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CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
Chapter 13
Sight distance
13.1 Overview
The safe and ecient operation of vehicles on the road depends very much on the visibility of the road ahead of
the driver. Thus the geometric design of the road should be done such that any obstruction on the road length
could be visible to the driver from some distance ahead . This distance is said to be the sight distance.
13.2 Types of sight distance
Sight distance available from a point is the actual distance along the road surface, over which a driver from
a specied height above the carriage way has visibility of stationary or moving objects. Three sight distance
situations are considered for design:
 Stopping sight distance (SSD) or the absolute minimum sight distance
 Intermediate sight distance (ISD) is dened as twice SSD
 Overtaking sight distance (OSD) for safe overtaking operation
 Head light sight distance is the distance visible to a driver during night driving under the illumination of
 Safe sight distance to enter into an intersiection.
The most important consideration in all these is that at all times the driver traveling at the design speed of
the highway must have sucient carriageway distance within his line of vision to allow him to stop his vehicle
before colliding with a slowly moving or stationary object appearing suddenly in his own trac lane.
The computation of sight distance depends on:
 Reaction time of the driver
Reaction time of a driver is the time taken from the instant the object is visible to the driver to the
instant when the brakes are applied. The total reaction time may be split up into four components based
on PIEV theory. In practice, all these times are usually combined into a total perception-reaction time
suitable for design purposes as well as for easy measurement. Many of the studies shows that drivers
require about 1.5 to 2 secs under normal conditions. However, taking into consideration the variability
of driver characteristics, a higher value is normally used in design. For example, IRC suggests a reaction
time of 2.5 secs.
Introduction to Transportation Engineering 13.1 Tom V. Mathew and K V Krishna Rao
Page 2

CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
Chapter 13
Sight distance
13.1 Overview
The safe and ecient operation of vehicles on the road depends very much on the visibility of the road ahead of
the driver. Thus the geometric design of the road should be done such that any obstruction on the road length
could be visible to the driver from some distance ahead . This distance is said to be the sight distance.
13.2 Types of sight distance
Sight distance available from a point is the actual distance along the road surface, over which a driver from
a specied height above the carriage way has visibility of stationary or moving objects. Three sight distance
situations are considered for design:
 Stopping sight distance (SSD) or the absolute minimum sight distance
 Intermediate sight distance (ISD) is dened as twice SSD
 Overtaking sight distance (OSD) for safe overtaking operation
 Head light sight distance is the distance visible to a driver during night driving under the illumination of
 Safe sight distance to enter into an intersiection.
The most important consideration in all these is that at all times the driver traveling at the design speed of
the highway must have sucient carriageway distance within his line of vision to allow him to stop his vehicle
before colliding with a slowly moving or stationary object appearing suddenly in his own trac lane.
The computation of sight distance depends on:
 Reaction time of the driver
Reaction time of a driver is the time taken from the instant the object is visible to the driver to the
instant when the brakes are applied. The total reaction time may be split up into four components based
on PIEV theory. In practice, all these times are usually combined into a total perception-reaction time
suitable for design purposes as well as for easy measurement. Many of the studies shows that drivers
require about 1.5 to 2 secs under normal conditions. However, taking into consideration the variability
of driver characteristics, a higher value is normally used in design. For example, IRC suggests a reaction
time of 2.5 secs.
Introduction to Transportation Engineering 13.1 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
 Speed of the vehicle
The speed of the vehicle very much aects the sight distance. Higher the speed, more time will be required
to stop the vehicle. Hence it is evident that, as the speed increases, sight distance also increases.
 Eciency of brakes
The eciency of the brakes depends upon the age of the vehicle, vehicle characteristics etc. If the brake
eciency is 100%, the vehicle will stop the moment the brakes are applied. But practically, it is not
possible to achieve 100% brake eciency. Therefore the sight distance required will be more when the
eciency of brakes are less. Also for safe geometric design, we assume that the vehicles have only 50%
brake eciency.
 Frictional resistance between the tyre and the road
The frictional resistance between the tyre and road plays an important role to bring the vehicle to stop.
When the frictional resistance is more, the vehicles stop immediately. Thus sight required will be less. No
separate provision for brake eciency is provided while computing the sight distance. This is taken into
account along with the factor of longitudinal friction. IRC has specied the value of longitudinal friction
in between 0.35 to 0.4.
Gradient of the road also aects the sight distance. While climbing up a gradient, the vehicle can stop
immediately. Therefore sight distance required is less. While descending a gradient, gravity also comes
into action and more time will be required to stop the vehicle. Sight distance required will be more in
this case.
13.3 Stopping sight distance
Stopping sight distance (SSD) is the minimum sight distance available on a highway at any spot having sucient
length to enable the driver to stop a vehicle traveling at design speed, safely without collision with any other
obstruction.
There is a term called safe stopping distance and is one of the important measures in trac engineering. It
is the distance a vehicle travels from the point at which a situation is rst perceived to the time the deceleration
is complete. Drivers must have adequate time if they are to suddenly respond to a situation. Thus in highway
design, sight distance atleast equal to the safe stopping distance should be provided. The stopping sight distance
is the sum of lag distance and the braking distance. Lag distance is the distance the vehicle traveled during the
reaction time t and is given by vt, where v is the velocity in m=sec
2
. Braking distance is the distance traveled
by the vehicle during braking operation. For a level road this is obtained by equating the work done in stopping
the vehicle and the kinetic energy of the vehicle. If F is the maximum frictional force developed and the braking
distance is l, then work done against friction in stopping the vehicle is Fl = fWl where W is the total weight
of the vehicle. The kinetic energy at the design speed is
1
2
mv
2
=
1
2
Wv
2
g
fWl =
Wv
2
2g
Introduction to Transportation Engineering 13.2 Tom V. Mathew and K V Krishna Rao
Page 3

CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
Chapter 13
Sight distance
13.1 Overview
The safe and ecient operation of vehicles on the road depends very much on the visibility of the road ahead of
the driver. Thus the geometric design of the road should be done such that any obstruction on the road length
could be visible to the driver from some distance ahead . This distance is said to be the sight distance.
13.2 Types of sight distance
Sight distance available from a point is the actual distance along the road surface, over which a driver from
a specied height above the carriage way has visibility of stationary or moving objects. Three sight distance
situations are considered for design:
 Stopping sight distance (SSD) or the absolute minimum sight distance
 Intermediate sight distance (ISD) is dened as twice SSD
 Overtaking sight distance (OSD) for safe overtaking operation
 Head light sight distance is the distance visible to a driver during night driving under the illumination of
 Safe sight distance to enter into an intersiection.
The most important consideration in all these is that at all times the driver traveling at the design speed of
the highway must have sucient carriageway distance within his line of vision to allow him to stop his vehicle
before colliding with a slowly moving or stationary object appearing suddenly in his own trac lane.
The computation of sight distance depends on:
 Reaction time of the driver
Reaction time of a driver is the time taken from the instant the object is visible to the driver to the
instant when the brakes are applied. The total reaction time may be split up into four components based
on PIEV theory. In practice, all these times are usually combined into a total perception-reaction time
suitable for design purposes as well as for easy measurement. Many of the studies shows that drivers
require about 1.5 to 2 secs under normal conditions. However, taking into consideration the variability
of driver characteristics, a higher value is normally used in design. For example, IRC suggests a reaction
time of 2.5 secs.
Introduction to Transportation Engineering 13.1 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
 Speed of the vehicle
The speed of the vehicle very much aects the sight distance. Higher the speed, more time will be required
to stop the vehicle. Hence it is evident that, as the speed increases, sight distance also increases.
 Eciency of brakes
The eciency of the brakes depends upon the age of the vehicle, vehicle characteristics etc. If the brake
eciency is 100%, the vehicle will stop the moment the brakes are applied. But practically, it is not
possible to achieve 100% brake eciency. Therefore the sight distance required will be more when the
eciency of brakes are less. Also for safe geometric design, we assume that the vehicles have only 50%
brake eciency.
 Frictional resistance between the tyre and the road
The frictional resistance between the tyre and road plays an important role to bring the vehicle to stop.
When the frictional resistance is more, the vehicles stop immediately. Thus sight required will be less. No
separate provision for brake eciency is provided while computing the sight distance. This is taken into
account along with the factor of longitudinal friction. IRC has specied the value of longitudinal friction
in between 0.35 to 0.4.
Gradient of the road also aects the sight distance. While climbing up a gradient, the vehicle can stop
immediately. Therefore sight distance required is less. While descending a gradient, gravity also comes
into action and more time will be required to stop the vehicle. Sight distance required will be more in
this case.
13.3 Stopping sight distance
Stopping sight distance (SSD) is the minimum sight distance available on a highway at any spot having sucient
length to enable the driver to stop a vehicle traveling at design speed, safely without collision with any other
obstruction.
There is a term called safe stopping distance and is one of the important measures in trac engineering. It
is the distance a vehicle travels from the point at which a situation is rst perceived to the time the deceleration
is complete. Drivers must have adequate time if they are to suddenly respond to a situation. Thus in highway
design, sight distance atleast equal to the safe stopping distance should be provided. The stopping sight distance
is the sum of lag distance and the braking distance. Lag distance is the distance the vehicle traveled during the
reaction time t and is given by vt, where v is the velocity in m=sec
2
. Braking distance is the distance traveled
by the vehicle during braking operation. For a level road this is obtained by equating the work done in stopping
the vehicle and the kinetic energy of the vehicle. If F is the maximum frictional force developed and the braking
distance is l, then work done against friction in stopping the vehicle is Fl = fWl where W is the total weight
of the vehicle. The kinetic energy at the design speed is
1
2
mv
2
=
1
2
Wv
2
g
fWl =
Wv
2
2g
Introduction to Transportation Engineering 13.2 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
l =
v
2
2gf
Therefore, the SSD = lag distance + braking distance and given by:
SSD = vt +
v
2
2gf
(13.1)
where v is the design speed in m=sec
2
, t is the reaction time in sec, g is the acceleration due to gravity and f is
the coecient of friction. The coecient of friction f is given below for various design speed. When there is an
Table 13:1: Coecient of longitudinal friction
Speed, kmph <30 40 50 60 >80
f 0.40 0.38 0.37 0.36 0.35
ascending gradient of say +n%, the component of gravity adds to braking action and hence braking distance is
decreased. The component of gravity acting parallel to the surface which adds to the the braking force is equal
to W sin  W tan  = Wn=100. Equating kinetic energy and work done:

fW +
Wn
100

l =
Wv
2
2g
l =
v
2
2g

f +
n
100

Similarly the braking distance can be derived for a descending gradient. Therefore the general equation is given
by Equation 13.2.
SSD = vt +
v
2
2g(f 0:01n)
(13.2)
13.4 Overtaking sight distance
The overtaking sight distance is the minimum distance open to the vision of the driver of a vehicle intending to
overtake the slow vehicle ahead safely against the trac in the opposite direction. The overtaking sight distance
or passing sight distance is measured along the center line of the road over which a driver with his eye level 1.2
m above the road surface can see the top of an object 1.2 m above the road surface.
The factors that aect the OSD are:
 Velocities of the overtaking vehicle, overtaken vehicle and of the vehicle coming in the opposite direction.
 Spacing between vehicles, which in-turn depends on the speed
 Skill and reaction time of the driver
 Rate of acceleration of overtaking vehicle
Introduction to Transportation Engineering 13.3 Tom V. Mathew and K V Krishna Rao
Page 4

CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
Chapter 13
Sight distance
13.1 Overview
The safe and ecient operation of vehicles on the road depends very much on the visibility of the road ahead of
the driver. Thus the geometric design of the road should be done such that any obstruction on the road length
could be visible to the driver from some distance ahead . This distance is said to be the sight distance.
13.2 Types of sight distance
Sight distance available from a point is the actual distance along the road surface, over which a driver from
a specied height above the carriage way has visibility of stationary or moving objects. Three sight distance
situations are considered for design:
 Stopping sight distance (SSD) or the absolute minimum sight distance
 Intermediate sight distance (ISD) is dened as twice SSD
 Overtaking sight distance (OSD) for safe overtaking operation
 Head light sight distance is the distance visible to a driver during night driving under the illumination of
 Safe sight distance to enter into an intersiection.
The most important consideration in all these is that at all times the driver traveling at the design speed of
the highway must have sucient carriageway distance within his line of vision to allow him to stop his vehicle
before colliding with a slowly moving or stationary object appearing suddenly in his own trac lane.
The computation of sight distance depends on:
 Reaction time of the driver
Reaction time of a driver is the time taken from the instant the object is visible to the driver to the
instant when the brakes are applied. The total reaction time may be split up into four components based
on PIEV theory. In practice, all these times are usually combined into a total perception-reaction time
suitable for design purposes as well as for easy measurement. Many of the studies shows that drivers
require about 1.5 to 2 secs under normal conditions. However, taking into consideration the variability
of driver characteristics, a higher value is normally used in design. For example, IRC suggests a reaction
time of 2.5 secs.
Introduction to Transportation Engineering 13.1 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
 Speed of the vehicle
The speed of the vehicle very much aects the sight distance. Higher the speed, more time will be required
to stop the vehicle. Hence it is evident that, as the speed increases, sight distance also increases.
 Eciency of brakes
The eciency of the brakes depends upon the age of the vehicle, vehicle characteristics etc. If the brake
eciency is 100%, the vehicle will stop the moment the brakes are applied. But practically, it is not
possible to achieve 100% brake eciency. Therefore the sight distance required will be more when the
eciency of brakes are less. Also for safe geometric design, we assume that the vehicles have only 50%
brake eciency.
 Frictional resistance between the tyre and the road
The frictional resistance between the tyre and road plays an important role to bring the vehicle to stop.
When the frictional resistance is more, the vehicles stop immediately. Thus sight required will be less. No
separate provision for brake eciency is provided while computing the sight distance. This is taken into
account along with the factor of longitudinal friction. IRC has specied the value of longitudinal friction
in between 0.35 to 0.4.
Gradient of the road also aects the sight distance. While climbing up a gradient, the vehicle can stop
immediately. Therefore sight distance required is less. While descending a gradient, gravity also comes
into action and more time will be required to stop the vehicle. Sight distance required will be more in
this case.
13.3 Stopping sight distance
Stopping sight distance (SSD) is the minimum sight distance available on a highway at any spot having sucient
length to enable the driver to stop a vehicle traveling at design speed, safely without collision with any other
obstruction.
There is a term called safe stopping distance and is one of the important measures in trac engineering. It
is the distance a vehicle travels from the point at which a situation is rst perceived to the time the deceleration
is complete. Drivers must have adequate time if they are to suddenly respond to a situation. Thus in highway
design, sight distance atleast equal to the safe stopping distance should be provided. The stopping sight distance
is the sum of lag distance and the braking distance. Lag distance is the distance the vehicle traveled during the
reaction time t and is given by vt, where v is the velocity in m=sec
2
. Braking distance is the distance traveled
by the vehicle during braking operation. For a level road this is obtained by equating the work done in stopping
the vehicle and the kinetic energy of the vehicle. If F is the maximum frictional force developed and the braking
distance is l, then work done against friction in stopping the vehicle is Fl = fWl where W is the total weight
of the vehicle. The kinetic energy at the design speed is
1
2
mv
2
=
1
2
Wv
2
g
fWl =
Wv
2
2g
Introduction to Transportation Engineering 13.2 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
l =
v
2
2gf
Therefore, the SSD = lag distance + braking distance and given by:
SSD = vt +
v
2
2gf
(13.1)
where v is the design speed in m=sec
2
, t is the reaction time in sec, g is the acceleration due to gravity and f is
the coecient of friction. The coecient of friction f is given below for various design speed. When there is an
Table 13:1: Coecient of longitudinal friction
Speed, kmph <30 40 50 60 >80
f 0.40 0.38 0.37 0.36 0.35
ascending gradient of say +n%, the component of gravity adds to braking action and hence braking distance is
decreased. The component of gravity acting parallel to the surface which adds to the the braking force is equal
to W sin  W tan  = Wn=100. Equating kinetic energy and work done:

fW +
Wn
100

l =
Wv
2
2g
l =
v
2
2g

f +
n
100

Similarly the braking distance can be derived for a descending gradient. Therefore the general equation is given
by Equation 13.2.
SSD = vt +
v
2
2g(f 0:01n)
(13.2)
13.4 Overtaking sight distance
The overtaking sight distance is the minimum distance open to the vision of the driver of a vehicle intending to
overtake the slow vehicle ahead safely against the trac in the opposite direction. The overtaking sight distance
or passing sight distance is measured along the center line of the road over which a driver with his eye level 1.2
m above the road surface can see the top of an object 1.2 m above the road surface.
The factors that aect the OSD are:
 Velocities of the overtaking vehicle, overtaken vehicle and of the vehicle coming in the opposite direction.
 Spacing between vehicles, which in-turn depends on the speed
 Skill and reaction time of the driver
 Rate of acceleration of overtaking vehicle
Introduction to Transportation Engineering 13.3 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
t1 t2 t3 t0
d1
d2
d3
C
B
A’
A
t1 t2 t3 t0
T
Time(s)
Distance (m)
B
B
B
A
A
A
A
B
C
C
C
C
t
Figure 13:1: Time-space diagram: Illustration of overtaking sight distance
The dynamics of the overtaking operation is given in the gure which is a time-space diagram. The x-axis
denotes the time and y-axis shows the distance traveled by the vehicles. The trajectory of the slow moving
vehicle (B) is shown as a straight line which indicates that it is traveling at a constant speed. A fast moving
vehicle (A) is traveling behind the vehicle B. The trajectory of the vehicle is shown initially with a steeper slope.
The dotted line indicates the path of the vehicle A if B was absent. The vehicle A slows down to follow the
vehicle B as shown in the gure with same slope from t
0
to t
1
. Then it overtakes the vehicle B and occupies
the left lane at time t
3
. The time duration T = t
3
t
1
is the actual duration of the overtaking operation. The
snapshots of the road at time t
0
; t
1
, and t
3
are shown on the left side of the gure. From the Figure 13:1, the
overtaking sight distance consists of three parts.
 d
1
the distance traveled by overtaking vehicle A during the reaction time t = t
1
t
0
 d
2
the distance traveled by the vehicle during the actual overtaking operation T = t3 t1
 d
3
is the distance traveled by on-coming vehicle C during the overtaking operation (T).
Therefore:
OSD = d
1
+ d
2
+ d
3
(13.3)
It is assumed that the vehicle A is forced to reduce its speed to v
b
, the speed of the slow moving vehicle B and
travels behind it during the reaction time t of the driver. So d
1
is given by:
d
1
= v
b
t (13.4)
Then the vehicle A starts to accelerate, shifts the lane, overtake and shift back to the original lane. The vehicle
A maintains the spacing s before and after overtaking. The spacing s in m is given by:
s = 0:7v
b
+ 6 (13.5)
Let T be the duration of actual overtaking. The distance traveled by B during the overtaking operation is
2s+v
b
T. Also, during this time, vehicle A accelerated from initial velocity v
b
and overtaking is completed while
Introduction to Transportation Engineering 13.4 Tom V. Mathew and K V Krishna Rao
Page 5

CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
Chapter 13
Sight distance
13.1 Overview
The safe and ecient operation of vehicles on the road depends very much on the visibility of the road ahead of
the driver. Thus the geometric design of the road should be done such that any obstruction on the road length
could be visible to the driver from some distance ahead . This distance is said to be the sight distance.
13.2 Types of sight distance
Sight distance available from a point is the actual distance along the road surface, over which a driver from
a specied height above the carriage way has visibility of stationary or moving objects. Three sight distance
situations are considered for design:
 Stopping sight distance (SSD) or the absolute minimum sight distance
 Intermediate sight distance (ISD) is dened as twice SSD
 Overtaking sight distance (OSD) for safe overtaking operation
 Head light sight distance is the distance visible to a driver during night driving under the illumination of
 Safe sight distance to enter into an intersiection.
The most important consideration in all these is that at all times the driver traveling at the design speed of
the highway must have sucient carriageway distance within his line of vision to allow him to stop his vehicle
before colliding with a slowly moving or stationary object appearing suddenly in his own trac lane.
The computation of sight distance depends on:
 Reaction time of the driver
Reaction time of a driver is the time taken from the instant the object is visible to the driver to the
instant when the brakes are applied. The total reaction time may be split up into four components based
on PIEV theory. In practice, all these times are usually combined into a total perception-reaction time
suitable for design purposes as well as for easy measurement. Many of the studies shows that drivers
require about 1.5 to 2 secs under normal conditions. However, taking into consideration the variability
of driver characteristics, a higher value is normally used in design. For example, IRC suggests a reaction
time of 2.5 secs.
Introduction to Transportation Engineering 13.1 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
 Speed of the vehicle
The speed of the vehicle very much aects the sight distance. Higher the speed, more time will be required
to stop the vehicle. Hence it is evident that, as the speed increases, sight distance also increases.
 Eciency of brakes
The eciency of the brakes depends upon the age of the vehicle, vehicle characteristics etc. If the brake
eciency is 100%, the vehicle will stop the moment the brakes are applied. But practically, it is not
possible to achieve 100% brake eciency. Therefore the sight distance required will be more when the
eciency of brakes are less. Also for safe geometric design, we assume that the vehicles have only 50%
brake eciency.
 Frictional resistance between the tyre and the road
The frictional resistance between the tyre and road plays an important role to bring the vehicle to stop.
When the frictional resistance is more, the vehicles stop immediately. Thus sight required will be less. No
separate provision for brake eciency is provided while computing the sight distance. This is taken into
account along with the factor of longitudinal friction. IRC has specied the value of longitudinal friction
in between 0.35 to 0.4.
Gradient of the road also aects the sight distance. While climbing up a gradient, the vehicle can stop
immediately. Therefore sight distance required is less. While descending a gradient, gravity also comes
into action and more time will be required to stop the vehicle. Sight distance required will be more in
this case.
13.3 Stopping sight distance
Stopping sight distance (SSD) is the minimum sight distance available on a highway at any spot having sucient
length to enable the driver to stop a vehicle traveling at design speed, safely without collision with any other
obstruction.
There is a term called safe stopping distance and is one of the important measures in trac engineering. It
is the distance a vehicle travels from the point at which a situation is rst perceived to the time the deceleration
is complete. Drivers must have adequate time if they are to suddenly respond to a situation. Thus in highway
design, sight distance atleast equal to the safe stopping distance should be provided. The stopping sight distance
is the sum of lag distance and the braking distance. Lag distance is the distance the vehicle traveled during the
reaction time t and is given by vt, where v is the velocity in m=sec
2
. Braking distance is the distance traveled
by the vehicle during braking operation. For a level road this is obtained by equating the work done in stopping
the vehicle and the kinetic energy of the vehicle. If F is the maximum frictional force developed and the braking
distance is l, then work done against friction in stopping the vehicle is Fl = fWl where W is the total weight
of the vehicle. The kinetic energy at the design speed is
1
2
mv
2
=
1
2
Wv
2
g
fWl =
Wv
2
2g
Introduction to Transportation Engineering 13.2 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
l =
v
2
2gf
Therefore, the SSD = lag distance + braking distance and given by:
SSD = vt +
v
2
2gf
(13.1)
where v is the design speed in m=sec
2
, t is the reaction time in sec, g is the acceleration due to gravity and f is
the coecient of friction. The coecient of friction f is given below for various design speed. When there is an
Table 13:1: Coecient of longitudinal friction
Speed, kmph <30 40 50 60 >80
f 0.40 0.38 0.37 0.36 0.35
ascending gradient of say +n%, the component of gravity adds to braking action and hence braking distance is
decreased. The component of gravity acting parallel to the surface which adds to the the braking force is equal
to W sin  W tan  = Wn=100. Equating kinetic energy and work done:

fW +
Wn
100

l =
Wv
2
2g
l =
v
2
2g

f +
n
100

Similarly the braking distance can be derived for a descending gradient. Therefore the general equation is given
by Equation 13.2.
SSD = vt +
v
2
2g(f 0:01n)
(13.2)
13.4 Overtaking sight distance
The overtaking sight distance is the minimum distance open to the vision of the driver of a vehicle intending to
overtake the slow vehicle ahead safely against the trac in the opposite direction. The overtaking sight distance
or passing sight distance is measured along the center line of the road over which a driver with his eye level 1.2
m above the road surface can see the top of an object 1.2 m above the road surface.
The factors that aect the OSD are:
 Velocities of the overtaking vehicle, overtaken vehicle and of the vehicle coming in the opposite direction.
 Spacing between vehicles, which in-turn depends on the speed
 Skill and reaction time of the driver
 Rate of acceleration of overtaking vehicle
Introduction to Transportation Engineering 13.3 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
t1 t2 t3 t0
d1
d2
d3
C
B
A’
A
t1 t2 t3 t0
T
Time(s)
Distance (m)
B
B
B
A
A
A
A
B
C
C
C
C
t
Figure 13:1: Time-space diagram: Illustration of overtaking sight distance
The dynamics of the overtaking operation is given in the gure which is a time-space diagram. The x-axis
denotes the time and y-axis shows the distance traveled by the vehicles. The trajectory of the slow moving
vehicle (B) is shown as a straight line which indicates that it is traveling at a constant speed. A fast moving
vehicle (A) is traveling behind the vehicle B. The trajectory of the vehicle is shown initially with a steeper slope.
The dotted line indicates the path of the vehicle A if B was absent. The vehicle A slows down to follow the
vehicle B as shown in the gure with same slope from t
0
to t
1
. Then it overtakes the vehicle B and occupies
the left lane at time t
3
. The time duration T = t
3
t
1
is the actual duration of the overtaking operation. The
snapshots of the road at time t
0
; t
1
, and t
3
are shown on the left side of the gure. From the Figure 13:1, the
overtaking sight distance consists of three parts.
 d
1
the distance traveled by overtaking vehicle A during the reaction time t = t
1
t
0
 d
2
the distance traveled by the vehicle during the actual overtaking operation T = t3 t1
 d
3
is the distance traveled by on-coming vehicle C during the overtaking operation (T).
Therefore:
OSD = d
1
+ d
2
+ d
3
(13.3)
It is assumed that the vehicle A is forced to reduce its speed to v
b
, the speed of the slow moving vehicle B and
travels behind it during the reaction time t of the driver. So d
1
is given by:
d
1
= v
b
t (13.4)
Then the vehicle A starts to accelerate, shifts the lane, overtake and shift back to the original lane. The vehicle
A maintains the spacing s before and after overtaking. The spacing s in m is given by:
s = 0:7v
b
+ 6 (13.5)
Let T be the duration of actual overtaking. The distance traveled by B during the overtaking operation is
2s+v
b
T. Also, during this time, vehicle A accelerated from initial velocity v
b
and overtaking is completed while
Introduction to Transportation Engineering 13.4 Tom V. Mathew and K V Krishna Rao
CHAPTER 13. SIGHT DISTANCE NPTEL May 8, 2007
reaching nal velocity v. Hence the distance traveled is given by:
d
2
= v
b
T +
1
2
aT
2
2s + v
b
T = v
b
T +
1
2
aT
2
2s =
1
2
aT
2
T =
r
4s
a
d
2
= 2s + v
b
r
4s
a
(13.6)
The distance traveled by the vehicle C moving at design speed v m=sec during overtaking operation is given by:
d
3
= vT (13.7)
The the overtaking sight distance is (Figure 13:1)
OSD = v
b
t + 2s + v
b
r
4s
a
+ vT (13.8)
where v
b
is the velocity of the slow moving vehicle in m=sec
2
, t the reaction time of the driver in sec, s is the
spacing between the two vehicle in m given by equation 13.5 and a is the overtaking vehicles acceleration in
m=sec
2
. In case the speed of the overtaken vehicle is not given, it can be assumed that it moves 16 kmph slower
the the design speed.
The acceleration values of the fast vehicle depends on its speed and given in Table 13:2. Note that:
Table 13:2: Maximum overtaking acceleration at dierent speeds
Speed Maximum overtaking
(kmph) acceleration (m/sec
2
)
25 1.41
30 1.30
40 1.24
50 1.11
65 0.92
80 0.72
100 0.53
 On divided highways, d
3
need not be considered
 On divided highways with four or more lanes, IRC suggests that it is not necessary to provide the OSD,
but only SSD is sucient.
Overtaking zones
Overtaking zones are provided when OSD cannot be provided throughout the length of the highway. These are
zones dedicated for overtaking operation, marked with wide roads. The desirable length of overtaking zones is
5 time OSD and the minimum is three times OSD (Figure 13:2).
Introduction to Transportation Engineering 13.5 Tom V. Mathew and K V Krishna Rao
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