aE i a a American practice, whereas the Department of the Environment (UK ) 44. (Ref. 5, 6), give the current British practice. These standards wilt jy retin quoted in the various sections to follow. "Ata 11.2. Highway Classification 12.1, The highway system is generally classified into various g groups. For a road designer, this will enable him to relate the geome, "tins Structural design standards to roads under the different classes. For q rn this provides a basis for long-term planning where different priorities con assigned to different classes. The system of classification also serve”! administrative needs. The highways are basically of two types, viz. yyy” rural (non-urban), The design standards and criteria for these two tyyc% different. Sam 11.2.2. The classification system for urban highways in this country 1, 7), along with a brief description of each class is given below Res (s) Express ways. These are defined as divided arterial highway, motor traffic, with full oF partial control of access and provided generaly° grade separation at intersections. Their main function is to provide for movems of heavy volumes of motor traffic at high speeds under free-flow conditions. 1h" connect major points of traffic generation and are intended to serve trig, medium and long lengths between residential areas, industrial or commen, concentrations and the central business district. They are generally provided, With grade separations at intersections. Parking, loading and unloading of goods sx pedestrian traffic are not permitted on these highways, (ii) Arterial streets. The term arterial street is a general term denoting, street primarily meant for through traffic usually on a continuous route. The along with expressways (where they exist), serve as the principal network fg through traffic flow. Significant intra-urban travel such as between centr business district and outlying residential area or between major suburb, centres is served by this facility. These streets should be coordinated with existing and proposed expressway systems to provide for distribution anj collection of through traffic to and from sub-arterial and collector street system Continuity is the prime essential of arterial streets to ensure efficient movement of through traffic. A properly developed and designated arterial street systen would help to identify residential neighbourhoods, industrial sites and commercial areas. These streets are generally spaced at less than 1.5 km in highls developed central business area and at 8 km or more in sparsely developed urban fringes. The arterial streets are generally divided highways with full or partialls controlled access. Parking, loading and unloading activities are usually restrictel and regulated. Pedestrians are allowed to cross only at intersections. (in) Sub-arterial streets. These are streets of somewhat lower level of travel mobility than the arterial streets. The emphasis on access to adjoinits areas is more in case of these streets than in the case of arterial streets. Parkits ‘oading and unloading are usually restricted and regulated, Pedestrians ** allowed to cross only at intersections. Their spacing varies from about 0.5 ke" the central business district to 3 to 6 km in the sub-urban fringe. (iv) Collector streets. A collector street is one intended for collectini distributing the traffic to and from local streets and also for providing OT arterial streets. These may be located in residential neighbourhoods, busi" and w Scanned with CamScanneryrrac Desc obit _ iret and industri | areas. Normally, full access is allowed on these streets from aratting properties. There are few parking restritions exeept during peak hours. (v) Local streets. A local street is one primarily intended for access to dence, business or other abutting property. Such a street normally does not | resident ge volume of traffic. The traffic carried either originates or terminates carry “ie length. A local street may be residential, commercial or industrial, aloné fing upon the prominent use of the adjoining land, A local street. allows denestricted parking and pedestrian movements. 11.2.3. As regards rural roads, the classification in India is based on the ur Plan (Ref. 8). The classes and their description are given below : (2) National Highways. National Highways are the main highways yunning through the length and breadth of the Indian Union, connecting ports, foreign highways and capitals of States and including roads of strategic and military value. They constitute the frame on which the entire road Mimmunication system of the country is based, They must give uninterrupted foad communication throughout India and be of fairly high grade construction. All National Highways vest in the Union of India, as per the National Highway Act, 1956, and it is the responsibility of the Central Government to develop and maintain in proper repair all National Highways. The National Highways have to be declared as such by the Central Government by notification in the official Gazette. (2) State Highways. State highways are the other main trunk or arterial yoads of a State, connecting up with the National headquarters and important cities within the State. The State Highways are the main arteries of traffic within aState. They are to be of the same standard as national highways. (3) District Roads. District roads are roads traversing each district, serving area of production and markets and connecting these with each other or with National and State Highways or Railways or important navigational routes. They should be capable of taking road traffic into the heart of the rural areas throughout the year with only minor interruptions. District Roads are divided into two classes on the basis of traffic : (i) Major District Roads (M.D.R.) for the higher order of traffic. (ii) Other District Roads (O.D.R.) for the lower order of traffic. (4) Village Roads. Village roads are roads connecting villages of groups of villages with each other and to the nearest district roads, National or State Highway or railway or navigational routes. They are in essence roads from the villages to a market (mandi) or to a main route. In India, the O.D.Rs. and Village Roads are considered together as Rural Roads. In the Road Development Plan (1981-2001), a new class of roads known as Expressvays has been included in the suggested classification (Ref. 40). These are superior facilities on arterial routes restricted for use by any motor vehicles, to which frontal access is prohibited and on which grade separation is provided at all intersections with or without provision for an interchange. Expressways are known by the term “Freeways” in U.S.A. and “Motorways” in U.K. In U.S.A., the Interstate Toutes are access controlled and high-speed facilities. In Germany, they are known by the term “Autobahns”, The main features of Expressways are : . (i) Exclusion of pedestrians, animals, animal-drawn vehicles, cycles, ‘cultural tractors and motorised two-wheelers having an engine capacity of Scanned with CamScannerTRAFRc ENGINEERING ANO TRANSPORT Pig (ii) Complete separation of opposing traffic streams by a median, (iii) Elimination of all crossing at the road level. (iv) Provision of specially designed inter-changes at reasonab . rt intervals and the elimination of other accesses. ¥ long (v) Moderate gradients and gentle curves with adequate sight dist, permitting high speeds. a (vi) Hard shoulders on the outer edge of each carriageway to fy, parking of vehicles of carriageway. (vii) Telephones at convenient intervals for use during emergency, (viii) Servicing and refreshment facilities at convenient intervals, (ix) Police and Traffic aid posts at convenient intervals. (x) Highway Maintenance Depots at convenient intervals. 11.2.4, Classification of Terrain ‘The classification of terrain is normally done by means of the CrOss-s]o, of the country, viz., the slope approximately perpendicular to the centre.j of the highway location. The following classification is generally followeg (Ref. 2, 6, 10). city Table 11.1. Terrain Classificat S.No, Terrain Classification Percent cross slope of country 1, Level Oto 10 1 2. Rolling 10 to 25 3. Mountainous 25 to 60 4. Steep Greater than 60 ‘An extensive survey of 42,000 km of roads in India as part of the Road User Cost Study (Ref. 39) has enabled the development of the following system of terrain classification : Table 11.2. Terrain Classification Suggested in Road User Cost Study S.No. Terrain Classification Rise and fall Curvature (mf kr) (deg kin) i. Plain (a) Low curvature 0-15 0-50 (6) High curvature 0-15 Above 51 2. Rolling (a) Low curvature 16-30 0-100 (6) High curvature 16-30 Above 101 3. Hilly (a) Low curvature Over 31 0-200 (6) High curvature Over 31 Above 201 ‘The quantification of curvature and rise and fall has been done on the basis of Fig. 11.1. Plan Average curvature of Section AB, CV = 21+92+@3 + +?n Eypressed DISTANCE AB (Km) in Degrees/k Scanned with CamScanner