KNS 3493 Highway Engineering

Objectives

Identify curve types and curve components.

Learn basics of curve design.
Defined the properties of horizontal curve and its design
Explained and discuss the maximum superelevation,
friction, radius and method for attaining superelevation

HORIZONTAL
ALIGNMENT

Horizontal Alignment Curve Types

General Simple curves

Necessary to established the proper relation between the o The simple curve is an arc of a circle.

design speed and curvature and also their joint relation
with superelevation and side friction.
Definition
Straight segments of roadways (tangents) connected by
suitable curves (horizontal curves).
Establish
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

Relationship between design speeds and curvature. joined together and curving in the same direction.
Joint relationships with superelevation (e) and side

friction.
KNS 3493 Highway Engineering

Curve Types

Reverse curves
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 radius.
o Its purpose is to provide a transition from the tangent to a
simple curve or between simple curves in a compound
curve.

Simple Circular Curve Properties of Circular Curve

KNS 3493 Highway Engineering

Properties of Circular Curve

10

Circular Curves - Example Solution

A horizontal curve is designed with a 700 m radius. The T = R tan /2; 130 = 700 tan /2 => /2 = 10.52
curve has a tangent of 130 m and the PI is at station 10 + => = 210230
250. Determine the stationing of PT (s).
L = R/180 = x 210230 x 700/180 = 257.072 m

Given the tangent is 130 m,

Stationing PC = (10 + 250) (130) = 10 + 120

Horizontal curve stationing is measured along the curve,

Stationing PT = (10 + 120) + (257.072) = 10 + 377.072
KNS 3493 Highway Engineering

Stopping Sight Distance on Horizontal SSD in Horizontal Curve Design

Curves
It is necessary to consider provision of safe stopping sight
distance in the design of horizontal curves, as well.
If a vehicle is traveling along a horizontal curve, and an
object is located on the inside edge of a roadway, it may
obstruct a drivers view, resulting in reduced sight distance.
Thus, minimum radius or curve lengths for highways with
horizontal curves are determined based on required
stopping sight distance.

SSD in Horizontal Curve Design SSD in Horizontal Curve Design

KNS 3493 Highway Engineering

SSD in Horizontal Curve Design SSD in Horizontal Curve Design

, gives
Assume that the length of the horizontal curve exceeds the Substitute into M R(1 cos )
required SSD, 2
v2
L = R/180 & SSD vt 90 SSD
2g( f G) M s Rv (1 cos )
Rv
we have,
s
180 SSD Rv 1 Rv M s
SSD Rv s
SSD cos
180 Rv 90 Rv

where Ms = middle ordinate necessary to provide

adequate stopping sight distance.

Example

A horizontal curve on a U6 highway is designed with a 700

m radius, 3.6 m lanes, and a 100km/h design speed.
Determine the distance that must be cleared from the inside
edge lane to provide sufficient sight distance for desirable
and minimum SSD.
KNS 3493 Highway Engineering

Solution
Because the curve radius is usually taken to the centerline
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
critical driver location). From Appendix 1 (page 26, Guide
on Geometric Design REAM), the desirable SSD is 205m,
so apply in formula
HORIZONTAL ALIGNMENT
90 SSD 90(205) WITH AND WITHOUT
M s Rv (1 cos ) 698.21 cos 7.510 m
Rv (698.2) TRANSITION/SPIRAL CURVES
Therefore, 7.510 m must be cleared from the center of
inside lane or (7.510 1.8) = 5.710 m from the inside edge
of the inside lane. If we use minimum SSD (157 m), we
must clear 2.608m

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.
KNS 3493 Highway Engineering

Transition Curves
KNS 3493 Highway Engineering

Design of Transition Curves

Length of transition curve:

Ls ,min 24 pmin R (comfort)

V3
Ls ,min 0.0214 (comfort)
R C
Ls ,max 24 pmax R (safety)
p = tangent-circular curve offset, pmin = 0.2 m, pmax = 1.0 m,
R = radius (m), V = design speed (km/h), C = maximum
rate of change in lateral acceleration, C = 1.2 m/s3.

Design of Transition Curves Transition Curves

Use of Transition Curves

Table: Typical design values for rate of change of lateral acceleration Desirably all curves with a design speed of 60 km/h or
greater should be transitioned except:
Design Speed (km/h) Rate of change of lateral acceleration (m/s 3)
o In hilly or mountainous terrain where there is insufficient
distance
o When R > 1800 m. However, transition curves may be
50 0.60 used up to R = 6000m
60 0.60
80 0.45
100 0.45
120 0.30
KNS 3493 Highway Engineering

Superelevation

Super elevation is tilting the roadway to help offset

centripetal forces developed as the vehicle goes around a
curve. Along with friction, they are what keeps a vehicle
from going off the road.
Superelevation Must be done gradually over a distance without noticeable
reduction in speed or safety.

Theoretical Consideration Superelevation

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
0.06 for urban roads

Minimum Radius
The minimum radius is a limiting value for a given speed
and is determined from the max rate of superelevation and
the max allowable side friction factor
v2 V2
Rv Rv V2
g( f s
e 127( f s e) Rv
100
) 127( f s e)
KNS 3493 Highway Engineering

Maximum Superelevation Maximum Superelevation

Controlled by 4 factors: Superelevation cannot be too large since an excessive

o Climate conditions (amount of ice and snow)
o Terrain (flat, rolling, mountainous)
o Frequency of slow moving vehicles who might be
influenced by high superelevation rates
o Highest in common use = 10%, 12% with no ice and
snow on low volume gravel-surfaced roads.8% is logical
maximum to minimized slipping by stopped vehicles
mass component may push slowly moving vehicles down
the cross slope.
Limiting values emax (JKR: 0.1 rural roads, 0.06 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.

Minimum Radius Minimum Radius

V2
Rmin
e
127( max f max )
100

where:
V = velocity (km/h)
e = superelevation
f = friction
KNS 3493 Highway Engineering

Maximum Friction

V2 e
Used f
friction 127R 100

Maximum side friction factor on wet concrete pavements

ranges from 0.45 at 100 km/h to 0.5 at 30 km/h (vehicle
skids).
Drivers feeling of discomfort.
Values much lower than the maximum side friction factors
are used in design.

Example Solution

A roadway is being designed for a speed of 120 Using the equation (with 1000/3600 converting km/h to
km/h. At one horizontal curve, its known that m/s) gives
the e value is 8% and the fs is 0.09. Determine
v2 (120 1000 / 3600) 2
the minimum radius of curve (measured to the Rv 666.457 m 670 m
e 8
traveled path) that will provide safe vehicle g( fs ) 9.807(0.09 )
100 100
operation).
OR
2
V (120) 2
Rv 666.975 m 670 m
e 8
127( f s ) 127(0.09 )
100 100
KNS 3493 Highway Engineering

Radius Calculation Transition to Superelevation

Rmin related to max. f and max. e allowed

Rmin use max e and max f (defined by AASHTO or JKR )
and design speed
f is a function of speed, roadway surface, weather
condition, tire condition, and based on comfort drivers
brake, make sudden lane changes and changes within a
lane when acceleration around a curve becomes
uncomfortable
f decreases as speed increases (less tire /pavement
contact)

Attainment of Superelevation - General

47

Must be done gradually over a distance without

noticeable reduction in speed or safety and with comfort
Change in pavement slope should be consistent over a
distance
KNS 3493 Highway Engineering

Tangent Runout Section Superelevation Runoff Section

Length of roadway needed to accomplish a change in
outside-lane cross slope from normal cross slope rate to
zero
Length of roadway needed to accomplish a change in
outside-lane cross slope from 0 to full superelevation or
vice versa
For undivided highways with cross-section rotated about
centerline

Superelevation

Road Section Road Plan

View View
C
2.5 % L 2.5 %

Outside Inside Edge

Edge Of Of
Pavement Pavement
Normal Crown
(Crowned
Section)
Normal Crown
KNS 3493 Highway Engineering

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 Runoff (Adverse
Out (Adverse Crown
Crown Removed)
Removed)
KNS 3493 Highway Engineering

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
Runoff
Runoff

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
Runoff Runoff
KNS 3493 Highway Engineering

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

http://techalive.mtu.edu/modules/module0003/Superelevation.htm
KNS 3493 Highway Engineering

Example (Transition Curve)

It is required to join two straights having a total deflection

angle 1836 right by a circular curve of 450 m radius,
having spiral curves at each end. The design speed is 70
km/h, and the rate of change of lateral acceleration along
the transition curve is not exceed 0.3 m/s2. Station of IP is
at 2 + 524.20 m.
Calculate the station of TS, SC, CS and ST.

Solution

Determine length of required transition curve

V3 703
Ls ,min 0.0214 0.0214 54.372 m
RcC 450 0.3
Calculate shift
L2S 54.3722
P 0.274 m
24 Rc 24 450
Calculate tangent length
Ls
Ts Rc P tan
2 2
450 0.274 tan 918'
54.372
100.921 m
2
KNS 3493 Highway Engineering

Solution Solution

Calculate the station of TS and SC Calculate the station of CS

TS = IP Ts = (2 + 524.20) 100.921 = 2 + 423.279 CS = SC + Lc = (2 + 477.651) + 91.712 = 2 + 569.363
SC = TS + Ls = (2 + 423.279) + 54.372 = 2 + 477.651
Calculate the station of ST
Calculate the angle subtended by the circular arc ST = CS + Ls = (2 + 569.363) + 54.372 = 2 + 623.735
L 54.372
s s 0.060413333 rad
2 Rc 2 450
c 2 s 0.32463124 (2 0.060413333)
0.203804574 rad
Lc Rc c 450 0.203804574 91.712 m.

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