HORIZONTAL ALIGNMENT

Horizontal alignment is an important

feature in road design which
enhances smooth driving, comfort and
safety for motorists.
Inappropriate alignment may:
Cause accidents – motorists are not
able to maneuver their vehicles
properly, or are not aware of the
need to change speed
Reduce capacity – motorists will
travel at low speeds, hence
reducing capacity

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Horizontal alignment is applied when direction change involving two straight
roads (road tangents) is required.

Road tangent 2
Horizontal Curve

Road tangent 1

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CIRCULAR CURVE

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MINIMUM CURVE RADIUS R = curve radius (m)
2
V
V = speed (km/h)
Rmin  e = superelevation (%)
127 (emax  fmax )
f = side friction factor
Derivation of the formula:

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JKR proposes a maximum superelevation of 6% for urban roads and 10%
or rural roads.

The desired minimum curve The desired minimum curve

radius proposed by JKR for radius proposed by LLM for
roads: highways:

Design Minimum Radius (m) Design Speed 140 120 100 80

Speed e = 6% e = 10% (km/h)
(km/h) Minimum 1000 650 450 240
120 710 570 Radius (m)
100 465 375
80 280 230
60 150 125
50 100 85
40 60 50
30 35 30
20 15 15
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Example:

A roadway is being designed for a speed of 120 km/h. At one

horizontal curve, it is known that the superelevation value is 8% and
the side friction factor is 0.09. Determine the minimum radius of
curve (measured to the traveled path) that will provide safe vehicle
operation.

V2 120 2
R    666 .5  670 m
127 (e  f ) 127 ( 0.08  0.09 )

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Example:

A horizontal curve is designed with a 700-meter radius. The curve

has a tangent of 130 m and the PI is at station 102 + 50. Determine
the stationing of PT.
PI (102 + 50)
T = R tan /2 T = 130 m
130 = 700 tan /2 PT
/2 = 10.52 PC L
 = 21.04

L = R/180 = ( 21.04 )(700)/180 = 257.05 m

R = 700 m
Given the tangent is 130 m,

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 8

TRANSITION CURVE (SPIRAL)

The transition curve is also known as the spiral.

The spiral is one of the alignment components. It is used to allow for

a transitional path from tangent to circular curve, and from circular
curve to tangent, or from one curve to another which has
substantially different radii.

The spiral provides ease in operation and comfort, allowing for easy-
to-follow natural superelevated transitional paths and promotes
uniformity in speed and increased safety.

The use of a spiral may also enhance highway aesthetics.

Circular curve

Spiral
Spiral CS
SC
Tangent
TS
ST 9
Tangent
DESIGN OF
CIRCULAR
CURVE
AND
TRANSITION
CURVE

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DESIGN OF
CIRCULAR
CURVE
AND
TRANSITION
CURVE

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DESIGN OF
CIRCULAR
CURVE
AND
TRANSITION
CURVE

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SUPERELEVATION

Superelevation is the tilting of the roadway in order to offset

centrifugal forces developed as a vehicle moves along a horizontal curve.

The purpose of employing superelevation of the roadway cross section is

to counterbalance the centrifugal force, or outward pull, of a vehicle
traversing a horizontal curve.

Side friction developed between the tires and the road surface also
counterbalances the outward pull of the vehicle.

A combination of these two concepts allows a vehicle to negotiate curves

safely at higher speeds than would otherwise be possible.

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Superelevation on a horizontally aligned road
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Desired
Superelevation
and Transition
Curve Length
for two-lane
roads
(Source: JKR)

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SUPERELEVATION TRANSITION

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SUPERELEVATION TRANSITION

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SUPERELEVATION TRANSITION

Tangent runout is the length of highway needed to change the normal cross
section to the cross section with the adverse crown removed.

0%
2.5% 2.5% 2.5%

Superelevation runoff is the length of highway needed to change the adverse

crown removed to the cross section with full superelevation.

e%
0%
2.5% e%

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ATTAINMENT OF SUPERELEVATION

• Transition from tangent to superelevation

• Must be done gradually without appreciable reduction in speed or safety, and

with comfort

• Change in pavement slopes must be consistent over a distance

• Methods:

Rotate pavement about centerline

Rotate about inner edge of the pavement
Rotate about outer edge of the pavement

• The length over which superelevation is developed should be adequate to provide

safe and comfortable riding quality and give good appearance

• Criteria used to determine minimum lengths:

Rate of rotation of the pavement
Relative grade of the pavement edges with respect to longitudinal grade
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ROTATION OF PAVEMENT

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Normal Tangent Superelevation Runoff Full Superelevation Superelevation Runoff Tangent Normal
Crown Runout Runout Crown

SC CS Outer edge

Inner edge

TS ST

Road Cross section

+2.5% +e% +e% +2.5%
0% 0%
-2.5% -2.5% -2.5% -2.5% -2.5%
-e% -e% -2.5% -2.5%
-2.5%

Normal Crown Adverse Remove Crown

Crown
Removed Superelevation Diagram
+e%

+2.5%
0% Outer edge

-2.5% Inner edge

-e% 21
SUPERELEVATION PROFILE

Outside edge of
traveled way

Inside edge of
traveled way

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End