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2006_0925_Packet
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2006_0925_Packet
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�����Z� 2-20 <br />Sight distance on the crest of a hill <br />is the distance at which a driver <br />can see an objecttwo feet above <br />the road. <br />�r:�,����►i <br />���yC��L�� ��li��'�� <br />U <br />��? t � � t s � <br />Y � ����� x����.s � f � �� <br />� � � �u�.� ����a � 9 � <br />�:���.�� +�f���r�€ �.5� i�''P <br />32 Residential Streets <br />Object Height 2.0' <br />� _ <br />�+'�H1Fd�Jl� R�4TE OF �ERF��L CURVATURE <br />Design Speed (�ph? <br />15 <br />20 <br />25 <br />30 <br />35 <br />40 <br />45 <br />Stopping Sight <br />Distance (feet)' <br />80 <br />115 <br />155 <br />200 <br />250 <br />305 <br />360 <br />Ewe ��nr �.�� <br />Rate of ��s�N�ai Curvature KZ <br />Crest Curves Saq Curves <br />3 10 <br />7 17 <br />12 26 <br />19 37 <br />29 49 <br />44 64 <br />61 79 <br />'�+a�+�Fl haa��M1e�,lyt�4jr. rJ �.5 kY. +iil,�i�cS }+�/'� M, Irrl <br />' f�4r�+e��oNt�e t� p�k*�ql�l�[�+tVY�+��k� dr�+oe Yefr�ei �q�� <br />5n�,�kai k�vori� af��"�'�� ���OIG�.�F�irFar�A�c���`4'r+v� <br />+��'lkl��h4�►�°f�� ��4 �A F�Ft�43,'r�+r�d3,�Ylh�.}6r�.�r.iqL� <br />Vertical curve length should be a minimum of 50 feet. When the algebraic dif- <br />ference in grades is less than � percent, no vertical curve is necessary for local <br />residentia! streets. <br />Horizontal Curves <br />Horizontal curves on low-speed residential streets should not use supere3eva- <br />tion (banking) to counteract centrifugal force on the vehicle; the design should <br />allow centrifugal force to be counteracted solely with side friction from the <br />pavement (Figures 221 and 2-22). Table 2-8 summarizes guidelines for the <br />length of the centerline radius in horizontal curves. If centerline radii are in- <br />creased, driver comfort will be enhanced. But frequently, the decision to length- <br />en curve radii has adverse consequencessuch as the loss of natural terrain. <br />trees, and watercourses and an increase in vehicle speeds. <br />Dead-End 7"urn�r�urtd� <br />On most dead�nd streets, a circular turnaround area is preferable (Figure 2-23). <br />AT- or Y-shapedturnaround may be used for streets having a short length, al- <br />leys, and streets serving up to ten houses (Fiqure 2-24). Extremelyshort streets <br />serving no more than five houses may not require a turnaround: vehicles may <br />simply use the street width for backingfturn�ng movements. <br />
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