Road Design Standards Study Agust 2007

INFRASTRUCTURE RECONSTRUCTION ENABLING PROGRAM

Nias Infrastructure and Services Planning, Designand Construction Supervision (Nias PDCS)

Grant No.: TF 056894

in association with

PT Arkonin Engineering Consultant, PT Buana Archicon, PT Ciriajasa Rancang Bangun,PT Diagram Triproporsi, PT Jefrindo Consultant, LP3ES, PT Mitra Lingkungan Dutaconsult,

PT Perancang Adhinusa, PT Pillar Pusaka Inti, PT Wiratman and Associates

DHV CONSULTANTS

August 2007

ROAD DESIGN STANDARDS STUDY

Nias PDCS ROAD DESIGN STANDARDS STUDY i DHV Consultants and Associates

Road Design Standard Study Ringkasan Eksekutif

Latar Belakang Road Design Standard Study bertujuan untuk menciptakan standar jalan yang ekonomis dan aman yang sesuai untuk Nias, berdasarkan pada analisa keadaan lalu lintas saat ini dan mendatang, kondisi setempat yang relevan, analisa ekonomi-teknis dan juga menurut standar internasional. Design Standard Study bertujuan untuk tercapainya Strategis Kabupaten Road Network Study. Informasi yang relevan ari study tersebut telah diterapkan ke dalam Design Standard Report yang dapat menjadikannya sebagai dokumen yang terpisah. Road network Jaringan jalan propinsi memiliki total panjang 427km dan jaringan jalan kabupaten hampir mencapai 2.500km. Sebagian besar jalan kabupaten (67%) adalah jalur tanah yang tidak diaspal, yang mungkin tidak dapat dilalui sepeda motor. Dari keseluruhan jaringan jalan di Nias, pada saat ini terdapat lebih dari 2.300 km yang tidak dapat dilalui kendaraan. Perbaikan dan rekonstruksi jalan pasca gempa lebih difokuskan terhadap jalan propinsi dan jembatan. Diperkirakan pada akhir tahun 2006 terdapat 238km jaringan jalan yang diperbaiki. Jaringan jalan di Kabupaten Nias terlalu luas untuk dapat dimaksimalkan penggunannya. Oleh karena itu, Strategic Road Network Study telah disiapkan untuk mengidentifikasi jaringan jalan dalam jumlah yang terbatas namun strategis untuk mencapai target yang baik serta investasi kualitas. Strategic Road Network Study membagi empat kelas jalan fungsional: Jalan Kolektor Primer, Jalan Lokal Primer, Jalan Lokal Sekunder, dan Jalan Lokal lain. Komponen strategis jaringan jalan memiliki total panjang 1.070km dimana 427 km adalah jalan propinsi dan 643km merupakan jalan kabupaten. Lalu lintas Hanya sebagian kecil masyarakat Nias yang memiliki kendaraan. Mobil pribadi hanya dapat dimiliki oleh penduduk dalam persentase yang kecil, akan tetapi sepeda motor banyak dimiliki oleh masyarakat Nias. Diperkirakan kepemilikan kendaraan di Nias akan meningkat setiap tahunnya dengan persentase yang sama dengan laju pertumbuhan ekonomi (6.0%). Kendaraan berat tidak diperbolehkan di pulau ini. Arus lalu lintas kendaraan bermotor berpusat di dalam dan sekitar wilayah kota, pelabuhan dan bandara Gunungsitoli, dan sedikit meluas ke wilayah kota Teluk Dalam serta di sekitar wilayah pariwisata. Selain di wilayah perkotaan sebagian besar penduduk berjalan kaki dan kapasitas infrastruktur jalan tidak menjadi masalah karena arus lalu lintas kendaraan bermotor terhitung kecil. Lalu lintas harian di jalan kabupaten di pedesaan kurang dari 50 kendaraan bermotor (meliputi mobil/bis/truk) dan sekitar 50 – 100 sepeda motor. Survey jalan propinsi pada tahun 2001 dan 2003 menunjukkan bahwa lalu lintas harian di jalan yang paling padat, dari Gunungsitoli sampai ke selatan (Tetehosi) terdiri dari 1.450 sepeda motor dan 1.350 kendaraan bermotor lainnya (termasuk mobil, bis dan truk). Jalur jalan padat lainnya adalah dari Gunungsitoli sampai ke utara (Awa’ai – Tuhemberua) dengan volume harian sebanyak 1.100 mobil/bis/truk

Nias PDCS ROAD DESIGN STANDARDS STUDY ii DHV Consultants and Associates

serta 1.400 sepeda motor. Arus lalu lintas untuk jalan propinsi lainnya kurang dari 350 (termasuk mobil,bus dan truk) setiap harinya. Arus lalu lintas pada survey jalan propinsi menunjukkan di tahun 2001/2003 terdiri dari 30% kendaraan yang tidak bermotor, 44% sepeda motor, 8% mobil, 11% bis dan 7% truk. Jumlah sepeda motor di semua jalan propinsi melebihi jumlah kendaraan bermotor lainnya. Proyeksi lalu lintas Laju pertumbuhan lalu lintas sangat berhubungan dengan pertumbuhan ekonomi serta laju pertumbuhan penduduk. Dengan pertimbangan baik itu kepemilikan kendaraan maupun ekonomi setempat di Nias diperkirakan akan meningkat rata-rata sebanyak 6% per tahun dan laju pertumbuhan penduduk akan meningkat sebanyak 1,25%, maka arus lalu lintas diharapkan akan meningkat sebanyak 1,25 x 6,05 = 7,5% setiap tahunnya. Faktor konversi Bina Marga telah digunakan untuk mengkonversi proyeksi lalu lintas menjadi passenger car unit (PCU). Lalu lintas pada akhir tahun 2018 di sekitar Gunungsitoli diperkirakan akan bertambah sebesar 7.100 PCU per hari (= 4.200 termasuk mobil/bis/truk) hingga ke selatan dan 6.100 PCU (=3.600 kendaraan bermotor) hingga ke utara. Arus lalu lintas jalan propinsi lainnya diperkirakan akan tetap kurang dari 3.000 PCU per hari pada akhir tahun 2018. Arus lalu lintas jaringan jalan kabupaten diperkirakan meningkat kurang lebih dua kali lipat dalam sepuluh tahun dikalikan maksimal 200 PCU per hari di tahun 2018. Arus lalu lintas di jalan kabupaten utama (Jalan Lokal Primer) terhitung paling tinggi, berkisar antara 100 hingga 200 PCU per hari, dan arus di jalan kabupaten kedua (Jalan Lokal Sekunder) tetap kurang dari 100 PCU per hari di tahun 2018. Kebijakan dan standar desain jalan yang berlaku Standar desain jalan geometris memang diterapkan di Nias (RTRW tahun 1995), akan tetapi sebagian besar jalan tidak dikonstruksi dan dipelihara dengan baik dan sebagai akibatnya sistem klasifikasi jalan yang sudah ada tidak pernah berjalan secara efektif. Klasifikasi jaringan jalan yang diusulkan serta standar desain di dalam draft RTRW untuk kabupaten Nias dan juga Nias Selatan tidak komprehensif ataupun konsisten. Semua jalan propinsi di Nias telah dirancang sebagai jalan Kelas III. Sebelum gempa, lebar jalan propinsi secara umum adalah berkisar antara 3.00 sampai 4.50 meter, dengan bahu jalan yang tidak diaspal. Seharusnya jalan propinsi di lapangan berkisar antara 7 dan 12 meter. Saat ini proyek rekonstruksi yang sedang berjalan bertujuan untuk memperlebar sebanyak 6 meter dan di beberapa seksi, seperti Gunungstioli dan Hiliweto (lewat bandara) dibuat lebar jalan sebanyak 7m. Lebar sebagian besar jalan kabupaten berkisar antara 1.00 dan 3.00 meter. Hanya sebagian kecil saja jalan kabupaten yang diaspal. Secara umum jalan-jalan tersebut adalah jalan yang diaspal dengan lebar badan jalan 3 meter dan 7m ROW. Pendekatan definisi standar desain Nias memiliki jaringan jalan yang sangat ekstensif, dengan arus lalu lintas kendaraan bermotor yang sangat kecil, penduduk pedesaan yang tersebar luas di seluruh pulau dengan tingkat urbanisasi yang kecil. Pendapatan rata-rata hanya sekitar US$ 1.-per kapita per hari. Kepemilikan kendaraan terhitung sedikit. Penduduknya lebih banyak

Nias PDCS ROAD DESIGN STANDARDS STUDY iii DHV Consultants and Associates

berjalan kaki ataupun menggunakan angkutan umum. Mobilitas di Nias sangat berhubungan dengan tersedianya infrastruktur dan biaya transportasi. Waktu tempuh, kapasitas jalan dan kecepatan tempuh menjadi prioritas yang kedua. Kriteria desain hendaknya berhubungan dengan sistem klasifikasi jaringan jalan dan harus sama untuk seluruh pulau. Jaringan jalan kedua kabupaten harus berfungsi sebagai satu kesatuan, sistem yang saling berhubungan dengan interkonektifitas yang logis. Nias Strategic Road Network dirancang sebagai jaringan jalan yang hirarkis, dengan karakteristik dan ketentuannya. Fungsi jalan, arus lalu lintas, dan komposisi lalu lintas menentukan kapasitas jalan yang diperlukan, lebar badan jalan dan sifat desain lainnya. Petunjuk Bina Marga yang relevan telah dijadikan sebagai standar desain yang memadai. Standar desain jalan geometris yang tinggi, dalam hal lebar, kecepatan desain, tanjakan, dll. menambah biaya konstruksi. Standar yang tinggi dalam hal kualitas konstruksi, misalnya jenis pengaspalan dan pencegahan tanah longsor, akan menambah biaya konstruksi tetapi pada intinya dapat mengurangi biaya pemeliharaan. Beda kecepatan yang besar di antara berbagai pengguna jalan, khususnya pengendara kendaraan bermotor dengan yang tidak, memiliki pengaruh yang besar dalam hal keselamatan di jalan raya, baik itu resiko kecelakaan maupun akibat dari kecelakaan. Jalan yang lebih lebar menimbulkan kecepatan kendaraan bermotor meningkat. Lebar jalan seharusnya konsisten dengan kecepatan desain, tanjakan, lekukan horizontal dan vertikal, serta jarak pandang untuk menciptakan kondisi lalu lintas yang aman. Pelebaran jalan tidak hanya meliputi pelebaran bahu jalan, tetapi juga penyesuaian vertikal dan horizontal untuk menjamin keselamatan di jalan raya. Hal ini tidak hanya akan menambah biaya konstruksi tetapi juga berpengaruh kuat terhadap lingkungan dan properti serta tanah masyarakat. Nias Road Design Standard disusun dengan visi untuk mengoptimalisasi antara keperluan teknis, kefektifan biaya (konstruksi dan biaya pemeliharaan), keamanan jalan dan juga aspek sosial dan lingkungan. Lebar jalan Berdasarkan pada arus lalu lintas yang tertera di dalam PCU seperti yang telah diproyeksi untuk tahun 2018 dan petunjuk Bina Marga, lebar jalan enam meter sangat penting untuk Jalan Kolektor berikut ini:

• Jalan utama daerah pedesaan di Gunungsitoli dan Teluk Dalam • Jalan Gunungsitoli hingga ke selatan (Tetehosi) • Jalan dari Gunungsitoli hingga ke utara (Awa’ai)

Semua Jalan Kolektor lainnya di Nias memiliki arus lalu lintas yang sedikit, dengan kurang dari 3.000 PCU diproyeksikan di tahun 2018, yang berarti bahwa standar lebar 4.50m cukup memadai. Semua Jalan Kolektor harus memiliki lebar 1.00m bahu jalan yang diaspal (double surface treatment, DBST). Bahu jalan yang diaspal tidak hanya dapat menjadi tempat parkir kendaraan di luar badan jalan, tetapi terlebih untuk memfasilitasi pengguna jalan yang tidak memakai kendaraan, dengan demikian dapat memperbaiki keamanan di jalan raya. Bahu jalan yang diaspal juga dapat mencegah kerusakan pada badan jalan. Mengaspal bahu jalan dapat meningkatkan biaya investasi awal, tetapi dapat mengurangi biaya pemeliharaan dan resiko kecelakaan.

Nias PDCS ROAD DESIGN STANDARDS STUDY iv DHV Consultants and Associates

Ketetapan ukuran lebar badan jalan di semua seksi jalan sangatlah penting untuk menjamin keamanan jalan, tetapi lebar bahu jalan dapat berubah sesuai dengan keperluan di lapangan, misalnya untuk mencegah terambilnya properti penduduk. Standar lebar jalan 3.00 m untuk Jalan Lokal Primer dan Sekunder dengan bahu jalan yang diaspal memenuhi kapasitas jalan yang memadai untuk menanggung beban arus lalu lintas. Jalan Lokal Primer harus memiliki lebar bahu jalan yang diaspal 1.00m (DBST). Jalan perkotaan Meskipun lebar badan jalan 6.00m dapat diterapkan untuk jalan kolektor perkotaan, untuk jalan utama lebih baik memiliki lebar badan jalan 7.00m dan trotoar yang diaspal. Bahu jalan dapat digunakan sebagai area parkir dan/atau jalur sepeda/becak serta seharusnya memiliki lebar 2.00m. Pelebaran jalan di wilayah perkotaan dinilai tidak memadai ataupun mencukupi untuk mencegah kemacetan. Tolak ukur manajemen lalu lintas yang integral harus dilengkapi manajemen kota dan perencanaan wilayah kota dengan teknik solusi arus lalu lintas, pendidikan bagi para pengguna jalan serta penerapan peraturan lalu lintas. Pendekatan tersebut dapat menjadi solusi bagi beberapa masalah khusus lalu lintas kota, yang memang jauh lebih efektif daripada mengandalkan pada solusi desain standard . Sifat desain lainnya Sebagai tambahan terhadap standard lebar jalan, standar desain geometris untuk Nias diajukan sesuai dengan kelas desain, type pengaspalan, kecepatan desain, kemiringan dan daerah milik jalan. Semua jalan akan didesain sebagai jalan kelas III. Jalan strategis, dimana semuanya adalah Jalan Primer dan Sekunder, harus diaspal. Diajukan untuk memperkenalkan tiga kategori desain kecepatan yang berbeda di Nias sesuai dengan lebar jalan: 6.00m jalan (atau lebih lebar) akan didesain untuk 60km/jam, 4.50 m lebar jalan akan didesain untuk 40 km/jam dan 3.00 m lebar jalan untuk 30 km/jam. Jaringan jalan yang telah ada, terutama untuk jaringan jalan kabupaten, memiliki tanjakan yang curam di banyak tempat. Mengingat besarnya biaya untuk penyesuaian dalam skala besar, dampak sosial dan lingkungan yang tinggi, serta lalu lintas kendaraan yang terbatas, kemiringan yang maksimum dapat diterima dan efektif dari segi biaya. Daerah milik jalan seharusnya mencerminkan keinginan pemerintah daerah untuk mengembangkan ekonomi di masa mendatang serta berhubungan dengan kebutuhan terhadap jalan, tanpa menjadi terlalu berlebihan dan yang tidak mungkin dilaksanakan. ROW didasarkan pada kebutuhan jangka panjang, tidak ada kebutuhan yang mendesak untuk membongkar semuanya dalam rangka memberlakukan daerah milik jalan. Akan lebih baik jika dapat dipahami dan diterima oleh publik apabila sebuah proses yang teratur dapat dilaksanakan untuk menghindari terpakainya hak milik dan properti yang tidak perlu. ROW di wilayah kota tidak hanya berdasar pada analisa lalu lintas akan tetapi pada penilaian yang integral atas potensi dan batasan di dalam kerangka rencana tata kota.

Nias PDCS ROAD DESIGN STANDARDS STUDY v DHV Consultants and Associates

Ikhtisar standar desain Tabel di bawah ini mengikhtisarkan standar desain jalan geometris untuk Nias. Harap diingat bahwa desain yang sesungguhnya untuk seksi jalan tertentu dapat menyimpnag dari standar, karena sebuah desain harus selalu didasarkan pada analisa detail atas batasan dan ketentuan lokal tertentu untuk mencapai solusi yang memadai dan efektif dari segi biaya. Standar desain geometris untuk jaringan jalan Nias Kelas Jalan Fungsional

Aru

s lal

u lin

tas

PCU

/har

i

Type

Pe

ngas

pala

n

Kec

epat

an

Des

ign

(km

/jam

) K

emiri

ngan

M

aksi

mum

Leba

r Bad

an

Jala

n (m

)

Leba

r Bah

u Ja

lan

(m)

Peng

aspa

lan

Bah

u Ja

lan

Dae

rah

Mili

k Ja

lan

(m)

Kolektor Kota >3000 Aspal 60 8% 7.00 2.00 Ya 16.00 Kolektor Primer A >3000 Aspal 60 8% 6.00 1.00 Ya 16.00 Kolektor Primer B <3000 Aspal 40 8% 4.50 1.00 Ya 16.00 Lokal Primer 100- 200 Aspal 30 12% 3.00 1.00 Tidak 12.00 Lokal Sekunder 50-100 Aspal 30 12% 3.00 1.00 Tidak 12.00 Lokal Lain <50 Kerikil

/Batu 30 14% 3.00 0.75 Tidak 8.50

Nias PDCS ROAD DESIGN STANDARDS STUDY vi DHV Consultants and Associates

Road Design Standards Study Executive Summary

Background The Road Design Standard Study aims to develop safe, economic road standards suitable for Nias, based on analysis of present and future traffic needs, relevant local conditions, technical-economic analysis and on basis of international best experience. The Design Standard Study builds on the achievements of the Strategic Kabupaten Road Network Study. Relevant information from that study has been copied to the Design Standard Report to ensure that it can be used as standalone document. Road network The provincial road network has a total length of 427 km and the kabupaten network almost 2,500km. Most kabupaten roads (67%) are effectively non-engineered earth tracks, many not even suitable for motorbikes. Out of the entire Nias road network, currently more than 2,300km is impassable for vehicles. Most post-earthquake road improvement and reconstruction works have focussed on provincial roads and bridges. By the end of year 2006 about 238km of the road network was rehabilitated. The Nias road network is too extensive to bring up to a level of service required for intensive use. Therefore, the Strategic Road Network Study was prepared to identify a limited, but strategic, road network for targeted equitable and quality investments. The Strategic Road Network Study defines four different functional road classes: Primary Collector Roads, Primary Local Roads, Secondary Local Roads, and Other Local Roads. The strategic components of the road network have a total length of 1,070km of which 427km are currently provincial roads and 643km kabupaten roads. Traffic Very few people in Nias own a vehicle. Private car ownership is only affordable for a small percentage of the population, but motorbike ownership is on the rise. It is assumed that vehicle ownership in Nias would increase annually with a same percentage as economic growth (6.0%). Heavy vehicles are not allowed on the island. Motorized traffic is concentrated in and around the urban area, port and airport of Gunung Sitoli, and to a lesser extent the urban area of Teluk Dalam and tourism attractions nearby. Away from the urban areas most people walk and road infrastructure capacity is not an issue because motorized traffic is very limited. In general daily traffic on rural kabupaten roads is less than 50 motor vehicles (cars/bus/trucks combined) and approximately 50-100 motorbikes. Surveys on the provincial roads in 2001 and 2003 show that daily traffic on the busiest road, from Gunung Sitoli to the south (Tetehosi), consisted of 1,450 motorbikes and 1,350 other motor vehicles (cars, buses and trucks combined). The next busiest road section was from Gunung Sitoli to the north (Awa’ai-Tuhemberua) with a daily volume of 1,100 cars/buses/trucks and 1,400 motorbikes. Traffic on all other provincial roads was less than 350/day (cars/buses/trucks combined). Traffic counted in the 2001/2003 provincial roads surveys consisted of 30% non-motorized traffic, 44% motorbikes, 8% cars, 11% buses and 7% trucks. On all provincial roads the numbers of motorbikes exceeded the numbers of other motorized vehicles.

Nias PDCS ROAD DESIGN STANDARDS STUDY vii DHV Consultants and Associates

Traffic projections Traffic growth is strongly related to economic development and population growth. Considering that both vehicle ownership and the local economy in Nias are assumed to grow 6,0% annually on average and that the population would increase 1,25%, traffic is expected to increase 1,25 x 6,0% = 7,5% annually. Bina Marga conversion factors have been used to convert traffic projections into passenger car units (PCU). By the year 2018 traffic on the roads near Gunung Sitoli would have increased to approximately 7,100 PCU per day (= 4,200 cars/buses/trucks combined) to the south and 6,100 PCU (= 3,600 motor vehicles) to the north. All other provincial roads would still have traffic volumes far less than 3,000 PCU per day by the year 2018. On the kabupaten road network traffic is assumed to double more or less in ten years time to a maximum of 200 PCU per day in year 2018. On the main kabupaten roads (Primary Local Roads) traffic volume would be highest, ranging from 100 to 200 PCU per day, and on minor kabupaten roads (Secondary Local Roads) volumes remain less than 100 PCU daily in the year 2018. Current road design standards and policies Geometric road design standards do exist in Nias (1995 RTRW), but most roads have not been constructed and maintained accordingly and as a result the existing road classification system has never been effective. Proposed road network classification and design standards in the new draft RTRW’s for kabupaten Nias respectively Nias Selatan are neither comprehensive nor consistent. All provincial roads in Nias have been designed as Class III roads. Before the earthquake, the provincial roads were in general 3.00 to 4.50 meters wide, with unpaved shoulders. The actual right of way of the provincial roads as visible in the field ranges between 7 and 12 meters. Currently ongoing reconstruction projects aim at widening to 6.00 meters and in some sections, such as between Gunung Sitoli and Hiliweto (past the airport), even 7.00 meters carriageway width. Most kabupaten roads are between 1.00 and 3.00 meters wide. Only a small part of the kabupaten road network is paved. Typically these are macadam roads, with a 3 meters wide carriageway, unpaved shoulders and a 7 m ROW. Design standard definition approach Nias has a very extensive road network, very little motorized traffic, a largely rural population living widespread over the island and a limited level of urbanisation. Average income is just over US $ 1.- per capita per day. Private vehicle ownership is minimal. Most people either walk or use public transport. Mobility in Nias is strongly related to availability of infrastructure and the costs of transport. Travel time, road capacity and travel speed are for most people only of secondary importance. Design criteria should relate to the road network classification system and should be the same for the entire island. The road networks of both kabupaten should function as an integrated, coherent system with logical interconnectivity. The Nias Strategic Road Network is designed as a hierarchical network of trunk and feeder roads, each with their own characteristics and requirements. Road function, traffic volume, and

Nias PDCS ROAD DESIGN STANDARDS STUDY viii DHV Consultants and Associates

traffic composition determine the required road capacity, carriageway width and other design features. Relevant Bina Marga guidelines have been used to arrive at appropriate Nias design standards. High geometric road design standards, in terms of road width, design speed, gradient, etc. increase construction costs. High standards in terms of construction quality, i.e. pavement type and landslide prevention, would also increase construction costs but substantially reduce maintenance costs. Large speed differences between various road users, especially motorized versus non-motorized traffic, have a major impact on road safety, both in terms of accident risk and accident impact. Wider roads result in higher vehicle speeds. Road width should be consistent with design speed, gradients, horizontal and vertical curvature, and sight distances to create safe traffic conditions. Road widening would not only involve pavement widening, but also vertical and horizontal realignment as necessary to ensure road safety. This would not only increase construction costs but would also potentially impact on the environment and on private land and assets. The Nias Road Design Standards are defined with a view to optimize between technical requirements, cost-effectiveness (construction and maintenance costs), road safety and environmental and social aspects. Road width Based on traffic volumes expressed in PCU as projected for 2018 and the Bina Marga guidelines, six-meter wide roads are necessary for the following Collector Roads: • Thoroughfares in the urban areas of Gunung Sitoli and Teluk Dalam • The road from Gunung Sitoli to the south (Tetehosi) • The road from Gunung Sitoli to the north (Awa’ai) All other Collector Roads in Nias have very limited motorized traffic, with far less than 3,000 PCU projected for the year 2018, meaning that a standard width of 4,50m would be appropriate. All Collector Roads should have 1.00m wide paved shoulders (double surface treatment, DBST). Paved shoulders would not only serve to keep parked vehicles off the carriageway, but moreover facilitates non-motorized traffic, and thereby improves road safety. Paved shoulders also serve to prevent damage to the road edges. Paving of shoulders would increase initial investment costs, but would substantially reduce maintenance costs and accident risks. Continuity of carriageway width over an entire road section is essential to ensure road safety, but shoulder width may vary according to actual requirements in the field, i.e. to prevent unnecessary loss of property. For Primary and Secondary Local Roads a standard 3.00 m wide asphalt-paved carriageway provides sufficient road capacity to cope with the projected traffic volumes. Primary Local Roads should have 1.00 m wide paved shoulders (DBST). Urban Roads Although 6.00m is an acceptable carriageway width for urban collector roads, the major thoroughfares would preferably have a 7.00m wide carriageway and paved sidewalks. Shoulders would be used as parking bays, bus bays and/or bicycle/becak lanes and should preferably be 2.00m wide. In urban areas road widening is in general

Nias PDCS ROAD DESIGN STANDARDS STUDY ix DHV Consultants and Associates

neither adequate nor sufficient to prevent congestion. Integrated traffic management measures should be devised combining urban management and urban planning with traffic engineering solutions, education of road users and enforcement of traffic regulations. Such an approach would target to remedy specific causes of urban traffic problems, which is far more cost-effective than assuming standard designs solutions. Other design features In addition to road width standards, geometric design standards for Nias are proposed in terms of design class, pavement type, design speed, gradients, and rights of way. All roads would be designed as class III roads. Strategic roads, which are all Primary and Secondary roads, should be asphalt-paved. It is proposed to introduce three clearly distinguishable design speed categories in Nias related to road width: 6,00 m roads (or wider) would be designed for 60 km/hr, 4,50 m wide roads would be designed for 40 km/hr and 3,00 m wide roads for 30km/hr. The existing road network, especially the kabupaten network, has steep gradients in places. Considering the high costs of large-scale realignment, the potential environmental and social impact, and the limited vehicular traffic, fairly high maximum gradients are considered acceptable and cost-effective. The rights of way should reflect the ambition of local government for future economic development and related need for road space, without being overambitious and impractical. As the ROW is based on long-term requirements, there is no urgent need to demolish everything currently occupying the right of way. It would be better understood and accepted by the public if a gradual process would be followed to avoid unnecessary loss of property and assets. In urban areas the ROW should not only be based on traffic analysis but on integrated assessment of urban development potentials and constraints within the framework of the urban master plan. Design standards summary The table below summarizes the proposed geometric road design standards for Nias. Note that the actual design for a particular road section may deviate from the standards, because a design should always be based on a detailed analysis of specific local requirements and constraints to arrive at appropriate and cost-effective solutions. Geometric design standards Nias road network Functional Road Class

Traf

fic

Vol

ume

in

PCU

/ da

y

Pave

men

t Ty

pe

Des

ign

Spee

d (k

m/h

r) M

axim

um

Gra

dien

t

Car

riage

way

W

idth

(m)

Shou

lder

W

idth

(m)

Shou

lder

Pa

vem

ent

Rig

ht o

f W

ay (m

)

Urban Collector > 3000 Asphalt 60 8% 7.00 2.00 Yes 16.00 Primary Collector A > 3000 Asphalt 60 8% 6.00 1.00 Yes 16.00 Primary Collector B < 3000 Asphalt 40 8% 4.50 1.00 Yes 16.00 Primary Local 100-200 Asphalt 30 12% 3.00 1.00 Yes 12.00 Secondary Local 50 – 100 Asphalt 30 12% 3.00 1.00 No 12.00 Other Local < 50 Gravel/

Stone 30 14% 3.00 0.75 No 8.50

Nias PDCS ROAD DESIGN STANDARDS STUDY x DHV Consultants and Associates

Table of Contents

Road Design Standards Study EXECUTIVE SUMMARY Table of Contents 1. INTRODUCTION 1 2 ROAD NETWORK ANALYSIS 2 2.1 Existing road network characteristics 2 2.2 Current road network condition 4 2.3 Ongoing and planned road network improvements 7 2.4 The strategic road network 9 3 TRAFFIC ANALYSIS 11 3.1 Traffic characteristics 11 3.2 Traffic projections 13 3.3 Conversion of traffic projections in PCU 15 4. DESIGN STANDARDS 17 4.1 National road design guidelines 17 4.2 Local government policy 18 4.3 Actual situation 19 4.4 Social and environmental safeguards 20 5 PROPOSED NIAS ROAD DESIGN STANDARDS 22 5.1 General approach 22 5.2 Road width 23 5.3 Other design features 25 5.4 Design standards summary 27 5.5 Application of standards on prioritized road network 28 ANNEX A Typical Cross Sections

Nias PDCS ROAD DESIGN STANDARDS STUDY 1 DHV Consultants and Associates

1. INTRODUCTION The Agency for Reconstruction and Rehabilitation (BRR) leads the reconstruction initiatives for tsunami- and earthquake affected areas in Aceh and Nias. One of these initiatives is the Infrastructure Reconstruction Enabling Program (IREP), consisting of five focused, results-oriented consultancy technical assistance components to be implemented over a three-year period. One of these five components of IREP is for Planning, Design, and Construction Supervision TA for district level infrastructure on Nias (PDCS-Nias). The PDCS-Nias consulting team supports the BRR and district governments to assess, design, and supervise delivery of infrastructure to affected areas in the Nias logistical area. The TA focuses on developing priority provincial and kabupaten/district-level infrastructure, with an emphasis on (but not limited to) roads and bridges. This Road Design Standard Study was prepared as part of the PDCS-Nias consulting services. A priority focus of the BRR is to 'build back better' the most damaged communities on the Nias logistical area, and in particular, to ensure sufficient and quality infrastructure is developed to support the housing reconstruction program. The greatest challenge to restore the economy and improve delivery of the reconstruction program is repairing the transport network. Nias has a large network of poor quality roads. There are 427 km of provincial roads and 2,498 km of district (kabupaten) roads in Nias. The kabupaten road network is too extensive to bring up to a level of service required for intensive use. Therefore, as part of the PDCS-Nias consulting services, a Strategic Kabupaten Road Network Study has been prepared in order to identify a limited, but strategic, kabupaten road network for targeted equitable and quality investments to ultimately improve the physical environment, quality of life, and economic development and recovery of Nias. To ensure safe traffic, economic transport, and sustainable operations and maintenance of the road network, it is necessary to identify the best possible safe and economic geometric and pavement road design standards, considering the limited traffic, often very difficult terrain and poor maintenance practice. Presently the traffic and traffic environment differs substantially between urban and rural environment, but in general this is not reflected in road design standards. The Road Design Standard Study aims to develop safe, economic road standards suitable for Nias, based on analysis of present and future traffic needs, relevant local conditions, and technical-economic analysis and on basis of international best experience The Design Standard Study was prepared in close cooperation with local governments and builds on the achievements of the Strategic Kabupaten Road Network Study. Relevant information from that study has been copied to this report to ensure that the Design Standard Study can be used as a standalone document.


2 ROAD NETWORK ANALYSIS 2.1 Existing road network characteristics The road network of Nias consists of provincial and kabupaten roads; there are no national roads on the island. Recently kabupaten Nias has proposed to change the administrative classification of the network by turning provincial roads into national roads and by making some of the major kabupaten roads provincial roads. Road lengths and pavement types of the provincial and kabupaten road networks by the end of year 2005, as derived from the kabupaten statistical yearbook, are summarised in the following tables. Provincial road characteristics 2005 Pavement type Road length (km) % Hotmix Asphalt 161 38% Macadam Asphalt 182 43% Gravel 17 4% Earth 67 16% Total 427 100% Source: Nias Dalam Angka 2006 Kabupaten road characteristics 2005 Pavement type Kab. Nias (km) Kab. Nisel (km) Total (km) % Macadam/Lapen 425 117 542 22% Gravel/Telford/Stone/Concrete 289 0 289 12% Earth 1256 411 1667 67% Total 1970 528 2498 100% Source: Nias and Nias Selatan Dalam Angka 2006 The provincial road network has a total length of 427km. The network consists of a ring road that follows more or less the coastline over most of its length, and a shortcut between Gunung Sitoli (Miga) and Lolowau that provides an alternative connection between the east coast and west coast. One section of the provincial road network, the “Old Provincial Road” between Afulu and Sirombu, has been out of use for a long time. The provincial road network is indicated on the map overleaf. All other roads on the island indicated on the map are kabupaten roads. The kabupaten road network has a total length of approximately 2,500km. Most kabupaten roads (67%) are effectively non-engineered earth tracks.


2.2 Current road network condition The road network condition by the end of year 2005, as derived from the kabupaten statistical yearbook, is summarised in the following tables. Provincial roads condition 2005 Pavement condition Road length (km) % Good 149 35% Moderate 136 32% Damaged 0 0% Badly damaged 59 14% Totally collapsed 83 19% Total 427 100% Source: Nias and Nias Selatan Dalam Angka 2006 Kabupaten roads condition 2005 Pavement condition Kab.Nias (km) Kab. Nisel (km) Total Nias + Nisel (km) % Good 8 4 12 0,5% Moderate 180 82 262 10% Damaged 201 112 313 13% Badly damaged 1581 330 1911 77% Total 1970 528 2498 100% Source: Nias and Nias Selatan Dalam Angka 2006 The last full inventory of the kabupaten road network condition, including all bridges, was undertaken in 1999 when the island was still administered as one kabupaten. The “Daftar Induk Jaringan Jalan dan Daftar Inventarisasi Jemabatan Kabupaten Daerah TK.II Nias, edisi Mei 1999” presents the results of this inventory. It includes a large number of data on length, width, pavement type and pavement condition of all kabupaten roads. Although eight years old, much of the information contained in this report is still useful, because investment in the kabupaten road network has been very limited, meaning that road widths and pavement types are still very similar as in 1999. Changes since 1999 are mainly recent improvements implemented as part of the reconstruction program. In general the kabupaten road network condition has deteriorated since 1999. Many of the kabupaten roads suffer from lack of maintenance, often leading to near-complete collapse of the pavement, culverts and bridges, making vehicular traffic (almost) impossible. Many roads are effectively footpaths and others can only be travelled on motorbikes. The earthquake of course has caused major additional damage to the road network, especially damaging bridges. Out of the entire district and provincial network, currently more than 2,300 km are impassable for vehicles. In order to obtain a proper understanding of the current kabupaten road network and its condition a step-by-step approach was followed, i.e.: • Desk study

As a first step a desk study was undertaken of the 1999 road condition inventory and available road maps. Also ongoing and recently completed kabupaten road improvement projects were reviewed.


• Interviews The next step was to interview local government staff on the reliability and accuracy of the maps, the 1999 inventory and ongoing and recently completed improvement programs. One by one, the current condition of all kabupaten road links was discussed with knowledgeable staff in the local governments. This provided a first update of the information contained in the 1999 report.

• Field observations Field assessments were made to complement the information collected. Because of the length of the kabupaten road network and its poor condition, it was not possible to survey the entire network within the limited time available. The field observations were confined to main kabupaten roads. By interviewing local people living near intersections additional information was collected on the condition of other roads in the area.

• Final data check The data collected during the field observations were discussed with local government staff to check the field data obtained and to identify and rectify remaining shortcomings and inaccuracies.

The result of this exercise is summarised on the map overleaf. The map represents the situation by the end of the year 2006. Note that because of the ongoing reconstruction program some roads that are qualified on the map as poor have already been improved in the meantime.


2.3 Ongoing and planned road network improvements The reconstruction program has already had a major impact on the road network condition. Most road improvement and reconstruction works have focussed on the provincial roads and bridges to restore connectivity in order to enable reconstruction of houses and social facilities. By the end of year 2006 approximately 238km of the Nias road network was rehabilitated: 92km in 2005 and 146km in 2006. The map overleaf presents the locations of the major road reconstruction projects completed, ongoing and planned. Kabupaten road projects completed to date mostly concern small sections of a few kilometres each. These are not indicated on the map. In addition, village roads have been improved as part of separate village programs. One major kabupaten road improvement project has been undertaken so far, is still ongoing, and is indicated on the map: reconstruction and widening of the road from Hilimbuasi (Lolofitu Moi) to Sirombu. Another major kabupaten road scheduled for improvement this year is a section of the road from Awa’ai to Lotu. It is anticipated that these two particular kabupaten roads would become provincial roads as proposed by local government.


2.4 The strategic road network Based on road network development criteria, in an iterative process, the Strategic Road Network Study has identified and classified a road network consisting of four different functional road classes: A. Primary Collector roads (Jalan Kolektor Primer) B. Primary Local roads (Jalan Lokal Primer) C. Secondary Local roads (Jalan Lokal Sekunder) D. Other Local road (Jalan Lokal Lain) The various road classes are defined in accordance with the function of each road in the network as follows: • Primary Collector roads provide the connection between the main urban centres

Gunung Sitoli, Teluk Dalam, Lahewa and Sirombu (Orde I and II centres), the seaports and airport.

• Primary Local roads connect sub-district capitals (IKK) Orde III with the Orde I and II centres, the seaports and airport, and together with the Primary Collector roads form a complete road network grid with adequate coverage of the entire island.

• Secondary Local roads connect remaining IKK (Non-orde) with the higher order road network, and further improve road network coverage in densely populated areas.

• Other Local roads connect the rural areas with the regional service centres (IKK) and provide basic access to low-density rural settlements.

The road network classification is presented in the figure overleaf. The strategic road network consists of all Primary and Secondary Roads; “Other Local Roads” are not part of the strategic network and are mainly non-paved tracks and footpaths. The approximate road length by functional class is summarised in the following table. The strategic road network has a total length of 1, 070 km of which 427km are currently provincial roads and 643 km kabupaten roads. Road Network road lengths by road class Road class km % of total Primary Collector roads (Jalan Kolektor Primer) 450 15% Primary Local roads (Jalan Lokal Primer) 210 7% Secondary Local roads (Jalan Lokal Sekunder) 410 14% Other Local roads (Jalan Lokal Lain) 1,855 63% Total 2,925 100%


3 TRAFFIC ANALYSIS 3.1 Traffic characteristics Motorized traffic is concentrated in and around the urban area, port and airport of Gunung Sitoli, and to a lesser extent the urban area of Teluk Dalam and tourism attractions nearby. In Gunung Sitoli congestion occurs, mainly because vehicular traffic has to compete for road space with large numbers of pedestrians, becaks, and parked vehicles. The lack of adequate sidewalks and parking space aggravates the problem. A multitude of roadside activities further reduces the effective capacity of the urban road network. Outside urban areas road infrastructure capacity is not an issue in Nias. Motorized traffic in rural areas is very limited and the flow of traffic is only hampered by incidental roadside activities, such as markets or wedding parties. Most recent traffic counts date back to the years 2001 and 2003, when traffic on the provincial roads in Sumatera Utara was counted in a province-wide traffic survey. The results of these traffic surveys are summarised in the following table. Traffic on the provincial roads was counted from 6.00AM to 8.00PM; after 8.00PM there is hardly any traffic on the provincial roads in Nias outside the urban areas. Provincial traffic counts 2001 and 2003 (average daily traffic) Road section Year Car Bus Truck Total Car/

Bus/Truck Motor bike

Total MV

Total NMV

Total MV+NMV

G. Sitoli-Tetehosi 2003 305 556 465 1326 1452 2778 891 3669 Tetehosi-Lahusa 2003 91 152 99 342 1017 1359 679 2038 Lahusa-Teluk Dalam 2001 4 90 3 97 136 233 129 362 Miga-Lolowau 2001 75 106 85 266 1050 1316 651 1967 Lolowau-Teluk Dalam 2001 27 46 30 103 410 513 255 768 Lolowau-Sirombu 2001 4 7 5 16 64 80 40 120 G. Sitoli-Tuhemberua 2003 433 472 211 1116 1313 2429 1080 3509 Tuhemberua-Lahewa 2001 4 2 2 8 32 40 20 60 Lahewa-Afulu 2001 2 3 2 7 28 35 17 52 Totals 945 1434 902 3281 5,502 8,783 3762 12,545 8% 11% 7% 26% 44% 70% 30% 100% Source: Traffic counting survey province Sumatera Utara 2001 and 2003 MV= motorized vehicle; NMV = non-motorized vehicle


Traffic composition based on Provincial traffic counts 2001 and 2003 Road section

Cars/bus/truck as % of total traffic

Motorbike as % of total traffic

Total MV as % of total traffic

NMV as % of total traffic

G. Sitoli-Tetehosi 36% 40% 76% 24% Tetehosi – Lahusa 17% 50% 67% 33% Lahusa - Teluk Dalam 27% 38% 64% 36% Miga – Lolowau 14% 53% 67% 33% Lolowau - Teluk Dalam 13% 53% 67% 33% Lolowau – Sirombu 13% 53% 67% 33% G.Sitoli-Tuhemberua 32% 37% 69% 31% Tuhemberua-Lahewa 13% 53% 67% 33% Lahewa – Afulu 13% 54% 67% 33% Totals 26% 44% 70% 30% Source: traffic counting survey province Sumatera Utara 2001 and 2003 MV= motorized vehicle; NMV = non-motorized vehicle Traffic volumes observed in 2001 and 2003 were very low. On the busiest road section, from Gunung Sitoli to the south (Tetehosi) less than 1,350 vehicles (cars, buses and trucks combined) per day were counted in the year 2003. Even when including motorbikes, the total flow of motorized vehicles (MV) was less than 3,000 per day. The next busiest road section is from Gunung Sitoli to the north (Awa’ai-Tuhemberua) with a volume of less than 2,500 motorized vehicles in year 2003 of which just over 1,100 cars/buses/trucks and 1,400 motorbikes. Traffic volumes on other provincial roads were even much lower, with total numbers of cars/buses/trucks nowhere in excess of 350 per day. Traffic counted in the 2001/2003 surveys consisted of 30% non-motorized traffic, 44% motorbikes, 8% cars, 11% buses and 7% trucks. On all roads the numbers of motorbikes exceeded the numbers of other motorized vehicles. Near Gunung Sitoli, the number of cars/ buses/ trucks as percentage of the overall traffic volume is highest (32%-36%). Traffic counts for the kabupaten roads are not available. Traffic volumes on kabupaten roads within and near urban areas can be substantial, especially in and around Gunung Sitoli and Teluk Dalam. Away from the urban areas vehicular traffic on the kabupaten roads is minimal. Most people walk and few people in the rural areas have bicycles or motorbikes. Most kabupaten roads lead through hilly terrain where bicycles are not practical. Motorbike taxis and occasional minibuses provide public transport. Every now and then trucks come to collect rubber or other agricultural produce. In rural centres, such as the kecamatan capitals (IKK) markets are generally held weekly, causing a temporary increase of traffic to and from the market. During field surveys, local people have been interviewed to obtain an understanding of vehicular traffic in rural areas. In general daily traffic on rural kabupaten roads appears to be less than 50 motor vehicles (cars/bus/trucks combined) and approximately 50-100 motorbikes, except for market days when traffic more or less doubles.


3.2 Traffic projections Field observations indicate that current traffic volumes are markedly higher than in 2001/2003. The reconstruction program generates substantial additional traffic compared to the low traffic volumes on the Nias road network under normal circumstances. Especially truck traffic has increased for the transportation of construction materials and car traffic has increased because of the influx of people involved in reconstruction activities. This is largely a temporary phenomenon. Once the reconstruction activities are finalised, traffic would revert back to more normal levels, although it is expected that the improved infrastructure and related economic development potential would accelerate traffic growth. Current traffic levels are not considered representative for traffic volumes under normal circumstances. Therefore it doesn’t make sense to undertake additional traffic counting surveys in the present situation. For the purpose of this study the 2001 / 2003 traffic count data will be used as a starting point for preparation of traffic projections. Some of the provincial roads surveyed in 2001/2003 had an extremely low traffic volume. This is probably due to the road condition by the time traffic was counted. The reconstruction program will deliver an improved provincial road network. Traffic projections should be based on the assumption that the entire provincial road network will consist of good quality roads of a standard better than before the earthquake struck. In order to arrive at a somewhat more reliable baseline for projections, the traffic counting results have been adjusted to a 2003 baseline traffic volume, assuming the road network would be in good condition. The resulting baseline is summarised in the following table. Amended baseline traffic on provincial roads (average daily traffic)

Traffic counted 2001/2003 Amended Baseline Traffic 2003 Linkname C/B/T M.bike C/B/T M.bike

G. Sitoli-Tetehosi 1.326 1.452 1.400 1.500 Tetehosi – Lahusa 342 1.017 500 1.200 Lahusa - Teluk Dalam 97 136 300 400 Miga – Lolowau 266 1.050 400 1.200 Lolowau – Teluk Dalam 103 410 300 600 Lolowau – Sirombu 16 64 200 300 G. Sitoli-Tuhemberua (km 55) 1.116 1.313 1.200 1.400 Tuhemberua (km 55)-Lahewa 8 32 300 300 Lahewa – Afulu 7 28 200 300 Totals 3.281 5.502 4.800 7.200 Note: C/B/T = Cars + Bus +Truck traffic Future traffic growth is strongly related to economic development and population growth. Considering that vehicle ownership in Nias is assumed to increase annually at 6,0% on average in line with economic growth, and that the population would grow 1,25% annually, motorized traffic is expected to grow on average at 1,25 x 6,0% = 7,5% annually (for details refer to the Strategic Road Network Study). This would result in roughly 100% more motorized traffic in ten years time. Based on these growth percentages and the amended baseline traffic volumes for the year 2003, future traffic volumes have been calculated for each of the provincial roads for the years 2013 and 2018 as summarized in the following table.


Traffic projections provincial road network (average daily traffic)

Amended Base Year Traffic 2003

Projection 2013

Projection 2018

Linkname

C/B/T M.bikes C/B/T M.bikes C/B/T M.bikes G. Sitoli-Tetehosi 1.400 1.500 2.890 3.090 4.140 4.440 Tetehosi – Lahusa 500 1.200 1.030 2.470 1.480 3.550 Lahusa – Teluk Dalam 300 400 620 820 890 1.180 Miga – Lolowau 400 1.200 820 2.470 1.180 3.550 Lolowau - Teluk Dalam 300 600 620 1.240 890 1.780 Lolowau – Sirombu 200 300 410 620 590 890 G. Sitoli-Tuhemberua 1.200 1.400 2.470 2.890 3.550 4.140 Tuhemberua – Lahewa 300 300 620 620 890 890 Lahewa – Afulu 200 300 410 620 590 890 Totals 4.800 7.200 9.890 14.840 14.200 21.310 Note: C/B/T = Cars + Bus +Truck traffic By the year 2013 traffic volume on the road from Gunung Sitoli to the south (Tetehosi) would almost reach the level of 3,000 motor vehicles per day (cars, bus and trucks combined). Note that the actual traffic volume would depend very much on the distance from Gunung Sitoli. Closer to town traffic volumes would be highest. The road from Gunung Sitoli to the north, direction Awa’ai-Tuhemberua, is the second busiest provincial road with a daily traffic volume in the year 2013 of almost 2,500 motor vehicles (cars, bus and trucks combined). By the year 2018 traffic on the roads near Gunung Sitoli would have grown to approximately 4,200 vehicles per day (to the south) and 3,600 to the north. All other provincial roads would still have traffic volumes far less than 3,000 motor vehicles per day by the year 2018. Motorbike traffic will increase fastest in absolute terms. For all roads it is expected that motorbike traffic will remain predominant. Traffic on rural kabupaten roads is expected to remain very limited. However, kabupaten roads that will be improved would certainly experience accelerated traffic growth. Public transport (minibuses and motorbike taxis) would probably become more frequent. Further economic growth would especially result in increased motorbike traffic, because this is the type of vehicle that first comes within reach when rural people with a very modest income start earning more money. Private cars ownership is in the foreseeable future only affordable for a small percentage of the Nias population, mainly people with high profile jobs or successful businesses in the urban areas. It is not likely that traffic on rural kabupaten roads would grow more than 100% in ten years time, meaning that traffic volumes would be less than 100 motorized vehicles per day on average in the year 2018 (cars, bus and trucks combined) and in addition a maximum of 200 motorbikes per day. Kabupaten roads in and nearby the urban areas would have (much) higher traffic volumes. For these roads traffic projections should be based on actual traffic and an average annual growth rate of 10,50%, composed of 1,75% average annual urban population growth and 6,0% average annual economic and vehicle ownership growth (1,75 x 6,0% = 10,50%).


3.3 Conversion of traffic projections in PCU Normally, for the purpose of optimizing geometric road design, traffic volumes are expressed in passenger car units (PCU) per day. Bina Marga conversion factors to calculate PCU are summarized in the following table. PCU conversion factors Topography Flat/hilly Mountainous Average transverse slope <25% >25% Sedan, jeep, station wagon 1,0 1,0 Pick-up, small bus, small truck 1,2-2,4 1,9-3,5 Large bus, large truck 1,2-5,0 2,2-6,0 Source: Tata Perencanaan Geometric Jalan Antar Kota, Dep. PU, Bina Marga, Sept.1997 Note that in calculating PCU values motorbikes are excluded. Also non-motorized vehicles such as bicycles and becak, are not taken into account. The characteristics of these types of vehicles are very different from cars, buses and trucks. Motorbikes may have an impact on road capacity, but only if motorbike traffic constitutes more or less a constant flow, which is in general not the case in Nias. Only in urban areas, especially in and around Gunung Sitoli, the volume of motorbikes and non-motorised traffic represents a substantial traffic volume, claiming road space in competition with other road users. Outside urban areas, the volume of car, bus and truck traffic expressed in PCU determines the required road capacity and related road design criteria. Topography has a substantial impact on road capacity. Slow moving heavy vehicles in mountainous terrain reduce the average travel speed of all other traffic. Therefore the PCU conversion factors distinguish between flat and hilly terrain on one hand and mountainous terrain on the other hand. Terrain conditions have to be judged over the entire length of a road; a change of terrain over a small section is not relevant. Although some provincial roads sections in Nias lead through mountainous terrain, the overall average transverse slopes do not exceed the 25% limit. In Nias all buses and trucks are light vehicles; large buses and trucks are not allowed on the island. The roads in Nias have been designed as Class III roads, which implies a maximum vehicle weight in accordance with Bina Marga standards. Because Nias is a small island with only one port of entry for vehicles, this maximum is relatively easy to enforce. Therefore, in calculating the PCU values, a conversion factor of 2.0 has been used for pick-ups, buses, and trucks. The following table summarizes the calculated traffic projections in PCU values for the provincial road network.


Traffic projections provincial road network (average daily traffic) in PCU

Traffic in amended base year 2003 Projection Total C/B/T

Cars 29%

Bus 44%

Truck 27%

PCU 2003

PCU 2013

PCU 2018

PCU conversion factor 1,0 2,0 2,0 G. Sitoli -Tetehosi 1.400 403 612 385 2.400 4.940 7.090 Tetehosi – Lahusa 500 144 219 137 860 1.760 2.530 Lahusa – Teluk Dalam 300 86 131 82 510 1.060 1.520 Miga – Lolowau 400 115 175 110 680 1.410 2.030 Lolowau - Teluk Dalam 300 86 131 82 510 1.060 1.520 Lolowau – Sirombu 200 58 87 55 340 710 1.010 G. Sitoli -Tuhemberua 1.200 346 524 330 2.050 4.230 6.080 Tuhemberua – Lahewa 300 86 131 82 510 1.060 1.520 Lahewa – Afulu 200 58 87 55 340 710 1.010 Totals 4.800 1.383 2.098 1.320 8.200 16.940 24.310 Note: C/B/T = Cars + Bus +Truck traffic On the kabupaten road network traffic is assumed to double more or less in ten years time from currently less than 50 motor vehicles per day on average to a maximum of 100 motor vehicles per day in year 2018, which is less than 200PCU. On the main kabupaten roads (Primary Local Roads) traffic volume would be highest, say ranging from 100 to 200 PCU per day, and on minor kabupaten roads (Secondary Local Roads) volumes would remain less than 100 PCU daily in the year 2018.


4. DESIGN STANDARDS 4.1 National road design guidelines The Public Works Department (Departemen Pekerjaan Umum, Direktorat Jenderal Bina Marga) has a comprehensive set of design guidelines and standards for various types of roads. For the situation in Nias the following guidelines are relevant: • Tata Perencanaan Geometric Jalan Antar Kota, Departemen PU, Bina Marga,

September1997 • Petunjuk Teknik Survai dan Perencanaan Teknik Jalan Kabupaten, Departement

PU, Bina Marga, November 1995 The guidelines are meant to arrive at an appropriate solution for each specific situation based on analysis of a number of parameters, i.e.: • Road function • Traffic volume • Traffic composition • Topography By correlating these parameters with each other, the guidelines assist in finding an optimum design solution in terms of minimal, maximal and ideal standards for: • Pavement type • Design speed • Road width • Shoulder width • Gradient • Right of way Once the optimal design criteria have been defined, normal engineering design standards would be used for design of horizontal and vertical alignment, roadside drainage, retaining walls, etc. The following tables summarize relevant Bina Marga guidelines. Inter-local roads design standards

Arterial Road Collector Road Local Road

Ideal width Min. width Ideal width Min. width Ideal width Min. width

PCU per day

CW S CW S CW S CW S CW S CW S < 3000 6,00 1,50 4,50 1,00 6,00 1,50 4,50 1,00 6,00 1,00 4,50 1,00 3000-10000 7,00 2,00 6,00 1,50 7,00 1,50 6,00 1,50 7,00 1,50 6,00 1,00 10000-25000 7,00 2,00 7,00 2,00 7,00 2,00 NA NA NA NA NA NA >25000 dual carriage way NA NA NA NA NA NA CW = Carriageway; S = Shoulder; widths in meters Source: Tata Perencanaan Geometric Jalan Antar Kota, Dep. PU, Bina Marga, Sept.1997


Kabupaten roads design standards Road Class III A III B 1 III B 2 III C Pavement Type Asphalt Asphalt Gravel Gravel Traffic volume in PCU/day > 500 200 - 500 50 –200 < 50 Traffic class 4 3 2 1 Topography F H M F H M F H M F H M Number of traffic lanes 2 2 2 1 + 1 + 1 + 1 + 1 + 1 + 1 1 1

Max. 80 60 40 60 40 30 60 40 30 50 30 25 Design Speed (in Km / hour) Min. 50 40 30 40 30 30 40 30 30 30 30 20

Max. 6 8 10 8 10 12 8 10 12 9 12 14 Gradient (%) Normal 3 6 8 6 8 10 6 8 10 7 10 12 Max. 5,50 5,50 5,50 5,00 5,00 5,00 4,50 4,50 4,50 4,50 4,50 4,50 Carriageway width

(in meters) Min. 4,50 4,50 4,50 3,50 3,50 3,50 3,50 3,50 3,50 3,00 3,00 3,00 Max. 2,00 1,50 1,50 1,50 1,25 1,00 1,50 1,00 1,00 1,00 1,00 0,75 Shoulder width

(in meters) Min. 1,50 1,25 1,25 1,25 1,00 1,00 1,00 1,00 1,00 0,75 0,75 0,75 Max. 9,50 8,50 8,50 8,00 7,50 7,00 7,50 6,50 6,50 6,50 6,50 6,00 Total road width

(in meters) Min. 7,50 7,00 7,00 6,00 5,50 5,50 5,50 5,50 5,50 4,50 4,50 4,50 Max. 18,00 16,00 16,00 16,00 Right of Way

(in meters) Min. 16,00 12,00 12,00 12,00 F = Flat; H = Hilly; M = Mountainous Source: Petunjuk Teknik Survai dan Perencanaan Teknik Jalan Kabupaten, Departement PU, Bina Marga, November 1995 4.2 Local government policy Geometric road design standards do exist in Nias, but in the past most roads have not been constructed and maintained accordingly. The 1995 Rencana Tata Ruang Wilayah (RTRW) includes a functional road network classification and related geometric design standards as follows: • The (Provincial) Nias Ring Road along the coastline should be a single lane

2x3.25m wide asphalt road with a right of way (ROW) of 12m; • Within the urban areas of Gunung Sitoli and Teluk Dalam the Ring Road should be

2x3.50m wide; • Primary Kabupaten Roads (Jalan Primer) should have a minimum width of 2x2.75m

and a ROW of 10m; • Primary Local Roads (Jalan Lokal Primer) should have a minimum width of

1x4.50m and a ROW of 7.50m; The 1995 RTRW requires all roads on the island to be built in accordance with construction class III, which implies a maximum vehicle weight of 8,000kg and a maximum axle load of 7,000kg. For the (Provincial) Ring Road around the island the RTRW proposes upgrading to class I standard resulting in a maximum vehicle weight of 14,000kg and a maximum axle load of 11,000kg. In reality the 1995 RTRW geometric design standards have never been met and as a result the road classification system has never been effective. Current road widths are in general much less than proposed in the 1995 RTRW, and rights of way (ROW) have not been consistently enforced.


The draft 2006 RTRW for kabupaten Nias includes a functional road classification system that deviates from the 1995 RTRW. The plan distinguishes three road classes: Jalan Kolektor Primer, Jalan Lokal Primer and Jalan Lokal. The network of primary roads differs substantially from the network in the 1995 RTRW. The design criteria are also different: the 2006 draft RTRW proposes to design primary collector roads with a 25m right of way and a design speed of 60km per hour. The primary local roads are proposed to have a 15m right of way and a design speed of 40km per hour. The 2004 draft RTRW for kabupaten Nias Selatan includes a proposed road network development plan that also deviates from the 1995 RTRW. However, the draft RTRW for Nias Selatan does not include a functional road network classification and does not include design standards. It is obvious that the road network in Nias needs to be developed as a coherent network. The road networks of both kabupaten should function as an integrated system with logical interconnectivity. The road network classification system and design criteria should be the same in the entire island. Both kabupaten Nias and Nias Selatan have expressed their ambition to upgrade the main kabupaten roads to become preferably 4.50 meters wide and the minor kabupaten roads to become 3.00 m wide paved roads. Local governments have an outspoken preference to widen the entire provincial road network to at least 6.00 m in anticipation of future economic development and related traffic growth. 4.3 Actual situation Provincial roads Before the earthquake, the provincial roads were in general 3.00 to 4.50 meters wide, with unpaved shoulders. The actual ROW of the provincial roads as visible in the field ranges between 7 and 12 meters. The ROW is for instance visible in the form of space in between a drainage ditch on one side of the road and a power line on the opposite side, although often people have planted (fruit) trees within the right of way and sometimes, especially in or near settlements, buildings such as warungs, shops and verandas have been constructed close to road edge. Currently, part of the provincial road network is being upgraded as part of the reconstruction program. Ongoing reconstruction projects aim at widening to 6.00 meters and in some sections, such as between Gunung Sitoli and Hiliweto (past the airport), even 7.00 meters carriageway width. Kabupaten roads Most kabupaten roads are effectively non-engineered earth tracks ranging in width between 1.00 and 3.00 meter. Part of the kabupaten road network has been paved. In general these are macadam roads (lapen), 3.00 meters wide with a 7 m ROW. Some kabupaten roads have gravel, Telford or concrete pavement. Typically, the first few kilometres of a kabupaten road branching off a provincial road would be paved until the first or second village is reached and then it continues further inland as an unpaved track or footpath.


Short sections of kabupaten roads near villages have often been improved with stone or concrete pavement. Some of these stone pavements are very old. Especially near the traditional villages in the south the local communities, using stones found in riverbeds, have long ago paved village squares and footpaths, and have constructed stone-paved stairways in the hilly terrain. The communities still maintain these to date. 4.4 Social and environmental safeguards Although safeguards criteria have been used to optimise the strategic road network design, this does not imply that there are no safeguard issues remaining. Depending on the actual design of a certain road section, detailed environmental and social impacts would have to be identified and further mitigating measures would have to be determined. In accordance with GOI and World Bank regulations this would especially apply to projects involving one or more of the following issues that may be encountered in Nias (for detailed requirements refer to Peraturan Menteri Negara Lingkungan Hidup, Nomor 308 tahun 2005 and World Bank BP 4.01, OP 4.01, BP 4.12 and OP 4.12): • Roads that require widening over a length of more than 15 km • Land and asset acquisition • Projects with an impact on sensitive areas, such as

o Mountainous terrain (>40% slopes) with high land slide risks o Mangrove and wetland areas

• Projects with an impact on indigenous people In general, the infrastructure subprojects that will be designed and implemented in Aceh and Nias with support from IREP/IRFF will entail replacement of pre-existing infrastructure. As a result, the level of associated environmental and social risks is expected to be limited. However, in Nias the situation is somewhat different from the situation in Aceh. In the pre-earthquake situation most provincial roads in Nias were narrow. A priority focus of the BRR is to 'build back better' and to ensure sufficient and quality infrastructure is developed to a higher specification than the pre-existed, to support the rapidly growing shelter program and future development. Therefore, the BRR and the local governments in Nias propose to make road widening an integrated part of the road rehabilitation program. However, road widening may have social and/or environmental impacts. Once sub-projects progress into formal project preparation, the World Bank and GOI formal social and environmental screening will be applied to determine what level of social and environmental review is required as follows: • Full environmental assessment (AMDAL) required; • Environmental management and monitoring plan (UKL/UPL) required; • Full or simplified Land Acquisition and Resettlement Action Plan (LARAP)

required; • Standard operating procedures (SOP) only. All projects being funded by IRFF will be required to complete a standardized environmental screening form. In case environmental and social screening results in identification of impacts requiring preparation of full Amdal and/or Larap this might delay project implementation. Review and final approval of all required environmental


and social studies will be a precondition for completion of detailed designs. Local governments will have to demonstrate how social and environmental mitigation has been handled, and when required, integrated into detailed subproject designs. The design standards should duly acknowledge potential safeguards issues. It is possible to reduce environmental and social risks substantially by defining modest but adequate design standards in line with traffic volume and traffic composition and by tailoring designs to local constraints and conditions, thereby mitigating most of the environmental and/or social impact in an early stage of project preparation.


5 PROPOSED NIAS ROAD DESIGN STANDARDS 5.1 General approach Nias has a very extensive road network, very little motorized traffic, a largely rural population living widespread over the island and a limited level of urbanisation. Therefore, we envisage the Nias road network (island-wide) to be designed as a hierarchical network of trunk and feeder roads, each with their own characteristics and requirements related to the dominant traffic composition rather than traffic volumes. Private vehicle ownership is minimal and most people either walk or use public transport. Average income in Nias is just over US $ 1.- per capita per day, meaning that the cost of (public) transport determines whether people would choose to use transport or walk. Improving the road network would reduce vehicle-operating costs, and subsequently reduce costs for transport users, which would in turn lead to increased demand for transport. Hence, for most people in Nias connectivity and transport cost are much more important than road capacity and travel speed. In places where transport demand is extremely low, motorbike taxis (ojek) may well be a more affordable and viable means of public transport than minibuses. In such cases a narrow road might be an appropriate and cost-effective solution to provide adequate access. Road design criteria should be related to the functional road network classification and not the administrative network classification. It is not the administrative responsibility, but technical requirements, i.e. road function, traffic volume, and traffic composition that determine the required road capacity, carriageway width and other design features. Other relevant criteria that have been considered in order to arrive at road standards appropriate for the situation in Nias are: • Construction and maintenance costs

High geometric road design standards, in terms of road width, design speed, gradient, etc. increase construction costs. High standards in terms of construction quality, i.e. pavement type and landslide prevention, would also increase construction costs but substantially reduce maintenance costs. Road design standards should strike a balance between traffic requirements, construction costs, and maintenance costs.

• Road safety Wider roads in general result in higher vehicle speeds because drivers perceive risks to be lower. In reality however, accident risks would increase especially because speed differences between motorized and non-motorized traffic would increase. Road width should be consistent with design speed, gradients, horizontal and vertical curvature, and sight distances to create safe traffic conditions. Many roads in Nias follow the alignments of ancient tracks and footpaths and have never really been designed as roads for vehicular traffic. Therefore, road widening would not only involve pavement widening, but also vertical and horizontal realignment as necessary to ensure road safety. This would further increase construction costs. Also in this respect the design standards should balance traffic requirements, road safety considerations and cost aspects.

• Environmental and social impact


Road widening, including necessary realignment, would potentially have an impact on the environment and on private land and assets. If existing road widths and design speeds would be retained, there is only limited need for vertical and horizontal re-alignments and the environmental and social impact would be minimal. Hence, requirements for road capacity should be balanced with environmental and social considerations.

5.2 Road width The road widths discussed in this chapter are minimal widths that provide sufficient road capacity at least until the year 2018 and are therefore considered appropriate and cost-effective. In reality some road sections currently exceed these widths because they have been widened in the (recent) past. Collector Roads Based on traffic volumes expressed in PCU as projected for 2018 (refer to chapter 3.3) and the Bina Marga guidelines, six-meter wide roads are necessary for the following Collector Roads: • Thoroughfares in the urban areas of Gunung Sitoli and Teluk Dalam • The road from Gunung Sitoli to the south (Tetehosi) • The road from Gunung Sitoli to the north (Awa’ai) These are Collector Roads with an average daily traffic volume in excess of 3,000 PCU in the year 2018. All other Collector Roads in Nias have very limited motorized traffic, with far less than 3,000 PCU projected for the year 2018 meaning that for these Collector Roads a width of 4,50m would be appropriate. It is proposed to provide all Collector Roads with 1.00m wide paved shoulders (double surface treatment) and open roadside drains. Where Collector Roads pass through settlements it may be considered to make shoulders 2.00m wide and/or to make sidewalks by covering drains. Paved shoulders will not only serve to keep parked vehicles off the carriageway, but moreover facilitates non-motorized traffic, especially pedestrians and cyclists, and thereby improves road safety. Paved shoulders also serve to prevent damage to the road edges in case drivers have to use the shoulder to give way to other vehicles. Paving of shoulders would increase initial investment costs, but would substantially reduce maintenance costs and accident risks. Continuity of carriageway width over an entire road section is essential to ensure road safety. Shoulder width may vary according to the actual requirements in the field, especially to prevent unnecessary loss of property. Local Roads Primary Local Roads are expected to have a traffic load of less than 200 PCU per day in year 2018 and Secondary Local Roads less than 100 PCU daily. A standard carriageway width of 3.00m provides sufficient road capacity for such low traffic volumes. Primary and Secondary Local Roads would have an asphalt-paved carriageway. Primary Local Roads would have 1.00 m wide paved shoulders (double surface treatment) to provide additional capacity and safety for non-motorized traffic and for vehicles passing each other. For “Secondary Local Roads” and “Other Local Roads” paving of shoulders is


not deemed necessary considering the extremely low traffic volume. All Local Roads would have open roadside drains. Urban Collector Roads Traffic volumes on Collector Roads within the urban areas, especially in and around Gunung Sitoli, are (much) higher than 3,000 PCU per day. On top of that the substantial flow of motorbikes and non-motorised traffic in the urban areas requires additional road capacity. Although a 6.00m wide carriageway is acceptable as a minimum for urban collector roads, the major thoroughfares would preferably have a 7.00m wide carriageway and paved sidewalks. In urban areas shoulders would be used as parking bays, bus bays and/or bicycle/becak lanes and should therefore preferably be 2.00 meters wide. Along major urban collector roads with a predominant flow function parking would be banned altogether and (wide) sidewalks would directly border the carriageway. In urban areas road widening is in general neither adequate nor sufficient to create enough road capacity and to prevent congestion. Currently some urban roads in Gunung Sitoli are already very wide (up to 12m), carry one-way traffic only, but nevertheless show signs of congestion throughout the day. This is not caused by insufficient road width but mainly by undisciplined road user behaviour and a general lack of traffic management, regulation and enforcement. Optimization of urban road network capacity should aim at integrated solutions for al road users, tailoring road design to local traffic conditions. In urban areas separating non-motorized and motorized traffic by construction of sidewalks and bicycle/becak lanes, traffic circulation measures, and provision of adequate parking space and bus bays could prove much more effective than road widening. Hence, in urban areas integrated traffic management measures should be devised combining urban management and urban planning with traffic engineering solutions, education of road users and enforcement of traffic regulations. Such an approach would target to remedy specific causes of urban traffic problems, which is far more effective than assuming standard designs solutions. Urban Local Roads Within and near urban areas traffic volumes on Local Roads can be quite substantial. Therefore, design of Local Roads in urban areas should be adapted to the local situation similar to the approach for Collector Roads, i.e. by exploring options for traffic management, local road widening, construction of sidewalks and parking space if necessary. Normally Local Roads would have a 3.00m wide carriageway, 1.00m wide paved shoulders and open roadside drains. Options to adapt the design in urban areas to local conditions could for instance include: • Covering of drains to create sidewalks • 5.00m carriageway without shoulders • 3.00m wide carriageway and single sided 2.00m wide parking bay in combination

with one-way traffic circulation


5.3 Other design features In addition to the road width standards as described in the previous chapter, geometric design standards for Nias are proposed in terms of: • Design class • Pavement type • Design speed • Gradients • Rights of way Design Class All roads would be designed as class III roads, implying a maximum vehicle weight of 8,000kg and a maximum axle load of 7,000kg. Continuation of the ban on heavy vehicles in Nias is highly beneficial not only to reduce road construction and maintenance costs but also to improve road safety. The restrictions are relatively cheap and easy to implement and enforce, because all vehicles enter the island through the port of Gunung Sitoli where a weighbridge is available to control vehicle weight and axle loads. The types of vehicles and equipment to be used by contractors doing reconstruction works would also have to be restricted (as part of the conditions of contract) to prevent damage to road sections and bridges already reconstructed. Pavement type All strategic roads, which are all Primary and Secondary roads, should be asphalt-paved to ensure good quality, all-weather access to the islands main centres. Asphalt pavement would require higher initial investments but would substantially reduce maintenance costs over the entire life span of the road. Considering the limited maintenance capability of local governments it is moreover important to arrive at manageable maintenance costs. The category “Other Local Roads” forms a very substantial network of almost 1,900 km, but hardly has any vehicular traffic. Most are earth or gravel roads that could gradually be improved by (re-) constructing gravel or stone pavements as funds allow. This would provide a cost-effective solution to ensure basic access to rural areas. Design speed Nias is a relatively small island. The distance from Gunung Sitoli to Teluk Dalam is less than 110 km and to Lahewa less than 80km. High design speeds are not really necessary to bridge such distances. Design speed would normally depend on the type of terrain. Considering the topography of Nias, with some steep sloping terrain especially in the interior, higher design speeds would result in a disproportional increase of investment costs because of the required horizontal and vertical realignments to ensure safe curvature and sight distances related to vehicle speed. Because of road safety considerations, design speeds should not be too high. On average 30% of traffic on the collector road network in Nias consists of non-motorized vehicles. On the local roads the percentage is probably much higher. Besides, especially


where roads pass through settlements, many pedestrians walk along the roads. Large speed differences between various road users have a major impact on road safety, both in terms of accident risk and accident impact. Speed limits should be understandable for drivers, and should preferably be associated with road design features, the most important one being road width. It is proposed to introduce three clearly distinguishable design speed categories in Nias related to road width: 6,00 m roads (or wider) would be designed for 60 km/hr, 4,50 m roads would be designed for 40 km/hr and 3,00 m roads for 30km/hr. The design speeds proposed are modest but safe and adequate for the situation in Nias. Gradients The existing road network, especially the kabupaten road network, has steep gradients in places, mainly because the kabupaten roads are basically footpaths that have been upgraded and paved over the years without much regard for realignment. Considering this situation, the high costs of large-scale realignment, and the limited vehicular traffic, fairly high maximum gradients are considered acceptable and cost-effective as follows: Collector Roads: 8% maximum gradient Primary and Secondary Local Roads: 12% maximum gradient Other Local Roads: 14% maximum gradient In some sections even these steep gradients would only be achieved at high costs for realignment and possibly land and/or asset acquisition. Therefore, it is anticipated that exceptions would have to be tolerated. However, deviations from the maximum gradient should always be based on analysis of the local topography and environment, land use and traffic conditions to arrive at appropriate, safe and economic road design solutions. Right of way The rights of way should reflect the ambition of local government for future economic development and related need for road space, without being overambitious and impractical. The rights of way should enable road widening in the long-term without unnecessarily frustrating short- and medium-term development alongside the road by setting unrealistic land claims. The following rights of way are proposed: Collector Roads: 16.00 m Primary and Secondary Local Roads: 12.00 m Other Local Roads: 8.50 m The rights of way should be understood and accepted by the public and should subsequently be enforced by adequate planning and building regulations. Note that the current right of way in accordance with the 1995 RTRW is only 12.00m for the Provincial Roads, 10.00m for Primary Kabupaten Roads and 7.50m for Primary Local Roads. Expanding the right of way without regard for the actual situation might result in widespread loss of property and demolition of assets to no avail. As the right of way is based on long-term future needs, there is no urgent need to demolish everything that is currently occupying the ROW. It would be better understood and accepted by the public if a gradual process would be followed, whereby new construction and planting of trees within the ROW would be banned completely, whereas existing structures and assets would be tolerated as long as the road reserve is not yet needed for road widening. Such an approach would discourage people from investing in buildings


currently encroaching upon the ROW. Furthermore it is suggested to plant trees alongside the planned right of way to demarcate and visualise the road reserve in the field. For Collector Roads in urban areas a right of way a right of way of 20.00m instead of 16.00m might be more appropriate to allow for future road widening needs. In urban areas additional space might be needed for turning lanes at intersections, parking space, bus bays, bus lanes, (wide) sidewalks, bicycle/becak lanes, power lines, water mains, sewers, trees, etc. However, especially in urban areas public space in between buildings on either side of the roads is often very limited in the present situation, meaning that a wider road reserve would ultimately lead to large-scale demolition of assets. Therefore, the rights of way in the urban areas should not only be based on traffic analysis but on an integrated assessment of urban development potentials and constraints within the framework of the urban master plan. 5.4 Design standards summary The table below summarizes the proposed geometric road design standards for Nias. Note that the standards are defined with a view to optimize between technical requirements, cost-effectiveness, road safety and environmental and social aspects. Nevertheless, the actual design for a particular road section may deviate from the standards, because a design should always be based on a detailed analysis of specific local requirements and constraints to arrive at appropriate and cost-effective solutions. The figures in Annex A present standard cross sections for Collector Roads and Local Roads and a few examples of cross sections for urban roads. In urban areas a wide array of design options could be considered depending on the local situation, available space, and traffic composition. All examples of cross sections for urban roads are based on covered drains to gain space for construction of sidewalks, which may also be a very useful design option for road sections in rural areas where roads pass through settlements. Geometric design standards Nias road network Functional Road Class

Traf

fic

Vol

ume

in

PCU

/ da

y

Pave

men

t Ty

pe

Des

ign

Spee

d (k

m/h

r)

Max

imum

G

radi

ent

Car

riage

way

W

idth

(m)

Shou

lder

W

idth

(m)

Shou

lder

Pa

vem

ent

Rig

ht o

f W

ay (m

)

Urban Collector > 3000 Asphalt 60 8% 7.00 2.00 Yes 16.00 Primary Collector A > 3000 Asphalt 60 8% 6.00 1.00 Yes 16.00 Primary Collector B < 3000 Asphalt 40 8% 4.50 1.00 Yes 16.00 Primary Local 100-200 Asphalt 30 12% 3.00 1.00 Yes 12.00 Secondary Local 50 – 100 Asphalt 30 12% 3.00 1.00 No 12.00 Other Local < 50 Gravel/

Stone 30 14% 3.00 0.75 No 8.50


5.5 Application of standards on prioritized road network The design standards formulated above have been applied to the prioritized strategic road network, identified in the Strategic Road Network Study. The table on the following pages identifies the road sections, the road class, length of the section, design speed, proposed carriageway width, shoulder width, priority, implementation status and Right of Way. Concerning the latter it is noted that the existing available space is often less than the indicated right of way. Application of the road standard will have to adapt to reality in such cases. Future reservations for the right of way may, in line with the RTRW, be wider in order to facilitate future upgrading when and where such is deemed necessary.

___________________________________________________________________________________________________________________________________________________________ Nias PDCS ROAD DESIGN STANDARDS STUDY 29 DHV Consultants and Associates

Application of Road Standards to Prioritized Strategic Road Network No Road Link Name Road

Link No.

Road Class Length (km)

Design Speed

(km/hr)

Width (m)

ROW (m) *

Shoulder Width

(m)

Priority Status Notes

1 Gunungsitoli-Tetehosi 075.1.P Primary Collector A 37 60 7 / 6 16 2 ** / 1 I Implemented Provincial Road 2 Gunungsitoli-Sp. Awa’ai 079.1.P Primary Collector A 22 60 6 16 2 * */ 1 I Implemented Provincial Road 3 Sp. Awa’ai-Sp. Lotu 900.014,

900.015 Primary Collector B 17.5 40 4.5 16 1 *** I Ongoing /

Planned Kabupaten Road (Nias)

4 Sp. Lotu-Lahewa 079.2.P Primary Collector B 28.7 40 4.5 16 1 *** I Ongoing / Planned

Provincial Road

5 Lahewa-Afulu 079.3.P Primary Collector B 22 40 4.5 16 1 *** I Planned Provincial Road 6 Tetehosi-Lahusa 075.2.P Primary Collector B 43 40 6 16 1 *** I Tender Provincial Road 7 Lahusa-Teluk Dalam 075.3.P Primary Collector B 28 40 4.5 / 6 16 1 *** I Implemented Provincial Road 8 Miga-Moi 076.P Primary Collector B 32 40 4.5 16 1 *** I Implemented

/ Ongoing / Tender

Provincial Road

9 Moi-Mandrehe-Sirombu - Primary Collector B 35 40 4.5 16 1 *** I Implemented / Tender

Kabupaten Road (Nias)

10 Moi-Lolowau 076.P Primary Collector B 27 40 4.5 16 1 *** I Implemented / Tender

Provincial Road

11 Lolowau-Teluk Dalam 077.P Primary Collector B 62 40 4.5 16 1 *** I Planned Provincial Road 12 Lolowau-Sirombu 078.P Primary Collector B 25 40 4.5 16 1 *** I Implemented

/ Tender Provincial Road

13 Gunungsitoli-Alasa-Tumula

900.010, 900.011, 900.012

Primary Local Road 48 30 3.5 / 3

12 1 *** I Planned Kabupaten Road (Nias)

14 Lahusa-Gomo - Primary Local Road 17 30 3 12 1 *** I Planned Kabupaten Road (Nias Selatan)

15 Sisirahili’oyo-Tuhemberua (Lolowau-Lolomatua)

- Primary Local Road 12 30 3 12 1 *** I Planned Kabupaten Road (Nias Selatan)

16 Alasa-Muzoi

900.037 Primary Local Road 30 30 3 12 1 *** II Kabupaten Road (Nias)


17 Alasa-Gunung Tua-Zuzundao-Mandrehe

900.028, 900.119

Primary Local Road 29 30 3 12 1 *** II Kabupaten Road (Nias)

18 Gomo-Boronadu-Lolomatua

- Primary Local Road 34 30 3 12 1 *** II Kabupaten Road (Nias Selatan)

19 Gomo-Huno - Primary Local Road 10 30 3 12 1 *** II Kabupaten Road (Nias Selatan / Nias)

20 Sp. Awa’ai-Tuhemberua 079.1.P Primary Local Road 14 30 3 12 1 *** II Provincial Road 21 Tuhemberua-Sp. Lotu 079.2.P Primary Local Road 27 30 3 12 1 *** II Provincial Road 22 Bawonahono-

Hilisimaetano

077.P Primary Collector B 7 30 4.5 12 1 *** II Provincial Road

23 Sawo-Botombawo-Bogali

900.057, 900.159

Secondary Local Road 19 30 3 12 1 III Kabupaten Road (Nias)

24 Hilinduria-Namohalu-Sisarahili

900.016, 400.018


25 Sisarahili-Nazalou-Afia/Tambalou

900.018, 900.155


26 Nazalou-Laehuwa 600.012 Secondary Local Road 3 30 3 12 1 III Kabupaten Road (Nias)

27 Lahewa-Afulu via Ono Zalukhu

900.024 Secondary Local Road 22 30 3 12 1 III Kabupaten Road (Nias)

28 Botombawo-Ononamolo Talafu

900.062, 900.054


29 GunungTua-Ononamolo Talafu


30 Gunung Tua-Humene Siheneasi


31 Botombowa-Dolidoli 900.120 Secondary Local Road 20 30 3 12 1 III Kabupaten Road (Nias)

32 Hiliweto Gido-Lolofitumoi

900.063 Secondary Local Road 26.5 30 3 12 1 III Kabupaten Road (Nias)

33 Sisobandrao-Onolimbu-Simeneasi


34 Onolimbu-Lawelu-Sisombabowo

600.043, 900.121



35 Lauri-Semolomolo-Holi 900.079 Secondary Local Road 5 30 3 12 1 III Kabupaten Road (Nias)

36 Soliga-Holi-Tetehosi 900.087 Secondary Local Road 26 30 3 12 1 III Kabupaten Road (Nias / Nias Selatan)

37 Holi-Gomo 900.084 Secondary Local Road 28 30 3 12 1 III Kabupaten Road (Nias / Nias Selatan)

38 Gomo-Bawaluo 900.003 Secondary Local Road 29.2 30 3 12 1 III Kabupaten Road (Nias Selatan)

39 Bawolahusa-Hilisimaetano

900.150 Secondary Local Road 15 30 3 12 1 III Kabupaten Road (Nias Selatan)

40 Bawodobara-Hilinawalo Fau

900.146 Secondary Local Road 14 30 3 12 1 III Kabupaten Road (Nias Selatan)

41 S. Hilisimaetano-Hilinawalo Fau

900.144 Secondary Local Road 5.5 30 3 12 1 III Kabupaten Road (Nias Selatan)

42 Bawonahono-Lagundri-Hilisimaetano

900.027 Secondary Local Road 20 30 3 12 1 III Implemented Kabupaten Road (Nias Selatan)

43 Afulu-Sirombu 103 Primary Collector B 66 40 4.5 16 1 *** IV Provincial Road * ** ***

Note 1: Right of Way (ROW) is the preferable width to be able to construct the road to standard. Locally adjustments may be required to fit available space. Further reservations of Right of Way may be required for future developments. Note 2: Shoulder width of 2 meters, preferably paved (see cross section urban collector roads), in urban areas. Shoulder width of 1 meter, preferably paved / sealed, outside urban areas Note 3: Shoulder width of 1 meter, paved or sealed

____________________________________________________________________________________________ Nias PDCS ROAD DESIGN STANDARDS STUDY 32 DHV Consultants and Associates

ANNEX A

__________________________________________________________________________________________________________________________________________________________ Nias PDCS ROAD DESIGN STANDARDS STUDY 33 DHV Consultants and Associates

STANDARD CROSS SECTIONS

m m C L m m

m m

PRIMARY COLLECTOR ROAD A

m

m

m

m m m mm

PRIMARY COLLECTOR ROAD B

m

m

m

m m m mm m

PRIMARY LOCAL ROAD

m

m

m

3.00

7.00

1.00

5.00

1.00 3.00

m

6.00

8.00

1.00

3.00

1.00

1.00 1.00

1.00

8.50

2.25 2.251.00

6.50

1.00

1.00

4.50

1.00

1.50 1.50

1.00

10.00

2 %

4 %

2 %4 %

2 %

4 %

2 %

2 %

2 %

4 % 4 %

__________________________________________________________________________________________________________________________________________________________ Nias PDCS ROAD DESIGN STANDARDS STUDY 34 DHV Consultants and Associates

CROSS SECTIONS URBAN COLLECTOR ROADS: EXAMPLES

m m m C L m m m

sidewalk sidewalk

m

m

m m m m C L m m m

sidewalk parking sidewalk

m

m

m

m m m m C L m m m m

sidewalk parking parking sidewalk

m

m

m

1.00 2.00 3.00

12.00

8.00

3.50

7.00

1.50 1.00 2.00 3.50

11.00

16.00

3.00 1.00

6.00

1.00 1.50 2.00

1.00

12.00

1.00

1.00 1.50

7.00

1.50 1.00 3.50 3.50

2 % 2 %

2 % 2 %

2 % 2 %


Typical Cross Sections Primary Collector Road B, 4.50 meters wide carriageway, paved shoulders, open roadside drainage


Typical Cross Sections Primary Local Road, 3.00 meters wide carriageway, paved shoulders, open roadside drainage

Road Design Standards Study Agust 2007

Documents

Transcript of Road Design Standards Study Agust 2007