IRC:SP:87-2019

size of attenuators shall be as per International Standards. Following are the general criteria for
providing crash attenuators:
 D 7KHORFDWLRQZKHUHWKHUHLVDKLVWRU\RIPRUHWKDQDYHUDJHQXPEHURIDFFLGHQWV
involving vehicles impacting obstruction.
 E 7KH th SHUFHQWLOH VSHHG RI WUDI¿F SO\LQJ WKURXJK WKH WUDI¿F ODQH DGMDFHQW WR
obstruction in diverge area is greater than 70 kmph.
 F $WORFDWLRQZKHUHWKHODQHFKDQJLQJPDQRHXYHULQJRIYHKLFOHVDUHVXEVWDQWLDO
 G 7UDI¿FLVUHTXLUHGWRWUDYHOLQFORVHSUR[LPLW\WRWKHSRWHQWLDOREVWUXFWLRQZKHUHLW
is not feasible to install safety barrier in front of it.
 H 7KH REVWUXFWLRQ ZLWK KLJK YDOXH DQG LI GDPDJHG E\ YHKLFOH LPSDFW ZLOO KDYH
serious consequences.
 I 7KHJRUJHDUHDVRIDOOGLYHUJLQJZKLFKDUHRQHOHYHODERYHJURXQG
7KHVSHFL¿FORFDWLRQVKDOOEHLGHQWL¿HGIROORZLQJWKHFULWHULDJLYHQDERYHDQGWKHW\SHRIFUDVK
attenuators will be based on severity of the situation and shall be indicated in 6FKHGXOHµ%¶.

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There are two types of safety barriers viz., roadside safety barriers and median safety barriers.
9.7.1 Roadside safety barriers

9.7.1.1 There are three types of longitudinal roadside safety barriers viz:
 L 0HWDOEHDPVDIHW\EDUULHUZKLFKLVVHPLULJLGW\SHOLNHL³:´EHDPW\SHVWHHO
EDUULHUDQGLL7KULHEHDPW\SHVWHHOEDUULHU
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9.7.1.2 The steel barriers with strong post type usually remain functional after moderate
collisions, thereby eliminating the need for immediate repair. If damaged by a vehicle collision,
both posts and rails of W-beam are to be repaired. Lack in maintenance can cause the W-beam
UDLOVWRSURWUXGHLQWRWUDI¿FZD\FUHDWLQJKLJKO\XQVDIHVLWXDWLRQ7KHZLUHURSHWKRXJKWHFKQLFDOO\
complicated, can be repaired with minimum costs. Though initial installation cost is relatively
high for concrete rigid barrier compare to W-beam and wire rope safety barriers, the repair
and maintenance issues can be minimized greatly in concrete rigid barrier. The psychological
shyness of drivers to keep away from the safety barrier will be the least in rigid concrete barrier
compared to other types. Since rigid barriers will not yield under any vehicle impact, it shall be
provided for bridges and ROBs and also to shield roadside objects/hazards where the required
VHWEDFNGLVWDQFHFDQQRWEHUHWDLQHGZLWKZLUHURSHDQG:%HDPGXHWRDQ\VLWHFRQGLWLRQDV
WKH\DUHGHÀHFWLYHLQQDWXUH
9.7.1.3 W-beam and Thrie beam perform well on the outside of curves and even those of
relatively small radius. W beam is used when the design vehicle is not the truck. Thrie beam
is used in location where barrier is likely to hit regularly, as Thrie beam rail make it less prone
to damage. Thrie beam should be installed at locations there is a higher probability of heavy
vehicles impacts, as higher rail increases the ability to contain heavy vehicles.

81
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9.7.1.4 The warrants for roadside barriers are given below
 L (PEDQNPHQW KHLJKW  P RU PRUH VKDOO KDYH VDIHW\ EDUULHU DW WKH HGJH RI
formation. The height of embankment for installation for safety barrier shall be
PHDVXUHGIURPWKHWRSRI¿QLVKHGURDGOHYHOWRERWWRPOHYHORI2ULJLQDO*URXQG
/HYHO2*/RULQYHUWOHYHORIGLWFK
 LL 6DIHW\EDUULHUVKDOOEHSURYLGHGIRUDOOFXUYHVXSWRPUDGLL
 LLL 5RDGVLGHREVWDFOHVVXFKDVEULGJHSLHUVDEXWPHQWVDQGUDLOLQJHQGVURDGVLGH
rock mass, culverts, pipes and headwalls, cut slopes, retaining walls, lighting
VXSSRUWV WUDI¿F VLJQV DQG VLJQDO VXSSRUWV WUHHV DQG XWLOLW\ SROHV VKDOO EH
protected with safety barrier.
 LY &RQFUHWHEDUULHUVKDOOEHSURYLGHGDWIROORZLQJVLWXDWLRQ
 D :KHUHHPEDQNPHQWLVUHWDLQHGE\DUHWDLQLQJVWUXFWXUHFRQFUHWH
 E 2QYDOOH\VLGHRIKLJKZD\LQPRXQWDLQRXVDQGVWHHSWHUUDLQFRQFUHWH
 F %HWZHHQPDLQFDUULDJHZD\DQGIRRWSDWKLQEULGJHVFRQFUHWH
 Y 7KH PHWDO EHDP DQG ZLUH URSH VDIHW\ EDUULHU VKDOO QRW EH LQVWDOOHG XSRQ D
structure. For a safety barrier upon a structure, it shall be concrete rigid barrier.
Wire Rope Safety Barrier shall not be used over major or minor bridges.
 YL 6WHHO EDUULHUV VKDOO EH SURYLGHG LQ QRQEXLOWXS VHFWLRQV ZKHUHDV FRQFUHWH
barriers shall be provided in built-up sections
 YLL $W KD]DUGRXV ORFDWLRQV LGHQWL¿HG LQ 6FKHGXOH µ&¶ or through safety audit
FRQFUHWHVWHHODVVSHFL¿HGLQ6FKHGXOHµ%¶RU6DIHW\$XGLW5HSRUW
 YLLL The requirements of Safety Barriers for structures are given in Para 7.17 of this Manual.
9.7.2 Road side steel barriers
D 'HVLJQDVSHFWV The W-beam type safety barrier consists of steel posts and a
3 mm thick W-beam rail. There shall be a steel spacer block between the post
and the beam to prevent the vehicle from snagging on the post, as the snagging
can cause the vehicle to spin round. The steel posts and the blocking out spacer
shall both be channel section of 75 mm x 150 mm size and 5 mm thick. The
posts shall be spaced 2 m center to center. )LJ  gives the typical details
of W-beam rail and splices and shall be procured and installed from a reputed
manufacturer.
The Thrie beam safety barrier shall have posts and spacers similar to the ones
mentioned above for W-beam type. The rail and splices design details for typical
Thrie beam are shown in )LJ and shall be from a reputed manufacturer.
This barrier has higher initial cost than the W-beam type but is less prone to
damages to vehicle collisions especially for shallow angle impacts.
The W-beam, the Thrie beam and the posts spacers and fasteners for steel
barriers shall be galvanized by hot dip process and design elements and
installations shall be as per the details shown for crash barrier in this manual
so as to achieve the performance characteristics intended for W-beam. For
any structural elements and details missing in this Manual for W-beam and its
various end treatments, the details from international Guidelines/Manuals on
W-beam which would conform to EN 1317 Part-2 can be adopted.

82
83
Fig. 9.8 Space required to place Crash Attenuators
IRC:SP:87-2019
IRC:SP:87-2019

Fig. 9.9 Typical Details of W Beam Structural Elements

84
 IRC:SP:87-2019

Fig. 9.10 Typical Details of Thrie Beam Structural Elements

85
IRC:SP:87-2019
E (QGWUHDWPHQWIRUVWHHOEDUULHU If hit, an untreated end of the roadside barrier
can be hazardous, because the barrier beam can penetrate the passenger
compartment and cause the impact vehicle to stop abruptly. End treatments
should, therefore, form an integral part of safety barriers and the end treatment
should not spear vault or roll a vehicle for head on or angled impacts. The end
WUHDWPHQW RQ DSSURDFK VKDOO EH 0RGL¿HG (FFHQWULF /RDGHU 7HUPLQDO 0(/7
arrangement as shown in )LJ  and on departure side it shall be Trailing
7HUPLQDO 77 DUUDQJHPHQW DV VKRZQ LQ )LJ . Following the same end
treatments, )LJ present the typical layout of W-beam whether on raised
PHGLDQVLGHVRURQGHSUHVVHGÀXVKHGPHGLDQVLGHV7KHLQWHUQDWLRQDOSUDFWLFHV
shall be adopted for those details which are not available in this Manual for
MELT and TT arrangements for the end treatment of W-beam.
The W-beam to concrete transition shall be carried out by decreasing the post
spacing, nesting one rail behind another and using steel section behind the
W-beam. The transition between W-beam and concrete barrier is detailed in
)LJ.
F 3ODFHPHQW The exact layout of the barrier shall be made by the design engineer
NHHSLQJLQYLHZWKHODWHUDORIIVHWRIWKHEDUULHUDQGÀDUHUDWH7KH¿QDOOD\RXW
VKDOOEHDVVLWHVSHFL¿FFRPELQDWLRQRIWKHVHIDFWRUV
 L 7KHVORSHLQIURQWRI:EHDPVKDOOEHQHDUWRÀDWJUDGLHQWVRWKDWVDIHW\
barrier perform best when impacted by a vehicle and the slope of ground
in front of barrier shall not be steeper than 10:1. Metal beam safety barrier
installed on shoulder side, there shall be a lateral distance of at least
WRPZLGWKIURPHGJHRISDYHGSRUWLRQLHFDUULDJHZD\SDYHG
VKRXOGHUVKRXOGEHDYDLODEOHZLWKRXWDQ\REVWDFOHV
 LL 2Q HPEDQNPHQWV D PLQLPXP GLVWDQFH RI  PP VKDOO EH PDLQWDLQHG
between the barrier and the start of embankment slope of a hazard to
prevent the wheels from dropping over the edge.
 LLL 5DLVHG NHUEV RU GUDLQV VKDOO QRW EH SURYLGHG EHWZHHQ WKH WUDYHOHG ZD\
and the barriers. These destabilize the vehicle balance and disturb its
equilibrium before it strikes the barrier thus defeating the essential purpose
of safety and redirection of the impacting vehicle. When a kerb exists on
WKHHGJHRIURDGDQGRQFORVHSUR[LPLW\RIWUDI¿FODQHZKHWKHURQVKRXOGHU
side or median side, face of W beam shall always be less than 100 mm
from the vertical face of kerb. )LJ gives the lateral clearance to be
maintained in different situations.
 LY :KHQPHWDOEHDPLVLQVWDOOHGIRUVKLHOGLQJDQREMHFWPLQLPXPGLVWDQFHDV
VSHFL¿HGE\WKHPDQXIDFWXUHUIRUGHÀHFWLRQVKDOOEHPDLQWDLQHGIURPWKH
object/hazard. The distance between the barrier and the hazard shall not
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9.7.3 Concrete roadside safety barriers
 D 'HVLJQ DVSHFWV Roadside concrete safety barriers are rigid barriers having
a sloped front face and a vertical back face. For uniformity New Jersey type
concrete barriers should be used where necessary. The concrete barrier may
be pre-cast in lengths of up to 6 m depending upon the feasibility of transport

86
 IRC:SP:87-2019
and lifting arrangements. Concrete grade for the barriers shall not be leaner
than M30. The minimum thickness of foundations shall be 25 mm thick cement
concrete or hot mix asphalt placed at the base of barrier to provide lateral restraint.
Where more than 75 mm thick over lay on the road pavement is anticipated, the
foundation step may be increased to 125 mm. However, longitudinal roadside
concrete barrier should have elaborate footing design which is structurally safe
XQOHVVVXI¿FLHQWHDUWKVXSSRUWLVDYDLODEOH3UHFDVWFRQFUHWHEDUULHUVVKDOOEH
properly anchored in cast in situ footing and entire assembly shall be check
DJDLQVW VOLGLQJ DQG RYHUWXUQLQJ 6XJJHVWHG ÀDUH UDWHV GHSHQGLQJ XSRQ WKH
design speed are given in Table 9.2.
7DEOH)ODUH5DWHVRI5LJLGEDUULHUV
'HVLJQVSHHGLQNPSHUKRXU Flare Rates
100 17:1
80 14:1
60 11:1
40 8:1
 E (QGWUHDWPHQW Safety barrier shall be provided with an end treatment, which
shall be obtained by tapering the height of terminating end of the barrier within a
length of 8 m to 9 m. In structures with footpath, the rigid barrier is placed between
WUDI¿FZD\DQGIRRWSDWKWRSURWHFWSHGHVWULDQIURPYHKLFOHLPSDFW7KHDSSURDFK
and departure end of rigid barrier shall be continued with Metal beam barrier for
a suitable length to ensure the continuity of safety barrier. In order to ensure the
continuity of pedestrian pathway, metal beam barrier installed as continuation of
concrete barrier can be terminated with terminal end arrangement described for
metal beam barrier and then it can be resumed leaving 2 m in between enabling
pedestrian to change their position from one side of barrier to other side of
barrier as pictorially depicted in )LJ.
 F 3ODFHPHQWThe exact layout of the barrier shall be made by the design engineer
NHHSLQJLQYLHZWKHODWHUDORIIVHWRIWKHEDUULHUDQGVLWHVSHFL¿FUHTXLUHPHQWV
Generally.
 L 7KH VORSH LQ IURQW RI 5LJLG EDUULHU VKDOO EH QHDU WR ÀDW JUDGLHQW VR WKDW
safety barrier perform best when impacted by a vehicle and the slope of
ground in front of barrier shall not be steeper than 10:1.
 LL 5DLVHG NHUEV RU GUDLQV VKDOO QRW EH SURYLGHG EHWZHHQ WKH WUDYHOHG ZD\
and the barriers. These destabilize the vehicle balance and disturb its
equilibrium before it strikes the barrier thus defeating the essential purpose
of safety and redirection of the impacting vehicle.
 LLL :KHQDNHUEH[LVWVRQWKHHGJHRIURDGDQGRQFORVHSUR[LPLW\RIWUDI¿F
lane whether on shoulder side or median side, face of Concrete barrier
shall always be such that vehicle bumper would directly collide with barrier
before wheel touches the kerb face.
9.7.4 Wire rope roadside safety barrier
 D 'HVLJQDVSHFWV The wire rope barriers/systems are suitable for either shoulder
and/or median side application, provided there is adequate clearance to account
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IRU WKHLU GHÀHFWLRQ DV SHU PDQXIDFWXUHV V\VWHP GHVLJQ VSHFL¿FDWLRQ DQG
standards.
Wire rope barrier can be repaired quickly and only damaged posts are to be
UHSODFHG+LJKWHQVLRQURSHRUURSHZLUHV\VWHPFRQ¿UPLQJWKHUHTXLUHPHQWV
of EN 1317-2 for higher containment Level of H2 shall be used. Typical details
of wire rope barrier are given in )LJ  and wire rope barrier with ropes
interwoven are also presented in )LJ. The wire rope barrier shall be the
proprietary product of an approved manufacture and test result shall conform to
EN 1317 Part 2.
 E (QG WUHDWPHQW The end treatment shall be as per the manufactures details
conforming to EN 1317 Part 2. The Wire rope to W-beam transition shall be done
WKURXJK0RGL¿HG(FFHQWULF/RDGHU7HUPLQDO0(/7DUUDQJHPHQWDVVKRZQLQ
)LJ. The termination of Wire rope to a rigid or concrete barrier or a parapet
shall be avoided and there shall be a transition from wire rope to W-beam in-turn
to concrete barrier as shown in )LJ.
 F 3ODFHPHQW The placement of the Wire Rope Safety Barrier shall be determined
E\WKHGHVLJQHQJLQHHUDQGVKDOOEHDFRPELQDWLRQRIWKHGHÀHFWLRQUDWLRVRIWKH
EDUULHUDQGWKHVLWHVSHFL¿FFRQGLWLRQV
 L 7KHVORSHRIVXUIDFHEHWZHHQWUDI¿FZD\DQGZLUHURSHVDIHW\EDUULHUVKDOO
DOZD\VEHÀDWWHUWKDQDQGWKHUHVKDOOQRWDQ\REMHFWRUUDLVHGNHUELQ
between so to enable the cables to readily dis-engage from posts during
impact and thereby minimizing snagging and ensuring that the vehicle is
smoothly redirected.
 LL 7KHUH VKDOO EH DW OHDVW  P VHWEDFN GLVWDQFH EHWZHHQ ZLUH URSH VDIHW\
barrier and the start of drop or embankment slope. While installing wire
rope on a highway carrying two/three-wheelers and other small vehicles,
WKHGHÀHFWLRQDVVSHFL¿HGE\WKHPDQXIDFWXUHUVKDOOEHPDLQWDLQHGDVVHW
EDFNGLVWDQFHIURPWKHVWDUWRIGURSRIHPEDQNPHQW7KHGHÀHFWLRQFDQEH
reduced by closer post spacing, however the minimum setback distance
shall be ensured.
 LLL 5DLVHG NHUEV RU GUDLQV VKDOO QRW EH SURYLGHG EHWZHHQ WKH WUDYHOHG ZD\
and the barriers. These destabilize the vehicle balance and disturb its
equilibrium before it strikes the barrier thus defeating the essential purpose
of safety and redirection of the impacting vehicle.
 LY :KHQ :LUH 5RSH 6DIHW\ %DUULHU LV SURYLGHG LQ IURQW RI D KD]DUG LW VKDOO
EHVRORFDWHGFDWHUVWRWKHGHÀHFWLRQVSHFL¿HGE\WKHPDQXIDFWXUH7KH
barrier shall be extended at full height not less than 30 m in advance of
the hazard on the approach side, and shall continue at full height for 7.5 m
beyond the hazard on the departure side. The minimum length of fence
VKDOOEHQROHVVWKDQP,IWKHUHLVDKD]DUGSUHVHQWLQWKHGHÀHFWLRQ
area of the barrier, then the distance between fence and the hazard shall
QRWEHOHVVWKDQWKDWGHÀHFWLRQYDOXHVGHVFULEHGE\WKHPDQXIDFWXUHDQG
will depend upon the post spacing
 Y 7KH:LUH5RSH6DIHW\%DUULHUVKDOOQRWEHSHUPLWWHGLQIROORZLQJVLWXDWLRQV
 ‡ :KHUHDKD]DUGLVSUHVHQWZLWKLQWKHGHÀHFWLRQDUHDRIWKHIHQFH

88
 IRC:SP:87-2019
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 ‡ :KHUHUDWHRIFKDQJHLQVHWEDFNLVVWHHSHUWKDQLQ
9.7.5 Median barriers
9.7.5.1 7KHUHDUHIRXUW\SHVRIPHGLDQVDIHO\EDUULHUYL]:EHDPW\SHVWHHOEDUULHU6WURQJ
SRVWW\SH7KULHEHDPW\SHVWHHOEDUULHU6WURQJSRVWW\SH&RQFUHWHEDUULHUV:LUH5RSHVDIHW\
barrier with closer post spacing.
9.7.5.2 The warrants for median side barriers are given below
 L 2Q KLJKZD\V ZLWK QDUURZ PHGLDQV FDXVLQJ RXWRIFRQWURO YHKLFOHV MXPSLQJ
across the medians to other carriageway
 LL )L[HGREMHFWVRQPHGLDQVUHTXLUHVKLHOGLQJIURPWKHWUDI¿FÀRZZKLFKPD\EHD
light post, foundation of overhead signs, bridge pier etc.
 LLL )RUDOOPXOWLODQHKLJKZD\VZKHUHDGHTXDWHODQGLVDYDLODEOHLWLVSUHIHUDEOHWR
provide wide depressed medians having width of 7 m or more but with W-beam
metal crash barrier or wire rope safety barrier at the edges of the median
 LY :LUHURSHVDUHLGHDOO\VXLWHGÀXVKHGPHGLDQVLWXDWLRQVLQDPXWOLODQHKLJKZD\
owing to their double side nature and also not allowing crossover as wire rope
QHYHUVQDSV:LUHURSHRQDQDUURZÀXVKHGPHGLDQVKDOOEHSODFHGDWWKHFHQWHU
RIÀXVKHGPHGLDQHQVXULQJWKHVXI¿FLHQWGHÀHFWLRQGLVWDQFHIURPERWKWUDI¿F
way.
 Y $W KD]DUGRXV ORFDWLRQV LGHQWL¿HG LQ 6FKHGXOH µ&¶ or through safety audit
FRQFUHWHVWHHODVVSHFL¿HGLQ6FKHGXOHµ%¶RU6DIHW\$XGLW5HSRUW
 YL 7KHUHTXLUHPHQWVRI6DIHW\%DUULHUVIRUVWUXFWXUHVDUHJLYHQLQPara 7.17 of this
Manual

9.7.5.3 Median side steel barriers

 D 'HVLJQ DVSHFWV The W-beam barrier shall be similar to the roadside barrier
described in 3DUD  D. The Thrie beam barrier shall be similar to the
roadside barrier described in 3DUDD.
 E 3ODFHPHQW Steel beam crash barrier shall be placed at both the edges of
median along the carriageway as per the placement requirements given in 9.7.2
F. The lateral placement and end treatment of W-Beam at median location as
given in )LJ  VKDOO EH IROORZHG 7KH 0RGL¿HG (FFHQWULF /RDGHU 7HUPLQDO
0(/7DUUDQJHPHQWRQDSSURDFKVLGHDQG7UDLOLQJ7HUPLQDO77DUUDQJHPHQW
on departure side shall be adopted for W-beam end treatment in median location
also.

9.7.5.4 Concrete median barriers

 D 'HVLJQ DVSHFWV Concrete median barrier shall be New Jersey type. These
should be used in case of narrow medians of two meter or less along with an
anti-glare screen for avoidance of headlight glare. The concrete barrier cannot
be altered easily, hence rigid barrier shall be provided in narrow median in urban

89
IRC:SP:87-2019
location to prevent pedestrian intrusion and other side friction. The terminating
end of the median barrier shall be tapered in a length of 8 to 9 m.
 E 3ODFHPHQW The requirements given in 3DUD  F shall be complied for
placement of concrete median barrier. At locations where median is narrow, the
H[SRVHGHQGRQFRQFUHWHEDUULHURQPHGLDQVLGHFDQEHSURYLGHGZLWK7UDI¿F
Impact Attenuators.

9.7.5.5 Wire rope median barrier

 D 'HVLJQDVSHFWV The design aspects given in 3DUDD will be applicable
for wire rope at median location.
 E 3ODFHPHQW The requirements covered in 3DUD  F for wire rope will be
applicable for median barrier also. Also, when Wire Rope Safety Barrier is
placed between two adjacent carriageways which are at the same level, it shall
EHSODFHGDWWKHFHQWHURIWKHPHGLDQZLWKGHÀHFWLRQDUHDQRWEHOHVVWKDQWKDW
GHÀHFWLRQYDOXHVGHVFULEHGE\WKHPDQXIDFWXUHIURPHLWKHUVLGHRIWKHIHQFH,Q
case of two carriageways which are at different levels, it shall be at both sides
of the median edge. In the case of a split median, it shall be on the carriageway
of higher side. Wire rope barrier for median location can be adopted as long as
WKHPHGLDQLVQRWUDLVHGDQGDOORZDEOHGHÀHFWLRQFDQEHNHSWIURPERWKWUDI¿F
way sides as given in )LJ. The end treatment presented in 3DUDE
will be applicable for wire rope at median location also.

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9.8.1 General
Pedestrians are vulnerable to being involved in accidents. Therefore, adequate consideration
shall be given to their safety through provision of facilities. The facilities for pedestrians given in
this Section shall be provided on the Project Highway, especially roads and junctions being built
below 6-lane structures.
9.8.2 Footpath (Sidewalk)
 L 7KHIRRWSDWKVVKDOOEHSURYLGHGLQWKHEXLOWXSVHFWLRQVRQERWKVLGHV3HGHVWULDQ
facilities for their safe and convenient movement along the highway and for
crossing the highway shall be integral part of facility and therefore carefully
planned and provided.
 LL 7KHZLGWKRIVLGHZDONVGHSHQGVXSRQWKHH[SHFWHGSHGHVWULDQÀRZEXWVKDOO
not be less than 1.5 m. Land to be acquired, if need be.
9.8.3 Pedestrian guardrails
 L 3HGHVWULDQJXDUGUDLOVDUHDQLPSRUWDQWGHVLJQHOHPHQWWRSUHYHQWLQGLVFULPLQDWH
crossing and spilling over of pedestrians on to the carriageway. Their judicious
use can help to ensure that pedestrians cross the highway at predetermined and
VDIHORFDWLRQV$VWKHJXDUGUDLOVZRXOGFRQ¿QHWKHPRYHPHQWRISHGHVWULDQVWR
WKHIRRWSDWKLWLVREOLJDWRU\WKDWVXI¿FLHQWZLGWKRIIRRWSDWKEHPDGHDYDLODEOHIRU
the use of pedestrians.
 LL 'HVLJQ The design shall be such that the guardrails are neat and simple in
appearance. The height of guardrail shall be 1.2 m from foot path level. The

90