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    Urban Road Parameters

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    Tej Bdr. pali
    Urban roads are classified into five categories based on their function and traffic level: expressways, arterial roads, sub-arterial roads, collector streets, and local streets. Expressways are divided highways for high-speed motor vehicle traffic, while arterial roads are primarily for through traffic on continuous routes. Sub-arterial and collector streets have lower traffic levels and provide both through traffic and access to adjoining areas. Local streets primarily provide access to residences and businesses. The design of urban roads considers factors like design speed, right-of-way, number of lanes, and sidewalk/cycle track widths depending on the road category and area.

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    Urban Road Parameters

    Uploaded by

    Tej Bdr. pali
    92 views6 pages
    Urban roads are classified into five categories based on their function and traffic level: expressways, arterial roads, sub-arterial roads, collector streets, and local streets. Expressways are divided highways for high-speed motor vehicle traffic, while arterial roads are primarily for through traffic on continuous routes. Sub-arterial and collector streets have lower traffic levels and provide both through traffic and access to adjoining areas. Local streets primarily provide access to residences and businesses. The design of urban roads considers factors like design speed, right-of-way, number of lanes, and sidewalk/cycle track widths depending on the road category and area.

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    Urban roads are classified into five categories based on their function and traffic level: expressways, arterial roads, sub-arterial roads, collector streets, and local streets. Expressways are divided highways for high-speed motor vehicle traffic, while arterial roads are primarily for through traffic on continuous routes. Sub-arterial and collector streets have lower traffic levels and provide both through traffic and access to adjoining areas. Local streets primarily provide access to residences and businesses. The design of urban roads considers factors like design speed, right-of-way, number of lanes, and sidewalk/cycle track widths depending on the road category and area.

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    92 views6 pages

    Urban Road Parameters

    Uploaded by

    Tej Bdr. pali
    Urban roads are classified into five categories based on their function and traffic level: expressways, arterial roads, sub-arterial roads, collector streets, and local streets. Expressways are divided highways for high-speed motor vehicle traffic, while arterial roads are primarily for through traffic on continuous routes. Sub-arterial and collector streets have lower traffic levels and provide both through traffic and access to adjoining areas. Local streets primarily provide access to residences and businesses. The design of urban roads considers factors like design speed, right-of-way, number of lanes, and sidewalk/cycle track widths depending on the road category and area.

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    © All Rights Reserved
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    of 6

    Urban Road

    For the purpose of geometric design urban roads are classified into five categories
    considering function of the road
    and traffic level.
    I. Expressways
    II. Arterial
    III. Sub-arterials
    IV. Collector streets
    V. Local streets

    Definitions
     Expressways: These are defined as divided arterial highways for motorized
    traffic, with full or partial control of access and provided generally with
    grade separation at intersections.

     Arterial: A general term denoting a street primarily for through traffic,


    usually a continuous Route.

     Sub-arterial: A general term denoting a street primarily through traffic


    usually on a continuous route offering somewhat lower level of traffic than
    the arterial.

     Collector Street: A street for collecting and distributing traffic from and to
    local streets and also for

    Parameters Arterial Sub Arterial Collector Local


    Design Speed 80 60 50 30
    km/hr
    Right of 50-60 30-40 20-30 10-20
    way,m
    Parking Lane

    Parking lanes may be provided on all su-arterial and collector streets in business
    and shopping areas. Parallel kerb

    parking should be preferred. Parking lane width for parallel parking should be 3 m
    which may be reduced to 2.5 m

    where available space is limited. Where additional parking capacity is desired and
    sufficient carriageway width is

    available, angle parking may be adopted.

    Functions of different categories of roads are given below.

    I. Expressways:

    Their main function is to provide for the movement of heavy volumes of motorized
    traffic at high speeds. They

    connect major points of traffic generation and are intended to serve trips of
    medium and long lengths between

    residential areas, industrial or commercial concentrations and the central business


    district.

    II. Arterial roads:

    These streets are generally meant for through traffic usually on a continuous route.
    These along with expressways

    (where they exist), serve as the principle network for through traffic flow.
    Significant intra-urban travel such as

    between CBD and outlying residential area or between major sub-urban centers is
    served by this facility. These
    streets should be coordinated with existing and proposed expressway system to
    provide for distribution and collector street system. Parking, loading and
    unloading activities are generally restricted and regulated. Pedestrians are
    allowed to cross only at intersections or at the designated crossings. These
    streets generally be spaced at less than 1.5 in highly developed central business
    areas and at 8 km or more in sparsely developed urban fringes.

     III. Sub-arterial streets: These are streets of somewhat lower level of travel
    mobility than the arterial streets. The emphasis on access to adjoining area is
    more in case of these streets than in case of arterial streets. Parking loading
    and unloading are usually restricted and regulated. Pedestrians are allowed
    to cross only at intersections. There spacing varies from about 0.5 km in
    CBD to 3.5 to 5 km in the suburban fringe.

     IV. Collector streets: A collector street is one intended for collecting and
    distributing the traffic to and from local streets and also for providing access
    to arterial streets. They may be located in residential neighborhoods,
    business areas and industrial areas. Normally full access is allowed on these
    streets from abutting properties. There are few parking restrictions except
    during peak hours.
     V. Local streets: A local street is one primarily intended for access to
    residence, business or other abutting property. Such a street normally does
    not carry large volume of traffic. The traffic carried either originates or
    terminates along its length. A local street may be residential, commercial or
    industrial, depending upon the prominent use of the adjoining land. A local
    street allows unrestricted parking and pedestrian movements.

    General design principles

    Urban road network is major infrastructure to be maintained by municipal


    authorities. It is consumes significant portion of valuable urban land and requires
    huge investment for its construction and maintenance. Furthermore, the road
    network is very vital for urban mobility and accessibility. Therefore, the planning
    and design issues should be adequately addressed. Urban roads should be designed
    to:
    • provide safe, short and fast thoroughfare and access to all road users, being
    motor vehicles, cyclists and pedestrians
    • convey clearly the primary function to road users and encourage appropriate
    driver behavior.
    • deliver traffic volumes at speeds compatible with function;
    • provide convenient location for services;
    • provide an opportunity for landscaping;
    • allow for parking, where appropriate;
    • have due regard to topography, geology, climate, environment and heritage
    of the site;

    The appropriate design criteria for an urban road largely depend on a set of
    economic indicators, namely costs of construction and operation on one side, and
    the financial benefits to the community on another. These are strategic parameters
    that influence a decision to build a road. Economic analyses, in conjunction with
    the traffic analysis, determine the functional class of the road and the design speed.

    No of Lane
    Carriageway:

    Sidewalk width

    In urban areas side should be provided as per the number of pedestrians estimated
    for future. The minimum width of footpath should be 2.0 m. They should have well
    maintained surface with cross fall neither so flat as to be difficult to drain nor so
    steep as to dangerous to walk upon. The cross fall within the range of 2.5 to 3
    percent should meet this requirement. Those parts of the footpath immediately
    adjoining building, fences, trees and other obstruction should be disregarded while
    calculating widths required

    The width should be increased by 1 meter in business and shopping areas to allow
    for the dead width. Footpaths adjoining shopping frontage should be 3.5 m and a
    minimum of 4.5 m is desirable adjoining longer shopping
    frontages. At points of possible congestion such as bus stop or entrance of large
    shops and public building, footpaths may be wider. Where space is available,
    provision of verge between footpath and carriageway to increase safety of
    pedestrians is desirable. When deciding the width of footpath and verges, the width
    required to accommodate underground services clear of carriageway should be
    taken into account. When on slopes or in the case of ramps, the
    capacity should be suitably reduced.

    Cycle tracks :

    The minimum width of cycle track should be 2 m. Each additional lane where
    required should be 1 m. Separate cycle tracks should be provided when the peak
    hour cycle traffic is 400 or more on route with a motor vehicle traffic of 100-
    200 vehicles per hour. When the number of motor vehicle using the route is more
    than 200 per hour, separate cycle tracks are justified even if cycle traffic is only
    100 per hour.

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