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Sufficient sight distance must be provided to enable drivers to perceive and react to any hazardous situation, slow down for manoeuvres or for overtaking.

A driver’s sight distance should be as long as practicable, but it is often restricted by crest vertical curves and obstructions on horizontal curves.

The designer should consider all of these elements when developing the horizontal and vertical

geometry of the road.

Sight distance GRD 3 Chapter 5

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• Sight distance parameters are based on: – object height

– driver eye height

– driver perception – reaction time.

• The Part 3 does not consider sight distances at intersections, specifically Safe Intersection Sight Distance (SISD), Minimum Gap Sight Distance (MGSD) and Approach Sight Distance (ASD).

• Values for these sight distance parameters can be found in GRD, Part 4A: Unsignalised and signalised intersections. Designers need to consider the implications that intersection sight distances can have for the development of the geometry of a road project as often these requirements are greater.

Sight distance parameters

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Parameter Cars Trucks

Eye height 1.1 m 2.4 m

Vehicle height 1.25 m –

Headlight height 0.65 m 1.05 m

Tail light height 0.8 m –

Front indicator light height 0.65 m –

Vertical height parameters Headlight, tail light & indicator height

Vertical height parameters adopted by Austroads (NDD and EDD):

Adopted vehicle height = 1.25 m

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Vertical height parameter(1) Height(m)

Typical application

Height of eye of driver h1

1. Passenger car 1.1 All car sight distance models.

2. Truck

3. BusHeadlight height h1

1. Passenger car

2. Commercial vehicle

2.4

1.8

0.65

1.05

All truck sight distance models where a truck is travelling in daylight hours and at night-time where the road is lit.Specific case for bus only facilities, e.g. busways.

1. Headlight stopping sight distance in sags.2. Check case for night time stopping for cars (no road lighting).Check case for night time stopping for trucks (no road lighting).

Object cut-off height h2

1. Road surface

2. Stationary object on road

0.0

0.2

1. Approach sight distance at intersctions.2. Approach sight distance to taper at end of auxiliary lane.3. Headlight sight distance in sags.4. Horizontal curve perception distance.5. Water surface at floodways.Normal stopping sight distance for cars and trucks to hazard on roadway.

3. Front turn indicator 0.65 Minimum gap sight distance at intersections.

4. Car tail light/stop light/turn indicator

5. Top of car

0.8

1.25

1. Car stopping sight distance to hazards over roadside safety barriers in constrained locations. (2)

2. Truck stopping sight distance to hazards over roadside safety barriers in constrained locations.

3. Stopping sight distance where there are overhead obstructions.

1. Car stopping sight distance to hazards over roadside safety barriers on a horizontally curved bridge with road lighting. (2)

2. Truck stopping sight distance to hazards over roadside safety barriers in extremely constrained locations with road lighting. (2)

3. Intermediate sight distance.4. Overtaking sight distance.5. Safe intersection sight distance.6. Mutual visibility at merges.

Object height Table 5.1

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Reaction timeRT

(s)Typical road conditions Typical use

2.5

• Unalerted driving conditions due to the road only having isolated geometric features to maintain driver interest

• Areas with high driver workload/complex decisions• High speed roads with long distances between towns

Absolute minimum value for high speed roads with unalerted driving conditions.General minimum value for:• high speed rural freeways• high speed rural intersections• isolated alignment features

2.0

• Higher speed urban areas• Few intersections• Alerted driving situations in rural areas• High speed roads in urban areas comprising numerous

intersections or interchanges where the majority of driver trips are of relatively short length.

• Tunnels with operating speed ≥ 90 km/h.

Absolute minimum value for the road conditions listed in this row.General minimum value for most roads types, including those with driving conditions.

1.5(1)

Alert driving conditions e.g.:• high expectancy of stopping due to traffic signals• consistently tight alignments for example, mountainous

roads• restricted low speed urban areas• built-up areas – high traffic volumes• interchange ramps when sighting over or around barriers• tunnels with operating speed ≤ 90 km/h

Absolute minimum value. Only used in very constrained situations where drivers will be alert.Can be considered only where the maximum operating speed is ≤ 90 km/h.Should not be used where other design minima have been used.

Driver reaction time (GRD Part 3Table 5.2)

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Vehicle typeCoefficient of

deceleration (d)Driver/road capability Typical use

0.61(1)

Braking on dry, sealed roads. Specific applications where the normal stopping sight distance criteria applied to horizontal curves produce excessive lateral offsets to roadside barriers/structures –refer Section 5.5 (used in conjunction with supplementary manoeuvre capability).

Cars(2)

0.46(1)

Mean value for braking on wet, sealed roads for a hazard.Maximum values when decelerating at an intersection.

Absolute maximum value for stopping sight distance. Only to be used in constrained locations, typically on:• lower volume roads• less important roads• mountainous roads• lower speed urban roads• sighting over or around barriers• tunnels.

0.36

About a 90th percentile value for braking on wet, sealedroads.Maximum value allowed for deceleration lanes at intersections.

Desirable maximum value for stopping sight distance for most urban and rural types, and level crossings.

0.26

Comfortable deceleration on sealed roads.Normal driving event

Desirable maximum value for stopping sight distance for major highways, freeways and for deceleration in turn lanes at intersections.Maximum value for horizontal curve perception sight distance.

0.27Braking on unsealed roads Stopping sight distance on unsealed roads. This value is

very dependent on the surface material and should be verified where possible.

Trucks 0.29(1)

Braking by single unit trucks, semi-trailers and B-doubles on dry, sealed roads. Minimum value required by vehicle standards regulations.

Maximum value for truck stopping sight distance for most urban and rural road types, and level crossings.

Buses 0.15Desirable braking to ensure passenger comfort approaching a bus stop.

Coefficient of deceleration

Table 5.3Normal Valueused

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Speed km/h Coefficient of Longitudinal Deceleration For Cars (d)

30 0.27

40 0.27

50 0.27

60 0.27

70 0.26

80 0.25

90 0.24

Unsealed Roads Table 5.4

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Stopping sight distance (SSD) is the distance to enable a normally alert driver, travelling at the design speed on wet pavement, to perceive, react and brake to a stop before reaching a hazard on the road ahead.

SSD is derived from two components:

The distance travelled during the total reaction time

The distance travelled during the braking time from the design speed to fully stopped.

Stopping sight distance

SSD =

)01.0(2546.3

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ad

VVRT

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RT = reaction time (sec)

V = operating speed (km/h)

d = coefficient of deceleration (longitudinal friction factor)

a = longitudinal grade (%, + for upgrades and - for downgrades).

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The provision of stopping sight distance is a mandatory design condition along all traffic lanes and all roads and intersections in the Normal Design Domain

Designers should provide stopping sight distance for both cars and trucks for all roads in daytime conditions

Stopping sight distance on crest curve

Figure 5.2:   Car stopping sight distance

10Stopping sight distances for cars (Table 5.5)Design speed

(km/h)

Absolute minimum valuesOnly for specific road types and situations(1)

based on d = 0.46 (2), (3)

Desirable minimum values for most urban and rural road typesbased on d = 0.36

Values for major highways and freeways in flat terrain based on

d = 0.26

RT = 1.5s(4) RT = 2.0s(4) RT = 2.5s RT = 1.5s(4) RT = 2.0s(4) RT = 2.5s RT = 2.0s RT = 2.5s

40 30 36 – 34 40 45 – –

50 42 49 – 48 55 62 – –

60 56 64 – 64 73 81 – –

70 71 81 – 83 92 102 113 123

80 88 99 – 103 114 126 141 152

90 107 119 132 126 139 151 173 185

100 – 141 155 – 165 179 207 221

110 – 165 180 – 193 209 244 260

120 – 190 207 – 224 241 285 301

130 – 217 235 – 257 275 328 346

Correction s due to grade (5) (6) -8 -6 -4 -2 2 4 6 8

40 5 3 2 1 -1 -2 -2 -3

50 8 5 3 2 -1 -3 -4 -5

60 11 8 5 2 -2 -4 -6 -7

70 15 11 7 3 -3 -5 -8 -10

80 20 14 9 4 -4 -7 -10 -13

90 25 18 11 5 -5 -9 -13 -16

100 31 22 14 6 -6 -11 -16 -20

110 38 26 17 8 -7 -13 -19 -24

120 45 31 20 9 -8 -16 -22 -29

130 53 37 23 11 -10 -18 -26 -34

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The design of all new roads should cater for the sight distance requirements of trucks.

Sight distance advantages provided by the higher driver eye level in trucks do not compensate for the inferior braking of trucks. The benefits of the higher eye level could also be lost at locations with lateral sight distance restrictions, e.g. cut batters or bridge piers.

Sight distance for trucks

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Operating speed(km/h)

Single unit trucks, Semi-trailers and B-doublesBased on d = 0.29(1)

RT = 1.5 s(2) RT = 2.0 s RT = 2.5 s

40 38 44 49

50 55 62 69

60 74 82 91

70 96 105 115

80 120 131 142

90 147 160 172

100 – 191 205

110 – 225 241

Corrections due to grade (3) (4) -8 -6 -4 -2 2 4 6 8

40 8 6 3 2 -1 -3 -4 -5

50 13 9 5 3 -2 -4 -6 -7

60 19 13 8 4 -3 -6 -8 -11

70 25 17 11 5 -4 -8 -11 -14

80 33 23 14 6 -6 -11 -15 -19

90 42 29 18 8 -7 -13 -19 -24

100 52 35 22 10 -9 -16 -23 -29

110 63 43 26 12 -11 -20 -28 -36

Stopping sight distances for trucks (GRD Part 3 Chpt. 5 Table 5.5)

Note:For desirable values for major highwayscar SSD may dominate for longitudinal SSD.(d = 0.26)

This is not the case forhorizontal SSD

requirements when

trucks dominate

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Obstructions close to the inside of a curve ( i.e. bridge pier, cut slope, vegetation, barriers etc.) may restrict sight distance. In such cases larger horizontal curves are required or a greater lateral offset should be provided to the obstruction.

Sight distance on horizontal curves

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R

SRO

65.28cos1

Line of sight on horizontal curves (GRD Part 3 Chpt. 5 Fig 5.4

pg 113)

O = offset (m)R = radius (m)S = sight distance (m)

Example

With a SSD of 180 m and a curve with radii of 440 mwhat is the lateral offset required?Answer: 9 m

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When the stopping sight distance is greater than length of curve a graphical solution is appropriate

Graphical solution

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Application of the normal stopping sight distance requirements over/around roadside barriers and structures on horizontal curves can produce excessive lateral offsets.

To assist in overcoming these requirements for economical reasons consideration is given to providing a wider shoulder and greater manoeuvre time for vehicles to avoid a road hazard.

A minimum shoulder width of 3.5 m should cater for the required horizontal sight distance.

Restrictions to lateral sight distances

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Case Object height Minimum shoulder

width

Minimum manoeuvre time

Car stopping sight distance

0.2 < h2 ≤ 1.25 2.5 Reaction time plus 2.5 s to a0.2 m high object.

Truck stopping sight distance

0.8 < h2 ≤ 1.25 3.5 Reaction time plus 3.0 s to a 0.8 m high object

Barriers on Curves Table 5.7

18Car Stopping Sight Distance on Curves with Barriers Appendix G

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Is SSD available to object

height = 0.8 m with minimum

shoulder width?

Is MSD available to object

height = 0.2 m at RT + 3.0 s

with minimum shoulder width?

Increase shoulder width up to

3.5 m. Is SSD available to

object height = 0.8 m?

Increase shoulder width up to

4.0 m. Is MSD available to

object height = 0.2 m at RT +

3.0 s?

Change geometry

Is this due to no line of sight

over barrier/obstruction

Adopt minimum shoulder width

required

Use calculated shoulder width

Minimum shoulder width for

trucks = 3.5 m

Use calculated shoulder width

(min allowable = 3.5 m)

Is MSD available to object

height = 0.8 m at RT + 3.5 s

with shoulder width = 4.0m?

Change geometry

Adopt shoulder width = 4.0 m

No

No

No

No

No No

Yes

Yes

Yes

Yes

Yes Yes

Note: Check SSD requirements for cars before completing the above checks for trucks.

Truck Stopping Sight Distance on Curves with Barriers Appendix G

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• Where combinations of tight horizontal curves, crest curves, roadside barriers and restricted shoulder widths occur, Section A.3.9 may be used to determine suitable EDD stopping sight distance capability.

• Application of EDD stopping sight distance is only appropriate when crash data indicates that there are no sight distance related crashes.

• Because EDD uses less conservative values, there is less margin for error. Design issues such as choosing the correct operating speed and allowing for the effect of grade become more critical.

• Generally, an EDD value should not be combined with any other lower order geometric value for the same element. However, EDD for Stopping Sight Distance explicitly covers combinations involving smaller radius horizontal curves and minimum carriageway widths.

• Future arrangements/planning must be satisfied (e.g. allow for future fencing, safety barriers).

• Geometric and other features of the road are not misleading and do not distract drivers.

• Horizontal curves and vertical curves should not be considered in isolation. Check sight distances/lines in both the vertical and horizontal planes taking into account both the horizontal and vertical curvature.

• Particular attention must be given to truck requirements on routes with high numbers of heavy vehicles. Some capability for trucks should be provided on any road.

EDD for Stopping Sight Distance Appendix A3

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Design speed

(km/h)

Roads in predominantly dry areas with AADT<4000 veh/d (2)

based on d = 0.61 (3)

Normal road conditions (i.e. wet road)

based on d = 0.46 (3)

RT = 1.5 s RT = 2.0 s RT = 2.5 s RT = 1.5 s RT = 2.0 s RT = 2.5 s

40 27 33 – 30 36 –

50 37 44 – 42 49 –

60 48 57 – 56 64 –

70 61 71 – 71 81 –

80 75 86 – 88 99 –

90 90 102 115 107 119 132

100 106 120 134 127 141 155

110 124 139 154 149 165 180

120 – 160 176 – 190 207

130 – 181 199 – 217 235

EDD Stopping Sight Distance Table A7

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Overtaking sight distance is the distance required to safely overtake a slower moving vehicle without interfering with the speed of an oncoming vehicle.

Overtaking is considered in 4 phases (GRD Part 3 Fig 5.5)

Overtaking sight distance

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Overtaking Establishment Sight Distance (OED) is the time taken to complete phases 1, 2, 3 and 4 of the total manoeuvre

Overtaking sight distance (cont.)

OED G .

1

where:

GT85 = 85th %ile critical time gap secs

u      = V/1.17 (speed of slow vehicle)

V      = operating speed

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Road section operating

speed(km/h)

Overtaken vehicle speed(km/h)

Establishment sight distance(m)

Continuation sight distance(m)

Semi-trailerB-double

Road trains

Prime mover semi-trailer

B-double Type 1 road train

Type 2 road train

Prime mover semi-trailer

B-double Type 1 road train

Type 2road train

70 60 60 570 600 640 690 300 320 360 420

80 69 69 710 740 790 860 370 400 450 510

90 77 77 850 890 950 1,040 440 470 530 620

100 86 84 1,020 1,070 1,130 1,240 530 560 630 740

110 94 84 1,230 1,290 1,200 1,310 620 680 660 770

Overtaking sight distances (GRD Part 3 Chpt. 5 Table 5.9) for multi-combination vehicle speeds equal to operating speeds)

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What is the minimum sight distance required for a passing lane on a highway (posted speed 100 km/h, operating speed 110 km/h) that has Type 1 road trains

• 1,860 m

• 660 m

• 1,200 m

Question 1

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An intermediate sight distance equal to twice the stopping distance and measured from 1.1 m to 1.25 m is required where two-way travel may occur in the same path, e.g. narrow, low volume rural roads with no line marking.

Where it is difficult to achieve this sight distance, it is usually more practical to provide stopping sight distance only, with the pavement widened and marked with two lanes over say a sharp crest curve.

Intermediate sight distance

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On unlit roadways, sight distance is confined to the range of a vehicle’s headlight beam. The limitations of headlights on high beam of modern vehicles restrict the sight distance that can be safely assumed for visibility of an object on the roadway, to about 120 – 150 m. This corresponds to a satisfactory stopping distance for 80 km/h to 90 km/h, and a manoeuvre time of about 5 seconds at 100 km/h.

This shortfall in vehicle lighting, however, cannot be provided for in road design and is not a design consideration.

Headlight sight distance

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The length of sag curves to give stopping sight distance measured from a headlight height of 0.65 m to 0.0 m is considerably more than that required to achieve reasonable riding comfort.

The only method of achieving full compatibility between theoretical sight distances by day and night is by roadway lighting. However, this can be overcome by the provision of retro-reflective road furniture.

Sight distance on sag curves (Fig 5.6)

(max.150 m)

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• If there is a horizontal curve in addition to the sag, the headlights shine tangentially to the horizontal curve and off the pavement (GRD Part 3 Chpt. 5 Fig 5.7).

• Larger radius curves will help minimise this problem.

Sight distance on horizontal curves

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On low and intermediate speed roads drivers will speed up on longer straights and through larger radius horizontal curves and slow down where necessary for smaller radius curves.

Therefore drivers must see sufficient amount of the curve length (about 80 m) in order to perceive its curvature, react and slow down appropriately for the curve.

The oncoming curve operating speed should desirably not less than 5 km/h less approaching speed ( maximum 10 km/h).

Horizontal curve perception sight distance

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31Questions?

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QUESTIONS?

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