Chapter 2 - Note

CHAPTER 2: Geometric Design
LECTURE 3-6 CVE3202: HIGHWAY AND TRAFFIC ENGINEERING Page 1

1.0 Design of the alignment
The alignment of a highway is composed of vertical and
horizontal elements.
The vertical alignment includes straight (tangent)
highway grades and the parabolic curves that connect
these grades.
The horizontal alignment includes the straight (tangent)
sections of the roadway and the circular curves that
connect their change in direction.
The design of the alignment depends primarily on the
design speed selected for the highway.
The least costly alignment is one that takes the form of
the natural topography.
It is not always possible to select the lowest cost
alternative because the designer must adhere to certain
standards that may not exist on the natural topography.
It is important that the alignment of a given section has
consistent standards to avoid sudden changes in the
vertical and horizontal layout of the highway.
It is also important that both horizontal and vertical
alignments be designed to complement each other,


since this will result in a safer and more attractive
highway.
One factor that should be considered to achieve
compatibility is the proper balancing of the grades of
tangents with curvatures of horizontal curves and the
location of horizontal and vertical curves with respect to
each other.
For example, a design that achieves horizontal curves
with large radii at the expense of steep or long grades is
a poor design.
Similarly, if sharp horizontal curves are placed at or near
the top of pronounced crest vertical curves at or near
the bottom of a pronounced sag vertical curve, a
hazardous condition will be created at these sections of
the highway.
Thus, it is important that coordination of the vertical
and horizontal alignments be considered at the early
stages of preliminary design.



2.0 Horizontal Alignment
2.1 Introduction
The horizontal alignment consists of straight sections of
the road (known as tangents) connected by curves.
The curves are usually segments of circles, which have
radii that will provide for a smooth flow of traffic.
The design of the horizontal alignment entails the
determination of the minimum radius, determination of
the length of the curve, and the computation of the
horizontal offsets from the tangents to the curve to
facilitate locating the curve in the field.
In some cases, to avoid a sudden change from a tangent
with infinite radius to a curve of finite radius, a curve
with radii varying from infinite to the radius of the
circular curve is placed between the circular curve and
the tangent.
Such a curve is known as a spiral or transition curve.
There are four types of horizontal curves: simple,
compound, reversed, and spiral.



2.2 Simple Curves
When stop sight distance (SSD) is unobstructed,

Where = minimum radius (m)
= design speed (km/h)
= super elevation (m/m)

= coefficient of side friction

When there are obstruction in the roadway that limit
SSD on the curve, R is determined as below:



The point at which the curve begins (A) is known as the
point of curve (PC).
The point at which the curve ends (B) is known as the
point of tangent (PT).
The point at which the two tangents intersect is known
as the point of intersection (PI) or vertex (V).
A simple circular curve is described either by its radius
or by the degree of the curve.
There are two ways to define degree of the curve, which
is based on 30m of arc length (highway practice) or on
30m of chord length (railroad practice).



The angle subtended at the center of a circular arc
30m in length is the degree of curve, D.
If is the angle in radians subtended at the center by
an arc of a circle, the length of that arc is given by

If D
a
is the angle in degrees subtended at the center
by an arc of length L, then

Chord definition for R in term of D
c
is based on a
chord of 30m,



2.2.1 Formulas for Simple Curve





2.2.2 Field Location of a Simple Horizontal Curve
Simple horizontal curves are usually located in the
field by staking out points on the curve using angles
measured from the tangent at the point of curve (PC)
and the lengths of the chords joining consecutive
whole stations.
The angles are also called defection angles because
they are the angle that is deflected when the
direction of the tangent changes direction to that of
the chord.



To set out the horizontal curve, it is necessary to
determine
and

From



Example 1: Design of a Simple Horizontal Curve
The intersection angle of a 4 curve is 5525, and the PC is
located at station 238+13.43. Determine the length of the
curve, the station of the PT, the deflection angles and the
chord lengths for setting out the curve at whole stations
from the PC.

Solution 1:
Given D=4, Intersection angle,=5525, PC=238+13.43





Computation of
and
for whole station

Station Deflection Angle Chord Length (m)
PC 238+13.43 0 0
PC 239 1 16.57
PC 240 3 30
PC 241 5 30
PC 242 7 30
PC 243 9 30
PC 244 11 30
PC 245 13 30
PC 246 15 30
PC 247 17 30
PC 248 19 30
PC 249 21 30
PC 250 23 30
PC 251 25 30
PC 252 27 30
PT 252 + 9.06 27 9.05


2.3 Compound Curves
Compound curves consist of two or more simple curves
in succession, turning in the same direction, with any
two successive curves having a comment tangent point.
These curves are used mainly to obtain desirable shapes
of the horizontal alignment, particularly for at-grade
intersections, ramps of interchanges, and highway
sections in difficult topographic areas.
To avoid abrupt changes in the alignment, the radii of
any two consecutive simple curves that form a
compound curve should not be widely different.
AASHTO recommends that the ratio of the flatter radius
to the sharper radius at intersection should not be
greater than 2:1 so drivers can adjust to sudden
changes in curvature and speed.
The maximum desirable ratio recommended for
interchanges is 1.75:1, although 2:1 may be used.
To provide a smooth transition from a flat curve to
sharp curve, and to facilitate a reasonable deceleration
rate on a series of curves of decreasing radii, the length
of each curve should observe minimum length
requirements, based on the radius of curve as below
recommended by AASHTO.




Seven variables,
in the figure,
six of which are independent, since
.
In order to lay out the curve, the intersection angles and
chord lengths for both curves must be determined.
Usually
and

can be obtained from the layout plan.

and
are usually known.

&
= radii of simple curves forming the compound curve
&
= intersection angles of simple curves
&
= tangent lengths of simple curves
&
= tangent lengths of compound curves

= intersection angle of compound curve


Example 2: Design of a Compound Curve
Figure below illustrates a compound curve that is to be set
out at highway intersection. If the point of compound curve
(PCC) is located at station (565+10.5), determine the
deflection angles for setting out the curve.

Solution 2
Given
,
Station



For length of horizontal curve of 150m radius,

(2+29.01) station
For length of horizontal curve of 105m radius,

(1+17.65) station
Station PC = (565+10.50) (2+29.01) = 562+11.49
Station PT = (565+10.50) + (1+17.65) = 566+28.15

For curve of 150m radius,



For curve of 105m radius,



Computation of deflection angle for setting out the curve,
1. 150m Radius Curve
PC 562+11.49 0 0
563 18.51
564 30
565 30
PCC 565+10.5 10.5
2. 105m Radius Curve
PCC 565+10.5 0
566+00 19.5
PT 566+28.15 28.15



2.4 Reverse Curves
Reverse curves usually consist of two simple curve with
equal radii turning in opposite directions with a
common tangent.
Reverse curves are generally used to change the
alignment of a highway. But they are seldom
recommended because sudden change to the alignment
may result in drivers finding it difficult to keep in their
lane.

Geometry of a Reverse Curve with Parallel Tangents


If d and D are known, the following variables can be
determined.

Therefore, WOY is a straight line, and hence,

If d and R are known,



2.5 Transition (Spiral) Curves
Transition curves are placed between tangents and
circular curves or between two adjacent circular curves
having substantially different radii.
The use of transition curves provides a vehicle path that
gradually increases or decreases the radial force as the
vehicle enters or leaves a circular curve.
2.5.1 Length of Spiral Curves
If the transition curve is a spiral, the degree of curve
between the tangent and the circular curve varies from
0 at the tangent end to the degree of the circular curve,
D
a
at the curve end.
When the transition is placed between two circular
curves, the degree of curve varies from that of the first
circular curve to that of the second circular curve.
The minimum length of a spiral transition curve should
be the larger of the values obtained from below
equation:



Where
= minimum length of curve (m)

= speed (km/h)
R = radius of curve (m)
C = rate of increase of radial acceleration (m/s2/s)
= 1 to 3
P
min
= minimum lateral offset between the tangent and
the circular curve (0.2m)
Under operational conditions, the most desirable
length of a spiral curve is approximately the length of
the natural spiral path used by drivers as they
traverse the curve.

2.5.2 Length of Superelevation Runoff when
Spiral Curves Are Not Used
Many highway agencies do not use spiral transition
curves since drivers will usually guide their vehicles
into circular curves gradually.
Under these conditions, the tangent is joined directly
with the main circular curve (called tangent-to-curve
transition).


However, if the curve is superelevated at a rate of e
m/m, an appropriate transition length must be
provided.
This superelevation transition length is comprised of
superelevation runoff and tangent runout.
= minimum length of superelevation runoff

= maximum relative gradient (%)

= number of lanes rotated

= adjustment factor for number of lanes rotated

= width of one traffic lane (m)

= design superelevation rate (%)
= minimum length of tangent runoff (m)

= normal cross slope rate (%)
= design superelevation rate (%)
= minimum length of superelevation runoff (m)



2.6 Attainment of Superelevation
It is essential that the change from a crowned cross
section to a superelevated one be achieved without
causing any discomfort to motorists or creating unsafe
conditions.
One of four methods can be used to achieve this change
on undivided highways:
i. A crowned pavement is rotated about the profile of
the centerline.
ii. A crowned pavement is rotated about the profile of
the inside edge.
iii. A crowned pavement is rotated about the profile of
the outside edge.
iv. A straight cross-slope pavement is rotated about
the profile of the outside edge.
Superelevation is achieved on divided highways by using
one of 1
st
to 3
rd
methods.
Method 1 involves superelevating the whole cross
section, including the median, as a plane section.
The rotation in most cases is done about the centerline
of the median.


This method is used only for highways with narrow
medians and moderate superelevation rates, since large
differences in elevation can occur between the extreme
pavement edges if the median is wide.
Method 2 involved rotating each pavement separately
around the median edges, while keeping the median in
a horizontal plane.
This method is used mainly for pavement with median
widths of 10m or less, although it can be used for any
median, because by keeping the median in the
horizontal plane, the difference in elevation between
the extreme pavement edges does not exceed the
pavement superelevation.
Method 3 treats the two pavements separately,
resulting in variable elevation difference between the
median edges.
This method generally is used on pavements with
median widths of 12m or greater.
The large difference in elevation between the extreme
pavement edges is avoided by providing a
compensatory slope across the median.


The procedure used of method 1:
1
st
to raise the outside edge of the pavement
relative to the centerline, until the outer half of the
cross section is horizontal (point B).
The outer edge is then raised by an additional
amount to obtain a straight cross section.
Note that the inside edge is still at its original
elevation, as indicated at point C.


The whole cross section is then rotated as a unit
about the centerline profile until the full
superelevation is achieved at point E.

The centerline profile is raised with respect to the
inside pavement edge to obtain half the required
changed, while the remaining half is achieved by
raising the outside pavement edge with respect to
the profile of the centerline.


Is similar to method 2 with the only difference
being a change effected below the outside edge
profile.


Which is used for sections of straight cross slopes.



3.0 Vertical Alignment
3.1 Introduction
The vertical alignment of a highway consists of straight
sections known as grades, (or tangents) connected by
vertical curves.
The design of the vertical alignment involves the
selection of suitable grades for the tangent sections and
the appropriate length of vertical curves.
The topography of the area through which the road
traverses has a significant impact on the design of the
vertical alignment.
The topography of the profile of a road can generally be
divided into three groups, namely, FLAT, ROLLING and
MOUNTAINOUS.
FLAT terrain means the topographical condition where
highway sight distances, as governed by both horizontal
and vertical restrictions are generally long or could be
made to be so without construction difficulty or
expertise. The natural ground, cross section (i.e.
perpendicular to natural ground contours) in a flat
terrain are generally below 3%.


ROLLING terrain means the topographical condition
where the natural slopes consistently rise above and fall
below the road or street grade and where occasional
steep slopes offer some restrictions to normal
horizontal and vertical roadway alignment. The natural
ground cross slopes in a rolling terrain are generally
between 3% to 25%.
MOUNTAINOUS terrain means the topographical
condition where longitudinal and transverse changes in
the elevation of the ground with respect to the road or
street are abrupt and where benching and side hill
excavation are frequently required to obtain acceptable
horizontal and vertical alignment. The natural ground
cross-slopes in a mountainous terrain are generally
above 25%.

3.2 Highway gradient
The vertical profile of road affects the performance of
vehicles.
The effect of grades on trucks which have weight power
ratio of about 300 lb/hp, is considered.
The maximum grade controls in terms of design speed is
summarized as below:


Design Speed
(km/hr)
Desirable Maximum
Grade (%)
Maximum
Grade (%)
120 2 5
100 3 6
80 4 7
60 5 8
50 6 9
40 7 10
30 8 12
20 9 15
The desirable maximum grades should be aimed at in
most cases. The maximum grades should be used
infrequently.
The total upgrade for any section of road should not
exceed 3000m, unless the grade is less than 4%.
A desirable minimum grade or 0.5% should be used.
A grade of 0.35% may be allowable where a high type
pavement accurately crowned is used.


On straight stretches traversing across wide areas of
low lying swamps use of even flatter grades may be
allowable with prior approval.
3.3 Critical gradient length
The term critical grade length indicates the maximum
length of a designated upgrade upon which a loaded
truck can operate without an unreasonable reduction in
speed.
To establish the design values for critical grade lengths,
for which grade ability of trucks is the determining
factor, the following assumptions are made:
i. The weight-power ratio of a loaded truck is about 300
lb/hp.
ii. The average running speed as related to design speed
is used to approximate the speed of vehicles
beginning and uphill climb.
iii. A maximum reduction in speed to half the design
speed is allowed for design speeds of 80km/hr or
above.
iv. For design speeds of 50 and 40km/hr where the
allowable minimum speeds are 30 and 25km/hr
respectively.


3.4 Vertical curves
Vertical curves are used to provide a gradual change
from one tangent grade to another so that vehicles may
run smoothly as they traverse the highway.
These curves are usually parabolic in shape.
The expressions developed for minimum lengths of
vertical curves are therefore based on the properties of
a parabola.
Figure below illustrates vertical curves that are classified
as crest or sag:



3.4.1 Length of Crest Vertical Curves
Provision of a minimum stopping sight distance (SSD) is
the only criterion used for design of a crest vertical
curve.
Stopping sight distance, S (m),

in km/h, in second, in m/s
2
, = 9.81 m/s
2
, = gradient
There are two possible scenarios that could control the
design length:
1. The SSD is greater than the length of the vertical
curve.
2. The SSD is less than the length of the vertical curve.

Assume:
Height of driver, H
1
= 1.1m
Height of object, H
2
= 0.15m

)



S = X
1
+ X
3
+ X
2
= X
1
+
+ X
2

(For S L)



S = S
1
+ S
2

(for S L)



Example 3: (Minimum length of a crest vertical curve)
A crest vertical curve is to be designed to join a +3% grade
with a -2% grade at a section of a two-lane highway.
Determine the minimum length of the curve if the design
speed of the highway is 96 km/h, S L, and a perception-
reaction time of 2.5 second. The deceleration rate for
braking (a) is 3.41 m/s
2
.
Solution 3
Since the grade changes constantly on a vertical curve, the
worst-case value for G of 3% is used to determine the
braking distance.
Given G = 3% to -2%, u = 96 km/h, t = 2.5 s, a = 3.41 m/s
2
,
A = 3% (-2%) = 5%, S L

)

SSD = 66.72 + 114.24 = 180.96m



Example 4: (Maximum safe speed on a crest vertical curve)
An existing vertical curve on a highway joins a +4.4% grade
with a -4.4% grade. If the length of the curve is 82m, what is
the maximum safe speed on this curve? What speed should
be posted if 8 km/h increments are used?
Assume a = 3.41 m/s2, perception-reaction time = 2.5 sec,
and that S L.
Solution 4
Given G = +4.4% to -4.4%, L
min
= 82m, a = 3.41m/s
2
, t = 2.5s,
S L, A = +4.4% (-4.4%) = 8.8%

(maximum safe speed)
the speed should be posted = 55.4 - 8 = 48.4 km/h
use a conservative value of 48 km/h.


3.4.2 Length of Sag Vertical Curves
The selection of the minimum length of a sag vertical
curve is controlled by the following four criteria:
1. SSD provided by the headlight,
2. Comfort while driving on the curve,
3. General appearance of the curve, and
4. Adequate control of drainage at the low point of the
curve.



3.4.2.1 Minimum length based on SSD criterion
The headlight SSD requirement is based on the fact that
sight distance will be restricted during periods of
darkness by the sag curve.
As a vehicle is driven on a sag vertical at night, the
position of the headlight and the direction of the
headlight beam will dictate the stretch of highway
ahead that is lighted. Therefore the distance that can be
seen by the driver is controlled by the headlight beam.

H = height headlight above the ground = 0.6 m
= angle of headlight beam is inclined upward = 1


Using the properties of the parabola,
For ,

For ,



3.4.2.2 Minimum length based on comfort criterion
The comfort criterion is based on the fact that when a
vehicle travels on a sag vertical curve, both the
gravitational and centrifugal forces act in combination,
resulting in a greater effect than on a crest vertical
curve where these forces act in opposition to each
other.
Several factors such as weight carried, body suspension
of the vehicle, and tire flexibility affect comfort due to
change in vertical direction, making it difficult for
comfort to be measured directly.
It is generally accepted that a comfortable ride will be
provided if the radial acceleration is not greater than
0.3 m/s
2
.

u = design speed in km/h
L = minimum length based on comfort
A = algebraic difference in grades



3.4.2.3 Minimum length of curve based on appearance
criterion
The criterion for acceptable appearance is usually
satisfied by assuring that the minimum length of the sag
curve is not less than expressed by the following
equation:

3.4.2.4 Minimum length based on drainage criterion
The drainage criterion for sag vertical curves must be
considered when the road is curbed.
This criterion is different from the others in that there is
a maximum length requirement rather than a minimum
length.
The maximum length requirement to satisfy the
drainage criterion is that a minimum slope of 0.35% be
provided within 15m of the lowest point of the curve.



Example 5: (Minimum length of a sag vertical curve)
A sag vertical curve is to be designed to join a -5% grade to
a +2% grade. If the design speed is 64 km/h, determine
the minimum length of the curve that will satisfy all
criteria.
Assume a = 3.41 m/s
2
and perception-reaction time = 2.5 s.
Solution 5
Given G = -5% to +2%, u = 64km/h, a = 3.41m/s
2
, t = 2.5s
Find the stopping sight distance.

)

Determine whether or for the headlight
sight distance criteria. For ,



(This condition is not appropriate since 98.23 130.20.
Therefore ).
For ,

(This condition is satisfied since 98.23 145.63.)
Determine minimum length for the comfort criterion.

Determine minimum length for the general
appearance criterion

The minimum length to satisfy all criteria is 210m.
(Note: In order to check the maximum length drainage
requirement, it is necessary to use procedure for calculation
curve elevations)



3.4.3 Elevation of Crest and Sag Vertical Curves
The minimum length of a crest and sag vertical curve
must be known if the elevations are to be determined.
As was the case for formulas to compute length, the
method for computing elevations relies on the
properties of the parabola.



3.4.4 Design Procedure for Crest and Sag Vertical
Curves
Step 1. Determine the minimum length of curve to
satisfy sight distance requirements and other criteria for
sag curves (comfort, appearance, drainage).
Step 2. Determine from the layout plans the station and
elevation of the point where the grades intersect (PVI).
Step 3. Compute the elevations of the beginning of
vertical curve (BVC) and the end of vertical curve(EVC).
Step 4. Compute the offsets Y, as the distance between
the tangent and the curve. Usually equal distance of
30m (1 station) are used, beginning with the first whole
station after the BVC.
Step 5. Compute elevations on the curve for each
station as: elevation of the tangent offset from the
tangent Y. For crest curves the offset is (-) and for sag
curves the offset is (+)
Step 6. Compute the location and elevation of the
highest (crest) or lowest (sag) point on the curve.



Example 6: Design of Crest Vertical Curves
A crest vertical curve joining a +3% and a -4% grade is to be
designed for 120km/h. If the tangents intersect at station
(345+18) at an elevation of 76.2m, determine the stations
and elevations of the BVC and EVC. Also, calculate the
elevations of intermediate points on the curve at the whole
stations. A sketch of the curve is shown in below figure:

Solution 6



Example 7: Design of Sag Vertical Curves



4.0 Cross Sections
The principal elements of a highway cross section
consist of the travel lanes, shoulders, and medians (for
some multilane highways).
Marginal elements include median and roadside
barriers, curbs, gutters, guard rails, sidewalks, and side
slopes.
Typical cross section for a two-lane highway:

Typical cross section for a multilane highway:



4.1 Width of Travel Lanes
Usually vary from 2.7m to 3.6m.
Most arterials have 3.6m travel lanes.
On two-lane, two-way rural roads, lane widths of 3m or
3.3m may be used.
Lane widths of 3m are used only on low-speed facilities.
Lanes that are 2.7m wide are used occasionally in urban
areas if traffic volume is low and there are extreme
right-of-way constraints.



4.2 Shoulders
The shoulder of a pavement cross section is always
contiguous with the traveled lane so as to provide an
area along the highway for vehicles to stop when
necessary.
In some cases, bicycles are permitted to use a highway
shoulder particularly on rural and collector roads.
Shoulder surfaces range in width from 0.6m on minor
roads to 3.6m on major arterials.
Shoulders are also used to laterally support the
pavement structure.
All shoulders should be flush with the edge of the
traveled lane and sloped to facilitate drainage of surface
water on the traveled lanes.
Rumble strips may be used on paved shoulder along
arterials as a safety measure to warm motorists that
they are leaving the traffic lane.



4.3 Medians
A median is the section of a divided highway that
separates the lanes in opposing directions.
Width of a median is the distance between the edges of
the inside lanes, including the median shoulders.
Median widths vary from a minimum of 1.2m to 24m or
more.
The wider the median, the more effective it is in
providing safe operating conditions and a recovery area
for out-of-control vehicles.
The functions of a median include:
1. Providing a recovery area for out-of-control vehicles
2. Separating opposing traffic
3. Providing stopping areas during emergencies
4. Providing storage areas for left-turning and U-turning
vehicles
5. Providing refuge for pedestrians
6. Reducing the effect of headlight glare
7. Providing temporary lanes and cross-overs during
maintenance operations.


4.4 Roadside and Median Barriers
A median barrier is defined as a longitudinal system
used to prevent an errant vehicle from crossing the
portion of a divided highway separating the traveled
ways for traffic in opposite directions.
Roadside barriers, on the other hand, protect vehicles
from obstacles or slopes on the roadside.
They also may be used to shield pedestrians and
property from the traffic stream.
The provision of median barriers must be considered
when traffic volumes are high and when access to
multilane highway and other highway is only partially
controlled.
Roadside barriers should be provided whenever
conditions exist requiring the protection for vehicles
along the side of the road.
There are a wide variety of roadside barriers and the
selection of the most desirable system should provide
the required degree of shielding at the lowest cost for
the specific application.
Median barriers can be composed of cable or post and
beam systems or concrete.


4.5 Curbs and Gutters
Curbs are raised structures made of either Portland
cement concrete or bituminous concrete (rolled asphalt
curbs) that are used mainly on urban highways to
delineate pavement edges and pedestrian walkways.
Curbs are also used to control drainage, improve
aesthetics, and reduce right of way.
Curbs can be generally classified as either vertical or
sloping.

Gutters or drainage ditches are usually located on the
pavement side of a curb to provide the principal
drainage facility for the highway.


4.6 Guard rails
Guard rails are longitudinal barriers placed on the
outside of sharp curves and at sections with high fills.
Their main function is to prevent vehicles from leaving
the roadway.
They are installed at embankments higher than 2.4m
and when shoulder slopes are greater than 4:1.
Shapes commonly used include the W beam and the
box beam.
The weak post system provides for the post to collapse
on impact, with the rail deflecting and absorbing the
energy due to impact.

4.7 Sidewalks
Sidewalks are usually provided on roads in urban areas,
but are uncommon in rural areas.
Generally, sidewalks should be provided when
pedestrian traffic is high along main or high-speed roads
in either rural or urban areas.



4.8 Cross Slopes
Pavements on straight sections of two-lane and
multilane highways without medians are sloped from
the middle downward to both sides of the highway,
resulting in a transverse or cross slope, with a cross
section shape that can be curved, plane or a
combination of the two.
A parabola is generally used for curved cross sections,
and the highest point of the pavement (called the crown)
is slightly rounded, with the cross slope increasing
toward the pavement edge.
Plane cross slopes consist of uniform slopes at both
sides of the crown.
Cross slope on divided highways are provided by either
crowning the pavement in each direction, or by sloping
the entire pavement in one direction.




4.9 Side Slopes
Side slopes are provided on embankments and fills to
provide stability for earthworks.
They also serve as a safety feature by providing a
recovery area for out-of-control vehicles.
The hinge point should be rounded since it is potentially
hazardous and may cause vehicle to become airborne
while crossing it, resulting in loss of control of the
vehicle.
The foreslope serve principally as recovery area.



4.10 Right of Way
The right of way is the total land area acquired for the
construction of a highway.
The width should be sufficient to accommodate all the
elements of the highway cross section, any planned
widening of the highway, and public-utility facilities that
will be installed along the highway.
In some cases, the side slopes may be located outside
the right of way on easement areas.
The right of way widths for
1. two-lane urban collector streets between 12m to 18m,
2. two-lane arterials more than 25m,
3. undivided four-lane arterials vary from 19m to 33m,
4. divided arterials from 36m to 90m, depending on the
numbers of lanes and whether frontage roads are
included.
5. Freeways depend on the number of lanes and the
existence of a frontage road.

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CHAPTER 2: Geometric Design

LECTURE 3-6 CVE3202: HIGHWAY AND TRAFFIC ENGINEERING Page 1

= coefficient of side friction

for whole station

are usually known.

= radii of simple curves forming the compound curve

= intersection angles of simple curves

= tangent lengths of simple curves

= tangent lengths of compound curves

= minimum length of curve (m)

= minimum length of superelevation runoff

= number of lanes rotated

= adjustment factor for number of lanes rotated

= design superelevation rate (%)

= minimum length of tangent runoff (m)

= normal cross slope rate (%)

= design superelevation rate (%)

= minimum length of superelevation runoff (m)

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