BWBV0005605
Geldig vanaf 06-06-1958
Artikel III
Verklaring betreffende de aanleg van internationale hoofdverkeerswegen
(a). Cross-section
1. Shoulders In addition to the carriageways, international roads are provided with shoulders at least 2.5 metres wide. Clear lateral areas free from any obstacle are provided over at least 1 metre from the edge of the carriageway.
2. Special paths Special paths for the exclusive use of pedestrians or cyclists are also provided on the shoulders of ordinary type roads whenever a daily volume of 500 pedestrians or cyclists (or road-users of a similar category) is reached.
3. Trams and railways Trams and railways are excluded from the carriageway o± ordinary type roads and from within the formation of motorways.
4. Crossfall On straight sections the cross-section of the carriageway consists of one or two planes with as small a crossfall as possible and 3 per cent maximum. The minimum radius below which bends must be raised is 1000 metres. The maximum superelevation is 8 per cent.
5. Extra width on curves Extra width is provided on curves to ensure the free passage of the largest authorised vehicles when meeting.
(b). Horizontal and vertical alignment
1. Homogeneity of alignment International roads present homogeneous characteristics over sufficiently long sections. Changes in characteristics are made at points where they are normally obvious to a driver (such as passing through a built-up area or a change in topography). If this is not possible they are introduced progressively.
2. Geometric characteristics The principal geometric characteristics of the international roads are summarized in the following table. (1) The minimum radii of convex vertical curves given in the table relate to approach gradients which are approximately equal and of contrary sense, the difference in slopes being moreover sufficient to limit the visibility. The design speed of 120 kms/hour is only chosen if the carriageways are separated and if most of the accesses are specially designed. The figures (given for the radii of convex vertical curves are absolute minima. They ensure, for the given design speed, strictly sufficient visibility distances under normal traffic conditions and in the absence of unfavourable factors (such as smooth tyres or wet roads). Concave curves are such that, for the given design speed, acceleration may not exceed 0.50 m/sec2. The figures for the radii of horizontal curves are the minimum needed to ensure the stability of the vehicle. They should be increased by at least 50 per cent for easy and comfortable travel. The curved and straight sections of the horizontal alignment are connected by gradual bends. The horizontal and vertical visibilities provided are such as to give the same degree of safety, taking gradients into account, if any. It is often possible to achieve a favourable solution by doubling the carriageway at summits and bends. On two-way carriageways with 2 or 3 lanes the necessary passing sight distance is ensured on a percentage of the total length of the road as high as possible and distributed with the utmoss uniformity. This percentage must be at least 50 for the traffic volumes mentioned in chapter II for the ordinary type roads of category I and for the 3-lane roads of category II.
(1) The minimum radii of convex vertical curves given in the table relate to approach gradients which are approximately equal and of contrary sense, the difference in slopes being moreover sufficient to limit the visibility.
(c). Special measures
1. Stopping and parking Stopping and parking are prohibited on motorways. The shoulders of these roads are shaped with a minimum width of 2.5 metres to permit vehicles to stop in an emergency. In order to reduce the stopping and parking of vehicles on the carriageways of ordinary type roads carrying average daily volumes in excess of 1500 vehicles the following should be provided off the carriageway: (a) lay-bys; their spacing is governed by local factors such as the number of adjoining properties and the volume of traffic;
(b) draw-ins for buses.
(a) lay-bys; their spacing is governed by local factors such as the number of adjoining properties and the volume of traffic;
(b) draw-ins for buses.
2. Lighting The lighting provided on sections carrying important night traffic is uniform and sufficient to enable motorized traffic to travel without headlights.
1. Shoulders In addition to the carriageways, international roads are provided with shoulders at least 2.5 metres wide. Clear lateral areas free from any obstacle are provided over at least 1 metre from the edge of the carriageway.
2. Special paths Special paths for the exclusive use of pedestrians or cyclists are also provided on the shoulders of ordinary type roads whenever a daily volume of 500 pedestrians or cyclists (or road-users of a similar category) is reached.
3. Trams and railways Trams and railways are excluded from the carriageway o± ordinary type roads and from within the formation of motorways.
4. Crossfall On straight sections the cross-section of the carriageway consists of one or two planes with as small a crossfall as possible and 3 per cent maximum. The minimum radius below which bends must be raised is 1000 metres. The maximum superelevation is 8 per cent.
5. Extra width on curves Extra width is provided on curves to ensure the free passage of the largest authorised vehicles when meeting.
(b). Horizontal and vertical alignment
1. Homogeneity of alignment International roads present homogeneous characteristics over sufficiently long sections. Changes in characteristics are made at points where they are normally obvious to a driver (such as passing through a built-up area or a change in topography). If this is not possible they are introduced progressively.
2. Geometric characteristics The principal geometric characteristics of the international roads are summarized in the following table. (1) The minimum radii of convex vertical curves given in the table relate to approach gradients which are approximately equal and of contrary sense, the difference in slopes being moreover sufficient to limit the visibility. The design speed of 120 kms/hour is only chosen if the carriageways are separated and if most of the accesses are specially designed. The figures (given for the radii of convex vertical curves are absolute minima. They ensure, for the given design speed, strictly sufficient visibility distances under normal traffic conditions and in the absence of unfavourable factors (such as smooth tyres or wet roads). Concave curves are such that, for the given design speed, acceleration may not exceed 0.50 m/sec2. The figures for the radii of horizontal curves are the minimum needed to ensure the stability of the vehicle. They should be increased by at least 50 per cent for easy and comfortable travel. The curved and straight sections of the horizontal alignment are connected by gradual bends. The horizontal and vertical visibilities provided are such as to give the same degree of safety, taking gradients into account, if any. It is often possible to achieve a favourable solution by doubling the carriageway at summits and bends. On two-way carriageways with 2 or 3 lanes the necessary passing sight distance is ensured on a percentage of the total length of the road as high as possible and distributed with the utmoss uniformity. This percentage must be at least 50 for the traffic volumes mentioned in chapter II for the ordinary type roads of category I and for the 3-lane roads of category II.
(1) The minimum radii of convex vertical curves given in the table relate to approach gradients which are approximately equal and of contrary sense, the difference in slopes being moreover sufficient to limit the visibility.
(c). Special measures
1. Stopping and parking Stopping and parking are prohibited on motorways. The shoulders of these roads are shaped with a minimum width of 2.5 metres to permit vehicles to stop in an emergency. In order to reduce the stopping and parking of vehicles on the carriageways of ordinary type roads carrying average daily volumes in excess of 1500 vehicles the following should be provided off the carriageway: (a) lay-bys; their spacing is governed by local factors such as the number of adjoining properties and the volume of traffic;
(b) draw-ins for buses.
(a) lay-bys; their spacing is governed by local factors such as the number of adjoining properties and the volume of traffic;
(b) draw-ins for buses.
2. Lighting The lighting provided on sections carrying important night traffic is uniform and sufficient to enable motorized traffic to travel without headlights.
- Citeren als
- Art. III
- Geldig vanaf
- Status
- Geldend recht
- Identificatie
- BWBV0005605
- Officiële bron
- wetten.overheid.nl