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Geometric Design of Roadways Is Separated Into Three Levels

This document discusses the key elements of roadway cross section design, including: - Cross slope is designed for drainage and affects safety at speeds over 80 km/hr; different pavement types require different slopes. - Skid resistance is important for safety and depends on factors like rutting, polishing, and pavement texture. - Lane widths affect safety, capacity, and maintenance costs, with 3.6m considered ideal in the USA. - Pavement widening on curves depends on design vehicle, curve radius, and frequency of large vehicles to improve driver comfort and safety. - Shoulders provide space for stopped vehicles and support the roadway base, with desirable drainage features. - Other elements discussed include

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36 views21 pages

Geometric Design of Roadways Is Separated Into Three Levels

This document discusses the key elements of roadway cross section design, including: - Cross slope is designed for drainage and affects safety at speeds over 80 km/hr; different pavement types require different slopes. - Skid resistance is important for safety and depends on factors like rutting, polishing, and pavement texture. - Lane widths affect safety, capacity, and maintenance costs, with 3.6m considered ideal in the USA. - Pavement widening on curves depends on design vehicle, curve radius, and frequency of large vehicles to improve driver comfort and safety. - Shoulders provide space for stopped vehicles and support the roadway base, with desirable drainage features. - Other elements discussed include

Uploaded by

Chris Adaminovic
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PPT, PDF, TXT or read online on Scribd
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TR 320 - Cross Section Elements

 Geometric design of roadways is


separated into three levels:
– Cross Section
– Vertical alignment and
– Horizontal alignment
 Thislecture covers basic cross
section design
Cross section design depends on Pavement
Type which is selected on the basis of:

 Traffic Volume
 Weather/Climate
 Soil Type
 Availability of Construction Materials
and
 Total Transport Costs
Cross Slope design is controlled by
drainage considerations

 Big slope is better but camber with more than


2.5% slope creates side-sway problem if speed is
more than 80 km/hr
 Parabolic section is better but difficult to construct
 Critical consideration on curved sections – super
elevation often provided
 Different pavement types require different slopes
due to differences in permeability
The surface must have enough Skid
Residence

 Important to safety (Minimize skidding accidents)


 Critical for wet pavements:
– Rutting – water accumulation
– Polishing – reduces micro texture
– Bleeding – covers micro texture
– Dirty – cause pavement to loss skid resistance
The surface must have enough Skid
Residence

 Alignment and pavement texture must be


designed to produce high initial skid resistance
 Reduced probability of polishing
 Cross of 2.5% reduces probability of
hydroplaning
 Curve radius, superelevation and max grades
may be selected to minimize chances of
polishing
Lane Widths - Capacity

 Controls safety and comfort (LoS) to a


great extent
 3.0 m to 3.9m lane widths used in USA
12ft = 3.64m is considered IDEAL
 In Tz 3 m to 3.25 m is common on trunk
roads
Lane Widths - Capacity

 3.6 m in USA considered better than 3.0


because of reduced maintenance costs
and better operations for traffic levels >
400 vpd
 Capacity of a highway is affected greatly
by the lane width: if 3.64 m = 100%
(3,200 vph) then 3.0 m = 77% (2,464 vph)
Pavement Widening

 Vehicles occupy larger widths on


curves than on tangents
 Amount of increase in occupation
of the roadway depends on
- Curve radius
- Vehicles dimensions
Pavement Widening

 Curves traced by rear wheels are called


swept curves
 Extra widening can be ignored for
passenger cars on radii used on
highways.
 See formula for estimation of amount of
widening needed in the text.
Need for Pavement Widening depends on:

 The design vehicle - HGV


 Frequency of meeting on curves.
 Curve radius.
 Speed (design or operating
speed)
What happens if curve widening is not
provided?

 Driverswill need to concentrate


more – discomfort, fatique
 Possible reduction in operating
speed (on curves)
Pvmt widening: Design
Recommendation

 If w ≥ 6.0m and HGV frequency less than 15


veh/hr. Pavement widening is not required.
 Pavement widening less than 0.5m – not
applied as this results in increase in
construction costs with little gain in operational
efficiency.
 Widening should be applied on the inside edge
and be guaranteed for the whole curve length
Widening Attainment on Curves – How
is widening applied?

 Gradually - on the inside lane


 Usually introduced on transition length or
 Along Superelevation Runoff
 Marked centre line on widened curve
showed be placed (midway) between the
pavement edges.

Shoulders
Definition
 Functions:
 Accommodation of stopped vehicles.
 For emergency/maintenance use.
 Lateral/structural support of the carriageway base.
 Road openness/visibility

Width varies from 0.6 m to 3.6 m


 Shoulders may be paved, gravel or earth/grass
Shoulders: Desirable features (for
drainage)

 Should be flash with pavement surface


 Sloped and drain away from the
carriageway
 Slope from 2 – 6% paved > 4% - 6%
gravel and for Grass up to 8%
 Cross slope break at super-elevated
sections should be a max of 8%
Bus and other turnouts
 Provide efficient and safe removal of bus
from the travelled way e.g. for arterial roads
provision of deceleration lanes is desirable
 Provide standing space to accommodate
expected number of vehicles: 15 m for each
bus, 3 m wide
 Provide convenient exit from the bus turnout
Assignment #1

 Road plan at container area UDSM


 University road cross section
Horizontal Clearance of Obstructions

 Clear zones – provides for recovery of


errant vehicles
 Side ditch design (slopes and shape) to
facilitate
 Rec. e.g. AASHTO – min for low speed
rural roads 10ft = 3.0 m for urban
kerbed roads 0.5 m
Kerbs

 Drainage control
 Pavement edge delineation
 RoW reduction (critical in urban
centres)
 Aesthetics
Kerbs

 Delineation of pedestrian
walkways
 Reduced maintenance operations
(pvmt edge).
 Assistance in orderly roadside
development
Other cross section issues

 Medians
 Roadside barriers on medians
 Guardrails
 Sidewalks
 Side slopes
 Right of Way (RoW)

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