Professional Documents
Culture Documents
Part 4
tD 70/08
SUMMARY
August 2008
design manual for roads and bridges TD 70/08
Volume 6, Section 1,
Part 4
TRANSPORT SCOTLAND
REGISTRATION OF AMENDMENTS
Amend Page No Signature & Date of Amend No Page No Signature & Date of
No incorporation of incorporation of
amendments amendments
August 2008
Volume 6 Section 1
Registration of Amendments Part 4 TD 70/08
REGISTRATION OF AMENDMENTS
Amend Page No Signature & Date of Amend No Page No Signature & Date of
No incorporation of incorporation of
amendments amendments
August 2008
DESIGN MANUAL FOR ROADS AND BRIDGES
Part 4
tD 70/08
Contents
Chapter
1. Introduction
2. Design Principles
3. Geometric Standards
4. Junctions
7. Economics
8. References
9. Enquiries
August 2008
Volume 6 Section 1 Chapter 1
Part 4 TD 70/08 Introduction
1. introduction
Relaxations
2. design principles
2.7 The implementation of a WS2+1 road should 2.9 Permitted junction locations are given in
always be viewed in the context of the overall route paragraph 4.1.
strategy to ensure the driver is not confronted with
numerous types of road layout.
AY
EW
Single Lane Section
G
IA
RR
CA
LE
GN
Overtaking Lane Section SI
AY
E W
A G
RRI
CA
LE
NG
SI
AY
EWG
RIA
Design Speed
2.15 Design Organisations must consider
2.10 The requirements for the selection of Design maintenance issues on a scheme by scheme
Speeds of single carriageway roads are set out in TD 9 basis. The application of this Standard does not
(DMRB 6.1.1). obviate the need for such considerations. The
Design Organisation must compile a statement of
2.11 Careful consideration is required where a WS2+1 scheme specific maintenance and health and safety
road terminates. The same standards of horizontal issues ensuring that all maintenance activities are
and vertical alignment and visibility that apply to the considered. The Design Organisation must consult
WS2+1 road should normally be applied to that length with the Maintaining Organisation/Operator when
of two lane single carriageway road that is within 1.5 compiling this statement. This paragraph does not
times Desirable Minimum Stopping Sight Distance of relieve Design Organisations of their statutory
the WS2+1 interface. health and safety responsibilities.
Alignment
2.16 Design Organisations should refer to current
Overseeing Organisation and Maintaining Organisation
2.12 Standards for the alignment of WS2+1 roads practice on temporary traffic management operations.
should be as defined for single carriageway roads in
TD 9 (DMRB 6.1.1). Where the WS2+1 road cross-
section is applied to an existing single carriageway road,
the use of Band C curves is permitted as a Relaxation,
provided that Desirable Minimum Stopping Sight
Distance is achieved.
3. geometric standards
NOTES
NOTES
1. Double white line to TSRGD Diagram1013.1B to incorporate
1. Double white
differential line to surfacing.
coloured be TSRGD Diagram 1013.1B to incorporate
differential
(red coloured
in Scotland and surfacing
Northern (red in Scotland and Northern
Ireland)
Ireland). White lines to be 150mm wide.
Hard Hard
Berm Slope Verge Strip Carriageway Strip Verge Slope Berm
(A) (B) (C) (D) (E) (D) (C) (B) (A)
E
Road Type A B C D D C B A
L1 M L2 L3
Wide single Varies Varies 2.5m 1.0m 1.0m 2.5m Varies Varies
2+1 (WS2+1) min. 3.5m 1.0m 3.5m 3.5m min.
Figure 3/1
Figure 3/1:: Cross-section
Cross-Section Width
Widthforfor
WS2+1 Roads
WS2+1 Roads
Geometric Standard
Chapter 3
130m Taper 1:50 min Extent of Constraint Taper 1:50 min 130m
a) Conflicting Changeover
b) Non-Conflicting Changeover
Volume 6 Section 1
Part 4 TD 70/08
August 2008
Figure
Figure 3/2:3/2: Removal
Removal of Overtaking
of Overtaking Lane
Lane at at Restricted
Restricted Locations
Locations
Volume 6 Section 1 Chapter 3
Part 4 TD 70/08 Geometric Standards
3.3 The road crown must be located within the 3.5 The desirable maximum overtaking lane
double white lines and not within traffic lanes. section length is 1500 metres. Relaxations are
permitted up to a maximum length of 2000 metres.
3.4 The desirable minimum overtaking lane 3.6 The two principal types of changeover are shown
section length is 800 metres (see Figures 2/1 and in Figure 3/3.
2/2). A length of between 600 and 800 metres
is permitted as a Relaxation. (For Differential
Acceleration Lane lengths see paragraph 4.9.)
Full width
overtaking lane 130m 40m 130m
Full width
a) Conflicting Changeover overtaking lane
Full width
25m 25m overtaking lane
Full width
overtaking lane
b) Non-conflicting Changeover
Figure 3/3:
Figure Dimensions
3/3: of Changeovers
Dimensions of Changeovers
WS2+1 Interfaces
4. junctions
General Roundabouts
4.1 Junctions and accesses require careful 4.7 Roundabouts are appropriate for junctions
consideration with respect to their locations on a on WS2+1 roads. They must be designed in
WS2+1 road. Junctions and accesses must only be accordance with the requirements of TD 16
located at changeovers, at WS2+1 interfaces or on (DMRB 6.2.3). Overtaking lane sections may start
the S2 or WS2 road at least 500 metres from that directly at the exit from the roundabout.
point where the road cross-section returns to S2 or
WS2.
4.8 Differential Acceleration Lanes (DALs) may
4.2 WS2+1 roads must be designed to minimise be provided on the exit from roundabouts to enable
the number of junctions. This may be achieved by vehicles leaving the roundabout to overtake slower
connecting side roads and accesses to a collector vehicles.
road running parallel to the WS2+1 road. The
collector road junction with the trunk road should
be located as described in paragraph 4.1. 4.9 DALs must have a minimum length of
250 metres. Desirable Minimum Stopping Sight
Distance must be provided throughout the full
4.3 Designers should aim to provide a junction length of a DAL.
strategy incorporating layouts that have consistent
standards. Therefore the number of different junction
types should be minimised. 4.10 The appropriate length of a DAL should be
assessed on the basis of site conditions. Factors
affecting the optimum length of a DAL include
4.4 Left-in/left-out junctions must not predicted traffic volumes and composition, design
be provided on WS2+1 roads except where speed, sight distance and gradient.
incorporated within grade separated junctions as
described in paragraphs 4.13 to 4.18.
4.11 DALs must be laid out as shown in
Figure 4/3. The DAL cross-section must be in
Priority Junctions accordance with Figure 3/1.
NOTES:
a = Turning Length (+ Queuing Length if required)
b = Deceleration Length
c = Direct Taper Length
Lengths a, b and c to be determined from TD 42
c
50m 130m Taper
b
a min
a) Conflicting Layout
20m 25m
c
25m 50m
b
max a
b) Non-conflicting Layout
20m 25m
c
100m Taper 1:50min. 50m
b
max a
c) WS2+1 Interface
Junctions
Chapter 4
Running Carriageway
1.5m Hardstrip
1.5m Hardstrip
Running Carriageway
Bellmouth Tangent
Insert A: Central Reserve Dimensions 50m min 130m Taper
Physical Island
Point
Refer to Insert A
1.0m
3.5m
5.0m
3.5m
1.0m
Bellmouth Tangent Point
NOTES:
1. Physical widening to accommodate increased
cross-section to be applied through tapers
2. Merging tapers are not permitted.
Volume 6 Section 1
Part 4 TD 70/08
August 2008
Introduction
6.5 Field accesses must not directly connect to
6.1 This chapter gives guidance on provision for WS2+1 roads.
non-motorised users (NMUs) on WS2+1 roads. It
considers the needs of pedestrians (including the
disabled), cyclists and equestrians. It also considers the 6.6 Farm underpasses and accommodation tracks
implications of WS2+1 roads on slow-moving vehicles. should be considered from an early stage in the design
process.
Non-Motorised Users
Slow-Moving Vehicles
7. economics
• the detailed modelling of individual vehicles and 7.8 At present, neither TUBA nor PEARS calculates
the interaction between faster and slower-moving accident cost savings. Therefore a separate accident
vehicles during overtaking manoeuvres and in analysis is required. Generally, this analysis is
the formation of new platoons downstream of undertaken using an ‘accident-only’ COBA (‘accident-
the dedicated overtaking section. This detailed only’ NESA in Scotland) model to determine the
modelling is able to provide the outputs for potential savings in accidents.
economic assessment including the quantification
of downstream benefits. 7.9 The treatment of accident and maintenance costs
(see paragraph 7.10) on WS2+1 schemes is based on
Cost Benefit Analysis and Software costs equivalent to those of a wide single carriageway.
This approach is recommended for the modelling of
7.4 In economic terms, heavy vehicles do not benefit WS2+1 schemes in the UK, whether using COBA or
significantly from the provision of a section of WS2+1 NESA.
on a single carriageway road. It is the light vehicles
(i.e. cars and vans) that benefit most from the increased Construction and Maintenance
overtaking opportunities provided. In addition, the
benefits of sections of WS2+1 road are felt not just 7.10 An estimate of user costs during construction
over the length of the scheme but for several kilometres using the QUADRO program should also be undertaken
downstream. if the WS2+1 improvement is to an existing road.
Future maintenance costs and delays to users during
7.5 The provision thus reduces frustration, makes maintenance should also be considered.
overtaking easier and less stressful and permits
improved average speed for light vehicles, assisting
journey time reliability.
8. references
TA 46 (DMRB 5.1.3) Traffic Flow Ranges for use in the Assessment of new Rural Roads
TD 69 (DMRB 6.3.3) The Location and Layout of Lay-bys and Rest Areas
9. enquiries
All technical enquiries or comments on this Standard should be sent in writing as appropriate to:
Director of Engineering
The Department for Regional Development
Roads Service
Clarence Court
10-18 Adelaide Street
Belfast R J M CAIRNS
BT2 8GB Director of Engineering
Volume 6 Section 1
Part 4 TD 70/08
August 2008
Figure A/1: Signs and Markings at WS2+1 Interface (Commencing on Single Lane Section)
August 2008
Part 4 TD 70/08
Volume 6 Section 1
Notes:
Appendix A
Figure A/2: Signs and Markings at WS2+1 Interface (Commencing on Overtaking Lane Section)
A/3
A/4
Volume 6 Section 1
Part 4 TD 70/08
August 2008
Part 4 TD 70/08
Volume 6 Section 1
Traffic Signs and Road Markings (Sample Layouts)
Notes:
1. Diagram Numbers refer to Traffic Signs Regulations
and General Directions.
2. Distance information on informatory signs should follow the
advice in Traffic Signs Manual Chapter 4 paragraph 5.9,
except in Scotland where the length of the Overtaking Lane
Section is to be provided.
3. Road studs to be placed in accordance with Traffic Signs
Manual Chapter 5.
Appendix A
Figure A/4: Signs and Markings at Non-Conflicting Changeover
A/5
A/6
Volume 6 Section 1
Part 4 TD 70/08
August 2008
Notes:
1. Authorisation required for
markings as illustrated.