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Road and Transportation Research Association

Working Group Highway Design

Guidelinesfor the Design of Motorways

RAA

Edition 2008 iTranslation 2011

f _ ,

Working Group Highway DesignCommittee Motorways

Task Group Urban Motorways

Task Group 2.1.1 “MotorwaysChair: Univ.-Prof. Dr.-lng. Christian Lippold, DresdenMembers: Prof. Dr.-lng. Andreas Bark, Gießen

Dr.-lng. Otfried J. Drews, HeusenstammBDir. Dipl.-lng. Harald Freystein, HanoverDr.-lng. Marco Irzik, Bergisch GladbachDr.-lng. Peter Kieinschmidt, DresdenDr.-lng. Dieter Klippel, Groß-GerauUniv.-Prof. Dr.-lng. habil. Wilhelm Kockeike, Bergisch GladbachRDir. Dip|.~|ng. Thomas Kuss, HoppegartenORBR Dipl.-lng. Wolfgang Mattner, GelsenkirchenLtd. BDir. Dipl.-lng. Andreas Moritz, BensheimOBR Dipl.-lng. Lutz Nink, MainzDipl.-lng. Carsten Richter, ErfurtMR Dipl.~lng. Siegfried Scheuer, MunichBDir. Dipl.~lng. Manfred Silvanus, BonnUniv.-Prof. Dr.-lng. habil. Bernhard Steinauer, AachenDr.-lng. Frank Weiser, Bochum

Task Group 2.1.2 “Urban Motorways'Chair: Univ.-Prof. Dr.-lng. Wolfgang Wirth, NeubibergMembers: Ltd. RBDir. a. D. Dipl.-lng. Manfred Bartz, Berlin

Dipl.-lng. Jürgen Berlitz, MunichLtd. BDir. Dipl.-lng. Karl Goj, AugsburgDr.-lng. Michael Großmann, HamburgDr.-lng. Stephan Hoffmann, BraunschweigLtd. BDir. Dipl.-lng. Jürgen Holzwarth, StuttgartRBmst. Dipl.-lng. Hans-Jochen Münnich, Aalen-UnterkochenDipl.-lng. Lambert Norta, TrierProf. Dipl.-lng. Gunnar Santowski, Frankfurt on MainDipl.-lng. Harald Spengler, MunichRBmst. Dr.-lng. Karl-Heinz Trapp, Aachen

Preliminary remarksThese Guidelines for the Design of Motorways (RAA), edition 2008, were made in both Task Groups “Motonrvays”and “Urban Motorways” (belonging to the Committee "Motorways", chairman until 2008: Dir. und Prof. Dipl.~lng.Michael Rohloff, Bergisch Gladbach, followed by Prof. Dr.-lng. Andreas Bark, Gießen).The following people were members of the editorial team for these guidelines: Dr.-lng. Marco lrzik, BergischGladbach, RDir'in Dr.-lng. Kerstin Lemke, Bergisch Gladbach, Univ.~Prof. Dr.-lng. Christian Lippold, Dresden,OBR Dipl.-lng. Lutz Nink, Mainz, Dir. und Prof. Dipl.-lng. Michael Rohloff, Bergisch Gladbach and Univ.~Prof.Dr.-lng. Wolfgang Wirth, Neubiberg. Frequent inquiries from foreign experts let the desire arise to make an Eng-lish-language version of the Guidelines available to the international professional world. The following persons con-tributed to this English version: Mrs. Aingeal Flanagan, Cologne (translation), Univ.-Prof. Dr.-lng. Werner Brilon,Karlsruhe (review) ancl Prof. Rod Troutbeck, Queensland, Australia (review).The Guidelines for the Design of Motorways (RAA), edition 2008, replace the parts of the following regulationsrelating to motorways and urban motorways (category groups AS 0 to AS ll in accordance with RIN):- Guidelines for the Design of Rural Roads (RAL): Junctions and lnterchanges (RAL~K), Section 2: Grade-sepa-

rated intersections (RAL-K-2), 1976 edition (FGSV 290/5)- Current References on the Design of Grade-separated intersections outside Built-up Areas (supplements to RAL-

K-2) (AH-RAL-K-2], 1993 edition (FGSV 290/6)- Design References for Grade-separated intersections on Reads Belonging to Category Group B (supplements to

RAL-K-2) (RAS-K-2-B), 1995 edition (FGSV 290/7)- Guidelines for the Design of Highways (RAS): Cross-sections (RAS-Q), 1996 edition (FGSV 295)- Guidelines for the Design of Highways (RAS): Alignment (RAS-L), 1995 edition (FGSV 296)

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Table of contents

Pageintroduction _ _ _ _ . . _ _ _ . _ _ _ _ . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . _ _ _ 71.1 Content _ . _ . _ _ _ _ . . _ _ _ _ _ _ _ _ _ _ . _ . _ . _ _ _ . _ _ _ . . _ . _ _ _ _ _ . _ . _ __ 71.2 Purpose _ _ _ . _ . _ _ . . _ . . . _ _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ 71.3 Scope _ _ _ . . _ . _ _ _ . _ _ _ _ . _ . _ _ _ _ . _ . _ _ _ _ _ _ _ . _ . _ . _ . _ . _ . _ _ _ _ __ 7

2 Objectives and measures _ _ _ . . _ _ _ _ _ _ _ _ _ _ . . _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ 82.1 General remarks . _ _ _ _ . _ . _ _ _ _ . . _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ . _ . . _ . _ _ _ 82.2 Road safety _ _ _ . _ _ . _ . . . _ . . _ . _ . _ . _ _ _ _ _ _ _ _ _ _ . . _ _ . _ _ _ _ _ _ _ _ _ 92.3 Traffic flow quality _ _ . _ _ _ . . _ _ _ . . _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ 102.4 Spatial planning, town planning, nature, and the environment 102.5 Costs _ _ _ _ _ . _ _ _ _ _ _ _ _ . . _ _ _ _ . _ _ . _ _ _ _ . _ . _ _ _ _ . _ . _ . . _ _ . . . _ _ _ 12

3 The fundamental principles of planning and design . . . . _ _ _ 143.1 The various planning and design stages _ . . _ _ _ _ _ _ _ _ _ _ . _ _ _ _ 143.2 Road categories and design classes . _ . . _ . _ _ _ _ _ _ _ _ _ _ . _ . _ _ 163.3 Design classes and design features _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ 173.4 Speeds _ _ . _ _ _ . _ _ _ . . . _ _ _ _ _ . _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ . . _ _ 18

4 Cross-sections _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ . _ _ _ _ 194.1 General remarks . _ _ _ . _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ __ 194.2 The fundamental principles of determining cross-section

dimensions _ . . _ _ _ _ _ _ _ . _ _ _ _ . _ . _ . _ _ _ _ . _ . _ . _ _ _ . . _ . _ . . _ _ _ _ _ 194.2.1 Standard vehicle dimensions _ _ _ _ . . _ . _ _ _ _ _ _ _ _ _ _ _ _ . . . _ _ _ 194.2.2 Roadway components . _ . _ _ . _ . _ . _ _ . _ . . _ _ _ _ _ _ _ _ _ _ _ . _ _ _ 19

4.2.2.1 Traffic space _ _ . . . _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ . _ . . _ _ _ _ _ 194.2.2.2 Clearance . . _ _ _ _ _ . . _ . _ . _ . . _ . . . . . . _ . _ . _ . . _ _ . _ _ 19

4.2.3 Standard cross-section components . _ . . . . _ . _ . _ . _ . _ _ . _ _ _ 204.2.3.1 Carriageway and paved width . _ _ _ . _ _ _ _ _ _ . . _ _ _ _ _ _ 204.2.3.2 Lanes _ _ _ . _ . _ . . . . . . _ . _ . _ _ _ _ . _ _ _ _ _ _ . _ . _ . _ . . _ _ 204.2.3.3 i-lardstrips _ . . . _ . _ . _ _ _ _ _ . . . . _ . _ . . . . . . _ _ _ _ _ _ _ _ _ 204.2.3.4 Kerbs and draining channels _ _ . _ . _ . _ . _ . . _ _ _ _ . . _ _ 204.2.3.5 Hard shoulders _ . _ _ . _ . _ . _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ _ 204.2.3.6 Central reserves . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ . . _ _ _ 214.2.3.7 Verges _ . _ _ . _ _ _ _ . . . _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ . _ _ _ _ 214.2.3.8 Separating strips . _ _ _ _ _ . . _ . . . . . . . . _ . . _ . _ . _ . _ _ _ _ 21

4.2.4 Construction of slopes . . . . . . . . _ . _ _ . _ _ _ . _ _ _ _ _ _ . . . _ _ _ _ _ 214.3 Standard cross-sections . . . . _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ . _ . _ _ _ 22

4.3.1 General remarks . _ . _ _ . . . . . _ . _ . . _ . _ . . _ . _ . _ . _ _ _ _ . _ . _ _ _ 224.3.2 Standard cross-sections for EKA1 motorways . . _ . _ _ . . . . _ _ _ 224.3.3 Standard cross-sections for EKA 2 motorways _ _ _ _ _ . _ _ . _ _ _ _ 224.3.4 Standard cross-sections for EKA 3 motorways _ _ _ _ _ _ _ _ _ _ _ _ _ 22

4.4 Checking the standard cross-section _ _ _ _ _ . _ _ _ . _ _ _ _ _ _ . _ . _ _ 224.5 Cross-sections on bridges _ _ _ . _ _ _ _ _ _ _ _ . _ _ . _ . _ _ _ _ _ . _ _ _ _ _ _ 254.6 Cross-sections in tunnels _ . _ _ . _ . _ _ . _ . _ _ _ _ . _ . _ _ _ _ _ . _ . _ _ _ _ 26

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PageAlignment . _ . . _ . _ _ _ . _ _ . _ . _ _ _ _ _ . . _ _ _ _ _ _ _ . _ . . _ _ _ _ . _ _ . . _ . _ _ _ _ 285.1 General remarks _ . _ . _ . _ _ _ _ _ _ _ _ _ _ . . _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ . __ 285.2 Horizontal alignment . _ . _ . _ _ _ _ . _ _ _ _ _ . _ _ _ _ _ . _ . _ . . _ . _ . _ . _ _ _ 28

5.2.1 Straights . _ . _ . _ . _ . _ _ _ _ _ _ _ . _ . _ _ . _ _ _ _ _ _ _ . . . . _ . _ . . . _ __ 285.2.2 Circular curves . _ . _ . _ _ _ _ _ _ . . _ _ _ _ . _ _ _ _ . . _ _ . _ _ _ _ _ _ _ _ . _ _ 285.2.3 Transition curves . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ . . _ _ _ _ _ . _ . _ _ _ 29

5.3 Vertical alignment _ _ _ . _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ . _ _ _ _ _ _ . _ . _ _ _ _ _ _ _. 295.3.1 Longitudinal gradients _ _ _ _ _ _ _ _ _ _ . _ _ . _ _ _ _ _ . . _ . . _ _ _ _ . _ _ _ 295.3.2 Crest and sag vertical curves . _ _ _ . _ . _ _ . _ _ _ . _ . _ _ _ _ _ _ _ _ _ _ 30

5.4 Three-dimensional alignment . _ _ _ _ . _ _ _ _ . _ _ . . . . . _ . . _ . _ _ . _ _ 305.4.1 Elements of three-dimensional alignment _ _ _ _ _ _ _ _ . . _ . _ _ . _ _ 305.4.2 Designing the roadway . _ . _ _ _ _ _ _ _ . _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 32

5.5 Stopping sight distance _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ 365.5.1 General remarks . . _ . _ . _ _ _ . _ _ _ . _ _ . _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ 365.5.2 Minimum stopping sight distance _ _ _ . _ . _ . . . . _ _ _ . _ . _ _ _ _ _ _ 365.5.3 Available sight distance . _ _ . _ _ . _ _ _ _ . . _ . . _ _ _ . _ _ _ _ _ . . _ _ _ _ 365.5.4 Checking the sight distance . _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ . _ . ._ 37

5.6 Roadway surface . _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ . _ _ _ . _ _ . _ _ _ _ _ . _ _ _ . _ . _ _ 385.6.1 Crossfall on straights . . _ . . . . _ _ _ _ _ _ _ . . . . _ . _ . . . . _ . . . . . _ _ 385.6.2 Crossfall in circular curves _ . . _ _ _ _ _ _ . . . . . _ . . . _ _ _ _ _ . _ _ . _ _ 385.6.3 Superelevation and superelevation development _ _ _ _ _ _ _ . . _ _ 39

5.6.3.1 Application . . . . . . _ _ _ _ _ _ _ _ . _ . _ . . _ . _ _ _ _ _ _ _ _ _ . _ _ 395.6.3.2 Limiting values . _ . . . . . . _ . _ . . . . _ . . . _ _ _ _ . . _ _ _ _ _ _ 395.6.3.3 Drainage considerations . _ _ _ _ . _ . . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ 40

5.6.4 Widening carriageways _ _ _ _ . _ _ _ _ _ _ _ . _ . _ _ _ _ . _ . . _ _ . . . _ __ 42

6 Junctions and interchanges _ _ _ _ _ . . _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ . _ _ _ _ __ 436.1 General remarks _ . _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ _ _ _ 436.2 Planning forjunctions . _ _ _ _ _ _ . _ . _ _ _ . _ _ _ . _ _ _ _ _ _ . _ . _ _ _ . . _ _ _ 43

6.2.1 Junction requirements _ _ _ _ _ _ _ _ . _ _ . _ . . . . _ . . . . . _ . _ . _ _ _ _ _ 436.2.2 Junction spacing _ . . _ _ _ _ _ _ _ _ _ . . . . . . _ . _ . _ . _ _ . _ . _ . _ _ . _ _ 436.2.3 Alignment of the mainline carriageways _ _ _ . . . _ . _ . _ . . _ . _ _ _ 46

6.3 Junction systems _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ . . _ _ _ _ _ _ _ 466.3.1 General remarks . _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ 466.3.2 Grade-separated junction systems _ . _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 47

6.3.2.1 Four-wayinterchanges . _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ . _ ._ 476.3.2.2 Three-way interchanges _ _ _ . _ _ . _ _ _ _ . _ _ . _ _ _ _ _ _ _ _ _ 55

6.3.3 Systems for partially grade-separated junctions _ _ _ . _ _ _ _ _ . _ _ 596.3.3.1 General remarks _ _ _ . _ . . . _ . . _ . _ _ _ _ _ _ _ _ _ . _ _ _ . . _. 596.3.3.2 Four-legjunctions _ _ _ _ _ _ _ . _ _ . _ _ _ _ _ . _ _ _ . _ _ _ _ . . _ _ 596.3.3.3 Three-leg interchanges _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ . . _ . _ _ _ 66

6.4 Junction elements . _ . _ . _ _ . . _ _ _ _ _ _ _ _ _ _ . _ _ . _ . _ _ . _ _ _ _ _ _ _ _ _ _ 666.4.1 General remarks . _ . . _ . _ _ . . _ _ _ . _ _ _ . . _ _ _ _ _ _ _ . _ _ _ _ _ _ . _ _ 666.4.2 Connector roads . _ _ _ _ _ _ _ _ _ . _ _ _ _ . . . _ _ _ . _ . . _ . _ _ _ _ _ . _ _. 67

6.4.2.1 Connector road classification _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ 676.4.2.2 Connector road cross-sections and the situations

in which they are used _ _ _ _ _ _ _ . _ . _ . . . . _ _ _ _ _ _ _ _ _ _ 676.4.2.3 Connector road design elements _ _ . _ _ _ . . _ . _ _ _ _ . _ _ 70

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Page6.4.3 Exits . _ _ _ _ _ . _ _ . . _ _ _ . _ _ . _ _ _ _ _ _ _ _ . . _ _ . . _ _ _ . _ _ _ _ _ . _ _ _ _ 72

6.4.3.1 General layout of exit areas . . . _ _ _ _ _ _ . . . . _ _ . . . . _ _ 726.4.3.2 Exit types and the situations in which they are used _ _ 73

6.4.4 Entries _ _ _ . _ _ _ . . _ . _ _ . _ . . _ _ . _ _ . _ _ . . . . . . _ . _ _ _ . . . . . . _ _ 786.4.4.1 General layout of entry areas . _ _ _ . . . _ . . . . . . _ . _ . _ _ 786.4.4.2 Entry types and the situations in which they are used _ 78

6.4.5 Weaving areas _ _ _ _ _ . . . . . . _ _ _ _ _ _ _ _ . _ _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ 836.4.5.1 Traffic engineering significance _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 836.4.5.2 General layout of Weaving areas _ _ _ _ _ . _ _ . _ _ _ _ _ _ _ _ _ 836.4.5.3 Weaving area types and the situations in which

they are used . . . . _ . _ . _ _ _ _ _ _ _ . . . . _ . . . . _ . _ . _ . _ _ 84

Equipment _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ . _ . _ _ _ _ . . _ _ . _ . _ _ _ _ . _ _ _ se7.1 General remarks . _ . _ . _ _ . _ . _ . . . . _ . _ . . _ _ _ . _ . _ _ . _ . _ _ _ _ _ _ _ 867.2 Carriageway markings and signing . _ . . _ _ _ . _ . _ _ . _ . _ _ _ . _ _ _ 867.3 Traffic guidance equipment . _ _ . _ _ _ _ _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ 877.4 Vehicle restraint systems (roadside safety barriers) _ . _ . _ _ _ 877.5 Emission and pollution control structures . . _ _ _ . _ . _ _ . _ . _ _ _ 88

7.5.1 General remarks . _ . . _ . . . _ . _ . . . . . _ . _ . _ _ _ _ . _ _ _ . . . . . _ _ 887.5.2 Noise control _ . . _ _ . . . _ . . . . _ _ . _ . _ . . . . . . _ _ . . _ . _ . _ . _ _ 887.5.3 Air quality management _ _ _ . _ _ _ _ _ . _ _ . . . _ _ _ . _ _ . _ _ . _ _ _ _ 887.5.4 Measures . _ . . . _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ . . _ _ _ 88

7.6 Anti~glare systems _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ . _ _ . _ _ _ _ _ _ _ _ _ _ _ . _ _ _ 887.7 Planting and landscaping . _ _ _ . _ _ _ _ _ _ . _ _ _ _ _ _ . _ _ _ . _ . _ . . _ _ 897.8 Game fences _ _ _ _ _ _ _ _ _ . _ _ . _ . _ _ _ _ _ _ _ _ _ _ . _ . _ . _ . _ . _ _ . _ _ . _ _ 907.9 Telecommunications equipment _ _ _ . _ _ _ _ _ _ _ _ . . . _ _ . _ _ _ . _ _ 907.10 Traffic control systems . . _ _ _ _ _ _ . _ . _ . . _ _ _ _ _ . _ . . _ . _ _ _ _ _ . _ _ 91

Special technical design and operation considerations _ _ _ _ 928.1 Climbing lanes _ _ . _ _ . _ _ _ _ _ _ _ . _ . _ . _ _ _ _ . _ . _ _ _ _ _ _ . _ _ _ _ _ . _ _ 92

8.1.1 General remarks . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ 928.1.2 Criteria for use _ _ _ _ _ _ _ . _ _ . . . _ . . _ . _ . _ _ . _ _ _ . . . _ _ _ _ _ _ _ 928.1.3 Designing climbing lanes _ _ . _ . _ _ _ _ . _ . _ _ _ _ . _ . . . _ _ _ _ . _ _ 92

8.2 Lane reductions _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ _ _ _ . _ . _ _ . _ . _ . _ _ _ _ _ _. 928.3 Central reserve crossing points _ _ _ _ _ . . _ _ _ _ _ . _ _ _ _ _ _ _ _ . _ _. 948.4 Special bridge considerations . _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ . _ . _ . _ _ _ 95

8.4.1 General remarks _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 958.4.2 Designing the cross-section . _ _ _ _ . _ _ _ _ _ . _ . . . . . _ _ _ _ _ . _ _ 958.4.3 Horizontal alignment . _ . _ . _ _ . _ _ . _ _ _ . _ _ _ _ _ . . . _ _ _ _ _ _ _ _ 958.4.4 Vertical alignment _ . _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ 958.4.5 Drainage on bridges _ _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ 958.4.6 Special structural considerations for bridges _ _ _ _ _ _ _ _ _ _ . _ _ 96

8.5 Special tunnel considerations _ . _ _ _ . . _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ . _ _ 968.5.1 General remarks _ _ . . . _ _ . . . _ _ . _ _ _ _ _ . _ _ _ _ . _ _ . _ _ _ _ _ _ _ _ 968.5.2 Cross~section design . . _ . . . _ _ _ _ . _ . _ . . _ _ _ _ _ _ _ _ _ . _ . _ _ _ 968.5.3 Alignment _ . _ . . _ _ _ . _ _ _ _ . _ . _ _ _ _ _ _ _ _ . _ _ _ _ . . _ . _ _ _ _ _ _ _ 968.5.4 Special construction- and system-related tunnel

considerations _ . _ _ . _ . _ . _ . . . _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ 96

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PageMotorway service areas _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ 97Lane operation around roadworks _ _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ 97Hard shoulder running _ _ _ _ _ _ _ _ _ _ _ _ . . . _ _ _ _ _ . _ . _ _ _ _ . . _ . _ _ 97Maintenance access roads _ _ . . _ . _ . _ . _ _ _ . _ . _ _ _ _ _ . . _ _ _ . _ _ 988.9.1 General remarks . _ . . _ _ _ _ _ _ _ . _ _ _ _ _ _ _ . _ . . _ _ . . _ . . _ _ . _ _ 988.9.2 Selecting locations _ . . _ . _ . . _ . _ . _ . . _ . . . . . . . . . . . . . . . _ _ 988.9.3 Technical design information _ _ _ _ _ _ _ _ _ _ _ _ _ . . . . . . . . . . _ _ 988.9.4 Maintenance access road equipment elements _ _ _ . _ _ _ _ _ _ _ 99

8.10 Drainage . . . . _ . . . _ . _ _ _ . _ _ _ _ _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ 998.10_1 General remarks _ _ . _ . _ . _ _ . _ . _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ . _ _ 998_10_2 Kerbs and gutters . . _ . _ . . _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ . _ . . _ _ 1008_10_3 Gullies and chambers . _ . . _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . . _ . _ _ _ _ 1008_10_4 Pipelines . _ _ _ _ . . . . _ . _ . . . . _ . _ _ _ _ _ _ _ . _ _ _ _ _ . _ . _ . . _ _ _ _ 1008_10.5 Drainage at the foot of a slope . _ . _ _ _ _ _ _ _ _ . _ . . _ _ . _ _ . . _ _ 100

8.11 Operation of the construction site _ _ _ _ _ . _ . _ . _ _ _ . _ . _ _ _ . . _ _ 100

9 Summary of operation and design features . . . . . _ . . . . . . . _ _ 101

Appendices:Appendix 1:

Appendix 2:

Appendix 3:Appendix 4:Appendix 5:Appendix 6:

Appendix 7:

Appendix 8:Appendix 9:Appendix 10:Appendix 11:

Options when routing an urban motorway through adensely built-up area _ . _ _ . . . _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ _ . _ _ _ _ 102Traffic management (lane operation) and roadWidening approaches when Widening a motorwayfrom four lanes to six _ _ _ _ _ _ . _ . _ . . . . _ . . . . . _ . _ . . . . _ _ _ 104Calculation of minimum curve radii (see Section 5.2.2) _ _ _ 108Geometry of the clothoid (see Section 5.2.3) _ _ _ _ _ . _ _ _ _ _ 109

Calculation of the crest and sag curve (see Section 5.3.2) _ 110Link between crest diameter and stopping sight distance(see Section 5.3.2) . _ _ _ _ . _ _ _ _ . . . . . _ _ _ _ _ . _ _ _ _ _ . _ _ . _ _ 111Calculation of the stopping sight distance(see Section 5.5) . . _ _ _ _ _ . . _ . _ _ _ _ _ _ _ _ _ . _ . _ . . . _ . . _ _ _ 112Diagram of junction elements _ _ . _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ 113Technical standards and specifications _ _ _ _ _ _ _ _ . _ _ _ _ _ _ 114

List of illustrations and tables _ . . _ _ _ . _ . _ . _ _ _ _ . _ _ . . . _ _ 116List of abbreviations . _ _ _ _ . _ . _ _ _ . _ _ _ _ _ _ _ . . _ . . _ . . _ _ _ 119

1 Introduction

1.1 ContentThe Guidelines for the Design of Motorways (Richt-linien für die Anlage von Autobahnen, RAAÜ) are con-cerned with motorway design. As defined by the RAA, amotorway is a dual-carriageway, multi-lane, fully grade-separated roacl with no access to adjacent land. Theterm “motorway' also covers motorway-like roads andurban motorways. These regulations apply to suchroads regardless of signing in accordance with theGerman Road Traffic Regulations (Straßenverkehrs-Ordnung, StVO) and the road's dedication in accord-ance with road law.Essentially, these regulations refer to federal motor-ways signposted using the symbol Z 330 for motor-ways stipulated by the StVO and featuring blue signing.Motorways can, however, also be signposted using thesymbol Z 331 for trunk roads stipulated by the StVOand featuring blue or yellow signing. In terms of theirdedication according to road law, motorways can alsobe federal highways, Land highways (i_e. federal statehighways), district highways, or municipal highways.Unless a specific differentiation is made in the body ofthis text, all of these roads are referred to as 'motor-ways' in the RAA.The RAA contain planning principles (methods, designelements, and equipment characteristics) for the con-struction of new motonıvays and for the reconstructionand improvement of existing motorways (e_g. the wid-ening of the cross-section, re-alignment, redesign ofjunctions)_

il Acronyms used in this document are based on the Germannomenclature.

1.2 PurposeThe RAA form the basis for the design of reliable serv-iceable motomıays that meet functional requirements.The design principles contained in the RAA are basedon the function of the network, which is indicated by theroad category as defined in the Guidelines for integratedNetwork Design (Richtlinien für integrierte Neizgestal-tung, RlN)_ The aim is to establish uniform standards formotorways of the same type.The RAA do not offer ready-made solutions for alldesign tasks. lt allows for discretionary authority to beexercised, which should be used when considering thevarious requirements and objectives of the project.ln individual cases, it is possible to deviate from the lim-iting values. However, in such cases, the reasons fordoing so must be documented.

1.3 ScopeThe RAA apply to motorway categories AS 0 to AS ll asdefined in the RIN (Table 1).Dual carriageway sections of roads that otherwise onlyhave one carriageway and belong to category LS asdefined in the RIN are treated in accordance with theGuidelines for the Design of Rural Roads (Richtlinien fürdie Anlage von Landstraßen, RAL).The guidelines can be applied as appropriate in the fol-lowing planning stages: preliminaıy planning, designplanning, approval planning, and planning the execu-tion of works.

Table 1: Road categories as defined by RIN and the scope of the RAA 7 H _)Category group

Motorways Rural roads non built-upTrunk roadsin built-up Local roads

areas areas =

Trunk roads in

Link function level __ W LS vs ı-ıs _ Escontinental o l As o _sub-continental I AS I W LS Iinter-regional ll AS II _ f LS Il vs ıı - Iregional III - LS Ill vs ııı was ııı í

sub-regional IV - , ı_s ıv* W* - Hs ıv Es ıvlocal V - LS V - - ESV

Legende:AS I Designation of the category as lt occurs

problematic- does not occur or is not lustifiable

7

2 Objectives and measures

2.1 General remarksMotorways are high-capacity roads. They are operatedexciusiveiy for fast motor traffic and are designed tofunction with both a high level of road safety and high-quaiity traffic flow.Motonıvays should not only comply with the neces-sary design standards, but also protect the surroundingenvironment and use as few resources as possible. Thecost of building, maintaining, and operating motorwaysshould be as low as possible.Planning motorways is, therefore, a question of meetinga variety of demande. Motorways should- provide a direct link between traffic sources and des-

tinations;- guarantee the target travel speeds determined by

spatial and land use planning requirements;- provide sufficient capacity to cope with forecast

traffic volumes in order to avoid oversaturation andcongestion;

- have homogenous road characteristics;- where possible, avoid sealing with a pavement or

the crossing of environmentally sensitive areas, orreduce such crossings to a minimum and take pro-tective measures to safeguard environmentaiiy valu-abie areas in the vicinity of the motorway;

- support land use and spatial development objec-tives;

- adapt the alignment to suit both the terrain they crossand local constraints;

- not appear monotonous to the driver, but instead bediverse in appearance to keep drivers alert;

- maintain the necessary distance from environmen-taliy sensitive areas or be combined with other trafficroutes;

- be aligned in such a way that nuisance caused byroad noise and pollutant emissions are avoided asmuch as possible.

The many and varied impacts of motorways mean thata variety of considerations must be taken into account,i_e_ not only objectives such as a safe and functionaltrafiic flow, but also the conservation of nature, thepreservation of limited resources, and the impact ofmotorways on populated areas and the appearance ofthe region.When evaluating competing demands during the var-ious planning stages, discussions are generally basedon a number of different draft designs. By evaluatingthe objectives or criteria, i_e_- road safety,- traffic flow quality,- spatial and land use planning, town planning, envi-

ronment, and agricultural structures, as well as~ costs,

8

the most appropriate design can be drafted (see Sec-tions 2.2 to 2.5). The inclusion of cost-benefit analysesmakes it possible to develop solutions that achievebenefits for society as a whole at the lowest possibleexpense_lt is sensible to conduct such cost-benefit analyses,which are sometimes stipulated by the budget regu-lations of the Federal Government and the Länder(Germany's federal states), during the alignment plan-ning and design planning stages in particular in orderto determine the cost-effectiveness of a project or itsvariants. However, cost-benefit analyses may also benecessary for individual draft solutions at later planningstages.The validity of cost-benefit analyses should be checkedfor the entire project at regular intervals if the planningprocess extends over a long period.The procedures in place compare the annualized costsof a road investment project (a new construction) withthe monetized and annualized traffic fiows. ln the caseof an investment in road improvement and maintenance,the depreciation of the additional structural compo-nents required to complete the project are added to theaccrued construction costs. The corresponding opera-tional costs for the sections in question are included inthe analysis of all investment types.Motorways should be designed in such a way that theratio of benefits to costs is as high as possible.it is not possible to provide a definitive monetized valuefor a range of road impacts, including damage to theenvironment, nature, or landscape. In addition to thecost-benefit analyses, such impacts must be taken intoconsideration and the discussions documented. This isdone separately as part of one of the following objec-tives, thereby ensuring that they are weighed up with allthe other considerations.Depending on the scope and impacts of a project, spe-cial reports, such astraffic surveys,- road safety audits and road safety statements,- cost-benefit analyses,- environmental impact assessments,- FFH (flora fauna habitat) impact assessments,- reports on the protection of species/biodiversity,- reports on agriculturai structures,- town planning reports,- emission surveys, and- geologicai and/or water management surveysare necessary in order to underpin the overall objectivesand to consider all factors.Traffic-law related specifications must be agreed withthe traffic authorities as part of the evaluation process.

2.2 Road safetyMotorways have to cope with high traffic volumes and

- horizontal and vertical alignments are co-ordinatedand adapted to suit one another;

allow vehicles to travel at high speeds_ For this reason, - road users can see sufficiently in the distance alongsafety is of particular importance. Design and operationcharacteristics are used to influence road user behav-iour and, consequentiy, road safety.Motorways should be designed and equipped in sucha way that

the section of road on which they are traveliing;- the cross-section (in particular at construction works)

is sufficiently wide and has a hard shoulder;- signposts are erected sufficiently far ahead and are

not ambiguous; _- the characteristics of the road are as homogenous as

possible over large sections;- road users can adapt their speed in time to suit the

course of the road and the traffic situation;- junctions can be identified well in advance;- the occupants of errant vehicles and areas/habitats

alongside the road that need protection are protected

- surface water is drained away as directly as possibleand areas with poor drainage are avoided;

- lateral obstacles are avoided or- action is taken to provide protection against dan-

gerous obstacles (e_g. vehicle restraint systems orsafety barriers and crash cushions);

against the serious consequences of road accidents;- road users can make emergency stops alongside the

carriageway; androad users can call for assistance in emergencies

using roadside emergency telephones.Table 2 contains a selection of important objectives andpossible infiuencing variables.Road safety is enhanced when~ generous design elements (not minimum elements)

are used;~ the sequence of elements in the horizontal alignment

is baianced;

Table 2: Road safety

- accidents involving wild animals are minimized bythe erection of suitable fences, animal crossings inthe form of bridges or underpasses, and/or by notplanting plants that attract animals;

- markings and traffic guidance equipment are appliedand implemented properly_

The Recommendations for Road Safety Audits (Emp-fehlungen für das Sicherheifsaudit von Straßen, ESAS)contain other possible ways of improving road safety. inaddition, these recommendations require a road safetyaudit to be conducted before each planning stage iscompleted.

Objectives *_ _ g ,W __ Possible infiuencing variablesSafe vehicle tracking - Radii

Three-dimensional alignmentSight distanceCrossfall and incline,Drainage

Safe travel alongside or behind other vehicles Longitudinal gradientsClimbing lanesSufficient lane width at roadworksHard shouldersTraffic control systems

l Junctions with a low number of conflict points Separation of decision points and conflict points 1Generous design elements in both the horizontal and vertical planeSufficient weaving distances or the avoidance of Weaving areasSufficient sight distances with regard to oncoming trafficSufficient distances between consecutive junctions for directionaisigningAdequate sight distance for merging

Safe central reserves and roadside areas Density of obstacles alongside the carriagewayDistance between the obstacie and the edge of the carriagewayQuality of the vehicle restraint equipment or safety barrierHard shoulders (marginal strips)Deceieration lanes and coasting areas at the exitsProtected emergency teiephones

Safe maintenance procedures l - Width of the hard shouldersDesign of the maintenance access roadsSelection of vehicle restraint equipment

9

2.3 Traffic flow qualityMotorways should ensure high-quality traffic flow andappropriate travel speeds_Table 3 lists some possible influencing variables.The desired traffic flow quality is calculated on the basisof the specified target mean travel speed for the rele-vant road category in accordance with the Guidelinesfor integrated Network Design (RiN)_ Traffic flow qualityis enhanced When- the alignment is generous;- the dimensions of the cross-section are sufficient,

even for peak times (hour of measurement) in theforecast period, and drivers can travel at acceptabiespeeds for the pianned environment;

- there is a sufficient number of lanes on ascendinggradients (climbing lanes);

- the number of junctions is restricted to the absoluteminimum required;

- sufficient room is available for road maintenance androad operational services to ensure that they do nothamper traffic flow unnecessariiy;

- the usual number of lanes remains in use duringroadworks and the inspection of structures.

The quality of the traffic flow is inspected on the basisof the German Highway Capacity Manual (Handbuch fürdie Bemessung von Straßenverkehrsanlagen, HBS).

2.4 Spatial planning, town planning, nature,and the environment

Roads ensure that people can get from one place ortown to the next (place of work, education, supplies,and leisure activities). They are an integral part of thesystem of 'key iocations'_ The functional structure oftraffic networks allows for a task-related combinationand distribution of traffic flows_In this context, motorways provide the basic frameworkfor long-distance traffic and are, therefore, an importantspatial and land use planning tool. Because motorwaysare spatiaiiy significant major projects of regional sig-nificance, the long-term spatial development objectivesoutlined in the Spatial Development Act (Raumord-nungsgesetz, ROG) must be taken into considera-tion when planning a motonNay_ The main objectivesare listed in Table 4; supplementary information onthese objectives can be found in a number of sources,including the RIN.Motorways on the outskirts of or within built-up areashave a significant effect on the image of the city. Forresidents, they constitute a major element in their livingenvironment. it is generally from the road that drivers geta first impression of the urban environment. Becauseof their importance as a transport link and the resulting

10

high quality of the traffic flow when compared with thesubsidlary urban road network, urban motorways - andin particular their junctions - tend to make locationsparticularly attractive for business and industry.

For this reason, the integration of urban motorways ina manner that is compatible with town planning objec-tives is of particular importance. This importance isrefiected in the fact that a town planning report (e_g. inaccordance with the Recommendations on DesigningRoads in Built-Up Areas (Empfehlungen zur Straßen-raumgestaltung innerhalb bebauter Gebiete, ESG) isgenerally drawn up at the preliminary planning stage.important aspects of this report include, among others,the layout of the road (horizontal and vertical alignment,superstructures, substructures) and the layout of theroadside area (proximity to buildings, protection pro-vided by active noise barriers).

Table 5 contains a selection of corresponding objectivesand possible influencing variables. Moreover, Appendix1 contains pointers for cross-section design variantsthat are suitable for the surrounding environment.

Motorways have an effect on their immediate andbroader environment. ln view of their relatively largedesign elements and the fact that they take up a lot ofspace, motorways generally impact on nature and thelandscape in terms of their design, construction, andoperation.

They must be designed in such a way as to have the leastpossible impact on both the various subjects of protec-tion identified by the Environmental impact AssessmentAct (Gesetz über die Umweltverträglichkeitsprüfung,UVPG) and their interaction with one another.

On the basis of the applicable specialty laws, there arecomprehensive evaluation standards for determining,describing, and evaluating the effects of the projecton environmental and conservation-related concerns;these must be included in the planning process asappropriate.

Conservation regulations are of particular importance inthis regard. lnterference with nature and the landscapemust be avoided or reduced as much as possible, by,among other things, the pianned alignment of the road.For example, in accordance with the Code of Practicefor Environmental Conservation and Landscape Man-agement in the Construction of Federal Trunk Roads(Hinweise zur Berücksichtigung des Naturschutzes undder Landschaftspflege beim Bundesfernstraßenbau,HNL-S), the effect on nature and the landscape isreduced by- making a minor change to the alignment of the route,- adapting the design elements in the horizontal and

vertical alignment, the design of cross-section andjunctions, or

structural measures (e_g. supporting structures,amphibian tunnels, bridge design).

i_

For this reason, motorways should, where possible,- take up as little space as possible in terms of their

structure and layout;- change the natural environment as little as possible;- keep an appropriate distance from anything that

Would be negatively affected by the motorway;- minimize the number of people affected by them.Agreement must be reached with the spatial planningand nature conservation authorities during the planningstage.in the case of motorways in built-up areas, it is importantto take account of the impact of the motorway on landuses that are sensitive to emissions and the potentiallynegative impact on structures that are characteristic of

Table 3: Traffic flow quality

the town or vaiuabie in terms of town planning objec-tives. The shortage of available space often leads topronounced confiicts between the use of motorway andother modes of transport and town planning conoerns_For this reason, Appendix 1 shows a number of ways ofintegrating urban motorways and developing the urbanenvironment.

The Guidelines for Construction Measures on Roads inWater Protection Areas (Richtlinien für bautechnlscheMaßnahmen an Straßen in Wasserschutzgebieten,RiStWag) contain the requirements for drainagemethods on motorways in water protection areas.

Table 6 contains a selection of main objectives and pos-sible influencing variables.

Objectives l Possible influencing variables

Appropriate traffic flow quality - Number of lanes- Hard shoulders (marginal strips)- Longitudinal gradientsAdditional lanes- Horizontal alignment- Traffic guidance around construction works- Cross-section/design of slip roads- Link roads

Table 4: Spatial planning

l Objectives

Spatial development, link function, and connectivityFunctional structure and quality of supplyRelief functionRegulation and control function

Possible influencing variables

- Appropriate definition of the road category and link function level-Number, position, alignment, and integration of network elements

- Position in relation to main settiement areas and business/industrial locations

- Position and organization of link points with the subsidiaıynetwork

Table 5: Town plannin

Objectives Possible influencing variables

Development and link functionRelief functionProtection against noise and visual impactReduction of the barrier effect

- Correct definition of the road category and the link function level- Location for construction- Spatial location- Horizontal and vertical alignment (depressed road, road at grade,

elevated road)l - Width- Junctions that take up a small amount of space horizontally and

verticaliy- Positioning and design of emission control structures- engineering measures (tunnels, galleries, enclosures,

superstructures, substructures)\- Flyovers and underpasses for crossing traffic

11

l ll

l

- -- __

2.5 CostsWhen caicuiating the costs to the construction authority,investment costs including costs for the necessary com-pensatoıy and replacement measures, land acquisition,and the recurrent expenditure for road maintenancemust be taken into account. The construction author-ity's total investment should be as low as possible.Table 7 contains a list of objectives and potential influ-encing variables.Because of their design standards, the constructioncosts for motorways are high. Nevertheless, costs canbe reduced by- keeping the route as direct as possible;- ensuring that that route is largely adapted to suit the

terrain;- avoiding areas with soil that either has poor bearing

capacity or is otherwise unsuitabie;- keeping the length of civil engineering structures as

short as possible;- ensuring that the intersection angle of bridges is

almost a right angle;

12

- choosing areas where open drainage into the land-scape is possible;

- avoiding active measures to control emissions;- avoiding sensitive areas that require high compensa-

tory measures;- designing motorways in an operation- and mainte-

nance-friendly manner, e_g_ by keeping the numberof obstacles for operation senrices to a minimum;

- choosing attachments and equipment with a stable,wear-resistant design.

When Widening a road from four to six lanes, the issueof whether to widen the road on one side only or onboth sides should also be examined_ Widening the roadon one side only is preferable in the case of roads thathave narrow cross-sections and no hard shoulders.In terms of construction technology and traffic engi-neering requirements, this option will result in exces-sively wide medians or an excessively wide verge. if, onthe other hand, the original cross-section of the road iswide, Widening the road on both sides generally allowsfor temporary four-lane traffic and sufficient space forthe construction works during the works period (seeAppendix 2).

Table 6: Nature and the environmentObjectives Possible influencing variables

Little or no use of sensitive areas Horizontal alignmentGradient harmonizationLandscaping embankmentsNumber of lanesHard shouldersJunction systems/elementsControl and maintenance facilitiesProtective measures

Little or no negative impacts (due to pavement sealing,superstructures, dissectlon of areas) on important areafunctions and considering negative influences on- habitats- the migration of animal species- the interiinking of habitats (connecting biotopes)- biodiversity- water resources- neighbouring low-traffic areas

- Horizontal alignment~ Concentration of roads and other transport routes~ Bridges/underpasses, culverts

Low emissions and low emission load Horizontal alignmentLongitudlnal gradientsHeight of embankment and depth of cutDrainageEmission control structures on the road

Good microclimate Height of embankment and depth of cutEmission control structures on the roadCivil engineering structures

Road design that respects the landscape Adaptation of the alignment of the road in accordance with thetopographyPlanting for beautificationPlanting or other ways of designing emission controlstructures

Table 7: CostsObjectives ___ Possible influencing variables

Low capital expenditure Duration of planningPlanning consisiency or effectivenessAvoidance of changes to the planCross-sectionAlignmentAdaptation of the route to suit the terrainCivil engineering structuresJunction systemsControl and maintenance facilitiesEquipmentProtective devicesEmission control structures on the road

Low maintenance and operation expenditure - Facilities for road operation and maintenance services1 - Technical aspects and design of structural equipment~ Possible work areas and access for inspecting and

repairing structures

lI2

L

ı

i

3 The fundamental principles of planning and design

3.1 The various planning and design stagesPlanning the construction of new motorways and thereconstruction and improvement of existing motorwaysis an iterative process that involves a number of dif-ferent planning and design stages.The RAA only provide information on the basic planningand design stages. These stages must be transferred tothe actual project and its specific conditions. The itera-tive design process often results in changes, e_g_ as aresult of the conditions imposed by the approval proce-dure or the assessment procedure.Before the road is actually designed, the plan is justi-fied on the basis of requirement plans outlined in corre-sponding laws concerning the development of roads atboth federal and Land level. At federal level, the Germanparliament approves the Bequirement Plan for FederalTrunk Roads (Appendix to the Development of the Fed-eral Trunk Road Network Act, Fernstraßenausbauge-setz, FStrAbG) on the basis of the Federal Traffic infra-structure Plan presented by the Federal Government.ln the case of urban motorways constructed by munici-palities, the procedure, which involves transport devel-opment plans, is similar to the one at federal level.The RAA do not contain information on the planning ofrequirements.

The designation of the various planning stages thatfollow on from one another are based on the definitionsin the Ordinance concerning Remuneration for Archi-tects and Engineers (Honorarordnung für Architektenund Ingenieure, HOAI) and the Manual ConcerningContracts Governing the Services Provided by Free-lance Engineers and Landscape Architects in the Gon-struction of Roads and Bridges (Handbuch für die Ver-gabe und Ausführung von freiberuflichen Leistungen imStraßen- und Brückenbau, HVA F-StB). ln some roadadministrations and in other guidelines, different termsare used for the same planning stages. The planningstages are followed by corresponding approval proce-dures (see Table 8).Since the preliminary planning stage is the stage ofconceptual planning, its primary function is to identifythe alignment of the new motorway. This stage is gen-erally completed as part of the spatial planning proce-dure and ends with the determination of the alignment.During the spatial planning procedure, assessments areconducted to determine whether the motorway corn-plies with spatial planning requirements and whether,in this regard, it has been co-ordinated with other spa-tially significant plans or measures (territorial impactassessment with environmental impact assessment).Depending on the jurisdiction in question, the processof evaluating all considerations relating to a projectuses either the spatial planning or the alignment deter-mination procedure.

Table 8: Stages of motorway planning and design as well as the relevant service phases as defined by the HOAI

Planning and design stages Document

Service phases (Lph)in accordance with

HOAI and HVA F-StBProcedure

Planning the requirements Federal Traffic infrastructurePlan/Requirement Plan(federal trunk roads)General Traffic Plan, TrafficDevelopment Plan, and

l icomparable plans

Federal traffic infrastructureplanningDevelopment of the FederalTrunk Fioad Network Act(FStrAbG) with RequirementPlan

Preliminary planning stage Planning/designing thealignment

Spatial planning procedureDetermination of thealignment

Basic evaluation (§ 55 Lph 1)Preliminary planning(§ 55 Lph 2) „_

Design planning stage Preliminary design inaccordance with the RE/approval design

Design planning stageApproval design (§ 55 Lph 3)

Approval by the authorityresponsible for approval,marked by the FederalMinistry of Transport,Building and UrbanDevelopment (BMVBS)as having been seen(depending on the cost of theconstruction project)

Approval planning stage Design submitted for official(plan) approval

Official plan approvalAdoption of the plan

Approval planning(§ 55 Lph 4)

Final planning stage 7 Final design/construction7 V design

Technical approval Final planning (§ 55 Lph 5)

14

7"""__ "_ T

The preliminary planning stage begins - generally onthe basis of the Requirement Plan - within the estab-lished analysis limits of the planning area, which shouldinclude all variants that are appropriate from a trafficpoint of view and must be broad enough to ensure thatall significant impacts on the surrounding environmentof the future road can be determined.

An environmental impact assessment (EIA) is gener-ally necessary for the integrated identification of areaswith a low number of conflict points and for the assess-ment of the project's environmental impact, which isprescribed by law. lt must be conducted as part of thepreliminary planning stage and as a separate specialtyplanning document.

In accordance with the Information Sheet concerningEnvironmental Impact Assessments in Road Plan-ning (ll/lerkbiatt zur Umweltvertraglichkeitsstudie in derStraßenplanung, M UVS), the effects of a project on theenvironment are determined, described, and evaluatedfor each area and road variant. The EIA generally con-tains the following sections:- spatial analysis- expected impacts- comparison of variants.

The spatial analysis includes the identification, descrip-tion, and evaluation of the protection and also includesthe identification of sub~areas with a low number ofconflict points or areas of with significant conflicts (seeSection 2.4). Areas or corridors with relatively low num-bers of conflict points and the cross-section and gra-dient solutions can be evaluated by superimposing theresults for the protection on each other.

At this level, this stage also involves the inclusion of theNATURA 2000 map of eligible areas and considerationof European biodiversity regulations. The intensity ofthe assessment depends on the planning scale and theinherent problem(s) and these are important factors inthe identification of suitable alignments that lead to sus-tainable solutions.

At the preliminary planning stage, the fundamentaldesign and operation characteristics are selected inaccordance with the design class EKA (see Section3.2). These characteristics are then used to develop avariety of different horizontal and vertical alignments.Preferably, these alignment variants should cross thecorridors with a relatively low number of conflict points.

Moreover, for motonıvays belonging to design class EKA3, a variety of cross-section designs (Appendix 1) thatmeet the requirements of the environment in generaland the detailed environment of the motorway shouldbe investigated (see Section 3.2).

The number of junctions as well as their positions andbasic forms must also be specified at this planningstage. The same applies to civil engineering structuresand their fundamental dimensions.

Subsequently, all variants should be assessed in termsof their road safety characteristics on the basis of theESAS.

After evaluating all concerns (see Section 2), a preferredvariant is then generally selected and further developedin the subsequent planning stages.

The preliminary planning stage is also mandatory for theimprovement and Widening of existing motorways. Inthese cases, however, the assessment of variants gen-erally relates to a narrow corridor already determined bythe existing motorway. Deviations occur veıy rarely, andgenerally in cases where the immediate environmentimposes particularly heavy restrictions.

At this stage, an assessment is also conducted inorder to establish whether a fully unilateral Widening ora symmetrical widening should be chosen when wid-ening an existing motorway from four lanes to six (seeAppendix 2).

The identification of the alignment is generally recordedon plans with a scale of 1 :10,000. For the sum-mary presentation of the assessed variants, a scale of1 :25,000 is also suitable.

For motorways being constructed by the Federal Gov-ernment, the preliminary planning stage ends with thedetermination of the alignment.

At the design planning stage, the horizontal and ver-tical alignment of the preferred variant is further speci-fied (from the preliminary design). The design class (seeSection 3.2) determines the design standard (standardcross-section, alignment, junctions). In comparison withthe preliminary planning stage, realignments are stillpossible within a limited corridor. For practical reasons,changes made at the start of the design planning stageare an interim step and are based on an optimizationof the alignment and presented on plans on a scale of'l :5,000.

The preliminary design must take the specificationsof the Federal Nature Conservation Act (Bunclesnatur-schutz-Gesetz, BNatSchG) or corresponding laws atLand level into consideration in terms of the regulationof impacts, biodiversity, and European territorial pro-tection. To this end, the necessary reports (LBP, FFHimpact assessment etc.) must be drafted.

The purpose of the preliminary design is to providethe basis for internal administrative and engineeringassessment. lt provides the cost framework stipulatedby fiscal law and is the basis for the sums of moneyearmarked in the budget. lt includes any necessary divi-sions of costs (e.g. at junctions). it also provides evi-dence of the land area required for the project.

Having drafted the geometric road design, evidence ofthe quality of the traffic flow must be provided on thebasis of the HBS.

15

'__ ¦

l

¦i

N.

Moreover, after the design planning stage, a road safetyaudit must be conducted in accordance with ESAS andapproved proposals for amendment must be includedin the next phase.The design plan is drafted in accordance with the Guide-lines for the Drafting of Uniform Design Documents inRoad Construction (Richtlinien für die Gestaltung voneinheitlichen Enfwurfsunterlagen im Straßenbau, RE).Supplementary detailed plans that are relevant for theassessment process may also be necessary. The plandocuments are generally drafted on a scale of 1 :1,000or, in exceptional cases, on a scale of 1 :2,000 cr1 :5,000.

At the approval planning stage, the preliminary designis developed and enhanced (design submitted forapproval). Here, the information is presented with ade-quate detail for an official decision. The approval plan-ning stage must provide all parties involved in the offi-cial approval of the plan with information about the typeand scope of impact. lt forms the basis of the decisionto grant official approval, for which all public and privateconcerns are evaluated against each other, and for theacquisition of land.

Regulations concerning any necessary restrictionsregarding maximum permissible speeds are generallydrafted by the responsible traffic authorities outside theofficial approval of the plan procedure.The documents for the approval planning stage aredrafted in accordance with the Guidelines for OfficialPlan Approval in Accordance with the Federal TrunkRoad Act (Flichtlinien fur die Planfeststellung nach demBundesfernstraßengesetz, PlafeR) and also contain,among other things, an index of engineering structuresand a land acquisition index with a land acquisition plan.In comparison with the preliminary design in accordancewith RE, these plan documents do not contain cost cal-culations to the detail required in the Instructions forCalculating Costs in Road Construction (Anweisungenfur die Kostenberechnung im Straßenbau, AKS) and donot contain a soil investigation report.ln the case of a motorway that is not being built by theFederal Government (see Section 1.1), the documentsfor the approval planning stage are drawn up in accord-ance with Land road laws and requirements.The plan documents are generally drawn up on thesame scale as those used for the preliminary design.The documents for the final planning stage (finaldesign, construction design) are drawn up on the basisof the officially approved plan, i.e. after the right to buildhas been granted. The conditions or regulations in thedecision to grant official approval must be included inthe plan.

The documents for the final planning stage must con-tain all necessary information and plans for the invita-tion to tender and the execution of construction works(e_g. setting out plan, cross-sections, pavement height

16

plans). Other documents that must be drawn up in thefinal planning stage include signing and marking plans(traffic sign plans), co-ordinated control plans, an inte-grated construction procedure plan, as well as landscapemanagement plans (References on the implementationof Landscape Management Compensation Measures inthe Construction of Trunk Roads, Hinweise zur Umset-zung landschaftspflegerischer Kompensationsmaß-nahmen beim Bundesfernstraßenbau, RAS-LP 2) and, ifnecessary, other specialized plans.

A road safety audit must also be conducted in accord-ance with the ESAS for the final design.

The plan documents for the construction design aregenerally drawn up on a scale of 1 :1,000 and 1 1500(and in exceptional cases, 1 :250). These documentsmust be archived as they constitute the final, approvedplans for the project and will be needed for futurereference.

3.2 Road categories and design classesln order to ensure the uniformitycf motorways withequivalent network functions and traffic significance,motorways are divided up into motorway design classes(EKAs) and designed accordingly.

The variables that determine the design class are theroad category, the position of the motorway in relationto built-up areas, and the motorway's jurisdiction (seeTable 9). These variables take into consideration thesignificance of the motorway in terms of spatial plan-ning and traffic and also claims originating in the sur-rounding environment.

In view of the fact that the traffic functions of a motorwaysometimes overlap, it is not always possible to make aclear distinction. The specifications outlined in the RINare decisive in this regard.

Motorways that belong to the categories AS 0 and ASI both inside and outside built-up areas (long-distancemotorways) and motorways that belong to category ASll outside built-up areas (inter-regional motorways) aredesigned in accordance with EKA 1. in order to ensurethat the significance of the link (link function level) isadequately taken into consideration, EKA 1 is dividedup into EKA 1 A (AS 0 and I) and EKA1 B (AS ll). Gradeddesign elements for alignment are allocated to eachclass (see Section 5). Unless expressly indioated other-wise in the text, the regulations outlined here apply to allEKA1 motorways.

The motonlvay-like roads that belong to EKA 2 includeall motorways that are not federal motorways and arenot urban motorways. These motorways are used forshort or medium-distance links and have lower require-ments in terms of the travel speeds that can be reachedon them. This expiains why EKA 2 has lower limitingvalues for design elements, thereby allowing for a moreflexible alignment than is the case with EKA 1.

For the most part, urban motorways cross built-up,urban areas. They are generally part of the urban trunkroad network and, as a link between the urban road net-work and the higher-ranking inter-regional motorwaynetwork, can be integrated into the network of long-dis-tance motorways or inter-regional motorways. They arealmost always subject to restrictions imposed by thebuilt-up surroundings and are designed in accordancewith EKA 3.The design class should not change. The only cases inwhich a change of design class is justified is where theposition of a motorway, that belongs to the category ASli for EKA 2, changes to a built-up area. Such changesmay only occur at motorway junctions.

Table 9: Design classes for roads belonging to category AS

3.3 Design classes and design features

The road category and the design class determine thefeatures as well as the limiting values and guide valuesfor the design and operation elements. This is whymotorways and motonıvay-like roads have different roadcharacteristics.

The design class directly determines

- standard cross-sections,

- limiting and guide values for design elements,

- basic forms of junctions and the distances betweenthem, and

- where applicable, the application of a speed limit.

Table 10 outlines the fundamental allocation of designclasses and design features. Table 26 (see Section 9)contains a comprehensive overview of the respectivedesign elements.

Road category AS 0/AS I AS llPosition in relation to built-up areas outside or inside outside or outside inside

Federal Non-fed eral Federal Non-federalinside 1

motorway _ _ motorway motorway motorway A"Desi nation Long-distance Motorway-like inter-regional Motorway- Urban

Jurisdiction I i

Design class 1A l EKA2 Ei<A1s EKA2 Ek/xs

Table 10: Design classes and design features

y 9 motorway road _ motorway like road motorway

Design cıass EKA1A gi l EKA 1 B EKA2 Ems WwLong-distance Inter-regional 1.?

Designationw motorway f motorway W 7Motonlvay-lıke road Urban motorway T

signing f Z 330 StVO (motorway) (trunk road) Z 330 or 27331 StVOZ 331 StVO

Direcdorıal signing Blue Yellow __ Blue, yellowMaximum permissibleSpeed, 7, None None s 100 km per hour

Recommended distancebetween junctions > 8,000 m 1 > 5,000 m > 5,000 m None

Traffic management aroundconstruction works on four-lane roads

4+0 generally necessary“ 4+0 not absolutely necessary

* see explanation given in Section 3.4** '4+0' indicates the lane configuration during reconstruction. The '4' indicates that four lanes (two in each direction) will be

accommodated on the one carriageway and the 'O' indicates that there will be no traffic on the other carriageway while it isbeing reconstructed.

17

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3.4 Speedsin accordance with the specifications of these guide-lines, EKA 1 motorways are designed in such a waythat a speed limit is not necessary. The recommendedspeed of 130 km/h applies.When designing EKA 1 and EKA 2 motorways, if it isnecessary to include curve radii close to the limitingvalues on a stretch of road that othenlvise allows forhigher speeds, the introduction of a speed limit for thesesections that applies in particular in wet weather can beconsidered in consultation with the traffic authority.A restriction such as this is usually not necessary if thegeometıy of the motorway features values close to thelimit values over long stretches of road.The calculation of the limiting values for the design ele-ments (see Section 5) is based on the following speedsin the wet:- 130 km/h for long-distance motorways (EKA1 A),- 120 km/h for inter-regional motorways (EKA 1 B),- 100 km/h for motorway-like roads (EKA 2), and- 80 kmlh for urban motorways (EKA 3).EKA 3 motorways are characterized by the fact that aspeed limit applies universally on them. lf the geom-etry of these motorways is based around the limiting

18

values for EKA 3, the speed limit is generally 80 km/h; ifit is based on significantly higher values the speed limitcan, as an exception, be 100 km/h. However, even inthese cases, a maximum permissible speed of 80 km/his generally acceptabie because of the narrower lanewidth, the smaller distances between junctions, and theassociated orientation problems relating to directionaisigning and the frequency of weaving manoeuvres.

A maximum permissible speed should be specifiedat the planning stage, only when, in one of the casesdescribed above, it is clear that the road cannot beoperated safely without a speed limit because of phys-ical restrictions that cannot be eliminated making thedesign marginal.

Moreover, only in these cases is it justifiable to basethe calculation of the rating level for traffic noise on thisspeed limit. Apart from that, technical noise calcula-tions should be conducted for the recommended speedof 130 km/h on motorways. This also applies to caseswhere a speed limit applied until such time as the roadwas improved, because the purpose of improving theroad is to eliminate the need for a speed limit.

At junctions, the same maximum permissible speedapplies to mainline carriageways without weaving lanes(continuous lanes on which no weaving occurs) asapplies to the open motorway sections.

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4 Cross-sections

4.1 General remarksThe selection of cross-section components and thespecification of dimensions for standard motorwaycross-sections are important qualities that affect:- road safety,- quality of traffic flow, and- construction, operation, and maintenance require-

ments.Standard cross-sections are determined by the forecasttraffic volume and the desired quality of traffic flow.Once the standard cross-section has been selected,the design planning stage provides evidence of thetraffic flow quality that can be achieved under the givenroad and traffic conditions on the basis of the HBS andthe quality requirements of the RIN. Changes may needto be made, e.g. the addition of lanes on ascending gra-dients on certain sections of the motorway. in particu-larly complex situations (e.g. in urban areas), traffic flowsimulations may be necessary.Finally, the ccmpatibility of road cross-sections in dif-ferent consecutive operation sections, improved sec-tions, or new sections must also be checked to ensurethat road characteristics are as uniform as possible andtransitions are safe and iclentifiable for drivers.in the case of EKA 3 motorways, particular attentionmust be paid to their integration into their urban sur-roundings. Possible ways of integrating such cross-sections are presented in Appendix 1.

4.2 The fundamental principles ofdetermining cross-section dimensions

4.2.1 Standard vehicle dimensionsAccording to the StVZO, the maximum permissibledimensions for motor vehicles are a width of 2.55 m(exception: 2.60 m for refrigerated vehicles), a height of4.00 m, and a length of 16.50 m (articulated trucks) or18.75 m (road trains).

4.2.2 Roadway components4.2.2.1 Traffic spaceThe traffic space comprises the space taken up bythe vehicle, the lateral and overhead clearance, and thespace above the hardstrip and hard shoulder (Fig. 1).

The lateral clearance is the space available to heavyvehicles as defined in Section 4.2.1 for the accommo-dation of minor driving and steering inaccuracies andprotruding vehicle parts (e.g. mirrors). Depending on thelane, it measures 0.70 m, 0.95 m, or 1.20 m.

The overhead clearance is the space available to amoving vehicle to accommodate loading inaccura-cies and vehicles bouncing on uneven road surfaces. ltmeasures 0.25 m.

4.2.2.2 ClearanceThe clearance comprises the traffic space and theoverhead and lateral safety spaces (Fig. 1).

overhead cle ranceoverhead sa .................. „ .

traffic space lateralsafetyspace

4.00¬4.25 4.70ab]

1.00l« ` 2.55 › < 2.55 › , _ -2.50 ›< ›

3.25 - 3.75 ai 3.25 - 3.7

*) lateral clearance (0.35 0.60 m) _- - _ limits of the clearance**) hardstrip (0.50 oder 0.75 m) - - - - - - - limits of the traffic space

Fig. 1: Basic dimensions of the traffic space and the clearance (dimensions in [m])

19

The lateral safety space has a standard width of 1.00m. lf the motorway has no hard shoulder, this widthshall be increased to 1.25 m.The overhead safety space on motorways is 0.45 mhigh. This means that the height of the total clearanceis 4.70 m. This dimension already comprises a buffer of0.20 m to allow for the future rehabilitation of the pave-ment using overlays.Total clearances are vertical and must be applied withinthe lateral limits.The design clearance space must be kept clear ofobstacles. Protective devices and easily deformableparts of street furniture may protrude into the clearanceand come within 0.50 m of the traffic space. in caseswhere space is at a premium and there are no alterna-tive ways of installing the necessary protective devices,these can protrude into the clearance to within 0.25 mof the traffic space. The central axis of traffic sign andstreet furniture posts (Ø < 76 mm) may be positioned atthe boundary of the clearance. Kerbs may protrude intothe clearance right up to the limit of the traffic space(Section 8.7).For special instructions relating to tunnel sections,please refer to the Guidelines for the Equipment andOperation of Road Tunnels (Richtlinien fur die Ausstat-tung und den Betrieb von Straßentunnein, RAB1) andSection 8.5.

4.2.3 Standard cross-section components4.2.3.1 Carriageway and paved widthThe carriageway comprises the lanes and the hard-strip. Hard shoulders (marginal strips) are not part of thecarriageway. fTogether, the carriageway and the hard shoulder makeup the paved width. The paved width is equal to thewidth of the traffic space.- The actual width of the paved width is specified for

the different approaches to iane operation aroundconstruction works (Section 8.7):

- 4+0 iane operation: 12.00 m- 5+0-/5+1 iane operation: 14.50 m~ 6+0-/6+2 iane operation: 17.00 mThese requirements determine the dimensions of thestandard cross-sections RQ 31 and RO 36.

4.2.3.2 LanesLanes that are predominantly used by heavy vehiclesshould preferably be 3.75 m wide in order to ensurean even distribution of the load on the carriageway. Inthe case of EKA 1 motorways with four and six lanes,this corresponds to the right-hand iane; in the case ofmotorways with eight lanes, the two right-hand lanes.The left-hand lanes on EKA 1 motorways, which are notused as frequently by heavy vehicles, are 3.50 m wide(exception: RQ 31 in accordance with Section 4.3.2).

20

As a rule, all lanes on EKA 2 motorways and the right-hand lanes on EKA 3 motorways must be 3.50 m wide(to reduce construction costs and space requirementsrespectively). Lanes that are not predominantly used byheavy vehicles, i.e. the left-hand and middle lanes onEKA 3 motorways, must be 3.25 m wide.In accordance with Section 8.1, climbing lanes onascending gradients must be 3.50 m wide.For instructions on the design of cross-sections formerging and diverging lanes at junctions, please referto Section 6.4.

4.2.3.3 HardstripsHardstrips are not driven on. They are used to stabilizethe edge of the carriageway and as a base for markingsthat indicate the edge of the carriageway. They are gen-erally 0.50 m wide.Hardstrips bordering the central reserve on EKA 1motorways are 0.75 m wide. This increases the sightdistance at left-hand curves. lt also means that vehicleoccupants can get out of the car at the central reservein the case of emergency stops. Hard strips are alsowidened to 0.75 m in cases where a wider hard stripwould provide the width required for the specific issueof iane operations around roadworks (Section 8.7).

4.2.3.4 Kerbs and draining channelsFor motorways, open drainage via the verge and intothe surrounding ground is preferable. Where possible,kerbs and gutters should not be used because (raised)kerbs constitute obstacles.if, however, a flush kerb is necessary (e.g. in water pro-tection areas or areas where the soil does not allow forinfiltration), it must be constructed at the edge of thehard shoulder in such a way that the drainage infra-structure is located outside the hard shoulder. Drainageinfrastructure in the central reserve takes precedenceover maintaining the width of the central reserve. Pleaseobserve the instructions in Section 8.10.2.

4.2.3.5 Hard shouldersFor reasons of traffic safety and road operation, hardshoulders (marginal strips) are an indispensable part ofmotorway cross-sections. ln order to ensure that theycan be used by heavy trucks in the event of roadworksor incidents, they have the same pavement structure astraffic lanes.In order to allow trucks to be parked safely, hard shoul-ders must be at least 2.50 m wide. For this reason, thiswidth ls stipulated for EKA 1 and EKA 2 motorways.A hard shoulder width of 2.00 m is sufficient for theparking of a passenger car. This width is stipulated forEKA 3 motonrvays.in the case of the four-lane cross-section of an EKA 1motonrvay (RQ 31), the paved width (Sections 4.2.3.1and 8.7) is dimensioned as follows to allow for 4+0 ianeoperation around roadworks: the hard shoulder must

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be 3.00 m wide and the hardstrip 0.75 m wide so that,together, they can be used as a temporary iane in theevent of heavy traffic (Section 8.8).

4.2.3.6 Central reserves- Central reserves separate carriageways and are used

as a site for engineering structures and traffic engi-neering facilities such as:

- supports for overpasses,- vehicle restraint systems,- gantry posts,~ lighting columns,- traffic signs,- drainage equipment, and- where necessary, anti-glare systems.

Central reserves are generally 4.00 m wide. This widthnot only provides enough space for the structures andfacilities listed above, but also for planting and land-scaping (Section 7.7).in view of the shortage of available space, the cen-tral reserve on EKA 3 motorways is 2.50 m wide. Thismakes considerable demands on vehicle restraint sys-tems. This width can be used as long as no supportsfor overpasses have to be constructed on the centralreserve. if such supports are necessary, the centralreserve must be widened accordingiy.A width of 2.50 m is not suitable for planting.

4.2.3.7 Verges- Verges are used as a site for the following items of

street furniture:- vehicle restraint systems,- gantry posts,- traffic guidance equipment, andtraffic signs.

They are also the workplace of operation and mainte-nance senfices. Verges must be stable. As a rule, theyare 1.50 m wide.

if no vehicle restraint systems are necessary on motor-ways (and on slip roads at junctions) in cuts withstandard slope gradients or if there is a noise bund witha standard slope gradient alongside the motorway, thewidth of the verge can be reduced by 0.50 m. In thiscase, the necessary stopping sight distance (Section5.5) must be met and the lateral safety space (Section4.2.2.2) must be kept free. The minimum width of 1.00m must be observed.

4.2.3.8 Separating stripsSeparating strips separate the traffic space for throughtraffic from a link road/slip road. The separating strip is3.00 m wide.

4.2.4 Construction of slopesSlopes are generally constructed as illustrated in Fig. 2.

ha2.0n1Slope height h

h<2.0m

Embankment i ;_.

wir Lil.

l-››=-l„_

*_ `~

es ı+†u„†.| l`_”*'l

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Slope Standard slope gradient 1 : 1.5 ` Standard slope width b = 3.00 m

Half Width T = 3.00 mof the rounding

` .

T=1.5l1

Fig. 2: Construction of standards slopes

21

lt may be necessary to opt for a different slope gradientand slope design- for reasons relating to soil properties,- in order to integrate the motorway into the landscape,- for reasons relating to emission control, and~ in order to avoid snow drifts.in the case of high slopes (approx. h greater than orequal to 5.00 m), it may be necessary to constructberms in order to ensure the stability of the slope or tofacilitate the upkeep of green areas. At least the longerberms should have a width, b, of 3.0 m and should beable to support vehicular traffic to allow for road opera-tion services.The transition between a slope and the surroundingland should be rounded off in accordance with Fig. 2.For information of the drainage of the foot of a slope,please refer to Section 8.10.

4.3 Standard cross-sections4.3.1 General remarksIn order to ensure the uniform design of motorways inthe same design class, only one standard cross-sec-tion has been specified for four-, six-, and eight-ianemotorways.The selected standard cross-section should be main-tained for all continuous sections of the network withthe same link function level.

4.3.2 Standard cross-sections for EKA 1motorways

The standard cross-sections for EKA 1 motorways areshown in Fig. 3.The relevant areas of application can be derived fromFig. 4. The shaded area of the bars in the graph cor-responds to the traffic volume range for which thestandard cross-section is generally suitable. in the paleareas at the edges of the bars, further criteria (Section4.4) determine the possible areas of application.in exceptional circumstances, RQ 28 can be consideredfor EKA 1 B in accordance with Section 4.3.3 as long as4+0 iane operation will not be necessary around road-works. This may be possible, for example, in the case offorecast traffic volumes of less than 30,000 vehicles/24h (in both directions). ,


in accordance with Fig. 5, the standard cross-sectionfor an EKA 2 motorway is RQ 28.

i 22

lf 4+0 iane operation around roadworks becomes nec-essary, e.g. for forecast traffic volumes of over 30,000vehicles/24 h (in both directions), RO 31 should be usedin accordance with EKA 1.As a six-iane cross-section, the standard cross-sectionRO 36 can, if necessary, be used in accordance withSection 4.3.2 if the forecast traffic volume is greaterthan 60,000 vehicles/24 h (in both directions).


Because of the shortage of available space in built-upareas and the lower speeds, EKA 3 motorway cross-sections have smaller dimensions (Fig. 6).ln exceptional cases, the hard shoulder can be dis-pensed with over a limited distance. ln this case, emer-gency lay-bys (break down bays) are necessary for rea-sons of safety. Emergency lay-bys that are 80m long(including tapers) should be 3.00 m wide. Emergencylay-bys should not be situated more than 1,000 m apart.if the motonivay is designed without hard shoulders,the verge should be widened to at least 2.00 m, paved,and the vehicle restraint systems can be moved back inorder to make it possible to at least park a passengercar alongside the carriageway. This approach can beused either as an alternative to or in combination withemergency lay-bys.Fig. 7 shows the areas of application for the standardcross-sections for EKA 3 motorways.

4.4 Checking the standard cross-sectionThe choice of standard cross-section in accordancewith Section 4.3 must be checked to make sure that it isappropriate for the prevailing marginal planning condi-tions. The choice of standard cross-section has signifi-cant impacts on:- an assessment of the traffic flow quality in accord-

ance with the HBS, taking into consideration theforecast traffic volume, the proportion of heavyvehicle traffic, the position of the motorway in rela-tion to built-up areas, the speed limit, and the verticalalignment of the road;

~ the specifications of the RlN regarding the desiredpassenger car travel speed in relation to the roadcategory; and

- the requirements regarding iane operation aroundroadworks.

lt may be necessary to introduce climbing laneson ascending gradients on certain sections of themotorway (Section 8.1).

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RQ l< - -1a.2s- ›~ 43150

Ulılli imi 4 Ülfi † † † † E

i,..t.....t. it u...i_3 75 3 50 4 00 3 501.50 0.50 0.75 0.75 0.50 1.50

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'ÜÜ3.75 ¬1f-3.75¬le1ß4.oo¬le143.rf›¬[email protected] 'UO1.50 0.75 0.75 0.75 0.75 1.50

Fig. 3: Standard cross-sections for EKA 1 motorways (dimensions in [m])

Standard cross-section

20,000 40,000 60,000 80,000 100,000 120,000Average daily traffic volume (ADT) [vehicles/24 h]

RQ4ss

Ross

R031

of 1 K „μm „ii 5 "55

Fig. 4: Areas of application for EKA 1 motorway standard cross-sections

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Fig. 5: Standard cross-section for EKA 2 motorways (dimensions in [m])

no 38.5 ~ 316.50 I»

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Fig. 6: Standard cross-section for EKA 3 motorways (dimensions in [m])

Standard cross-section

20,000 40,000 60,000 80,000 1001000 120,000Average daily traffic volume (ADT) [vehicles/24 h]

Fig. 7: Areas of application for EKA 3 motorway standard cross-sections

RQ 38.5

RQ 31.5

RQ 25

24

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4.5 Cross-sections on bridgesSpecial instructions apply for standard cross-sectionsaround bridges. In these cases, the widths of the cross-section elements should, as a rule, be the same of thoseof the connecting sections of road.if the cross-section dimensions differ from each other,the necessary tapers are constructed in accordancewith Section 5.6.4.Fig. 8 shows the structure of standard cross-sectionsfor EKA 1 motorways on bridges.

For EKA 2 motorways, the standard cross-section RQ31 B outlined in Fig. 8 is recommended in order to allowfor 4+0 iane operation in the event of bridge rehabilita-tion even if the cross-section RQ 28 was chosen on theroad despite an ADT of greater than 30,000 vehicles/24h (in both directions).lnsofar as 4+0 iane operation is not required for lowtraffic volume (Section 4.3.3), it is possible to chooseRO 28 B in accordance with Fig. 9. This cross-sectionmay only be considered for traffic volumes of up to amaximum of 30,000 vehicles/24 h.

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RQ 36 B ›< - -amo. ›†<m14.5Ü

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*) If the clear span between the abutments of a bridge is more than 100 m, the raised medians should have a total width of 3.5 rn.**) in accordance with RiZ-ING, depending on the passive safety systems chosen, the width of the raised sections, and thereby

the total width of the bridge, can change.Fig. 8: Construction of standard cross-sections for EKA 1 motorways on bridges (dimensions in [m])

RQ 28 B < 29.00 -e H ›ıman

|-«_ ano It i l li] *f t

t. ti t3 50 3 50 4 00*2.00“ 0.50 0.50 0.50 0.50 1.75

*) If the clear span between the abutments of a bridge is more than 100 m, the centre caps should have a total width of 3.5 m.**) in accordance with RiZ-ING, depending on the passive safety systems chosen, the width of the caps, and thereby the total

width of the bridge, can change.Fig. 9: Construction of standard cross-sections for EKA 2 motorways on bridges (dimensions in [m])

25

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Fig. 10 shows the standard cross-sections for EKA 3motorways on bridges.

As a rule, water is drained from bridges using 0.50-mwide gutters.

in the cross-section, vehicle restraint systems aroundstructures are provided for in accordance with the cor-responding standard design drawings from the FederalMinistry of Transport, Building and Urban Development.

4.6 Cross-sections in tunnelsThe choice of tunnel cross-section depends on thetraffic volume and the chosen design. The standardcross-sections for tunnels are presented in Fig. 11.

Tunnels cost much more to build and operate thanopen roads. For this reason, the dimensions of standardtunnel cross-sections are smaller than standard cross-sections on the open road. The distance between thecarriageways is based on structural considerations andeach carriageway occupies a separate tunnel tube.The carriageway axes and edges of the carriagewayat the start and the end of the tunnel must be taperedaccordingly.

There are several possible tunnel cross-sectionsfor every standard cross-section on the open road(Table 11).Alternatively, on EKA 3 motorways, the iane widths ofthe respective standard cross-sections on the openroad should be maintained.The tunnel cross-section is selected in accordancewith the Procedure for Selecting Road Cross-sectionsin Tunnels (Verfahren fur die Auswahl von Straßenquer-schnitten in Tunnein, BMV ARS 6/2000).lnitially, for planning purposes, a standard cross-sectionwithout hard shoulders with the designation 't' shouldbe assumed. As a rule, when evaluating traffic flow,road safety, ancl cost considerations, larger cross-sec-tions with hard shoulders 'T' only come into considera-tion for traffic volumes across the entire cross-sectionof more than 50,000 vehicles/24 h (in both directions)for two-iane carriageways and of more than 110,000vehicles/24 h (in both directions) for three-iane carriage-ways (BMV ARS 6/2000).The planning and design of road tunnels is regulatedby the Guidelines for the Equipment and Operation ofRoad Tunnels (RABT). Section 8.5 contains supplemen-tary technical information relating to design.

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Fig. 10: Construction of standard cross-sections for EKA 3 motorways on bridges (dimensions in [m])

26

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_=ıwOpen road Tunnel RABT

RQ 36 36 t standard solution without hard shouldersTable 1 _|_ RQ 31.5 36 T standard solution with hard shoulders

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5 Alignment

5.1 General remarksThe dimensions of the design elements for the align-ment of motorways shall be based on safety considera-tions and vehicle dynamics.

Elements for EKA 1 A motorway links shall be designedin such a way as to allow vehicles to travel safely at130 km/h in wet conditions. EKA 1 B and EKA 2 motor-ways generally need to be adapted more to suit thesurrounding terrain and therefore require a less expen-sive alignment design. EKA 3 motorways are subject toother marginal technical design and traffic conditions;speed limits generally apply on them.- The limit values or minimum values for the design ele-

ments, which are determined by vehicle dynamics,are set on the basis of the following 'wet weather'speeds:

- for long-distance motorways (EKA 1 A): 130 km/h- for inter-regional motorways(EKA1 B): 120 km/h- for motorway-like roads (EKA 2): 100 km/h- for urban motorways (EKA 3): 80 km/h.For more information on considerations regarding theintroduction of necessary speed limit restrictions inconsultation with traffic authorities, please refer to Sec-tion 3.4.The horizontal and vertical alignments shall be co-ordi-nated, taking the principles of three-dimensional align-ment into account (Section 5.4). Pariicular care shall betaken in this regard in the case of the improvement ofmotorways when existing infrastructure is used. in suchcases - particularly those in uneven terrain - improve-ments in the gradient generally result in higher speeds,which also frequently require the horizontal alignment tobe changed.Once the axis and the gradient have been specified, thealignment shall also be checked to determine whetherthe necessary stopping sight distance is provided. Thestopping sight distance also depends on the recom-mended speed or, where applicable, the speed limit.

5.2 Horizontal alignment5.2.1 Straights- As design elements, straights can be expedient- in appropriate landscape surroundings, e.g. on level

ground and in wide vaileys,- around entries and exits at junctions or at ancillary

facilities,- when improving and Widening existing motorways,- when aligning the route around local constraint lines,

and

28

- when integrating the motorway into an urban envi-ronment.

- The disadvantage of having long straights - in par-ticular those with continual gradients - is that they

- only rarely allow for a harmonious, flowing alignment,- make it more difficult to estimate distances and the

speeds of vehicles travelling both ahead and behind,- encourage the driver to travel very fast, and- reduce road safety through monotony and the risk of

fatigue.

For this reason, it is recommended that the length ofstraights be restricted to max

L = 2,000 m (1).

The larger the design elements that border on longstraights, the more harmonious the transition betweenthe elements.

Short straights between curves that curve in the samedirection should be avoided. if this is not possible, theminimum length should be

L = 400 m (2)in order to ensure that the short straight between thetwo curves appears as a design element in its own right.

5.2.2 Circuiar curvesThe radii of circular curves should be large enough toensure that their size and spacing follow the topog-raphy and the elements that shape the surrounding areaclosely. Because of landscape conservation or, in thecase of EKA 3 motonnıays, town planning considera-tions, circular curves shall be co-ordinated carefully ona case-by-case basis with the land use requirements ofthe surrounding land and with a view to creating a har-monious three-dimensional alignment.

The minimum radii for circular curves are given inTable 12. Appendix 3 contains the basic principles forcalculating curve radii.

ln order to ensure that drivers do not have to steer inone direction and then the other in quick succession,minimum circular curve lengths (Table 12) should alsobe observed.Table 12: Minimum radii (where q = 6.0 %) and minimum

lengths for circular curves

EKA1 A í 300 75EKA1 B 720EKA 2 470- 3 55EKA 3 230 gi

Design class min R [m] 5 I min L [m] `

7.»

The co-Ordination of consecutive circular curve radiipromotes consistent speed and, consequentiy, safedriver behaviour. For this reason, it is recommendedthat the condition

R1/R2 S 1.5 (3)

be fulfilled if R1 is less than or equal to 1,500 m. Here R1is the first curve and R2 is the second curve in the direc-tion of traffic flow.On motorways without speed limits, long straights leadto very high speeds. For this reason, a minimum radiusof

min R =1,300 m (4)

should be observed at the end of straights of LG greaterthan 500 m in length.

5.2.3 Transition curves- Transition curves are provided between circular

curves and between straights and circular curves.The purpose of transition curves is:

- to allow for superelevation development between thedifferent crossfalls;

- to allow for gradual steering in and out of the curveand in so doing

- to ensure a continual change in the centrifugal accel-eration that occurs when driving in a curve; and

- to create a swift and optically satisfactory alignmentby gradually changing the curvature.

Transition curves shall be in the form of a clothoid(Appendix 4). The following clothoid parameters ensurethat transition curves meet the requirements listedabove:

5 S A 5 R (5)3Table 13: Minimum parameters for clothoidsDesign class I min A [m]EKA1 A 300*EKA1 B 240EKA 2 i 160

EKA 3 90

Transition curves are necessary on all motorways. Theonly exceptions to this rule are cases where a slightchange in the angle of the curve (Y is less than 10 gonor 9°, flat curve) makes it impossible to have a tran-sition curve followed by a circular curve followed bya transition curve. In this case, the minimum curvelength, Lmm, should be 300 m.Fig. 12 shows the various element sequences in whichtransition curves are used.The simple clothoid forms the transition from a straightto a circular curve.The reverse clothoid comprises two clothoid arms thatmeet at their respective origins and curve in oppositedirections, and which both fulfil the conditions for a

Link

Straight withcircular cunıe

Simple clothoid

:D:n> 7ıı8

Two circularcurves

Reverse clothoidff „a> s> é“

` 8í

:Ü||

3°? Ps

'Broken-back' clothoid

30, P Js „Su

Fig. 12: Situations in which transition curves are used

simple clothoid. In the interest of producing a harmo-nious alignment and an even rate of change in superel-evation, both arms of the clothoid should have similarparameters.If the parameters are not the same, the ratio

A-1 S ' A2

should apply if A2 less than or equal to 300 m.The 'broken-back' clothoid is a section of a clothoidconnecting two circular curves with different radii thatcurve in the same direction. The circle curves must nottouch and may not have the same centre point. In orderto ensure that the “broken-back' clothoid is discernible,the change in direction should be t greater than or equalto 3.5 gon (3.1°).Compound curves (no 'broken-back' clothoid betweencircular curves with different radii that curve in the samedirection) are not permissible.

5.3 Vertical alignment5.3.1 Longitudinal gradients- Gradual longitudinal gradients- increase road safety (this is a general statement and

an exception is near areas of change in supereleva-tion where the crossfail passes through zero),

- increase traffic flow quality,- reduce operating costs and road user costs, and- reduce emissions.

29

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- On the other hand, steeper longitudinal gradients canbe used to

- improve the adaptation of the motorway to suit thesurrounding terrain,

- reduce the impact on the surrounding area and thelandscape, and

- cut construction costs.Table 14 lists the maximum longitudinal gradients forthe different motorway design classes.Table 14: Maximum longitudinal gradients

Design class diameter for diameter forcrests HK [m] sags HW [m]

";i"""' """ 'i"`*" ¬

The minimum values for the diameters of crest and sagvertical curves are given in Table 15.Table 15: Minimum diameters for crests and sags

Minimum Minimum

EKA 1 A 13,000 8,800

EKA1 B 10,000 5,700EKA 2 g 5,000 4,000Ems 3,000 3 2,500

| Design class I max s [%]EKA1 A 4,0EKA1 s 4,5EKA 2 4,5

lEı<r-\*s 0,0

On ascending gradients with a length, L, greater than500 m and longitudinal gradients, s, greater than 2.0 %,a check must be done to determine whether climbinglanes in accordance with Section 8.1 are necessary.For information of longitudinal gradients in tunnels,please refer to Section 8.5.On superelevation development sections betweencrossfalls of opposite cunfature, a longitudinal gradientof

s 2 1.0 % (exception 2 0.7 %) (7)

shall be used as standard in order to avoid zones withpoor drainage (Section 5.6.3.3).

ln order to ensure highway drainage on bridges, thegradient shall as a rule be designed with a minimumlongitudinal gradient, s, of 0.7 % (Section 8.4).For motorway sections that are drained using gutters,a minimum longitudinal gradient, s, of 0.7% is alsorecommended in order to ensure that the water drainsaway.

5.3.2 Crest and sag vertical curvesThe diameters of crest and sag vertical curves shouldbe selected in such a way that- together with the horizontal alignment elements they

create a balanced three-dimensional alignment,- they ensure road safety by ensuring that stopping

sight distances are met,- they are adapted as well as possible tc suit the sur-

rounding topography and that they presenre thelandscape, or, where applicable,

~ take urban conditions into consideration (EKA 3).The crest and sag vertical curves are in the form of quad-ratic parabolic curves. A characteristic of the size of thearc of the curve ls the diameter of curvature, H, at thesummit of the quadratic parabolic curve (Appendix 5).

30

The minimum diameter for crests ensures that therequired stopping sight distances to allow drivers to seethe end of a queue in congestion is met (Appendix 6).They guarantee the stopping sight distance for hori-zontal stralghts. ln horizontal curves and in cases wherevalues fall below the minimum, spatial evidence shall beprovided that the stopping sight distance is met.

The minimum diameters for sags ensure that the stop-ping sight distance is met, even under engineeringstructures. ln the interest of harmonious road align-ment, they should not, where possible, be less than halfthe diameter of the preceding crest

HWs0.5-HK (8)

The minimum tangent lengths in Table 16 shall beobserved.Table 16: Minimum tangent lengths

Design class min T [m] fEKA 1 A 150 (120*i)EKA1 B 120

EKA2 100

EKA 3 f 100*) Exception: this value applies during reconstruction and improvement

5.4 Three-dimensional alignment5.4.1 Elements of three-dimensional alignmentThe roadway as seen by the driver comprises the pave-ment, slopes of cuttings and embankments, and thesurrounding environment that does not actually belongto the motorway (but to the natural environment or pop-ulated area). The geometry of the roadway is specifiedby three separate aspects of designs: the horizontalalignment, the vertical alignment, and the cross-section.

in view of the fact that the road design comprises threedifferent aspects, it is not always easy to appreciate thethree-dimensional result. In order to get an idea of theSD impact of the motorway, specific 3D elements aredefined. Each of these elements comprises one hori-zontal and one vertical alignment element. For thesestandardized 3-D elements, perspective views of theroadway are provided in Fig. 13 (horizontal straight) andFig. 14 (horizontal curve).

.1±_

On the basis of these elements, these perspective viewsallow for a first, approximate assessment of the impactof the three-dimensional (or spatial) alignment.A comprehensive inspection of the three-dimensionalalignment is only possible using perspective views thatare generated for each section of road that needs tobe assessed. In this regard, the drivers' perspectiveis the only useful perspective view when it comes to

evaluating the course of the road. Perspective viewscan be developed using appropriate planning pro-gramme modules and the digital models of the terrainand the road by including slopes in surrounding areas.The task of obtaining these perspective views mustcomply with the References on the Visualization of theDesign of Rural Roads (Hinweise zur l/lsuallsierung vonEntwürfen für außerörtliche Straßen, H ViSt).

Horizontal alignment/vertical alignment Perspective view7 Straight with constant longitudinal gradient

Vertical alignment

Horizontal alignmentR = 00

T Sag curve on a straight

Vertical alignment

›"'_.. a*

Horizontal alignmentH = oo

Crest curve on a straight

Vertical alignment _~___

Horizontal alignmentR = oo

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31

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5.4.2 Designing the roadwayGood road alignment has a positive effect on driverbehaviour and road safety. lt can be achieved byensuring a harmonious succession of elements. At thesame time, drivers should be able to see sufficiently farahead along the road, allowing them to recognize andappreciate the direction of the road for some distanceahead.

Basically, optical distortions on motonrvays and roadsafety deficiencies resulting from the incorrect super-imposition of horizontal and vertical elements can beavoided by observing the minimum values for designelements (Sections 5.2 and 5.3).

Horizontal alignment/vertical alignment Perspective view lCurve with constant longitudinal gradient _E

Vertical alignment

Horizontal alignment

73° 3°J›

Sag in a curvel

Vertical alignment

aß'i vz--__ J

iHorizontal alignment

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lCrest in a curve

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Vertical alignmentr________..


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Fig. 14: Spatial elements of horizontal curves (superirnpments and including cross-sections)

32

osition of horizontal alignment and vertical alignment design ele

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Fig. 15: Typical alignment and perspective view

The alignment may generally be considered satisfactoryboth in terms of optics and drainage when the points ofcurvature of the curves are at approximately the sameplace in the horizontal and vertical alignment (Fig. 15).This is based on the assumption that there are the samenumber of points of curvature in the horizontal and ver-tical alignment.If it is not possible to avoid having a different number ofpoints of curvature, steps should be taken to make surethat the points of curvature in one plane (horizontal orvertical) do not coincide with the points of intersectionin the other plane. The alignment is also more pleasingwhen the points of intersection of the horizontal andvertical curves are as close together as possible andsurplus points are positioned in between them, even ifthere is a different number of points of curvature.ln order to ensure that the course of the road is aes-thetically pleasing and relaxing for the driver, a numberof basic rules should be observed for successions ofspatial elements.- The visual impact of the road is improved by making

the following elements much larger than stipulatedby the minimum values:

- the radius of circular curves,~ the length of circular curves,- the diameter of crests and sags,- the tangent length of crest curves and sag curves.The instructions in Section 5.2.1 apply when designingstraights in the horizontal alignment. Tight circularcurves with small angles of direction change in particularappear as sharp bends from the drivers' perspective.

" «.-;:›.:„s` , ` m ` ~ „ Z

1 .~ ` 4 i.„

The only way to avoid this effect is to increase theradius of the circular cunre (Fig. 16).In terms of vertical alignment, short sags between longhorizontal straights with a constant longitudinal gra-dient should be avoided because they can also appearas a sharp dip to drivers (Fig. 16).Conversely, short straights between two successivesags should be avoided, at least on steep longitudinalgradients, because they can appear to drivers as eithera 'flat, straight board' section or even a crest (Fig. 17).The tangent length in the vertical alignment should beapproximately equal to that for the horizontal alignmentelements in order to avoid the impression of sharp dipsand bends at crests and sags along gradual longitudinalgradients.The succession of elements in the vertical alignmentshould follow the shape dictated by the terrain as muchas possible. In hilly terrain, the diameter of the crestshould, as a rule, be greater than the diameter of thesag. On the other hand, in the case of minor differencesin height and in flat terrain, significantly larger sag diam-eters should be chosen to achieve an optically pleasingline.If the alignment adheres too closely to undulations inthe terrain, the carriageway may seem to 'flutter' or bediscontinuous (Fig. 18).Bridges should be integrated into the course of the road.The 'flat, straight board' effect created by a straightbridge between two sags should be avoided. in suchcases, the diameter of the sag should be particularlylarge and its length should be long (see also Fig. 17).

33

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Perspectıve viewHorizontal alignmentlvertıcal alignment

Vertical alignment

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Horizontal alignmentR : oo

Vertical alignment

Horizontal alignment31 9lls

Vertical alignment

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Fıg 16: Apparent sharp bends and sharp dips, whıch should be avoided

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Fig. 17: Perspective of a road section of an unusual vertical alignment with a short straight that creates the appearanceof a fflat, straight board' road section, which should be avoided

Horizontal alignment/vertical alignment 1 Perspective view l

Vertical alignment

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Fig. 18: A road that appears to 'flutter' on the straight and in the curve, which should be avoided

35

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5.5 Stopping sight distance

5.5.1 General remarksFor reasons of road safety and traffic flow quality, it lsessential that the stopping sight distance be met. Thepurpose of doing so is to give the driver enough timeto stop before a hazard. Moreover, it is a requirement inroad design that ensures that drivers have enough timeto gather information, respond, and stop.

5.5.2 Minimum stopping sight distanceThe minimum stopping sight distance (erf Sh) is thedistance a driver needs to stop before an unexpectedobstruction (e.g. the back of a queue) in wet conditions.lt is determined from the distance travelled during thedriver's reaction time and the vehicle's response timeand the braking distance. ln this regard, the specialconditions surrounding driver behaviour on motorwaysare considered. This is why the values for stopping sightdistance are greater than the physiologically deter-mined minimum values for the reaction time and thepossible braking distances determined by the dynamicsof vehicle movement.The minimum stopping sight distance varles dependingon the speed and the longitudinal gradient (Fig. 19,Table 33 in Appendix 7). If no binding speed limit hasbeen included in the plan, the minimum stopping sightdistance for the recommended speed, V, of 130 km/hmust be used.

5.5.3 Available sight distanceThe available sight distance is determined by the hor-izontal and vertical alignment, the cross-section, andthe presence of visual obstructions in the vicinity of theroad. lt is depicted as a line of sight between the driv-er's eye point and an object point (ZP). Both the driver'seye height and the object height are 1.0 m. The objectheight is based on the ability of a driver to recognize avehicle at the back of a queue (Appendix 6).The driver's eye height and the object height are bothmeasured in the same iane (Fig. 20). For motorways, thefollowing assumptions apply:- in left-hand curves, the driver's eye point and the

object point are on the iane that is farthest to the lefton each carriageway.

- in right-hand curves and on straights, the driver's eyeand object point are on the iane that is farthest to theright on each carriageway.

The curve radius and the distance between the visualobstruction and the centreline of the chosen iane signif-icantly limit the sight distance in left-hand curves. Thisdistance is influenced by the design of the cross-sec-tion (including iane width, central reserve width, and thewidth of the obstruction).For an approximate check of the stopping sight distancein left-hand curves, the links between the radius of thecircular curve in the horizontal plane and the availablesight distance are demonstrated in Fig. 21. To simplifythings, the distance of the driver's eye point from the

-miiz_,l_z__

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nee,erfSB

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Longitudlnal gradient s [°]

"""""" -~ _l_ K Kl l F Carriagewayí" *L V=1gÜk LJ l Hardshoulder

_ ' ' _/' ' __ .......... _. í 0280m- _ í l /_/_/ Ø ø _ ZT: __ ` ` _\.\

T 0 W l A ........... "íDriver'S / 1 ZP? - '\- I ` \ \

f . r li ii _ //2 0 2 4 5 9

Fig. 19: Minimum stopping sight distance, erf Si,

36

Central reserveCarriageway

\ Hard shoulder_ \ '\ \ '/ ZnDrıver's eye pointg . ,

Central reserve

Fig. 20: Possible line of sight from the driver's eye point tothe object point for the stopping sight distance inleft-hand and right-hand curves

Axis of ther carriageway_ Positionl of the driverl --_ _

. . , ›/

--,Q/ -'_/_/

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33

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B: Driver's eye pointC: Assumed end of queueR: Radius of the circular curve

l' " ~ 4 \"*-\ Cross-section A-A

Left-hand iane

a: Required distance between the iane and the visual obstruction (including hardstrip)b: Distance between the driver's eye point (B) or the assumed end of the queue (C) from the

left-hand edge of the left-hand iane (simplified assumption: b = 1.80 m)

Right-hand iane

Fig. 21: Geometric model for calculating the available sight distances on carriageways in left-hand curves

edge of the left-hand iane is assumed to be 1.80 m sothat the various iane widths can be adequately takeninto account in accordance with Section 4.2.3.2.

5.5.4 Checking the sight distanceStation by station, the available sight distances shall becompared with the minimum stopping sight distanceusing sight distance chords, one for each direction.The purpose of doing so is to check that the availablesight distance is equal to or greater than the stoppingsight distance, or

vorh S z erf Si, (9)has been met at every station on the curve for the mostunfavourable iane on each carriageway.All obstructions to sight lines (e_g_ by slopes planted withgrass or shrubs, noise barriers, and protective devices,especially around slip roads) must be avoided up to the

height of the line of sight in the field of vision that mustbe kept free along the carriageway. This applies, in par-ticular, to plant cover in the central reserve (Section 7.7).

For radii around the limiting values, the minimum stop-ping sight distance on the left-hand iane of the car-riageway can only be met if there is no plant cover (veg-station) and no vehicle restraint systems (safety barriers)above a height of 0.90 m in the central reserve. Other-wise, it will be necessary to revise the plans or, in thecase of roads that are being reconstructed or improved,to introduce a speed limit (generally only for wet con-ditions). Therefore, whether a vehicle restraint devicein the central reserve constitutes a visual obstructiondepends on the geometry of the road.

Fig. 22 gives an indication of the distance that mustbe maintained between passive protective devices orplant cover in the central resenıe and the edge of thecarriageway.

37

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SW [m]R =1 .200 m V

( \|" ( 300

R=1_000m////////////.

R= 800m- _(\( 250

R = 600 m \

sh

wet_carriageways = -4%s = -2%

- - ~¬ = 0%

UIUJU1

Fi= 500m '\ ~\f HR: 450m //./_/.

/iu\

= 4%

dw__ i / carriageway

r r 1 - - 1 l 100

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a [m]

i 5„ /8.0 7.0 6.0 5.0 4.0 3.0 2.0 1.0 40 an 30 100 120

V [km/h]

Fig. 22: Minimum stopping sight distance and distances that must be maintained between the left-hand edge of theinside lane of a carriageway and visual obstructions in the central reserve

5.6 Roadway surface5.6.1 Crossfall on straightsOn straights, carriageways are designed with a one-sided crossfall, q, of at least 2.5 % to the outside.Depending on direction and size, additional lanes,merging and diverging lanes, and hard shoulders shouldhave the same crossfall as the carriageway.Verges that are used for carriageway drainage havea crossfall, q, of 12.0%. Verges that are not used fordraining the carriageway have a crossfall of 6.0 %.

5.6.2 Crossfall in circular curvesFor reasons of vehicle dynamics, circular curves aregenerally established with a crossfall towards the insideof the circular curve (*p0sitive crossfal|'). The minimumcrossfall is

min q = 2.5 % (10)

The maximum crossfall is limited tomaxq=6_0% (11)

In exceptional cases, e_g_ when the radius is smallerthan the minimum radius, the crossfall can be increasedto 7.0 %_The maximum incline, p, of 9.0 %, which is the lineof maximum slope resulting from the longitudinal gra-dient and crossfall, must be observed to avoid vehiclessliding off the road in icy conditions.

38

Fig. 23. illustrates the relationship between radius andcrossfall. These values should be rounded up to thenearest 0.5 %_The crossfall on bridges should be restricted to

maxq =5_0% (12)

(Section 8.4).In order to avoid superelevation development sectionswhere the crossfall passes through zero, a crossfall, q,of -2.5 % to the outside of the curve ('negative cross-fall') is permissible for circular curves. ln this case, aspeed limit for wet conditions will be necessary andmust be applied (Table 17).Table 17: Minimum radii for the design of crossfalls in the

direction of the outside of the curveSpeed limit in

Design class min R [m] the wet Vmss_ _ [km/hy]

EKA 1 A 4,000 -EKA1 B _ 3,200 „120EKA 2 ___ 1,900 100EKA 3 1 ,050 _ 80

The direction of the crossfall may not change for a suc-cession of curves that curve in the same direction.

ì

1= _

D...»Js

3

\.

+.¬»__

__

~w

.›.-ra.-1-.=-.,ta-2..-ı..ıt.ıı==nu:;.-_-<›1›m„ı=ı=esm1.ä¬.ı::=ı::r.:±L-»-?=%'==4*f-4

M-.¬_„

i

_'___.„..„.._____

Speed V [km/h]80 130

212- __ _ L6.0 -i i ` ----

( Ell(A 3 EKA1/2A1 §5* u-ı[O

aqS” C:

rossfPcn

C .rs2::

3.5 _- -- l3.0 ~- K

2.

l Curve radius R [m]

5 -| r i |100 500 1,000 5,000 10,000 Fig. 23: Crossfalls based on the design

class and the radius of the curve

A crown in the cross-section is permissible at the end ofa diverging iane between the through carriageway andthe diverging iane if it would not otherwise be possibleto achieve the superelevation and the pavement rota-tion in the transition curve. The difference between thecrossfalls on the mainline carriageway and the divergingiane may not, however, exceed 5 % at the tip of thepainted (ghost) island. The superelevation developmentsection may, if necessary, be extended so far into thediverging iane that a crossfall, q, of 0 % is achieved atthe start of the transition curve in the diverging iane.These instructions apply aocordingly to merging lanes.

5.6.3 Superelevation and superelevationdevelopment

5.6.3.1 ApplicationThe crossfall of a carriageway is changed over a sectionof the road known as the superelevation developmentsection. Over the length of this section, the edges ofthe carriageway are superelevated and the roadway isrotated about a certain 'axis of rotation'_ The superele-vation development (or rotation of the pavement) gener-ally takes place within the transition cunıe, regardless ofthe axis around which the roadway is rotated. All pavedstrips alongside the carriageway are also rotated in thetransition curve or the relevant transition section.

If, in exceptional cases, there is no transition curve, thesuperelevation is developed as follows: on stretcheswhere a straight is followed by a circular curve, half ofthe superelevation is developed before the point wherethe two elements meet and the other half after thatpoint.

On motorways, the crossfall is generally changed byrotating the pavement around the axes of the carriage-ways (fig. 24, case 1).

In special cases - e_g_ around central reserve crossingpoints, tunnels, and in cases where visibility is reduced

(max q = 6.0 %, exception: q = 7.0 %)

at central reserves - carriageways can be rotated aroundthe edges of the carriageway at the central reserve oraround the road centre line (Fig. 24, cases 2 and 3).5.6.3.2 Limiting valuesThe relative grade As [%] is the difference between thelongitudinal gradient along the edge of the carriagewayand the longitudinal gradient along axis of rotation. lt iscalculated as follows:

As =a - a (13)Lv

whereqe [%] = crossfall of the carriageway at the end of the

superelevation development sectionqa [%] = crossfall of the carriageway at the start of the

superelevation development section(qa should be negative if in opposite directionto Cie)

L„ [m] = superelevation development lengtha [m] = distance between the edge of the carriageway

and the axis of rotation

Standardcase

2 _i3CäS6S

Excepton ä 3i

Fig. 24: Axes of rotation of the carriageway on supereleva-tion development sections

39

_

12

l

ilfl

,il-ll!

ilI l l||

il l

i.,|

` 1

l

ill`l

'iiı

I_1„

ilill,

iı

i

ll

Hl

l

ll

iillılliı11ı1l`1|

l1 l

1 L

liii1|l1ill `

.šj 1 ¦

il l '

\ lif i||

.l l1 ,iii

Ii11i

ll_*1lıl

ln order to avoid a rapid increase in the crossfall withinthe superelevation development section, the maximumrelative grade (max As) should not exceed the valuesgiven in Table 18.Table 18: Limiting values for the relative grade

*Design N min As [%] max As [%] max As [%]class atq 52.5% at a<4_00 m ataa4.00mEKA1, EKA2 0.225 - a0.10 - aEKA 3 0.25 ~ a 1.0a [mjz Distance between the edge of the carriageway andthe axis of rotation, max As 2 min As

0.9

The minimum superelevation development length is cal-culated as follows:

Cl *Clmmu=-i-is nnmax As

wheremax As [%] =

qe [%] =

maximum relative grade

crossfall of the carriageway at the end ofthe superelevation development section

crossfall of the carriageway at the startof the superelevation development sec-tion (qa should be negative if in oppositedirection to qe)

cla [%] =

minimum superelevation developmentlength

minL1, [m] =

distance between the edge of the car-riageway and the axis of rotation

a [m] =

The basic forms of superelevation development sec-tions are illustrated in Fig 25a and Fig 25b.

5.6.3.3 Drainage considerationsln order to minimize zones with poor drainage, the rela-tive grade in superelevation development sections may

not fall below the minimum relative grade (min As) inTable 18 in the area from +mln q (+2_5 %) through 0 %to -min q (-2.5 %).

If on a continuous superelevation development section,the available relative grade is less than the minimum rel-ative grade (avail As < min As), it will be necessary todivide the superelevation development. ln this case, thearea where the crossfall passes through zero between+2.5 % and -2.5 % shall have a relative grade of minAs. The remaining superelevation is applied on theremaining section of the transition curve until the cross-fall required for the circular cun/e is achieved, havingregard to the minimum relative grade (As < min As).

Moreover, the longitudinal gradient and the minimumrelative grade should be co-ordinated in order to guar-antee adequate drainage. To this end, designers shouldaim for a difference of 0.2 % between the longitudinalgradient and the relative grade.Neither of the two carriageway edges may have a slopeopposite to the gradient.The following conditions must be met for the longi-tudinal gradient of the centre and both edges of thecarriageway:

5Centre of carriageway 2 1-Ü % lexceptlom O-7 %l (15)sEdg„ of Ga„„,g,.,wa„ 2 0.5 % (exception: 0.2 %) (16)

The requirement of a minimum incline of p = 0_5% asstipulated in the Guidelines for the Design of Highways:Drainage (Richtlinien für die Anlage von Straßen Teil:Entwässerung, RAS-Ew) can, however, result in greatervalues.

lf it is not possible to achieve sufficient longitudinal gra-dient because of specific constraints around the clot-hoid point of cunrature, the origin of the crossfall com-pared with the clothoid point of curvature can be movedby the distance, L, equal to 0.1 ›< A. The same applies toa straight followed by a clothoid followed by a circularcurve.

' iTransition ` As Straight - clothoid - circular curve Circuiar curve - clothoid - circular cunıe

lbetweencrossfalls

cu n/ing in thesame direction

and ofi different sizes

-iflany

1 Lvih_ _ _ _ Ü _ __i_í:_† _._____lp-Bi ___μ-__*-_ -_í__ ____μ_|l_B_R-

l<- l<"

'Broken-back' clothoidR R2 R 1 A 2

re FBR" Lv_› re FBR

o Axis of rotation * Left edge of carriageway ** Right edge of carriagewayFig. 25a: Forms of superelevation development sections

W. 40

1

s

_...›...

i`t

(_.

ii

l

ai.ii

Transition As Sffflighf ~ G|0fl'I0|d - Cii'CU|flf CUWB Circuiar cun/e ~ clothoid - circular curve

i R200 A B

Reverse clothoidR2

_ P;i between

crossfalls ofthe same ordifierent size zmin As „V _curving in the

opposited rection W I>'5_ _ _ _ _ „ „ __ _`_%\<\

" *-. *- _ _ _|4- L„

R=oc› 777 A

li FBF!

re_Fšı=ı'

il*

R' Zë 6 li FER

mmmmmm F ii - SÄ“`“b` \

\ _ _ _ _ _ _ _ ._ _.l4__ LV re FBR

R2

r <|-“in AS

F _ _ _ _ _ _ _ '\Y\lZíıíı wq=mnq

FW

Ä zmin Asii±

< min As

li FBR

_ üM`L_____

re FER

__ A--""R1 ___-

% E F__ __ ._ ._ _. 5 <mi.n A5_ ` ` ±w<\í“'>

" '- - ._|+ L„„,| _ _ -fe-Fäfi'

Rotation around a carriageway edgeR2

,IX _'_ R1 F

li FBF!

F F re FBR4- Lv

lnclined superelevationR2

_P« -M

R.

<ı=fflflq <ı=mnq|iFBR

--- -___ mm__ 7 " _

` ---- _ ıßffifiL„

0 Axis of rmamm F* in the area around the inclined superelevation, the axis of rotation submerges into the road and runs straight through.

Fig. 25b: Forms of superelevation development sections

ii

“ll

ılu

ll

.l| .

ill?ll".

llil!i l

, ,||.|.l_ ı'|l¦|!`|llllMi -ll l

li ll "ill ,..ı ill iwir .i

` I

li

V

12l I.

;`.

il

'l,j:ä

l ı.

(Ä

uli 1

ıı

( rii:l`

(l(-,.

:_ `¦!ıj:|ı.l,ıll`

.,i T,li,lllill

till.

|1

In the case of six- or eight-iane standard cross-sec-tions, the depth of the water film can, in certain circum-stances, be higher than the critical measure of 2 mm. lnsuch cases, the following options can be considered:

an increase of the longitudinal gradient (for short sec-tions or flow paths);the use of porous wearing courses;structural drainage measuresavoidance of superelevation development sectionsby using a negative crossfall in the case of radii inaccordance with Table 17; orthe avoidance of zones with poor drainage by estab-lishing an inclined superelevation during improve-ment projects (should be avoided on new buildprojects as it is disadvantageous in terms of vehicledynamics and very difficult to achieve a structurallypermanent solution).

Whether one of these measures is necessary shall bebased on a detailed calculation to provide the relation-ship between water film depth, speed, and risk of aqua-planing. If so, the most suitable measure will be chosenon the basis of the specific planning conditions.

If none of the above-mentioned measures can be imple-mented, the designers should consult with the trafficauthorities about the introduction of a speed limit.

5.6.4 Widening carriageways- Widening of the carriageway with tapering of the

edges of the carriageway will be necessan/ when- changing the cross-section of the carriageway (e.g.

ahead of bridges or tunnels);~ constructing an additional iane (Section 8.1, Fig. 66)

inl

_ i.L2

-ıı lg- ı›|< -|3» ı›

-1 LZ» ı-

22-ı-L Li„=«-1-2" furoSL„S7Z

LZ

22.i.ı_ -ı_ Li„=ı--i(§_“)- für -Z-..L„S LZ

Widening of the carriagewayLength of the taper

i irn]L2 lm]in [mi

Ln lrfll L Q 0 §1consideration

1.2 2 \

Fig. 26: Tapering of the edges of the carriageway in the

Oi'

- when constructing a diverging or a merging iane(Section 6.4.3, Table 22, and Section 6.4.4, Table 24)

Depending on the application at hand, the Widening ofthe carriageway around a curve should be establishedasymmetrically on the inside edge of the cunıe whilethe widening of the carriageway around an extendedalignment should be established symmetrically on bothsides of the road centre line to ensure a visually pleasingalignment of the through lanes.

The edges of the carriageway shall, where possible, bealigned independently of the road centre line or shallbe tapered as two quadratic parabolic cunıes that arecombined to form an S curve (Fig. 26 and Table 19).

Table 19: Uniform tapering for carriageway Widening usingtwo quadratic parabolic curves\ _

L La = _“ e„ Ae„ a = -"- en Aen

0.00 \

0.05

0.10

0.15

0.20

0.25

0.30lfíí

0.35

0.40

0.45

0.5029l

0.000

0.005

0.020

0.045

0.080

0.125

0.180

0.245

0.320

0.405

0.500

0 005

0 015

0 025

0

0 0

0 055

0 065

0 075

0 085

0 095

l ı› L L? l z 2

Ü L" 0.50

0.55

0.60

0.65O35

0.7045

0 75

0 80

0.85

0.90

0.95

1.00

0.500

0.595

0.680

0.755

0.820

0 875

0 920

0.955

0.980

0.995

1.000

0.095

0.085

0.075

0.065

0.055

0.045

0.035

0.025

0.015

0.005

Ln-i-ı›|

Widening of the carriageway at the point iunder consideration T 7 T 5 1.. 5

en th of the ta er at the oint under '

case of two quadratic parabolic curves without a ı: L= *l i„=e,¬-istraight in between

42

l

4

6 Junctions and interchanges

6.1 General remarksMotorway junctions are grade-separated. Dependingon the classification of the roads being connected tothe motorway, these junctions can be either grade-sep-arated or partially grade-separated.Four-way interchanges (Autobahnkreuze) and three-way interchanges (Autobahndreiecke) are grade-sepa-rated intersections that connect motorways with eachother. They can, however, be used to connect motor-ways and rural roads belonging to the rural road designclass EKL 1 in accordance with the RAL.Motorway junctions (Anschlussstellen) are generallypartially grade-separated and are used to connectmotorways with roads belonging to the subsidiary roadnetwork (rural roads, urban streets). Subsidiary networkroads are connected to slip roads at grade. Grade-separated intersections can also be used to ensurecapacity at peak traffic times.A number of different junction systems (Section 6.3)can be used for junction design. These systems com-prise several junction elements (Section 6.4, Appendix8). ln addition to the mainline carriageway, a differen-tiation is made between road elements (slip roads) andconnector elements (exits, entries). An intermediate cat-egory of junction element is the weaving area, whichcomprises a road element (part of the slip road) andtwo connector elements (entry with iane gain at the startand exit with iane drop at the end).This section of the RAA deals with all systems relatingto grade-separated and partially grade-separated

motorway junctions and all grade-separated elementsat these junctions. For standard solutions relating tograde-separated or partially grade-separated junctionson rural roads, please refer to the RAL.

6.2 Planning for junctions6.2.1 Junction requirements

ln order to ensure traffic safety at junctions, it is impor-tant to give drivers clear directions and in sufficient timeso that they can drive appropriately. To this end, junc-tions shall be designed in such a way that they allowdrivers to continuously adjust their behaviour, adapt tothe changing road characteristics, and reduce speed asnecessary. To this end, the separating and connectingelements of the junction elements should be identifiablein sufficient time.- Moreover, the junction elements should be- indioated well in advance on direction signs,- clear and easy to understand,- safe to drive on, and- ensure adequate capacity.

6.2.2 Junction spacingThe location of motorway junctions is determined by thenetwork plan and considers the network hierarchy ofroad categories and spatial conditions (urban structure,topography). To assist in network planning, designersshall endeavour to observe the following minimum (axis)

(D, Motorway junction (AS)

4;:\

_ 'l

2

_" \~,

<2-

K; 1 1 1

`~.- e\ \ μ R

.«'

..I_,_ l I l i l

l Junction 1 = _ _Example 1: 1'F"_Ax'sSpa°'"gíi'| Example 2: l

'L -4 J

/ \ _,ı \¬

2 =!.

1 Junction 2

4-way interchange (AK)

6ırIı

!

T»

„„ 4 `\;_.

iiiı

_\ /__ .

Fig. 27: Axis spacing and actual junction spacing (e)

43

lil

.li

l llli

in l*til-l

l«ıl

lı( ı

I

ı|l,..|,.,'ıli.|¦'ıll

|l ...i

._ ¦“.J

.gll

i

ll:lv -||.,

|1. il' 2ll~ll

~[},.:`ıl`;§l~ı

Table 20: Minimum values for the actual junction spacing (e)

Minimum valueType of junction downstream for standard direction

signing

Minimum valuefor individual directionsigns in special casesin accordance with the

RWBA'l

Minimum valuefor isolated junction

plannin

Four-way/three-way interchange 91,000 m 1,600 m 600 mMotonıvay junction _ 2,000 m 1,100m 600m 7 W

*) important only in the case of more than two junctions in close succession

spacing between two consecutive junctions outsidebuilt-up areas:- 8.0 km for EKA 1 A motorways and- 5.0 km for EKA1 B and EKA 2 motorways.More closely spaced junctions also make good plan-ning sense for EKA 3 motorways for an urban motorwayto fulfil the collector and distributor function.These intervals ensure there is a sufficiently long sec-tion between the sign indicating distances after thefirst junction (KP 1) and the first advance direction signahead of the next junction (KP 2). This section allowsdrivers to have a period of relaxed driving and allowsthe traffic flow to settle down without being disturbedby a junction.The same principles apply to the spacing of motorwayservices areas (see Section 8.6) and junctions.in densely built-up areas - and also outside them incases where there are specific constraints - lt may notbe possible to obsenıe the stipulated spacing. in thesecases, the minimum spacing derived from the spacingrequirements for directionai signing must be observed.The actual junction spacing (e) between the end ofthe last entry taper at junction 1 and the start of thefirst exit taper at junction 2 (Fig. 27) is an importantfactor. This approximately equals the reference valuefor the spacing in accordance with the Guidelines forDirectlonal Signlng on Motorways (Richtlinien für diewegweisende Beschilderung auf Autobahnen, RWBA).in the case of iane gain and iane drop associated withweaving lanes, it corresponds to the distance betweenthe noses of the islands.

The actual junction spacing is calculated on the basis ofthe junction system in question and a preliminary esti-mate regarding the geometry of the slip road.in the case of two consecutive junctions, remediaimeasures a) and b) in Fig. 28 can be used to maximizethe actual junction spacing if the axis spacing allows.The prerequlsite for this is that two full junctions arereplaced by two partiai junctions, which is only possibleif the excluded traffic movements can be absorbed bythe subsidiary road network.The actual junction spacing should not fail below theminimum values given in Table 20 in order to allow forstandard signing in accordance with the RWBA.

44

The RWBA provide special signing solutions for actualjunction spacings between two junctions that aresmaller than those given in Table 20. These solutionsinvolve dispensing with individual signs for each exitand, where necessary, indicating two closely spacedexits on the same sign. in cases where there are morethan two junctions in close succession, the excep-tional values (in accordance with RWBA) must be usedbecause the overiapping of directionai signing stipu-lated by the RWBA for spacings that are closer than theminimum may only be applied to two consecutive junc-tions (Verkeftungsverbof).if the actual junction spacing falls below the minimumvalues given in Table 20 for an isolated junction plan, thejunctions influence each other both in terms of struc-tural design and traffic engineering as well as in termsof traffic flow. in this case, the junctions can no longerbe pianned as isolated systems that function independ-ently and do not influence one another.in this case, both junctions must be merged using eitherweaving lanes (solution c in Fig. 28) or link roads (solu-tion d in Fig. 28) to create a complex junction. Theabsolute minimum value for the actual junction spacinghere is the result of the minimum length of the weavingsection on the mainline carriageway (solution c) or onthe link road (solution d) in accordance with Section6.4.5. However, in the case of the weaving iane on themainline carriageway, a special solution for directionaisigning in accordance with the RWBA that is restrictedto two consecutive junctions is necessary.if there are more than two junctions in close succes-sion and if the minimum values stipulated by the RWBAin accordance with Table 20 are not observed, the onlyremaining solution is solution d). This shall be consid-ered in particular in cases where a junction is subse-quently added to a road already in operation.Exceptions to the Verketfungsverbof are permissible onEKA 3 motorways as long as the overall ciarity of thedirectionai signing is guaranteed.if the actual junction spacing also falls below the min-imum weaving length in accordance with Section6.4.5, the only solution that can be considered ls theone involving 'crossover' slip roads, which result in theshortest possible junction spacing of all (solution e) inFig. 28. According to this solution, the weaving trafficflows cross each other using a grade-separated fiyover.With this solution, as is the case with solution b), it is

iI

i

ı

l

i.

w

šIl

l

J.

:~._,.........¬„.›~.<›i.¬„<ı.

1

ix1

assumed that the traffic between the two junctions isabsorbed by the subsidiary network. if not, a direct link(optional slip road in Fig. 28) should be constructedbetween the two 'crossover' slip roads to accommo-date the excluded movements (outer non-weavingflow).

Even in those cases where junctions are not closelyspaced, the solution involving 'crossover' slip roadsis also used to improve the flow of traffic over longerweaving sections between two junctions. This way,weaving areas on both mainline carriageways and link

F-f

roads can be replaced by the 'crossover' slip roads.if the motorway junction in question is a four-way orthree-way interchange, the optional slip road for theouter non-weaving flow shall be laid out in accordancewith Fig. 28.if, in exceptional cases, the Verkettungsverbct onEKA 3 motorways is not observed, the dense succes-sion of uncontrolled entries and exists can significantlyhamper the traffic flow. if a close succession of junc-tions is necessary as a result of the network structureor the presence of constraints, operational measures

a) Use of the outer quadrants (optimized slip road layout)

P

b) Partiai junctions (example shown here: half-diamond interchangs)

P

c) Weaving lanes on the through carriageway (example shown here: two junctions)

›

d) Long link road (example shown here: two junctions)

V

e) 'Crossover' slip roads (example shown here: two junctions)Legend: O at-gradepartiaijunction

~-~ optional slip roadFig. 28: Possible solutions to situations where junctions are closely spaced (schematic, only one carriageway is shown)

45

'lı=i¶lì`

il

l --l

.l.nl

alil'

l"`}.

illVll

1111

.lfiil._ , I|i_|μ|,. l

'¦._ ll,

› l'l Ah“

lil llill

ll, ll

ı

,lu

;.

.ll

llll|Il

llllı1 lil

l li

¦`ıll,

fli l

Vl

lill.ii

.ill

llll

ıl

ši l'llil l

il

li. i`;lil

ll.. .

|¦

lf",l.~ il.li

l. l

, ,jjll

.il1)....,.7 il.ji

' llilll

, lllıä'

. lhall .l

in accordance with Section 7.10 (e.g. ramp metering)should be examined in addition to engineering solutionsin accordance with Fig. 28.Moreover, in the case of a close succession of junctionswith intervals that are shorter than the minimum valuesgiven in Table 20, an analysis of the traffic flow over theentire junction sequence and all weaving sections mustbe provided in addition to evidence of the quality of thetraffic flow in accordance with the HBS. lt is recom-mended that the traffic flow be simulated using suitablecomputer software.

6.2.3 Alignment of the mainline carriagewaysAt EKA 1 A four-way interchanges, mainline carriage-ways should not turn but essentially continue throughthe interchange; at three-way interchanges, mainlinecarriageways should follow the dominant turning move-ment on the network.On EKA 1 B and EKA 2 motorways, the mainline car-riageway at four-way interchanges can only follow adominant turning stream if its traffic volume justifies thissolution, the long-term traffic forecast is reliable, andonly minor shifts in traffic movement are to be expectedin the event of the development of the network.At four-way and three-way interchanges that link EKA3 motorways only, the position of the mainline car-riageway primarlly depends on the conditions that con-trol traffic flows and the required capacities. For thisreason, the general rule is that the mainline carriagewayshould be specified on the basis of traffic load.in principle, the cross-sections of the mainline car-riageways around junctions are the standard cross-sec-tions for motorways (Section 4). ln well-founded excep-tional cases, the hard shoulder near the junction can bedispensed with over a short distance on EKA 2 and EKA3 motorways and when reconstructing and improvingEKA 1 motorways.The geometry of the mainline carriageway is based onSection 5. Moreover, the following instructions regardingthe alignment of the mainline carriageway around junc-tions must be observed:- The route parameters of the mainline carriageway

should be much higher than the limiting values in thearea around the junction. Entries and exits should bepositioned on straights and not in curves.

- Because of poor visibility in the rear-view mirror,entries should not be laid out in tight right-handcurves. For reasons of visibility when merging, a min-imum radius, R, of 800 m on EKA 2 motorways and Requal to 400 m on EKA 3 motorways should be usedon entries on right-hand curves. Otherwise, a changeof the junction system should first be considered andthen a change of the entry geometry, which wouldensure the parallel movement of vehicles entering themotorway at an early stage.

- Around exits, the horizontal radius, R, should notfail below 800 m on EKA 2 motorways and 400 m onEKA 3 motorways to ensure a safety reserve should

46

it become necessary to apply the brakes in a curveand to ensure that the nose of the island is visible inthe anguiar field of 15 gon (13.5°). in the case of anexit on a left-hand curve, designers shall ensure thatthe alignment of the mainline carriageway is clearlyidentifiable: the exit slip road should, therefore, beginwith a clear right-hand curve and then a left-handcurve and should not lead straight off the mainlinecarriageway.

- The longitudinal gradient of the mainline carriagewayshould not exceed 3 % at the junction so that the sliproad has acceptabie geometry; avoid excessivelylong slip roads as a result of an *extended* sectionwith an acceptabie longitudinal gradient).

At junctions, the crest diameters of the subsidiary roadthat has to be pianned in accordance with RAL or RAStshould be dimensioned around the slip road connec-tions in such a way as to ensure adequate visibility.Junctions near major valley crossings (EKA 1) can leadto extended junctions with long slip roads or speciallocal distributor roads (indirect access). In these cases,for cost reasons, designers should consider whether itwould not be better to move the junction to a more suit-able location or whether the vertical alignment of themotorway could be changed.

6.3 Junction systems6.3.1 General remarksA number of standard systems are available for fre-quently used grade-separated and partially grade-separated junction designs (Sections 6.3.2 and 6.3.3).Designers should not deviate from these standardsystems without good reason. These systems can bebroken down into three-leg and four-leg systems. Situa-tions in which more than four legs occur, i.e. where thereis a combination of four-way interchanges/three-wayinterchanges and junctions, should, where possible, bedivided up into three- and four-leg junctions. if this is notpossible because of the network configuration or spa-tial constraints, the four-way interchange design shouldbe modified in order to come up with special solutions.As a rule, this leads to a disproportionally high increasein the number of structures (bridges and the like) andland acquisition requirements.Detailed recommendations regarding suitable sys-tems and the advantages and disadvantages of all sys-tems are listed tor each individual design class. Whenselecting the most suitable junction system, it is impor-tant to weigh up the following considerations carefully:~ capacity (e.g. avoidance of weaving sections within

the junction itself),- the number of structures,- land acquisition requirements, and- total structure height (number of levels).Depending on the circumstances, more closely spacedconsecutive junctions may influence the choice ofsystem (Section 6.2.2).

i

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.;_.....fi.s..„......._._.;_.:.:-.-„ııı.....¬._

When it comes to four-way interchanges within built-up areas, unfavourable topography and a lack of avail-able land in particular can make it necessary to comeup with special solutions. Changes to the standard sys-tems affect either the alignment of the slip road (distor-tion, shift to a different quadrant) or the dispensing withentire slip roads. Dispensing with slip roads, especiallyin junctions with more than four legs, should only beconsidered for low turning streams or in cases wherethe excluded movements are absorbed by a connectednetwork link. in this case, it is preferable that both sliproads in both directions should be dispensed withbecause asymmetrical solutions are not easily under-stood by drivers who are not familiar with the area andit is not always possible to explain them clearly on roadmaps.Moreover, assessments should be carried out to deter-mine whether the use of operational measures (suchas ramp metering, iane signaiiing, or variable allocationof directions to lanes in the sorling area) would reducethe number of structures while maintaining junctioncapacity (Section 7.10).

The grade separation structures in the sketches of thedifferent systems are portrayed as either overpasses orunderpasses. in terms of- level of service (dynamics of vehicle movement,

capacity),- road safety (visibility), and- structural content,these structures constitute the best solution in eachcase. For this reason, overpasses and underpassesshould not be switched without compelling reasons(e.g. topography).Changes to the standard systems cr other combina-tions of sections of systems are acceptabie as long astheir layout is clear and signing is easily understand-able, thereby ensuring smooth traffic guidance andgood orientation.The uniform design of the sections of the system ismore important than the application of uniform junctionsystems.Exits should always be located upstream of entries onthe mainline carriageway. Otherwise, a link road shouldbe included in order to keep weaving manoeuvres awayfrom the mainline carriageway.

6.3.2 Grade-separated junction systems6.3.2.1 Four-way interchangesFor four-way interchanges and four-leg junctions thatconnect motorways and EKL 1 rural roads in accord-ance with the RAL, the position of heavy turningstreams is important when it comes to the choice ofjunction system (Fig. 29). The individual systems can beSubdivided into three groups according to their turningstream capacity, which is largely determined by theWeaving areas and their capacity:

a) systems with four weaving areas (basic cloverleafinterchange layout and all its variants: Fig. 30 andFig. 31),

b) systems with one or two weaving areas (modified clo-verleaf interchange with a semi-direct slip road: Fig.32 and Fig. 33 - left-hand system; modified windmillinterchange with two loops in symmetrical quadrantsor with three loops),

c) systems without weaving areas (modified cloverleafinterchanges with two semi-direct slip roads posi-tioned in diagonal quadrants: Fig. 33 ¬ right-handsystem; modified cloverleaf interchange with grade-separated crossover weaving flows: Fig. 34; windmillinterchange with modifications: Fig. 35; stack inter-change: Fig. 36).

in terms of subsequent increases in traffic load, itshould be noted that the systems belonging to group a)can only be extended at great expense and with greatdifficulty once the weaving areas have reached theircapacity, and that there are limits to the extension pos-sibilities for group b). For systems belonging to groupc), the turning stream capacity is determined by thecapacity of the respective entry types at the end of theslip road.The choice of a suitable junction system can be madeon the basis of the position and size of the turningstreams in accordance with Fig. 29. Depending on theintensity of the other turning streams, which may haveto be crossed in a weaving section, traffic volumes ofbetween 1,200 and 1,400 vehicles per hour are consid-ered heavy turning streams. The capacity calculated inaccordance with the HBS is used in this evaluation. Inthose cases where several systems are indioated on asingle line in Fig. 29 and all conditions are othenıvise thesame, the right-hand system produces higher-qualitytraffic flows. However, these systems are also morecomplex in terms of land acquisition and more costlyin terms of construction, operation, and maintenance.in a scheme characterized by three heavy turningstreams, a solution for four heavy turning streams shouldbe considered in accordance with Fig. 29 because theadditional work and expense is comparativeiy low.in general, the following applies:~ a cloverleaf interchange should always be used in

those cases where the traffic load allows for such asolution while at the same time ensuring adequatetraffic flow quality;

- a stack interchange should only be used in caseswhere a very high junction load necessitates such adesign.

in principle, both systems can be used in all combina-tions of design classes where motorways intersect.in a cloverleaf interchange, it is only permissible toreplace the link road with a weaving iane on the mainlinecarriageway for the following design classes: EKA1 B,EKA 2, and EKA 3. in individual cases, the weaving area

47

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Position of the heavturning streams _y Suitable systems

AB5?/`p Basic cloverleaf layout

\ (EKA 1: Fig. 30, EKA 2 and 3: Fig. 30 and 31)

7?-

_ Modified cloverleaf (Fig. 32) g Modified cloverleaf (Fig. 33 left)

“§7_/

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Modified windmill Modified cloverleaf _lx

_ Modified windmill Modified cloverleaf (Fig. 33 right)

l

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__ Modified windmill (Fig. 35 right) j Modified stack

JK.WI' ALWi?dr'Windmill (Fig. 35 left) __g_7 Stack (Fig. 36)

29: Recommendations for the application of four~way interchange systems

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l

,_______

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H.

ASR variant

A

ATR variant

¬' -J

i

Advantages: - Only one structure- Loops with relatively large radii- Relatively even traffic movement paths

Disadvantages: - Fourweaving sections

- Extensive structureGSR variant: Elongated loop (EKA 1)Objectives:

gradientsASR variant:Objectives:

- To achieve shorter junction areasAdapted tangentiai slip road~ To reduce land acquisition

ATR variant:Objectives:

~ To achieve shorter junction areas

- Offers the ability to turn around (U-turn), favourable for operation and winter maintenance services

- Capacity limitation for traffic turning from one motorway to another- High land acquisition requirements (if the weaving sections are sufficiently long) or- Relatively short weaving sections (if land is at a premium)

- To achieve longer weaving sections (along the same axis)- To achieve longer slip road development lengths, which are necessary for extended longitudinal

Adapted ('compressed') loop (EKA 2 and 3)- To achieve longer weaving sections (in conjunction with smaller loop radii)

_ ›

GSR variant

Fig. 30: Cloverleaf (basic layout) with slip road design variants

is assessed in accordance with Section 6.4.5. Evidenceof the quality of the traffic flow in the weaving area shallbe provided in accordance with the HBS or a suitablesimulation programme.The least expensive solution for a four-way interchangeis the basic cloverleaf system and its variants.Cloverleaf (basic layout, Fig. 30): the cloverleaf inter-change in its basic form requires only ons structure withtwo levels. However, due to its loops, it also takes up alot of space. The level of service is determined by the

four weaving sections, which restrict the capacity of theentire system in cases characterized by heavy turningstreams. Another effect of traffic guidance on the clover-leaf interchange is that the high-capacity, fast tangentiaislip roads are available for right-turning traffic streamsand that only the lower-capacity, speed-reducing loopsare available for left-turning traffic streams. On the otherhand, loops and weaving sections are the prerequisltefor turning movements in a cloverleaf interchange (e.g.there is potential for concern for operations and wintermaintenance services).

49

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Advantages:

Disadvantages:

< n :il glg: .,

----- -- weaving lanes

V l~ Small grade separation structure~ Less land required~ Limited weaving section capacity because

of weaving on the mainline carriageway~ A speed limit is necessary on the mainline

carriageway

.; l

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EE variant

`l'tll \

Advantages:

EE varíants:Objective:

Disacivantages:

+ """ " EE variant- No weaving sections- Faster slip roads than is the case in the

basic cloverleaf layout- improved level of service in the semi-

direct slip roads- Three structures- Greater land acquisition requirements

than is the case with the basic cloverleaflayout

- Vehicles are unable to turn around from allapproaches

EE-type entry- To improve traffic flow when the traffic

load on the slip roads is high

' šfl~ 50I

„ill E 1

Fig. 31: Cloverleaf interchange variant without link roads

Fig. 32: Modified cloverleaf interchange with semi-directleft-turning traffic streams

ll

r

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L

in its basic form, the cloverleaf interchange has bothlink roads and circular loops. Where possible, pivotedlink roads must be used because they make the exitareas leading to the tangentiai ramps more clearly vis-ible, increase the distance between T-junctions onentry slip roads, and, therefore, facilitate the design ofmerging lanes within the link road. The weaving sec-tion between the loops can be extended by making surethat the pivoted sections on both sides are extendedinto the weaving section and the link road only runsparallel to the mainline carriageway around the actualgrade separation structure. As long as they have corre-sporıdingly large radii, the loops allow for similar trafficmovement paths.Cloverleaf with eiongated loops (Fig. 30 - GSR var-iant, EKA 1): eiongated loops are used when longweaving sections need to be created along an axis,when large development lengths are needed for the sliproads because of the steep (extended) longitudinal gra-dient of the motorways being connected, or when localconditions (development, protection of adjacent land)necessitate such a layout.Cloverleaf with adapted (compressed) loops andloradapted tangentiai slip roads (Fig. 30 - ASR and ATRvariants, EKA 2 and 3): the adjustment of the slip roadsresults in longer weaving sections on the link roads,generally involves lower land acquisition requirements,

FF E

and results in a shortening of the junction areas. in thearea of entry, it will be necessary to make do with a smallradius if the land acquisition requirements are not toincrease due to the circular loops. in the interest of eventraffic progression in the loop, the ratio of radius R1 :R2 should be 1.25 : 1 at the most. if reverse curves areused in the adapted tangentiai ramps, drainage prob-lems may occur as a result of the necessary change incrossfall. Moreover, the edges of the carriageway mayappear to 'flutter' from the driver's perspective.The cloverleaf without link roads (Fig. 31, EKA 2 and3) should only be used in exceptional cases with lowtraffic volumes. For this variant of the basic layout,individual link roads or all link roads are replaced byweaving lanes on the mainline carriageway. This solu-tion requires adapted loops; othenıvise the neces-sary weaving distance cannot be provided. This var-iant reduces both the construction costs for the centralgrade separation structure and the land acquisitionrequirements. it can be used when the capacity of theweaving section is sufficient and the entry radius ofthe loop is at least 40 m. lmposing a speed limit of 100km/h or less on the mainline carriageway is necessaryto ensure safe vehicle weaving and must, therefore, beagreed with the responsible traffic authority. The clo-verleaf without link road layout breaks the 'exit beforeentry' rule on the main carriageway and consequentlymakes greater demands on directionai signing.

System with one fast, semi-direct slip road

EE variant `

ia \

V ~~~~~ -- EE variant

\ EE variants:Objective:

EE-type entry

(A A

L, ' J

Advahtages: - Dispenses with two weaving sections (with all weaving sections in the system on the right)` - Faster ramps than is the case with a semi-direct left-turning traffic stream

- Better level of service on the semi-direct slip road(s)Disadvantages: - Three structures (five in the system on the right), some of which have very acute-angled intersection angles

- Higher land acquisition requirements than is the case with semi-direct slip roads for a left-turning traffic stream(much higher land acquisition requirements in the system on the right)

- Limited opportunities for drivers to turn around

- To improve traffic flow on slip roads characterized by high traffic loads f

System with two fast, semi-direct slip roadsin diagonally opposite quadrants

«írfK3/(

/P/V _<\rr

V

Fig. 33: Modified cloverleaf layouts with fast, semi-direct left~turning traffic streams

51

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in addition to the basic layout, there are a variety ofmodified cloverleaf systems with semi-direct sliproads for left-turning traffic streams (Fig. 32 andFig. 33). These are used when the capacity of one ormore weaving sections in a basic cloverleaf layout is nolonger sufficient, when the intention is to improve thequality of the traffic flow in turning movements usingfaster slip roads, or when topographical constraints donot allow for a conventional cloverleaf layout.in Fig. 32 and Fig. 33 (left-hand system), each of theillustrated solutions is shown with a semi-direct sliproad, whereby two weaving sections are dispensedwith. If two diagcnally opposite loops in a cloverleafinterchange are replaced by semi-direct slip roads, allweaving sections are dispensed with, a move that sig-nificantly increases capacity and significantly improvesthe level of service for turning movements (Fig. 33,right-hand system).If the link roads in the illustrated junction systems con-tinue straight into loops, further measures may be nec-essary (for instance carriageway markings, directionaisigns, speed limits, upstream reverse curves).Because of the higher construction costs and the highland acquisition requirements of modified cloverleafinterchanges, before choosing such a layout designers

.1 5` ı

Fig. 34: Modified cloverleaf with grade-separated cross-over of the turning streams (for improvement andextension schemes only)

52

should investigate the extent to which less expensiveoperational measures (such as ramp metering or ianesignalling at entries and exits) could be used to improvethe quality of the traffic flow (Section 7.10).

Modified cloverleaf with grade-separated cross-over of the turning streams: once the capacity of theweaving sections in an existing basic cloverleaf layouthas been exceeded, the junction can be upgraded toallow for the grade-separated crossover of the weavingflows in accordance with Fig. 34. The prerequisite forthis solution - which is not a standard system for anew-build scheme - is, however, either that the existingcloverleaf already has a very high land acquisitionrequirements or the corresponding land required forthe extension is available. Otherwise there will not beenough space for the development lengths of the fly-over link roads and the loops. The disadvantage of thissolution is the limited quality of the traffic flow in theflyover area of the slip roads with their low geometrystandards (small crown radii, small crest diameters).

The windmill junction system and modified windmillsystems with individual loops (Fig. 35) are used in caseswhere there are land restrictions for the semi-direct sliproads of a modified cloverleaf layout and small geom-etry elements consequently would have to be used.

A

EE variant

.1 f 27 l

\›

Y rAdvantages: - Dispenses with all weaving sections

- Traffic flow is not interrupted by improvementworks

Disadvantages: - Unfavourable loop arrangement (lowervisibility, lost ascending gradients, additionalcarriageway length)

~ Four additional structures- High land acquisition requirements~ A large area of the central grade separation

structure has to be built overEE variant: EE-type entryObjective: - To improve traffic flow when the traffic load

on the slip roads is high

lr

i

l

When determining the geometry of the slip roads,designers shall pay particular attention to observing themaximum longitudinal gradient and the necessary stop-ping sight distance in thecrest areas.In the case of modified windmill systems, the exitleading to the loop should be positioned upstream ofthe introduction of the semi-direct slip road; otherwise aspeed-reducing weaving area in the junction will be cre-ated (Fig. 35: modified system with a loop).

in the case of the systems outlined above, if the trafficload on the slip roads is heavy, it may be conduciveto connect the tangentiai ramps to the mainline car-riageway independently of the link roads or the semi-direct slip roads (Fig. 32 to Fig. 35, EE variant in eachcase)

._--- EE variant

` _ 1---r __ .

P

_/

Y- No weaving sections- Relatively low land acquisition

requirements-¬ Five structures- Relatively steep lorıgitudinal gradients and

unfavourable visibility on the crests as aresult of the small geometry elements onthe semi-direct slip roads

- No opportunities for vehicles to turnaround; unfavourable for operation andwinter maintenance services

Advantages:

Disadvantag es:

Ä AModified system with one loop

l

.„--- EE variant (

4 .„„__ .- ----› -P

T

YObjective: ~ To save on one structureEE variant: EE-type entryObjective: - To improve traffic flow when the traffic load on the

slip roads is high

Fig. 35: Windmill and modified system

53

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The stack junction system (Fig. 36) is the most gener-ously proportioned four-way interchange solution. It hasa smaller number of structures than the windmill inter-change. However, depending on circumstances, it canhave higher land acquisition requirements. The gradeseparation structure with four levels can be visuallyintrusive on the landscape or the urban environment.One variant of the stack interchange, which features twolevels running underground (Fig. 36, 2ET variant) helpskeep down the overall height of the central grade sep-aration structure, thereby reducing its negative impact

in terms of town planning. According to this layout, themainline carriageways on a through motorway and thesemi-direct slip roads of two opposite turning move-ments largely pass through tunnels. For reasons ofexpedience, the crossing points of the central structureare spaced out, which consequently increases the landacquisition requirements of the junction. in view of thegenerous geometry elements of the stack interchange,the underground alignment does not impair road safetyin any way.

_ *_ _

\_J

(-3

ivAdvantages: - Fast traffic flows in all directions

- Large turning stream capacitiesDisadvantages: - Central grade separation structure with four

levels- Long junction areas-» No opportunities for vehicles to turn around,

unfavourable for operation and winter services

2ET variant

ıi

I1

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4 <P ' P/1„f r)- 1

fJ

11

2ET variant: 2 levels underground (tunnel)Obiectives: - To reduce overall height

- More suitable for urban locationsDisadvantages: - Higher construction and operation costs

- Somewhat higher land acquisitionrequirements

Fig. 36: Stack interchange

54

6.3.2.2 Three-way interchangesThree-leg junction systems have one fundamentaldisadvantage, namely the fact that one mainline car-riageway passes directly into an entry. Three-way inter-changes have no weaving sections, which means thatthere is no opportunity for drivers to turn around.Fig. 37 lists the suitable junction systems for three-wayinterchanges and for three-leg junctions that connectmotorways and EKL 1 rural roads in accordance withthe RAL. Suitability is determined on the basis of thedesign classes of the through carriageway and the con-nected road. For reasons of network hierarchy, the con-nected road should belong to the same design class asthe through carriageway.

The least expensive three-way interchange solutionis the trumpet interchange. it should only be utilizedfor junctions where deceleration to low speeds - alsoon the mainline carriageway - is justifiabie. in order toensure that drivers recognize the small radius at theend of the mainline carriageway in good time, the sliproad main cuıye should begin before the grade-sepa-ration structure. An upstream reverse cunfe can make iteasier to recognize the course the road takes and helpto reduce speed.

Design class of the through motorway EKA1 EKA 1 EKA 1 EKA 2 EKA 2 EKA 3

\ Design class of the connected motorway ('third arm') EKA 1 EKA 2 EKA 3 EKA 2 EKA 3 EKA3

'Left-facing' trumpet E(Fig. 38) + + + + + -i~

'Right-facing' trumpet(mirror image of Fig. 38)

._ _ I I I O

“Pear' (Fig. 39)

l

0 0 ı U + +

TET-interchange with onestructure (Fig. 40) -l- -l- + + + +

E

T-interchange with three Istructures (Fig. 41) + -i- + + + + `

Y-interchange, withoutuniform definition of /mainline carriageways(Fig. 42)

- - - - - +

:ll r|_l ,l

Legend: + suitable v of limited suitablllty ~ unsuitableFig. 37: Recommendations for the application of systems for three-way interchanges

55

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Advantages: - Only one structure- Low land acquisition requirements- Expedient for low turning movement

B-C and high turning movement C-ADisadvahtage: - Carriageway terminates at an entryNlirror-image variant: 'Right-facing' trumpet (not shown)Objective: »- To adapt the junction to topography,

land avallability~ To adapt to low turning movement C-A

and high turning movement B-CDisadvahtage: - Carriageway terminates in a loop

Fig. 38: 'Left-facing' trumpet

/-\_"" ,_;e

CAdvantages: - Relatively low land acquisition

requirements- Two structures- Expedient for high turning movement

Ei-C and low turning movement A-CDisadvantages: - Parallel alignment of an ascending and a

descending slip road- Carriageway terminates at an entry

Mirror-image variant: 'pear” with preference given to the turningmovement A-C (not shown)

Objective: - To adapt to turning stream load patterns

Fig. 39: 'Pear'

56

For reasons of road safety, the 'left-facing' trumpet(Fig. 38) is the standard solution. Here, traffic move-ments C-A are directed quickly from the directly con-nected motorway into a left-hand curve of constantcurvature. If the movement A-C is a heavily dominantturning stream, a special solution featuring a flyover sliproad B-C or the marking of a slip road B~C with sub-sequent addition of the turning movement A~C can beexpedient.'Right-facing' trumpets (mirror-image variant of Fig.38) must be avoided. The disadvantage of this layoutis that the traffic on the connected motorway has todrive on a curve of decreasing radius (right down tothe loop radius) without an upstream exit. if there is noother option, additional measures (directionai signs,speed limits etc.) should be used to counteract thisdisadvantage.

The 'pear' system (Fig. 39) avoids the shortcoming ofthe trumpet interchange; it does not have a loop. Fig. 39shows a 'pear' interchange with preference given to themovement B-C. A mirror-image solution would result ina 'pear' with preference given to the movement A-C.

rl

In the three-level T-interchange with one grade-separation structure (Fig. 40), all left-turning diagonaltraffic streams are semi-direct. The structural contentand land acquisition requirements are both higher thanis the case with the trumpet. lt is used in cases wherethe turning streams are high.

The T-interchange with three grade-separationstructures (Fig. 41) is the most generously proportionedthree-way interchange system. All turning streams areeither direct or fast, semi-direct. The system is basedon the solution in Fig. 40, whereby the loops are sepa-rated spatially and the single three-level grade-separa-tion structure is broken down into three separate struc-tures. As a result, this solution has relatively high landacquisition requirements.

E μ

iAdvantages: H Expedient in cases where the turning streams

have relatively similar volume- Lower land acquisition requirements than the

T-interchange with three grade-separationstructures

Disadvantages: - Grade-separation structure with three levels- Total structure height- Higher land acquisition requirements than the

'pear'~ Carriageway terminates at an entry

Fig. 40: Three-level T-interchange with one grade-separation structure

I* í›l

Advantages: - Expedient in cases where the turning streamshave relatively similar volumes

- Fast, direct traffic routing- High capacity

Disadvantages: - Three structures with acute intersectionangles

- High land acquisition requirements- Carriageway terminates in an entry

Fig. 41: T-interchange with three grade-separationstructures

57

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ill

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lr.ır r. ,r

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Advantages: - Avoidance of flyovers over the throughcarriageway, which results in smaller structures

- No reverse curves in the horizontal alignment('direct slip roads' for left-turning diagonaltraffic streams)

- Slightly lower land acquisition requirementsthan for the system in Fig. 37

Disadvahtage: ~ No clearly defined through motorway

rI«

lr

,.\

.iirlll i

Fig.42: Y-interchange without uniform definition ofmainline carriageways

Z\ 1_<_ _ V ~\(

Advantages: - Fast routing of traffic in all directions- Low land acquisition requirements- Only one single-carriageway structure

Disadvahtage: - Some turning movements excluded

Fig. 43: Grade-separated fork junction (motorway turnoff)

58

The Y-interchange without uniform definition ofmainline carriageways (Fig. 42) is a modified variantof the T-interchange with three grade-separation struc-tures. This is the oniy system in which mainline car-riageways do not terminate at entries. However, whenchoosing this solution, designers must accept that thespecification of the mainline carriageways in terms ofthe forward and opposite direction is no longer sym-metrical. The solution is expedient in cases whereturning streams have almost the same volume. in viewof the fact that this layout features single-carriagewaygrade-separation structures only, the structural con-tent is lower than for the system in Fig. 41. Exits andentries must be designed as iane drops and iane gains.Here too, operational measures can be introduced toimprove the traffic flow.

The grade-separated fork junction (Fig. 43) is a spe-cial form of three-way interchange that provides no car-riageways for two low turning streams. The excludedtraffic movements should be catered for at a differentpoint on a connected link. Aiternativeiy, the land requiredfor a subsequent construction of the missing slip roadsshould be kept free and used in the intervening periodas temporary access roads for road operation services.

lll

lrl

6.3.3 Systems for partially grade-separatedjunctions (Anschlussstellen)

6.3.3.1 General remarksJunctions consist of an exit and an entry for each car-riageway, the corresponding slip roads, and a grade-separation structure. The exit and entry slip roads areconnected to the subsidiary road by at-grade partiaijunctions. These aregenerally designed as a T-junction with or without

traffic lights, or V- as a roundabout.The choice and design ofjunction is based on either theRAL or the RASt. Evidence of the quality of the trafficflow is evaluated in accordance With the HBS.

Designers should make sure that no queues occur onthe exit slip road right back to the motorway for theforecast traffic volume at an at-grade partiai junction.For this reason, future extension possibilities for theselected system in the event of unexpected excessioads at the junction or the subsidiary road should betaken into consideration.

The design of at-grade partiai junctions must be co-ordi-nated with the entire system of junctions/interchanges.When designing the queuing area of the at-grade partiaiiunction, designers should consider the fact that whilethe left-turning lanes are more important at T-junctionswithout traffic lights, the area required for the neces-sary addition of turning lanes in the signal-controlledqueuing area should be kept free in case traffic lightsneed to be added at a later date. Traffic lights or, in thecase of low traffic load, a small roundabout are suitablesolutions for subsequent connection of another road inthe subsidiary network tc the junction slip road in urbansettings.6.3.3.2 Four-leg junctionsFig. 44 contains recommendations for the application offour-leg, partially grade-separated junction systems cnthe basis of the site of the junction. Systems are chosenon the basis of the regulations that apply to the sub-sidiary road (RAL, RASt). Evidence of capacity and thequality of traffic flow is evaluated in accordance with theHBS.

59

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Junction system EKA 1 EKA 2 EKA 3

Diagonai half-cloverleaf with exitupstream of the structure(Fig. 45)

-|- +

Diagonai half-cloverleaf with exitdownstream of the structure(Fig. 46)

+

Symmetricai half-cloverleaf(Fig. 47) + +

ur-egsystemsFo

Diamond with two intersections(Fig. 48) +

Diamond With One intersection(Fig. 49) +

Diamond with intersection thathas been expanded in two axes(Fig. 50)

+

Diamond with roundabout +

Special systems (mixed layout) l + +

egSYSÜISTTIS

Three-

Junction with trumpet layout(Fig. 51) + +

Half-cloverleaf (three-leg) +As an interim

solution

Diamond (three-leg) +As an interim

_* _ _7__ solutionLegend: o at-grade partiai junction + suitable ~ of limited suitability - not suitable

Fig. 44: Recommendations for the application of four-leg and three-leg partially grade-separated junction systems

60

, i

The various standard systems as weil as their respectiveadvantages and disadvantages are described below.There are three basic slip road arrangement possibili-ties for half-cloverleaf junction systems (Fig. 45 to Fig.47). The advantages and disadvantages of each systemare indioated in the respective figures. in the case ofthe half-cloverleaf layouts with slip roads in diagcnallyopposite quadrants (Fig. 45 and Fig. 46), turning move-ments can easily be channeiled in both directions in

the quadrants containing slip roads (double arrow inthe diagrams) in the respective layout variants featuringT-junctions without traffic lights.The half-cloverleaf with slip roads in diagcnallyopposite quadrants and exits situated upstreamof the grade-separation structure (Fig. 45) is themost favourable system for junction traffic in terms ofthe dynamics of vehicle movement; it should be usedwhenever possible.

i

*

K.

KV variant W

0::

w ,r* if necessary with traffic lights

- Relatively narrow bridge required

D isadvantages:KV vari ant:Objectives:

Small rcundabouts

~ To avoid left-turning lanes

- To minimize bridge width

1 "' ] l ›

. :Q .

Advantages: - Favourable in terms of the dynamics of vehicle movement (fast, ascending exit slip roads)- Unlimited possibility to extend the left-turning iane into the subsidiary road (not applicable in KV variant)- Expedient for heavy turning movement (shown by the double arrow)

- Aliows drivers to turn around, this is favourable for operation and winter maintenance services- Major extension of the junction into the subsidiary road (this is not the case with the KV variant)

~ To cover the capacity range between T-iunctions without traffic lights and T-junctions with traffic lights

~ To minimize the spread of the junction into the subsidiary road

aß

Fig. 45: Diagonai half-cloverleaf with exit upstream of the grade-separation structure

61

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in the variante of the half-cloverleaf with slip roadsin diagcnally opposite quadrants and exits situateddownstream of the grade-separation structure (Fig.46) that feature T-junctions, the maximum length of theleft-turning iane is restricted. The distance between theT-junctions must be based on the required length at theend of the construction phase. lt is possible that thepoints at which the slip roads connect with the subsid-iary road must be moved cutwards.

K. ll r. ;<j(>(. ii)

* if necessary with traffic lightsl

Advantages:the case with the KV variant)

that are not utilized

the KV variant)

NLL variant:Objectives:

Parallel left-turning lanes- To increase capacity

Disadvahtage:KV variant:Objectives:

- Very wide bridgeSmall roundabouts

- To avoid left-turning lanes

- To minimize bridge widthDisadvahtage: - Queue on the exit slip road

ii aß s EWJ , i „_,f' rr

- To allow for closer spacing of slip road connection points

- To allow for closer spacing of slip road connection points

NLL variant K W KV variant

- Low extension of the junction into the subsidiary road if the right~turning iane is dispensed with (this is not

- Expedient for heavy turning movements (shown by the double arrow) and/or land restrictions in the quadrants

- Opportunity for drivers to turn around. Favourable for operation and winter maintenance servicesDisadvantages: - Unfavourable in terms of the dynamics of vehicle movement

- No or only limited possibility to extend the left-turning iane into the subsidiary road (this is not the case with

- Relatively wide bridge (this is not the case with the KV variant)

- To cover the capacity range between T-junctions without traffic lights and T-junctions with traffic lights

Fig. 46: Diagonai half-cloverleaf with exit downstream of the grade-separation structure

62

in the half-cloverleaf system with slip roads in sym-metrically opposite quadrants (Fig. 47), the closespacing of left-turning lanes on the subsidiary roadnecessitates carefui directionai signing (advance direc-tion signs) in accordance with the RWBA and the RWB.

N i

. - ib › es

. * ri:l * if necessary with traffic lights

KV variant: Small roundabouts

- To avoid left-turning lanes- To minimize bridge width

Fig. 47: Symmetrical half-cloverleaf

Advantages: - Expedient in locations where land availability is restrıcted along one side of the subsidiary road- Turning opportunities, favourable for operation and wınter maintenance services

Disadvantages: - No one turning movement is given preference in both directions- Unsignalized T-junctions can only be used if the volumes of traffıc turning left onto and off the motonıvay are low- One exit slip road is unfavourable in terms of the dynamics of vehicle movement- Relatively wide bridge if the length of the second left-turning iane rs not restricted

Objectives: - To cover the capacity range between T~junctions without traffıc lights and T-Junctions with traffıc lıghts

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There is a parallel ramp in every quadrant of the dia-mond (Fig. 48 to Fig. 50). Because of their low landacquisition requirements and the fact that the junc-tion area does not extend far into the subsidiary road,diamonds are particularly suitable for junctions Withhigh traffic loads in built-up areas. The diamond is,however, more prone to wrong-way driving than thehalf-cloverleaf.

The diamond with two intersections (Fig. 48) withouttraffic lights can only be used in cases where thevolume of left-turning traffic is low. in order to separatethe two intersections, the parallel slip roads must beclearly spread out. in its basic form, there are two waysof laying out the queuing area. The decision in favour ofone layout depends on whether the left-turning lanesare behind one another or beside one another (NLLvariant). If the slip road connection points are eveniyspaced along the subsidiary road, the NLL variant offersgreater capacity.

ANLL variant

H i imoveme nt

r and winter maintenance services

be signal-controlled- Prone to wrong-way driving- Slip roads in all four quadrants- Fielativeiy wide bridge

Advantages: - Favourable for motorway traffic in terms of the dynamics of vehicle

- High capacity layout where traffic lights are used- Lower land acquisition requirements than the half-cloverleaf layout- Junction does not extend far into the subsidiary road- Opportunities for vehicles to turn around, favourable for operation

Disadvantages: - Because of the close spacing of the intersections, this junction must

›ä#

NLL variant: Left-turning lanesalongside one another

Objectives: - To increase capacity- To allow for shorter

spacing of slip roadconnection points

Fig. 48: Diamond with two intersections

64

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The following two diamond systems (Fig. 49 and Fig.50) have one thing in common, namely that both inter-sections are combined to form one large partiai junction- generaiiy with traffic lights.In the case of the diamond with one intersection (Fig.49), both partiai junctions are merged to form a signai-controlled intersection that has not been expanded. Thesystem has a greater capacity than the solution in Fig.48 because there is no capacity-reducing crossover ofopposite left-turning lanes. The necessary intersectionform with the pairs of entry slip roads and exit slip roadscan only be constructed economically on motorwayswith narrow cross-sections.Wider motorway cross-sections require much moreextended intersection designs, resulting in a corre-spondingiy wide bridge. The same applies to caseswhere the motorway is not carried under the junction,but over it. in this case, the motorway is carried over theextensive intersection.

Fig. 49: Diamond with an intersection

As the name indicates, instead of two partiai junc-tions, the diamond with one intersection that hasbeen expanded in two axes (Fig. 50) features a single,signal-controlled intersection that has been expandedin two axes. The Widening in the motorway axis is theresult of the parallel arrangement of the diamond's sliproads. The Widening in the second axis necessitatesthe separation of the subsidiary road into two uni-direc-tional carriageways. This creates a junction system witha high capacity that is capable of coping with high-volume entry streams and exit streams in all directionsdespite its comparativeiy low land acquisition require-ments and the fact that only two signal phases are nec-essary (short queuing areas on the exit slip roads asa result of short traffic light cycle times). it is particu-larly suitable for junctions in restricted spaces with hightraffic loads.Because of the fact that they are not easily under-stood by drivers and make high demande on directionaisigning, special systems that combine elements ofthe above-mentioned junctions should only be used inexceptional cases where local conditions preclude theutilizatiorı of standard solutions.

Fig. 50: Diamond with one intersection that has beenexpanded in two axes

4

Ä

\

/*~<Ä; ( --››

\

llAdvantages: - Favourable in terms of the dynamics of

vehicle movement- Higher capacity than the diamond with two

intersections- Lower land acquisition requirements- Junction does not extend as far into the

subsidiary road as the diamond with twointersections

Disadvantages: - Must be signal-controlled- Slip roads in all four quadrants- Very large grade-separation structure needed

for wide motonıvay cross-sections~ No opportunities for vehicles to turn around

4 --i l i ›

Advantages: - Favourable in terms of the dynamics ofvehicle movement

~ Very high capacity coupled with shorttraffic light cycle times (two-phase signalprogramme)

- Opportunities for vehicles to turn around;favourable for operation and wintermaintenance services

Disadvantages: - Must be signal-controlled- Slip roads in all four quadrants- Two bridges

65

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6.3.3.3 Three-leg interchanges

The standard solution for three-leg grade-separatedintersections is the trumpet layout. In order to preventwrong-way driving, the directionai traffic streams on thesubsidiary road should be structurally separated. If uti-lizing this layout, a junction system in accordance withSection 6.3.2.2 must be selected, generally the trumpetlayout in Fig. 38.

lf the road on the subsidiary arm has only one car-riageway, a trumpet-layout junction (Fig. 51) must beused. ln this system, the exit slip road for right-turningtraffic should be straight and meet the motorway feederroad at a right angle. Switching the order of the pointswhere the slip roads leave the subsidiary road (entry sliproad upstream of the exit slip road) improves orienta-tion on roads where the directionai traffic streams arenot separated on the subsidiary road and reduces thelikelihood of wrong-way driving. The conditions for uti-lization in Section 6.3.2.2 also apply here to “left-facing'and “right-facing' trumpet variants.

With this system, there is the problem of keeping trafficthat is not suitable for motorway travel off the motorway.For this reason, the feeder road should, where possible,be designed as the third arm of a T-junction (similar tothe slip roads in the half-cloverleaf) to which the subsid-iary road network is connected. A roundabout insteadof a T-junction can provide the opportunities for servicevehicles to turn around.

Moreover, three-leg junction systems can be developedon the basis of four-leg systems from which the sliproads that are not required have been eliminated. How-ever, these solutions are only expedient in those caseswhere the subsequent development of the three-legjunction to a four-leg system is intended.

6.4 Junction elements6.4.1 General remarksJunction systems comprise a number of different junc-tion elements (see Appendix 8). Such elements include:- connector roads,- exits,- entries, and- weaving areas.The characteristic that exerts the greatest influence cnthe quality of the traffic flow in all junction elements isthe number of lanes. When adjusting the number oflanes in individual junction elements to suit the trafficload, the coherence of the entire junction system(including selected connector road cross-sections andexit and entry types) should be verified using a so-called'iane plan' in which each iane is depicted as a line. Insituations where the spacing between two junctions isless than the minimum spacing requirement outlined inSection 6.2.2, this verification process should includethe sections of motorway right up to the next, closelyspaced junction.

RLT variant

' ' " BA<

RLT variant: Right-facing trumpetObjective: - To adapt the junction to topography

†›B A4 ›

C C

Advantage: - Expedient in the event of high turning movement A-CDisadvantages: - The subsidiary road terminates in a connector road

- Relatively high land acquisition requirements (also applies to the RLT variant)- Wrong~way driving is not fully preventable (also applies to the RLT variant)- Limited turning opportunities (also applies to the RLT variant)- One exit slip road is unfavourable in terms of the dynamics of vehicle movement

- To adapt the junction to a high turning movement B~CDisadvahtage: ~ Carriageway ends in a loop (see Section 6.3.2.2)

Fig. 51: Junction system in trumpet form

66

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The basic principles for signing and road marking in theRWBA and the RMS respectively apply.

At three-way interchanges, the following applies to theextremities of the slip road for the third, directly con-nected arm of the junction: the mainline carriagewayson the third arm (i.e. the motorway that begins or endsat that junction) are considered to be slip roads fromthe last exit upstream of the junction or the first entrydownstream of the junction even if the standard cross-section of the open road is applied (Section 6.4.2.2).This definition applies analogously to grade-separatedfork junctions provided that fictitious exits and entriesare assumed to take the place of the missing connectorroad connections.The information on exits and entries on the mainline car-riageway in Section 6.2.3 apply analogously to the exitsand entries in the connector road system (AR types, ERtypes) and to the alignment of the mainline connectorroad carriageway.

If special maintenance access roads are necessary toallow service vehicles to turn at junctions, these roadsmust be made visually different by giving them narrowercarriageways, smaller cun/e radii, and/or by separatingthem from the slip roads with barriers (see Section 8.9).Maintenance access roads or maintenance accesspoints may only be connected to connector roads atpoints where visibility is very good.

The following design remarks do not refer to at-gradepartiai junctions connecting with the subsidiary networkat junctions. These at-grade partiai junctions shall bepianned in accordance with the RAL or the RASt.

6.4.2 Connector roads6.4.2.1 Connector road classificationThere are two kinds of connector road: link roads andslip roads (Appendix 8).Link roads are used to keep weaving manoeuvresaway from the main carriageway (e.g. at cloverleafinterchanges, to observe the 'exit before entry' rule, orbetween two closely spaced junctions that are com-bined to create a single complex junction). They arealso used to allow vehicles to adapt (i.e. reduce) theirspeed when moving from the open road to the slip roadand help to reduce the frequency of directionai signingon the mainline carriageway.Slip roads are used to carry traffic flows between dif-ferent mainline carriageways at three-way or four-wayinterchanges and to carry merging and diverging trafficflows at junctions. Slip roads are subdivided accordingto connector road group and slip road type.Roads are allocated to a particular connector roadgroup (Fig. 52) according to the relevant junction type:slip roads at three-way or four-way interchanges andlink roads (i.e. connector roads that start at an exit andend at an entry) belong to connector road group I (gradeseparated-grade separated), regardless of whether the

exit or entıy is on a mainline carriageway (types A orE) or in the connector road system (types AR, ER). Sliproads at junctions (i.e. connector roads that start at anexit and end at an at-grade partiai junction on the sub-sidiary road or the other way around) belong to con-nector road group li (grade separated-at-grade).

Slip roads are allocated to a particular slip road typeaccording to the horizontal alignment of the slip road:direct, semi-direct, or indirect (Fig. 52). Direct and indi-rect slip roads are further subdivided into the catego-ries 'adapted' and “unadapted'; semi-direct slip roadsare further subdivided into the categories 'fast' and'slower'.

ln the case of the cloverleaf interchange, the selec-tion of the respective slip road (adaptedlcompressedfeiongated) depends not only on the design class, butalso on local conditions (available land, topography,longitudinal gradient of the mainline carriageway) andthe desired traffic flow quality on the slip road (Section6.4.2.3). While unadapted, circular loops are preferablefor EKA 1 motonıvays, adapted loops should be usedfor EKA 2 and EKA 3 motorways.

No slip roads are used in built-up areas and, in the caseof connector road group ll, may not contain any T-junc-tions or crossings ahead of the defined junction to thesubsidiary network. There should be no non motorway-related land use within the junction that needs to beconnected to the network (i.e. no structures that aresurrounded by slip roads). The only exceptions to thisrule are facilities belonging to the road operation senriceand the motonıvay police.

6.4.2.2 Connector road cross-sections and thesituations in which they are used

The number of lanes on a connector road depends onthe connector road traffic volume. Application parame-ters can only be provided for sections of connector roadwhere no weaving occurs. The capacity of the weavingareas on the connector road system should be checkedon a case-by-case basis.

In the case of long connector roads, especially in thecase of semi-direct slip roads and long link roads, theability to overtake slow vehicles is an additional crite-rion when specifying the number of lanes. The length ofa connector road is the distance measured from the tipof the nose of the exit to the tip of the nose of the entry,whereby prominent exits and entries should be used foreach traffic stream under consideration.

The provision of hard shoulders on connector roads isrestricted to connector road group I and only neces-sary in those cases where the cross-section of the con-nector road does not already allow for the cvertakingof a stalled vehicle without obstructing traffic for otherreasons (lane Widening, two lanes only because theconnector road is longer). For reasons of traffic safety,semi-direct or indirect slip roads in tunnels must alwayshave a cross-section with a hard shoulder.

67

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. Connector road group I Connector road group llShp mad type (grade separated - grade separated) _ (grade separated - at-grade)

í60 s Vfiampe s 80 C.. Vgampe 2 8Üsoavfiampesso - - - - - - 40 S Vnampe 5 80

1*»\Direct "\

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_........_.. 40 s Vfiampe s 50 V 2 40- - - - - 30 s Vnamμe 5 50 (entry) _ _ _ _ _ 3ä“2Q;'Ram e S 40- - - - - 40 s Vnampe s 50 (exit) p

ß

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indirect

Legend: Vfiampa lcr unadapted alignment (fast alignment, EKA1)- - - - - - - - VH„,„,„ lor adapted alignment (slower alignment, EKA 2 und 3)

Fig. 52: Slip road types and connector road groups with recommended radius speeds (vaamps [km/h])

68

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The hard shoulder can be omitted from the weavingareas of link roads on EKA 3 motorways where space isat a premium (Section 6.4.5.2).The standard cross-sections for connector roads aregiven in Fig. 53. In exceptional cases the narrower ianewidth of B = 3.25 m can be used on lanes marked withan asterisk (*) at junctions on EKA 3 motorways wherespace is at a premium.In individual cases, the foliowing conditions apply:Connector road group I (three-way and four-wayinterchanges)- The connector road cross-section Q 1 (single iane)

is used on sections of all connector road types (both

link roads and slip roads) where no weaving occursas long as the connector road traffic volume does notexceed 1,350 vehicles/h and the length of the con-nector road does not exceed 500 m. The 4.50-mwide iane can, if necessary, also be marked asym-metrically.

The connector road cross-section Q 2 (two lanes,no hard shoulder) is used on sections of all connectorroad types (both link roads and slip roads) where noweaving occurs as long as the connector road trafficvolume does not exceed 1,350 vehicles/I1, but wherethe length of the connector road exceeds 500 m. lt isalso used for two-iane weaving areas on connectorroads without a hard shoulder.

Z Z Areas of application

_s%e:o†|e

¬|%|9|%4.50 21.0 1.50

0.75 0.75

In connector road group l:qR_.,mpe S 1,350 vehicles/h andlpgampe S ÖÜÜ [Tl

ln connector road group N:Separate exit and entry slip roads that runparallel to each other over the distance

learaııeıınmuııg S 125 'Tl

¬|í7.5oTr-

21.0 1.500.25*** 0-25"*

¬l%H~s.5o* ¬|~ 3.50*-›He¬|~

Q,ln connector road group I:qfiampe S 1,350 vehicles/h andlfiampe > 500 mAlso for two-iane weaving areas without

hard shoulders

In connector road group ll:qfiampe > 1,350 vehicles/h

950

750

_ o.2s*** 0.25"

»ti+_LlQ3Jar 3.5„«»+3_t-.Oryear21.0 2.00 1.50

Only in connector road group I:qR,„„p„ > 1,350 vehicles/hAlso for two-iane weaving areas with hard

shoulders

*¬“°††1 .50 1 .50

0.25*** O.25***

Q, /-iíiflrd' 44" 3.50 /(L 3.50 kl' 44

Only in connector road group H:Combined exit and entry slip roads that run _parallel to each other over the distance

|ParallelliJhrung > 125 m

*) A narrowing of the iane width lo 3.25 m is permissible for EKA 3 and eiongated alignment.**) The markings (,broad line') are drawn in such a way that they reduce the width of the hard shoulder. rıot the iane.

***) The hardstrip cn bridges is 0.50 m wide.

Fig. 53: Connector road cross-sections and the situations in which they are used (dimensions in [ml]

69

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- The connector road cross-section Q 3 (two laneswith hard shoulder) is used on sections of all con-nector road types (both link roads and slip roads)where the connector road traffic volume exceeds1,350 vehicles/h. lt is also used for two-iane weavingareas on connector roads with hard shoulders.

- As an exception to this rule, those slip roads at three-way interchanges (Section 6.3.2.2) that start directlyon the through carriageway (i.e. on a section withoutjunctions or interchanges) or lead into them are pro-vided with the standard cross-section of the relevantmainline carriageway instead of a connector roadcross-section.

- The width of the hard shoulder (2.50 m) is retained inthe area around entries and exits.

- The markings ('broaoi line') delineating the hardstripare drawn in such a way that they reduce the width ofthe hard shoulder.

Long link roads at complex junctions that have a two-lane cross-section (Q 2 or Q 3) in those areas where noweaving occurs are provided with an additional weavinglane in those areas where weaving occurs. If the nec-essary width is not available when improving the road,the weaving iane takes precedence over the two-ianelayout of the link road.ln connector road group l, the connector road shallphysically be provided with the same cross-section asthe cross-section on the mainline carriageway at the tipof the nose in the exit and entry areas. At the entry areafor cross-sections Q 1 and Q 2, the cross-section shallonly be narrowed using pavement markings.

Connector road group ll (junctions)Opposing exit and entry slip roads with different cross-sections are permissible at junctions as long as they areseparated by a central reserve measuring at least 2 min width.Single-carriageways for opposing traffic streams shouldbe used at junctions if they constitute a less expensivesolution than having separate exit and entry slip roads.The criteria are the length of the section over which thestreams run parallel (measured between the adjacenttaper points) and the compatibility of the vertical align-ments in both directions.- As a rule, the connector road cross-section Q 1

(single iane) is used for separate exit and entry sliproads, as long as the length of the section over whichthe streams run parallel does not exceed 125 m.

~ As an exception to this rule, it may be necessary touse connector road cross-section Q 2 (two-lane,without hard shoulder) on exit slip roads if the trafficvolume on each directionai slip road requires morethan one iane or if two lanes would help avoid queuesstretching back to the motorway (e.g. queuing areaupstream of at-grade partiai junctions).

- Connector road cross-section Q 4 (two-lane car-riageway with opposing traffic streams) is used in

70

those cases where the exit and entry slip road arecombined over a distance of 125 m and no othercross-section is needed for traffic reasons.

The exit and entry areas in connector road group llalways have cross-section Q 1 or Q 2 at the tip of thenose.

6.4.2.3 Connector road design elementsConnector road design elements are more restrictedthan design elements on the through carriagewaybecause of the fact that vehicles are meant to travelmore slowly on connector roads. Nevertheless, ade-quate sight distances to directionai signing and that willallow vehicles to stop shall be observed. The recognis-ability of smaller road elements that require a consider-able reduction in speed when driving on the connectorroad take precedence over the visual appearance of theroadway.

The dimensions of the connector road design elementsare specified in accordance with the desired designstandard on the basis of the connector road speed inwet conditions in accordance with Table 21.

ln individual cases where entry, exit, and weaving areasare experiencing heavy traffic loads and for reasons ofsafety and the quality of traffic flow, it may be necessaryto introduce speed limits in consultation with the trafficauthorities.The minimum length of a slip road is determined by theslip road type, the necessary development length, thelegibility distance for directionai signing, the necessity toensure adequate spatial and temporal spacing of deci-sion points, channelization, and any necessary queuingarea lanes upstream of the at-grade partiai junction atpoints of access. ln individual cases, designers shouldinvestigate the use of storage space monitoring in con-junction with traffic lights at at-grade partiai junctions.The straight can be used without restriction in hori-zontal alignment. Parallel connector roads (with theexception of link roads) should not be longer than 300m to ensure that they do no create the impression ofbeing a separate, parallel road. Exit slip roads at junc-tions should be eiongated to such an extent, both inthe horizontal and the vertical plane before they reachthe subsidiary road, that a legibility distance of at least50 m is ensured ahead of directionai signing. Otherwiseadvance direction signs will have to be erected alongthe exit slip road.Table 21 contains an overview of the limiting values forother road elements. The upper part of the table con-tains the parameters with speed-related, varying limitingvalues; the lower part of the table contains the parame-ters with uniform limiting values for all connector roads.The upper part of the table shall be applied individuallyto each connector road. The initial variable is the con-nector road speed because it determines the character-istics of the connector road better than the design class.The upper part of the table is most important for slip

Table 21: Parameter limits for connector road design elements*Connectorroad speed V [km/h] 30 40 50 | 60 70 80(Crown radius of the slip road min R [m] so 5 so l 125 180 250 H`caMinimum crest diameter min HK [m] 1,000 7_. U1 Oo 1° 000 2,800 3,000 3,500

Minimum sag diameter min HW [m] _ı500 750 000 1,400 2,000 V

Stopping sight distance*) Sh [m]2,600

30 40 55 75 100

Longitudinal gradient limiting max S [%] (ascefldlng 9"adie“t) 1“ 6-Üvalue min s [%] (descending gradient) - 7.0 ,Minimum crossfall outside minsuperelevation areas q [%] 2.5Maximum crossfall max q [%] 6.0

Minimum relative grade min As [%]0.1 - a

a [m]: Distance from the 'Axis of rotation'to the edge of carriageway

l V W77 7777777'

Maximum incline W” maxp [%] i 9.0

115

*) values rounded off in accordance with Appendix 7

roads because they can largely be designed separately.On the other hand, the horizontal and vertical alignmentof the link (distributor) road is largely determined by theparallel mainline carriageway, which means that there isvery little freedom in terms of moving the road elements.

The crown radius of a slip road is specified within tightboundaries by the selected junction system and theresulting slip road type. The line of reference for theradius in the inner edge of the carriageway.

The remaining scope, as defined by the connector roadspeeds given in Fig. 52, should be utilized in accord-ance with the various design classes. The lower thedesign class of the motorways or subsidiary road beingconnected by the connector road, the more frequentlythe adapted slip road types and the less frequently thefast slip road types should be used.

Clothoids with the parameter, A, which is betweenR/3 and R (R/3 S A s R), shall be used as transitioncurves. Designers should aim for the smailest possibleclothoid parameter for the curve around the tip of thenose in order to ensure that drivers can recognize thecurve radius that follows at the earliest possible stage.Clothoid parameter A approximately equal to R, on theother hand, is often necessary for loop-shaped exit sliproads with main curve radii of between 40 m and 60 min order to ensure that the superelevation of the transi-tion curve can be developed. in the interest of ensuringthat the tip of the nose is recognized, designers shallaim for an angle of departure of at least 12 gon (10.8°).This value may make it necessary to pivot link roads.Smaller values are permissible, but the minimum valueof 6 gon (5.4°) must be observed. Entıy slip roads shallbe connected to the through iane using the smailestpossible entry angle (3-5 gon or 3-5°).

As far as vertical alignment is concerned, the lim-iting values for longitudinal gradients are 6% for theascending gradient and -7% for the descending

gradient. The longitudinal gradients should be withinthese limits. In cases where the longitudinal gradient ofthe roads being connected is steep and in cases wherethere is a so-called 'extended longitudinal gradient',these limiting values may be exceeded as long as themaximum incline of 9% is observed. For connectorroads in tunnels, a maximum longitudinal gradient of4 % (see Section 8.5) shall apply.

Changes in longitudinal gradient shall be cunıedaccording to the same principles that apply on the openroad. The minimum curve diameters may be reducedif evidence can be provided in the three-dimensionaldesign that the slip road guarantees the necessarystopping sight distance.

Ali carriageways for all slip road types shall be inciinedto one side. The minimum crossfall outside the superel-evation development areas is 2.5 %, the maximumcrossfall 6 %. The crossfall in curves is to the inner edgeof the curve (Fig. 54). in exceptional cases, a crossfall of2.5 % to the outer edge of the carriageway on a pivotedlink road is permissible in order to avoid areas wherethe crossfall passes through zero in a reverse curve aslong as the reverse curve has a radius of R greater thanor equal to 1,000 m.

The superelevation area between the connector roadsections with different crossfalls shall be designedin accordance with Section 5.6. Where possible, thesuperelevation should be completed within the transi-tion curve. Either the centreline of the road or the edgeof the carriageway can be used as the axis of rotationfor the superelevation of the surface of the carriageway.There is no need to observe a maximum superelevation.Table 21 gives the minimum relative grade required toensure drainage.

Widening of the carriageway may become necessarybecause the rear wheels of a vehicle take a tighter curvethan the front wheels when travelling in a curve. This

71

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I l10 50 100 500 1,000 1 Fig. 54: Crossfalls for connector roads in

relation to connector road speed. (Table 21) and the curve radius

means that a Wider iane is needed in tight connectorroad curves than is the case on the straight (Fig. 55).This is particularly the case with curve radii of R lessthan 150 m.

............................................... _,Z____________/ .... _ F. _ §f_'2 ,.ê;5.__N

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Fig. 55: Widening of the carriageway in tight curvesin situations where a straight is followed by aclothoid and a circular curve

The necessary Widening of the carriageway for n lanesin a circular curve is calculated using equation 17. TheWidening dimension is distributed eveniy over bothlanes.

i=n-(Fl.-VlFtå ~D2)) (17)D [m] = Wheel base and front overhang (for an

articulated truck: D = 11.90 m)i [m] = Widening ofthe carriagewayn [-] = Number of through lanesRa [ml = Radius of the circular curve to the outer edgeL [m] = Length of the transition curveLZ [m] = Distance until the Widening dimension i has

been reachedExperience has shown that in the case of slip road typeQ 1, the available paved width is sufficient to accom-modate the additional space needed by the rear wheelsof a vehicle. For this reason, the Widening of the car-riageway is generally only necessary for slip roads withtwo lanes (slip road types Q 2, Q 3, and Q 4).

72

The incline is limited to a maximum of p = 9 %. Theminimum incline of 0.5 % must also be observed in theconnector road system.

Finally, as is the case on the open road, evidence mustbe provided using the three-dimensional connectorroad design that the avaiiable stopping sight distanceis not less than the necessary stopping sight distanceat any point on the connector road. if necessary, theparameters of the elements of alignment, especiallythe crest diameter, shall be increased. The necessarystopping sight distance depends on the design speedspecified for the connector road, which is given in Fig.52, and the longitudinal gradient. Details of the neces-sary stopping sight distance are given in Table 21 and inAppendix 7 for a variety of longitudinal gradient classes.interim values shall be interpoiated linearly. If necessary,the introduction of a speed limit to ensure that the con-nector road speed is observed should be considered.

6.4.3 Exits6.4.3.1 General layout of exit areasin addition to the function of the exit area as a decelera-tion iane for vehicles ieaving the mainline, the factorsthat have the greatest influence on the layout of the exitareas are recognisabiiity and capacity. For this reason,exits must always be created with parallel diverginglanes.Diverging lanes shall be the same Width as the mainlineiane running directly alongside it.The hardstrip shall be 0.50 m wide.As a rule, the length of the diverging iane shall be inaccordance with Section 6.4.3.2 and Table 22. Diverginglanes that are longer than the specified lengths can beexpedient in the following exceptional situations:- if the mainline carriageway has more than two lanes,- if the proportion of heavy vehicle traffic is veıy high,

or- if the diverging iane is the approach to a junction with

high traffic load.

E

%.

The diverging iane should only be created with a hardshoulder if the slip road diverging from the mainline hasa cross-section with a hard shoulder. in this case thehard shoulder should be 2.50 m wide. in all other cases,it is sufficient for all protective devices alongside thediverging iane to be moved back far enough to allowvehicles to pull up on the verge in an emergency. in thiscase, the width of the verge - which must be designedto be stable - to the protective device should be 2.00 m.

Table 22: Values for the dimensions IA and iz for exit typeplans (dimensions given in [m])

I An1,Aı=rs/4(o2l iso 100A Ant* - _ too

AR3/4 (Q 3) 200 125Ali types* 60

Dimension 1 Exit type EKA 1 I EKA 2 EKA 3All A types 250 150

|2 l so* Exception A5 2 3 ~ iz (due to the driving dynamics)

In the vicinity of structures, the taper length can bereduced to 30 m if this reduces the cost of the structure.The layout of the beginning of the marked area influ-ences the recognisabiiity of the exit and, therefore, roadsafety. Small slip road radii in the exit area should bemade clear to drivers by dense spacing of marker postsand directionai signs at the outer edge of the curve.Ghost (painted) islands are recommended at the tip ofthe nose (gore area). Designers should make sure thatthis island is visible at night. This painted island is all themore important if there is a ridge in the cross-sectionbetween the mainline carriageway and the divergingiane.

The back of the painted area shall be 1.50 m wide. inexceptional cases, it should only be curved (R = 0.75 m)if it is surrounded by kerbs. The area behind the paintedarea of the nose should, if possible, be level with thecarriageway and be kept free of traffic signs, protectivedevices, and other obstacles.in addition to the design layout, directionai signing hasa considerable influence on the function and capacity ofan exit. lt also infiuences the necessary length of eachexit opening. The regulations of the RWBA apply whenspecifying the minimum distance between consecutiveexits on main carriageways and connector roads (Sec-tion 6.2.2).

6.4.3.2 Exit types and the situations in which theyare used

The layout of exit areas should be as uniform as pos-sible. To this end, standardized exit types should beused. As a rule, the exit types on mainline carriagewaysand connector roads described below can be used forall motorway design classes.Fig. 56 a and Fig. 56 b show the exit types that aresuitable for use on mainline carriageways (A types).

These figures also include information on the cross-sections of the connector roads that can be connectedto these exit types and the minimum spacing require-ments to consecutive exits on the connector road thatmay be needed for orientation or for iane changes. Ali ofthese exit types can also be used aocordingly on three-or four-lane mainline carriageways.Fig. 57 shows the exit types for the connector roadsystem (AR types) and contains information on thecross-sections of the connector roads that can be con-nected to these exit types.At junctions where EKA 3 motorways intersect, the exittype AR* for exits on connector roads (Fig. 58) canalso be used to better adapt to the traffic demand forthat exit.The dimensions lp, and iz, which are specified in the exittype plans (Fig. 56 to Fig. 58), vary according to designclass and exit type and are given in Table 22.In situations where diverging iane lengths in excess ofthose given in Table 22 are to be used as a sorting areaat the approach to a junction with a high traffic load, thelength of the diverging iane is based on the queues orthe diverging traffic flows that can be expected to occur.A measure such as this can be necessary, in particularin situations where the level of senrice (D) or bettercannot be guaranteed on the mainline carriageway oron the exit slip road.The situations in which the exit types are used aredetermined by their capacity in accordance with theHBS, the potential required reduction of the number oflanes after the exit, the number of destinations that canbe reached using this exit, and the distance to the nextdiverge.Exit type A 1 is the standard exit type layout for junc-tions where the number of lanes on the mainline car-riageway remains unchanged and the hourly volume oftraffic ieaving the main carriageway does not exceed1,350 vehicles. it is generally combined with connectorroad cross-section Q 1. ln the case of long connectorroads belonging to connector road group l, it can alsobe combined with connector road cross-section O 2.In these cases, the transition area between the exitand the slip road shall be designed in such a way thattwo lanes are only available downstream of the paintedisland.As an alternative to exit type A 1, exit type A 2 canbe used in combination with the connector road cross-section Q 2 for hourly exit traffic flows of less than 1,350vehicles for long slip roads (connector road group I).if the hourly exit traffic flow exceeds 1 ,350 vehicles, exittype A 2 shali be used for connector roads belonging toconnector road group I with connector road cross-sec-tion Q 3 or the standard cross-section of a carriageway.In both cases, it is important to make sure that nodiverge follows, or if a diverge is necessary, that it ispositioned at least 250 m downstream and that thenumber of lanes along the mainline carriageway doesnot change.

73

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Fig. 56 a: Types of exits on mainline carriagewaysI"I, 74

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Fig. 56 b: Types of exits on mainline carriageways

75

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Fig. 58: Aociitionai exit type for the connector road síystem at urban motorway junctions (EKA 3)

76

Li

in connector road group ll, a combination of exit typeA 2 and connector road cross-section Q 2 shall be used.

The capacity of this exit type can be achieved moreeasily if the exit's two lanes are clearly marked (arrowson the pavement surface) and indioated using direc-tionai signing. The exit slip road should not curve tootightly immediately after the painted island to avoidexcessive delays in the right-hand iane on the mainlinecarriageway.

Exit type A 3 shall be used in those situations wherethe hourly exit traffic flow exceeds 2,300 vehicles andthe number of lanes on the mainline carriageway doesnot change. The exit type A 3 can be combined withthe two-iane connector road cross-section Q 3 or thestandard cross-section of a two-iane carriageway.

Exit type A 4 shall be used in those situations wherethe hourly exit traffic flow exceeds 1,350 vehicles, thenumber of lanes on the mainline carriageway is reducedby one iane, and traffic on the main carriageway needsto be channeiled for two different exit destinations. inthis case, the dropped iane becomes the left-hand ianeof the slip road. A diverging iane on the right becomesthe right-hand iane of the slip road. Exit type A 4 canbe combined with the two-iane connector road cross-section Q 3 or the standard cross-section of a two-ianecarriageway.

Exit type A 5 shall be used instead of exit type A 4 inthose situations where it is not necessary to channeltraffic on the main carriageway for two different exitdestinations. The exit's two lanes shall be clearlymarked and signed. Exit type A 5 can be combined withthe two-iane connector road cross-section Q 3 or thestandard cross-section of a two-iane carriageway.

Exit type A 6 is used when the cross-section of themainline carriageway is reduced by one iane and thehourly exit traffic flow does not exceed 1,350 vehicles.lt is generally combined with connector road cross-section Q 1. In the case of long slip roads belonging toconnector road group I, it can also be combined withconnector road cross-section Q 2. in these cases, thetransition area between the exit and the slip road shallbe designed in such a way that two lanes are only avail-able downstream of the painted island.

i i iExit type A 7 in Fig. 57 is a special solution that is usedwhen improving existing motorways. Otherwise, this exittype can be used in the same situations as exit type A 5.The exit slip road should not curve too tightly immedi-ately after the painted island to avoid excessive delaysin the right-hand iane on the mainline carriageway.Exit type A 8 is used when two lanes with similar trafficstreams have to be dropped on a four-lane mainline car-riageway. in this case, the exit slip road has the cross-section Q 3 or the standard cross-section of a two-ianecarriageway.Exit type AR 1 is used in situations where both sliproads continue with one iane each (cross-section Q 1).in the area where the two lanes run parallel to oneanother (diverging area), the cross-section Q 2 can beused as an alternative to gaining two connector roadcross-sections Q 'l. in this case, the lanes and the edgeof the carriageway must be tapered in such a way as tocreate a visually pleasing solution.Exit type AR 1* is the mirror image of the exit type AR 1and is used on EKA 3 motorways with similar trafficdemand.Exit type AR 2 can be used in those situations wherethe distance to a previous exit exceeds the 500-m limitor if the system is such that the diverge of the connectorroad makes sense (e.g. in the case of a pivoted linkroad).Exit type AR 3 shall be used in situations where ashort, low-traffic load connector road (cross-sectionQ 1) diverges from a long or high-load connector road(cross-section Q 2 or O 3).Exit type AR 4 shall be used in situations where theheavier traffic stream continues on to the right.The function of exit types with two-iane exits islargely determined by the use of lanes in the sortingarea (before the exit). if the distribution of traffic loadbetween the lanes around the diverge area is uneven,the use of iane-specific variable message signs (Sec-tion 7.9) should be considered in addition to directionaisigning in individual cases.Regardiess of the exit type situations outlined above, thequality of the traffic flow in the elements of the grade-separated intersection shall be checked in accordancewith the HBS.

of the exıt

Table 23: Application parameters for exit types on mainline carriageways\ _ _ _ _ __ _ __ _Distance to the next Number of lanes on the mainline carriageway y W „Traffic flow at the exit in vehicles/hdiverge “pst'°a'“'d°`”'Tstr°a"' 5 1,350 S 2,300 > 2,3002 250 m 2/2, 3/3, ii/4 7 fr W íiéwm *ALA2 A2 As(or no other diverge 3/2, 4/3 W AaA7 A5 W Tneeded) I 4/2 - A8

2/2, 3/3, 4/4 A1 A3

< 250 m 3/2, 4/3

iíyz _Aa I A4~ As

77

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6.4.4 Entries6.4.4.1 General layout of entry areasEntries must always be created with parallel merginglanes. The speed difference between the merging andthrough traffic should be as small as possible.Merging lanes shall be the same width as the mainlineiane running directly alongside it.The hardstrip shall be 0.50 m wide.As a rule, the length of the merging iane shall be inaccordance with Section 6.4.4.2 and Table 24. Forentries where the longitudinal gradient of the mergingconnector road is different from that of the mainlinecarriageway ('extended longitudinal gradíent'), longermerging lanes may be necessary. This is particularlythe case where the mainline carriageway has a steeperascending gradient than the slip road. Evidence of therequired length of the entry shall be provided by thedesign test vehicle in accordance with the HBS. Merginglanes that are longer than the specified lengths can beexpedient if the proportion of heavy vehicle traffic onthe mainline carriageway is very high, particularly onascending gradients.Table 24: Values for the dimensions IE and iz for entry type

plans

Dimension Entıytypeı EKA1/EKA2 EKA3All E and E*)

types 250*l 150|E [m] All EE types _?

EFi 1, ER 4,ER 3

iz [m] Alltypes „www 60 i *W 30

150 100

*] if necessary, extend length on ascending gradients(where s > 4.0 % or traffic engineering evidence inaccordance with Section 8.1)

The merging iane should only be created with a hardshoulder if the slip road merging with the mainline has across-section with a hard shoulder. in this case it shouldbe 2.50 m wide. in all other cases, it is sufficient for allprotective devices alongside the merging iane to bemoved back far enough to allow vehicles to stop on theverge in an emergency. in this case, the width of theverge - which must be designed to be stable - to theprotective device should be 2.00 m.The layout of the end of the entry nose infiuencesthe visual ciarity of the entry. For this reason, the endof the entry nose shall be kept clear of any growth orstructure that would obstruct the drivers' line of vision.Designers shall maintain the sight triangle for approachvisibility. The edges of the nose and the painted area(ghost island) must be geometrically designed in such away that merging vehicles are parallel with the mainlinecarriageway as soon as possible (to ensure rear-viewmirror visibility).The end of the entry nose shall be 1.50 m wide. Inexceptional cases, it should only be curved (r = 0.75 m)if it is surrounded by kerbs.

78

if, in exceptional cases, there is no hard shoulder onthe mainline carriageway of an EKA 3 motorway, ahard shoulder should be constructed over a distanceof approximately 150 m at the end of the merging iane.

6.4.4.2 Entry types and the situations in which theyare used

The layout of entry areas should be as uniform as pos-sible. To this end, standardized entry types should beused. The entıy types for mainline carriageways andslip roads outlined below can be used on all motorwaydesign classes.Fig. 59 shows the entry types that are suitable foruse on mainline carriageways (E types). These fig-ures also include information on the cross-sections ofthe connector roads that can be connected to theseentries. These entry types can also be used appropri-ateiy on three- or four-lane mainline carriageways.Fig. 60 shows EE-type entries for consecutive entries(double entries). These entry types shall be used inthose situations where the slip road flows have to mergeseparately with the mainline carriageway for capacityreasons. Standard entry types in accordance with theapplication parameters shall be used for each individualentry. The spacing distances between the two entriesshould not fall below the distances given in Fig. 60.E*-type entries for entries on mainline carriageways,which are shown in Fig. 61, can also be used on EKA 3motorways.Fig. 62 shows the entry types for the connector roadsystem (ER types) and information on the cross-sec-tions of the connector roads that can be connected tothem.The dimensions IE and IZ, which are specified in theerıtıy type plans (Fig. 59 to Fig. 62), vary according todesign class and exit type and are given in Table 24.The situations in which the entry types are used aredetermined by the traffic loads across the cross-sec-tion of the connected slip roads and the mainline car-riageway downstream of the entry and by the designclass.Entry type E 1 is the standard entry type layout forjunctions. A painted island is used to taper the single-iane connector road (cross-section Q 1) to the width ofthe through iane before the end of the nose is reached.Entry type E 2 shall be used in those situations wherethe connector road cross-section Q 2 is selected. Apainted island on the right-hand side is used to taperthe two-iane connector road cross-section to a singleiane before the end of the nose is reached in order toensure both single-iane merging and the parallel run-ning of merging and through traffic at the earliest pos-sible stage. in situations where there are crests andcurves at the end of the connector road area, it may benecessary tc move the iane drop far enough ahead tomake sure that the tapering can be recognized in good

›

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Cross-section Q3 orcarriageway

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Fig. 59: Types of entries on mainline carriageways

79

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at least 500 muntil the end oithe third iane

rf:

/'\3 ':;_ ' of E/ . ~ \/ `\ Ii»'\ . a__v_____g If other lanes

. \ m \ are droppedGross-section Q3 C_0Ss_ „per “Y (ses type E 4]_at least 500 mtl nQ1 until the end ofthe third iane

__/'"-

Fig. 60: Types of consecutive entries on mainline carriageways

time. Moreover, a painted island should also be pro-vided in the left-hand iane ahead of the painted islandin the right-hand iane. This ensures that the vehicles inthe left-hand iane move into the right-hand iane with theslower-moving traffic (or “truck lane').

Entry type E 3 shall be used in those situations wherecross-section Q 1 Or Q 2 suffices on the entry slip road,but where the merging traffic flow is so heavy that itcannot be accommodated by the mainline carriagewayusing entry types E1 or E 2.

Entry type E 4 or entry type E 5 shall be used in situa-tions where a two-iane connector road cross-section (Q3) is necessaıy in order to accommodate traffic loads. Inthis entry type, a iane is gained on the left-hand side ofthe slip road iane; the right-hand iane ends in a mergingiane (entry type E 5). If the traffic load is such that the

80

mainline carriageway does not require three lanes (if, forexample, the merging traffic is heavier than the throughtraffic either temporarily or permanently), the addediane can be dropped again no sooner than 500 m afterthe end of the merging iane (entry type E 4). The ianedrop should be made clear to the driver by the use oftraffic guidance signs that provide distance information.

Entry type EE 1 shall be used in those situations wherecross-section Q 1 or Q 2 suffices for both entry sliproads.Entry types EE 2 and EE 3 shall be used in situationswhere one of the two entry slip roads has to have cross-section Q 3 for traffic load reasons.In addition, entry types E 1*, E 3*, and E 4* can beused on EKA 3 motorways. Entries from the left are onlypermissible in the form of a iane gain. Entry type E 4*,

Cross-sectlon Q10|' Q2 /§\ 'rape

rbyı

L:::: u _L _ _ Centrelirßof the road

l E E-: t fe «EE 1* , _ _

Cross-section Q10' Q2 /Q" Taperb

I I † IE

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Fig. 61: Additional types of entries on mainline carriageways on EKA 3 motorways

which features the iane drop on the main carriagewayupstream of the entry, is used instead of entry typeE 4 on EKA 3 motorways because the conditions forapplying entry type E 4 do not generally exist on thesemotorways.Entry type ER 1 shall be used in situations where theslip road can be continued as a single iane after theentry. In the area where the two lanes run parallel toeach other (merging area), cross-section Q 2 can beused as an alternative to the use of two connector roadcross-sections Q 1. In this case, the lanes and the edgeof the carriageway must be tapered in such a way as tocreate a visually pleasing solution.

Entry type ER 2, which features the addition of two sliproads with cross-sections Q 1 or Q 2, can be used inthose situations where the cross-sections Q 1 or Q 2are sufficient upstream of the merging point, but wherethe cross-sections Q 2 or Q 3 are necessary down-stream of the merging point.Entry type ER 3 is expedient in those situations where atwo-iane connector road (cross-section Q 2 or Q 3) hasto merge with a connector road with the cross-section

Q 1 or Q 2 and the merging traffic flow is lighter than thethrough traffic flow.

Entry type ER 4 can be used in those situations wherethe traffic volume in the right-hand merging slip road ishigher than that on the through carriageway. Alterna-tively, the connector road with the lower traffic volumecan be merged at the merging point or merged with themainline carriageway using a separate entry (entry typeEE 2).

If the entry into the connector road system is followedby an entry onto the mainline carriageway, a minimumspacing of 50 m must be maintained between the twoentries.

Evidence of sufficient entry sight distance in accord-ance With Fig. 63 must be provided for all entries. Thefields of vision that must be kept free shall be indioatedin the plan documents.

For all entry types with two-iane entry slip roads, theuse of iane signalling with the traffic-dependent, alter-nating feeding of traffic onto a iane on the mainline car-riageway and on a iane on the entry slip road shall be

81

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Fig. 62: Types of entries in the connector road system

investigated (Section 7.10). Lane signalling can also Flegardless of the entry type situations outlined here,facilitate the merging of the two merging traffic flows at the quality of the traffic flow for the entry should bedouble entries (EE types). checked in accordance with the HBS.

82

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End of the nose

150 m fflr ER l HS End of the gıwsi ısıanaYPI 250 m for E and EE types I

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Q7553 Desiree fleıu of visionMinimum field of vision

(...) EKA 3 metarvvays <7 Point ofsigmIFig. 63: Entry sight distance

6.4.5 Weaving areas6.4.5.1 Traffic engineering significanceWeaving occurs in those situations where an entry fol-lows so closely after an exit on a multi-iane carriageway(mainline carriageway or connector road) that the trafficflow cannot flow without disturbance on the interveningsection. A weaving area comprises an initial iane gain,the actual weaving section, and a subsequent iane drop.If the number of lanes gained and dropped is balanced(which then corresponds to the number of weavinglanes), the weaving area is said to be symmetrical.There are four traffic flows in a weaving area: the innernon-weaving flow (through traffic on the carriageway),the outer non-weaving flow (merging traffic that leavesthe motorway at the next exit), and the two weavingflows that cross each others' paths (diverging trafficthat has arrived on the carriageway; merging traffic thatintend to continue on downstream on the carriageway).The main characteristic of a symmetrical weaving areais that a vehicle in the weaving flow has to complete atleast one iane change.In accordance with the traffic flow pattern, there arefour different kinds of motorway weaving areas:a) weaving areas on cloverleaf link roads (no inner or

outer non-weaving lanes),b) cloverleaf weaving areas with weaving lanes on the

mainline carriageway (no outer non-weaving iane),c) weaving area on a link road between two junctions

(no inner non-weaving iane),d) all other weaving areas, e_g_ between two junc-

tions on a mainline carriageway, on a long link roadbetween more than two junctions, or in the connectorroad system of a complex junction (non-weavinglanes provided).

The number and size of the traffic flows involved deter-mine the level of difficulty of the weaving manoeuvreand the structural layout of the weaving section. Theiane configuration should be designed to accommo-date the traffic flows identified in the traffic flow pat-tern. By providing a link road instead of a weaving ianeon the mainline carriageway, the through traffic flow on

the mainline carriageway remains unaffected by theweaving, and weaving manoeuvres are simplified by thefact that there is no inner non-weaving flow.In traffic engineering terms, a long weaving iane betweentwo junctions only makes sense in those situationswhere the outer non-weaving flow is so heavy that theprovision of a long weaving iane would provide notice-able relief for traffic on the through iane in the weavingsection. Otherwise, it is less expensive to return to thestandard cross-section of the non-weaving section. Onthe other hand, in those situations where the outer non-weaving flow is very heavy - especially in short weavingareas - the provision of a second weaving iane can sig-nificantly improve the level of service because it meansthat the non-weaving flow has its own iane and nolonger comes in contact with the weaving area.The traffic forecast frequently does not provide an une-quivocal traffic flow pattern for a peak hour, but sev-eral very different flow patterns have to be accommo-dated by a single engineering solution. For this reason,the traffic flow for eveıy individual design variant shallbe checked to make sure that it provides the requiredquality of service. If necessary, simulations should beused for this purpose.

6.4.5.2 General layout of weaving areasThe parameters for the structural layout of a weavingarea are:- the iane configuration (number of lanes in the four

interfaces and in the weaving section, symmetrical orasymmetrical layout) and

- the weaving length (distance from the end of thenose at the entry to the end of the nose at the exit).

The marginal conditions for the iane configuration arelargely specified by the cross-sections of the upstreamand downstream mainline carriageways or connectorroads. The number of lanes in the weaving section itselfcan be influenced by the number of additional weavinglanes that can be provided. To a more limited degree,the weaving length can also be influenced.The following design remarks must be observed:- Excessively long weaving sections do not make a

significant change to the weaving behaviour or theutilization of the length. For this reason, they are notnecessary in traffic engineering terms. However, sit-uations can occur where junctions are very closelyspaced as a resuit of the extension of a merging ianeto the point where the next diverging iane begins. inpractice, weaving lanes of up to 1,500 m have beenbuilt.

- Within the weaving sections, the weaving lanes mustbe delineated from the through lanes by broken edgemarking ('broad line marking'). The regulations in theRMS also apply.

- The width of the weaving iane corresponds to thewidth of the adjacent through iane. A hardstrip 0.50m wide is also provided on the outer edge of theweaving area.

83

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Hard shoulders should only be provided on shortweaving sections in those situations where cross-sec-tion Q 3 or the cross-section of a mainline carriagewayoccurs on a connected connector road. Otherwise itis sufficient for all protective devices alongside theweaving iane to be moved back far enough to allowvehicles to stop on the verge in an emergency (the widthof the verge - which must be designed to be stable- to the protective device should be 2.00 m). A hardshoulder should always be provided on longer weavingsections on mainline carriageways on EKA 1 motorways(e.g. between two junctions).

6.4.5.3 Weaving area types and the situations inwhich they are used

Only standard symmetrical weaving area types aredescribed in this section. in those situations wherethe weaving flows differ considerably, asymmetrical

weaving areas are expedient if the asymmetrical trafficflow pattern remains stable over the course of the dayand week. The following weaving area types can beused for all design classes.Fig. 64 shows the universally applicable weavingarea type (\I type). This type can be used both on themainline carriageway and in the connector road system.The V types can also be used appropriately on three- orfour-lane mainline carriageways.Fig. 65 shows the special weaving areas for the con-nector road system (VR types). in principle, they cor-respond to the V types, but are not suitable for use onthe mainline carriageway because they only have onethrough iane.The application parameters for a weaving area arebased on the weaving traffic flow and the traffic flowsacross the cross-section on the mainline carriageway

_ _ Centreilne of the road _ _ _ _ _ I.:IIZZT

Gross-section Q1

Centreline of tha road

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Fig. 64: Types of universally applicable weaving areas

VR 1 Cross-section Q1I

Cross-section Q1I

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Fig. 65: Special types of weaving area for the connector road system

84

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or on the slip road after the weaving area. Table 25 liststhe situations in which the individual weaving area typesare used in relation to the qualitative traffic flow patternsfor the weaving section and the recommended weavinglengths.The fact that there are a number of different typesmeans that the weaving area can be selected using the

traffic flow patterns of the weaving area in accordancewith Table 25. Accurate evidence must be provided inaccordance with the HBS or, if necessary, by simula-tion. As a result, it may be necessary to apply a speedlimit that corresponds to the weaving speed stipulatedby the HBS in consultation with the traffic authority.

Table 25: Application parameters and minimum weaving lengths lv for weaving area typesTraffic flow pattern I E Location of the weaving area 7 E(in accordance with A 7Section 5_4_5_-1) On the mainline carriageway In the connector road system

Situation a)

'no inner or outernon-weaving flows'

VR1

:>'P-*_* - - - ~ - - "_-1%I/ _\_rıieii

0 Cloverleaf link roadIV = 200 mIV = 180 m (where permissible speed

_ (Vw.) = 80 km/h)*

Situation b)._í›

'no outer non- 0 CloverleafWealflng flow' I Not permissible for EKA 1 A

IV = ITI

lv = 200 m (where permissible speed(VZ„|) = 100 km/h)*

IV = 180 m (where permissible speed(Vw.) = 80 km/h)*

" ` ` " " " " " ¬_:_-3 ' " ' ' “ " "'" " “iirkiemt f i„_.„_u.~ Link road over e 3 junctions with very low outer

non-weaving flowIV = 250 mlv = 200 m (where the permissible speed

(Vw.) = 100 km/h)*

Situation c) 7

lš'No inner non-weaving flow'

V 2 lv as in situation d)0 Link road between 2 junctionsVR 2 IV as in situation b)

/'E __I_f~-μ_-_I`-~_

/I Ii-ı.__l~ \`0 Slip road at complex junctions with very low

inner non-weaving flow __

Situation d) V2 V2_ 0 Long link road over 2 3 junctions

??:_. - * ' ~ - --er

,N . Not permissible for EKA1 Aon-weaving lanesIV = ITI

IV = 250 m (where permissible speed(Vzw) = 100 km/h)*

lv = 200 m (where permissible speed(\/zu.) = 80 km/h)*

Special situation for EKA 3:IV =180 m (where permissible speed

_ (Vz„|) = 60 km/h)*

provided'

ii-› r ' M

í/__ :___*`: ° Slip road at complex junctionsgi,_1% ıv = soo m

. . lv = 250 m (where permissible speedÜ Between 2 IUr`lCtIOI'IS (vZ___) =

lv = 200 m (where permissible speed(VZ„|) = 80 km/h)*

* Possible in exceptional cases where the given permissible speed (VZ„,) is applied in consultation with the traffic authority on themainline carriageway or in the connector road system.

85

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7 Equipment

7.1 General remarksHarmony and unity between design, equipment, andoperation is essential to ensure the safe and smoothflow of traffic.For this reason, the RAA contain not only technical spec-ifications relating to design, but also fundamental infor-mation regarding the elements of motorway equipment.The criteria for the use of these elements as well as theirdesign and layout are regulated in dedicated guidelinesand regulations. In such cases, the RAA describe howthe relevant equipment elements are integrated into theplanning and design process and make reference to therelevant regulations.

7.2 Carriageway markings and signingThe main requirement for carriageway markings is thatthey be highly visible during the day, during the night,and in wet conditions. ln view of the fact that othersources of information provide drivers with visual guid-ance during ciaylight hours, priority is given to night-time visibility.

The use and application of markings is regulated by theGuidelines on Road Markings (Richtlinien für Markie-rungen von Straßen, RMS). Minimum values for theretro-reflectivity of markings and their visibility at nightare specified by the Additional Technical Terms of Con-tract and Guidelines on Road Markings (ZusätzlicheTechnischen Vertragsbedingungen und Richtlinien fürMarkierungen auf Straßen, ZT\/ M).Permanent markings are white; temporary markings(e.g. marking used around construction works) areyellow. In accordance with the German Road TrafficRegulations (StVO), yellow markings take precedenceover white markings and should be used if both mark-ings are warranted. For this reason, yellow markingsmust be at least as recognisable as White markings.Markings should be clearly recognisable at a distanceof between 75 and 100 m. To make sure that this isthe case, (minimum) technical levels are specified fornight-time visibility in dry and wet conditions. Additionalvisual guidance is provided by reflectors on markerposts (post-mounted delineators) or signs indicatingcurves. Road studs may also be used around construc-tion works.Only type ll carriageway markings shall be used onmotorways. Because their retro-reflecting parts projectabove the level of the carriageway marking, they aremore visible at night in wet conditions.Signs are positioned in accordance with the GermanRoad Traffic Regulations (StVO) and the relevant Gen-eral Administrative Provision (VvvV-StVO).

86

The road traffic authorities are responsible for theapproval and positioning of signs. The authority respon-sible for the construction of the motorway is responsiblefor erecting them. To ensure signing that is compatiblewith the motorway and is reduced to the minimum nec-essary, traffic sign plans must be drawn up at an earlystage and agreed with the road traffic authority and theauthority responsible for constructing the road.

In accordance with Section 45(9) of the StVO, trafficsigns and traffic control devices shall only be erected inplaces where the specific conditions make it necessaryto do so. Above all, restrictions and prohibitions mayonly be imposed on free-flowing traffic if specific localconditions pose a threat well in excess of the generalrisk. Examples of such situations include:- situations where different traffic streams are com-

bined and then separated on a motorway at shortintervals;

- situations where there is a quick succession of entriesand exits with a large number of directive signs;

- situations where design elements with near limitingvalues are used or even overlap on motorways thatotherwise allow for fast driving;

- situations where local accident patterns make itnecessan/.

Of all traffic signs on motonıvays, directionai signsare particularly important. Regulations stipulated bytraffic laws and above all the Guidelines for DirectlonalSigning on Motorways (RWBA] and the Guidelines forDirectlonal Signing on Highways other than Motorways(Richtlinien fur die wegweisende Beschilderung außer-halb von Autobahnen, RWB) must be observed.The following guidance requirements must be met:- Signs should contain as few destinations as possible

to ensure that the information on destinations is easyto recognize and understand.

- Information on destinations should provide contin-uous guidance along a route and guidance to desti-nations should be structured in a logical manner.

A maximum of four exit destinations should be includedon motorway direction signs and advance directionsigns.

When deciding on the solution for a concrete/specificsituation, the merits of providing individual drivers withthe most detailed information possible and the system-related restriction to the smailest possible amount ofinformation should be weighed up. Information must berestricted because of the fact that only a limited amountof information can be absorbed and processed to assistdriving decisicns when travelling at speed. Moreover,there is the risk that excessive signing could confuse

7- ııı- ._ . ..„ _im"

the road user or distract the driver. lt could also lead toa decrease in acceptance and compliance with trafficregulations, thereby hampering road safety.

The erection of private information signs or the inclusionof private destination information on directionai signingis regulated by the Guidelines on Advertising on (Fed-eral) Motorways from the Perspective of Road TrafficLaws and Road Laws (BMV ARS 32/2001).

7.3 Traffic guidance equipmentThe Code of Practice for the Positioning and Design ofVertical Traffic Guidance Equipment (Hinweise für dieAnordnung und Ausführung von senkrechten Leitein-richtungen, HLB) applies to the erection of traffic guid-ance equipment.

Marker posts (Z 620 StVO) are used for this purpose.Marker (or delineator) posts on the mainline carriagewayare generally spaced 50 m apart.

7.4 Vehicle restraint systems (roadsidesafety barriers)

The Guidelines for Passive Protective Devices onRoads using Vehicle Restraint Systems (Richtlinien fürpassiven Schutz an Straßen durch Fahrzeug-Rückhalte-systeme, RPS) in conjunction with the standard DlN EN1317 apply to the use of vehicle restraint systems.- The purpose of vehicle restraint systems ls to mini-

mize the consequences of accidents as much aspossible. They are used in the following situations:

- to protect uninvolved persons, areas alongside theroad that require special protection, or oncomingtraffic;

- to protect the occupants of errant vehicles from theserious consequences of ieaving the carriageway,e.g. from plummeting down an incline or collidingwith dangerous obstacles alongside the carriageway.

Before vehicle restraint systems are installed, an inves-tigation shall be carried out to determine whether high-risk points can be avoided, eliminated or structurallyredesigned.

Significant performance characteristics of protectivedevices include:- level of containment,- effectiveness range class,- collision severity level.

Protective devices are intended to contain and deflectvehicles of different size and weight (level of contain-ment) and, in so doing, to ensure a certain degree of lat-eral displacement (effectiveness range class or workingwidth class). At the same time, the effect on the occu-pants of the errant vehicle (collision severity) should beas low as possible.

The marginal planning conditions influence the choiceof restraint system. ln this regard, the effectivenessrange class, the choice of restraint system and theamount of space available in the central reserve areclosely related. The fact that central reserves on EKA 1and EKA 2 motorways are 4.0 m wide means that a par-ticular product need not be specified when tenderingvehicle restraint systems on these motorways.

Vehicle restraint systems generate costs or entail addi-tional work for the authority responsible for constructionof the road. These costs/this work includes:- investment costs,- repair costs,- maintenance costs,- upkeep of green areas, and- cleaning and winter maintenance costs.

The costs to the road user include accident costs in thecase of a collision with a restraint system or time costsduring the repair of restraint systems as a result of thepossible obstruction of traffic.

In terms of collisions involving passenger cars, there aretwo types of vehicle restraint system: rigid systems (e.g.concrete protection walls) and deformable systems(e.g. steel safety barrier). Rigid systems have a numberof general advantages: deformation is limited when aheavy vehicle collides with them, which means that lim-ited space is needed for displacement (or deflection) inthe event of collision, and they generally require lessrepair: The disadvantage of such systems is the greaterimpact on the occupants of vehicles that collide withthem and the higher cost of repairs if the barriers areseverely damaged.

In view of the fact that they require fewer repairs andconsequently avoid congestion costs in the event ofrepairs, rigid systems are generally more economical touse on busy motorways, especially when used in thecentral reserve.

In cases where a variety of different protective devicedesigns are permitted by the RPS, the following aspectsshould be taken into consideration when selecting asystem:- investment costs,- the ability to provide stopping sight distance,

depending on the height of the restraint system(h S 0.90 m), and

- ease of repair in the event of a collision.

ln the vicinity of construction works, transportable ele-ments are used to separate traffic flowing in differentdirections in order to improve safety during tempo-rary lane operations with two-way traffic on a singlecarriageway.

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7.5 Emission and pollution controlstructures

7.5.1 General remarksThe aspects of emission and pollution control shouldbe taken into consideration at an early stage of themotorway planning process. Emission and pollutioncontrol structures are often necessary, in particular inclose proxlmity to housing areas, in order to provideprotection against noise and air pollution.The following control measures can be considered:- the alignment of the road in the cut,- emission control embankments, steep embank-

ments, and barriers,- noise-reducing pavements,- partiai and 'full coverage,- Troughs, tunnels, or enclosure.

7.5.2 Noise controlThe Federal Pollution and Noise Control Act (Bundes-lmmissionsschutzgesetz, BlmSchG) in conjunction withthe Road Traffic Noise Control Regulation (Verkehrs-lärmschufzverordnung, 16th BImSchV) make sure thatthere are no adverse effects on the environment as aresult of road noise when constructing new roads ormaking major changes to existing roads (noise preven-tion). The authority responsible for the construction ofan existing motorway can also implement voluntarynoise control measures (noise abatement).These measures can be either active (on the road itself)or passive (on buildings in need of protection) in nature.The Guidelines for Noise Control on Roads (Richtlinienfür den Lärmschutz an Straßen, RLS) and the Guidelinesfor Road Traffic Noise Control on Federal Trunk RoadsConstructed by the Federal Government (Richtlinien fürden Verkehrslärrnschutz an Bundesfernstraßen in derBaulast des Bundes, VLärm - SchR) contain calculationprocedures and notes on when noise control measuresare necessary and the appropriate dimensions for thebarriers.

7.5.3 Air quality managementAs part of the preliminary planning and design plan-ning stages, the impact of air pollutants generated byroad construction projects on both people and nature orecosystems shall be investigated; if necessary, actionshall be taken.The impact is estimated on the basis of the InformationSheet concerning Air Pollution on Roads with or withoutPeripheral Development (Merkblatt über die Luftverun-reinigung an Straßen ohne oder mit lockerer Randbe-bauung, MLuS 2005) in its amended version. If theseestimates are not applicable in certain special cases,additional air pollution assessments must be under-taken. In this regard, the stipulations of the 22nd Reg-ulation on the implementation of the Federal Pollution

88

and Control Act (22. Verordnung zur Durchführung desBundes-lmmissionsschutzgesetzes, 22nd BlmSch\/)must be observed.There are only a limited number of structural measuresthat can be taken to reduce air pollution levels on motor-ways. Emission control barriers or planting Vegetationalong the roadside only have a limited mitigation effecton air pollution. Enclosures should be avoided wherepossible because of the high investment and operationcosts involved.

7.5.4 MeasuresThe dimensions of any necessary protective devicesshall be determined on the basis of the results of tech-nical noise or air pollution assessments. When imple-menting structural measures, one should not deviatefrom these dimensions; otherwise it will not be possibleto ensure the calculated emission control values forthose affected by the pollution.The lateral emission control structures are positionedin the cross-section of the road in accordance withthe Standard Drawings for Noise Screens That Are NotPart of Civil Engineering Structures (Richtzeichnungenfür Lärmschirme außerhalb von Kunstbauten, RiZAK),the Additional Technical Terms of Contract and Guide-lines for the Implementation of Noise Barriers on Roads(Zusätzlichen Technischen Vertragsbedingungen undRichtlinien für die Ausführung von Lärmschutzwändenan Straßen, ZT\/-Lsw), and the corresponding RiZ-ING.The standard distance between a barrier and the edgeof the paved carriageway is 2.50 m. Aspects of roadsafety, e_g_ those relating to a reduction in visibility orproblems of glare (e.g. transparent barriers in curves),should be taken into consideration at the planningstage.The design of noise screens should be in line with theRecommendations for the Design of Noise ControlFacilities on Roads (Empfehlungen für die Gestaltungvon Lärmschutzanlagen an Straßen).

7.6 Anti-glare systemsAnti-glare systems are used to protect road users frombeing dazzled by the head lights of oncoming vehiclesor other light sources. They are positioned not onlybetween the carriageways, but also between motor-ways and other roads or railway lines that run closebeside the motorway.Anti-glare systems can be expedient in:- areas with high accident rates in the dark,- areas with high traffic loads at night,- areas with unfavourable topographical conditions

that lead to severe dazzling (e.g. on crests, in sagsand curves, in areas where the opposite carriage-ways are at different levels),

- areas with long straights and areas around civil engi-neering structures and motorway service areas,

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- areas around grade-separated intersections whereloops and tangentiai carriageways run close by eachother.

Anti-glare protection shall generally only be providedfor passenger cars. For this reason, anti-glare systemsthat are much less than 1.00 m in height are sufficientfor a constant longitudinal slope. ln this respect, vehiclerestraint systems in the central reserve with a height ofh 2 0.85 m suffice without the need for technical anti-glare attachments. lf the motorway gradient is unfavour-able, additional anti-glare screens may be necessary.ln those cases where carriageways are at differentlevels, and where the crossfalls of the carriagewaysare very similar, a higher anti-glare system may be nec-essary in order to screen vehicles on the lower car-riageway from light beams from vehicles on the highercarriageway. If the crossfalls and longitudinal gradientsof the two carriageways are very different, the need foranti-glare systems should be assessed on a case-by-case basis. Depending on the cross-section and thedifferences in height, glare can be prevented withoutrecourse to anti-glare screens using an appropriategeometrical layout for the road.For information on the use of plants for anti-glare pro-tection, please refer to section 7.7.Anti-glare systems must not restrict the necessary stop-ping sight distance in any way.Anti-glare screens are mounted on vehicle restraintsystems, must be compatible with them, and must notimpair the effectiveness of the vehicle restraint systemsin any way.Brief gaps in long stretches of anti-glare screen shouldbe avoided.Anti-glare systems must be effective to their full height.A maximum gap of 0.02 rn between the vehicle restraintsystem and the lower edge of the anti-glare screen ispermissible.The structural design of anti-glare systems shall beregulated in accordance with the standard Anti-glareScreens for Roads (Blendschutzzäune für Straßen, DINEN 12676).

7.7 Planting and landscapingThe Federal Nature Conservation Act in conjunctionwith relevant Land regulations stipulates the conserva-tion of nature and the landscape, which covers amongother things the performance and functional capabilltyof the natural balance and the overall appearance ofthe landscape. lt includes the obligation to restore theappearance of the landscape in an appropriate manneror to create a new landscape appearance after anyencroachment into the landscape. In the case of roadconstruction-related encroachment into the landscape,this obligation can generally be met by designing andplanting the roadside area in a manner that suits thecharacter of the landscape.

Planting the roadside area is not only important in termsof landscaping and aesthetics, it also fulfils importantfunctions relating to the protection of engineering struc-tures. Such functions include:

- integration of the road into the landscape,

- protection of the engineering structure (erosion pro-tection),

- screen function and anti-glare protection,

- emission control.

Road safety considerations should always be taken intoaccount when planting roadside areas along motor-ways. For example, when considering what the vege-tation will look like when fully grown, it is important tomake sure that necessary sight distances will not berestricted at any stage of the vegetation's growth. Thisis particularly important as regards the central reserveon motorways and sight triangles at junctions. Vege-tation should not be planted in those cases where thevegetation would restrict the necessary stopping sightdistance or the visibility of traffic signs.

Planting the central reserve generates considerablework in terms of road operation and upkeep, necessi-tating the closure of the left-hand iane, which disruptsthe flow of traffic. The ecological function of vegetationis lower in the central reserve and is therefore mainlyused to improve the appearance of the road as a trans-port structure, to protect against side winds, and to pro-vide anti-glare protection. Consequently, the centralreserve should, as a rule, only be planted on less busymotorways. ln these cases, low-growing species ofplants that require pruning or any other kind of upkeepas infrequently as possible, should be used.

The landscape management plan must ensure that roadequipment is visible at all times. The locations in thesigning plan and fields of vision must be kept free ofvegetation.

Verges (Section 4.2.3.7) must be stable in design.Planted Verges improve pollution retention in the soilof Verges. Low grasses or gravel should preferably beused.

Supplementary information on the integration anddesign of roadside areas is contained in RAS-LP 1and RAS-LP 2 as well as in the RecommendationsFlegarding the integration of Roads into the Landscape(Empfehlungen für die Einbindung von Straßen in dieLandschaft, ESLa).

The necessary upkeep of undergrowth and shrubs isoutlined in the information Sheet concerning RoadOperation Services: Upkeep of Green Areas (Merkblattfür den Straßenbetriebsdienst, Teil: Grünpflege).

Trees should not be planted near the carriageway onmotorways.

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7.8 Game fencesGame fences are erected in order to keep game off theroads. They are used to protect both drivers and ani-mals, thereby helping to improve road safety.Game fences are erected in accordance with the Guide-lines for Game Fences along Federal Trunk Road Net-work (Richtlinien für Wildschutzzäune an Bundesfern-straßen). They contain criteria for the positioning ofgame fences and information on their structural design.The obligation to protect traffic is adequately met by theerection of hazard warning sign 142 (Game crossing)from the German Road Traffic Regulations (StVO). As arule, however, supplementary measures are taken, e.g.the application of speed limits or the removal of veg-etation to improve visibility. Game fences are, therefore,a voluntary measure taken by the authority responsiblefor the construction of the motorway. Nevertheless, forreasons of safety they are standard on motorways inthose areas where there is reliable evidence that thereis game in the area and/or the criteria for constructinggame fences (e.g. number of accidents) are met. Froman ecological point of view, they also serve the purposeof guiding game to animal crossings.The road construction authority is responsible forbuilding and maintaining the game fences. lt is up toeither the forestry administrations or the owners of pri-vate preserves to check the fences for damage. Appro-priate agreements must be concluded.

7.9 Telecommunications equipmentTelecommunication equipment is of great importancefor the road operation service, traffic engineering, andtunnel operation.The federal motorway telecommunications network(BAB-Fm-Netz) comprises the following elements:- cable networks,- active transmission and switching technology,- private mobile radio, emergency telephone, and fault

alarm systems including roadside emergency teie-phones,

- antenna masts and antennae, andother electrical equipment such as power supply

systems and emergency power supply systems.Other components of the federal motorway telecommu-nications network include:- telecommunications depots,- technical operation rooms in motorway maintenance

depots,- cable boxes,- switching boxes,- cable branch cabinets,- cable vauits,~ cable terminal equipment,- grounding and equi-potential bonding systems.

90

The telecommunications and signalling services can beallocated to the following areas:- voice services (emergency telephone calls via an

emergency call network with roadside emergencytelephones),

- telephone network (AUSA) in authorities and premisesfor the management of the federal motorway networkthat are owned by the road construction authority,

- private mobile radio for steering and managing theroad operation service,

- data transfer services and applications (data net-works for tele-control and tele-monitoring systems intechnical operating facilities on the federal motorwaynetwork, including tunnels),

- data networks for the road condition and weatherinformation system (SWIS),

- data networks for traffic engineering applicationssuch as traffic management, axie load registration,and traffic data registration,

~ operation networks for tunnels, bridges, pump sta-tions etc.

The space and access routes required for the telecom-munications equipment must be included in the plandocuments.

The telecommunications cable shall be included in thestandard cross-section diagram for the preliminarydesign. Depending on the alignment of the route, it ison one side of the motorway, either to the north or tothe east.

The cable trenches for the telecommunications cablefor the section of the road shall be included outsidethe rounding area of an embankment. As a rule, cabletrenches are 0.30 m wide and 1.0 m deep.

The distance between the border of the land acquisitionand the axis of the cable trench shall be 1.0 m.

Any necessary game fences shall be on the land acqui-sition border side of the cable trench.

As a rule, roadside emergency teiephones are spaced2 km apart on motorways. They shall be positioned insuch a way that both they and the people that use themare protected against vehicle collision. In cases whereemergency teiephones are positioned behind contin-uous vehicle restraint systems, openings must be cre-ated to allow disabled people, especially wheelchairusers, to reach the emergency telephone. Small blackarrows on the marker posts indicate the location of thenearest emergency telephone.

As a rule, the planning of telecommunications equip-ment and ancillary facilities is a specialist activity.Nevertheless, the acceptance of the telecommunica-tions engineering systems must be agreed with thoseresponsible for operations.

7.10 Traffic control systemsTraffic control systems make an important contributionto increasing road safety and improving the quality ofthe traffic flow on motorways.They use variable message signs to adapt the trafficflow to suit prevailing conditions. A number of differentkinds of traffic control system exist for a variety ofapplications:- section-specific traffic control systems for the

harmonization of traffic flow by means of congestion-related speed limits and hazard warnings,

- network traffic control systems for the diversion oftraffic streams onto alternative routes,

- junction traffic control systems for the control ofmerging traffic at entries or in weaving sections asweil as iane signalling at exits,

- hard shoulder running at peak times (Section 8.8).Traffic control systems are mainly considered forstretches of motorway with high traffic volumes with ahigh risk of congestion or at junctions with a ccnspicu-ousiy high accident rate.Experience shows that the use of traffic control systems- harmonizes the traffic flow and reduces congestion.

in areas characterized by high traffic volumes, theyhelp to keep the traffic flow stable for longer.

- can significantly reduce the risk of accidents. Above-average accident rates can be reduced to approxi-mately the average accident rate for federal motor-ways.

The installation of a traffic data collection system shouldbe investigated for every motorway section in order togather information about traffic flow and traffic volume.The data thus collected could be used for a variety ofpurposes, e.g. as a decision-making tool for any neces-sary traffic control systems or other structural or traffic-related measures. lt would also be a vaiuabie source oftraffic information.One particular advantage of variable speed limits overstatic signs is that they can be adapted to suit pre-vailing traffic and weather conditions.Drivers generally heed information on variable messageand variable speed limit signs. One aspect that is veryimportant for the acceptance of the systems is that theentity operating the system (road construction authority,traffic authorities, police) displays an appropriate speedlimit.The use of traffic control systems is subject to theGuidelines for Traffic Control Systems (integrierteRegelwerke für Verkehrsbeeinflussungsanlagen, RVBA).As a rule, the planning of traffic control systems is aspecialist activity.

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8.1 Climbing lanes

8.1.1 General remarksSections of motorway with iengthy longitudinal gradi-ents have a considerable influence on the quality of thetraffic flow and therefore on road safety. The introduc-tion of climbing lanes on such ascending gradients- separates fast and slow-moving traffic,- improves the quality of the traffic flow, and- reduces accident figures.Climbing lanes are lanes that are added to carriage-ways on ascending gradients in order to widen them bya single iane.

8.1.2 Criteria for useThe following influencing variables are significant to thedesign of climbing lanes:- traffic volumes,- traffic composition,- standard cross-section,~ progression of the gradient (or long section), and- targeted level of service.Climbing lanes may be necessary in situations wherethe longitudinal gradient, s, is greater than 2.0 %.They are necessary when the level of service on theascending gradient falls below level D according to theHBS.Moreover, the introduction of climbing lanes must beconsidered if one or more of the following conditionsare met:- The level of service on the ascending gradient is

worse than level C.- The level of service on the ascending gradient is more

than one level worse than the stretch of motorwaypreceding it.

~ The economic benefits outweigh the additional costs.

8.1.3 Designing climbing lanesOn motorways, the length of a climbing iane should notfall below:

LZF3 = m

if necessary, they should be extended back beyond thestart and beyond the end of the ascending gradient.if the distance separating consecutive climbing lanesfalls below 2,500 m, the climbing lanes should be com-bined for reasons of road safety. Climbing lanes onascending gradients should not end at junctions.To ensure that all lanes are used eveniy, climbing lanesshould be inserted into the carriageway on the inside of

92

the through carriageway. On new build projects, the car-riageway should be widened by aligning a specific axisfor the affected carriageway or for both carriageways.In this case, the carriageway is widened by tapering theleft-hand edge of the carriageway into the correspond-ingly widened central reserve over a distance of 60 m(Fig. 66).When reconstructing or improving existing motorways,the insertion of climbing lanes is, as a rule, only pos-sible on the outside of the existing carriageway. inthese cases, the carriageway is widened by a gradualtapering of the right-hand edge of the carriageway andthe climbing iane is introduced on the inside of the car-riageway using markings (Fig. 66).

The tapering of the right-hand edge of the carriagewayshould be at least 200 m long.

In exceptional cases where an entry is situated on anascending gradient, the climbinglane can be intro-duced as a direct extension of the merging iane.

The Width of the climbing iane, B, shall be 3.50 m.

Climbing lanes can also be inserted on the ascendinggradients of three-iane carriageways.

As a rule, climbing lanes should end on the inside of thethrough carriageway on stretches of motorway offeringa clear view ahead.

In new build projects, the tapering of climbing lanes isindioated by hatched markings over a tapering lengthof 120 m.

When reconstructing or improving stretches ofmotorway, the inner iane is tapered using a hatchedmarking that is 120 m long. The subsequent cross failof the carriageway is then completed by tapering theouter edge of the carriageway over a distance of atleast 200 m.

8.2 Lane reductionsWhen improving a motorway and increasing the numberof lanes at the same time, changes in the cross-sec-tion are necessary in the transition from the improvedsection to the old section. Such changes in cross-sec-tion can be integrated either in the form of iane dropsat exits (Section 6.4.3) or in the form of iane reductions.

In areas characterized by high traffic volumes (DTV >30,000 vehicles/24 h and in one direction), iane reduc-tions can result in a reduction of road safety. For thisreason, they should only be implemented in caseswhere they are unavoidable.

Most iane reductions occur on the open road. Theyshould be avoided at junctions.

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8.3 Central reserve

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crossing pointsCrossing points are areas where the tmoved

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Central reserve crossing ' tpoın s should be avoided onunder engineering structures and in the vıtions d y service areas.As a rule, the following crossing lengths apply (for acentral reserve width of 4.00 m):- two lanes: L = 135 m

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- three lanes: L = 220 m.This allows lanes measur'ıng 3.75 m in width and sepa-rated by a separation strip to be safely carried acrossthe central reserve (Fig. 67).This results in radii, R, of 350 m for s-shaped crossingson straight stretches fo motorway, which in turn allowvehicles to travel at 80 km/h s fa eiy (VM = B0 km/h).Oth '

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er tapering lengths may be necessary in theapproach to tunnels as a result of the Widening of thecentral reserve.

94

e that is tapered for aå iane reduction Signs ' d' a narrows I

, (Z 531-21 StVO) are erected to aiert drivers y5 to the end of the iane. The geometric layout is the same '

1 as for the insertion of a climbing iane outlined in Fig. 66. ` AI í a3 The markings are applied in accordance with the Guide-I lines for Road Markings (RMS).

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The limits of the crossings must be straight and perpen-dicular. The layout of vehicle restraint s 'are '

ystems ın theseas ıs regulated by the RPS.

Central reserve crossing points should only be estab-lished in places where the difference between thecrossfall of the carriageway and th ttr _

a of the paved cen-a reserve does not exceed 9.0 %.

in cases where a central reserve crossing point is situ-ated in a circular curve and where one of the carriage-ways has a crossfall that slopes towards the inside ofthe curve, longitudinal drainage (box drains) will, as arule, be necessary between the central reserve and thehardstrip.

Markings and signing for central resenıe crossing pointsduring construction periods are regulated by the Guide-lines for Securing Roadworks on Roads (Richtlinien fürdie Sicherung von Arbeitsstellen an Straßen, RSA).

8.4 Special bridge considerations8.4.1 General remarksBridges are constructed along motorways (A structures)or as overpasses along subsidiary roads over motor-ways (U structures).in accordance with the standard DIN 1076, bridgeshave a clear span, LW, greater than or equal to 2.0 m.Culverts have a clear span, LW, less than 2.0 m. Cul-verts are not bridges and do not, therefore, require a logbook for the structure, thereby reducing the amount ofmaintenance required.Bridges require regular structural inspections and mon-itoring. For this reason, an appropriate maintenanceroute is necessary. These routes generally take the formof- separate access points from the subsidiary network

via parallel routes (A structures) or- additional stopping areas before the abutment

(U structures, animal crossings).

in the event of iane closures for longer structural inspec-tions or maintenance work, central reserve crossingpoints must be provided in accordance with Section8.3.

8.4.2 Designing the cross-sectionAs a rule, the cross-section of the open road is main-tained on the bridge.The standard cross-sections for motorway bridges areoutlined in Section 4.5.if, in exceptional cases, a footpath or a bicycle path hasto be built along an A structure, the standard cross-sec-tion shall be designed in accordance with the standardcross-sections outlined in the RAL and the RiZ-ING.

For structures on subsidiary roads with cross-sectiondimensions that are not in line with valid regulations,it may be necessary to select a wider cross-section(standard cross-section in accordance with the RAL),taking predictable traffic developments into account.Agricultural machinery must be taken into accountwhen specifying the utiiisabie width of bridges on farmroads. Bridges on farm roads do not generally allow fortwo~way traffic, which means that a passing place isgenerally needed directly before the structure. For moredetailed information, please refer to the Design Princi-ples for Agricultural Roads associated with Construc-tion Measures on Federal Trunk Roads (Grundsätze fürdie Gestaltung ländlicher Wege bei Baumaßnahmen anBundesfernstraßen, edited by the Federal Minister ofTransport BMV ARS 28/2003).

The clearance gauge for the road over which the bridgeis constructed is the smailest height clearance at thecritical point, taking structural settiement into account.This clearance gauge must be met.

8.4.3 Horizontal alignmentBy making sure that the bridge and road crossings areas close to perpendicuiar as possible, the length of thestructure and the structural design can be reduced insuch a way as to make the design more economical.For this reason, an intersection angle of between 80and 120 gon (72 and 108°) is recommended.For reasons of economic efficiency, it is preferable toconstruct bridges on horizontal straights (e.g. becausethis allows for incrementai launching). To ensure thatthe structure visually flts into the alignment of the openroad, it can, in certain cases for which there are reason-able grounds, make sense to construct bridges in cir-cular curves. In such cases, the radius of the circularcurve should be as large as possible in order to ensurethat the necessary crossfall is limited to

max q = 5.0 % (19)in order to allow for the installation of mastic asphalt.The planning of bridges in transition curves shouldbe avoided as a result of the continuous change incurvature.There should be no changes in crossfall on bridges.

8.4.4 Vertical alignmentThe gradient on a bridge should preferably be a con-stant longitudinal gradient.In order to ensure highway drainage, the gradient shall,as a rule, be pianned in such a way that a minimum lon-gitudinal gradient, s, of 0.7 % shall be maintained on thebridge.In areas where low and high points cannot be avoidedthere will be sections with small gradients, which willmean that adequate longitudinal drainage will notalways be ensured. This results in shorter distancesbetween the sections and therefore greater construc-tion and maintenance requirements.

8.4.5 Drainage on bridgesOn motorway bridges, drainage is generally interruptedbefore the abutment and the rainwater is shed to theside into rain reservoirs.In individual cases, it may be expedient to use thecleaned rainwater to irrigate planted areas beneath thebridge.In cases where there are reasonable grounds to do so,the drainage of the road section is carried along thebridge and through the abutment.if, in exceptional cases, the bridge is situated in a sag,the surface water shall be drained away at the low pointat the pier and channeiled into rain reservoirs.

95

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ln those cases where the columns of flycvers are situ-ated in the central reserve, the drainage of the centralreserve shall be interrupted and channeiled to the edgeof the carriageway.Bridge drainage pipes can be connected to the roaddrainage system. The positioning of a pipe from theoverhead road, along the central column to connect upwith the motorway drainage in the central reserve shall,however, be avoided.

8.4.6 Special structural considerations forbfidges

A number of special requirements relating to the con-struction of bridges shall be taken into account duringthe design planning stage. These requirements include:~ the planning of parallel by-passes,- the approval of any necessary by-passes or the intro-

duction of single-iane, two-way traffic management,- the position of the construction site facility,- the alignment of construction roads and access

roads,- land acquisition considerations, especially for land

that is only needed for extended time periods,~ the re-routing of watercourses through canals and

the like and temporary structures in watercourses,including the necessary approvals,

- provisional drainage to the outfall for bridges that areconstructed before the adjacent stretches of roadhave been completed, and

- necessary measures for conserving the ground water.

8.5 Special tunnel considerations8.5.1 General remarksTunnels are engineering structures that pass undermountains, watercourses, or other obstacles. They cantake a number of forms: longer, closed underpasses(L > 80 mi, partially covered underground or overgroundroads, overground enclosed roads, and structures toprotect against avalanches and falling rocks from aboveand the side.Tunnels are pianned in accordance with the Guide-lines for the Equipment and Operation of Road Tunnels(RABT).Experts should be ccnsulted early and preliminarydesigns outlining the necessary technical equipmentmust be drawn up so as the operation technologyrequirements are adequately accounted for at the pre-liminary design stage.

8.5.2 Cross-section designTunnel cross-sections are outlined in Section 4.6.They are allocated to the standard cross-sections cnthe open road in accordance with Section 4.3 and thecross-sections in accordance with the RABT.

96

Depending on the construction method chosen, thewidth of the paved area can deviate from that of thestandard cross-section of the open road because ofspecial structural engineering considerations.The construction method is selected on a case-by-casebasis at the end of a comprehensive process in whichthe merits of various methods are weighed up, takinginto consideration the geologicai, geometrical, andtraffic engineering conditions as well as constructionand operation costs.The clearance height in tunnels can be restricted to4.50 m if no technical equipment is to be installed overthe carriageway.Although 4+0 iane operation will not as a rule berequired because of the increased ventilation andlighting requirements necessary for two-way traffic, itis possible should it be necessary. lf it is implemented,evidence that the safety of tunnel users can be guar-anteed must be supplied in accordance with the RABT.

8.5.3 AlignmentThe most generously proportioned design elementsshould be used for the horizontal and vertical alignmentof the tunnel. The minimum values given in Section 5shall be observed.

Longitudinal gradients in tunnels, s, should always belimited to a maximum of 3.0 %. In the case of longertunnels (L > 500 m), designers should aim for a max-imum of 2.5 %.Exceptions to this rule are tunnel sections of restrictedlength (L S 200 mi on EKA 3 motorways, for which themaximum gradient of 6.0% shall be observed (e.g. onslip road carriageways).Saw tooth profiles with sudden changes of level aroundthe central resenfe shall be avoided in order to allowcross tunnels (cross-connecting passages between thetwo tunnel tu bes) to offer barrier-free accessibility. Alter-natlvely, a sudden change in the gradient of the insideedges of the carriageways is possible.

8.5.4 Special construction- and system-relatedtunnel considerations

Among others, the following technical design and oper-ation aspects shall be taken into account when pian-ning tunnels:- traffic engineering equipment (e.g. static signs, vari-

able message signs, traffic control systems, nec-essary construction heights, distances to piannedbooster fans),

- overall safety concept (e.g. safety documentation,risk analyses, co-ordination of alarm and hazardprevention plans with rescue services (fire brigade,police)),

- implementation of a speed limit in consultation withthe traffic authorities, generally to Vzul equal to80 km/h,

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- selection of the carriageway surface at the tunnelportals with reflection properties to reduce transitionlighting,

- avoidance of entries and exits at tunnels (EKA 1 and2),

- ban on iane reductions in tunnels,- positioning of emergency break down bays in tunnels

where the length is greater than 900 m. (L 2 900 m),- drainage from adjacent stretches of low areas to

ensure outfall upstream of the tunnel.

The design of these and supplementary facilities suchas tunnel operation buildings, emergency evacuationtunnels, supplies of water for fire-fighting purposes, andstorage sumps for the collection of dangerous liquidsand fuels spilled as the result of an accident or delugefor fire fighting are regulated by the RABT. ln this regard,designers must ensure connection to access routesand storage areas.

8.6 Motorway service areasThere are two kinds of motorway service areas: staffedand unstaffed. Their layout and design is regulated bythe Guidelines for Service Areas on Roads (Empfeh-lungen für Flastanlagen an Straßen, ERS).

When positioning motorway service areas, designersmust make sure that the necessary signing does notoverlap with the directionai signing for motorway inter-changes or junctions. For this reason, the distancebetween motorway service areas and interchangesmust be in accordance with Section 6.2.

In order to ensure safe entry and exit, motorway serviceareas should be positioned on straight stretches ofroad. The entry and exit areas should be designed inaccordance with the principles of interchange design(Section 6.4).

8.7 Lane operation around roadworkslt may become necessary to close individual lanes orcarriageways to allow for maintenance work or in orderto improve the motorway.

For the duration of the roadworks, lanes should be oper-ated in accordance with the Guidelines for SecuringFloadworks on Roads (RSA). ln accordance with theseguidelines, the number of lanes on the open road shouldbe maintained through the roadworks.

In the interest of- the safety of the personnel and the traffic in the works

area andin order to avoid obstructing work,the creation of a single temporary iane on the car-riageway where the work is being carried out (e.g. inaccordance with the 3+1 approach) should be avoidedwhere possible.

Lane operations around road works are important con-siderations when it comes to specifying the width of thetrafiic space on motorways with the standard cross-section RQ 31 and on bridges along such motorways.For reasons of traffic safety, mobile protective devicesshould as a rule be used to separate the streamsof traffic moving in opposite directions around roadworks. To allow for this, a minimum carriageway widthof 12.00 m is necessaıy during 4+0 temporary ianeoperation.If the distance between the edge marking (Z 295 StVO)and the edge of the paved width is less than 0.20 m, theverge can be paved.For information on the layout of central reserve crossingpoints, please refer to Section 8.3.

8.8 Hard shoulder runningHard shoulders make a major contribution to both trafficflow and road safety and are an indispensible part of themotorway.Nevertheless, in cases where EKA 1 motonıvays arecongested, temporary use of the hard shoulder can beconsidered in order to increase capacity. This is, forexample, the case when congestion or serious trafficdisruptions occur on a regular basis that frequentlyresult in rear-end collisions.lf hard shoulder running is to be implemented, the fol-lowing aspects shall be taken into consideration:- The average daily traffic volume should be at least

65,000 vehicles/24 h on two-iane stretches. lnaccordance with the HBS, evidence must be pro-vided that the traffic flow quality level D is notreached for over 30 hours in the year on the sectionunder consideration.

- Capacity bottlenecks are caused by the cross-sec-tion on the open road. interchanges should be ableto absorb the traffic volumes generated by hardshoulder running.

- Motorway interchanges, junctions, motorway serviceareas, and rest areas with toilet facilities must havemerging and diverging lanes even when the hardshoulder is opened to traffic. Consideration can begiven to the closure of minor rest areas with parkingspaces for the duration of the hard shoulder running.

- Hard shoulders must be able to withstand the loadexerted by heavy goods vehicles.

- The marking on the cross~section rnust be changedor the cross-section must be widened in such a waythat all lanes and/or hard shoulders that are consid~ered for truck traffic are at least 3.50 m wide and thatit is not possible for vehicles to drive on the outeredge. All remaining lanes must be at least 3.25 mwide.

- For breakdown vehicles, emergency break-downbays (as a rule with emergency teiephones) outsidethe through carriageway are necessary at intervals of

97

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max. 1,000 m. The length of the emergency lay-byincluding tapers, L, should be 80 m long. Emergencybreak-down bays including hardstrips should be3.00 m wide.

- The applicable speed limit shall be determined inconsultation with the traffic authority.

Hard shoulder running that is restricted to certain timesof the day has advantages over a permanent change inmarkings in terms of road safety, traffic flow, and roadoperation services.

BMV ARS 20/2002 contains additional information onlegal issues related to traffic and approval, on issuesrelated to structure and operation, as well as sampleimplementation plans for the positioning of vari-able message signs for hard shoulder running that isrestricted to certain times of the day. The positioning ofthe sign 223 StVO is regulated by Section 41 VWV-StVO.

8.9 Maintenance access roads8.9.1 General remarksAccording to Section 1(4)(4) Federal Highway Act (Bun-desfernstraßengesetz, FStrG), maintenance accessroads are ancillary facilities that are mainly used fortasks executed by the road administration for federaltrunk roads. They provide road operation services withopportunities to turn, even between distant junctions,and help reduce the number of empty trips and losttime.

8.9.2 Selecting locationsThe establishment of maintenance access roadsdepends on the location of motorway maintenancedepots (AM) and on the length of the section of the net-work for which they are responsible.

Maintenance access roads can be established:- directly at motorway maintenance depots and sta-

tions that are not situated at junctions,- at the border between the areas of responsibility of

two motorway maintenance depots,~ in order to ensure an area of overlap between two

bordering snow clearance areas,- at three-way and four-way motorway interchanges,- between two distant junctions, and- on critical stretches of motorway.

On critical stretches of motorway that require a lot ofwinter weather-related maintenance, reduced-lengthsnow clearance areas may be necessary. ln such cases,designers should consider positioning maintenanceaccess roads at the start and the end of the relevantstretch of motorway. Depending on the length of thestretch of motorway, consolidation of access roadsshould be considered.

98

Maintenance access roads shall preferably be estab-lished in locations where the existing infrastructure canbe used, e_g_ near crossings of the secondary roadnetwork.They should be avoided- at motorway service areas because parked vehicles

can obstruct service vehicles and- at topographically unfavourable locations with con-

siderable differences in heights between the roadand the surrounding terrain.

The junctions connecting the maintenance accessroads to the motorway shall be designed in such a waythat road safety and traffic flow on the through car-riageway are hampered as little as possible. In order toensure that this is the case, designers shall- ensure adequate sight distance to overview the main

line traffic at the point where the maintenance accessroad enters the motorway,

- carefully check the location of the maintenanceaccess road in terms of its effects on the traffic onthe through carriageway,

- allow for sufficient distance between the mainte-nance access road and the merging or diverginglanes at upstream or downstream junctions,

- allow for the necessary acceleration and decelerationprocesses of operational vehicles turning into or offthe motorway outside the through traffic lanes (as arule, existing hard shoulders or additional merging ordiverging lanes), and

- give precedence to locations with the flattest possiblelongitudinal gradient on the through carriageway.

8.9.3 Technical design informationThe winter maintenance vehicle (large 3-axle truck withvery wide front-mounted snow plough) shall be used asthe design test vehicle for maintenance access roads.Information on swept paths can be found in the guidelineDesign Test Vehicles and Swept paths for Checking theServiceability of Traffic Areas (Bemessungsfahmeugeund Schleppkurven zur Überprüfung der Befahrbarkeitvon Verkehrsflächen). To simplify the procedure, theswept paths of a 3-axle truck with an appropriatelywide attachment shall be used for a winter maintenancevehicle.Because of the low speeds involved, the maintenanceaccess road is aligned on the basis of geometricaldriving considerations.As a rule, there is no need to take precautions forencountering vehicles _As a rule, the width of the carriageway should be

B = 6 m (minimum value 5 m) (20)The carriageway width should not fall below this min-imum value in order to ensure that vehicles can drive onor clear the maintenance access road even when vis-ibility is poor.

1-.

The carriageway widths must be observed, even onbridges.The maximum longitudinal gradient should be

smax = 8 % (10 % in exceptional cases) (21)Steeper longitudinal gradients can reduce road safetywhen carriageway conditions are poor (with snow andice).The connection of a maintenance access road to themotorway on a slip road is an exception. Because ofits geometric design, the junction form resembles an at-grade T-junction.In order to ensure good visibility and serviceability forboth traffic movements, the connection between the sliproad of the maintenance access road and the motorwaycarriageway should, where possible, be perpendicuiar.The amount of space needed for a traffic movementincreases dramatically at skew junctions.Adequate visibility must be ensured at maintenanceaccess road junctions. To ensure adequate approachsight distance for the driver of a maintenance vehicleentering the motorway, the legs of the sight triangleshould be at least 290 m, or even better, 400 m.If maintenance access roads have to be connected tomotorway sections without hard shoulders then struc-tural modifications are needed in order to ensure safeturning on and off manoeuvres. The length of the nec-essary merging and diverging lanes shall be determinedusing the so-called design heavy vehicle and must besufficient to allow a winter maintenance vehicle to reachat least the snow clearance speed of 30 km/h outsidethe flowing traffic. As a rule, a minimum merging ianelength of

Lmin = 50 m (22)

is necessaıy. Depending on the longitudinal gradientand the target speed that needs to be reached, differentvalues may be used.

8.9.4 Maintenance access road equipmentelements

Maintenance access road elements include- markings,- signing,- traffic guidance devices, and~ other equipment elements.The markings on the motorway in the vicinity of thejunction shall not be modified because general trafficis not permitted to drive on maintenance access roads.Markings in the vicinity of maintenance access road sliproads (e.g. lines offering guidance or edge markings)are not necessary.if a maintenance access road ls connected to the sub-sidiary secondary network or an agricultural road, itmust be made very clear that general traffic is not

permitted to enter the maintenance access road. Thiscan be done using a solid edge marking along the edgeof the carriageway on the public road.Signing must be used to make it clear that generaltraffic may not use the maintenance access road. Theprovisions of the German Highway Code (StVO) apply.Traffic guidance devices such as marker posts anddirectionai signs are not, as a rule, necessary. The erec-tion of marker posts shall only be considered in excep-tional cases on sections of maintenance access roadsthat are curvy and where the way ahead is not clear, e.g.in cases where part of the maintenance access roadruns along a farm or forestry road.Passive protective devices along the motorway shall beinterrupted around the maintenance access road junc-tion in accordance with the RPS, as is the case withT~jurıctions.Other equipment elements will be necessary if- the maintenance access road is to be looked in order

to prevent it from being used unlawfully by generaltraffic,

- the noise mitigation effect is to be maintained whenconnecting the maintenance access road to a stretchof motorway with noise barriers or embankments(e.g. staggered arrangement of the structures, doors(or gates) that close automatically),

- cattle grids are to be installed along a stretch ofmotorway with game fences in order to ensure con-tinuous protection against crossing animals.

8.10 Drainage8.10.1 General remarksMotorways should, where possible, be drained bymeans of surface drainage. This means that the sur-face water is shed towards the outside edge of the car-riageway over the verge and into shallow surface chan-nels or the soil.In many cases, sub-surface drainage may be neces-sary, e.g. in situations wherethere is no permeable soil,- the motorway runs through a protected drinking

water area that requires such drainage, or A- the crossfall of a carriageway in curves leans to the

central reserve.ln such cases, the surface water at the edge of thepaved width is shed into gutters and kerbs and thenchanneiled into rain reservoirs via pipelines or drainagechannels. Once in the rain reservoir, the water is filteredusing oil separators and sediment traps and is emittedgradually to the discharge system. Alternatively, thewater can be allowed to infiltrate the soil.The dimensions of the drainage equipment are deter~mined in accordance with the Guidelines for HighwayDesign: Drainage (RAS-EW) and the ATV regulations by

99

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The scope of the necessary measures in protecteddrinking water areas is specified in accordance withthe Guidelines for Construction Measures on Roads inWater Protection Areas (RiStWag).

When selecting and positioning drainage equip-ment, designers shall take not only technical drainagerequirements but also road safety considerations androad maintenance service requirements into account.Accordingly, the information below shall be consideredsupplementary to the relevant drainage regulations.

8.10.2 Kerbs and gutterslf a kerb is necessary, it should be established at theedge of the gutter in the lateral safety area and should,as a rule, take the form of a flush kerb. lt shall be posi-tioned at least 0.75 m (EKA 1) or 0.50 m (EKA 2 and 3)from the iane.

On slip road cross-sections, kerbs shall be situated atleast 0.50 m from the iane. Alternatively, the gutter canbe positioned in such a way that the width of the vergeis reduced.

In the central reserve, the gutter is, as a rule, positionedbeside the hardstrip, reducing the width of the centralresen/e.

The standard height of flush kerbs is 0.0? m, of (if una-voidable) raised kerbs 0.12 m, and on bridges 0.15 m.The specifications in the RABT apply in tunnels.

In those cases where kerbs are required in front ofvehicle restraint systems, flush kerbs are required.

8.10.3 Gullies and chambersGullies can be positioned directly in the gutter or along-side it in separate gully bays .

Gully bays have the advantage that the gullies are notdriven over by heavy vehicles in periods of 4+0 ianeoperation in workzones and, therefore, will not be dam-aged. On the other hand, they require time-consumingcleaning and winter maintenance because they canonly be cleaned or cleared of snow manually.

100

(inspection chambers, in particular in central reserves,shall be pianned in such a Way that they remain readilyaccessible even after the installation of passive pro-tective devices. For this reason, the beams on crashbarriers should not be positioned above inspectionchambers.

8.10.4 PipelinesThe position and installation depth of pipelines shall bepianned in such a way that they cannot be damagedby the installation of crash barriers (or during their sub-sequent repair). This is particularly true for those in thecentral reserve.

8.10.5 Drainage at the foot of a slopeShallow surface channels or ditches on embankmentsor in cuts shall be installed in grown soil at the foot ofslopes. The width of a berm ditch between the vergeand the slope is determined by hydrologic calculations.

Drainage hutches are, as a rule, 2.00 m wide. However,they can be wider on carriageways with more than twolanes.

ln the transition area between a cut and an embank-ment, the drainage hutch must be narrowed because ofthe difference of its position in the cross-section of thecut or the embankment.

8.11 Operation of the construction siteImportant preparations must be made during the designplanning stage in order to ensure that construction canbegin promptly and that construction will be econom-ical. Among others, such preparations include:- space for site offices and grounds, roads for on-site

transportation, and the deposit of topsoil (temporaryusage),

- identification of space for borrow pits includingaccess,

- identification of temporary dumps, which are neces-sary during construction, for soil that is not required,

~ planning of the construction phases with the neces-sary diversion of traffic, and

- any necessary closures of public roads and ways, aswell as the signing of diversion routes.

9 Summary of operation and design features

Table 26: Summary of operation and design features

oesignciass ı:KA1A ( fEkA1s EKA2 l EkAs Jl

Operation features. Lon -distance* inter-re ional Mctorwa -likeNetwork function mçàtorway l motoåvay ready Urban motorway

Speed limit None Vz„| = 100 km/h

Lane operation around constructionworks

4+0 generally necessary 4+0 not necessarily needed

Design features g 0_ i _

l, Cross-section \ Dual carriagewayFlQ 43.5 RQ 28.0RO 36.0RQ 31.0

RO 38.5RO 31.5RO 25.0

Alignment 7 (Horizontal alignmentMaximum length of the straights L [m] 2,000

280 K

Minimum clothoid parameters A [m] 300 240 160Minimum cuwe radius R im] 1) 900 ¶ 720 | 0 470 g

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Minimum curve radius in thecase of a crossfall to the outeredge of the curve R [m]

4,000 `l ,O00

Vertical alignmentl Maximum longitudinal gradient s [%] 4.0 4.5 4.5 6.0

13,000 WMinimum crest diameter (HK) [m] 10,000 5,000 3,000

5,700 4,000Minimum sag diameter (HW) [m] 8,800 2,000Sight distance) 0 fl, 0Stopping sight distance (s=0 %) Sh [m1 250 , 110

Design of the roadway surface _Minimum crossfall q [%] 2.5Maximum crossfall in curves q [%] 6.0

Maximum relative grade max As [%]0.9 (a 2 4.0 m) 0.9 (a 2 4.0 m)

f J 0.225 - a (a < 4.0 m) g 0.25 ~ a (a < 4.0 m)Minimum relative grade min As [%] _ 0.10 - a(Junctions Z g _ 7 _ Grade-separatedRecommended junction spacing > 8,000 m L > 5,000 m I none

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Appendix 1Options when routing an urban motorway through a densely built-up area

When an EKA 3 motorway route corridor needs to be linked to the developments alongside it, parallel access roadsmust be built. There are a variety of standard solutions for the cross-section arrangements (see Fig. 68 and Fig. 69).The differences between these solutions relate to:- their width development,- the level of the urban motorway,- the complexity of the structure (uncovered, partially covered, completely covered), and- the noise control measures used.Completely covering the depressed carriageway of an urban motorway must be avoided as emission control gen-erates high construction and maintenance costs. Legal problems can also arise. The increased operation costsassociated with tunnels and covered roads must also be taken into consideration.

l

P Pv V V V v L A A A A

f

At-grade carriageway with noise barriers

business!industry

P Pvv vvvμıa. AA

At-grade carriageway with parallel buildings to enable noise abatement

` P PV V A A

' a V V V A L A

Trough (partially depressed carriageway)

Fig. 68: Cross-section solutions for urban motorways with parallel local roads (schematic diagram, details of equipmentare not included): at-grade and partially depressed carriageways

102

i

P P, ^ .ft .

' V v v 4 A A '1~

Trough (fully depressed carriageway)

P PV V A A

.VVV AAA

Trough (fully depressed carriageway with cantilever plates)

P PV V A A

|VYV`|AAAl

Tunnel

Fig. 69: Cross-section solutions for urban motorways with parallel local roads (schematic diagram, details of equipmentare not included): fully depressed carriageway

103

-ff-T-Aill'l

li

ifíiilii '_lir|l J

f,.iMill

i' |'

- -il ı

li,fil

,.i›lil'ii'Iill

l

ill '

i. l

ii §i¦.ill'i

i .

li

ll l'

lıı"i

'fl r r i r i„ll _ 59-) μg ııı;

.ilT I

llf i

ı(Il

ili I |_.

il

ılllšıi ıııııııi ¦

lli . |

l _,_.

lilii i

Appendix 2Traffic management (lane operation) and road widening approaches when widening a motorwayfrom four lanes to sixWhen a motorway is widened, it is generally widened along the existing line. In exceptional cases, e_g_ when aparticularly sensitive area has to be avoided or when engineering structures are constructed in vaileys, deviationsfrom the given route corridor are possible.ln principle, when improving a four-lane motorway and simultaneously widening it to six lanes, one of threeapproaches can be chosen:- full asymmetrical widening,- partiai asymmetrical widening, and- symmetrical widening.The full asymmetrical widening of a motorway (Fig. 70) involves two construction phases:Phase 1: 2+2 iane operation on the existing carriageway, construction of a new carriageway alongside the

existing cross-section.4+0 iane operation on the completed new carriageway, deconstruction of the old total cross-sec-tion and construction of a second, new carriageway.

End of project: Traffic shifted to 3+3 iane operation.

Phase 2:

Existing road K f 'l' † †lil ııı. l ,Q 'A-Il'i i i - ii-:-:ii

l<-i.ivi.0.s0-»l 4.00 (<-2400 2 ı›l

4-

til=_.__4

(- -›

“ii!.lı__ı*ist construction phase

ı_ılı¦iı_íı"ı.lil-ei14.50 -í›| 1

2nd construction phasel« li l* t

lllâll I- i I4 ll '_. -är' L * 2:: - ,Lm_.-ji A M ä . | iııııııi il

_q 4.110 (.__u_5„__.|

- iiiEnd of project

nx: |-- ı.ı_ıı'-"' iıııııııiııııııi

i-»l 4.00 |-1-

kíííi-no seco A-Al

Fig. 70: Full asymmetrical widening (dimensions in [m])

1 04

In cases characterized by structural restrictions or a shortage of available space, the partiai asymmetrical wideningapproach can also be considered. This approach requires an additional construction phase because one car-riageway has to be provisionally widened immediately to allow for temporary 4+0 iane operation (Fig 71)

Exisiing mau

.1'iE'..-.iÌ-|

Q _

iii

l› l› 1 1*

F - IG..... s% fi-i..

'ist construction phase

iiiiiprovisorisch V\f A _

2nd construction phaseli l t ^l.|5

__ aaa'iI«-i14.s0

3rd construction phase

IIIIIIII

End of project

- tillr 5..„ı±.i.líl

Fig. 71: Partiai asymmetrical widening (dimensions in [m])

r i%li lil!_

/ lli å l«ati

illI

|<-i.ivi_a.50-›l 4.00 (<-|-1 24.00 ›

† 'l

._ an% fiflıı

|4-_-11.50 ab' ~_>l 4.00 \-^l-

-I--i14.50¬

4-

illlil->1 4.00 |4-

lillr ___. ll.I.+ “'t_7__._- -

ih

lll|

lI

18.00 - '

1“ t 1

iii

~›| 4.00 )<-Ro 36.00 -í-íí-1>|

* man"_" "_" iııııııi

1.i'jii.iljiii

lillil'

iii'í, _

hall.

fl 'III

li' (liii

...i,i|=i..i

ıiiI

Ill

l

i

i.i

I i

›i¬ _„;.(1

..

l

Ilìl

gif. flli' I' l

.iIl

Tl_-.J

1 If~il:

I

Illli'(ııı

fi.¦. i,i

-§4†_

' iI:liil;›.l'3;( 1

l›

iIin.

.liiii

i-ail'i.ı''i

ii.Iill?

..Iiii;ii .iiiifill

l- iii ,'i ILif*I:-.1II if

The symmetrical widening approach (Fig. 72) always requires interim provisional carriageways and consequentlyinvolves three construction phases.Phase 1 : 2 (normal) + 2 (restricted) lanes open to traffic on the existing carriageways; provisional widening of

one carriageway.4+0 iane operation on the provisionally widened carriageway, deconstruction of the old carriagewayand construction of the first new carriageway.Traffic shifted to 4+0 iane operation on the finished carriageway, deconstruction of the second oldprovisional widened carriageway, and construction of the second new carriageway.

End of project: Traffic shifted to 3+3 iane operation.

Phase 2:

Phase 3:

Existing road I If 1 1*

lil gp. I ¬ ııı'l--~-l ' * _..---

Il<-i_ivi. aso-›| 4.00 (<-

|< 24.00 _›I

1st construction phase|<- 5.75 -»I l I *i 1

'Ill' Q I f r 'lııl-'_ iilı I |provisorisch .ii ri'-¬ ii-ı ı_ı_ı.l

rf _l

|<i14_soí›( 4.00 |<~

2nd construction phaseif 4 t 1*

Q' I I I.mal _ııı IIı'í¬ riiı-1' å.-.ri-ıumflıl I l

I-»I 4.00 |<i14_50i-»I

iiııııııi

*1-

ll-> _S =='ifi"

3rd construction phase l_

I líll' go.1 ı 0 "* i

Illlllll _

_›| 4.00 '<-

¦< 10.00 »I

f 1*

__ T ääfi--- -'-' -- .-iii ııflllilıııııi _

illlil«- IÃII* lílf* ljll.»End of project

Illlllll I

_-ı›| 4.00 |4-|< no aaoo ›|

Fig. 72: Symmetrical widening (dimensions in [m])

106

IT

_FÄi:„

The full asymmetrical approach to road widening has the advantage that it- only comprises two construction phases,- causes less traffic disruption, and- involves shorter construction periods.However, it requires the axis to be moved from its original position, which means that more space is needed. in termsof construction technology and traffic engineering, this approach results in an excessively wide central reserve oran excessively wide verge. For this reason, it is mainly considered for roads with narrow original cross-sections.If the cross-section of the road is wide, the symmetrical widening of the road generally ailows for temporaryfour-lane traffic and sufficient space for the highway works. The shifting of the axis is not necessary in this case.The selection of the widening approach must consider all the factors. A choice can, therefore, only be made on acase-by-case basis, taking all marginal conditions for each case into consideration. The following factors play adecisive role in this process:- the horizontal and vertical alignment,~ the topography,- the type and number of engineering structures, the distances between them, junctions, and ancillary facilities,

and- the type of sensitive areas affected by the road or located alongside the road and the distances separating them.Table 27 contains a selection of criteria and how their impacts swing the balance in favour of a particular wideningapproach.

Table 27: The impact of selected marginal conditions on the choice of widening approach when widening a motorwayfrom four lanes to six

Asymmetrical Symmetricalwidening approach

Short distance between constraints - +Possibility of having to widen__exi_sting overpasses - +Existing overpasses are too narrow for provisional 4+0 iane operation + -Underpasses are in need of rehabilitation + -A change in gradient is necessaiy _ __ _ _ -

_ _ _ 2 _ iIntroduction and amendment of provisional iane operation + -Difficult to access the_highway works from outside + - _Dissection of forest areas + -Costs O O

_,CP0$IIP'_°,Ü°“ pe'I°d 1 _Space required - +

+ conducive/possibleO decision must ba made on a case-by-case basis- not conducive/not possible

107

ii I,ıjii_. |,llnliiıl

iI I

i

1 l

t

li«i` l

iri-

Ü ijiii li"i'|i

.i'.i~l;V*iin

1¦!'ii 1'ilii

1,!iıiiii "Iili

I l. |.1 Iii]

il'"'iiI l; 'l|'.Il

==| ,1 ı.'i '

1 li

1' iI:ii i,

Ii

ı`l

ıii ıliii,i

I.,_,ii

iiı-

il; sol:ii.,. 1g0 ` 3,200

1 i..,l 130lil

i'i|.

I

I..tii'| 108,_

l

7

i =¦|wi '. ,

iiil

ıi

i

7.

,'.iil

Appendix 3Calculation of minimum curve radii (see Section 5.2.2)

The equation below is used to calculate minimum curve Table 28= Devisive fl°|heSi0I1 Gflßffißieflf fr [-]rad" for V __( fr I FWI1eanI llskiiıi ani fr, RAA- open roads,- slip roads in junctions, and~ curve radii With crossfalls to the outside of the curve.

_ R v2 v2mm _3,62-g~(maxfR- n+q) _127'«(maxf|=,›n+q)

wheremin R[m] =V [km/h] =0 im/S2] =a [m/s2] =

minimum curve radiusspeedgravitational acceleration (9.81 m/s2)transferrable braking deceleration(3.7 m/s2)tangentiai coefficient of adhesionskid resistance value measured usingthe SKM skid resistance measurementprocedure at V = 80 km/h (threshold valuein accordance with M BGriff)maximum radial coefficient of adhesion= 0.925 - max f†utilization coefficient (utilization of themaximum radial coefficient of adhesion)n = 0.40 (open road, q = 6.0 %)n = 0.50 (slip road carriageway, q = 6.0 %)crossfallminimum crossfall (q = 2.5 %)maximum crossfall (q = 6.0 %).

max f† [-] =l~'si<ivia0 I"I =

max fa [-] =

n [-] =

q - :

minq - =maxq - =ıèıfıiı ı.±ı›._ıı_ı

The maximum crossfall of 6.0% has proven suitablein practice for the construction of common wearingcourses (exception: mastic asphalt). ln exceptionalcases, e_g_ if lt is impossible to avoid applying curveradii lower than the minimum, the crossfall, q, can beincreased to 7.0 %. In this case, the maximum permis-sible incline, p, of 9.0 % must be observed.The maximum mathematically possible tangentiai adhe-sion coefficient is based on the converted skid resist-ance measured values μSKM (threshold values) at aspeed, V, of 80 km/h.

III(i ll

| i

30S0.51 0.52 0.45

40 ` 0.4a 0.47 0.4150 0.41 0.44 0.3860 0.36 0,41

i _l 0.30

770 0.32 0.39 0.34I so 0.29 0.37 7 0.32

W 00 _ 0-25 0.35 0.30100 70.23 0.33 7 0.20

, 120 l 0.10 0.30 0.27130 0.18 0.29 0.25

f†(SRM1980) [-] = tangentiai adhesion coefficient, measured using SRM (1980)μSKM80 [-] = skid resistance value measured using the SKM skid

resistance measurement procedure at V = 80 km/h(threshold value in accordance with M BGriff)

f1-„ RAA [-] = tangentiai adhesion coefficient, RAA desln principles(f†, „M = 0.a77 - llsxiliisol

Table 29: Minimum curve radii min R [m] (open road)7 W minR __ _

V q=s_0% q=2.5%n=0.4 n=0.1

80 280 93090 370 1.200

__ 100 470 _ __ 1,500720 _ 2,300__ 120

130 900 2,700 0

Table 30: Minimum curve radiimin R [m] (slip roads at junctions)

__ minRV <1 =s.0% q=2.5%

n=0.5 n=0.330 00 5040 750 so50 80 0 15060 125 23070 180 320l80 250 440

Table 31: Minimum curve radiimin R Im] for crossfalls to the outsid_e_of_t_he curve

0 minRq=~2.5 %iii V

ri = 0.25I

I liili 80 1.050

`l ,400

100 1,000 Ü

4000 0

l

Geometry of the clothoid (see Section 5.2.3)

Appendix 4

All clothoids are geometrically similar. This is why the same angles of direction change and the same form values orratlos, r/a = R/A etc. occur at the same form points (also known as characteristic points). They are uniquely definedby the radius r of the uniform clothoid (r = 1) for all clothoids (Fig. 73 and Table 32).For the geometry of the clothoid, please refer to Fig. 74.

oo 0`0L 0`9 0`9 0"I7 0`9

05 I

0),5

.~'2 .°`'o _.~'

-I

'.11

._.

1!..«,a

Y

N o1 .O . ill J>

3 circle of curvature

1 AR 'B

R

P

Origin 2 point of curvature_ A+

X

Fig. 73: Characteristic points of the clothoid Fig. 74: Geometry of the clothoid

ch i -isiiârıígiäir r " I9°"I T [rad] A R L

Table 32:Values of theclothoid

1 I 31.33 0.50 1.00R 1.00L 1.00A 1.00L 1.00/\ 100 characteristic

1.5 14.16 0.22 0.67Fl 1.50L 1.50 __( 2.251. 0.07A 0.45_) ' R points

_l

0.5ÜR 2.001. À

2.00A V4.00L 0.50A

R

0.25R2 7.96 0.13

3 3.54 0.06 0.33R 3_00L _ 3.00A II 0.33A 0_11n4 1.00 `( 0.03 0.25Fi 4.00L

9.00L

4.00A 0.25A 0.0613

( s 1.27 0.02 0.20Fi 5.001. 5_00A l”2s_00i_ i 0.20A 0.04Fl

6 0.89 0.01 0_17n 6.001.

1a00LI

0.00A 30.00Ll 0.17A 0.03R

<›<› , 0.00 _ 0.00 0.00 0° 0° 0.00 0.000 100

r2 ri

0 0.005 1A .

_ _,

Br r~L 1 0 Ar2-L r|'~A Brz

The formation law of the clothoid is:

A2=R-LL

TIfad]='-ñ

]_ L 200gon-2 R ri1: [gon

l. L2

X=fcosi2dLÜ 2-Ri. L2

Y=_fsin-,~clLO 2-Fl

whereR [m] =

the clothoid

(A 23)(A 24)

(A 25)

(A 20)

(A 27)

radius of the circle of curvature at point P on

L [m] = length of the clothoid from the origin to point P1: = angle between the tangents at the starting

point and at point PX, Y = rectangular co-ordinates of the point PXM = abscissa of the centre of the circleA R [m] = distance of the circle of curvature from the

tangent at the originFor approximate calculations, the following approxima-tion formulae expressed in L and R suffice for X, Y, andAR:

X==L A28()|_2

Ye ñ (A 29)

L2AR 2 ___ A 30

A [m] = clothoid parameter 24- R ( )

109

~-_

IIII

ii li,(il,.Ii_. .. -

_! “ '§3llllliıiiIilil -

Ill'iii:'i!,ill,ii'iiš'.Ã 1' I`lf_:,i` 5

II

I. flI(i

.iIi-U,_

i ;ll*

_.¦,._,¦ „

_ .-i|,I

_Ii`1.'-

= i.i `§`_~ :il2 lliiii*'~«"12iiri'

II y fl '¦I;¦ı TS

I/ "~`__/ f"`

,II ""`

/I "\

I fx M S \ .9fi «' `°I/

.ll=lI. Hk

I / ›

I | x„„ 4. . T 4

I i. .II il 3. III.1 ii` ,I

I'-(Ili,.l

_ i''i'il.

I

. i

_ |!,`¦_ il'

71 |.t

ii'i'i

I

1

Ifill'I I III:

._|( _;I(;llgl.

II?

Appendix 5Calculation of the crest and sag curve (see Section 5.3.2)

/244.4 2 _Fig. 75: Crest and sag curve with quadratic parabolic curve

S1=i « H A 31XS 100 I I

s(›<) = S, + å - 100 (A 32)

(›<)- SI -›<+ X2 (A33)I' "100 2 H_I'I S2'-S1

I" 2 100_ T2 _T S2-S1 I"Ì S2_'-S12

I`2-H`4 100 "ß (100) (A35)

(A 34)

Rule of signs:Ascending gradient: positive (+s„ +s1)Descending gradient: negative (-s1, -s1)Sag diameter (HW): positive (+H)Crest diameter (HK): negative (-H)

`, ii H [m] Curve diameter (diameter of the summit arc of the quadratic parabolic curve)1 .H T [m] Tangent length

(1s1, sg M] Longitudinal gradient of the tangentss(x) {%] Longitudinal gradient at a random point of the curvey(›<) [m] Ordinate of a random pointxs [m] Abscissa of the crownf [m] Random value of the point of intersection to the arc of the curveM Centre of the curve

I :IL S CrownTS Point of intersection

1 10

Appendix 6

Link between crest diameter and stopping sight distance (see Section 5.3.2)

The crest diameters in Table 15 (Section 5.3.2) are based on safety assumptions and specifications.Basically, drivers on a crest should be able to see a stopped car (end of a queue on a congested motorway) at theearliest possible stage.This means that to meet the stopping sight distance, evidence must be provided of visibility on crests from a driv-er's eye height to an object height, hz, of 1.0 m.Safety considerations such as the recognisabiiity of vehicles at night or in fog (height of the head lights/brake lights,visible surface of the vehicles) or the perception and reaction behaviour of drivers on long/fast motorway journeysresult in larger minimum crest diameters than would be necessary according to the requirements above for the vis-ibility of the end of a queue.Consequently, the minimum crest diameters given in Table 15 are the result of an object height of hz = 0.5 m. Thelink illustrated in Fig. 76 applies.if the minimum crest diameter is applied, there is no need to provide evidence that the stopping sight distance hasbeen met. In this case, the evidence of the sight distance in the horizontal alignment suffices (Section 5.5).

_ _

Eye height Object heighthz

i.„, ¬.. ,

HK HK

Fig. 76: Link between stopping sight distance and crest diameter

. Simin H,(=í~_2 (A 30)2-(vn +./rz)wheremin HK [m] = minimum crest diameterSh [m] = required stopping sight distance (Section 5.5, Fig. 18 and Appendix 7, Table 33)hA [m] = Eye height (hA = 1.0 m)hz [m] = Object height (hz = 0.5 m).

111

*ii,H1. _liii"l,iPU,.ı

1 «ii. gj'liii,|1 ,Ill

I,ıIi

1|". l. -I1(|„„

_Ii

iI

I.._I

iıiI

I

I*.II

.lil-I

'lilI

'I.

Ill

ii,

är

'I(i

,_,IiilI(iiE='iiI.

lii.i

iig

I1Ì

Appendix 7Calculation of the stopping sight distance (see Section 5.5)

The stopping sight distance corresponds to the necessaiy stopping distance. lt is calculated using the followingequations:

sh = S1 *I* S2

VS1 = ä ' tR

I er airs2= S- =-- S (A30)

_ ii

wheresh Im:31 Im_S2 IITIV [km/hjjIn IS:S I%1g [m/s2:a [m/s2j

stopping sight distancedistance travelled during the driver's reaction time and the vehicle's brake response timebraking distancespeed

2-g-(ffig) 2-(a+g~íW:]

driver's reaction time and the vehicle's brake response time (tn = 2 s)longitudinal gradientgravitatlonal acceleration (g = 9.81 m/s2 = const)transferable braking deceleration (braking without ABS, mean braking deceleration,a = 3.7 m/s2 = const)

f† [-1 = tangentiai adhesion coefficient

Table 33: Stopping sight distance S), [m]§71“/31 7 7

- 5.0 - 4.0 - 3.0 - 2.0 - 1 .0 Ü 'I-0 2.0 3.0 __ j _ ___* I

30' 27 27 27 27 20 20 _ 26 26 25

40 41 41 40 40 39 , 307 7 30-__ 33 38

50 00 _, 57 56 I 00 ss 04 _ 03,53 52

760 77 75 74 73 72 71 70 69 0070 30 _ 00 34 03 01_ 00 03 07 00 _

I, 30 1217 119 117 115 113 111 109 108 ( 100I

90 147 144 142 _ 13977 137 134 _ 132 130 128

100 176 172 _ 100 166 163 160 157 155 152

110 207 I, 202 198 `, 134 101 7 104 , 131 178

120 240 235 230

107220 221 _ 7 I7, 209 200

130 275 269 7204217

250 I 253 I 240213

244 240 235

112

without

Relatestohorizontalalignment

ill

Appendix 8

Diagram of junction elements

Junction elements

Linear At particular points(road section elements) (connector elements)

/\ /\Through carriageway Connector roads On the through Within the connector(mainline carriageway) (auxiliaiy carriageway) carriageway road system

Link roads Slip roads

Connector roadConnector road group I group ||

h atweaving weaving weaving weaving way inter- junctions A E, EE AR ER

RQ V Q

i /\ Q 0

wit without with at motor- Exits Entries Exits Entries

V', VR changes

pivoted not pivoted

Slip road type -› direct slip roads semi-direct slip roads indirect slip roads

tangential slip roads parallel slip roads /\ loíps turning carriageways

unaclapted adapted fast not as fast unadaptecl adapted

113

ill I

IIIIII.Ii_=(iii.lil 1;I¦(I(iiil5I¦¦

iii_ ilii1 rtl

Iiliii„iii

..|fi1.Illiinlil

( (¦',i

gli_ ._ (ji

l

-"'II If1,1

gi;

I'„

i

1! II-I i

Ii 2fi jIiililil.

_ .'f'. i';(!,_i¦,illi-if

'iiIl'|.(i:i

Ii

Ii v

i1.1(I

Appendix 9

Technical standards and specifications

oiN1>› 2) DIN EN 1317DIN EN 12676-1

DIN EN 12676-2

Protective Devices on Roads (various parts)Anti-glare Screens for Roads - Part 1: Specifications and propertiesAnti-glare Screens for Roads - Part 2: Test Procedures

FGSV2l

ERSESAS

ESGES La

HBSHLB

HNL-S

HVA F-StB

H ViSt

M BGriffMLUS

NI UVS

RABTRALRAS-EWRAS-LP 2RAS-LP 1

RAStRINRiStWagRLSRMS

FIPS

RSARVBARWBRWBAZTV-Lsw

ZTVIVI

Design Test Vehicles and Swept Paths for Checking the Serviceability of Traffic Areas(FGSV 287)Recommendations for Service Areas on Roads (FGSV 222)Recommendations for road safety audits (FGSV 298)Recommendations for the Design of Noise Control Facilities on Roads (FGSV 227)Recommendations on Designing Roads in Built-up Areas (FGSV 230)Recommendations Regarding the Integration of Roads into the Landscape (FGSV 254)Design Principles for Agricultural Roads associated with Construction Measures on FederalTrunk Roads (FGSV 675/3).German Highway Capacity Manual (FGSV 299)The Code of Practice for the Positioning and Design of Vertical Traffic Guidance Equipment.In Straße und Autobahn 8 (1957), H. 6, p. 219-221Code of Practice for Environmental Conservation and Landscape Management in theConstruction of Federal Trunk Roads (FGSV 246)Manual Concerning Contracts Governing the Services Provided by Freelance Engineers andLandscape Architects in the Construction of Roads and Bridges (FGSV 941)References on the Implementation of Landscape Management Compensation Measures inthe Construction of Trunk Roads (FGSV 248)References on the Visualization of the Design of Rural Roads (FGSV 262)Information Sheet concerning Road Operation Services: Upkeep of Green Areas(FGSV 390/1)Information Sheet on the Evaluation of Skid Resistance on Roads in the Wet (FGSV 401)Information Sheet concerning Air Pollution on Roads with or without PeripheralDevelopment (FGSV 336)Information Sheet concerning Environmental Impact Assessments in Road Planning(FGSV 228)

, Guidelines for the Equipment and Operation of Road Tunnels (FGSV 339)Guidelines for the Design of Rural Roads (FGSV 201) (currently being drafted)Guidelines for the Design of Highways: Drainage with the RASGuidelines for the Design of Highways, Section 2: Landscape Management (FGSV 293/2)Guidelines for the Design of Highways: Landscape Management: (RAS-LP), Section 1:Accompanying Plan for Landscaping and Environmental Protection (FGSV 293/1)Guidelines for the Design of Urban Roads (FGSV 200)Guidelines for integrated Network Design (FGSV 121) (currently being drafted)Guidelines for Construction Measures on Roads in Water Protection Areas (FGSV 514)Guidelines for Noise Control on Roads (FGSV 334)Guidelines for Road Markings, Part 1: Dimensions and Geometrical Arrangement ofMarkings (FGSV 330/1)Guidelines for Passive Protective Devices on Roads using Vehicle Restraint Systems(FGSV 343)Guidelines for Securing Roadworks on Roads (FGSV 370)Guidelines for Traffic Control Systems (currently being drafted)Guidelines for Directlonal Signing on Highways other than Motorways (FGSV 329)Guidelines for Directlonal Signing on Motorways (FGSV 329/2)Additional Technical Terms of Contract and Guidelines for the implementation of Noise

_ Barriere on Roads (FGSV 258),Additional Technical Terms of Contract and Guidelines on Road Markings (FGSV 341)

114

l

Technical standards and specifications (cntd.)VkBl3l AKS H instructions for Calculatirıg Costs in Road Construction C

PlafeR Guidelines for Official Plan Approval in Accordance with the Federal Trunk Road Act (PlanApproval Guidelines)

RE Guidelines for the Drafting of Uniform Design Documents in Road ConstructionRiZ-ING Standard Drawings for Engineering WorksRiZaK Standard Drawings for Noise Screens That Are Not Part of Civil Engineering StructuresVLärmSchR Guidelines for Road Traffic Noise Control on Federal Trunk Roads Constructed by the

Federal GovernmentWSchuZR g Guidelines for Garne Fences on Federal Trunk Roads (Game Fence Guidelines)

The valid versions of the General Circulars concerning Road Construction (BMW ARS) can be downloaded from thewebsite of the FGSV's publishing company (FGSV Verlag).

Sources:Ü Beuth Verlag GmbH

Address: Burggrafenstraße 6, 1078? Berlin, GermanyTel.: +49 (0)30 2601-0, Fax: +49 (0)30 2601-1260e-mail: [email protected], Internet: www.beuth.de

21 FGSV Verlag GmbHAddress: Wesselinger Straße 17, 50999 Köln, Germany

l Tel.: +49 (0)2236 384630, Fax: +49 (0)2236 384640e-mail: [email protected], Internet: www.fgsv-ver|ag.de

3) VerkehrsbIatt~VerIagAddress: Schleefstraße 14, 44287 Dortmund, Germany

Tel.: +49 (0)180 5340140, Fax: +49 (0)180 5340120e-mail: [email protected], Internet: www.verkehrsblatt.de

All of the FGSV regulations listed above can also be obtained throughthe subscription service 'FGSV - Technisches Regelwerk - Digital'

. Editorial advlse:( Dear Expert,` please take notice, that the cited technical rules were prlnclpally only in german language available.

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Appendix 1 0List of illustrations and tables

List of illustrations

Fig. 1:Fig. 2:Fig. 3:Fig. 4:Fig. 5:Fig. 6:Fig. 7:Fig. 8:Fig. 9:Fig. 10:Fig. 11:Fig. 12:Fig. 13:

Fig. 14:

Fig. 15:Fig. 16:Fig. 17:

Fig. 18:Fig. 19:Fig. 20:

Fig. 21;Fig. 22;Fig. 23:

Fig. 24:Fig. 25a:Fig. 25bFig. 26:

Fig. 27:Fig. 28:

Fig. 29:Fig. 30:Fig. 31:Fig. 32:Fig. 33:Fig. 34:

Fig. 35:Fig. 36:Fig. 37:Fig. 38:Fig. 39:

116

PageBasic dimensions of the traffic space and the clearance (dimensions in [m]) . _ _ _ _ . _ _ . _ _ _ _ _ _ _ _ _ _ 19Construction of standards slopes _ . _ _ _ _ _ _ _ _ _ . _ _ . _ . . _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . . _ _ _ _ _ _ . _ _ _ _ _ _ _ . _ _ 21Standard cross-sections for EKA 1 motorways (dimensions in [m]) _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ . _ _ _ _ _ 23Areas of application for EKA 1 motorway standard cross-sections _ _ _ _ . _ _ _ _ _ . _ _ _ . _ _ _ . _ _ _ _ _ _ _ 23Standard cross-section for EKA 2 motorways (dimensions in [m]) _ . _ . _ _ _ _ _ _ . _ _ _ _ _ _ . . _ _ . . . . _ _ 24Standard cross-sections for EKA 3 motorways (dimensions in [m]) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ 24Areas of application for EKA 3 motorway standard cross-sections _ _ _ _ _ . _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ 24Construction of standard cross-sections for EKA1 motorways on bridges (dimensions in [m]) _ _ _ _ 25Construction of standard cross-sections for EKA 2 motorways on bridges (dimensions in [m]) _ _ _ _ 25Construction of standard cross-sections for EKA 3 motorways on bridges (dimensions in {m]) _ _ _ _ 26Construction of standard cross-sections motorways in tunnels (dimensions in [m]) _ _ _ _ . _ _ . . _ . _ _ 27Situations in which transition curves are used . _ _ _ _ . . _ _ _ _ _ _ _ . . _ _ _ _ _ _ _ _ . . . _ _ . _ _ _ _ _ . _ . . _ _ _ 29Spatial elements of horizontal straights (superimposition of horizontal alignment andvertical alignment design elements and including cross-sections) _ _ _ _ _ . _ _ _ _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ 31Spatial elements of horizontal curves (superimposition of horizontal alignment andvertical alignment design elements and including cross-sections) _ _ _ _ _ _ _ . . _ _ _ _ _ _ . . _ _ _ _ _ _ _ _ _ _ 32Typical alignment and perspective view _ _ _ _ _ _ _ . _ _ . _ _ . . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ . . . _ . . _ _ 15Apparent sharp bends and sharp clips, which should be avoided _ _ _ _ _ . _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ _ . _ _ _ 16Perspective of a road section of an unusual vertical alignment with a short straight that creates

the appearance of a 'flat, straight board' road section, which should be avoided _ _ _ _ _ _ _ _ _ . _ _ _ _ _ 35A road that appears to 'flutter' on the straight and in the curve, which should be avoided _ _ _ . _ _ _ _ 35Minimum stopping sight distance, erf Sh _ . _ _ . _ . _ _ _ _ _ _ . . . . _ _ _ . _ _ . _ _ _ _ _ _ _ _ _ _ . . _ . _ . _ _ _ _ _ _ 36Possible line of sight from the driver's eye point to the obiect point for the stopping sightdistance in left-hand and right-hand cunıes _ _ . _ . _ _ _ _ _ _ . _ . _ . _ _ _ _ . _ _ _ _ _ _ . _ _ . . _ _ _ . . _ . _ _ _ _ _ 36Geometric model for calculating the available sight distances on carriageways in left-hand curves 37Minimum stopping sight distance and distances that must be maintained between theleft-hand edge of the inside iane of a carriageway and visual obstructions in the central reserve _ _ _ 38Crossfalls based on the design class and the radius of the curve(max q = 6.0 %, exception: q = 7.0 %) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . . . . _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ _ . _ _ _ _ _ _ _ _ 39Axes of rotation of the carriageway on superelevation development sections _ _ _ _ . _ _ _ _ . . . . _ _ _ _ _ 39Forms of superelevation development sections _ _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ . _ . _ _ _ _ . _ . _ _ _ _ _ _ . _ _ _ _ _ 40Forms of superelevation development sections _ _ . _ _ _ _ _ _ _ . _ . _ _ . _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ . . _ . _ _ . _ _ 41Tapering of the edges of the carriageway in the case of two quadratic parabolic curveswithout a straight in between _ _ _ _ _ _ _ _ . _ _ _ . _ . _ _ _ . . _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 42Axis spacing and actual junction spacing (e) . _ _ _ _ . . . _ _ _ _ . . . _ _ _ _ _ _ _ . _ _ _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 43Possible solutions to situations where junctions are closely spaced(schematic, only one carriageway is shown) . _ . . . . _ _ _ . _ . _ _ . . _ _ _ _ . _ _ . _ . _ _ _ _ _ . _ _ . . . _ . _ _ _ _ _ 45Recommendations for the application of four-way interchange systems _ _ _ . _ . . _ _ . _ _ _ . _ . . . . _ _ _ 48Cloverleaf (basic layout) with slip road design variants . _ . _ _ _ . _ . _ . _ _ . . _ _ _ _ _ . _ _ _ . _ . _ _ _ . . _ _ _ _ 49Cloverleaf interchange variant without link roads _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . _ . _ . _ _ _ . . _ _ _ _ _ _ _ _ _ _ . _ _ 50Modified cloverleaf interchange with semi~direct left-turning traffic streams _ _ . _ . _ _ _ _ . _ _ _ _ . _ _ _ _ 50Modified cloverleaf layouts with fast, semi-direct left-turning diagonal traffic streams . _ . _ _ . _ _ _ _ _ 51Modified cloverleaf with grade-separated crossover of the turning streams(for improvement and extension schemes only) . _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . . _ . _ _ 52Windmill and modified system . . . _ . _ . _ _ . _ _ . _ . . . . _ _ _ _ _ _ _ _ _ _ _ . . . . _ _ _ _ _ _ _ . . _ . _ _ _ . _ _ _ . . _ _ 53Stack interchange _ _ _ _ _ _ _ . _ _ _ . _ _ _ . _ _ _ _ . _ _ . . _ . . _ _ _ _ _ . . . . . _ . _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . . _ _ _ _ _ 54Recommendations for the application of systems for three~way interchanges . _ _ _ _ _ . . . . _ _ . . . _ _ 55*Left-facing' trumpet _ _ _ _ . _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ _ . _ _ _ . _ _ . _ _ . _ . _ . _ . . _ . _ _ . _ _ _ _ _ _ _ . _ _ _ _ . _ . _ _ 56'Pear' _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ . _ _ . _ . _ _ . _ _ . _ _ _ _ _ _ _ _ . . _ _ . . _ . _ _ . _ _ _ _ _ . _ _ _ _ _ _ . . . . _ . _ _ 56

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i Fig. 45` Fig. 46

Fig. 47Fig. 48Fig. 49Fig. 50

' Fig. 51Fig. 52Fig. 53

. Fig. 541 Fig. 55

Fig.Fig.Fig.Fig.

575859

Fig. 61Fig. 62Fig. 63Fig.

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Fig.

Fig. 69

Fig. 70Fig. 71Fig.

Fig.

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64-Fig_ 65Fig. 66

68

72Fig. 73Fig. 74

75Fig. 76

PThree-level T-interchange with one grade-separation structure _ _ _ _ . . _ _ . _ _ _ _ _ _ _ _ ag;T-interchange with three grade-separation structures _ _ _ _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ . _ , _ _ 57Y-interchange without uniform definition of mainline carriageways _ _ _ _ _ _ . _ _ _ _ _ _ . . _ _ _ _ _ _ _ _ _ _ _ 58Grade-separated fork junction (motorway turnoff) _ _ . _ _ _ _ _ _ _ _ _ . _ _ _ . . _ _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ 53Recommendations for the application of four-leg and three-leg partially grade-separatedjunction systems _ _ _ . _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ 60Diagonai half-cloverleaf with exit upstream of the grade-separation structure . _ . _ . _ . _ _ . _ . _ _ _ _ _ _ 61Diagonai half-cloverleaf with exit downstream of the grade-separation structure _ _ _ _ _ _ . _ _ _ _ _ _ _ _ 62Symmetrical half-cloverleaf _ _ . _ _ . . _ _ _ _ . . _ _ . _ _ . _ _ . . _ _ _ _ _ _ . . . . _ . _ _ _ _ _ . _ _ _ . _ _ _ _ _ _ _ . _ . _ _ 63Diamond with two intersections _ _ _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ _ . . _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ . _ _ _ _ _ _ _ _ _ 64Diamond with an intersection _ . _ _ _ _ _ _ . _ _ _ _ . . _ _ _ . . _ _ _ _ _ _ . _ _ _ . _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ 65Diamond with one intersection that has been expanded in two axes _ _ . _ _ _ _ _ _ . . _ . _ _ _ _ _ _ _ _ _ _ _ _ 65Junction system in trumpet form _ . _ _ _ . . _ _ _ _ . . _ _ _ . _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ 66Slip road types and connector road groups with recommended radius speeds Naampe [km/h]) _ _ _ _ 68Connector road cross~sections and the situations in which they are used (dimensions in [m]) _ _ _ _ _ 69Crossfalls for connector roads in relation to connector road speed (Table 21) and the curve radius 72Widening of the carriageway in tight curves in situations where a straight is followedby a clothoid and a circular curve _ _ _ _ _ _ _ _ . _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ . _ . _ _ . _ _ _ _ _ . _ _ . _ _ _ 72

Fig. 56 a: Types of exits on mainline carriageways _ _ . _ _ _ . _ _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ 7456 b:Types of exits on mainline carriageways _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . _ . _ _ _ _ . _ _ _ _ _ _ 75

Types of exits in the connector road system _ . _ _ _ _ _ _ . _ _ _ _ _ . . . _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ 76Additional exit type for the connector road system at urban motorway junctions (EKA 3) _ _ _ _ _ . _ _ _ 76Types of entries cn mainline carriageways _ _ _ _ . _ . _ _ . _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ 79Types of consecutive entries on mainline carriageways . _ _ _ _ _ _ _ . _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ 80Additional types of entries on mainline carriageways on EKA 3 motorways _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ 81Types of entries in the connector road system . _ _ _ _ _ . _ _ _ _ . _ _ _ . . _ _ _ _ _ _ . . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ 82Entry sight distance _ . _ _ . _ _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ . _ . _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ . _ . _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ 83Types of universally applicable weaving areas _ _ _ _ . _ . _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 84Special types of weaving area for the connector road system _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ 84introduction of climbing lanes on a new build project (left) and when reconstructing or improvingstretches of an existing motorway (right) _ _ _ . . _ _ _ _ _ _ _ _ _ . . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ . _ _ _ 93Central reserve crossing point when two lanes are carried across the central reserveon a standard cross-section RQ 31 (dimensions in [m]) _ _ _ . _ _ _ _ . _ . . . _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ . . _ . _ _ 94Cross-section solutions for urban motorways with parallel local roads (schematic diagram,details of equipment are not included): at-grade and partially depressed carriageways . _ . . _ _ _ _ _ _ 102Cross-section solutions for urban motorways with parallel local roads (schematic diagram,details of equipment are not included): fully depressed carriageway _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ 103Full asymmetrical widening (dimensions in [m]) . . _ _ . _ _ _ _ _ _ _ _ _ _ _ . _ _ . _ _ _ . _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ 104Partiai asymmetrical widening (dimensions in [m]) _ _ _ . . _ _ _ _ _ _ _ _ _ _ _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ 105Symmetrical widening (dimensions in [m]) . _ _ . . _ . . _ . _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ . _ _ _ _ _ _ _ 106Characteristic points of the clothoid . _ _ _ _ _ . _ _ . . _ _ _ _ _ _ _ _ _ . _ . _ _ . _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 109Geometry of the clothoid _ _ _ _ _ _ . . _ _ _ _ _ . _ . _ _ . _ _ _ _ _ _ . _ _ . . . _ . _ _ _ . _ . . _ . _ . _ . _ _ _ _ . _ _ _ _ _ _ _ _ 109Crest and sag curve with quadratic parabolic curve _ _ . . . _ . _ _ _ _ . _ . _ _ _ _ . _ _ _ . _ . _ _ _ _ _ . _ _ . . _ _ _ 110Link between stopping sight distance and crest diameter . _ . _ _ . . . _ _ _ . . _ _ _ _ _ _ _ _ _ _ _ _ . . _ . . . _ _ 111

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List of tables

Table 1:Table 2:Table 3:Table 4:Table 5:Table 6:Table 7:Table 8:

Table 9:Table 10:Table 11:Table 12:Table 13:Table 14:Table 15:Table 16:Table 17:Table 18:Table 19:Table 20Table 21Table 22Table 23:Table 24Table 25Table 26Table 27

Table 28Table 29Table 30:Table 31Table 32:Table 33:

118

PageRoad categories as defined by RlN and the scope of the RAA . _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ _ 7Road safety . _ _ _ _ _ . _ . . _ _ _ _ . _ _ . . _ _ _ _ _ _ _ _ . _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 9Traffic flow quality _ _ . _ _ _ _ _ _ . _ . _ _ _ _ _ _ . _ _ . _ _ _ _ . _ _ _ . _ . _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ _ . _ _ 11Spatial planning _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ . _ _ _ _ _ _ . _ _ _ _ _ . _ . _ _ . _ . _ . _ _ _ _ _ _ _ . . . _ _ _ _ _ _ . _ _ _ . _ _ _ 11Town planning _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ . . _ . _ _ _ _ _ _ _ _ _ _ . . _ _ _ _ _ _ _ . _ . _ _ _ _ _ _ . _ _ _ _ _ _ _ 11Nature and the environment _ _ _ _ _ _ . _ _ _ _ _ . . . _ _ _ _ . _ . _ . _ _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 13Costs _ _ _ _ . _ _ . _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . . _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . . _ _ _ 13Stages of motorway planning and design as well as the relevant service phases asdefined by the HOAI _ . _ . _ _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ . _ _ _ _ _ . _ . _ _ _ 14Design classes for roads belonging to category AS _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ 17Design classes and design features _ . _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ _ _ _ _ 17Allocaticn of tunnel cross-sections to standard cross-sections on the open road _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 27Minimum radii (where q = 6.0 %) and minimum lengths for circular cun/es . _ _ _ _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ 28Minimum parameters for clothoids _ _ _ _ . . . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ 29Maximum longitudinal gradients . _ _ . _ _ _ _ . _ _ _ _ _ _ _ . _ . _ _ _ _ . . _ . . _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ 30Minimum diameters for crests and sags _ _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . . _ _ _ _ _ _ _ _ . . _ . . _ . . . _ _ _ _ _ _ 30Minimum tangent lengths _ _ . _ _ _ _ _ _ _ _ . . . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ . _ _ _ _ _ _ _ _ _ 30Minimum radii for the design of crossfalls in the direction of the outside of the curve _ _ _ _ . _ _ _ _ _ _ _ 38Limiting values for the relative grade _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 40Uniform tapering for carriageway widening using two quadratic parabolic curves _ _ _ _ _ _ _ . _ _ _ . _ _ 42Minimum values for the actual junction spacing (e) _ _ _ _ _ _ _ _ _ _ . . _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ 44Parameter limits for connector road design elements _ _ _ _ _ _ _ . _ . _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ 71Values for the dimensions lA and IZ for exit type plans (dimensions given in [m]) _ . _ _ _ _ _ _ . _ _ . . _ _ 73Application parameters for exit types on mainline carriageways _ _ _ _ _ . _ _ . _ _ _ _ _ _ _ _ _ . . _ _ . _ _ . _ _ 77Values for the dimensions IE and IZ for entry type plans _ _ . _ _ _ _ _ . _ _ _ _ _ _ . . _ . _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ 78Application parameters and minimum weaving lengths IV for weaving area types _ _ _ _ _ _ _ . . _ _ . _ _ 85Summary of operation and design features _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ . . _ _ _ . _ _ _ _ . _ . _ _ _ _ _ _ _ _ _ 101The impact of selected marginal conditions on the choice of widening approach when widening amotorway from four lanes to six _ _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 107Decisive adhesion coefficient f† [-] _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ 108Minimum curve radii min R [rn] (open road) . _ _ _ _ . _ _ _ _ . _ . _ _ _ . _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ _ . _ _ _ _ _ _ _ _ _ _ 108Minimum curve radii min R [m] (slip roads at junctions) . . . . _ . _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ . . _ _ 108Minimum curve radii min R [m] for crossfalls to the outside of the cunre _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . _ . _ _ 108Values of the clothoid characteristic points . . _ _ . _ _ _ _ . . . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . . . _ _ _ _ _ . _ . _ _ _ _ 109Stopping sight distance Sh [m] _ _ _ _ _ . _ _ _ . _ . _ _ _ _ _ _ . _ . _ _ _ . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ . _ _ _ . _ _ _ . _ _ _ _ _ 112

'† _ _ "_ ' _* i' - S..

Appendix 11List of abbreviations

I Abbreviation MeaningAAKSAMARAR*ARSASRATRAUSABABBAB-FmBImSchGBImSchVBMVBSBNatSchGDIN

* DWEE*

EKAEKL

à ENI ER

FBRFFHFStrAbGFStrGGSRHOAIKfzKV

I LBPLkw

I LsALWNLLPWC

r RLT` ROG

ROStVOStVZOSWISUVSUVPGVBA

' VR-Typen

exit typeInstructions for Calculating Costs in Road Constructionmotorway maintenance depotexit type for the connector road systemtypes for exits on connector roadsGeneral Circuiar concerning Road Constructionadapted (*compressed') loopadapted tangentiai slip roadtelephone network in authorities and premisesfederal motorwayfederal motorway telecommunications networkFederal Pollution and Noise Control ActRegulation on the Implementation of the Federal Pollution and Control Act (Traffic Noise Ordinance)Federal Ministry of Transport, Building, and Urban DevelopmentFederal Nature Conservation ActDeutsches Institut für Normung (German Standardization Institute)Average daily traffic volume (ADT)entry typetypes for entries on mainline carriagewaysmotorway design classesrural road design classesEuropean standardentry type for the connector road systemedge of the carriagewayFauna Flora HabitatDevelopment of the Federal Trunk Road Network ActFederal Trunk Road Acteiongated loopOrdinance concerning Remuneration for Architects and Engineersmotor vehiclesmall roundaboutsAccompanying Plan for Landscaping and Environmental Protectiontrucktraffic lightsclear spanparallel left-turning lanesunstaffed motorway services areas with or without toilet facilities'right-facing' trumpetSpatial Development Actstandard cross-sectionGerman Road Traffic RegulationsGerman Road Vehicle RegulationsRoad condition and weather information systemEnvironmental Impact StudyEnvironmental Impact Assessment (EIA)trafiic control systemsweaving areas for the connector road system

' V-Typen universally applicable weaving areasVWV-StVO General Administrative Provision on the German Road Traffic RegulationsWSG water protection areas

-i ZP object heightl_! 119

ı

5+

Remarks on the system of technical publications of the FGSV

R stands for regulations:These publications either specify the technical design or realization (R1) orgive recommendations on the technical design or realization (R2).

W stands for information documents:These publications represent the current state-of-the-art knowledge anddefine how a technical issue shall be practicably dealt with or has alreadybeen successfully dealt with.

Category R1 indicates 15' category regulations:R1-publications contain the contractual basis (Additional TechnicalConditions of Contract and Guidelines, Technical Conditions of Delivery

I and Technical Test Specifications) as well as guidelines. They are alwayscoordinated within the FGSV. R1-publications - in particular if agreed onas integral part of the contract - have a high binding force.

Category R2 indicates 2'“ category regulations:, R2-publications contain information sheets and recommendations. They

are always coordinated within the FGSV. Their application as state-of-the-art technology is recommended by the FGSV.

Category W1 indicates 1*“ category documents of knowledge:Wi-publications contain references. They are always coordinated withinthe FGSV but not with external parties. They represent current state-of-the-art knowledge within the respective responsible boards of the FGSV.

Category W2 indicates 2“d category documents of knowledge:W2-publications contain working papers. These may include preliminaryresults, supplementary information and guidance. They are notcoordinated within the FGSV and represent the conception of an individualboard of the FGSV.

-ıııE&.1å VERLAG

Published by:FGSV Verlag GmbH

D-50999 Cologne/Germany - Wesselinger Straße 17Phone: 0 22 36/38 46 30 ~ Fax: 0 22 36 / 38 46 40

E-Mail: [email protected] - Internet: www.fgsv-verlag_deMai 2011

FGSV 202 E

E111

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