IRC :69-191)

SPACE STANDARDS
FOR
ROADS IN URBAN AREAS

THE INDIAN ROADS CONGRESS

1996

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 IRC 69—1977

SPACE STANDARDS
FOR
ROADS IN URBAN AREAS

Published by
THE INDIAN ROADS CONGRESS,
Jamuagar House, Shahjahan Road.
New Dethi-ilOOll
1996

<< Price Rs, 24.00

(Plus Packing & Postage)
IRC: 69—1977

First Published December, 1977

Reprinted August, 1996

(Rights of Publication and of Translation are reserved)

Printed at Sagar Printers and Pubtishers, New Delhi-I 10003

(1000 copies)
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 IRC : 6~—1977

SPACE STANDARDS FOR ROADS IN URBAN AREAS

1. INTRODUCTION

The Space Standards for Roads in Urban Areas were approved

by the Traffic Engineering Committee (personnel given below) in
their meeting held on the 7th December, 1976:
H.C. Maihotra —Con venor
Dr. N.S. Srinivasan —Member-Seerelary
MEMBERS

Prof. G.M. Andavan J.R. Patwardhan

A.K. Bandopadhyaya S.M. Parulkar
A.K. Battacharya Dr. K.S. Pilial
Prof. H.LJ. Bijiani S. Ramanatha Pillai
M.K. Chatterjee N. Ranganathan
C. Ramdas Prof. M.S.V. Rao
P. Das Prof. S,K. Roy
MG. Dandavate Dr.O.S. Sahgal
T. Ghosh P.V. Sathe
L.R. Kadiyali H.C, Sethi
B.C. Mitra R.P. Sikka
Erach A.Nadirshab R. Thiflainayagam
Dr.N.V.A. Narasimbam P.R. Wagh
M,S, Nerurkar Director General (Road Deve-
M.D. Patel lopment), Ex-officlo

These standards were then processed by the Specifications &

Standards Committee in their meeting held on the 16th May, 1977,
These were later approved by the Executive Committee and finally
by the Council in their 90th meeting held on the 29th July, 1977.
2. SCOPE
2.1. The function of a network of urban roads is to ensure
safe and efficient circulation of traffic. To achieve this, through
traffic routes should not be used for direct access to buildings, or
even to minor roads serving the buildings, because in that case not
only the capacity of the through routes will be reduced but the
intersections will also be unsafe. Moreover, the heavy volume of
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IRC 69—1977
traffic on through routes will affect the environmental characteris-
tics and safety of the residential areas.

2.2. In the interest of efficient road transportation, which

effectively serves the various land uses in an urban area and at the
same time ensures logical community development, it is desirable
to establish a network of roads divided into different classifications,
each system serving a particular function or purpose. The principal
factors to be considered in designating roads into appropriate
classifications are the existing and proposed land uses, overall
travel demand, pattern of movement by various modes of transpor-
tation, safety of traffic, environmental considerations etc.
2.3. These standards deal with classification of’ streets in urban
areas into different systems and their right-of-way i.e. space
requirements.
2.4. The standards pertain to urban roads in plains only.

3. DEFINIT(ONS

3.1. Expressway
A divided arterial highway for motor traffic with full or partial
control of access and provided generally with grade separations at
intersections.

3.2. Arterial Highway/Street

A general term denoting a highway/street primarily for through

traffic usually on a continuous route.
3.3. Sub-arterial Highway/Street
A general term denoting a highway/street primarily for through
traffic usually on a continuous route but offering somewhat tower
level of traffic mobility then the arterial street.

3.4. Collector Street/Road

A street or road for collecting and distributing traffic from and
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 IRC 69—1977

to local streets/roads and also for providing access to arterial

streets/roads.

3.5. Local Street/Road

A street or road primarily for access to residence, business or
other abutting property.

4. CLASSIFICATION OF STREETS

Roads in urban areas should be classified into the following

general types
(i) Expressways;
(ii) Arterial streets;
(iii) Sub-arterial streets;
(iv) Collector streets; and
(v) Local streets.

5. FUNCTIONS OF THE DIFFERENT STREET SYSTEMS

5.1. Expressways
The function of expressways is to cater for movement of heavy
volumes of motor traffic at high speeds. They connect major
points of traffic generation and are intended to serve trips of
medium and long length between large residential areas, industrial
or commercial concentrations, and the central business district. They
are divided highways with high standards of geotnetrics and full on
partial control of access. They are generally provided with grade
separations at intersections. Parking, loading and unloading of
goods and pedestrian traffic are not permitted on these highways.

5.2. Arterial Streets

This system of streets, along with expressways where they exist,
serves as the principal network for through traffic flows. Signifi-
cant intra-urban travel such as between central business district and
outlying residential areas or between major suburban centres takes
place on this system. Arterial streets should be co-ordinated with
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IRC: 69—1977

existing and proposed expressway systems to provide for distribution

and collection of through traffic to and from sub-arterial and colle-
ctor street systems. Continuity is essential for arterial streets to
ensure efficient movement of through traffic. A properly develo-
ped and designated arterial street system would help to identify
residential neighbourhoods, industrial sites and commercial areas.
These streets may generally be spaced at less than 1.5 kms in highly
developed central business areas and at S kilometres or more in
sparsely developed urban fringes. The arterial streets are generally
divided highways with full or partial access. Parking, loading and
unloading activities are usually restricted and regulated. Pedestri-
ans are allowed to cross only at intersections.

5.3. Sub-arterial Streets

These are functionally similar to anterial sheets but with some-

what lower level of travel mobility. Their spacing may vary from
about 0.5 km in the central business district to 3 to 5km in the
suburban fringes.

5.4. Collector Streets

The function of collector streets is to collect traffic from local

streets and feed it to the arterial and subarterial streets or vice
versa. These may be located in residential neighbourhoods, business
areas and industrial areas. Normally, full access is allowed
on these streets from abutting properties. There are few parking
restrictions except during the peak hours.

5.5. Local Streets

These are intended primarily to provide access to abutting

property and normally do not carry large volumes of traffic. Majority
of trips in urban areas either originate from or terminate on these
streets. Local streets may be residential, commercial or industrial,
depending on the predominant use of the adjoining land. They
allow unrestricted parking and pedestrian movements.
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 IRC 69—1977

6, SPACE REQUIREMENTS OF DIFFERENT CATEGORIES

OF STREETS

6.1. The overall land width required for different road categor-
ies will depend on a number of factors, for instance present and
anticipated traffic, land use pattern, likely future developments, pte-
dominant means of travel etc.
6.2. The recommended range of land width for different classes
of streets is given in Table I.
TABLE I REcOMMENDED LAND WIDTH FOR STREETS
IN URBAN AREAs

Category of street Recommended land width

In metres

Expressways 50-60
Arterial Streets 50-60
Sub-arterial Streets 30-40
Collector Streets 20-30
Local Streets 10-20

7. TYPICAL CROSS-SECTIONS

7. i. Typical cross-sections of difierent classes of streets are

shown in Figs. I to Il. These are meant only for general guidance.
Cross-sections for particular situations should be determined on the
basis of nature and intensity of traffic and other requirements.
Cross-sections may be developed in stages according to needs.
7.2. The cross-sections shown will be adequate for general
requirements, such as plantation of roadside trees, accommodation
of utility services and side drains. But if there is a need to provide
additional facilities, overall dimensions should be suitably increased,

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 ‘I

~3M~ ~ ——

s~onDEq C~~.AGEWA~

0 N

F~G.IEXPRE~SWI4Y
L ~NE L)I~OEO(

7u 3M4
SHOULDER
— iN
DA~~R~
— s~—o~
MEDIAN CARRIAGEWAY SHOULDER
5 N ~ V0~NAL STRIP

FIG. 2 EXPRESSWAY
(4— LANE OIVIOEO~

3M 3M GM - PROVISION FOR
— 4 1 ADDITIONAl. LANE
GM- i——— —---—a 3M-
~23M-~.-f.- 1GM —.4. 4N—..I-. 7GM ~M .4. -iNN —,4 451 4.. M_4~2M.~.3M..2M-.

4 SERVICE MONO RESERVE CARRIAGEWAY MEiAN DARRIAREWAY RESERVE SERVICE ROAD

VERGE
LEYC4E YRASE CYCLE TRACII——
L SIDE WRLR SIQERAL’S -i

FIG 3 ARTERIAl STREET

(4-LANE DIVIDEO1

.CM-’.3~’.’-- i-3M —--...GM’31,I.4-. 7~M .p2M_SM._23M.~

CPRRIAGWAY MEDIAN DARRADEWAY
UNPAVED UNPAVED

I CYCLE TRACA CYCLE TYACA

SlITWALK SIDEWALl—

FIG. 4 SUB-ARTERIAL STREET

(4—LANE VIDEO)

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TYPICAL CROSS
 ~M — ~ 7W
H
~-~~---.
C,SRRIAGEWAY MEO~N CARRIAGEwAY
CARRIAGEWAY
stosw*uc.—i LANE PARKSNG
4
~ SIDE
UNPAVED-
-‘CYCLE TRACR CYCLE TRAGIc

FIG. $ LOCAL STREET WITH SIDEWALK

FiG. S SUB-ARTERIAL STREET WITH EXTRA PARKING LANE ADJACENT TO CARRIAGEWAY
(4—LANE DIVIDED)

I WI RI
0
0
—

SM-i-S 444M-SW1I~...

I L1—~~-~
.1.3M+2ikI._~ 4’OM’-’—*2M’*3M*5M~j

I
~

LcYCLE TRAGIc
CARRIAGEWAY

CYCLE TRACA
I PAVED SIDEWALK —-——~

Ls,~wALk SIDEWALK ~ usp~ED PORTION

FIG. IC LOCAL STREET WITH SIDEWALK

FIG. 6 COLLECTOR STREET
(4—LANE UNDIVIDED) AWAY FROM CARRIAGEWAY

WI

I
Q SM -
4 CARRIAGEWAY 4
SIDEWALIc—~

2W— I-2S-’
75 W—---.~ZMk---—75
4 4 ~ CARRIAGEWAY CARRIAREWAY 4 FIG. II LOCAL STREET (CUL—OE—S~C)
LONPAVED MEDIAN UNPAVED—1

Y-CYCLE iRAGII CYCLE TRACK—

~$IDEWALR SIDEWALK

FIG.? COLLECTOR STREET

(4-LANE DIVIDED)

NOTES:
THESE ARE ONLY TYPICAL CROSS—SECTIONS RIGHT OF WAY LIWITS ~
3M. U M~ 75M ~M~3M.~.-3M~
4 A A CA GEWAY ~ ELEMENTS OF CROSS—SECTION MAY VARY ACCORDING TO NEEDS AND RECOI~MEN—
DETIONS N PARA S OF THE STANDARD
~~UNPAVED 2 pOS~TION OF ROADSIDE TREES AND LIGHTING POLES ETC. IS HOT SHOWN. THESE
CYCLE RACK — - CAll SE 5u11*BL” FITTED ACCORDING TO SITUATIONG

---ODE WA~iI SIDEWALK

FIG. 8 COLLECTOR STREET

~2—LANr)

SECTICNS OF URBAN ROADS <<