Belassis Street Design Guide_for WRI India

STREET DESIGN GUIDELINES

BELLASIS ROAD IMPROVEMENT PROJECT, MUMBAI

Bellasis Road Improvement Project

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Acknowledgments This re port was made possible from Bloombe rg Philanthropies.

through funding

Under Bloomberg Initiative for Global Road Safety (BIGRS) for Mumbai, WRI India has developed the following Street Design Guidelines for the pilot corridor along the Bellasis Road for improving road safety and ensure high quality road design for all users. The first phase of implementation for the pilot corridor measures 800 m and is situated between the Nagpada Junction and Mumbai Central Junction.

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Contents BELLASIS ROAD IMPROVEMENT PROJECT, MUMBAI

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Acknowledgments

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Bloomberg Initiative for Global Road Safety - BIGRS

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Design Principles & Recommendations

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How to use this booklet

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Street Design Elements

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3.1 Footpath Design Elements 3.2 Carriageway Design Elements 3.3 Median Design Elements 3.4 Intersection Design Elements 3.5 Road Marking Specifications 3.6 Signages and Placement Specifications

16 21 24 27 31 35

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Bellasis Street 4.1 4.2 4.3

Design Drawings

Bellasis Road Improvement Plan Street Sections Design Details

Bellasis Road Improvement Project

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Location in the context of Mumbai

The pilot corridor measures 800 m and is situated between the Nagpada Junction and Mumbai Central Junction.

Bellasis Road Improvement Project

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Design Principles & Recommendations

1) Minimal or no interventions on the central median divider currently existing between concrete lanes on either side. These interventions are limited only to – construction of additional medians wherever gaps are present; extension of present medians for intersections; provision of gaps within existing median for refuge areas with bollards.

2) No modifications on the existing cement concrete lanes except for road markings.

PROPOSED SCHEMATIC SECTION

3) Minimal shifting of existing utilities if unavoidable (i.e. up to 2m). These utilities are bus stops, lamp poles, signal poles, signage poles, utility boxes and garbage bins.

4) Although the dimensions mentioned in the design templates herewith adhere to optimum standards in an ideal situation, they may be subject to change based on on-site conditions such as available space, existing geometry and surround land-use/property-use.

Considering the above limitations, the following design specifications have been developed for various Street Design elements.

EXISTING SCHEMATIC SECTION

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1.1

PROPOSED DESIGN ELEMENTS FOR BELLASIS ROAD

Designated Parking Areas

Pedestrian Crossings and Refuge

Bulb outs /curb extensions

Bus Stops

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1.1 PEDESTRIAN CROSSING AND REFUGE Definition: A refuge island, also known as a pedestrian refuge, pedestrian island, is a small section of pavement or sidewalk, surrounded by asphalt or other road materials, where pedestrians can stop before finishing crossing a road (Refuge Islands, 2019) Ideal Location:

Vehicular Ramps at Property entrances Speed Humps as a traffic calming measure

While safety islands may be used on both wide and narrow streets, they are generally applied at locaÂŹtions where speeds and volumes make crossings prohibitive, or where three or more lanes of traffic make pedestrians feel exposed or unsafe in the intersection.

Refuge islands may also be used when no light exists, and pedestrians need safe harbour after managing one direction of traffic and before taking on the next.

No Stopping Zone Refuge Area Refuge Islands. (2019, June 14). Retrieved from Wikipedia: https://en.wikipedia.org/wiki/Refuge_island

Pedestrian Ramp with bollards Street Furniture and Place-making

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1.2 BULB OUTS Definition: A curb extension is a traffic calming measure, primarily used to extend the sidewalk, reducing the crossing distance and allowing pedestrians about to cross and approaching vehicle drivers to see each other when vehicles parked in a parking lane would otherwise block visibility. (Curb-Extensions, 2019)

Bulb out or Curb Extension

Ideal Location:

Street Furniture and Place-making

Curb extensions (also called bulb-outs) extend the sidewalk into the parking lane to narrow the roadway and provide additional pedestrian space at key locations. They can be used at corners and at mid-block.

Curb-Extensions. (2019, June 14). Retrieved from NACTO: https:// nacto.org/publication/urban-street-design-guide/street-designelements/curb-extensions/

Pedestrian Ramp with bollards No Stopping Zone

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1.3 BUS STOPS

Bus Stop environment constitutes of ease of access for public from the bus shelter to the bus, and necessary infrastructure required to facilitate the same.

Standards:

Bus Box Marking at bus stops Bus Shelter

3.5 M wide footpath space shall be maintained at all the bus shelter areas. 1.8 M clear unobstructed walking space shall be provided behind the bus stop.

If the footpath width is less than 3.5 M, simple pole and signage type of bus-stop infrastructure is recommended instead of a bus-shelter.

At least 1 M gap to be provided between two consecutive bus-shelters to enable the pedestrian access.

The length of the holding area for the bus stop shall be 15 M and placed on the kerb-side lane.

Street Furniture and Place-making

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1.4 PARKING ZONES

The space between Bulb-outs should be treated as on street parking zone. However, in situations when extra public space is needed from the street's side, this space should be treated as a multi-utility Zon

Parking Zone Street Furniture and Place-making

Parking Zone Demarcation

Pedestrian Ramp with bollards Speed Humps as a traffic calming measure Multi-Utility Zone

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How to use this booklet

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3.4

INTERSECTION DESIGN ELEMENTS

SECTION TITLE: Type of the street element SUGGESTED INTERVENTION: Name of the street element DEFINITION/ DESCRIPTION : of the street element REFERENCES: Existing design codes/manuals referred. Superscript denotes the reference text and the corresponding recommendation which is used 1

RECCOMENDATIONS: Details of various recommendations to be applied in the design of the particular street element

C. Kerb radius It is the radius of the circular turn that the vehicle is capable of making IRC SP41-1994, 4.6

1

In urban areas, if the curve radii increased, the pedestrian crossing distance increases. Since this as pedestrian safety implications, this should be kept in view while deciding on the turning radius to be provided. 1However, to ensure the efficient traffic operations, a common radii of 4.5 M to 7.3 M for passenger cars and 9 M to 15 M for buses and trucks is recommended. The final kerb radius should be selected considering: a) type/ hierarchy of intersection, b) space available and c) existing road layout and geometry.

ILLUSTRATION: showing the recommendations as seen in design drawings

CASE STUDIES: Examples from India which has followed the recommendations successfully Fig 4.1. Name of Case Study, Location

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Street Design Elements

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3.1 Footpath Design Elements

DP Road, Pune Bellasis Road Improvement Project

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3.1 FOOTPATH DESIGN ELEMENTS

A. Clear walking zone

B. Kerb height specifications

WRI.org

C. Kerb ramps at pedestrian crossing

Also known as Pedestrian zone, it is the space required for 4 persons or 1 wheelchair + 2 persons to traverse comfortably.

It is the height of the Kerb stone from the finished road surface.

They are used to provide easy access for pedestrians and wheelchair users to the pedestrian crossing

IRC 103:2012, 6.1.3

IRC 103:2012, 6.2.1

IRC 103:2012, 6.2.3 , WRI India

Minimum 1.8 M clear unobstructed width (in the case of Bellasis road, considering the large number of pedestrian footfall throughout the day, footpath width should be more than 1.8M )

Semi-barrier type kerb to be used along with dished chamber for an aid to drainage.

Standard kerb ramps are cut back in to the footpath (flush with roadway), at a gradient not greater than 1:8 (i.e. 1.2 M for 150 MM height of kerb) for with flared sides 1:6.6 (i.e. 1 M for 150 MM height of kerb) providing transition in three direction.

Minimum 2.2 M clear unobstructed height

150 MM height from the top of road

Width of the kerb ramp should not be less than 1.2 M. 1.5 M to 1.8 M clear walking space must be maintained behind the kerb ramp to enable unobstructed pedestrian movement along the footpath.

Fig 1.1. D P Road, Pune

Fig 1.2. Hobson Street, Auckland City

Fig 1.3. St.Marks Road, Bengaluru

D. Vehicular ramps at property entrances

E. Pedestrian ramps at property entrances

F. Pedestrian guardrails

They are used to provide access for vehicles from the adjoining properties to the main carriageway

They are used to provide access for pedestrians and wheelchair users to the adjoining properties

Pedestrian guardrails are used to prevent indiscriminate crossing and spilling over of pedestrian on to the carriageway.

WRI India

WRI India

IRC 103:2012, 6.1.9.3

Gradient for vehicle ramps to be 1:6 (i.e. 0.9 M wide vehicular ramps for 150 MM height of kerb). If footpath width is >3.5 M, vehicular ramps are recommended to be provided on either sides of the walking zone.

To enable the access to private properties, pedestrian ramps should be provided in the footpath area with a gradient not greater than 1:8 (i.e. 1.2 M long pedestrian ramps for 150 MM height of kerb).

Pedestrian guardrails should be considered under the following situations: At junctions, bus stops, schools, accident prone areas, and other high volume generating areas.

The kerbs in front of the gate should slightly protrude by 15 MM to 25 MM from the top of road level to prevent the collection of rain water.

It is recommended to use the same footpath paving material on the ramp surface and in front of property gate to maintain a seamless walking surface.

Fig 1.4. D P Road, Pune

Fig 1.5. St.Marks Road, Bengaluru

Two aspects which need special consideration are height of hand-rail and the obstruction to visibility.

At least 150 MM setback from the edge of kerb and 1.1 M height. It should be identifiable with the provision of reflective tapes.

The guardrails should be adequate in length to ensure the safety of pedestrians. It is recommended to have minimum 6m length guardrails to prevent the indiscriminate crossing.

Fig 1.6. Rochester Row, London

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3.1 FOOTPATH DESIGN ELEMENTS

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G. Footpath surface quality

H. Bollards

I. Utility shifting

Footpaths should have flat walking surfaces, allowing for proper drainage and preventing puddles from forming

It is a short post used to prevent traffic from entering an area

Existing utilities are shifted to provide clear walking zone only when necessary

IRC 103:2012, 6.1.6, Pedestrian first policy, M.C.G.M

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IRC SP 041-1994, 2USDG, Pune Muncipal Corporation IRC 103:2012, 6.1.9.3, 4MCGM – SOR: RT-16-14

MCGM

Bollards are used to stop vehicles from entering the footpath and to keep pedestrians away from vehicular traffic.

Maximum 2 M shall be considered for the shifting of utilities to provide clear unobstructed pedestrian path. Shifting of utilities to be only suggested in extreme conditions where clear walkway cannot be otherwise ensured. These utilities are bus stops, lamp poles, signal poles, signage poles, utility boxes, garbage bins, etc.

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The gap between paving slabs or any vertical deviation between slabs should not exceed 5 MM.

Spacing between two bollards for universal access should be min. of 0.9 M up to 1.2 M. Within a single set of bollards at least a single pain of bollards must allow wheel-chair access. Others pairs are recommended to be spaced at 0.6 M to prevent twowheeler movement.

1

The shifting of utilities should be explicitly mentioned in the drawing, both showing current and desired position

Bollards with 0.5 - 0.7 M high from the ground level and it should be identifiable with the provision of reflective tapes.

2

These must be placed at least 150 MM setback from the edge of kerb.

3

100 MM diameter circular bollards should be recommended.

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0.5- 0.7 m

Fig 1.7. St. Mark’s Road, Bengaluru

Fig 1.8. St. Mark’s Road, Bengaluru

Fig 1.9. D P Road, Pune

J. Tree Grates

K. Bus stop environment

L. On-street parking

It is installed at the same level with the pavement around a tree that allows the soil underneath to stay uncompacted and the pedestrians to walk without stepping on the soil.

1 UTTIPEC Street Design Guidelines - 04B, 2Pedestrian first policy - M.C.G.M,

It constitutes of ease of access for public from the bus shelter to the bus, and necessary infrastructure required to facilitate the same.

It allows for vehicles to be parked on the street, anywhere on or along the kerb of streets.

WRI India, IRC 35-1997, 8.7

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1.0 M X 1.0 M or 1.4 M X 1.4 M or 1.8 M X 1.8 M Tree Pits are to be left for tree roots to breathe. Appropriate tree grates shall be used for the protection of urban trees.

3.5 M wide footpath space shall be maintained at all the bus shelter areas. 1.8 M clear unobstructed walking space shall be provided behind the bus stop. If the footpath width is less than 3.5 M, simple pole and signage type of bus-stop infrastructure is recommended instead of a bus-shelter. At least 1 M gap to be provided between two consecutive bus-shelters to enable the pedestrian access.

On-street parking must be restricted for a distance of at least 4.5 M on either side of bus stops, speed humps and pedestrian crossing areas. Pay and park may be recommended at the areas where the space and demand is available. On-street parking specifications are listed below:

1

Tree grates vertical deviation between paving slabs should not exceed 5 MM. 2

The length of the holding area for the bus stop shall be 15 M and placed on the kerb-side lane.

Pedestrian crossing behind waiting bus reduces the possibility of conflict and improves the visibility of oncoming traffic. This crossing must be located at least 4.5 M from the bus-shelter.

Fig 1.10. D P Road, Pune

Fig 1.11. LBS Road, Mumbai

IRC 103:2012, 6.10, 2IRC 86-1983, 6.2.9

Minimum of 1.8 M for two-wheeler, auto-rickshaw, cyclerickshaw and taxi/car parking. There shall be no segregation or demarcation of separate 2-wheeler and 4-wheeler parking.

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2

2.5 M to 3.0 M for heavy vehicle parking

Note: For cases where property gates are spaced closely, parking bay shall continue in front of the gates with appropriate marking.

Kerb end of parking areas must be at 900 instead of inclined at 450 to allow flexibility of parking.

Fig 1.12. D P Road, Pune

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3.2 Carriageway Design Elements

St. Mark's Road, Bangalore Bellasis Road Improvement Project

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A. Lane width

(see Fig.1 and Fig. 11) It is the width allocated to lanes for motorists, buses, trucks, bikes, and parked cars

B. Speed humps at un-signalised pedestrian crossing

C. Pedestrian crossing

It is a ridge set at intervals in a road surface to control the speed of vehicles

They are designed to keep pedestrians together so they can be seen by motorists, and can cross most safely across the flow of vehicular traffic.

IRC 86-1983, 6.2.4

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IRC: 99-1988, 5, 2WRI India

IRC 103:2012, 6.7.2

2-lane without kerbs is 7 M

Speed humps shall be placed in advance of the un-signalised pedestrian crossing, forcing vehicles to slow before the pedestrian crossing and enhance the safety of pedestrians.

The width of pedestrian crossing should be a range of 3.5 to 4.5 M.

3-lane without kerbs is 10.5 M Carriageway should be uniform in a particular section.

However, where changes are unavoidable, a transition of 1:20 must be provided. The prescribed carriageway width is subject to change based on site-conditions, however the following principles must be followed:

1Speed breakers are formed basically by providing a rounded (of 17 M radius) hump of 3.7 M width and 0.1 M height for the preferred advisory crossing speed of 25 km/h for general traffic.

All un-signalised pedestrian crossings to be accompanied by speed humps.

2The distance between edge of pedestrian crossing to edge of speed hump to be 1.5 M.

a) retain the existing concrete carriageway and b) allow a minimum of 0.6 M of the existing side-strip (paved or asphalt) and the 0.3 M wide dished-chamber to allow for stormwater drainage.

Fig 2.1. Outer Ring Road, Hyderabad

Fig 2.2. Rincon Hill Street, San Francisco

Fig 2.3. Ginza District Crossing, Tokyo

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3.2 CARRIAGEWAY DESIGN ELEMENTSďťż

D. Spacing b/w pedestrian crossing This is the distance between two consecutive pedestrian crossings along the same corridor IRC 103:2012, 6.7.2

A range of 80 M - 250 M to be maintained between two consecutive pedestrian crossings.

Fig 2.4. Maatuthavani Bus Stand, Madurai

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3.3 Median Design Elements

Wadala Junction, Mumbai Bellasis Road Improvement Project

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3.3 MEDIAN DESIGN ELEMENTS

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A. Median width (see Fig.14)

B. Bollards

C. Pedestrian refuge area

It is defined as the width of the portion of divided road separating the travel lanes for traffic in opposite directions

It is a short post used to prevent traffic from entering an area

MCGM

1

It is a small section of pavement or median, completely surrounded by asphalt or other road materials, where pedestrians can stop before finishing crossing a road MCGM

IRC SP 041-1994, 2IRC 103:2012, 6.12, 3IRC 103:2012, 6.1.9.3, MCGM – SOR: RT-16-14

4

The existing 1 M wide median to be maintained and the existing median divider to be retained as is.

Safety bollards shall be used in the refuge area space to prevent U-turning of vehicles.

The refuge area must be the same width and same level of pedestrian crossing.

Spacing between two bollards for universal access should be min. of 0.9 M up to 1.2 M. Within a single set of bollards at least a single pain of bollards must allow wheel-chair access. Others pairs are recommended to be spaced at 0.6 M to prevent twowheeler movement.

1 M wide refuge area to be maintained. Bollards must be placed along the center-line along the median.

1

Bollards with 1 M high from the ground level and it should be identifiable with the provision of reflective tapes.

2

These are essential, should be placed at least 150 MM setback from the carriageway.

3

4

Fig 3.1. J P Nagar Signal, Bengaluru

100 MM diameter circular bollards should be recommended.

Fig 3.2. D P Road, Pune

Fig 3.3. GST Road, Chennai

D. Gap in median It is the gap in the median given for vehicles to turn into the opposite travel lane WRI India

Median gap should not in the range of 12-15 M for vehicular U-turns and/ or right-turns. Median gap to be accompanied with pedestrian crossings on either side of the opening or at least one side of the opening depending on the local condition and pedestrian demand.

Fig 3.4. Bowery Street, New York

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3.4 Intersection Design Elements

HP Junction, Mumbai Bellasis Road Improvement Project

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A. Kerb ramps at pedestrian crossing

B. Kerb radius

C. Bus stop

They are used to provide easy access for pedestrians and wheelchair users to the pedestrian crossing

It is the radius of the circular turn that the vehicle is capable of making

It is the area designated for buses to wait while passengers get on/off the bus

WRI India

IRC SP 041-1994, 4.6

IRC 86-1983, 6.2.10

Standard kerb ramps are cut back in to the footpath (flush with roadway), at a gradient not greater than 1:8 (i.e. 1.2 M for 150 MM height of kerb) for with flared sides 1:6.6 (i.e. 1 M for 150 MM height of kerb) providing transition in three direction.

The minimum turning radius for a vehicle governs the design. In urban areas, if the curve radii increased, the pedestrian crossing distance increases. Since this as pedestrian safety implications, this should be kept in view while deciding on the turning radius to be provided. However, to ensure the efficient traffic operations, a common radii of 4.5 M to 7.3 M for passenger cars and 9 M to 15 M for buses and trucks is recommended. The final kerb radius should be selected considering: a) type/ hierarchy of intersection, b) space available and c) existing road layout and geometry.

Bus stop should be located 75 M from the intersection preferably on the further side of the intersection. Relocation of existing busstops could be recommended if it is considered unsafe.

Fig 4.2. St Louis, Missouri

Fig 4.3. Ebbw Vale, Wales

Width of the kerb ramp should not be less than 1.2 M. 1.5 to 1.8 M clear walking space to be maintained behind the kerb ramp to enable wheel chair access along the footpath.

Ramps to be oriented in a direction parallel to the alignment of the pedestrian crossings. Ramps at 45 degrees on kerb corners to be avoided unless at special conditions.

Fig 4.1. Rincon Hill Street, San Francisco

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3.4 INTERSECTION DESIGN ELEMENTS

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D. Parking

E. Median width

F. Median end treatment at intersection

It allows for vehicles to be parked on the street, anywhere on or along the kerb of streets.

It is defined as the width of the portion of divided road separating the travel lanes for traffic in opposite directions

It is the extension of median to ensure the protection of pedestrians using the pedestrian refuge

IRC 86-1983, 6.2.9

MCGM

IRC 103- 2012, 6.7.3.3

Parking must be restricted for a distance of at least 12 M in advance of start of curve on the approach and beyond the end of the curve.

1 M width for all median dividers to be maintained including that for newly constructed ones.

Extended median must be extended up to the junction area. The edge of refuge island must be offset by at least 1.5 M to 3 M from the traffic lane of the adjacent arm of the intersection.

Fig 4.4. Biltstraat, Utrecht

Fig 4.5. Grant Junction, Colorado

The refuge island or raised protective kerb must be located on the intersection-side of the refuge area with maximum height of 250 MM.

Fig 4.6. Bainbridge Island, Washington

G. Slip lane width

H. Pedestrian refuge area

They are used to provide easy access for pedestrians and wheelchair users to the pedestrian crossing

It is a small section of pavement or median, completely surrounded by asphalt or other road materials, where pedestrians can stop before finishing crossing a road 1 MCGM, 2IRC 103:2012, 6.7.3.3, 3IRC 103:2012, 6.1.9.3, 4 MCGM – SOR: RT-16-14

IRC SP 041-1994, 4.7

The slip lane width to be a range of 4.5 M to 5.5 M wide. This also need to be cross-checked with the swept path analysis.

1

The refuge area must be the same width and same level of pedestrian crossing. 1 M wide refuge area to be maintained.

(Note: As inner kerb radius increases the slip lane width will be decreased).

Bollards to be used to prevent the vehicular U-turns. Spacing must be min. of 0.9 M up to 1.2 M.

Refuge area should be at the same level of pedestrian crossing.

2

Bollards must be placed at least 150 MM setback from the carriageway and along the centre-line.

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4

Fig 4.7. Ferry Road, Canterbury

100 MM diameter circular bollards should be recommended.

Fig 4.8. St Louis, Missouri

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3.5 Road Marking Specifications

St. Mark’s Road, Banglore (https://www.janausp.org) Bellasis Road Improvement Project

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A. Traffic lane lines

B. Pedestrian crossing

C. Stop line

These markings helps the driver to identify the footpath /median edge and to delineate different travel lanes within the carriageway

They are used indicate permissable areas in the carriageway where pedestrians can cross most safely across the flow of vehicular traffic

A line along the road, marking the point in which a vehicle must stop, in junctions with traffic lights only

IRC: 35-1997, 8.3.3

IRC: 35-1997, 9.6.7

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Footpath edge marking: white solid line

Pedestrian crossing shall be 500 MM wide solid white line with 3 M to 5 M line segment and 500 MM gap.

1

Lane marking: white broken line Median edge line: white solid line

Zebra crossing starts not less than 500 MM and not more than 1.25 M from the edge of the carriageway.

15 MM square or circular shaped cats eye may be used to enhance safety during night time and protrude the surface should be 15 MM to 25 MM.

WRI India, 2IRC: 35-1997, 9.3.5, 3IRC: 35-1997, 12.1.7

300 MM wide white solid line Stop line to be place 1.5 M in advance of the pedestrian crossing.

2

1.25 M high STOP marking should be adopted in the direction of travel.

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3.5 ROAD MARKING SPECIFICATIONS

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D. Speed Hump Marking (see Fig.13)

E. Directional Arrows (see Fig.16&18)

F. Spacing between two cats eye

They are used to indicate the presence of a speed so that vehicles may slow down in advance

They are used to indicate the direction of flow of traffic in each traffic lane

A cat’s eye is a retro reflective safety device used in road marking

IRC: 35-1997, 13.4

IRC: 35-1997, 9.9

IUT Code of Practice-Road Marking, 7.8

Speed breakers should be painted with white paint to give additional visual warning.

15 M from the stop lane

The spacing between two consecutive Cats eye/ reflector studs is 4 M center to center (C/C) for straight stretches and 2 M C/C for bends.

Second arrow should be placed 30 M from the first arrow.

Note: At slip lane 7 M to be considered from the edge of pedestrian crossing.

H. Continuity lines for median and islands

I. Markings at bus stop

They indicate the permeable carriageway edge at intersections

They are used to demarcate the area within the travel lane for buses to stop

IRC: 35-1997, 9.5

IRC: 35-1997, 11.3 Fig. 32

At urban and signalised intersections lane lines and centre line shall end at the STOP line and shall not be continued.

Marking at bus stop should be in yellow colour. For marking specifications refer __________

The line shall be 100 MM wide, white in colour, with 600 MM line segment and 300 MM gap.

Cats eye to be placed at middle of the white line segment.

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3.6

Signage and Placement Specifications

St. Mark’s Road, Banglore Bellasis Road Improvement Project

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A. STOP Sign

B. GIVE WAY Sign

C. No parking

It is a mandatory traffic sign to notify drivers that they must come to a complete stop and make sure no other road users are coming before proceeding IRC: 67-2012, 14.5.5

It is a mandatory traffic sign that indicates that each driver must prepare to stop if necessary to let a driver on another travel lane approach proceed.

IRC: 67-2012, 14.6.4

It is a mandatory traffic sign that indicates areas where parking is prohibited

Stop sign should be sited 1.5 M to 6 M in advance of the stop line.

This sign is used to slow down or stop when necessary to avoid interfering with conflicting traffic.

The sign shall not be used at intersection where traffic signals are installed.

This sign is recommended to be sited 1.5 M to 12 M in advance of the speed hump and side streets.

IRC: 67-2012, 14.8.5

Signs should be erected within 25 M of the start and end of the prohibition. The “No Parking� sign is placed parallel to kerb facing the carriageway and sited approximately at 100 M intervals.

Where signs are used without road markings, they should be placed strategically rather than at fixed intervals. The aim should be that wherever drivers might be tempted to stop, they should be able to see a sign.

The spacing between consecutive signs, whether or not they are on the same side of the road, should be not more than 30 M.

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3.6 SIGNAGES AND PLACEMENT SPECIFICATIONS

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D. Cautionary signs

E. Hump Ahead sign

F. Pedestrian Crossing

These signs are meant to warn the driver about the hazards/ situation lying ahead on the road.

It is a cautionary traffic sign that indicates that each driver must prepare to slow down due to the presence of speed hump

It is a cautionary traffic sign that indicates the presence of uncontrolled pedestrian crossing

IRC: 67-2012, Table 15.1

IRC: 35-1997, 15.40

IRC: 67-2012, 15.27 Table 15.1

Side Road, Y-intersection, Cross Road, Roundabout, Traffic Signals, Traffic Signals, Major Road Ahead, Staggered Intersection, Merging Traffic Ahead, Narrow Road Ahead, Road Widens, Reduced Carriageway, Gap in Median, Pedestrian Crossing, School Ahead, Speed Breaker and Hazard Marker shall be place 45 M in advance of the hazard

The sign should be located 40 M in advance of the center of speed breaker.

The sign should be erected in advance on both approaches to uncontrolled pedestrian crossings.

Lateral placement of the sign should be 600 MM setback on kerbed roads.

This is absolutely essential when visibility of the crossing is impaired by a bend or hump in the road.

G. Parking

H. Pick-up & Drop

I. Bus Stop

It is an information traffic sign that indicates where parking is permitted

It is an information traffic sign that indicates where vehicles may stop temorarily for pick-up/drop off’s

It is an information traffic sign that indicates where the bus stop is located

IRC: 67-2001, 18.1

IRC: 67-2001, 16.3.5

IRC: 67-2001, 17.36

The parking sign should be set up parallel to the axis of the road ahead of places where parking is authorized

This sign is mostly used near educational institutions and public buildings.

The sign should erected at the places where the buses are designated to stop

The pick-up/drop off sign shall be erected where they are expected to wait.

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Bellasis Street Design Drawings

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Belassis Road ongoing construction Bellasis Road Improvement Project

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4.1 Bellasis Road Improvement Plan

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Scale - 1: 1000 all dimensions are in metres ST B TE US RM INU S

IT

STOP

1.8

0.7

R0.5 R0.5

0.7 1.8

R0.5

5 R0.

5 R0.

5.28

R0.5

R0.5

R0.5

1.2

1.2

R0.5

R0.5

2.58

BUS

1.8

760 1.8

780

0.69

R0.5

5

R0.

0.16

5.93

R0.5

1.95

5

1.95

5 1.9

0.67

2.02 0.67

6.44

R4.6 1

OF

1

5

R0.5 1

1 4

1 3

SC

.5 R0

PICKUP AN DROP D -O ONLY FF

R0.

P

P

5

CD

ST NA PAUL T SC IONA HO OL L

Y

E

21.86

R0.

R0.

CIP EM LA B AP ASS Y AR TM EN T

IET

FIC

1.95

R0.5

.5 R0

R3

R4.5

0.52

3

1.2

1.2

1.2

5

0.48

1.8

ST

1.95

R4.5

2.49

ING

ER PARK

WHEEL

1.2

EM B BE ASS LLA Y A SIS PAR T HO US MEN ING T SO C

T

PO

1.8

1.95

FOUR

.5

1.2

R4.

2.88

3.71

4.99

1.2

5

3.25

4.79

2.91

3.32

1.2

R3

1.2

1.2

2.5

KA IL AP ASH AR TM EN

R0.

8.78 0.49

1.02

5

6

3

5

4

7.33 3.2

15.3

9.96

R0.

1.2

1.2

1.2

EL UR WHE

10.2

5

1.2

1.2

2.17

820

833

WHE FOUR

ING ER PARK

SCHOOL PICK AND DROP ZONE 5

27.26

R0.

R0.

R0.5

1.2

1.2

0.71

R0

5

R0.

R0.5

5

P

19.35

UN IT WE ED F LFA AM IL RE SH IV TR IES US MA LAL T NS M ION OTIL AL

47.42

R0.5

5

R0.

P

1.8

2.66 1.8

3

R9

P

A'

D P

R0.5

R0.5

R0.

5

R3

R0.5

5

R0

.5

R0.5

R0.5

5

0.64

R0.

.5

STOP

BUS

0.6

R0

R3

R2.75

R0.5

.5

R4.

36

R4

STOP

.5

R0

R0.5

1.95

BUS

R0.5

5

R0.

1.2

1.2

2.69

2.86

4.52

R6

2.42

BUS

3.02

R6

R6

4.78

STOP

R0.5

1.82

4 4.4

1.95

2.5

R6

5.01 12

27.3

3

2.56

3 3

R5.94 R6

1.94

2.42

2.46

1.95

6.87

BU S AP TAAN PA RT ME

P

NT

S

P

PIC K-UP AN DROP D -O ONLY FF

P

D'

C'

4 4.4

3 1.95

R6

2.85

9.15

3

1.95

R6

1.95

3.28

3.86

5 R0.

0.63

R6

R6 2.45

R0.

5

R0.5

5

3.49

R0.5

1.9

R6

1.82

1.95

R6

13.22

4

1.8

R6

3.5

1.95

R6

15

0.99

3

5.82

4

5

4.4

24.26

3.37

R0.

3.15

PARKING ZONE

3.15

1.2

SCHOOL PICK AND DROP ZONE

9.25

4.86 1.95

4

5.19

4

1.2

0.5

0.51

4.93

R3.2

PARKING ZONE

2.66

2.68

4.4

1.8

1.8

1.2

1.2

FOUR WHEELER PARKING ZONE

1.95

4.8

.94

9.33

2.67

R5

R0.5

1.26

R0.5

4

R0.53

2.19

7.56

2.5

2.46

2.42

2.5

R5.94

8.04

14.18

2.42

R3 1.56

5.69

4

1.8

R3.06

2.5

BUS STAND 5.4

10.94

1.8

R0.5

R0.5

1.2

1.2

1.2 3.64

3.38

1.2

1.2

1.8

1.8

2.9

2.9

0.6

3

0.8

10

17.63

17.46

8.32

5.99

12.84

R3

12.56

160

200

220

5

R3

BUS STAND

4

4

9

PARKING ZONE

PARKING ZONE

0.6

4.7

21.07 R0.5

2.16

R3

3

R0.5

17

0.6

0.6

5

3

R0.

1.2

0.6

5

3.6

3

0.6

R0.

R4.36

240

260

280

1.8 1.8

5.05

3 6

4

R4.5

P

6

5.02 7

3 12.15

4.76

300

AQ AP UAPE AR TM ARL CL ENT OS ED

320

AN JUM GIR ISLAM AN LS IC SC HIGH HO OL

340

360

JU M MA MA SJID

380

440

420

400

JU M MA MA SJID

P

OZ O CE NE B NT ER

180

P

ES T AL T

KO K PO AN LYC LIN IC

PIC K-UP AN DROP D -O ONLY FF

R0.

AQ AP UAPE AR TM ARL EN T

C

R0.

R0.5 0.75

2.55

800

FOUR WHEELER PARKING

8.16

R0.

6.26

RKIN ELER PA

5

R0.5

10

8.11

R0.5

R4.

5

R0.

1

R0.5

1.33 3.93

3.01

FO

5

BUS

33.1

3

1.93

61

580

0.6

2.52

1.2

1.2

1.2

1.19

0.76

2.68

G

PARKIN

G

70.16

R0.

23.23

FOUR WHEELER PARKING

FOUR WHEELER PARKING

STOP

740

ND

BUS STA

HEELER

TWO W

1.2

9 14.16

ND

1.89

600

620

660

5 6

BUS STA

10 3

6

22.54

700

720

ST B TER US EN MINU TR S Y

DO O CO DHW MP LEX ALA

8.01

680

A

DO O CO DHW MP LEX ALA

EX

640

P

DO O CO DHW MP LEX ALA

P

BUS STAND

C

B P

TH

.5 R0

R3

0.64

R0.5

R0.5

R3

36 R4.

R0.5

R3.06

5 R0.

R0.5

.5

R0

R0.5

5

R0.

1.2

10

2.86

R0.5

R3

R3

2.9

2.9

2.16

0.8

1.2

4.52

1

R0.5

R0.5

5

4.7

21.07

9

3

R0.

6

R0.5

0.6

5

R3

3

R0.5

5

0.6

1.2

0.6

1.95

.5

R0.

320

340

360

AQ AP UAP AR TM CL OS

R0.5

4.76

17

PARKING ZONE

PARKING ZONE

2.69

R4

2.81

3

0.6

5

R4.36 3.6

BUS

32.1

R0.

R4.5

STOP

STOP

5

1.95

BUS

47

R0.

R0.

TWO WHLR

1.95

4.69

BUS STAND

BUS STAND

1.2

1.2

12

.5

R0

5

R0.

BUS 21.15

FOUR WHEELER PARKING

1.2

1.2

1.2

3

STOP

5

3.77

1.2

1.2

1.2

1.2

0.6

R0.

23.23

1.2

4

10

6

AN JUM GIR ISLAM AN LS IC SC HIGH HO OL

4

3 12.15

BUS STAND

JU M MA MA SJID

PIC K-UP AN DROP D -O ONLY FF

P

7

1.9879

2.1104 5 8

8.01

KO K PO AN LYC LIN IC

380

JU M MA MA SJID

400

480

520

500

TER BES MIN T A EX L IT

440

AR POTIA TER BES TM T M EN T ENTR INAL AN CE

540

560

600

580

DO O CO DHW MP LEX ALA

AP

460

ES AH IL & AP POTIA AR TM EN T

420

DO O CO DHW MP LEX ALA

P

P

TER BES MIN T AL (CL EXIT OS ED )

4

R6

R5.94

R3.13

1.2

3

4 5

2

16

15

4 4.4

1.95

2.5

5 R0.

3 2.46

17

14

1

25

19 18 20

22

21

7 6

24 13

6.87

8

12

2.45

R0.5

R0.5 1.8

1.8

6

.5

R0.5

R3.1

23

1.94

8

6

7

9

5

20 19

10

4

11

1.95

R0

STOP

BUS

R0.5

5 R0.

.5 R0

R6

3

2.42

R0.5

3

.5

7.56

13.22

4

R0

1.95

2.68

2.67

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2.66

R5

4.4

1.8

1.8

3

11 10 9

2

P

CIT PA Y CEN RK ING TER EX IT

BU S AP TAAN PA RT ME

CIT PA Y CEN R EN KING TER TR AN CE

P PICK-UD AN -OFF DROP LY ON

PICKUP AN DROP D -O ONLY FF

R5.94

5.78

SC

O

PARKING ZONE

27.3

5

3.01

TWO WHEELER PARKING ZONE

3.06

1

24 23 22 21

13 14 15 16 17 18

25 26 27 28 29 30

36 35 34 33 32 31

12

1.2

1.2

1.2

1.2

1.2

1.2

1.2

5

CD

ST NA PAUL T SC IONA HO OL L

FOUR WHEELER PARKING ZONE

3

16.95

R0.

2.94

29.85

19.57

3

4.8

9.15

1.2

2.22

9.33

1.2

1.2

1.8

1.8

8

R3.1

TAXI - PICK AND DROP ZONE

1.68

R0.5

R0.5

R0.53

1.26

2.56

0.28

.5

R0.

1.2

1.2

1.2

BUS STAND

5.99

6

3

CIP EM LA B AP ASS Y AR TM EN T

R0.5

3

R3.0

8

1.6

22.63

.5

R0

10.2

R0

SCHOOL PICK AND DROP ZONE 5

4

0.31

14.18

2.46

2.42

R6

8.04

4

2.19

2.23

NT

S

P

C'

B'

E

ST A DR NDA UM RD BU AND FA CKE T CT OR Y

P

TO KEDY WE RS

0

20

40

60

80

100

120

140

160

180

200

3

0.9

R0.5

0.9

5 R0.

0.6 R0.5

R0.

5

1.2

9.06

STOP

R0.5

R0.5

BUS

4

0.79

R6

PARKING ZONE

5

R0.5

R0.

R6

R6

5.36

2.39

4.4

R6.

1.95

1.96

STOP

BUS

5 R0.

STOP

2.47

12.56

2.52

BUS

2.6

15.01

R0.5

12.35 5.88

PARKING ZONE

7

11.97

6.4

26.96

06

4

4.4

3.15

1.95

BUS STAND

R6.06

62.46

4.2

BUS STAND

2.58

BUS STAND

2.43

4

5

R6

1.95

4.4

R0.

R6

1

1.36

5

1.82

5 R0.

BUS

STOP

STOP

BUS

R0.

R6

25.51

R6

13.83

R0.5

4.76

R0.5

R5

R0.5

2.11

37.82

0.6

R6

3.02

2.42

1.43

2.5

BUS STAND 5.4

10.94

4.78

BUS STAND

0.6

1.8 3.02

5.47

3

17.46

1.8

1.8

3 7

1.8

2.98

1.8

1

3.0 R6

R6.06

1.95

1.95 2.49

3

2.57

R6

3

1.95

1.82

2.42

R6

2.85

12

5.01

SA

GA

P

P

P

RH

OT

EL

E' Bellasis Road Improvement Project

43

1.2

4

4.2

WRI.org

Street Sections Section AA’

Scale - 1: 200 all dimensions are in metres

2.60

6.20

2.50

FOOTPATH

INFORMAL SHOPS

PARKING

7.50

7.50

TRAVEL LANE

TRAVEL LANE

2.50 PARKING

VARIES(3.200) FOOTPATH

SECTION A-A' 2.60

6.20

2.50

FOOTPATH

INFORMAL SHOPS

PARKING

7.50

7.50

TRAVEL LANE

TRAVEL LANE

2.50 PARKING

SECTION A-A' Section BB’

Scale - 1: 200 all dimensions are in metres

4.30 FOOTPATH

2.50 BUS STOP

SECTION B-B'

7.50

7.50

2.50

TRAVEL LANE

TRAVEL LANE

PARKING

5.1 FOOTPATH

VARIES(3.200) FOOTPATH

44

Section CC’

Scale - 1: 200 all dimensions are in metres

5.00

1.80

7.50

7.50

TRAVEL LANE

RAMP

FOOTPATH

1.80

TRAVEL LANE

6.50

RAMP

FOOTPATH

SECTION C-C'

5.00

1.80

7.50

7.50

TRAVEL LANE

RAMP

FOOTPATH

1.80

TRAVEL LANE

6.50

RAMP

FOOTPATH

SECTION C-C'

Section DD’

Scale - 1: 200 all dimensions are in metres

VARIES (2.00) FOOTPATH

2.50

7.50

7.50

PARKING

TRAVEL LANE

TRAVEL LANE

SECTION D-D'

3.00 2 WHEELER PARKING

3.00 FOOTPATH

Bellasis Road Improvement Project

45

SECTION D-D' WRI.org

Section EE’

Scale - 1: 200 all dimensions are in metres

VARIES (2.30) 1.60 FOOTPATH

TEMPORARY SHOPS

SECTION E-E'

11.00 TRAVEL LANE

7.50 TRAVEL LANE

1.60 PARKING

VARIES (3.50) FOOTPATH

46

varies 1.8m min. clear walking distance

Design DETAIL ATDetails A2: WIDER FOOTPATH, NARROW PROPERTY ENTRANCE Detail ofFOOTPATH, Footpath

Bollards 0.9m c/c

High Strength Paving

Footpath pavers

0.6

0.60

0.75

1.2

0.6

3.09

2.5

Scale - 1: 100 all dimensions are in metres

varies according to property entrance

R3

varies according to property entrance

Curb lines

0.1 0.1

0.15

2.45

varies according to property entrance

0.15

4.3

0.5

DETAIL AT A3: PROPERTY ENTRANCE WITH LEVEL DIFFERENCE IN FOOTPATH Cats eye

Detail of Pedestrian Ramp at Property Entrance

Scale - 1: 50 all dimensions are in metres

Property gate

1.2m

Railing

0.9001

LVL + 0.15m VARIES

Edge of the Carriageway

LVL + 0.02m

LVL ± 0.00m Bellasis Road Improvement Project

47

WRI.org

Detail of Vehicular Ramp at Property Entrance

Scale - 1: 50 all dimensions are in metres

High strength Paving

PCC strip 0.50 m wide

Regular Paving

Regular Paving VARIES ACCORDING TO WIDTH OF PROPERTY ENTRANCE

LVL + 0.15m

Railing

Flare

Flush with roadway

Curb line 1.2m

1m

Edge of the Carriageway

Cateye Flare 1m

LVL ± 0.00m

Detail of Bollards

Detail of Tree Grates

Scale - 1: 20 all dimensions are in metres

Scale - 1: 50 all dimensions are in metres

Reflective tapes 0.1000

0.1000

Edge of Gutter Edge Line of Gutter Line

VARIES 0.9M TO 1.2M

1.0000

1.8000 1.4000

1.8000

1.4000

0.1000

1.4000

1.4000

1.8000

1.8000

Type 1 1 Type 2 2 Tree Tree Grating Grating 1 Tree Tree Grating Grating 2

Type 3 Grating Tree Tree Grating 3 3

48

Regular Paving

Detail of Onstreet Parking - Two Wheeler

Scale - 1: 50 all dimensions are in metres

0.15M

Curb lines

LVL + 0.15m

High strength Paving

1.90M

1.00M

LVL ± 0.05m LVL ± 0.02m

0.15M

LVL ± 0.00m

0.10M

Edge of the Carriageway

DETAIL AT D1: 2 WHEELER PARKING DETAIL Detail of Onstreet Parking - Four Wheeler

Scale - 1: 50 all dimensions are in metres

5.50M

Asphalt

0.15M

0.15M 0.10M

CAR PARKING

DETAIL AT D2: 4 WHEELER PARKING DETAIL

0.25M

0.10M Bellasis Road Improvement Project

49

BUS

Kerb Dead Width

Dead Width MV Lane

Sidewalk

MV Lane

BUS STAND

Cats eye

WRI.org

Detail of Bus Stop Environment

BUS

Bus Shelter

15m

1.0000

Kerb 1.0000

Dead Width

Dead Width MV Lane

Sidewalk

MV Lane

Cats eye

Bus Shelter

BUS

1

3.0000

0.1000

0.6000

STOP

0.1000

B'

Clear Walking Zone Min. 1.8M

BUS STAND

15m

1.0000

1.0000

NO PARKING AREA

VARIES (4.300) FOOTPATH

3.0000

2.5705

1

B

NO PARKING AREA

B'

STOP

0.1000

BUS STAND

B

0.6000

BUS

Clear Walking Zone Min. 1.8M

STOP

Scale - 1: 250 all dimensions are in metres

0.1000

7.5000

7.5000

BUS STOP

SECTION B-B'

2.4786 PARKING

Section BB’

VARIES (5.100) FOOTPATH

50

Detail of Pick and Drop in front of Institutions

Scale - 1: 200 all dimensions are in metres

Cats eye Pick and Drop Varies (2.5m min.)

VARIES ACCORDING TO THE WIDTH OF THE PROPERTY ENTRANCE

COLLEGE

D

Pick and Drop Zone

MV Lane (3.3m min.)

MV Lane (3.3m min.)

D

200

DEENIYAT

ENTRANCE TO INSTITUTION

No Parking Zone

220 Bellasis Road Improvement Project

51

WRI.org

Detail of Speed Humps

Edge of carriageway

Scale - 1: 100 all dimensions are in metres

3.7000

1.0500 0.7500

1.8500 0.7500

1.0000

0.2500 0.7500

1.8500

0.7500

0.7500

1.0000

0.3500

1.0000

0.7500

10.5000

0.7500

0.7500

1.8500

0.7500

0.2500

0.7500

0.3500

1.0000 1.8500

0.7500 1.0000

0.7500 0.7500

1.8500

0.7500 0.7500

3.7000

Edge of median Speed Hump marking for 2 lane road as per IRC

Modified Speed Hump marking for 3 lane road

52

Detail of Pedestrian Crossing

Scale - 1: 200 all dimensions are in metres

Flare

VARIES Min. 1.5 M (Sidewalk)

VARIES Min. 1.2 M

1.5000

VARIES Min. 12m

Flush with roadway

Flare

1.8000

1.5000

End of Curve VARIES Min. 12

7nos. 6m long WARNING LINES Total length: 69M

Edge of Carriageway Kerb radius VARIES Min. 4.5m and Max. 15.0m

VARIES Min. 1.5 M (Sidewalk)

Flush with roadway

White broken line

VARIES Min. 2.50M

Cats eye

Flare

Flare

Start of Curve

3.5 to 4.5m

Edge of Carriageway

0.5000 0.5000 30m

1.5000

1.5000

1.5000

1.5000

15m from stop line

1.5000

1.5000

3.0000

6.0000

1.5m

Upto 90M from the STOP line LVL ± 0.00m

0.3m

1M

0.5m to 1.25m

1.0000 1.0000 1.0000

LVL ± 0.00m

LVL + 0.25m

LVL ± 0.00m VARIES Min. 1.00m

Median

Refuge Area

Bellasis Road Improvement Project

53

WRI.org

Detail of Kerb Ramps

Scale - 1: 100 all dimensions are in metres

R0.5000 R0.5000

LVL ± 0.00m

0.1500 0.1500 h

us

Fl th

wi

3.00

Flush with roadway

1.8000

LVL ± 0.00m

0.1000

ad

ro y

wa

0.5000 0.9000

LVL + 0.15m

3.0000 1.9500

LVL + 0.15m 0.5000

54

0.6

1.20

varies 1.8m min. clear distance

0.15 0.15 0.1

Detail of Street Furnitures used

0.15

0.15 0.9

0.15 0.1

0.9

Seating type 3

Seating type 2

0.6

0.15

0.1500 0.15

0.1 0.9

Varies 1.8min clear walking distance

0.3

1.79

3.60

0.6

0.1

1.20

0.6 the offse cu t fro rb line m

0.3

varies 1.8m min. clear distance

Varies 1.8min clear walking distance

0.1

0.15

0.3

0.6

1.8

0.6

0.15

0.15

Scale - 1: 100 all dimensions are in metres

0.9

Varies (minimum clear distance 1.8m)

Flooring Detail Scale - 1: 50

Bellasis Road Improvement Project

55

WRI.org

5.

Index

B Bellasis Road 4 BIGRS 4

C Carriageway Design Elements 21 Lane width 21 Pedestrian crossing 21 Spacing b/w pedestrian crossing 22 Speed humps at un-signalised pedestrian crossing 21

D Design Principles & Recommendations 8 Bulb outs /curb extensions 9 Bus Stops 9 Bus Box Marking 12 Bus Shelter 12 Designated Parking Areas 9 Pedestrian Crossings 9 Pedestrian Ramp 10 Refuge Area 10 Vehicular Ramps 10

F Footpath Design Elements 17 Bollards 19 Bus stop environment 20 Clear walking zone 17 Footpath surface quality 19 Kerb height specifications 17 Kerb ramps at pedestrian crossing 17 On-street parking 20 Pedestrian guardrails 18 Pedestrian ramps at property entrances 18 Tree Grates 20 Utility shifting 19 Vehicular ramps at property entrances 18

56

I Intersection Design Elements 25 Bus stop 25 Kerb radius 25 Kerb ramps at pedestrian crossing 25 Median end treatment at intersection 26 Median width 26 Parking 26 Pedestrian refuge area 27 Slip lane width 27

Pedestrian Crossing 32 Pick-up & Drop 33 STOP Sign 31

M Median Design Elements 23 Bollards 23 Gap in median 24 Median width 23 Pedestrian refuge area 23

R Road Marking Specifications 28 Continuity lines for median and islands 30 Directional Arrows 29 Markings at bus stop 30 Pedestrian crossing 28 Spacing between two cats eye 29 Speed Hump Marking 29 Stop line 28 Traffic lane lines 28

S Signages and Placement Specifications 31 Bus Stop 33 Cautionary signs 32 GIVE WAY Sign 31 Hump Ahead sign 32 No parking 31 Parking 33 Bellasis Road Improvement Project

57