Manual for Planning and Development of Urban Roads and Streets
2018 Edition

According to IRC SP 118 (2018), Clause 7.5 and accompanying tables, the recommended right-of-way (ROW) widths vary by road classification as follows:

Key considerations include:

• Greenways are exclusively for pedestrians and non-motorized vehicles, requiring a minimum of 7.5 m clear width to accommodate two-way traffic.
• The ROW allocation balances motorized and non-motorized traffic needs, incorporating dedicated footpaths and cycle lanes in line with IRC:103.
• Local streets under 12 m ROW are typically traffic-calmed shared spaces prioritizing non-motorized users.
• Expressways and arterial roads are designed for uninterrupted vehicular flow, disallowing on-street parking and making provisions for future mass transit corridors.

This structured ROW distribution promotes safe, efficient, and multimodal urban transportation.

IRC SP 118 promotes the development of a continuous, segregated, and secure non-motorized transport (NMT) network integrated into urban streets. Key provisions include:

• Establishing segregated two-way cycle tracks on arterial and sub-arterial roads, ensuring connectivity to zone and neighborhood NMT networks for city-wide access.
• Designing smooth, obstruction-free surfaces avoiding paver blocks, with proper drainage and absence of interruptions such as manholes or parked vehicles.
• Intersection treatments featuring pelican signals, raised pedestrian crossings, median refuge islands, and clear road markings to prioritize NMT safety.
• Implementing traffic calming measures to maintain speeds below 20 km/h on shared streets.
• Providing amenities like bicycle parking, repair facilities, and seamless integration with mass transit stations.
• Ensuring pedestrian priority through continuous, accessible, and encroachment-free footpaths.
• Planning street layouts with fine grid patterns and balanced ROW allocation to support coexistence of motorized and non-motorized modes.

These design principles facilitate safe, convenient, and efficient movement for pedestrians and cyclists, fostering sustainable urban mobility.

IRC SP 118 outlines comprehensive survey and data collection protocols essential for urban road development:

1. Topographical and Landscape Surveys:

• Cover the road corridor and adjoining streets up to 50 meters from intersections.
• Establish temporary bench marks every 300 meters tied to the Survey of India datum.
• Employ advanced technologies such as DGPS, Total Stations, LiDAR, and UAVs.
• Collect cross-section elevation data every 30 meters (more frequent in hilly areas) and footpath height measurements every 15 meters.
• Include detailed mapping of carriageways, footpaths, bus stops, signals, medians, compound walls, utilities, and trees.
• Produce base maps in AutoCAD with layered organization.

2. Land Use Surveys:

• Document building footprints, heights, and usage types (commercial, residential, etc.) within the study area using GIS or AutoCAD.

3. Pedestrian and Cyclist Movement Surveys:

• Conduct 16-hour counts at key intersections and mid-block crossings, tracking movement patterns and shade availability.

4. Public Transport Usage Surveys:

• Analyze demand and supply dynamics and assess infrastructure quality.

5. Public Activity and Street Vending Surveys:

• Map active public spaces and vendor types located within the study vicinity.

6. Secondary Data Collection:

• Aggregate data from existing or planned projects affecting the road corridor.

This multi-faceted survey approach integrates spatial, behavioral, and infrastructural data to inform effective urban road planning.

IRC SP 118 standardizes pedestrian crossings and traffic calming measures to enhance safety and accessibility:

• Pedestrian crossings should utilize pelican signals combined with median refuge islands to provide safe, universally accessible crossing points.
• Raised crossings are recommended for use by both pedestrians and non-motorized vehicles to slow vehicular traffic.
• Streets should feature continuous, barrier-free footpaths that fully separate pedestrians from motorized traffic.
• Safe crossing points must be strategically placed with appropriate traffic signals, signage, and road markings.
• Pedestrian-only streets or plazas are encouraged in high-activity zones such as retail areas, markets, and transit feeder locations.
• Traffic calming is essential on shared local streets lacking footpaths, with vehicle speeds controlled below 20 km/h.
• Active street design, including reduced building setbacks and enhanced street-level activity, supports pedestrian safety.

Supporting design references include IRC:SP:41 for intersections, IRC:92 for interchanges, and IRC:65 for traffic rotaries.

These measures collectively ensure an inclusive, safe, and pedestrian-friendly urban environment integrated with vehicular movement.

IRC SP 118 provides clear directives for aligning public transport infrastructure with urban road networks:

• Public transport stops should be accessible within a 500-meter walking radius for users, with bus stops positioned 40-45 meters away from pedestrian crossings to enhance safety.
• Arterial roads must support high-capacity multimodal transit, including dedicated bus corridors and physical interchange facilities.
• Secondary roads should accommodate bus stands and terminals equipped with passenger amenities.
• Intermediate Public Transport (IPT) stands, such as for auto-rickshaws and cycle rickshaws, should be located within 12-15 meters of bus stops, situated in multifunctional zones.
• Road space optimization involves exclusive bus lanes on arterial roads and marked bus lanes on secondary roads to ensure smooth traffic flow and maximized road capacity.
• Universal accessibility principles ensure safe and equitable access for pedestrians, differently-abled users, elderly, women, and children.
• The hierarchical road network (arterial, sub-arterial, collector, local) facilitates balanced traffic distribution and integrates pedestrian and non-motorized routes directly to transit stops.

Waiting areas at bus stops are calculated as the sum of effective waiting area (average pedestrian space multiplied by peak pedestrian demand) plus a 0.4 m buffer from the roadway, as per IRC:103 level of service standards.

This integrated approach guarantees efficient, accessible, and sustainable urban public transportation.