HIGHWAY GEOMETRIC DESIGN

MISS EDNA
THE ALIGNMENT
For longer curves, the value of A above Amin described above is adopted. The minimum criteria
for transition curves did not apply in some curves at intersections and constricted corridors
where the design speeds are below 40 km/hr. In such cases, two transition curves (spirals)
without intermediate circular arcs. In such cases, the superelevation runoff will take place into
the tangents (tangent runout) to achieve the required superelevation runoff.
Where the transition curves are not applied, half of the superelevation runoff will take place
along the straight and the other half in the curve. In cases where length of the approach straight
is at least two thirds more than the length of the circular curve, consideration will be made such
that two thirds of the superelevation will occur in the straight. Otherwise, superelevation runoff
will take place along the spiral before the beginning of the circular arc along which the road is
fully super elevated.
VERTICAL ALIGNMENT

The vertical alignment of a roadway is controlled by

1. Design speed
2. Topography
3. Traffic volumes
4. Highway functional classification,
5. Sight distance,
6. Horizontal alignment,
7. Vertical clearances,
8. Drainage,
9. Economics,
10.Aesthetics.

Vertical curves are used to provide a smooth transition between roadway grades.
A vertical curve is composed of a parabolic curve that provides a constant rate of change of
grade. A parabolic curve “flattens” the curve at the top or bottom of a hill to maximize the
driver’s sight distance.
There are several factors that will influence the vertical alignment of a roadway.
1. Matching the proposed grade with the existing terrain will reduce the depths of cuts and
fills. Balancing the volume of cut material with fill material minimizes the need for borrow
sources or waste areas.
 2. The vertical alignment should not exceed maximum grades, nor should it interfere with
existing drainage structures.
3. The vertical alignment will have to meet fixed elevations to accommodate passing over,
passing under, or intersecting with other roadways or railroads.
4. Lastly, the vertical curve should be of sufficient length to provide sufficient sight distance.

There are two basic types of vertical curves,

Vertical curves at a crest or the top of a hill are called crest curves, summit curves, or over
verticals.
Vertical curves at the bottom of a hill or dip are called sag curves, or under verticals.
GRADES
Vertical curves are used to connect stretches of road that go up or down at a constant slope.
These lines of constant slope are called grade tangents. The rate of slope is called the gradient,
or simply the grade. Grades that ascend in the direction of the stationing are designated as plus;
those that descend in the direction of the stationing are designated as minus. Grades are
measured in terms of percent
COMPONENTS OF A VERTICAL CURVE

 The grade lines intersect one another at the vertical point of intersection (PVI).

 The slope of the first grade line is labeled G1 and the slope of the second grade line is
labeled G2. When the grade rises along the alignment, G is positive, when the grade
falls or slopes downward, G is negative.

 The grade line G is always expressed in terms of a percentage. The algebraic difference
of grades is expressed as A.

 The vertical curve begins at the (Beginning of Vertical Curve) point and ends at the (End
of Vertical Curve) point.

 The length (L) of the vertical curve is the projection of the curve onto a horizontal
surface.

 In most cases, the vertical curve will have equal-tangent lengths (i.e. the PVI is located
midway between the BVC and the EVC).

 The high point in a crest curve and the low point in a sag curve are defined by a
horizontal distance (x) from the BVC point.

 The elevation at the high or low point (y) is the vertical distance above a datum. The
high and low points are important locations on a vertical curve.

 The high point on a crest curve must be identified to allow for minimum overhead
clearances to an overpass or utility line.

 The low point on a sag curve must be identified to allow for minimum amount of cover
over drainage structures.
  Short grades between two successive vertical sag curves appear as optical humps and
should be avoided.

 Maximum gradients in relation to design speed and terrain. These values should be
adhered to for trunk roads and other roads where a large portion of the traffic volume
is heavy vehicles.

 Through at-grade junctions the gradient should not exceed 4%

Symmetrical Vertical Curves

A symmetrical vertical curve is one in which the horizontal distance from the PVI to the PVC is
equal to the horizontal distance from the PW to the PVT. In other words, l1 equals l2

Unsymmetrical Vertical Curves

This type of vertical curve is utilized when a standard symmetrical vertical curve cannot be made
to fit the terrain.
The vertical curve consists of two unequal tangent lengths. In other words, the horizontal
distance from the BVC to the VPI is not equal to the horizontal distance from the VPI to the EVC.
The end of the first curve is also the beginning of the second curve. This point is referred to as
the point of compound vertical curvature (CVC).
The design elements in vertical alignments are the straight grades and the vertical curves. The
proposed alignment should be kept at near original ground level in order not to compromise
access of the road to the surrounding.
Simple parabolic curves of minimum required lengths according to the road manuals are
provided at all changes in gradient (between two straight grades). The design should ensure that
vertical curve length for both crest and sag curves is not less than twice the design speed (2*Vd).

Adequate sight distance should be provided according to Figure 5.4.1 of the RDM part 1. For
crest curves, the absolute minimum criterion is the stopping sight distance and the desirable is
the passing sight distance. For the sag curves, the minimum curve length is decided by the
stopping sight distance.
1. A vertical curve is required to join a road with +3% grade to a road with -2.5% grade. The
required safe stopping sight distance is 100m. The driver’s eye height is assumed to be
1.2m while the object height is assumed to be 0.15m. Calculate the minimum curve
length required in order to satisfy the required safe stopping sight distance
The vertical curve used for the vertical alignment is the simple parabola as prescribed in RDM
part 1. Minimum K values are used as the criteria to meet required sight distances (passing and
stopping site distances). For ensuring reasonable standards of comfort, appearance and good
visibility especially at summits, vertical curves are designed with minimum lengths meeting
Equation 5.1 given in the urban roads manual;
Equation 5.1
L = KA
Where;
L – Curve length (m)
A – Algebraic difference in gradients (%)
K – Selected in Table 6-9 or 6-10 of the urban manual.

Definition of “K”
Along equally spaced successive points of a vertical curve, the rate of change of grade is the
same and
is calculated as A/L, where A is the algebraic difference between grades and L is the length of the
curve. The reciprocal, L/A, is the horizontal distance required to produce a one percent change in
gradient. The quantity L/A, defined as K, is a measure of curvature. Expressed algebraically,
K=L/A. The value of K is helpful in determining desirable lengths of vertical curves for various
design speeds. Once the algebraic difference between grades is known, the designer can use K
values provided the manual to determine the desirable length for a vertical curve. The
example below demonstrates how K is used to determine the desirable length for a curve.
In addition to the minimum K-values required for minimum crest and sag curves, RDM part 1
(1979) generally requires lengths of both sag and crest curves to be less than (2*Vd) meters
while discouraging short sag curves between long constant grades particularly in straight
horizontal alignments.

Example
A crest vertical curve is used to join two tangent sections of an urban road at 50km/hr design
speed: g1 is +2.7% and g2 is –2.3%. Determine the desirable length that should be used for this
curve.
First determine A:
A = +2.7% – (-2.3%) = 5.0%
Using the table in urban manual for the desirable K value for a crest vertical curve is 10m
Now solve for L, the desirable length of the curve:
Climbing Lanes:
If long sections of steep grades exist in a roadway section, the grades should be reviewed to see
if climbing lane requirements are met. Free flow operation of two-lane highways can be
adversely affected by heavily loaded vehicle traffic operating on grades of sufficient length to
result in speeds that could impede following vehicles. The term “critical length of grade” defines
maximum length of a particular grade that a truck can operate at an appropriate speed. Climbing
lanes are an added lane for vehicles moving slowly uphill so that other vehicles using the normal
lane to the right of the centerline are not delayed.

FROM RDM PART 2 URBAN ROADS

FROM RDM PART 1