Ministry of

Public Works
Transport
And Housing
Directorate
of Roads
ICTAAL
(Instruction sur les Conditions Techniques dAmnagement des Autoroutes
de Liaison)
NATIONAL INSTRUCTION ON TECHNICAL NATIONAL INSTRUCTION ON TECHNICAL
DESIGN REQUIREMENTS FOR RURAL DESIGN REQUIREMENTS FOR RURAL
MOTORWAYS MOTORWAYS
CIRCULAR OF 12 DECEMBER 2000 CIRCULAR OF 12 DECEMBER 2000
|/C>||||| 0R|0|H/| /|R
C
Roads and Motorways engineering Department

ICTAAL
(Instruction sur les Conditions Techniques dAmnagement des Autoroutes de
Liaison)
NATIONAL INSTRUCTION ON TECHNICAL
DESIGN REQUIREMENTS FOR RURAL
MOTORWAYS
CIRCULAR OF 12 DECEMBER 2000
Roads and Motorways Engineering Department
Centre for Safety and Road Engineering
46, avenue Aristide Briand - BP 100 - 92225 Bagneux Cedex - France
Phone: 33 1 46 11 31 - Fax: 33 1 46 11 31 69
Website: http://www.setra.equipement.gouv.fr
This document was drawn up within the following work structure:
A Steering Committee, chaired by Jean-Pierre FORGERIT (General Council for Highways and
Civil Engineering), with the following members:
Franois-Daniel MIGEON, and subsequently D.R. (R./A.R.)
Christophe MASSON
Yves GASCOIN, and subsequently D.R. (R./C.A.)
Henri LOURDEAUX
Jean-Louis MIGNARD D.S.C.R. (S.R.)
Bernard LAFFARGUE SETRA
Jean-Marc SANGOUARD SETRA
Jol GILLON CETE du SUD-OUEST
Thierry LAGAT DDE de lHERAULT
Bernard CATHELAIN SANEF
Jean-Michel GAMBARD SAPRR
Michel GUERIN COFIROUTE
Alain ROBILLARD ASF
Hubert MAGNON- PUJO SCETAUROUTE
A project team in charge of designing and preparing the document, led by Jean-Marc
SANGOUARD (SETRA, Roads and Motorways Design Engineering Office), with the following
members:
Lionel PATTE SETRA
Gilles ROUCHON SETRA
Christine MARCAILLOU SETRA
Christian GOURDEL DREIF
Jean-Claude BEGAULE CETE du SUD-OUEST
Bernard EDERT CETE RHONE-ALPES
Annie MEURIOT CETE de lOUEST
Philippe RENIER DDE de SEINE-et-MARNE
Jean-Marie BRAUN INGEROP
Thierry CRESSON SETEC International
Max JALLEY SCETAUROUTE
Philippe BOIVIN SAPN
Philippe DE BECHEVEL SAPRR
Luc-Amaury GEORGE COFIROUTE
Jean-Pierre HAMANN SANEF
Michel LALLAU ASF
Lionel PATTE (SETRA, Roads and Motorways Design Engineering Office) was in charge of the
technical secretariat of this project and drafting of the document
This document is French Government property and may not be used or reproduced,
even partially, without permission from SETRA
2001 SETRA Copyright 1st quarter 2001 - ISBN 2.11.091797-0
Photo credit: Directorate of Roads
Designed and printed by Soregraph Levallois
Translation: Valerie JACOB .
3
S r e
TABLE OF CONTENTS
CIRCULAR 4
FOREWORD 7
CHAPTER 1: GENERAL DESIGN 9
CHAPTER 2: VISIBILITY 13
CHAPTER 3: HORIZONTAL AND VERTICAL ALIGNMENT 17
CHAPTER 4: CROSS-SECTION 21
CHAPTER 5: INTERCHANGES 27
CHAPTER 6: RESTORATION OF COMMUNICATIONS 33
CHAPTER 7: FACILITIES AND USER SERVICES 35
CHAPTER 8: MOTORWAY SECTION IN DIFFICULT RELIEF 39
CHAPTER 9: CONVERTING A ROAD INTO A MOTORWAY 41
GLOSSARY 43
TABLE OF ABBREVIATIONS 49
TABLE OF NOTATIONS 50
BIBLIOGRAPHY 51
ANNEXES 55
4
I R E
Ministry of Public Works,
Transport and Housing
________
Directorate of Roads
________
Circular No. 2000 87 of 12 December 2000
amending the
National Instruction on Technical Design Requirements
for Rural Motorways of 22 October 1985
(Instruction sur les Conditions Techniques dAmnagement
des Autoroutes de Liaison - ICTAAL)
NOR: EQUR0010213C
published in Official Gazette No. 24 of 10 January 2001
_____________
MINISTRY OF PUBLIC WORKS,
TRANSPORT AND HOUSING
to
- Regional Prefects,
- Regional Public Works Directorates
- Civil Engineering Centres
- Dpartement (County) Prefects,
- County Public Works Directorates
- General Engineers in charge of co-ordinating General Regional Inspection Assignments,
- General Engineers specializing in Roads,
- General Engineers specializing in Engineering Structures,
- President of the Motorway Concession Companies Control Assignment,
- Director of the Roads and Motorways Engineering Department,
- Director of the Centre for Studies on Road Networks, Transport, Urban Planning and Public
Construction,
- Director of the Tunnel Engineering Centre,
- Director of the Central Road Research Laboratory.
___________________
The national Instruction annexed to this circular supersedes and replaces the Instruction of 22
October 1985 covering the national road network.
It must be applied for all interurban motorway projects, whether they cover new infrastructure or
improvements to existing roads. Within the meaning of this circular, motorways are roads with
separate carriageways, each with at least two lanes in their link sections, isolated from their
surroundings and with grade-separated junctions.
C r c u l a r e
5
Motorways in urban areas come under the National Instruction on Technical Design
Requirements for Urban Express roads (Instruction sur les Conditions Techniques dAmnagement
des Voies Rapides Urbaines - ICTAVRU). Irrespective of their status, roads with separate
carriageways each having a single traffic lane and overtaking gaps, will be the subject of a future
Instruction.
It has proved necessary to update this ICTAAL Instruction on rural motorways not only to
incorporate technical knowledge and developments that have been evolved since 1985 but also to
better adapt motorways to their technical, environmental, socio-economic and financial contexts.
Special rules have therefore been introduced for motorways with moderate traffic, motorway sections
in difficult relief and for converting a road into a motorway.
This update makes better provision for user safety and comfort as regards self-explaining road
design, visibility conditions, and road facilities and equipment.
It retains the concise, synthetic form of the previous version and, for most of the special
technical characteristics and some functional characteristics, it refers to specific separate Instructions
(such as those on traffic signs, safety barriers or cross-sections of non-standard engineering
structures), guides or memos from the central technical departments, and - for its basic principles - to
a supporting document.
It will be updated as required to ensure continued relevancy over the longer term.
This Instruction is applicable to projects not yet subjected to an approved preliminary design
study. Other projects must be adapted to take account of these new rules provided this does not give
rise to extra costs or significant delays.
With a view to making the road network consistent throughout the country, I invite you to inform
local and regional authorities of this Instruction so that those who wish to use it to prepare projects
under their responsibility may do so.
For the Minister and by delegation
Director of Roads
Patrick GANDIL
6
C r c u l a r e
7
FOREWORD
SCOPE
This ICTAAL Instruction concerns the design of interurban motorways both for the
construction of new infrastructure and improvements to the existing network. The term
motorway under this Instruction refers to a road with separate carriageways each with at
least two lanes in their link section, isolated from their surroundings and with grade-
separated junctions.
This Instruction contains general principles and basic technical rules on this subject.
Preliminary studies and detailed technical rules and recommendations are covered by
specific documents.
ICTAAL does not apply to:
other types of major roads such as single-carriageway roads with limited access
(express roads), interurban arterial roads and major roads, which are covered by a
guide Amnagement des Routes Principales (ARP major road design guide);
roads with separate carriageways each with a single traffic lane and overtaking gaps,
which will be covered by a future Instruction;
motorways in urban areas, considered as urban express roads, which come under
the Instruction sur les Conditions Techniques dAmnagement des Voies Rapides
Urbaines ICTAVRU - National Instruction on Technical Design Requirements for
Urban Express Roads), including where these roads provide continuity or completion
of an interurban motorway. However, in peri-urban areas, where the present or future
nature of the road is not very urban, it is advisable to apply the rules of the ICTAAL
Instruction.
Some of these rules may be granted derogations by ministerial decision.
STRUCTURE
This document contains nine chapters.
Chapter 1, on general design, describes how to adapt the project to its context.
Chapter 2 lays down visibility rules for all aspects of design.
The next three chapters describe the main geometric characteristics of the motorway:
alignment (3), cross-section (4) and interchanges (5).
Chapters 6 and 7 give the principles for restoring communications and for facilities and
user services.
Chapters 8 and 9 give specific rules for motorway sections in difficult relief and for
converting a road into a motorway.
8
a m b u l e
P R E A M B U L E
9
CHAPTER 1
GENERAL DESIGN
The first design stage is the choice of general characteristics: the road type which
determines the Instruction to be applied, the road category which determines the main
geometric characteristics of the alignment, the number of lanes, the synoptic pattern of
interchanges and ancillary areas and, where applicable, the phased development of the
project.
These choices, some of which may have been made for previous studies, depend on
the project owners objectives for the function types and the level of service assigned to the
road. They require an overall approach and are based on preliminary studies that take
account of environmental constraints, socio-economic aspects and financial considerations.
1.1. FUNCTION OF THE MOTORWAY
Motorways link urban areas or regions, mainly over medium and long distances, and
are an integral part of the European context. They offer users a high level of service in terms
of safety, travel times, comfort and ancillary services.
1.2 CHOICE OF MOTORWAY CATEGORY
Motorways or motorway sections are classified in two categories differentiated by the
level of their horizontal and vertical alignment characteristics. The choice of category is a
consequence of the environment in which the motorway lies (relief, land use, etc.). It must be
consistent with the perception the user has of it.
The categories are as follows:
Category L
1
, suited to plains or valleys where relief constraints are moderate;
Category L
2
, better suited to more difficult relief owing to the economic and
environmental impacts involved.
These categories are appropriate to maximum permissible speeds of 130 and 110 km/h
respectively.
A motorway section passing through particularly difficult relief cannot be categorized and is
subject to special rules set out in Chapter 8.
Consecutive sections in different categories must be at least ten kilometres long. The change
of category will occur at a change in the environment that is clearly perceptible by the user.
Compliance with the rules for sequencing of alignment elements will ensure good conditions
for a smooth transition.C o n c e p t o n g n r a l e
C O N C E P T I O N G E N E R A L E
C H A P I T R E 1
10
1.3. DESIGNING THE MOTORWAY
1 1.3.1. TRAFFIC DETERMINING THE DESIGN
The motorway design number of lanes in link section or on slip roads, number of
tollgate lanes, ancillary areas is determined:
for "thirtieth hour" traffic. The hourly traffic levels indicated in the rest of the
document are relevant to this definition. They are expressed in pcus in order to
integrate heavy traffic constraints;
on the basis of traffic forecasts on opening the road and projected traffic trends,
taking account of the effect of interlinking the network, with a view to optimizing the
provision of services in relation to costs.
1 1.3.2. MODERATELY TRAFFICKED MOTORWAY
A motorway is said to be moderately trafficked when, on opening, it carries an average
daily traffic level of less than 10,000 v/d. This classification and any related adjustments,
which are permissible up to a traffic level of 1,400 pcu/h in the direction of heaviest traffic
(above this level, the motorway will receive normal characteristics), can be modulated
according to the motorway operating conditions.
1 1.3.3. CHOOSING THE NUMBER OF LANES
In the link section, the number of lanes per direction varies from two to four.
The hourly flow on the lane with the heaviest traffic must not exceed saturation flow,
estimated at 1,800 pcu/h except, where applicable, in the case of occasional, or particularly
seasonal, peak traffic, if this will avoid adding another lane that is comparatively underused
in the intervening time.
1.4. SYNOPTIC PATTERN OF INTERCHANGES
Interchanges provide access to major centres or connect motorways to a nearby trunk
road. They are critical points that are costly to build and operate, particularly for closed toll
systems.
Owing to their socio-economic implications, it is important to justify their positioning and
date of construction, in relation with the development prospects of the regions given access,
and to take account of the impact of their siting on the level of service of the roads they
interlink.
The distance between two interchange points is usually around twenty kilometres. But it
is normal for it to be shorter close to big cities, on crossings of densely populated regions
and in the case of conversion of an existing road, or for it to be longer in other contexts.
C H A P I T R E 1: C o n c e p t o n g n r a l e
11
1.5. SYNOPTIC PATTERN OF ANCILLARY AREAS
The synoptic pattern of ancillary areas is determined by taking account of the structure of the
motorway network.
The location, type and capacity of these areas must be consistent with the level and type of
traffic. The concern to optimize service to the user in terms of building and maintenance
costs may cause work to be deferred or partially executed, depending on foreseeable traffic
trends.
1.6. STAGED CONSTRUCTION OF A MOTORWAY
The concern to keep project costs within a budget consistent with the services provided for
the user may result in staged construction of the motorway.
Over and above technical considerations, such as phased construction of pavement
structures and verges, interchanges or ancillary areas, the levels of traffic or financial
constraints may make it necessary to opt for transverse or longitudinal phasing.
1 1.6.1. TRANSVERSE PHASING
a) Motorways that can be widened
For dual two-lane motorways that can be widened to dual three-lane or even dual four-
lane motorways, and for moderately-trafficked motorways, protective measures, such as land
acquisition, clearance of rights-of-way, special earthworks or engineering structures, may be
taken depending on the foreseeable date of widening the motorway and the conditions of the
corresponding work.
b) Localized construction in two transverse phases
In a very difficult area, for which the crossing is particularly costly (such as a non-
standard bridge or a tunnel), it is feasible to build a single carriageway as the first stage,
where justified by the socio-economic assessment.
To make the design more self-explaining for the user, this construction method requires
the preparatory work for the second phase to be postponed, the work on the phased portion
of motorway to be consistent with its operating method and the ends of this portion to be
treated with the greatest care.
1 1.6.2. LONGITUDINAL PHASING
To maintain consistency and safety of a motorway link during the interim stages of
construction, it is important to build long enough, well-defined motorway sections, to limit
areas of discontinuity and to treat temporary connections using very conspicuous facilities.
C H A P I T R E 1: C o n c e n g n r a l e
12
1.7. CHANGE IN ROAD TYPE
A change in road type must only occur where there is a change in the function of the
road.
The transition from a motorway to another type of road must be made through a facility
designed to adapt the users behaviour and to coincide with a clearly perceptible change in
the environment, the use and the road design option.
13
CHAPTER 2
VISIBILITY
High levels of safety and comfort require good visibility conditions enabling the driver to
anticipate events occurring on the motorway.
2.1. CONVENTIONAL MEASURES
1 2.1.1. SPEEDS
To account for the speeds actually travelled by motorists, the speed V
85
is conventionally
used, which is levelled off to the maximum permissible speed V
85

.
1 2.1.2. OBSERVATION POINT
This is the eye of the driver of a light vehicle, situated at a height of one metre above the
ground and a distance of two metres from the right side of his lane.
1 2.1.3. OBSERVED POINT
The following visibility rules state the nature and position of the observed point. Where
this concerns a vehicle, the observed point is the most effortlessly perceived of the two rear
lights, situated at a height of 0.6 metres above the ground and at a distance of 1 metre and
2.5 metres respectively from the right side of the lane in question.
2.2. VISIBILITY RULES
1 2.2.1. VISIBILITY IN THE LINK SECTION
The sight distance to be targeted is the total stopping distance d
a
(see Annex 1) from the
rear of a vehicle at a standstill on its lane.
But design constraints do not enable this objective to be met under all circumstances.
Nevertheless, an overall study incorporating this visibility requirement at an early design
stage will reduce the number and importance of such situations.
However this total stopping distance must be ensured at approaches to points or areas
that present a particular risk of slowing or tailbacks: reduction in the number of lanes, access
points, toll plazas, non-standard engineering structures, tunnels, etc.
1 2.2.2. VISIBILITY AT APPROACHES TO ACCESS POINTS
At the approach to any motorway access point whether an interchange or an ancillary
area - , the driver must be able to decide to change direction and make the necessary
manoeuvres.i s b
14
a) Visibility at a motorway exit
The manoeuvering distance d
ms
at the exit is defined as the distance travelled at a
constant speed V
85

for the time taken to implement the manoeuvre, fixed at 6 seconds.

For the two right-most traffic lines, at the distance d
ms
from the earliest point of exit (S =
1.50 m), (see fig. 2.1.), the driver must perceive:
the entire face of the advance traffic sign placed at this point;
the marker warning of the approach nose, which is assumed to be observed at a
height of 1 m, at the place where the nose is 5 m wide.
Figure 2-1: Visibility rule at a motorway exit
d

ms =6

V

Nose marker
m
5,00
D31
S=1,50m
h=1,00 m
b) Visibility at a motorway entry
The sight distance for the right-hand lane of the motorway must at least be equal to the
total stopping distance from the rear of an entering vehicle positioned on the entry slip road
at the earliest point of entry (E=1.00 m).
Figure 2-2: Visibility rule at a motorway entry
E=1,00 m
h=0,60 m
da
1 2.2.3. VISIBILITY IN AN INTERCHANGE
A driver travelling on an interchange must have the following distances ahead:
along each slip road, the total stopping distance from the rear of a vehicle at a
standstill on his lane;
at the approach to a bend, a sight distance from the markings limiting his lane at
the beginning of the circular arc, at least equal to the distance travelled at a
constant speed V
85

in 3 seconds, to enable him to perceive the curve and adapt
his behaviour in time;
at the approach to, and level with, the junctions connecting to an ordinary road,
visibility conditions meeting the recommendations for at-grade junctions, taking into
account the speeds travelled on the slip road.I T R E 2: Vi s b l t
15
1 2.2.4. VISIBILITY OF AN EMERGENCY LAY-BY
Emergency lay-bys are situated so that, on approaching them, they will provide a sight
distance for the right-hand motorway lane, at least equal to the total stopping distance from
the rear of a vehicle assumed to be in the middle of the lay-by.
1 2.2.5. VISIBILITY OF AN ARRESTER BED
On the right-hand lane or, where relevant, on the slow-moving traffic lane, a lorry driver,
viewing at a height of 2.50 m and at a distance of 2.50 m from the edge of the carriageway,
must be able to see the beginning of the checkered marking from at least a distance of 170 m.
1 2.2.6. VISIBILITY IN UNDERGROUND STRUCTURES
The visibility rules are given by the Tunnel Guidebook.
2.3. CHECKING VISIBILITY RULES
Because of the high travelling speeds on a motorway, visibility rules involve long sight
distances. The geometric design rules given in the following chapters do not necessarily
guarantee compliance, which means that they must be examined and checked.
It is usually possible to comply with visibility rules by ensuring that the horizontal
alignment, vertical alignment and positioning of critical points (such as access points or toll
plazas) are co-ordinated and by adapting the treatment of verges or the central reserve
(distance from slopes in cut sections, positioning of equipment, height of plantations, etc.).
When this is the case, an interruption of visibility of a given point for less than two
seconds is acceptable.
Where it is nonetheless impossible to comply with visibility rules, a localized reduction in
the maximum permissible speed is possible, provided the treatment of the road and its
environment permit clear perception by the user.
16
17
CHAPTER 3
HORIZONTAL AND VERTICAL ALIGNMENT
CHAPTER 3
Design rules for the horizontal and vertical alignment are intended to ensure good
conditions of safety and comfort appropriate to each motorway category.
It is possible to dissociate the two carriageways either by their vertical alignment or their
horizontal alignment, if this will save costs or better integrate them into their surroundings.
3.1. HORIZONTAL ALIGNMENT
1 3.1.1. RADIUS VALUES
Horizontal radii must comply with the minimum values in Table 3-1.
Table 3-1: Minimum values of horizontal alignment radii
Motorway category L
1
L
2
Minimum radius (R
m
) 600 m 400 m
Minimum non-superelevated radius (R
nd
) 1 000 m 650 m
It is recommended to replace long straight reaches by large-radius curves.
To improve comfort and facilitate compliance with visibility rules, the use of radii equal to
or greater than 1.5 R
nd
is advisable provided this does not entail significant extra costs.
1 3.1.2. SEQUENCING OF HORIZONTAL ALIGNMENT ELEMENTS
Circular curves of moderate radius (<1.5 R
nd
) may only be used if the following horizontal
alignment sequencing rules are followed:
Introduce such curves over a distance of 500 to 1,000 m using larger-radius
curves. In this case, two successive curves must meet the following requirement:
R
1
1.5R
2
, where R
1
is the radius of the first curve encountered and R
2
(<1.5R
nd
) is
that of the second curve. This recommendation is mandatory in a risk section, such
as after a long downhill slope, at the approach to an interchange or an ancillary
area, or in an area subject to black ice.
Separate two successive curves by a straight reach of at least 200 m, except for
two curves in opposite directions introduced by progressive transition curves.
18
a c e n p l a n e t p r o f l e n l o n g
1 3.1.3. PROGRESSIVE TRANSITION CURVES
Curves with a radius of less than 1.5 R
nd
are introduced by progressive transition curves
(clothoids).
Their length is at least equal to the greater of the following two values: 14 || and R/9;
where R is the radius of curvature (in m) and the difference in crossfalls (in %) of the
connected alignment elements.
3.2. VERTICAL ALIGNMENT
The reference line of a motorway vertical alignment is conventionally the axis of the
roadway if the central reserve is surfaced or, if not, the axis of the left-hand edges of the
carriageways.
An embanked vertical alignment appropriate for earthworks, pavement construction, and
for maintaining natural runoff is preferable to a vertical alignment level with the ground,
unless it is difficult to integrate it into the surroundings.
1 3.2.1. LIMIT VALUES
Vertical alignment parameters must comply with the limit values given in Table 3-2.
Table 3-2: Limit values of vertical alignment parameters
Motorway category L
1
L
2
Maximum gradient 5 % 6 %
Minimum radius of crest curves 12 500 m 6 000 m
Minimum radius of sag curves 4 200 m 3 000 m
It is recommended to use radii greater than the minimum radii where this will not greatly
increase the cost.
1 3.2.2. SECTIONS WITH BIG DIFFERENCES IN LEVEL
Geometric configurations that generate big differences in level are liable to pose safety
and capacity problems. An appropriate alignment and specific signing will limit the risks. But
some configurations may also require an additional lane for slow-moving vehicles, or an
arrester bed. (see 7.1.5.).
C H A P I T R E 3: a c e n p l a n e t p r o f l e n l o n g H A P I T R E 2: Vi s b l t

19
a) Alignment
To encourage users, particularly lorry drivers, to adopt behaviour consistent with the
difficulties incurred by big differences in level, it is essential to:
exclude long straight reaches and long curves, and to prefer short straight reaches
associated with radii close to 1.5 R
nd
;
provide a transition zone before each descending gradient, by means of a
progressive reduction in the horizontal alignment radii, for example;
introduce a steep slope outright but avoid gradually increasing slopes;
not incorporate a more moderate slope in the midst of a steep slope (greater than
4%) (see fig. 3.1.);
avoid introducing critical points (interchanges, ancillary areas, curves with radii
smaller than R
nd
, etc.) in the gradient and in the hectometres that follow it.
Figure 3-1: More moderate slope in the midst of a steep slope an example of a
configuration to be excluded
b) Slow-moving traffic lane
The advisability of a slow-moving traffic lane will be considered according to the traffic
levels. This additional lane is not normally necessary for motorways with more than two lanes
per carriageway, or those with moderate traffic.
On ascending gradients, it is recommended to provide a slow-moving traffic lane where
the length and gradient are such that the speed of slow-moving vehicles is reduced to less
than 50 km/h over a minimum distance of 500 m. The slow-moving traffic lane will then
extend over the entire section in which the speed of the slow-moving vehicles remains below
50 km/h.
On descending gradients, the difference in level of the section in which there is a slope
greater than 3%
1
will be adopted as the risk indicator. It is recommended to provide a slow-
moving traffic lane where exceeds 130 m. Repeated descending gradients over short
intervals below the breaking efficiency recovery time, may justify this lane for a value of
shorter than 130 m. A slow-moving traffic lane must begin slightly before the descending
gradient in question.
A slow-moving traffic lane may not be interrupted. However, at the bottom of the slope it
is possible to shorten this lane if it will avoid a non-standard bridge or a tunnel.C H A P I T R
E 3: T a c e n p l a n e t p r o f l e n l o n g
1
Short intermediate stretches with a slope of less than 3% do not interrupt the section and are to be included in the calculation of
the difference in level of the section.
Steep slope Moderate slope Steep slope
20
3.3. CO-ORDINATION OF THE HORIZONTAL AND VERTICAL
ALIGNMENT
An overall study must be made of the co-ordination of the horizontal and vertical
alignment to ensure proper integration into the surroundings, compliance with visibility rules
and as far as possible, a degree of visual comfort. The following measures will help to
achieve these objectives:
Associate a concave vertical alignment, even slightly concave, with a horizontal
radius including a large side clearance;
Make the horizontal and vertical curves coincide, then comply with the requirement:
R
vertical
> 6R
horizontal
to avoid imperfect inflexion;
Eliminate loss of alignment visibility provided this does not greatly increase the
cost. Where this cannot be avoided, the carriageway must reappear at a distance
at least 500 m ahead, which creates a sufficiently unambiguous loss of alignment
visibility to prevent a misleading perception.
21
CHAPTER 4
CROSS SECTION
C H A P R E: T a c e n p l a n e t p r o f l e n l o n g
4.1. CROSS-SECTION IN THE LINK SECTION
Figure 4-1: Cross-section components in the link section

carriagew
ay
carriagew
ayay
B.D.G B.D.G
T.P.C..C.vel
reserveC
B.A.U B.A.U berm
verge verge
berm
Central
strip
Usable width
roadway
Usable width
T.P.C = central reserve ;B.A.U = hard shoulder for emergency use ; BDG = left hard strip
1 4.1.1. CARRIAGEWAY
Each carriageway has 2 to 4 lanes, each 3,50 m wide.
1 4.1.2. CENTRAL RESERVE
The central reserve provides the physical separation between two directions of traffic
flow. Its width is the result of the width of its constituents, which are the two left hard strips
and the central strip.
a) Left hard strip
This hard strip is designed to allow slight swerving off-course and to prevent a wall effect
due to the safety barriers. In left-hand curves, it facilitates compliance with visibility rules.
It is free of any obstacles, surfaced and connected to the carriageway without any
difference in level. It is one metre wide.
b) Central strip
This strip physically separates the two directions of traffic flow. It can receive specific
equipment (safety barriers, sign supports, runoff collection and drainage structures) and
where necessary, bridge piers and landscaping elements.
Its width will at least depend on the equipment it carries.
22
If it is less than or equal to 3 metres wide, it will be stabilized and surfaced to facilitate
maintenance. If not, it can be grassed and planted with shrubs, unless its width and the site
topography enable the natural ground and existing vegetation to be preserved. In this case, a
1-metre wide berm is maintained at the edge of the left hard strip.
c) Central reserve gap
These gaps will enable any necessary transfer of traffic from one carriageway to the
other.
They are situated on either side of non-standard bridges, tunnels and interchanges and
have a maximum spacing of 3 km.
1 4.1.3. VERGE
The verge includes a hard shoulder bordered on the far side by a berm.
a) Safety zone
The width of the safety zone from the edge of the carriageway is 10 m for motorway
category L
1
and 8.50 m for category L
2
. In cut, the safety zone does not exceed a height of 3
m.
Figure 4-2: Safety zone in cut.
In the safety zone, all the following aggressive devices must be isolated, if not excluded:
obstacles such as trees, poles, masonry, direction sign supports, rock walls or
engineering structure supports;
uncovered drainage channels;
ditches more than 50 cm deep, unless their slopes are less than 25%;
slopes in cut sections or berms with slopes exceeding 70%;
embankments more than 4 m high, with slopes exceeding 25%, or more than 1 m
high where there is a sudden difference in level.
b) Hard shoulder for emergency use
The hard shoulder facilitates emergency stopping off the carriageway, recovery of a
swerving vehicle, the avoidance of an object on the carriageway, and intervention of the
emergency, maintenance and field operation services.
Safety zone
10 / 8,50 m
3,00 m
23
It consists of an extra carriageway width extending from the geometric edge of the
carriageway, which bears the edge marking, then an area free of any obstacles that is
surfaced and able to receive a heavy parked vehicle. There must be no difference in level
between the carriageway and the hard shoulder.
Its width is 2.50 m, or 3.00 m where HGV traffic exceeds 2,000 v/d (both directions taken
together).
c) The berm
The berm helps to provide visual clearance and carries road equipment such as safety
barriers or traffic signs.
Its width, which will depend mainly on the space required for the functioning of the safety
barrier to be installed, is at least 1 metre. But the berm can also be included in a drainage
system with a slope not exceeding 25%.
4.2. CROSS-SECTION IN A LINK SECTION OF A MODERATELY-
TRAFFICKED MOTORWAY
For a moderately-trafficked motorway, the cross-section can be adjusted by:
reducing the overall width of the left hard strip and the left-hand lane to 4 m, by
preferably narrowing the left-hand lane rather than the left hard strip;
replacing the hard shoulder by a right hard strip, 2 m wide and surfaced over 1 m.
4.3 CROSS-SECTIONS OF STANDARD ENGINEERING
STRUCTURES
On any standard engineering structure, the traffic lanes, hard shoulder and left hard strips
have the same width as the link section.
For an overhead pass, the choice of the structure type (number, position and width of the
piers) requires the impact of this structure on the cross-sectional elements to be taken into
account. The structure must have a height clearance of 4.75 m at all points of the usable
width of the motorway. It must also have an additional height allowance, usually 0.10 m, to
permit subsequent resurfacing of the carriageway. The height clearance of a light structure
(footbridge, sign gantry, etc.) is increased by 0.50 m.
C H A P I T R E 4: P r o f l e n t r a v e r s
24
4.4. SPECIAL LOCALIZED CROSS-SECTIONS
1 4.4.1. NARROWED CROSS-SECTION IN THE LINK SECTION
If for various reasons (such as economic conditions, inadequate right-of-way or extensive
earthworks), a normal design is not possible, a narrower cross-section can be used locally.
The reduction in the cross-section components must apply strictly to those areas in which
it is made necessary by special constraints, unless this causes overfrequent changes. Avoid
combining a narrow cross-section with a bendy alignment or a steep descending gradient.
The following cross-section adjustments will be considered:
1. reducing the overall width of the left hard strip and the left-hand lane to 4 m,
preferably by narrowing the left-hand lane rather than the left hard strip;
2. replacing the hard shoulder by a right hard strip, 2.00 m wide, surfaced over
1.00 m.
1 4.4.2. NARROW CROSS-SECTION ACROSS A STANDARD ENGINEERING
STRUCTURE
The cross-section across a standard engineering structure is reduced in the same way as
in a link section.
1 4.4.3. NARROW CROSS-SECTION ACROSS A NON-STANDARD BRIDGE
The choice of cross-section across a non-standard bridge is guided by the specific
circumstances (occasional worksites, structure maintenance, accidents, etc.) and a
comparison of costs and services to the user. The minimum usable width to be provided per
direction of traffic flow is given below:
Moderately-trafficked dual two-lane motorway 8,75 m
Dual two-lane motorway 9,75 m
Dual three-lane motorway 14,00 m
1 4.4.4. CROSS-SECTION ACROSS AN UNDERGROUND STRUCTURE
The cross-section across an underground structure is given by the Tunnel Guidebook.
1 4.4.5. SLOW-MOVING TRAFFIC LANE
This lane, which is 3.5 m wide, is bordered on the right by a hard strip surfaced over a
width of 1 m, with emergency lay-bys every kilometre.
At the beginning of the lane, there will be a 130-m long transitional widening zone to the
right. The end of the slow-moving lane is shown by a change in road marking, which ensures
continuity of the right-hand land. The ending transition of the left-hand lane begins at least
200 m after the end of the slow-moving traffic lane, according to 4.5.
25
t r a v e r s
4.5. CHANGE IN CROSS-SECTION
1 4.5.1. TRANSVERSE DEFLECTION
If a change in cross-section results in transverse deflection of the carriageway, it is
preferable to locate it in a curve of the horizontal alignment. Failing this, the slope on the
initial carriageway axis must not exceed 2%.
1 4.5.2. CREATION OF AN ADDITIONAL LANE (WIDENING TRANSITION)
Whether the additional lane is added on the left side or the right side of the carriageway,
it is essential to ensure continuity of the right-hand lane and to comply with the 130-m
widening transition zone.
Figure 4-3: Schematic diagram of a widening transition zone
130 m
1 4.5.3. LANE REDUCTION TRANSITION
Lane reduction transition zones are to be dissociated from entry and exit manoeuvering
areas (interchanges and ancillary areas).
It is the left-hand lane that ends. There are two configurations for ending of the lane
depending on the side of the lane reduction. Reduction from the right side is simpler and
often sufficient (see fig. 4.4). But reduction from the left side, which requires a tapering
system into the initial profile (see fig. 4.5), is necessary in some cases, particularly to taper
into a two-way carriageway.
Figure 4-4: Schematic diagram for lane reduction without a tapering system
L/2 L
i
Figure 4-5: Schematic diagram for lane reduction with a tapering system
L/2 L
i L
r
where L is the advance warning distance (see notation table)
Table 4-1: Merging lengths L
i
and tapering lengths L
r
depending on the road category
Motorway category L
1
L
2
Merging length L
i
470 m 310 m
Tapering length L
r
250 m 200 m
26
4.6. CROSSFALLS
Curves with a radius of less than R
nd
slope towards the inside of the curve.
1 4.6.1. ON STRAIGHT REACHES AND NON SUPERELEVATED CURVES
The crossfall is 2.5% towards the outside of the carriageway.
The slope of a hard shoulder (or a right hard strip) is the same as that of the adjacent
carriageway, but beyond the extra width of the carriageway bearing the edge marking, it may
be increased to 4% for technical reasons.
The slope of a left hard strip and a central reserve roof-type slope are the same as that of
the adjacent carriageway.
The external berm has a crossfall of 8% that can be increased to 25% if it is included in a
drainage system.
1 4.6.2. ON SUPERLEVATED CURVES
The crossfall of a carriageway varies linearly as a function of 1/R, between 2.5% for R
nd
and 7% for R
m
.
The slope of the hard shoulder (or the right hard strip) on the inside of the curve is the
same as the slope of the adjacent carriageway. The slope of the hard shoulder (or the right
hard strip) on the outside of the curve remains the same as on a straight reach, provided the
slope of the superelevation does not exceed 4%. Above this, it is in the opposite direction to
the superelevation and equal to 1.5%, except for the extra carriageway width which
maintains the same slope as the carriageway.
The measures for the other roadway components are the same as in 4.6.1.
1 4.6.3. CHANGE IN SUPERELEVATION
The change in superelevation is usually linear along the progressive transition curve.
a) Superelevation rotation point
Where the central reserve is surfaced, the superelevation rotation point is usually situated
on the roadway axis. If not, the superelevation rotation point of each carriageway is situated
on the left edge of the carriageway.
b) Surface water drainage
When it proves necessary to make a change in the superelevation, the length of the
carriageway over which the superelevations of between -1% and +1% extend, is determined
so that it will not be detrimental to surface water drainage or to the appearance of the
alignment.
In the area of change of superelevation, drainage of surface water on the carriageway
requires a resultant gradient of 0.5% at all points on the carriageway.
In superelevated curves, the central reserve has facilities to drain away the surface water
from the farside carriageway.
27
CHAPTER 5
INTERCHANGES
H A P I T R E 4: P r o f l e n t r a v e r s
Grade separated interchanges between motorways are not the same as grade separated
interchanges between a motorway and an ordinary road.
5.1. GRADE-SEPARATED INTERCHANGES BETWEEN
MOTORWAYS
The configuration of this interchange and
the geometric characteristics of its branches
result primarily from the amounts of traffic in
the streams.
A traffic stream of more than 800 pcu/h
justifies two traffic lanes for the branch
concerned.
Where two distinctly dissymmetrical streams
merge together, the branch carrying the
secondary stream merges into the branch
carrying the main stream or branches off to
the right. This rule is for guidance only if the
traffic is moderate on the section common
to both branches.
1 5.1.1. CHARACTERISTICS OF A ONE-LANE BRANCH
A one-lane branch is designed in the same way as an interchange slip road except where
it continues a motorway section case of a straight-ahead lane or a dedicated traffic lane.
1 5.1.2. CHARACTERISTICS OF A TWO-LANE BRANCH
a) Horizontal and vertical alignment
A two-lane branch is a direct or semi-direct configuration but never a loop configuration.
As a general rule, the rules for motorway category L
2
are to be followed. If necessary, radii
smaller than the minimum values of this category can be adopted but they must not be below
the following values suitable for a maximum permissible speed of 90 km/h:
minimum radius (R
m
) 240 m
..radius of crest curves 2700 m
radius of sag curves 1900 m
The straight reach separating two successive curves in the same direction can be reduced
to 100 m.

Secondary stream
Main stream

Secondary stream
Main stream
28
b) Cross-section
The rules given in Chapter 4 for the link section apply.
c) Divergence of two traffic flows (exit)
The exiting system depends on the amount of diverging traffic. Below 1,800 pcu/h, it does
not give rise to the ending of a mainstream lane (see fig. 5.1.), but above this level, a
mainstream lane will end (see fig. 5.2.). However, the latter configuration is inadvisable on an
ascending gradient owing to the conflicts resulting from lane changes imposed on slow-
moving vehicles.
Figure 5-1: Exit system over two lanes without ending of the mainstream lane
Figure 5-2: Exit system over two lanes with ending of the mainstream lane
d) Convergence of two flows (entry)
The method of treating the junction depends on the traffic in the converging flows, the
number of lanes in the feeder branch and the targeted level of service. It is either by a
merging lane or an additional lane.
Any excess lanes are reduced downstream of the converging nose in accordance with
4.5.3.
5.2. GRADE-SEPARATED INTERCHANGES BETWEEN A
MOTORWAY AND AN ORDINARY ROAD
1 5.2.1. CHOICE OF INTERCHANGE TYPE
Choice of the interchange type is based on the required traffic transfers, traffic intensity,
operating system and site configuration.
A grade-separated roundabout type of interchange is not recommended, particularly in
the upper position, owing to the safety problems entailed. Where it cannot be avoided, take
major precautions, particularly as regards the perception of the roundabout circle, the users
mutual perceptions and any aggressive devices.
1 5.2.2. HORIZONTAL ALIGNMENT OF A SLIP ROAD
An exit slip road or a slip road carrying a two-lane traffic flow cannot have a loop configuration.
C H A P I T R E 5: c h a n g e u r s
29
a) Limit values of radii
A horizontal radius is conventionally measured at the inside edge of the carriageway.
The minimum radius is 40 m. But except for loops, the radius of the first curve
encountered at the exit must be at least 100 m.
In a loop, it is not recommended to use radii exceeding 60 m.
The minimum non superelevated radius (R
nd
) is 300 m.
b) Sequencing of horizontal alignment elements
A loop comprises a single circular arc with clothoid arcs at each end.
Two successive arcs in opposite directions must meet the following requirement: R
1

2R
2
, where R
1
and R
2
are the radii of the first and second curves encountered.
c) Progressive transition curve
A circular curve has a clothoid arcs at each end, with lengths equal to the greater of the
two values: 6R
0.4
and 7 ||; where R is the radius of curvature (in m), and the difference
in superelevation (in %) of the linked alignment elements.
These are minimum values but it is not advisable to use higher values as they may make
it more difficult for the user to estimate the final curvature.
1 5.2.3. VERTICAL ALIGNMENT OF A SLIP ROAD
The limit values of the vertical alignment parameters are as follows:
maximum gradient 6 %
.. minimum radius of crest curves 1 500 m
minimum radius of sag curves 800 m
At the junction with the ordinary road, it is possible to use smaller radii over short
stretches.
1 5.2.4. CROSS-SECTION OF A SLIP ROAD
The carriageway is bordered on either side by a hard strip that has the same structure as
the carriageway, and by a berm that can be integrated into the drainage system.
The widths of the cross-section components are as follows:
Carriageway Oneway
Two-way
3,50 m
7,00 m
Right hard strip 1,00 m
Left hard strip 0,50 m
30
In a curve with a radius smaller than 100 m, an extra width of 50/R per lane must be
added.
Where justified by specific requirements, the verge can be designed with a usable width
of 6 m.
A section of roadway carrying traffic flows in opposite directions usually has a two-way
carriageway. Appropriate systems designed to separate the two directions of traffic flow
(safety barriers, etc.) must be used for a configuration that may otherwise be a potential for
wrong way movements.
Along the slip roads, the width of the safety zone is 4 m.
1 5.2.5. CROSSFALL OF A SLIP ROAD
The profile of a two-way carriageway consists of two plane surfaces connected to the axis,
that of a one-way carriageway consists of a single plane surface. The hard strips have the
same crossfall as the adjacent lane.
Outside the superelevated curves, the crossfall on one side is 2.5% towards the right. In
superelevated curves, the slope varies linearly in relation to 1/R between 2.5% for the radius
R
nd
(300 m) and 7% for 100 m, and remains at 7% below 100 m.
1 5.2.6. CONNECTION TO THE MOTORWAY
The merging of a slip road onto the motorway is made at the entry by a merging lane and
at the exit by a deceleration lane.
The entry arrangement is successively:
a merging section whose obliquity with the motorway axis is between 3% and 5%.
Its length, which depends on the radius of the last curve of the slip road (see fig.
5.5) must enable the conventional speed of 55 km/h to be reached at point E =
1.00 m, with progressive acceleration of 1 m/s
2
;
a manoeuvering section adjacent to the motorway carriageway, 200 m long and
3.50m wide;
a taper, 75 m long.
Figure 5-3: Motorway entry arrangement

E=1,00m
3,50m
200m
manuvering section taper acceleration
section
75m
C H A P I T R E 5: c h a n g e u r s
31
The exit arrangement is successively:
a manoeuvering section, which is a 150 m long taper adjacent to the motorway, as
far as the point where the diverging nose attains a width of 1 m;
a deceleration section, the length of which enables speed to be reduced from the
conventional speed at the end of the manoeuvering section (70 km/h, for a slip
road radius smaller than120 m) to the speed appropriate for the radius of the first
curve encountered (see fig. 5.5 and Annex 2), with progressive deceleration of 1.5
m/s
2
.
Figure 5-4: motorway exit arrangement

150 m
manuvering section
deceleration
section
1,00 m
Figure 5-5: Progressive deceleration/acceleration lengths L
o
as a function of the radius of the
first/last slip road curve.
The length of sloping deceleration or
acceleration section is given by the
formula:
L
d/a
= L
o
/(1-10.p)
where p is the gradient as an algebraic
value.
1 5.2.7. JUNCTION CONNECTING TO AN ORDINARY ROAD
A junction connecting to an ordinary road is to be treated according to the
recommendations for at-grade junctions.
They should be designed (geometry, equipment, etc.) to deter wrong-way movements up slip
roads. For this purpose, roundabouts are preferable to ordinary at-grade junctions.
Figure 5-6: Example of geometry that will deter wrong way movements.
0
10
20
30
40
50
60
70
80
90
40 50 60 70 80 90 100 110 120
Rayon de la courbe (m)
L
0

(
m
)
Longueur de dclration Longueur d'acclration
Deceleration length Acceleration length
Curve Radius (m)
32
5.3. DISTANCE BETWEEN TWO MOTORWAY ACCESS POINTS
The distance between two access points calculated between the earliest entry point
(E=1.00 m) of one access and the earliest exit point (S=1.50 m) of the next must be longer
than 1,200 m.
Failing this, the interchange movements are made by a weaving lane or, for an interval of
less than 500 m, by a collector road. A weaving lane more than 750 m long is not advisable
and an interval of between 750 m and 1,200 m long is to be avoided.
33
CHAPTER 6
RESTORATION OF COMMUNICATIONS
C H A P I T R E 5: c h a n g e u r s
The restoration of communications concerns roads, main services and natural
movements (such as waterways or wildlife passages) severed by the motorway. Owing to its
cost, this work should be limited and grouped where possible.
6.1. ROADS
1 6.1.1. NATIONAL ROADS
A national road is restored in accordance with current Technical Instructions, taking into
account its planned long-term development.
1 6.1.2. OTHER ROADS
Geometric restoration characteristics are determined in consultation with the local
authority concerned. They must be consistent with the characteristics of the link section. In
particular, a restoration width exceeding the width of the existing carriageway should not
adopted except to integrate local authority requirements.
6.2. MAIN SERVICES
The project to restore each network (railway, waterway, electricity or telecommunications
systems) is determined after consulting the managers concerned.
6.3. NATURAL MOVEMENTS
These are restored in accordance with the conclusion of the project environmental impact
study.
34
35
CHAPTER 7
FACILITIES AND USERS SERVICES
7.1. SAFETY AND OPERATING FACILITIES
The need to conduct specific studies for these facilities at the same time as the alignment
studies is explained by the close interdependence of the geometry and the facilities.
1 7.1.1. SAFETY BARRIERS
An overall study providing for the presence of barriers should be conducted in order to:
meet service constraints and maintenance and operating requirements;
take specific users, such as motorcyclists or pedestrians, into account;
define the optimum configuration of the roadside (slopes, drainage systems, etc.).
The design of the berm must enable the most suitable systems to be installed.
a) On the central reserve
Safety barriers systematically equip the central reserve. The choice of the type of barrier
will depend on: traffic volume and mix, the risk to be covered (obstacle, difference in level,
etc.), visibility and operating constraints, and the width of the central reserve.
b) On the verge
On dual three-lane or four-lane carriageways, safety barriers must be installed
systematically.
On dual two-lane motorways, safety barriers are installed in the presence of aggressive
equipment situated in the safety zone defined in 4.1.3.a, and on the outside of curves with a
radius smaller than 1.5 R
nd
.
In addition, barriers suitable for HGV restraint are installed in places where the
consequences of running off the road are particularly serious due to nearby sensitive
facilities (such as drinking water collection areas or fuel tank farms), housing or public
facilities, or because of the configuration of projects (viaducts, high embankments) or the
type of right-of-way bordered or crossed (railway, heavily-trafficked road).
1 7.1.2. TRAFFIC SIGNS AND MARKING
The study of road marking or traffic signs, whether fixed or dynamic (e.g. VMS) must
particularly concern critical points such as interchanges, ancillary areas, or changes in cross-
section).q u p e m e n t c e s l u s a g e r
QUIPEMENTS and SERVICES LUSAGER
C H A P I T R E 7
36
1 7.1.3. ANTI-GLARE DEVICES
In horizontal curves, the central strip may be equipped with devices to prevent glare from
headlights, provided visibility rules are met.
1 7.1.4. EMERGENCY LAY-BYS AND EMERGENCY ROADSIDE PHONES
Emergency lay-bys are provided every 2 km and, in the absence of hard shoulders, every
km. In addition, an emergency lay-by is provided on either side of tunnels and non-standard
bridges.
An emergency phone is installed in each emergency lay-by and ancillary area.
Figure 7-1: Geometric characteristics of emergency lay-bys:
in the presence of a hard shoulder for emergency use

30 m 32 m 12 m
4,00 m
P.A.U.
Hard shoulder
in the absence of a hard shoulder for emergency use

30 m 32 m 32 m
4,00 m
P.A.U.
Hard strip
1 7.1.5. ARRESTER BEDS
Provision of an arrester bed must be examined separately from the slow-moving traffic
lane.
An arrester bed is recommended upstream of a critical point (such as an interchange,
non-standard bridge or tunnel) situated on a descending gradient, after a difference in level
(see 3.2.2) greater than 130 m.
Its location and design must facilitate its use: good visibility conditions both of the arrester
bed and the critical point, mound at end of bed, specific signing.
1 7.1.6. FENCING
The installation and type of the fencing must be appropriate to the protection
requirements and must not be detrimental to the motorway landscaping.
37
A P I T R E 7: q u p e m e n t s e t s e l u s a g e r
1 7.1.7. PUBLIC LIGHTING
Lighting is only necessary at toll plazas and in tunnels. It may also be advisable where a
motorway crosses or borders an area with lighting liable to hamper traffic on the motorway
(activity area, airport, etc.).
7.2. FIXED OPERATING FACILITIES
1 7.2.1. TOLL AREAS
Toll areas consist of a gradual widening of the carriageways up to the full width
accommodating the toll lanes.
The length of the dividing islands varies between 30 and 45 m depending on the
operating system. A full roadway width extends for a minimum distance of 5 m on either side
of the islands.
In the vicinity of the islands, the vertical alignment becomes less steep as the gradient
must not exceed 1.5% over 40 m on either side of the toll plaza axis, and 2.5% up to 80 m.
Toll plaza design is based on the traffic flow in the toll lanes and on the toll system
(open/closed) and the operating system (automatic, manual, electronic toll collection) of the
toll lanes.
Sufficiently large parking areas, offering adequate services to users, are provided close
to the toll plazas.
1 7.2.2. MAINTENANCE AND OPERATION CENTRES
The level of service to users requires specific maintenance and operation centres to be
provided. They may be introduced progressively as the traffic increases.
1 7.2.3. OPERATIONAL AND EMERGENCY SERVICE ACCESS
The positioning of operational and emergency service access linking to the ordinary road
network is determined according to the requirements of the relevant services.
7.3. ENVIRONMENTAL FACILITIES
1 7.3.1. COLLECTION AND DRAINAGE OF SURFACE WATER
Water-related regulatory requirements are to be taken into account when designing the
alignment, with a view to defining the collection, drainage, and possibly storage and
treatment facilities of surface water.
C H A P I T R E 7: q u p e m e n t s e t s e s l u s a g e r
38
1 7.3.2. ARCHITECTURAL AND LANDSCAPE TREATMENT
Architectural and landscape treatment has an aesthetic objective in relation with the area
crossed, and a functional objective (such as slope stabilization, cultural and tourist
information, traffic guidance or glare prevention).
It concerns not only engineering structures, ancillary areas, toll plazas, maintenance and
operating centres, acoustic protection and fences but also ground surface patterns and
plantations, with a view to creating an overall composition that mutually enhances the
motorway and the landscape.
1 7.3.3. ACOUSTIC EQUIPMENT
Noise-related regulatory requirements are to be taken into account when designing the
alignment in order to limit passive protection devices such as screens, berms or fronting
insulation.
7.4. ANCILLARY AREAS
A distinction is made between rest areas for users to park, rest and relax, service areas
which also have permanent fuel distribution facilities, and parking areas at the toll plazas.
These areas may provide additional services relevant to their functions.
As soon as the road is opened, it must provide a rest area at least every 30 km and a
service area every 60 km. However, on a moderately-trafficked or toll-free motorway, the
integration of appropriately signposted services in the overall plan of such areas situated at
the toll plazas or off the motorway may enable them to be more widely spaced.
An ancillary area may be associated with an interchange insofar as the entry and exit slip
roads do not cross this area.
An ancillary area on one side of the motorway but accessible to users from both
directions of traffic flow is particularly appropriate for a moderately-trafficked motorway.
It may be a good idea to provide an ancillary area at a beauty spot, particularly to limit
risks of inappropriate stopping on the hard shoulder.
The design of entries to and exits from these areas must follow the rules given in Chapter
5.
39
CHAPTER 8
MOTORWAY SECTION IN DIFFICULT RELIEF
A P I T R E 7: q u p e m e n t s e t s e l u s a g e r
This is a section of a motorway in category L
2
, for which the relief presents difficulties
such that systematic compliance with the rules for this category would result in inordinate
costs. This can only apply to a motorway section where the difficulties mainly in
mountainous regions are continuous or frequent over at least ten kilometres.
The rules for category L
2
apply except for the following adjustments.
8.1. GENERAL DESIGN
When a motorway has to be adapted to its surrounding environment, this results in an
overall decline in the level of service. The maximum permissible speed for a section in
difficult relief is accordingly 90 km/h.
A section in difficult relief, more than any other, requires consistent treatment and a
special study of the following points:
integration into natural landscapes which tend to be sensitive areas of scenic
interest;
the consequences of the geometric design in terms of geotechnics, hydrology and
drainage;
the consequences of the design and facilities (safety barriers, traffic guidance
equipment, etc.) on the maintenance and operating conditions of the motorway
(natural hazard management, winter service, drainage etc.).
This section will be introduced at a sharp change in relief (pass, constriction, gorge)
perceptible by the user.
8.2. SPECIAL REQUIREMENTS
1 8.2.1. VISIBILITY
The reduction in maximum permissible speed correlatively limits the constraints given in
Chapter 2.
S e c t o n d a u t o r o u t e n r e l e f d ff c l e
SECTION DAUTOROUTE EN RELIEF DIFFICILE
C H A P I T R E 8
40
1 8.2.2. HORIZONTAL ALIGNMENT
Only the minimum superelevated radius (R
m
) is reduced to 240 m.
The rules for the sequencing of alignment elements given in Chapter 3 are essential and
must be applied for radii smaller than R
nd
, particularly for the transition to an upstream
section in another category.
The use of small radii (R<1.5 R
m
) requires excellent self-explaining design of the curve.
1 8.2.3. PROGRESSIVE TRANSITION CURVE
Curves with a radius greater than R
nd
do not need to be introduced by a progressive
transition curve.
Where the introduction of a progressive transition curve creates difficulties, it can be
shortened as necessary down to a length of 8.4 ||.
Furthermore, in a reverse curve, the superelevation may vary linearly over the entire
curve between the two connected circular arcs.
1 8.2.4. VERTICAL ALIGNMENT
The minimum values of the radii are as follows:
Minimum radius of crest curves 2 700 m
Minimum radius of sag curves 1 900 m
1 8.2.5. CO-ORDINATION OF HORIZONTAL AND VERTICAL ALIGNMENT
This must primarily seek to comply with visibility rules and facilitate the general
perception of the alignment, by aiming for consistency of the horizontal alignment, the
vertical alignment and the general site topography.
1 8.2.6. CROSS-SECTION
The width of the safety zone is reduced to 7 m.
1 8.2.7. INTERCHANGES BETWEEN A MOTORWAY AND AN ORDINARY
ROAD
In an interchange loop, where necessary, it is possible to reduce the horizontal radius to
30 m.
The length of the exit taper may be reduced to 110 m.
1 8.2.8. ANCILLARY AREAS
The distance between ancillary areas may be adapted to take into account heavy
installation constraints.
41
MOTORWAY SECTION IN DIFFICULT RELIEF
CHAPTER 9
CONVERTING A ROAD INTO A MOTORWAY
This chapter concerns the conversion of an existing single or dual carriageway road into
a motorway, also known as in situ development.
It requires a favourable situation (relief, land use, geometry of the already-existing road).
It involves a socio-economic study to compare it with a project for a new motorway
alignment, particularly in the case of a project to convert a dual carriageway road.
9.1. GENERAL PRINCIPLES
1 9.1.1. APPLICABLE RULES
The conversion project must comply with the rules given in the previous chapters for new
motorways.
However, systematic compliance with these rules may incur deterrent costs and only be
feasible as a medium or long term objective. The decision for components of the existing
road is thus to be based on a safety diagnosis. Section 9.2. gives the special measures that
can be implemented.
A study must be made of the re-use of existing road components, such as engineering
structures or pavements.
1 9.1.2. RESTORATION OF COMMUNICATIONS
Appropriate alternative routing must be provided for traffic that cannot use the converted
road.
Motorway operating requirements and worksites to install or repair networks and facilities
justify moving them out of the motorway right-of-way.
1 9.1.3. USER FACILITIES AND SERVICES
The level of service of a motorway requires specific organization for road operation and
maintenance and overall rehabilitation of user facilities and services.
T a n s f o r a t o n d u n e r o u t e n a u t o r o u t e
TRANSFORMATION DUNE ROUTE EN AUTOROUTE
C H A P I T R E 9
42
9.2. SPECIAL MEASURES
1 9.2.1. HORIZONTAL AND VERTICAL ALIGNMENT
To meet the often heavy constraints generated by the existing alignment, the concept of
the motorway category, which mainly concerns driving comfort, can be made more flexible:
successive sections shorter than 10 km long in different categories are permissible provided
this will not give rise to excessive re-shaping, which would make the alignment too
heterogeneous.
Whatever the case, the limit values of motorway category L
2
must always be met, except
for a section in difficult relief.
Between two successive curves not introduced by progressive transition curves, a
straight reach of 100 m may be sufficient.
The correction of a transition between alignment elements is only justified for a special-
hazard curve.
Insofar as good conditions of visibility and perception are provided, the principles of co-
ordinating the horizontal and vertical alignments alone do not justify changing the existing
alignment.
1 9.2.2. CROSS-SECTION
a) Cross-section in link section
Where the cost of bringing the cross-section into line with standards would be particularly
high, the following are permissible:
a hard shoulder 2.50 m wide, even if HGV traffic exceeds 2,000 v/d;
limiting the overall width of the left-hand lane and the left hard strip to 4 m.
b) Cross-section across an engineering structure
An existing engineering structure can be maintained if it has a usable width of 8.50 m per
direction.
c) Crossfall
In a curve, a change will only be required if the present slope is more than one point
lower than the recommended superelevation.
1 9.2.3. INTERCHANGES
The existing geometry can be maintained provided it offers a satisfactory level of service
and does not present any obvious hazard. However, deceleration and merging arrangements
must comply.
1 9.2.4. ANCILLARY AREAS
Ancillary areas may be provided off the motorway, close to an interchange.
43
A P I T R E 9: T a n s f o r a t o n d u n e r o u t e n a u t o r o u t e
GLOSSARY
This glossary defines and explains the main terms and phrases used in this guide relating
to motorway design.
It does not aim to be exhaustive but primarily to remove any lexical ambiguity. It gives the
meanings as used in this document, and a few neologisms and special meanings. For
explanations of technical terms relating to other technical fields such as the environment,
road operation, safety or engineering structures, refer to the domain-specific glossaries (see
bibliography).
Additional lane Motorway entry configuration in which the lanes downstream of the
converging nose of two branches are added on to the carriageway.
Merging lane.
E=1.00m
Area, ancillary Area close to the major roadway set aside to provide specific
services to users or operators.
Area, rest Ancillary area set aside for users to park, rest and relax.
Area, service Rest area including a permanent service station and usually offering
shopping facilities.
Berm Non-usable side part of the verge (sometimes the central reserve),
bordering a hard shoulder or a hard strip and usually grassed.
Branch from
intersection
Any branching of a motorway interchange.
Branch, direct Easy configuration in which the branch does not cross the motorway
from which it leads off.

Direct branches
semi -direct
branch
Loop branch
Branch, loop Constraining loop-shaped configuration, requiring a change of
direction of around 270by vehicles.
44
Branch, semi-direct Configuration in which the branch crosses the motorway (overpass
or underpass) from which it leads off. It includes a curve and a
reverse curve.
Carriageway
(geometric)
That part of the road constructed for use by vehicular traffic. It does
not include structural extra widths carrying the edge marking.
Central reserve Strip separating two carriageways on the same roadway. It consists
of a central strip and two left hard strips.
Central reserve gap Area of the central reserve, with the same structure as the
carriageway, enabling traffic to be taken across from one
carriageway to the other, where necessary. It is equipped with
safety barriers that can be removed quickly by the field services.
Collector In an interchange, an auxiliary collateral lane, separated from the
main carriageway by a dividing strip, which receives traffic flows
from the (merging) slip road and from the (exiting) main arterial
road, and then reallocates them. It enables the weaving traffic flows
to be transferred outside the main carriageways. Syn. collector
weaving lane
auxiliary lane
collector
Central
reserve
physical separation
Deflection 1 Deviation of the outer edge of the carriageway because of a
change in cross-section (e.g. width of central reserve, lane
creation).
2 (misuse) measurement of inflection associated with this deviation.
Distance, exit
manoeuvering
Conventional distance required at the approach to an exit to enable
the driver to decide to change direction and make the necessary
manoeuvres. Notation: d
ms
.
Distance, total
stopping
Theoretical conventional distance required for a vehicle to stop in
relation to its speed, calculated as the sum of the braking distance
and the distance travelled during the perception-reaction time.
Notation: d
a
. See Annex 1.
Emergency lay-by Area set aside on the verge to facilitate local conditions for
emergency stopping.
Engineering structure,
non-standard
This definition is given by the Circulars of 5 May 1994 and 27
October 1987, which are the French Instructions for national roads
and concession motorways respectively. Here the definition is
restricted to a bridge or viaduct termed non-standard because of
its length.
45
Engineering structure,
standard
Any bridge or viaduct not consistent with the definition of a non-
standard engineering structure.
Hard shoulder (for
emergency use)
A surfaced part of the verge, adjacent to the carriageway, free of
any obstacles, designed to enable emergency stopping of vehicles
off the carriageway. Note: It includes the structural extra width of
the carriageway.
Interchange, grade-
separated
Junction at which traffic transfers are separated from one another
and made to take place outside the main arterial roads. Generic
term covering grade-separated interchanges between motorways,
and between motorways and ordinary roads. Syn.
Interchange, grade-
separated (between
motorways)
An interchange that allows the passage from one motorway to
another.
Interchange, grade-
separated
(motorway/ordinary
road)
Grade-separated interchange between a motorway and the ordinary
road network.
Interchange, grade-
separated roundabout
Interchange with a single, grade-separated circular carriageway with
which slip roads link up ( diamond interchange, double
roundabout).
Junction, grade-
separated
See interchange
Junction, transition In an interchange, an at-grade junction where one or more slip
roads from the motorway link up with the ordinary road.
Lane reduction
transition
Arrangement for the gradual ending of a side lane.
Lane, diverging Collateral lane enabling exiting vehicles to slow down outside the
main traffic flow.
Lane, mainstream See flow, straight-through
Lane, merging Collateral lane enabling vehicles entering a motorway to merge into
the straight-ahead traffic stream.
Lane, slow-moving
traffic
Additional side lane provided on steep ascending or descending
gradients for use by the slowest-moving vehicles.
Lane, weaving Additional side lane on a main carriageway designed to link up a
successive, closely situated entry and exit, and facilitate weaving of
entering or exiting traffic streams at the same time.
weaving lane
T.P.C.
Link section Section of the main arterial road situated away from critical points
such as interchanges, non-standard engineering structures or
underground structures.
46
Motorway Road with separate carriageways, each with at least two lanes per
direction in the link section, systematically with grade-separated
junctions, without frontage access. In practice, the technical
motorway object covered by this guide does not necessarily have
motorway status within the meaning of the French Road Act, (Art.
L122 and R122), and vice versa. Syn. Type L road. See ARP
Motorway in difficult
relief
1 Motorway for which the relief presents major, continuous
difficulties, such that systematic compliance with the rules for the
other categories would give rise to excessive costs. 2 By ext.
ranking of these sections.
Motorway, moderately
trafficked
See traffic, moderate
Nose Extremity of an island situated at the converging or diverging
separation of two traffic lanes in the same direction. Note: not to
be confused with its marker.
pcu (abbreviation of
passenger car unit)
Passenger car equivalence that takes account of the obstruction
generated by traffic congestion from various vehicle categories
through the application of equivalence coefficients.
Phasing, longitudinal Staged construction method. Longitudinal progression of the
building or improvement of a road, causing sections to be opened
successively.
Phasing, transverse 1 Staged construction method. Practice consisting in deferring the
construction of cross-sectional components of a road (e.g.
carriageway, traffic lanes), causing the road to be opened in an
interim phase. 2 By ext. Any subsequent planned or unplanned
construction of further cross-sectional components.
Point E = 1.00 m Portion of the cross-section where the converging nose attains a
width of 1 m. Syn. earliest entry point.
Point S = 1.50 m Portion of the cross-section where exit taper attains a width of 1.50
m. Syn. earliest exit point.
Radius, minimum
(notation R
m
)
Ellipt. and misuse. Absolute minimum radius of the cross-section.
Note: It is associated with a maximum slope of the carriageway
towards the inside.
Radius, minimum non-
superelevated
Radius below which the carriageway is sloped towards the inside of
the curve. Ellipt. Non-superelevated radius. Notation R
nd
.
Restoration of
communications
1 Re-establishing any means of communication, such as a road,
main services, or natural movements, severed by the motorway. 2
By ext.: structure, or arrangement that is the result of this action
(e.g. overpass, wildlife crossing).
Road Spec. A level major road not isolated from its surroundings, with a
single carriageway. See Catalogue of interurban road types; ARP
47
Reverse curve Curve with two circular arcs in opposite directions connected by two
tangent clothoid arcs.
Road category Subdivision of a road type, which mainly determines the geometric
characteristics of the alignment. A category is identified by the letter
corresponding to the road type, followed by a code number (e.g.: L
1
,
L
2
, T100, R80).
Road restraint system See safety barrier.
Road type Set of characteristics organized into a whole, which makes a
distinction between road families that give importance to similar
functions. Its distinguishing characteristics are the surroundings, the
types of junction and the number of carriageways. Road
category. See Catalogue of interurban road types; ARP
Road with limited
access (single
carriageway)
Main, grade-separated, single-carriageway road. Syn. road, type
T. In practice, the road with limited access as a technical object
does not always have the status of an express road. Conversely,
many dual-carriageway roads have the status of an express road.
See Catalogue of interurban road types; ARP
Road, grade-separated Ellipt. Road with junctions that are systematically grade-separated,
without frontage access on the main section. Syn. Road isolated
from its surroundings. ant. level road, ordinary road. See
Motorway; Road, type T.
Road, major Road with the characteristics of a trunk road on the scale of the
national road network or dpartement (county) road networks. It
usually carries a daily traffic level of more than 1,500 vehicles.
See ARP
Road, trunk Dual-carriageway major road, not isolated from its surroundings,
with at-grade junctions (that do not cross the central reserve).
See Catalogue of interurban road types; ARP
Roadway Part of the infrastructure consisting of the carriageway or
carriageways, verges and, where appropriate, the central reserve. It
does not include the rounded surfaces connecting to ditches and
slopes.
Safety barrier In accordance with the terminology of European Standard NF EN
1317-2 and French Standard NF P 98-409, all systems designed to
limit the consequences of running off the road by keeping vehicles
on the usable part of the road or by stopping them. Syn. Road
restraint systems
Safety zone Side strip adjacent to the carriageway, extending over the verge and
beyond, free of any obstacles liable to worsen the consequences of
a vehicle accidentally going off the road.
Self-explaining road
design
Ability of a road or motorway and its surroundings, through all their
components, to give any user an accurate, quickly understood
picture of the type of infrastructure and its surroundings, its uses,
the probable or possible movements of other users, and the
behaviour expected of this user.
48
Slip road 1 usually. Road providing a transition between a motorway and
another road.
2 spec. Id. in an interchange.
Slip road, loop Similar to a loop branch, it is a constraining loop-shaped
configuration requiring a change of direction of around 180 by
vehicles.
Staged development Practice consisting in phasing the building or improvement of a
motorway so as to defer investment and enable the motorway to be
opened in the meantime. Syn. phased development See
phasing, longitudinal; phasing, transverse.
Strip, central Non-usable part of the central reserve between the two left hard
strips.
Strip, hard Strip alongside the carriageway, stabilized, surfaced or unsurfaced
and free of any obstacles. It carries the edge marking.
Strip, left hard Hard strip to the left of a one-way carriageway.
Strip, right hard Hard strip to the right of the carriageway.
Thirtieth hour 1 Thirtieth hour traffic. Ellipt. Thirtieth of the annual hourly flows in
decreasing order. 2 Time corresponding to this flow.
Toll gate All toll lanes positioned transversely to the motorway axis, which
intercept all traffic in both directions.
Toll lane Passage on a traffic lane set aside for toll collection facilities.
Toll plaza All related toll collection facilities on a given site.
Toll, closed system A toll system consisting of plazas with toll gates or on interchanges,
which intercepts all traffic and controls all incoming and outgoing
vehicles. The amount collected at the exit corresponds to the
journey stage and the vehicle class.
Toll, open system A toll system consisting of plazas with toll gates or on interchanges,
which intercepts all traffic at one or more points along the route to
collect the same amount for each category of vehicles, whatever
their origin or destination.
Traffic stream 1 Traffic movement from the entering direction to the exiting
direction of a transfer interchange. Syn. Traffic flow/traffic. 2
Straight-ahead stream. Continuous movement along the same axis.
Traffic upon opening Stabilized (or almost stabilized) traffic observed on a new or
converted motorway after the traffic build-up period, usually lasting a
few months after the road is opened.
Traffic, moderate,
(moderately-trafficked
motorway)
Temporary state of a motorway with a traffic level of less than
10,000 v/d upon opening and at a point considered to be less than
1,400 pcus at the thirtieth hour in each direction of traffic flow. This
concept can be varied according to operating constraints.
49
Usable width Width of the stabilized part of a roadway, comprising the
carriageway, the hard shoulder or the right hard strip, and the left
hard strip.
V
85 Conventional speed below which 85% of vehicles travel under free-
flowing traffic conditions (free-moving vehicles).
Verge Side portion of the roadway bordering a carriageway.
Weaving See lane, weaving
Widening transition
zone
Arrangement to create an extra lane ( deceleration lane).
l o s a
50
r e
o s a r e
ABBREVATIONS
ARP Amnagement des Routes Principales (Design of Major Roads)
ICTAAL Instruction sur les Conditions Techniques dAmnagement des Autoroutes de
Liaison (National Instruction on Technical Design Requirements for Rural
Motorways)
ICTAVRU Instruction sur les Conditions Techniques dAmnagement des Voies Rapides
Urbaines (National Instruction on Technical Design Requirements for Urban
Express roads)
VMS Variable message sign
AADT Average annual daily traffic (both directions taken together)
pcu passenger car unit
51
NOTES TABLE
TA B L E D E S A B R V I AT I O N S
d
a
Total stopping distance
d
ms
Exit manoeuvering distance
L Advance warning distance, parameter for designing road marking (see Interministerial
Instruction on Road Marking Book 1 Part 7)
L
o
Level section acceleration / deceleration length
L
1
First motorway category
L
2
Second motorway category
L
i
Merging length of an ending traffic lane
Lr Reduction transition length for an ending lane with deflection of the inside edge of the
carriageway
R
m
Minimum radius
R
nd
Minimum non-superelevated radius
V
85
Speed below which 85% of free-moving vehicles travel (see Glossary)
V
85

V
85
levelled off at the maximum permissible speed
52
BIBLIOGRAPHY
GENERAL DOCUMENTS
Accord europen du 15 novembre 1975 sur les grandes routes de trafic international
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(European agreement of 15 November 1975 on main international traffic arteries [A.G.R.])
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Circulaire du 20 aot 1987 relative aux modalits de mise en oeuvre du reprage des
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(Road Act No. 89-413 of 22 June 1989. (Official Journal of 24.06.1989)).
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53
Circulaire du 5 mai 1994 dfinissant les modalits d'laboration, d'instruction et
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Amnagement des Routes Principales (A.R.P.) Circulaire du 5 aot 1994 modifiant
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(I.C.T.A.R.N.) SETRA 1994 (rf. B9668)
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1998 D.R. 1998).
La documentation des techniques routires franaises (cdrom DTRF) Rpertoire de
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2000 (ref. DTRF 0008)).
B l o g r a p h e
B I
GEOMETRY
Implantation des voies supplmentaires en rampe sur infrastructure 2x2 voies Note
d'information n21 (Srie conomie Environnement Conception ) S.E.T.R.A. 1989
(rf B8941)
Adding extra lanes on ascending gradients of dual two-lane carriageway roads
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(ref. B8941).
Circulaire DR du 11 janvier 1993 relative la mise aux normes autoroutires des
L.A.C.R.A. 2x2 voies.
DR Circular of 11 January 1993 on the upgrading to motorways of existing dual two-lane
carriageways ensuring continuity of the motorway network.
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d'information n52 (srie conomie environnement- conception) SETRA- 1997
(rf. B9707)
Long, steep descending gradients on motorway type roads Information Memo No. 52
(Economy Environment Design series ) SETRA 1997 (ref. B9707).
Amnagement des carrefours interurbains Carrefours plans- S.E.T.R.A. 1998
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54
ENGINEERING STRUCTURES AND TUNNELS
Dossier pilote des tunnels C.E.T.U. - 1990
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Circulaire DR du 29 aot 1991 relative aux profils en travers des ouvrages d'art non
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DR Circular of 29 August 1991 on cross-sections of non-standard engineering
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RESTORATION OF COMMUNICATIONS
Passage pour la grande faune guide technique SETRA 1993 (rf. B9350).
Large wildlife crossings Technical Guide SETRA 1993 (ref. B9350).
FACILITIES AND TRAFFIC SIGNS
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Interministerial Instruction on traffic signs Book I. (Official Journal ref. 5346).
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1997). (ref. F9709).
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DR Circular 82-31 of March 1982 on direction signs. Special issue Official Gazette No.
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Lettre circulaire DR /DSCR 85-280 du 29 aot 1985 relaitive la signalisation de
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DR/DSCR Circular letter 85-280 of 29 August 1985 on direction signs on the motorway
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Instruction relative l'agrment et aux conditions d'emploi des dispositifs de retenue
des vhicules contre les sorties accidentelles de chauss Circulaire 88-49 du 9 mai 1988
(Direction des J.O., B.O. du 19.06.98, n17 p 13 14).
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DSCR Circular 95-13 of 6 January 1995 on direction signs of motorways and express
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55
Implantation des postes d'appel d'urgence Guide technique S.E.T.R.A. 1996
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Installing emergency roadside phones Technical Guide S.E.T.R.A. 1996 (ref.
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Allgement de la signalisation de police aux entres et sorties d'autoroutes relev de
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DRAINAGE
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L'eau et la route Volume 7: Dispositifs de traitement des eaux pluviales SETRA
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Water and the Highway Volume 7: Rainwater treatment systems SETRA 1997
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La vgtalisation Outil d'amnagement Guide technique CETE de Lyon; CETE
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Greening Landscaping tool Technical Guide CETE de Lyon; CETE Mditerrane
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56
ACOUSTIC PROTECTION
Conception et ralisation des crans acoustiques. 3 volumes C.E.T.U.R. - 1985
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B l g r a p h e
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Act 92-1444 of 31 December 1992 on noise control (Official Journal of 01.01.93, Official
Gazette No.1 of 20.01.93)
.
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Journal of 10.01.95, Official Gazette of 20.01.95)).
Arrt du 5 mai 1995 relatif au bruit des infrastructures routires. (J.O. du 10.05.95,
B.O. n13 du 20.05.95).
Order of 5 May 1995 on road infrastructure noise. (Official Journal of 10.05.95, Official
Gazette No.13 of 20.05.95).
Circulaire du 12 dcembre 1997 relative la prise en compte du bruit dans la
construction de routes nouvelles ou l'amnagement de routes existantes du rseau national.
(NOR EQUR 9701908C).
DR Circular of 12 December 1997 on taking account of noise in the building of new roads
or the improvement of existing roads in the national network (NOR: EQUR 9701908C).
Calcul prvisionnel du bruit routier: paramtres de traffic sur routes et autoroutes
interurbaines Note d'information n54 (Srie conomie- environnement conception)
S.E.T.R.A. 1998 (rf. B9804).
Predicting road noise: traffic parameters on interurban roads and motorways
Information Memo No. 54 (Economy Environment Design series) S.E.T.R.A. 1998
(ref. B9804).
Bruit et etudes routires , manuel du chef de projet S.E.T.R.A. ; C.E.R.T.U.
paratre.
Noise and road studies, Project Managers handbook. S.E.T.R.A; C.E.R.T.U.
forthcoming.
SAFETY
Scurit des routes et des rues SETRA; CETUR 1992 (rf.E9228).
Safety of roads and streets SETRA; CETUR 1992 (ref. E9228).
WEBSITE
http://www.setra.equipement.gouv.fr
57
ANNEXES
ANNEX 1: VISIBILITY
a) Total stopping distance (d
a
)
The total stopping distance consists of the braking distance, which is the distance
travelled during the braking action, and which reduces speed from V to 0 in conventional
conditions (conditions of tyres and wet carriageway), increased by the distance travelled
during the perception-reaction time (taken to be 2 seconds)
d
a
= V/2g (
(V)
+ p) + 2V, where:
- V is in m/s;
-
(V)
is the mean deceleration expressed as a fraction of g. It is a function of V (see Table A-
1);
- p is the gradient, as an algebraic value.
b) Summary of the main sight distances
Table A-1: Main sight distances (m) and mean deceleration value (
(V)
) in an emergency
braking situation, as a function of the speed.
Speed (km/h) 50 70 90 110 130
Mean deceleration (as a fraction of g)

(V)
0,46 0,44 0,40 0,36 0,32
Total stopping distance on a level
section (p=0)
d
a
50 85 130 195 280
Exit manoeuvering distance d
ms
(6.V) 85 120 150 185 220
(values rounded up to 5 m)
ANNEX 2: CONVENTIONAL SPEED ON A SLIP ROAD
Figure A-1: Conventional speed on a slip road as a function of the radius of curvature.
n e x e s
A N E X
E S
0
10
20
30
40
50
60
70
40 50 60 70 80 90 100 110 120
Rayon de la courbe (m)
V

(
k
m
/
h
)
R
58
59
ICTAAL is the technical reference document for the designing of motorways in inter-urban areas,
which are divided carriageway roads with at least two lanes in the link sections, with gap-graded
junctions, isolated from their surroundings.
The document indicates the general principles to be taken into account when preparing new
infrastructure projects or improving the existing network and provides the basic technical rules related
to definition of geometric elements of the planned infrastructure.
For the national road network, Circular No. 2000 87 dated 12 December 2000 gives this document
the status of National Instruction on Technical Design Requirements for Rural Motorways.
For the other road networks, Regional Authorities may use this Technical Instruction to prepare
projects under their responsibility.
Document available under the reference B0103 from the SETRA Sales Office
46, avenue Aristide Briand - BP 100 - 92225 Bagneux Cedex - France
Phone: 33 1 46 11 31 53 - Fax: 33 1 46 11 33 55
Website: http://www.setra.equipement.gouv.fr
Sales price: FRF120 (18,29)