SETRA - Comprendre Les Principaux Paramètres de Conception Géométrique Des Routes - 2006 For Design (English)

Setra Studies department
techniques
roads
and highways
June 2006
Understand the main geometric design

parameters of roads
S omma ire The objective of this note is to expose the basis of the main
geometric characteristics of roads to recall their meaning.
Warning................................................. ... 3
The visibility ................................................ ........ 5

It is not intended to be exhaustive and cannot replace the geometric design
The cross section ........................................... 14
guides adopted by the contracting authority and therefore applicable on its
The plan .............................................. .16 network (in particular the ARP [1] and the ICTAAL [2] for the national
network).
The longitudinal profile .............................................. 20
Coordination of plan - longitudinal profile 22 Bibliography
........................................ ........... 23
Appendices ................................................. ........... 24
Annex 1: regulatory aspect ................... 25
Appendix 2: stopping distance ............................ 26
Annex 3: vertical acceleration in re-entrant radius

.......................................... ................... 27
Understand the main geometric design
parameters of roads
Fundamentals collection
Document published by Sétra in the “reports” collection. This collection brings

together reports from studies, research, experimentation and experiments.
Understand the main geometric design parameters of roads -
Warning
The purpose of this document is to expose some basic elements on the geometric characteristics of roads. It reflects current
knowledge in the fields concerned but does not replace existing design guides.
Some requirements contained in road design guides are mentioned by way of example, but cannot be understood as minimum
characteristics to be achieved on all existing roads open to public traffic. For example, the geometric approach to visibility
obviously cannot lead to the obligation to make everything visible on an existing road. The purpose of this document is simply to
provide elements making it possible to assess the possible consequences of the geometric characteristics planned for a new
road or observed for an existing road and to allow development choices to be made in full knowledge of the facts.
It is also necessary to recall that the highway code [3] and that of the highway system [4] express regulatory requirements in the
field of road design from the point of view of the driver, the vehicle and the road. While these rules alone are generally sufficient
for local service roads, it has proved necessary, on main roads, to support the user by offering him a road layout guaranteeing a
level of safety and comfort suited to the functions of these ways.
This refers to the notion of typology: the driver adapts his driving to his perception of the road and its environment, which
includes in particular:
• traffic
• the geometrical characteristics of the road: width of the road, number of lanes, sinuosity ... the level of equipment
• of the road
• road environment, urban environment, interurban environment, plain, mountain
• specific signage (kilometer markers, variable message signs, exit signage)
Recent surveys among users have shown that the main discriminating criteria were the separation or not of the flows in opposite directions
and the area where the road is located (urban, peri-urban and interurban area). They identify the following types of road:
• Motorways: 2x2 or 2x3, limitation 130 km / h,
• Interurban 2x2s: a little narrower than highways, limitation 110 km / h
• 2x2s in urban and peri-urban areas: very heterogeneous characteristics, limitations 110,90,80,70 km / h Main roads: 3
• lanes or alternating 2 lanes / 3 lanes, limited to 90 km / h Small roads: often two lanes narrow, limited to 90 km / h
The road network dealt with in this note is interurban. According to the definition of the Highway Code, this is the network located
outside the built-up area. The built-up areas located outside the built-up area will need special attention.
"Reports" collection - Sétra -3- january 2006

"Reports" collection - Sétra - 4– january 2006

The visibility
1 - Object if and method
The driver drives according to what he sees.
The Highway Code [3] sets the rules for driver behavior in cases where visibility conditions are not satisfactory. It may be either
unfavorable weather conditions (rain, fog) or particular physical configurations (hill tops, intersections, turns).
For the sake of safety but also of comfort, the geometric design of the roads must make it possible to ensure satisfactory visibility
conditions both at the right of the singular points and in the current section.
One of the tasks of the road designer is to find the right balance between visibility needs and project-specific constraints.
These requirements depend on the speed practiced, the reaction time and the distance required for the intended maneuver.
2 - Est imat ion of the speeds practiced [ 5]
Besides the maximum authorized speed, it is necessary to

V85 depending on radius
know the speed actually practiced. We use the concept of
V85: speed below which 85% of users are driving (which
140
makes it possible to exclude speeds considered as atypical
and extreme). While this value can be measured on existing 120
routes, it can only be estimated for new projects. At the right 100
of the singular points, it is determined according to the
V85 in km / h
80
number and characteristics of the tracks as well as the
minimum obtained by the calculation with the radius or the 60
slope of the road. 40
20
0
0 100 200 300 400 500 600 700 800 900
Except for highways, speed V85 as a function of the number
of lanes and radius R in m radius in plan in m
2v (5m): V85 = 92 / (1 + 346 / R 1.5)

V85 depending on the ramp
3v and 2v (6 and 7 m): 2x2 V85 = 102 / (1 + 346 / R 1.5)

140
v: V85 = 120 / (1 + 346 / R 1.5) 120
100
Except for highways, speed V85 is also a function of the
V85 in km / h
80
number of lanes and of the ramp p in% (> 250m)
60
40
2v (5m): V85 = 92-0.31p²
20
0
3v and 2v (6 and 7 m): 2x2 V85 = 102-0.31p²
0
10
12
14
v: V85 = 120-0.31p² ramp in%
Some basic values in straight and flat alignment:

Channel type V85 Regulatory V
Highway ( specific ICTAAL 2000 study) [7] 150Km / h 130Km / h
2x2 lanes ( info note n ° 10) [5] 120 km / h 110 km / h
3 or 2 lanes (6 and 7 m) ( info note n ° 10) [5] 102 km / h 90 km / h
2 lanes (5m) ( info note n ° 10) [5] 92 km / h 90 km / h
However, today, the principle adopted is to cut off the V85 at the maximum regulatory speed. Onne
designs more to dimension infrastructures for operating speeds higher than the regulatory speeds. Therefore, except in cases
where it turns out that the V85 practiced is lower than the regulation speed, it is the latter which must be retained. The only
exception concerns visibility at a crossroads where in all cases, for safety reasons, the V85 is taken into account.
This speed is used in particular for calculations
• the stopping distances

• the avoidance distance
A. The stopping distance
This is the theoretical conventional distance required for a vehicle to stop taking into account its speed, calculated as the sum of the
braking distance and the distance traveled during the perception reaction time.
The distance of perception reaction: it is the distance traveled at constant speed v during the perception reaction time. This time is
made up of the physiological perception-reaction time (1.3 to 1.5 s) and the mechanical dead time for the brakes to operate (0.5 s). For the
calculation, we generally adopt the value of 2 sec for this reaction perception time whatever the speed, even if it is accepted that in a
sustained attention situation (speed greater than 100 km / h or sustained traffic at high speed) this time can be reduced to 1.8 s. However,
a modification of 0.2 s has little effect on the stopping distance (eg 5m at 90km / h) and the various foreign studies tend to situate this value
between 2 and 2.5 s.
Braking distance: it is the conventional distance necessary for a vehicle to go from its initial speed to 0. It does not correspond to
the data of the automobile manufacturers and is a function of the initial speed, the gradient and the coefficient of longitudinal friction
(value
between 0 and 1). The latter, due to its calculation assumptions, offers v = speed in meters per second
g = 9.81 m / s² (acceleration of gravity) cfl =
significant safety margins for most situations. [6]
coefficient of longitudinal friction p = slope of the
longitudinal profile (in m / m)
Df = v² / 2g (cfl ± ± p)

The stopping distance:
Da = 2v + df v in m / s
On curves, the increase in stopping distance should be taken into account. Indeed, braking must be less energetic on a curve and it is
therefore allowed to increase the braking distance by 25% for turns with a radius of less than 5V (Km / h) (ARP [1]).
B. The avoidance distance:
This is the distance required to perform an avoidance maneuver by lateral shift in the event of an unforeseen fixed obstacle on the
roadway. This distance can be used when it is not possible to ensure a sight distance greater than or equal to the stopping
distance. To ensure vehicle avoidance, a coated side clearance of compatible width should be provided. It could be estimated from
various works and simulations and
corresponds to the distance traveled at constant speed for an estimated time between 3.5 ( ARP [1]) and 4.5
seconds ( Visibility report [7]) which includes:
- the time required to perform the avoidance maneuver itself (between 2.5 and 3 seconds)
- reaction perception time (1.5 seconds on the motorway and 1s on the main road) the values lower than those used for stopping
are explained by a faster reaction for a maneuver at the wheel than at the pedal).
On the basis of these concepts and the desired level of service, the designer must determine whether the visibility conditions offered by the route are
compatible with the performance of the maneuvers mentioned above and in particular at the right of singular points.
3 - Visibility requirements
The driver's eye is deemed to be 1 m high, 2 m from the right edge of the roadway (see width of light vehicles), 4 m back from the
edge of the roadway of the main track for intersections equipped with STOP. This gives more unfavorable conditions than for
pedestrians and cyclists generally higher and closer to the shore at the crossroads.
Visibility varies according to the issues
at . for y o u rlar or te: visibility over age
The distance required can be estimated at the distance covered in 3 seconds at V85 speed ( nm / s) and measured between the observation
point: the driver's eye (height 1m, 2m from the right edge of the roadway) and the observed point (height 0m on the axis of the roadway at the start
of the circular part of the bend).
b. to stop: visibility on ob t ac le
It is the visibility necessary for the driver (height 1m, 2m from the edge of the roadway) to perceive and stop before a fixed
obstacle on the roadway. Depending on the type of road, it is up to the designer to determine the height of the obstacle to be
taken into account. Generally, it is the height of the most favorable rear light of a vehicle stopped on the roadway that is taken
into account (regulatory minimum: 0.35m) but for specific cases such as rockfall areas, this height may be reduced to 0.15m. On
roads with two uneven lanes, insofar as the main risk relates to the presence of a stopped vehicle on the roadway, the ICTAAL
[2] has retained the height of the rear lights of the vehicles, and, from '

vs . to redo a box or r or a safe access: eg a box ref or rpl an (with "STOP")
The objective is to give the driver

of the non-priority road the time
necessary to complete his
maneuver before a vehicle arrives
on the main road. To do this,
a distance
corresponding to 8 s at V85
speed on the main road is
required essary (6 s
is a minimum requirement). The
vantage point is the eye of the driver
when stationary on the
secondary lane (h = 1m and 4 m set back from the edge of the main roadway) and the point observed a vehicle traveling on the left lane with
respect to the direction of travel (h = 1 m and on the axis of the channel concerned)
§ d. to perform an exit maneuver from a separate carriageway with interchange:
For roads with separate carriageways with uneven exchanges, the user who wishes to leave the main track must be able to have a
distance which allows him to perceive and identify the exit, to decide on his maneuver, possibly to fall back on the right lane. and
finally disengage to the right towards the exit bevel. This exit maneuver distance is defined as the distance traveled at constant
speed V85 (in m / s) during the time required to operate, i.e. 6 seconds.
e. to spend in t or your savings: lav isibility fo r a depa ss emen t
For two-way roads, regardless of the speed level, a 500m visibility distance generally ensures safe overruns in the majority of
cases (ARP [1]). The observation point is located at a height of 1 m on the axis of the roadway and the observed point is located
at 1m located on the axis of the roadway for a 3-lane or on the axis of the opposite lane for a 2-way.
However, overtaking can be achieved on more constrained routes with lower visibility distances but cannot be guaranteed in all
circumstances. A common passing maneuver lasts 11 to 12 seconds, and in this case the sight distance required for passing
can be estimated at dD (m) = 6 V (km / h). For vehicles with a greater power reserve, the duration of the overtaking can be
reduced to 7 to 8 seconds and gives a minimum visibility distance of dd (m) = 4 V (km / h).
4 - Visibility distances of fer ts by the t race
The distances are evaluated according to the geometric characteristics of the layout both in longitudinal profile, in plan layout and in cross
section, taking into account the side masks (construction, afforestation, etc.).

Tr aced in pl an
Example: the visibility distance in a bend: (R + e 1) ² =
d 1 ² + R² (R + e 2) ² = d 2 ² + R²
sight distance d = d 1 + d 2
if d 1 = d 2 = d / 2 and e 1 = e 2 = e (d / 2) ² +
R² = (R + e) ²
d² + R² = R² + 2 Re + e² 4 =>
d² = 2 Re + e²
4
d² = 8 Re
e² is negligible in front of Re,
The calculation is the same for a left curve in the case of lanes with divided carriageways, including any mask that the restraint
device could constitute.
Application of the formula to the driver
This formula is a quick way to check. The driver's eye is known to be at a

height of 1m and 2m from the edge of the road (see width of light vehicles).
The height is not involved here.
e = 2 m + la ( clear width between the edge of the road and the side mask)
The theoretical calculation assumes a U-profile: for example, a side

clearance of two meters assumes a vertical mask 2 m from the right edge
of the roadway and therefore actual visibility is generally greater.
By neglecting the cases where the development of the bends is so

substantial that the road is out of scope, we can therefore calculate the
visibility distance as a function of the lateral clearance and note that each
additional meter of lateral clearance releases around ten meters of visibility.
side clearance distance e visibility

For example for R = 200 m, we have:
0m 2m 57 m
1m 3m 69 m
2m 4m 80 m

120.0
110.0
100.0
90.0
80.0
Side clearance
70.0
0m
visibility in m
60.0 1m
2m
50.0
40.0
30.0
20.0
10.0
0.0
50
70
90
0
11
13
15
17
19
21
23
25
27
29
31
33
35
ay
R
radius in m
Long profile
Example: L a visibility distance in salient angle: The visibility depends on the height of
the eye h o and the target height h v.
The formula used is derived from that of the parabola: h o = x o ² / 2R
h v = x v ² / 2R xo = V 2Rh o xv = V 2Rh v
visibility distance = x o + x v = V 2R ( V h o + V h v)

visibility Target height description
on turn 0.00 m on the axis: ground marking
on obstacle 1 0.35 m on the axis of the road concerned: rear lights of vehicles
0.60 m rear lights of most vehicles (specific study carried out on motorways [7])
overtaking 1.00 m conventional height taken for vehicle in opposite direction
500
450
400
350
300 0
0.35
250 0.60
1
200
150
100
50
0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
5500
6000
6500
7000
7500
8000
8500
9000
9500
10,000
graph 2: visibility distance according to the radius salient angle (longitudinal profile)
5 - Comparison and choice of designer
From these elements, it is up to the designer, within the general framework of the order of the client and the constraints of the project
(topography, environment, geotechnics, engineering structure, cost), to seek to best meet the requirements. visibility requirements. It goes
without saying that the singular points of the route likely to surprise the user (crossroads, small radius bends, rockfall area) will have to
benefit from a rigorous examination.
1 we can also take 0.15 m for roads with frequent rock fall


Cross section
1 - elements const i tut i fs
Cross section elements
Shoulder Pavement Shoulder
Berme Berme
BD BD
m m
S S
Rollable width
Platform
For roads with separate carriageways, a central solid ground (TPC) is integrated between the two carriageways.
2 - the pavement width
There is no regulatory minimum width for a roadway. This value must be retained according to the type of vehicles circulating or
expected on the route and the expected speeds. With regard to the vehicle, the Highway Code [3] has fixed the maximum dimensions
of vehicles at 2.60 m without the rear-view mirror: the latter can protrude 20 cm above 1.90 m.
In practice most light vehicles do not exceed the following widths:
• Light vehicles : 1.70 meter

• Vehicle type "minivan": 1.90 meters
• “4X4” vehicles: 2.20 meters
• Camping car : 2.30 meters
The lateral safety margins must take into account the speeds practiced on the route and therefore values of 3.00 to 3.50 m are
usually retained for the main roads. The international standard is located at 3.50m. Depending on topographic constraints and the
amount of heavy goods traffic, smaller widths may be adopted. However, the interministerial instruction on road signs [9] advises
against systematically marking the axis of a roadway less than 5.20m (lanes compatible with the maximum width of a motor
vehicle authorized by the highway code [3] )
For existing roads with a pavement width of between 4 and 6 m, it is important to note that the speed levels practiced are very
sensitive to road widths and consequently, any intervention in terms of pavement widening must take into account the impact in
terms of increasing speeds.

3 - Recovery area and safety clearance area
The surroundings of the road contribute to the safety and maintenance of the heritage.
On roads marked on the side, the beneficial effect on accidentology of the creation of paved shoulders allowing a driver to restore his vehicle
following a fortuitous deviation has been demonstrated. The dimensioning of this recovery zone is strongly dependent on the speeds practiced
and its width depends on the type of lanes and the possibilities: from 0.25m (structural extra width of marking) to 2.50 to 3.00 on the motorway.
Given the economic impact of such developments, a study of the issues is necessary.
This recovery area is in fact multi-functional: pedestrians can walk there and bicycles can circulate there. It includes the technical
over-width which bears the edge marking. In all cases, you should look for:
• the best resistance over time of the safety qualities of the shoulder (avoid grassy shoulders and prohibit any difference in level with
the roadway).
• a contrast with the surface of the road, it is necessary to avoid giving the user the feeling of a roadway that is too wide, favoring
excessive speeds. On monotonous sections of a track, the installation of a soundtrack between the roadway and the smoothed strip
can also be interesting.
On main routes operated at high speed, it is also necessary for secondary safety to limit the impact of any exits from the
roadway. To do this, it is desirable on this type of road to set up safety zones which correspond to zones where fixed obstacles
[10] will be removed or isolated in order to limit the severity of accidents.
4. - The cant:
The cant or transverse slope helps to evacuate surface water [4].
In low curvature radii, it contributes to the dynamic balance of vehicles. However, this contribution remains limited and its value
is therefore capped (generally at 7%). Beyond this ceiling value, other problems arise and in particular constructive difficulties.
This maximum must be reduced in certain cases such as for example snow-covered areas or areas subject to frequent ice as well as areas
where the longitudinal slope is already steep.

The plan layout
The plan of a road is made up of a succession of curves and straight lines separated or not by progressive connections. It aims to
ensure good conditions of safety and comfort while integrating as well as possible into the topography of the site.
1 - The roads
The dimensioning of the radii of the plan layout and the corresponding superelevation is linked:
• vehicle dynamics
• tire / road contact conditions
• the comfort of the user.
The purely dynamic parameters make it possible to define a minimum value of the radius as a function of the practiced speed and the cant and
the definition of a safety threshold. The study of user behavior in bends has made it possible to identify an additional margin of "comfort".
These calculations make it possible to determine two fundamental values for turns:
• the minimum radius which ensures the stability of the vehicles at the reference speed when associated with the maximum cant (generally 7%).
• the ray not spilled which ensures the same stability in the absence of a slope (roof profile).
Thus a physical stability threshold can be determined from the dynamic stresses. However, it turns out that for psychological
reasons, this threshold is never reached by drivers who instinctively maintain a margin of safety. Tests have shown that this
safety threshold can be set at 2/3 of the stability threshold. Likewise, for the sizing, account is generally taken of a comfort
margin corresponding to the transverse acceleration accepted by the driver, this comfort threshold can be set at 1/2 of the
stability threshold.
This gives us the following radius values by speed-cant couple
V 50 Km / h 70Km / h 90Km / h 110 Km / h 130 Km / h

Tilt
- 2.5% 112 286 580 1024 1662
72 181 362 631 1007
0% 98 242 473 808 1267
66 162 318 541 848
2.5% 87 209 399 666 1023
61 146 282 474 731
5% 78 184 345 567 858
57 134 254 421 642
7% 73 168 311 507 760
54 125 235 387 586
In bold Radius values at the comfort threshold, Below Radius value at the safety threshold
The various road design guides have adopted values that are generally higher than these minimum values. However, the designer will
have considerable leeway to adapt the shelves to the configuration of the premises and the type of traffic expected while ensuring
compliance with the general principles of sequence and the conditions of perception of difficult points.

Ca s of svir age s to weaken ayon (l ace ts, î lots of boxes or rs):
When heavy goods traffic reaches a certain level, it is necessary to provide extra bend widths for radii less than 200 m and
allowing heavy goods of the semi-trailer type not to overflow from their lane. The value of this excess width is generally 50 / R.
More precise studies of gyration deserve to be carried out when the designer is forced to project very small radii, although the
standards on the vehicles require the latter to be able to turn between two concentric circles of radii 5.30m and 12.50m .
The following example shows one way of determining the minimum characteristics of a turn allowing the vehicle to turn at the
maximum wheelbase.
The approach adopted consisted in using the existing software with the TRACER coach, the dimensions of which are: Front overhang
Wheelbase Front overhang Width LE front LE rear R Int sidewalk
2,700 m 6.120 m 3,170 m 2,500 m 2,301 m 2.408 m 4.577 m
Various calculation software are

available.
It is noted that the radius "envelope" of the

drawing varies from 12 to 14 m depending on
the speed practiced while the internal radius
varies from 5 meters to 10 meters
The calculations were carried out

under optimal turning conditions. For
projects, it is necessary to take into
account the driver's safety margin, the
conditions of non-tearing of the
roadway, the internal slope which must
remain limited and the necessary
excess width.

2 - progressive connections
The use of progressive connections to introduce the curves meets two objectives:
• facilitate the turning maneuver by allowing the driver to exert constant Cross section Spiral length
force on the steering wheel without jerking
2-lane road Inf (6R 0.4, 67m)
• allow the gradual introduction of the cant and the curvature.
Three-lane road 2x2 Inf (9R 0.4, 100 m) Inf
The length of these connections is limited in order to facilitate the assessment of

lanes at level (12R 0.4, 133m)
the final curve by the user, in particular in the event of a small radius. For
example, see opposite the values admitted in the ARP [1] and the ICTAAL [2]
2 x 2 ways
Sup (14 ∆ δ, R / 9)
height differences
∆ δ difference in cant in%
(R <1.5 R nd)
This element also allows the transition between two different transverse cant (condition of warping) and makes it possible to integrate in time
the variations of transverse acceleration (condition of dynamic comfort). Compliance with the above lengths allows compliance with these
two conditions.
In the case of roads in difficult relief, the reduction in length or even the elimination of progressive connections may be considered. In this case, the
variation of the superelevation will start in the right alignment avoiding encroaching on the curve.
3 - principles of sequencing
The highway code [4] imposed the principle of the homogeneity of the characteristics e n matter of
gradient and radius of curves.
The The experience gained has made it possible to lay down some principles to be retained by road designers with regard to the sequences of
geometric elements of the horizontal layout:
For two-way intercity roads:
• low radii are detrimental to user comfort and safety at the end of a straight alignment
• Too large radii impair the safety of overtaking while promoting high speeds. It is preferable to use straight alignments (50% of the linear for
overtaking or setting up intersections) and average curves.
• a curve with a small radius after a succession of large radii poses safety problems insofar as the user expects a certain homogeneity on the
route. The ARP [1] recommends for example to respect between two successive curves of radius R1 and R2, the following equation:
0.67 <R1 / R2 <1.5 except in the case of radii> 500m.
• two curves of the same direction must be separated by a straight alignment length.
Likewise, certain connections previously used are now prohibited insofar as, by introducing variations in curvature, they are liable to surprise
the user, alter their perception of the curvature and thereby degrade the safety conditions. Indeed, in these configurations, the user often has
an erroneous visual as well as dynamic perception, which does not allow him to correctly appreciate the difficulty of the final turn [11], it is a
question of:
• curves made up of arcs of a circle of different radii

• curves in "OVE" or "C"
• "top" curves
"Reports" collection - Sétra - 18– March 2006

Circular curves of radius less than 1.5R not spilled must respect the following rules:
• Be introduced over lengths of 500 to 1000 m by curves of larger radius.

• Two successive curves must satisfy the condition: R1 <1.5 R2
• Be separated by a straight line of at least 200 meters except for curves in opposite directions introduced by progressive
connections.

The longitudinal profile
Characteristics
The longitudinal profile is characterized by a succession of slopes linked by circular connections.
Slopes and ramps
The highway code [4] required that the longitudinal and transverse profiles of the roads be established so as to allow the
drainage of rainwater and the sanitation of the platform. Consequently, if there is generally no minimum value for the gradients,
we will endeavor to ensure a minimum of:
• 0.5 to 1% for areas where the cant is zero in order to ensure the evacuation of surface water.
• 0.2% in the long cut sections in order to avoid excess depths for the longitudinal rainwater evacuation system.
In general, it is advisable to avoid areas in deep cut that are difficult to clean up as well as low points in cut.
Regarding the maximum value, it is generally accepted to respect the range 8 to 10% depending in particular on the sensitivity
to winter phenomena.
Steep slopes can indeed cause braking problems for heavy goods vehicles and therefore compromise the safety of users. In
particular, it will be avoided to insert a slope of average value between two areas of steep slope (problem of resetting the
vehicles) but also to position singular points in or immediately after these areas of steep slope.
Likewise, on a slope, they cause traffic flow problems (which may need to create special lanes for slow vehicles) and
overconsumption (beyond 2.5% of slope, each additional percentage leads to overconsumption of 12% compared to the value
recorded flat).
C rular connections
Ang lessaill an ts:
The corresponding shelves must be dimensioned with regard to safety and visibility constraints (see chapter visibility). Depending on the
characteristics of the plan, we will endeavor to guarantee visibility over obstacles or when overtaking.
Ang lesr en tr an ts:
These rays do not pose any major safety problems, but their size is essentially conditioned by dynamic comfort constraints,
night visibility conditions and the evacuation of runoff water. The presence of an overpass to the right of a re-entrant angle
deserves special consideration.

In practice,
• up to 70 km / h, it is the constraint of night visibility on an obstacle that is important

On the basis of a beam of headlights, with a horizontal axis located at 0.75m and 1 degree of opening, and for a stopping distance in a curve d (in
m), the radius is given by the formula:
R = d² / (1.5 + 0.035d)
• for 80 km / h, the stopping distance in a straight line is used.

• Beyond that, the main constraint relates to comfort and concerns the vertical acceleration undergone by users.
Although the comfort cannot be measured precisely because it strongly depends on the vehicle's suspension system, the flexibility
of the tires and the load carried among others, international standards allow a maximum centrifugal vertical acceleration of 0.3 m /
s², or approximately g / 33. The resulting condition is:
R = V² / 3.9 with V expressed in km / h
This condition is the maximum recommended. However, for roads with poor characteristics (particularly difficult terrain), since
safety is not involved, higher acceleration values may be allowed but to the detriment of user comfort. The maximum possible
value can be increased to 0.5 m / s².

Coordination of plan - longitudinal profile
The respect of good visibility conditions and the guarantee of a good legibility of the route for the user require to ensure a good coordination of the
elements of the layout in plan and the longitudinal profile. It is the combination of the two elements which conditions the image actually offered to
the user and therefore is the determining parameter with respect to his behavior.
In addition to the objectives of integration into the site, this coordination also aims in terms of safety for the user:
• the perception of the singular points of the route.

• the anticipated forecast of changes to the route
• appreciation of the adaptation to the terrain without being abused by trompe-l'oeil or hampered by breaks or discontinuities.
Line losses, if they are not bothersome for the user, can sometimes give rise to an erroneous perception of the road line, day or
night. Consequently, it is necessary to ensure the visibility of a road length compatible with the average accommodation distance for
the speed practiced (driver distance - point on which he fixes his attention). If this is not possible, we will avoid the reappearance of
the road at a distance less than this length.
This length depends on the speed and is of the order of 180 m at 40 km / h and 500 m at 90 km / h.
For this approach, it is necessary to use perspectives that allow a synthesis between the two elements in two dimensions.
Today's IT tools generally include this functionality.
The experience acquired in this field allows us to enact some simple rules to respect:
• try to make the plan outline curves coincide with the longitudinal profile curves while trying to respect a proportion between the horizontal
radius and the longitudinal profile radius (the ICTAAL [2] for example uses R vertical>
6 R horizontal)
• avoid that a weak start of a curve (<300m) is located at the top point of the longitudinal profile as this leads to a degradation of the perception of
the turn
• avoid positioning crossroads or access points at high points, curves or areas of reduced visibility (possibly on the external side of curves
that are not tilted after checking the visibility conditions).

Bibliography
[1] Technical recommendations for the general design and geometry of the road. Improvement of main roads (except
highways and dual carriageways). technical guide. SETRA, August 1994 - Ref. B9413
[2] ICTAAL. Instruction on the technical conditions for the development of connecting motorways. Circular of December 12, 2000. SETRA,
December 2000 - Ref. B0103
[3] Traffic Laws. To be consulted on the Légifrance website http://www.legifrance.gouv.fr/
[4] highway code. To be consulted on the Légigrance website http://www.legifrance.gouv.fr/
[5] Practical speeds and geometry of the road. Information note n ° 10, circulation safety operation series. SETRA,
April 1986 - Ref. E8616
[6] Speed, curvature, superelevation relationships. Technical note. BRENAC, T - SETRA Explanation of Chapter 2
[7] "visibility" of ICTAAL. Report. PAW, L - SETRA, 2000
[8] Instruction on the Technical Conditions for the Development of National Roads. DSCR, April 1970 Interministerial instruction
[9] on road signs. Order of 24 November 1967 as amended relating to

road and highway signage
[10] Treatment of side obstacles on main roads outside built-up areas. Technical guide. SETRA,
November 2002 - Ref. E0233
[11] Road and street safety. SETRA / CETUR, 1992 - Ref. E9228

Appendices

Annex 1: regulatory aspect
The highway code [4] lists only 3 requirements for departmental and municipal roads, basic requirements:
• the first constrains the longitudinal profile for maintenance

• the second approaches the cross section by the template under structure
• the last reflects the necessary homogeneity so as not to surprise the driver
- the longitudinal and transverse profiles of the departmental roads must be established in such a way as to allow the drainage of rainwater and the
sanitation of the platform.
- under structures crossing a departmental road, an air draft of at least 4.30 meters must be reserved over the entire width of the roadway.
- the technical characteristics of the roadway must, on the same lane, be homogeneous in terms of gradient and radius of curves.
highway code (R 131-1 and 141-2)
The Highway Code [3] legislates on the width and length of vehicles but not on the height which is left free. The maximum width of
vehicles is described in article R 312-10:
1 - Except for self-propelled agricultural machinery and towed agricultural machinery and implements, the total width of vehicles or parts of vehicles,
including removable superstructures and standard cargo parts such as containers and swap bodies, measured all protrusions included in any
cross-section whatsoever must not exceed the following values, except in cases and conditions where projections exceeding this size are explicitly
authorized by order of the Minister responsible for transport:
1. 2.60 meters for thick-walled superstructures designed for the transport of goods under controlled temperature
2. 2.55 meters for other vehicles or parts of vehicles;
3. 2.95 meters for animal-drawn vehicles whose bodywork or mudguards do not overhang the wheels;
4. 2 meters for motorcycles, motor tricycles and quadricycles and three-wheel mopeds.
5. 1 meter for two-wheel mopeds (…) "
The Highway Code [3] indicates the obligation for the driver to remain constantly in control of his speed and to adjust the latter
according to the state of the roadway, traffic difficulties and foreseeable obstacles (R 413-17). This obligation is expressed by a
series of rules on the behavior to be adopted in the event of crossing or overtaking.
for the crossing
R 413-17: speed reduction necessary when visibility is not sufficient, in bends, on narrow roads,
R 414-2: slowing down, stopping vehicles more than 2 m wide and more than 7 m long (with the exception of public transport) which must park to
allow passage
R 414-3: stopping the vehicle going down on narrow mountain roads, ...
for overtaking
R 414-4: verification of the absence of danger and the minimum distance (1 m in built-up areas, 1.50 m outside built-up areas) in relation to the
"animal-drawn vehicle, a two or three-wheeled machine, a pedestrian, rider or animal "
R 414-9: slowing down, stopping vehicles more than 2 m wide and more than 7 m long (with the exception of public transport) which must
park to let pass
R 414-11: prohibition of overtaking, when visibility is not sufficient, which may be the case in particular in a bend or at the top of a hill

Annex 2: stopping distance
Stopping distance is a conventional calculation which accounts for all vehicles: it is therefore significantly different from the
values advertised in automotive magazines for a given vehicle.
The conventions are as follows:
• 1. the stopping distance d is composed of
- the distance traveled during the driver's reaction time

- the braking distance: distance traveled during the braking action which changes the speed from V 85 to 0.
• 2. the driver's reaction time is equal
- at 2 s for V <100 km / h
- at 1.8 s if V> 100 km / h
• 3. the braking distance depends
- the deceleration hypothesis
- surface conditions: the agreement indicates a wet road
- an increase of 25% for a bend with a radius <5V (km / h)
V 85 km / 20 30 40 50 60 70 80 90 100 110 120 130

h
d (alignment) m 15 25 35 50 65 85 105 130 160 195 230 280
D (in m 15.5 26.5 40 55 72 95 121 151 187

curve <5V)
Sources: ARP from 20 to 100 km / h, ICTAAL for 110 and 130 km / h, calculated for 120 km / h

Appendix 3: vertical acceleration in re-entrant radius
Reminds of lafo rmu the ma t hema tic
At the low point, the acceleration experienced by the driver corresponds to the centrifugal force
is f: force exerted;
F=mγ γ: acceleration
γ = v² / R v: vehicle speed
A: re-entrant ray
The following calculation neglects the damping effect of the vehicle.
The table below shows the vertical acceleration (in m / s²) as a function of the applied speed and the re-entrant radius.
V km / h \ R m 500 600 750 1000 1250 1500 1750 2000 2500 3000
40 0.25 0.21 0.16 0.12 0.10 0.08 0.07 0.06 0.05 0.04
50 0.39 0.32 0.26 0.19 0.15 0.13 0.11 0.10 0.08 0.06
60 0.56 0.46 0.37 0.28 0.22 0.19 0.16 0.14 0.11 0.09
70 0.76 0.63 0.50 0.38 0.30 0.25 0.22 0.19 0.15 0.13
80 0.99 0.82 0.66 0.49 0.40 0.33 0.28 0.25 0.20 0.16
90 1.25 1.04 0.83 0.63 0.50 0.42 0.36 0.31 0.25 0.21
100 1.54 1.29 1.03 0.77 0.62 0.51 0.44 0.39 0.31 0.26
1.80
1.60
1.40
1.20 40
50
1.00 60
acceleration
70
0.80 80
90
0.60 100
0.40
0.20
0.00
Ray
500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000
We can make the comparison with elevators:
• standard NF EN81.1 of nov 98 only speaks of deceleration for lifts in free fall which must be between 0.2 and 1g (9.81m / s²)
• usually the accelerations in elevators are 1m / s², the maximum being 1.2

"Reports" collection - Sétra - 28 - january 2006

46 avenue
Aristide Briand
BP 100
92225 Bagneux cedex
France
phone :
33 (0) 1 46 11 31
31 fax:
33 (0) 1 46 11 31 69
internet: www.setra.
equipement.gouv.fr
This document was drawn up by Sétra and submitted to the working group set
up for the development of a document dealing with territorial roads.
Editors
Martine Vertet and Sylvain Giausserand - Sétra / CSTR
This report can be viewed and downloaded from the Sétra websites:
• Internet : http://www.setra.equipement.gouv.fr The Sétra belongs
• I2 (Ministry of Equipment intranet network): http: //intra.setra.i2
to the Scientific Network
and Technique
Equipment
The authorization of Sétra is essential for the reproduction, even partial, of this document. © 2006 Sétra -
ISRN: EQ-SETRA - 06-ED03 - FR - Reference: 0607W

SETRA - Comprendre Les Principaux Paramètres de Conception Géométrique Des Routes - 2006 For Design (English)

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

SETRA - Comprendre Les Principaux Paramètres de Conception Géométrique Des Routes - 2006 For Design (English)

Uploaded by

Copyright:

Available Formats

Setra Studies department

Understand the main geometric design

The visibility ................................................ ........ 5

Coordination of plan - longitudinal profile 22 Bibliography

Appendices ................................................. ........... 24

Annex 1: regulatory aspect ................... 25

Appendix 2: stopping distance ............................ 26

Annex 3: vertical acceleration in re-entrant radius

Document published by Sétra in the “reports” collection. This collection brings

• road environment, urban environment, interurban environment, plain, mountain

• specific signage (kilometer markers, variable message signs, exit signage)

• Motorways: 2x2 or 2x3, limitation 130 km / h,

• Interurban 2x2s: a little narrower than highways, limitation 110 km / h

"Reports" collection - Sétra -3- january 2006

"Reports" collection - Sétra - 4– january 2006

1 - Object if and method

The driver drives according to what he sees.

2 - Est imat ion of the speeds practiced [ 5]

Besides the maximum authorized speed, it is necessary to

slope of the road. 40

2v (5m): V85 = 92 / (1 + 346 / R 1.5)

3v and 2v (6 and 7 m): 2x2 V85 = 102 / (1 + 346 / R 1.5)

v: V85 = 120-0.31p² ramp in%

Some basic values in straight and flat alignment:

"Reports" collection - Sétra - 5– january 2006

Channel type V85 Regulatory V

Highway ( specific ICTAAL 2000 study) [7] 150Km / h 130Km / h

2x2 lanes ( info note n ° 10) [5] 120 km / h 110 km / h

3 or 2 lanes (6 and 7 m) ( info note n ° 10) [5] 102 km / h 90 km / h

2 lanes (5m) ( info note n ° 10) [5] 92 km / h 90 km / h

This speed is used in particular for calculations

• the stopping distances

A. The stopping distance

"Reports" collection - Sétra - 7– january 2006

The stopping distance:

B. The avoidance distance:

Visibility varies according to the issues

at . for y o u rlar or te: visibility over age

"Reports" collection - Sétra - 8– january 2006

vs . to redo a box or r or a safe access: eg a box ref or rpl an (with "STOP")

The objective is to give the driver

§ d. to perform an exit maneuver from a separate carriageway with interchange:

e. to spend in t or your savings: lav isibility fo r a depa ss emen t

4 - Visibility distances of fer ts by the t race

"Reports" collection - Sétra - 9– january 2006

Example: the visibility distance in a bend: (R + e 1) ² =

Application of the formula to the driver

This formula is a quick way to check. The driver's eye is known to be at a

The theoretical calculation assumes a U-profile: for example, a side

By neglecting the cases where the development of the bends is so

side clearance distance e visibility

"Reports" collection - Sétra - 10– january 2006

the eye h o and the target height h v.

The formula used is derived from that of the parabola: h o = x o ² / 2R

"Reports" collection - Sétra - 11– january 2006

visibility Target height description

on turn 0.00 m on the axis: ground marking

overtaking 1.00 m conventional height taken for vehicle in opposite direction

5 - Comparison and choice of designer

"Reports" collection - Sétra - 12– january 2006

"Reports" collection - Sétra - 13– january 2006

1 - elements const i tut i fs

Cross section elements