clearances for Electric wires and cables
Voltage,kV Minimum Vertical Clearance,m
1 6
110 7
132 7.5
220 8
330 8.5
550 9
720 16
12 TRAFFIC SIGNS AND SAFETY

All traffic signs and road markings shall be as per the “Traffic Signs Manuals Vol-I and Vol II”
published by the DOR with amendments made thereafter. Road safety notes published by the
DOR shall be consulted.
13 MISCELLANEOUS ROAD APPERTUANCES
13.1 Guard Rails and Safety Barriers

Guard Rails and safety barriers are provided in places where serious damage to vehicle and
people may occur when an out of control vehicle may leave the roadway or hit other objects.
Road edge barriers are provided near the edge of the road with steep slopes (more than 1:4) or
there is a drop of more than 3m or on the outer edge of sharp horizontal curves to protect the
vehicles from falling off.
They are provided to protect the vehicle from hitting roadside objects e.g. overhead bridge piers,
large sign posts, large trees, walls, ends of bridge parapets located near the edge of the
carriageway.
Usually flexible type steel wire rope barriers or semi-rigid type steel beam barriers or rigid type
RCC barriers are used as barriers.
Median Barriers are provided along the edge of medians on divided highways to protect the traffic
on both carriageways to cross-over the median and prevent head-on collisions or hitting other
objects on the medians.
Road Safety Notes published by the Department of Roads should be consulted for selection and
installation of safety barriers.
21
Figure 13-1: Safety Barriers
13.2 Road Humps

No road humps shall be provided on road located in non urban areas. They can be provided on
slow speed roads (speed <30 kmph, only on class IV roads) on some urban areas if their
necessity is justified.
The width of the hump shall not be less than 3.7m.It should have a parabolic shape as shown on
the figure with maximum height of 0.1m at the crown.
The faces of the humps shall be painted with 200 mm wide alternating black and white stripes at
45 deg slopes.
22
Figure 13-2 Road Hump
13.3 Bicycle Tracks

In all roads with ADT of more than 4000 PCU and movement of bicycles more than 1000 nos/day
bicycle tracks should be constructed. The minimum width of each lane of the bicycle track should
be 1.2m for each direction of movement.
The track should be constructed on a separate formation or at least 1 m away from the edge of
the roadway.
13.4 Pedestrian Facilities
13.4.1 Footpaths
Provision of footpaths should be made on all roads passing through populated areas.
On high traffic non-urban roads footpaths should be constructed outside of the roadway on
separate formation or buffer areas should be established so as to separate them from the
carriage way.
Width of the footpath depends on the volume of anticipated pedestrian traffic. But a minimum
width of 1.5 m is required.
In case of narrow footpaths(<1.8m wide) a passing zone of a minimum width of 1.8m and length
of 2.0 m is to be provided at every 50m or less for passing of two wheelchairs.
The minimum width of footpaths for various volumes of pedestrian traffic should be as shown in
Table 13-1
23
Table 13-1: Width of footpath
Hourly Design Flow(bothways) of 15 min peak

Footpath width,m
period
Upto 500 1.5
500-1500 2.0
1500-2500 2.5
2500-3500 3.0
13.4.2 Pedestrian Crossings

Grade separated pedestrian crossings should be provided where pedestrian volume, traffic
volume, intersection capacity, and other conditions favor their use, although their specific location
and design require individual study.
They may be warranted where there are heavy peak pedestrian movements, such as at central
business districts, factories, schools, or athletic fields, in combination with moderate to heavy
vehicular traffic or where unusual risk or inconvenience to pedestrians would otherwise result.
Overpass/underpass crossings should be easier to use(than directly crossing the road), well
lighted to enhance the sense of security and well ventilated(especially on long underpasses).
Walkways for pedestrian separations should have a minimum width of 2.5 m. Greater widths may
be needed where there are exceptionally high volumes of pedestrian traffic.
Overpasses should have a minimum vertical clearance of 5.0m and underpasses 2.5m.
All overpass/underpass pedestrian crossings should be provided with ramp for wheelchairs or
other alternative measures (e.g. lifts) for comfortable movement of disabled people. Maximum
grade on the ramps should not be steeper than 8%.
13.5 Bus Lay Bys

To be fully effective, bus lay bys should incorporate:
 a deceleration lane or taper to permit easy entrance to the loading area,
 a standing space sufficiently long to accommodate the maximum number of vehicles
expected to occupy the space at one time, and
 a merging lane to enable easy reentry into the carriage way.
A taper of about 5:1, longitudinal to transverse, is a desirable minimum for deceleration lane
The standing space should provide about 15 m of length for each bus.
The width of standing space should be at least 3.0 m and preferably 3.75 m.
The merging or reentry taper may be somewhat more abrupt than the deceleration taper but,
preferably, should not be sharper than 3:1.
If bus lay bys are located near the intersections, it is preferable to locate them on departure
side(far side) of the intersection.
24
Figure 13-3 :Bus Lay Bys Plan
13.6 Curbs
Curbs are classified as “Barrier” or vertical type (with vertical road side face) and “Mountable” or
sloping type(with sloping roadside face).
The height of curbs ranges from 10 to 20 cm.
Barrier curbs are designed to discourage vehicles leaving the pavement. Mountable curbs are
provided at medians or channelizing islands.
Vertical curbs should not be used along freeways or other high-speed roads.
Design may vary in shape or size. But they should be good in appearance and strong.
Some recommended designs are shown in Figure 13-4
Figure 13-4 Typical curb designs
25
13.7 Road Lighting
Rural highways should be designed with an open cross section and horizontal and vertical
alignment of a fairly high type. Accordingly, they offer an opportunity for near maximum use of
vehicle headlights, resulting in reduced justification for fixed highway lighting.
Provision of artificial lighting should be made on all roads near populated areas, on major bridges,
bus stops, roads and railroads intersections (up to a distance of 250m from the point of
intersections), tunnels and approaches to them and toll plazas.
Light mounting poles should be at least 9m high(but mounting heights of 10 to 15 m are usually
preferable). They should be located outside the edge of the roadway or on wide central medians.
Level of illumination should be 30 lux on important high speed roads and 15 lux on other main
roads.
The ratio of minimum to average illuminations should be about 0.4.
13.8 Road Drainage

For long life of pavement and other components of a highway system, the subgrade should be
kept at optimum moisture level and avoided to be over wetted.
Water should be drained away from the road and ground surface as well as under the surface by
a system of surface and subsurface drainage.
Surface Drainage
Water is drained from the road surface with adequate camber of both the carriageway and the
shoulder.
Road side drains are provided in all cut sections to remove water in the longitudinal direction.
Toe-of-slope road side drains are constructed in low fill(<0.8m filling height) sections to convey
water away to water courses
Intercepting or catch water drains are placed on back of the top of cut slopes to intercept surface
water. Distance of these drains from the edge of the cutting should not be less than 5m.
Flumes are provided to carry collected water down deep cuts or high fill slopes.
Drains should be provided with minimum 0.5% longitudinal grade.
Trapezoidal shape of drains is preferred.
For calculating design discharge on roadside drains following return periods should be taken.
Table 13-2 : Return periods for calculating design discharges
Road Class I and II III IV
Return Period in 50 33 25
years
Outlets from the side drains should be provided at no more than 500m intervals.
Sides and bottoms of the drains should be lined according to the longitudinal slope of the drain as
shown in Table 13-3.Size of the drain should be worked out based on the discharge, longitudinal
slope and type of lining.
26
Table 13-3 Type of lining of side drains
Longitudinal slopes,%
Type of lining
Sandy Soil Clayey Soil
No lining required <1 <2
Grass turfing 1~3 2~3
Stone Rip
3~5 3~5
Rap,masonry,concrete
Stepping >5 >5
Subsurface Drainage
Subsurface water table should always be kept 1 to 1.2 m below the subgrade level to protect
pavement layers from excessive moisture.
If it is difficult to achieve the above difference in levels, subsurface drains need to be provided.
To save road subgrade from detrimental effects of moisture from the capillary rise of water a layer
of granular materials is provided between the subgrade and the highest level of subsurface water.
Sometimes geotextiles are laid over the subgrade soil to stop the migration of small clay particles
upwards that increase the capillary rise of water to the pavement.
Subsurface drains are constructed with 150mm-200mm dia perforated pipes with well designed
filter material around them and subsequently wrapped by geotextile with adequate longitudinal
slopes. Numbers and spacing of subsurface drains should be decided by the design.
14 ACCESS CONTROL
For smooth flow of traffic and reducing ribbon development on non-urban highways number of
accesses to it from side roads should be restricted.
No direct access is allowed on class I roads.
Access to private property from class II, III and IV roads should not be at less than 300m interval.
If parallel service road (frontage road) is provided the connection from these roads to highways
should not be at less than 750m interval.
15 PAVEMENT
The selection of pavement type is determined based on the traffic volume and composition, soil
characteristics, weather, performance of pavements in the area, availability of materials, energy
conservation, initial cost, and the overall annual maintenance and service-life cost.
Pavement surface type provided should be consistent with the selected design speed for the
highway.
For selection and design of road pavements guidelines published by the Department of Roads
shall be followed.
27
16 ROAD INTERSECTIONS
16.1 Acceleration Deceleration (speed-change) Lanes

For facilitating change of speed by vehicles diverging from or merging into high speed roads
acceleration and deceleration lanes are provided.
Acceleration and Deceleration lanes are provided at intersections, at bus stops, at fueling and
servicing stations and at resting spots.
These lanes are provided when future traffic on them is expected to be more than ADT of 1000
PCU.
The width of these lanes is kept the same as the lane width of the highway.
At the place of merging and diverging these lanes are provided with taper.
Figure 16-1: Deceleration(a) and Acceleration(b) Lanes

Lengths of acceleration and deceleration lanes are kept equal to the distance required for the
2
vehicle to increase the speed from 20km/h to the design speed with an acceleration of 1m/s and
2
reduce the speed from the design speed to a speed of 20km/h with a deceleration of 2m/s
respectively.
Based on the above the length of acceleration and deceleration lanes and length of taper for
various design speed is given in Table 16-1
Table 16-1: Length of acceleration, deceleration lanes and tapers
Design Speed, Length of Length of Length of

km/h Accelerating decelerating taper,m
Lane,m lanes,m
60 130 70 30
80 240 120 60
100 370 190 70
120 540 270 80
28
16.2 Types of intersections
Intersections may be at grade (roads crossing at the same level) or grade separated(roads
crossing at different levels).
Grade separated intersections with ramps are called interchanges. They may be simple without
any ramps.
Type of intersection depends on the volume of traffic on crossing roads and angle of crossing.
Intersection at grade is not allowed when one of the crossing roads is a class I road.
Roads should cross each other at right angle as far as possible
Approach sections of intersecting grades should not be steeper than 4%.
Detailed design for each intersection should be carried out separately.
For a general guidance following graph can be used to select the type of intersections.
ADT on secondary road,PCU
1. Simple intersection
2. With channelizing islands on secondary road
3. With channelizing islands on both roads
4. Grade separated intersections
ADT on main road,PCU
Figure 16-2: Intersection type selection
17 STRUCTURES
17.1 Bridges, culverts and other cross drainage structures

Cross drainage structures having length of more than 6m are called bridges.
Other cross drainage structures are culverts, causeways (simple) and vented causeways.
These structures shall be designed and constructed as per Nepal Bridge Standards-2067 with
revisions, if any.
The full width for the approach roadway should be provided across all new bridges.
17.2 Retaining Walls

On steep cross slopes of hills, volume of filling may be considerably high and cutting slopes are
unstable.
To minimize the volume of fillings and to stabilize the slopes retaining walls are constructed.
29
Retaining walls are designed to withstand the lateral pressure from the soil or the filling materials
so as to be stable against overturning, sliding, foundation failure due to excessive bearing
pressure with adequate structural strength.
Vehicle load is replaced by an equivalent surcharge of additional height of filling materials for
design.
When the height of retaining walls becomes large, overpass or half-bridges are constructed.
17.3 Road Tunnels

Although road tunnels are very costly, they are often constructed if after rigorous economic
analysis they substantially reduce the cost of construction, maintenance and vehicle operation
costs of roads especially on hilly areas.
Highway tunnels are usually constructed either by mining method or cut and cover method.
Tunnels are usually constructed with two lanes. In four lane roads two separate two lane tunnels
are constructed.
The minimum roadway width between curbs should be at least 0.6 m greater than the approach
carriageway, but not less than 7.2m.
The curb or sidewalk should be 0.5m minimum on either side of the pavement.
The total clearance between walls of a two lane tunnel should be a minimum of 9 m
Minimum vertical clearances inside the tunnels should be 5.0m.
Tunnels should be as shortest as possible.
As far as possible tunnels should be constructed with straight horizontal alignment which
simplifies the construction, reduces the cost and it is easy to provide adequate sight distance on
tunnels.
Vertical alignment of the tunnel should be decided based on the economic balance between
construction costs and operating and maintenance expenses.
Ventilation costs depend on length, grades, natural and vehicle-induced ventilation, type of
system, and air quality constraints.
Maximum gradient of the road in tunnels should be 4% and minimum 0.4%(From drainage
consideration)
Tunnels of length less than 300m are constructed with one directional gradient and more than 300
m with two way grades with maximum height at the centre.
Tunnels of more than 150m length should be provided with artificial ventilation.
Maximum speed of air inside the tunnels(without considering the motion of air due to movement
of vehicles) from artificial ventilation should be 6m/s.
Tunnels of more than 300m length on straight sections or 150m on curved sections of non-urban
roads or all tunnels on urban roads should be illuminated with artificial lighting.
Illumination of tunnels at the level of carriageway should not be less than:
 30 lux at night
 400-750 lux during day time near the portals and 30 lux at the middle.
Illumination of tunnels should be changed gradually from entrance to the interior so as to provide
smooth light adaptation. To achieve this, sometimes the entrance of the tunnel is located on slight
horizontal curvature or covered by gratings.
30
Minimum and desirable clearances for tunnel are shown in Figure 17-1
Figure 17-1Typical tunnel clearances
18 MAINTENANCE
Maintenance of Road should be carried out as per the guidelines provided by the DOR(Routine,
Recurrent, Periodic, Rehabilitation and Reconstruction).
19 AESTHETICS AND LANDSCAPE DESIGN

Following rules for aesthetic and landscape design of highways should be followed during design:
Road alignment should be consistent throughout without any sudden change of design standards.
Radii of curves should be selected as high as possible. Sharp curves should be avoided on high ,
long fills.
Length of horizontal curves should be long enough to avoid the appearance of a kink.
2
Parametre A (where A =RL, R-radius of horizontal curve,L-length of transition curve) of the
clothoid for transition curve should be within 0.4R to 1.4R. Length of transition curve should not
be less than ¼ of the length of the circular curve.
31
Horizontal and vertical alignments of the road should not be designed independently but in
coordination with each other so as to produce a smoothly flowing line that is nicely blended with
the surrounding ground contour. Proper coordination in this respect will ensure safety, improve
utility of highway and contribute to overall aesthetics.
Length of straight sections and curved sections in the plan must be almost equal.
Maximum length of straight sections in plan should be limited to 3-5km
Two curves in the same direction separated by a short straight should be avoided.
Compound curves should be avoided as far as possible.
As far as possible horizontal and vertical curves should be overlapped. It is desirable that
horizontal curve be slightly longer than vertical curve. The IP’s of horizontal and vertical curves
should be offset to a distance not more than ¼ of the length of shorter of these curves.
Sharp horizontal curve should be avoided at or near the apex of the pronounced vertical curves.
The minimum radius of the sag vertical curve(100 times K-value) should be at least 6 times the
radius of overlapping horizontal curve.
Ends of horizontal curves should not coincide with the beginnings of vertical curves.
Sharp vertical curves at the end of long straight sections or curved sections of large radius should
be avoided.
It is recommended to evaluate the spatial smoothness of the designed road by constructing the
perspective views simulating the views that would be seen by the driver on the road after
construction.
A general rule for the designer is to achieve a “flowing” line, with a natural and smooth
appearance on the land, and a sensuous, rhythmic continuity for the driver. This effect results
from following the natural contours of the land, using graceful and gradual horizontal and vertical
transitions, and relating the alignment to permanent features of the landscape such as rivers or
mountains.
In many multilane hill roads, there is a potential for designing a divided highway with independent
horizontal and vertical alignments for each direction of traffic with minimization of adverse effects
on environment.
20 ROADSIDE ARBORICULTURE
Roadside plantation of trees and shrubs should be encouraged as far as possible on all urban
and non-urban roads
For roadside plantation ornamental and flowering species are selected.
Trees are usually planted on roadsides and shrubs are planted on medians for good visibility.
Wide crowned trees are not preferred for roadside plantation.
Crown of the trees planted on roadsides should not go beyond the edges of the pavements.
In rural open areas it is desirable to plant trees at a distance of 12m from the edge of
carriageways.
Selection of species and their architectural composition with the surrounding landscape should be
entitled to specialized landscape designers, architects and professionals in this field.
32
21 ENVIRONMENTAL CONSIDERATION
All roads should be designed and constructed with proper assessment of all Environmental and
Social aspects and their impacts.
Environment Protection Acts and Rules of Government of Nepal should be followed.
All design elements of highways should properly blend with the surrounding elements of nature.
Road alignment should avoid preserved zones like national parks, historical monuments and
other sensitive to flora, fauna and people.
Highways should be located away from the populated areas so as to minimize the disturbance to
people from construction activities and noise from moving vehicles.
As far as possible road alignments should be located on wind leeward (opposite to windward)
side of the populated areas so as to minimize the effect of dust and smoke pollution during
construction and vehicle movement.
Proper provisions of path should be made for migration of animals across the roads located in
forest areas.In access controlled highways provisions of under/overpass bridges for movement of
people should be made at required intervals.
Provisions of sound barriers should be made on roads passing through populated areas.
Removal of top soil before road construction should be done and used for land recultivation,
reclamation and road slope stabilizations.
Bio-engineering techniques should be applied on road slope stabilization.
Road side arboriculture should be implemented.
Road embankments should be constructed using imported materials as far as possible. Road side
excavation and burrow pits should not be encouraged especially on highly fertile lands.
Quarries for construction materials should be properly managed and provisions for reinstatement
to an acceptable condition should be made in the project.
Dust/smoke producing pavement technology shall not be adopted near populated areas.
22 ROADSIDE SERVICE FACILITIES

Location and general design of gas filling stations along the highways and their spacings should
be as per the guidelines published by the Department of Roads.
Highway motels, camping stations and technical service centres should be provided preferably at
50-100km distances.
Telephone booths should be provided at least at 20 km distance.
Highway police control rooms, and emergency medical service centres should be provided on
highways.
In order to permit the motorists to easily leave the roadway for vehicle inspection, scenic lookouts
and rests, a number of lay-bys, parking lots and recreational areas should be provided on
highways.
Recreational areas should be set out away from the main highway separating by a dividing strip
planted with tall trees that attenuate the vehicular noise from the adjacent highway. They should
be located on scenic sites e.g. mountain pass, top of a hill or other sites with pleasant view of
nature. They should be provided with wash rooms, public toilets and drinking water facilities.
33
23 GLOSSARY
Average Daily Traffic (ADT)- ADT is the total volume of traffic across a road section during a
given time period (in whole days), greater than one day and less than one year, divided by the
number of days in that time period.
Bridge- A high level cross drainage structure across the roads with more than 6m length.
Bus lay by- A bus lay-by (also called bus turnout) is a special zone on the side of the main
roadway for primarily buses to stop in order to pick up and drop off passengers.
Design Speed-It is the maximum safe speed that can be maintained over a specified section of
highway when conditions are so favorable that the design features of the highway govern
Camber-Transverse slope given to the road surface to facilitate drainage.
Carriageway- The portion of the roadway for the movement of vehicles, exclusive of shoulders
Climbing Lane-It is an extra lane in the upgrade direction of a highway for use by heavy vehicles
whose speeds are significantly reduced by the grade
Culvert- A cross drainage structure on the road usually less than 6m length.
Formation or Subgrade- It is the top surface of the embankment or cutting where the roadway
rests
Lateral Clearance-It is the horizontal distance between the extreme edge of the carriageway to
the face of the structure
Level of Service (LOS)-It is a qualitative measure describing operational conditions within a
traffic stream and their perception by drivers/passengers.
Lux- is the SI unit of luminance, measuring luminous flux per unit area. It is equal to one lumen
per square metre. It can be understood as a measure of the total "amount" of visible light present,
per unit area of a surface.
Medians-That portion of a divided highway separating the traveled ways for traffic in opposite
directions including inside shoulders.
Right of Way-A general term denoting land, property of interest therein, usually in a strip,
acquired for or devoted to transportation purposes.
Roadway: The portion of a highway, including shoulders, for vehicular use. A divided highway
has two or more roadways.
Shoulder- A shoulder is the portion of the roadway contiguous with the carriageway that
accommodates stopped vehicles, emergency use, and lateral support of subbase, base, and
surface courses.
Superelevation-One sided transverse slope given to the pavement surface on curved sections of
the road
Vertical Clearance-It is the height above the highest point of the carriageway to the lowest point
of overhead structure.
34
24 ANNEXES
24.1 Recommended Design Parameters for various classes of Roads

Table 24-1 Recommended design Parameters
Road Class
Design Parameter Remarks
I II III IV
Design Capacity, PCU
>20000 5000-20000 2000-5000 <2000 For LOS ‘B’
day
P-120, P-100 P -80 P-600
R -100 R-80 R-60 R -400
Design speed, km/h
M-80 M-60 M-40 M-30
S-60 S-40 S-30 S-20
No. of lanes 4 min. >=2 2 <2
a
Lane width,m 3.5 3.5 3.5 3.75 or 5.5
Shoulder P, R-3.75 P, R-2.5 P, R-2.0 P, R-1.5
width(minimum),m M,S-2.5 M,S-2.0 M,S-1.0 M,S-0.75
5.0 (3.0 in
restricted
areas)
Recommended
Viaducts and - - -
Median width,m
bridges-1.5
Absolute
minimum-1.2
Minimum radius of hor. P-1730 P-870 P-440 P-200
Curve(when R-870 R-440 R-200 R-70
See Table 9-1
superelevation is not M-440 M-200 M-70 M-30
provided) ,m S-200 S-70 S-30 S-20
P-807/441 P-427/236 P-231/111 P-94/42
Minimum K- value for
R-427/236 R-231/111 R-94/42 R-29/17 See Table 10-3
vertical
M-231/111 M-94/42 M-29/17 M-4/6 See Table 10-4
curves(summit/valley)
S-94/42 S-29/17 S-4/6 S-2/3
P-4 P-5 P-6 P-7
Maximum longitudinal R-5 R-6 R-7 R-9
See Table 10-1
gradient,% M-6 M-7 M-9 M-10
S-7 S-9 S-10 S-12
P-Plain,R-Rolling,M-Mountainous,S-Steep
a
3.0 m in difficult situations
35
24.2 Sight Distance Formulas
24.2.1 Stopping Distance

Stopping distance is calculated as a sum of the:
a) distance travelled by the vehicle during perception and brake reaction time(first term in
equation 24.1) and
b) the braking distance(second term in equation 24.1)
Vt V2
S  ... ... ... ... ... ... ... 24-1
3.6 254
Where,
V-design speed
t-perception and brake reaction time, taken as 2.5 s
 - co-efficient of longitudinal friction, depends on the speed (taken as per Table 24-2)
Table 24-2 : Coefficient of longitudinal friction
Speed(km/h) 
20 0.40
30 0.39
40 0.39
60 0.38
80 0.36
100 0.35
120 0.34
24.2.2 Overtaking Distance

Overtaking distance is calculated considering the optimum condition in which the overtaking driver
can follow the vehicle ahead for a short time while he assesses his chances for overtaking, pulls
out his vehicle, overtakes the other vehicle at design speed of the highway, and returns to his own
lane before meeting any oncoming vehicle from the opposite direction travelling at the same
speed.
Time components for various maneuvers and corresponding overtaking distances are given
below in Table 24-3
36
Table 24-3 :Overtaking Distance Calculations
Time Components,s
Overtaking
Speed, km/h For
For Opposing Distance,m
Overtaking Total
Vehicle
Maneuvers
40 9 6 15 165
60 10.8 7.2 18 300
80 12.5 8.5 21 470
100 14 9 23 640
120 16 10 26 880
24.3 Horizontal Curve

Radius of horizontal curve is selected based on the following criteria:
 The centrifugal force developed on the vehicle negotiating a horizontal curve should not
be more than the balancing force of friction and superelevation.
 The vehicle should be stable against overturning.
 The road should be visible to a sufficient distance that is illuminated in a horizontal plane
by the headlight of the vehicle during night driving time.
 The visibility of the road ahead should not be obstructed by objects on the inner side of
the horizontal curve.
 The wear and tear of vehicle tires should be minimum.
 Passengers and drivers of the vehicle should not feel excessive lateral force from the
view point of comfort of travel.
Among all above criteria the first one usually governs in the road design.
Radius of horizontal curves is decided in such a way that the centrifugal force acting on the
vehicle is balanced by superelevation and side friction.
Basic equation for finding the radius of horizontal curve from the condition of equilibrium of
centrifugal force, superelevation and friction is given below:
V2
R ... ... ... ... ... ... ... 24-2
127(e  f )
Where,
R-Radius of Horizontal Curves, m
V-Design speed in km/h
e- Superelevation provided
f- co-efficient of lateral friction, depends on the speed (taken as per Table 24-4)
37
Table 24-4 : Coefficient of lateral friction
Speed(km/h) f
120 0.09
100 0.12
80 0.14
60 0.17
40 0.23
30 0.28
20 0.33
Radius of curve calculated from the above consideration usually gives a very sharp curve. As a
consequence passengers travelling on such curves experience discomfort with high lateral force
acting on their body.
So where site conditions permit it is recommended that radius of horizontal curve be decided
based on the lateral force acting on the passenger caused by the centrifugal force thereby limiting
the ratio of lateral to vertical forces to 0.15.
From the consideration of passengers comfort
V2
R ... ... ... ... ... ... ... 24-3
20
Where,
R-Radius of Horizontal Curve, m
V-Design speed in km/h
24.4 Elements of a Clothoid

Length of transition curves is decided based on the allowable rate of change of centrifugal
acceleration acting on the vehicle so that the driver can steer the vehicle easily from straight
section to a circular curve section of the road.
V3
L ... ... ... ... ... ... ... 24-4
47CR
Where,
L = minimum length of spiral, m;
V = speed, km/h;
R = curve radius, m;
80
C = rate of increase of lateral acceleration, m/s ( C
3
 , subject to the condition
75  V
0.5  C  0.8 )
It is not possible to place a transition curve between straight and circular sections if following
condition is not fulfilled
L  R ... ... ... ... ... ... ... 24-5

Where,
L-length of the spiral,m
38
 -Deflection angle, in radians
R-Radius of circular curve,m
Since  is always less than  , from the above it follows that
L  R ... ... ... ... ... ... ... 24-6 i.e L cannot be more than R .
No transition curve is required if the lateral shift (S in Figure 24-1) of the circular curve due to
transition curve is less than 0.25m.i.e.
L2
 0.25 ... ... ... ... ... ... ... 24-7
24 R
Where,
L-length of the spiral,m
R-Radius of circular curve,m
Figure 24-1: Elements of a transition or spiral curve

Notations to Figure 24-1:
BC-Beginning of the curve
EC-End of the curve
BCC-Beginning of the circular curve
ECC-End of the circular curve
R-Radius of the circular curve
xs,ys- abscissa and ordinate of any point on the spiral(origin of coordinates at tangent point or BC
with direction of abscissa towards IP)
39
l- length of the spiral from BC to the current point(xs,ys)
xc,yc-abscissa and ordinate of any point on the circular curve(origin of coordinates at the BCC with
direction of abscissa along the tangent at that point)
L-length of the spiral
T- tangent length
IP-Intersection point
Lc-length of the circular curve
s-shift of the spiral
 -Deflection angle
 -angle of the spiral
Coordinates of points along the spiral are found as follows:
l5 l9
xs  l   ... ... ... ... ... ... ... 24-8
40 A4 3456 A8
l3 l7 l11
ys    ... ... ... ... ... ... ... 24-9
6 A2 336 A6 42240 A10
Where,
A  RL -Parametre of the spiral

Length of the circular curve equals(  in radians)
 L
Lc  R    ... ... ... ... ... ... ... 24-10
 R
Coordinates of circular curve are calculated as follows
 l 
xc  R sin c  ... ... ... ... ... ... ... 24-11
 R
 l 
yc  R1  cos c  ... ... ... ... ... ... ... 24-12
 R
Shift s equals
L2
s ... ... ... ... ... ... ... 24-13
24 R
Angle of the spiral  (in radians) equals
L
 ... ... ... ... ... ... ... 24-14
2R
Length of the tangent T equals
40
 L L3
T  R tan   ... ... ... ... ... ... ... 24-15
2 2 1280 R 2
24.5 Summit Curve

The length (L) and K-value of vertical summit curve should be selected based on
 the required visibility of at least stopping distance as given on Table 8-1. For this purpose
the driver’s eye is assumed to be located at 1.2 m above the road surface and any object
lying on the roads surface to be 0.15m high.
 the required visibility of at least overtaking distance as given on Table 8-2 or twice the
stopping distance. For this purpose the driver’s eye is assumed to be located at 1.2 m
above the road surface.
When S<L
h1=1.2m
h2=0.15m for stopping sight distance
h2=1.2m for overtaking sight distance
When S>L
h1=1.2m
h2=0.15m for stopping sight distance
h2=1.2m for overtaking sight distance
Figure 24-2: Summit Curve

Minimum length of summit curve from the consideration of stopping distance is to be found as
follows:
 When stopping distance(S) is less than L
AS 2 AS 2
L i.e. L  ... ... ... ... ... ... ... 24-16

200 h1  h2 2
440
 When stopping distance(S) is more than L
L  2S 
200 h1  h2  2
i.e. L  2S 
440
... ... ... ... ... ... ... 24-17
A A
Where,
41
h1-height of driver’s eye above the pavement surface, m(taken as 1.2m)
h2-height of object above the pavement surface, m(taken as 0.15m)
Minimum length of summit curve from the consideration of overtaking distance and twice the
stopping distance is to be found as follows:
 When overtaking distance or twice the stopping distance (whichever is higher)(S) is
less than L
AS 2 AS 2
L i.e. L  ... ... ... ... ... ... ... 24-18

200 h1  h2 
2
960
 When stopping distance(S) is more than L
L  2S 

200 h1  h2 2
i.e. L  2S 
960
... ... ... ... ... ... ... 24-19
A A
Where,
h1 and h2-height of driver’s eye above the pavement surface, m(taken as 1.2m)
Minimum length of summit vertical curve can be found from the following graph (see Figure
24-3) which is a plot of the above formulas.
42
Minimum Length of Summit Curve
2000
1800
1600
1400
Length of summit Curve(L),m
1200
1000
800
600
L>S
400
L<S
200
0
0 2 4 6 8 10 12 14 16
Algebraic Difference of Grades,A(%)
Figure 24-3: Minimum Length of Summit Vertical curve
24.6 Valley Curve

The length (L) and K-value of vertical valley curve should be selected based on the required night
visibility by the headlight of the vehicle of at least stopping distance as given on Table 8-1 or
based on the riding comfort of the passengers and overloading on the suspension system of the
automobile.
On valley curves during night driving the top of the headlight beam should illuminate the road to a
distance more than the stopping distance
For calculation of the distance illuminated by the headlights, the height of headlight above the
road surface (H) is assumed to be 0.75m and the total angle of the headlight beam (2  ) is
assumed to be 2 deg.
43
Figure 24-4: Valley Curve from headlight illumination criteria
When stopping distance(S) is less than L
AS 2 AS 2
L i.e. L  ... ... ... ... ... ... ... 24-20
200H  S sin   150  3.5S 
When stopping distance(S) is more than L
200H  S sin   150  3.5S  ... ... ... ... ... ... ... 24-21
L  2S  i.e. L  2S 
A A
Where,
H-height of headlight above the pavement surface, m (taken as 0.75m)
 -half of the angle of the headlight beam, deg (taken as 1 deg)
Minimum length of valley curve (L) from the consideration of the riding comfort of the passengers
and overloading on the suspension system of the automobile is found as follows:
AV 2 AV 2
L i.e L  .... ... ... ... ... ... ... 24-22
1296a 390
Where,
V-design speed in km/h
2
a-maximum allowable overloading coefficient(taken as 0.3 m/s )
44
Higher of the values obtained from the above considerations is taken for the design.
Minimum length of valley vertical curve can be found from the following graph (see Figure 24-5)
which is a plot of the above formulas.
Minimum Length of Valley Curve

500
400
Length of valley Curve(L),m
300
200
L>S
100
L<S
0
2 4 6 8 10 12 14 16
Algebraic Difference of Grades,A(%)
Figure 24-5:Minimum Length of Valley Curve
45
24.7 References
a. AASHTO: A policy on Geometric Design of highways and streets,Washington
DC,AASHTO,2001
b. ESCAP:Asian Highway Handbook,United Nations,New York,2003
c. IRC 64:1990 : Guidelines for capacity of Roads in Rural Areas,New Delhi,IRC,1990
d. IRC 73:1980:Geometric Design Standards for Rural (Non-urban)-Highways,New
Delhi,IRC,1980
e. SNIP 2.05.08: Awtomobilnye Dorogi(Russian Roads Standards),Moscow,2008
f. NRS 2045:Nepal Roads Standards,Kathmandu,Department of Roads,2045 BS
g. TRRL:ORN-6 A Guide to Geometric Design:TRRL, Crowthorne Berkshire United
Kingdom,1988
h. Babkov V F:Design of Highways(in Russian),Transport,Moscow,1988
i. Traffic Safety Unit: Traffic Signs Manuals Vol-I and Vol II,Department of
Roads,Kathmandu,1997
j. Garber,Hoel:Principles of Traffic And Highway Engineering,Cengage Learning,New
Delhi,2010
k. Kadiyali,Lal:Principle and Practices of Highway Engineering,Khanna Publishers,New
Delhi,2004
46
INDEX
acceleration, 28, 38 K-value, 13, 14, 32, 41, 43
access, 2, 27, 33 landscape design, 31
ADT, ix, 2, 3, 23, 34 length of valley curve, 15, 44
aesthetic, 18, 31 Levels of Services, 4
barriers, 16, 21, 33 lighting, 26, 30
bicycle track, 23 Local Roads Network, 2
Bridge, 29, 34 Lux, 34
bus lay bys, 24 medians, 16, 17, 21, 25, 26, 32
camber, 7, 17, 26 National Highways, 1
capacity, 3, 4, 15, 24, 46 pavement, 13, 14, 15, 16, 17, 25, 26, 27, 30,
carriageway, 2, 8, 15, 16, 17, 20, 21, 26, 30, 33, 34, 42, 44
34 pedestrian, 23, 24
classification, 1, 3 plantation, 32
Climbing Lane, 34 quadratic parabola, 12
Climbing lanes, 10, 11 radius, 6, 7, 9, 10, 13, 31, 32, 35, 37, 38
Cross Section, 15 retaining walls, 29, 30
Culvert, 34 Right of way, 20
Curbs, 25 Road Humps, 22
deceleration, 24, 28 set-back distance, 9
design speed, 5, 8, 10, 15, 27, 28, 36, 44 shoulder, 16, 20, 26, 34
Design Speed, 5, 7, 10, 14, 15, 17, 28, 34 sight distance, 5, 6, 9, 13, 14, 30
Design Vehicles, 3 slopes, 18, 21, 22, 26, 27, 29
District Roads, 1 Strategic Roads Network, 2
drainage, 10, 26, 29, 30, 34 summit curve, 12, 13, 14, 15, 41, 42
Emergency escape ramps, 11 superelevation, 7, 8, 17, 35, 37
extrawidening, 8 terrain, 2, 3, 4, 5, 16, 17
Feeder Roads, 1 Terrain, 5
footpaths, 20, 23 Transition Curves, 7
Formation width, 17 tunnels, 26, 30
Functional Classification, 2 Urban Roads, 1
gradients, 10, 11 valley curve, 12, 14, 15, 43, 44
hair pin bends, 7, 8 vertical clearance, 21, 24
Intersections, 28, 29 vertical curves, 12, 14, 15, 32, 35
47

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Government of Nepal

Ministry of Physical Infrastructure and Transport

Nepal Roads Standards-2027

Tulasi Prasad SitauIa

Mr. Madhab Kumar Karki, DDG Planning Coordinator

Mr. Saroj Kumar Pradhan, Unit chief, HMIS Member

Mr. Prabhat KumarJha, SDE member

Mr. Chandra Subedi, SDE Member

Arjun Jung Thapa

5 Capacity and Level of Service __________________________________________ 4

9 Horizontal Alignment ________________________________________________ 6

10 Vertical Alignment ___________________________________________________ 9

10.2 Climbing Lanes ________________________________________________________ 10

11 Road Cross Section Elements__________________________________________ 15

12 Traffic Signs and safety ______________________________________________ 21

13.5 Bus Lay Bys __________________________________________________________ 24

14 Access Control _____________________________________________________ 27

24.3 Horizontal Curve ______________________________________________________ 37

Plain and Rolling terrain Mountainous and steep terrain

National Highway I,II II,III

Feeder Roads II,III III,IV

4.1 Vehicle Dimensions

Maximum Width, m 2.50

Maximum Height, m 4.75

Maximum Length, m 18.00

Maximum single axle load, kN 100

4.2 Equivalency Factors

5 CAPACITY AND LEVEL OF SERVICE

1 Single Lane Road(3.75 m) with good

8.1 Stopping Distance

Speed, km/h 20 30 40 60 80 100 120

Stopping Distance,m 20 30 50 80 130 190 260

Speed, km/h 40 60 80 100 120

Minimum Overtaking Distance,m 165 300 470 640 880

8.3 Application of sight distance standards

8.4 Overtaking Zones

9.1 Radius of Horizontal Curves

9.2 Transition Curves or Spirals

9.3 Hair pin Bends

Minimum design speed 20km/h

Minimum Radius of curvature 15m

Minimum length of transition curve 15m

Maximum longitudinal gradient 4%

Maximum superelevation 10%

Extrawidening should be introduced gradually at an approximately uniform rate along the

m  R  ( R  n) cos  ... ... ... ... ... ... ... 9-1

Figure 9-1 Set Back Distance

10.1.1 Maximum gradients

Design Speed, km/h 20 30 40 60 80 100 120

Minimum longitudinal gradients for longitudinal drainage purpose is 0.5%

10.1.2 Grade Compensations

10.1.3 Maximum (critical) Length of Grade

10.2 Climbing Lanes

10.3 Emergency escape ramps

i -percent grade divided by 100

10.4 Vertical Curves

10.4.1 Summit Curves

Design Speed,km/h 20 30 40 60 80 100 120

K,m/% 2 4 29 94 231 427 807