KNS 3493 Highway Engineering Semester 1, 2010/2011

Reflection

How we spend our days is, of course, how we spend our

lives.
HORIZONTAL ALIGNMENT ~ Annie Dillard

Love life and life will love you back. Love people and they
will love you back.
~ Arthur Rubinstein

Objectives Horizontal Alignment

Identify curve types and curve components. General

Learn basics of curve design.
Defined the properties of horizontal curve and its
design
Explained and discuss the maximum
- necessary to established the proper relation between the
design speed and curvature and also their joint relation with
superelevation and side friction
Definition
o Straight segments of roadways (tangents) connected by

superelevation, friction, radius and method for suitable curves (horizontal curves).
attaining superelevation Establish
o Relationship between design speeds and curvature.

o Joint relationships with superelevation (e) and side

friction.

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Curve Types Curve Types

Simple curves Reverse curves

o The simple curve is an arc of a circle.
o The radius of the circle determines the sharpness or
flatness of the curve.
Compound curves
o Frequently, the terrain will require the use of the
compound curve.
o This curve normally consists of two simple curves
joined together and curving in the same direction.
o Consists of two simple curves joined together, but curving
in opposite direction.
o For safety reasons, the use of this curve should be
avoided when possible.
Transition/Spiral curves
o A curve that has a varying radius.
o Transition or Spiral curves are placed between tangents
and circular curves or between two adjacent circular
curves with substantially different radii.
o Its purpose is to provide a transition from the tangent to a
simple curve or between simple curves in a compound
curve.

Compound Curves

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Simple Curves
Reverse Curves

Properties of Circular Curve Properties of Circular Curve

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Circular Curves - Example

13

A horizontal curve is designed with a 700 m radius.

The curve has a tangent of 130 m and the PI is at
station 102 + 50. Determine the stationing of
PT (s).

Solution
16

T = R tan D/2; 130 = 700 tan D/2 => D/2 = 10.52

=> D = 21.040

L = pDR/180 = p x 21.04 x 700/180 = 257.05 m

HORIZONTAL CURVE
Given the tangent is 130 m, FUNDAMETALS
Stationing PC = (102 + 50) – (1 + 30) = 101 + 20

Horizontal curve stationing is measured along the curve,

Stationing PT = (101 + 20) + (2 + 57.05) = 103 + 77.05

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Horizontal Curve Fundamental Horizontal Curve Fundamental

Sight Distance on Horizontal Curves SSD on Horizontal Curve

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KNS 3493 Highway Engineering Semester 1, 2010/2011

SSD on Horizontal Curve SSD on Horizontal Curve

D , gives
Assume that the length of the horizontal curve Substitute into M = R (1 - cos )
2
exceeds the required SSD,
L = pDR/180 90 SSD
M s = R v (1 - cos )
v2
p 180 SSD pRv
SSD = + vt we have SSD = Rv D s Þ Ds =
2 g( f ± G) 180 pRv
pRv é -1 æ Rv - M s öù
where, SSD = ê cos çç ÷÷ ú
Rv - radius to the vehicle’s traveled path, which is also
90 ë è Rv øû
assumed to be the location of the driver’s eyes for
sight distance, and is taken as the radius to the middle where Ms = middle ordinate necessary to provide
of the innermost lane. adequate stopping sight distance.
Ds - angle subtended by an arc equal to the SSD length.

Example Solution

A horizontal curve on a U6 highway is designed Because the curve radius is usually taken to the centerline
with a 700 m radius, 3.6 m lanes, and a 100km/h of the roadway, Rv = R – 3.6/2 = 700 – 1.8 = 698.2m, which
gives the radius to the middle of the inside lane (i.e., the
design speed. Determine the distance that must be
critical driver location). From Appendix 1, the desirable SSD
cleared from the inside edge lane to provide is 205m, so apply in formula
sufficient sight distance for desirable and minimum
SSD. 90 SSD é 90( 205) ù
M s = Rv (1 - cos ) = 698.2ê1 - cos = 7.513 m
pRv ë p (698.2) úû
Therefore, 7.513 m must be cleared from the center of
inside lane or (7.513 – 1.8) = 5.713 m from the inside edge
of the inside lane. If we use minimum SSD (157 m), we
must clear 2.608m

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25

HORIZONTAL ALIGNMENT
W ITH AND W ITHOUT
TRANSITION/SPIRAL CURVES

Transition Curves
Transition Curves

Basic properties
o Transition curves are normally used to join straights and
circular curves.
o The purpose of transition curves are
A natural path for vehicles moving from a straight to a circular
curve.
A convenient means of introducing superelevation and pavement
widening.
The approaching driver with improved appearance of the curve
ahead.
Form of transition
o The usual form of transition is the clothoid (i.e. the
curvature increases directly in proportion to the distance
along the transition.

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KNS 3493 Highway Engineering Semester 1, 2010/2011

TS - start transition, the point at which straight and circular

curve join
SC - start circular curve
PC - the point on the circular curve (extended) at which the
radius if extended would be perpendicular to the straight
Fs - spiral angle in degrees
L - length of transition curve from TS to SC
Lc - length of circular curve from SC to SC
A - rate of change of lateral acceleration (m/s3)
x - abscissa of any pint B on the transition
y - the ordinate of any point B on the transition
p - the shift, which equals the offset from PC to the straight

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Design of Spirals Design of Spirals

Length of spiral curve: Table: Typical design values for rate of change of lateral acceleration

· Ls ,min = 24 × pmin × R (comfort) Design Speed (km/h) Rate of change of lateral acceleration (m/s3)
3
V
· Ls ,min = 0.0214 (comfort)
R ×C 50 0.60
60 0.60
· Ls ,max = 24 × pmax × R (safety) 80 0.45

p = tangent-circular curve offset, pmin = 0.2 m, 100 0.45

pmax = 1.0 m, R = radius (m), V = design speed 120 0.30

(km/h), C = maximum rate of change in lateral

acceleration, C = 1.2 m/s3.

Maximum Length of Spirals Transition Curves

Safety problems may occur when spiral curves are
too long – drivers underestimate sharpness of
approaching curve (driver expectancy)
Use of Transition Curves
Desirably all curves with a design speed of 60 km/h or
greater should be transitioned except:
o In hilly or mountainous terrain where there is insufficient
distance
o When R > 1800 m. However, transition curves may be
used up to R = 6000m

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Superelevation

W p + F f = Fcp
Superelevation
Theoretical Consideration

WV 2 WV 2
W sin a + f s (W cos a + sin a ) = cos a
gR v gR v

F f = f s (Wn + Fcn )

Superelevation rate
— Max rate of superelevation usable are controlled by several
factors such as (a) climatic conditions, (b) terrain
conditions, and (c) frequency of very slow moving vehicles
— Max superelevation rate of 0.10 is used for rural roads and a = angle of incline f s = coefficien t of side friction
0.06 for urban roads W = weight of Vehicle (in Newtons )
Wn = weight normal g = gravitatio nal contant
Minimum Radius
Wp = weight parallel
v = vehicle speed (in meter/seco nd)
F f = side frictional force (in Newtons)
— The minimum radius is a limiting value for a given speed Fc = centripetal force ( lateral accelerati on x mass, in Newtons)
and is determined from the max rate of superelevation and Fcp = centripetal force acting parallei to the roadway surface (in Newtons)

the max allowable side friction factor Fcn = centripetal force acting normal to the roadway surface (in Newtons)
Rv = radius defined to the vehicle ' s traveled path (in Meters )

V 2
Rv = v2 V2
127 ( f s + e ) Rv =
e
Rv =
g( fs + ) 127 ( f s + e )
100

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Superelevation Example

A roadway is being designed for a speed of 120

km/h. At one horizontal curve, it’s known that
the e value is 8% and the fs is 0.09. Determine
the minimum radius of curve (measured to the
traveled path) that will provide safe vehicle
operation).

Solution Example

Using the equation (with 1000/3600 converting Calculate the minimum radius of a circular curve
km/h to m/s) gives having a design speed of 80 km/hr and a
superelevation of 10%. Use a sideways friction
v2 (120´1000/ 3600)2
Rv = = = 666.457 m = 670 m value of 0.14.
e 8
g( fs + ) 9.807(0.09 + )
100 100
OR

V 2
(120 ) 2
Rv = = = 666 .975 m = 670 m
e 8
127 ( f s + ) 127 ( 0 .09 + )
100 100

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Solution Maximum Superelevation

V2
e+ f = Superelevation cannot be too large since an
127 R excessive mass component may push slowly
moving vehicles down the cross slope.
e = 0.1, f = 0.14, V = 80
Limiting values emax (JKR: è 0.1 rural roads, 0.06
è R = 209.97~ 210 m urban roads)
§ 12 % for regions with no snow and ice conditions (higher values not
allowed),
§ 10 % recommended value for regions without snow and ice
conditions,
§ 8% for rural roads and high speed urban roads,
§ 4, 6% for urban and suburban areas.

Maximum Friction Minimum Radius

V2 e V2
Used f = - Rmin =
friction 127R 100 e
127( max + f max )
Maximum side friction factor on wet concrete 100
pavements ranges from 0.45 at 100 km/h to 0.5 at
30 km/h (vehicle skids). where:
Drivers’ feeling of discomfort. V = velocity (km/h)
e = superelevation
Values much lower than the maximum side friction
f = friction
factors are used in design.

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Radius Calculation Minimum Radius

Rmin related to max. f and max. e allowed Design Speed Minimum Radius (m)
(km/h)
Rmin use max e and max f (defined by AASHTO or e = 0.06 e = 0.10
JKR ) and design speed 120 710 570
f is a function of speed, roadway surface, weather
100 465 375
condition, tire condition, and based on comfort –
drivers brake, make sudden lane changes and 80 280 230
changes within a lane when acceleration around a 60 150 125
curve becomes “uncomfortable” 50 100 85
f decreases as speed increases (less tire 40 60 50
/pavement contact)
30 35 30

Max e Radii Requiring Super-elevation

Controlled by 4 factors: All curves, other than those with large radii, should
be super elevated.
o Climate conditions (amount of ice and snow) Table (below) sets out the minimum radii of
o Terrain (flat, rolling, mountainous) horizontal curves having an adverse cross-fall of 3%
that need not be superelevated
o Frequency of slow moving vehicles who might Irrespective of design speed, it is good practice to
be influenced by high superelevation rates superelevate all curves of less than 4600 m radii.
o Highest in common use = 10%, 12% with no ice
Design Speed (km/h) Minimum Radius (meter)
and snow on low volume gravel-surfaced 60 or less 900
roads.8% is logical maximum to minimized 80 1300
100 2700
slipping by stopped vehicles 120 4600

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Method of Attaining Superelevation Superelevation Runoff and Tangent Runout

• 3 specific methods of profile design in attaining

superelevation are:
Fully superelevated cross
section
(a) revolving the pavement about the centreline profile
Cross section with the adverse
(b) Revolving the pavement about the inside edge profile crown removed
Normal cross section
(c) Revolving the pavement about the outside edge profile
• The rate of cross slope is proportional to the distance from
start of the superelevation runoff Tangent runout = the length of highway needed to change the normal
cross section to the cross section with the adverse crown removed.
• Except when the site condition specifically requires,
method (a) shall be adopted for undivided roads Superelevation runoff = the length of highway needed to change the
cross section with the adverse crown removed to the cross section fully
superelevated.

Transition to Superelevation Attainment of Superelevation - General

Must be done gradually over a distance without

appreciable reduction in speed or safety and
with comfort
Change in pavement slope should be consistent
over a distance
Methods
o Rotate pavement about centerline
o Rotate about inner edge of pavement
o Rotate about outside edge of pavement

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Superelevation Transition Section Tangent Runout Section

Tangent Runout Section + Superelevation Runoff Length of roadway needed to accomplish a change
Section in outside-lane cross slope from normal cross
slope rate to zero

Superelevation Runoff Section Superelevation

Length of roadway needed to accomplish a change Road Section Road Plan

in outside-lane cross slope from 0 to full View View
C
superelevation or vice versa 2.5 % L 2.5
For undivided highways with cross-section rotated %
about centerline

Outside Inside Edge

Edge Of Of
Pavement Pavement
Normal Crown
(Crowned
Section)
Normal
Crown

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Superelevation Superelevation

Road Section Road Plan Road Section Road Plan

View View View View
C C
1.5% L 2.5% 1% L 2.5
%

Outside Inside Edge Outside Inside Edge

Edge Of Of Edge Of Of
Pavement Pavement Pavement Pavement
Tangent Run Tangent Run
Out Out

Superelevation Superelevation

Road Section Road Plan Road Section Road Plan

View View View View
C C
0.5% L 2.5 0.0% L 2.5
% %

Outside Inside Edge Outside Inside Edge

Edge Of Of Edge Of Of
Pavement Pavement Pavement Pavement
Tangent Run Runof (Adverse
Out f
(Adverse Crown
Crown Removed)
Removed)

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Superelevation Superelevation

Road Section Road Plan Road Section Road Plan

View View View View
C C
-0.5% L 2.5 -1% L 2.5
% %

Outside Inside Edge Outside Inside Edge

Edge Of Of Edge Of Of
Pavement Pavement Pavement Pavement
Runof
Runoff
f

Superelevation Superelevation

Road Section Road Plan Road Section Road Plan

View View View View
C C
-1.5% L 2.5 -2.5% L 2.5%
%

Outside Inside Edge Outside Inside Edge

Edge Of Of Edge Of Of
Pavement Pavement Pavement Pavement
Runof Runof
f f

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KNS 3493 Highway Engineering Semester 1, 2010/2011

Superelevation Superelevation

Road Section Road Plan Road Section Road Plan

View View View View
C C
-6.23% L 6.23 -9.35% L 9.35
% %
Fully
2/3 Superelevated
Superelevation
Outside Developed Outside
Inside Edge Inside Edge
Edge Of Of Edge Of Of
Pavement Pavement Pavement Pavement

2/3 Fully
Superelevation Superelevated
Developed

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KNS 3493 Highway Engineering Semester 1, 2010/2011

THANK YOU….

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