Wisconsin DOT

Facilities Development Manual

(FDM)
http://www.dot.ca.gov/dist1/d1traffic/cap/curve.jpg
Weston Philips
1/27/05
Superelevation

Vertical Alignment
Superelevation
Ch. 3 Elements of Design
In Horizontal Alignment Section
p. 173
Ch. 2 Alignments
Section 2A-2, 2A-3
A different angle on superelevation?
Axis of Rotation
1. Rotate pavement about centerline
2. Rotate about inner edge of pavement
3. Rotate about outside edge of pavement
4. Rotate about center of median (Divided)

Axis of Rotation
Axis of Rotation
Superelevation Profile
Two-Lane Highway Centerline Rotation
Normal Crown
Tangent Runout/Crown Runoff
Horizontal
Superelevation Runoff
Superelevation = Cross Slope
Superelevation Achieved
Max Superelevation Rate
Nomograph (Discussed Later)
Max Superelevation Rate Contd
How to Calculate Superelevation
1. Using Superelevation Tables


2. Nomographs


3. Simple Curve Formula



Superelevation Option 1
First solution is obtained
from the superelevation
tables, emax = 0.04 (Figure
9)
R = 700.; e = 0.039

Given: VD = 40 mph
R = 700 ft.
fmax = 0.178 (from Table 7)
3.9%
Note: Choose
Table emax =
0.04
Iowa has ramp tables.
Minimum Radius
Greenbook p. 145 (186 pdf)
Minimum Radius Table
Superelevation Option 2
Radius
40mph
700 feet
e = -2.5%
Note: Greenbook contains derivation of equations/graphs.
Superelevation Option 3
Third solution is obtained from the simplified curve formula:

e = (VD
2
/15R) - f
max
(English version)
e = (40
2
/15*700) - 0.178 = 0.152 - 0.178 = -0.0256
-2.56%

Where:
VD = design speed
R = radius
e = superelevation rate
f
max
= maximum side friction.

Note: Metric Version
e = (VD
2
/127R) - f
max
(metric version).


Superelevation Transition
Superelevation transition is the length required to
rotate the cross slope of a highway from a normal
crowned slope to a fully superelevated cross slope.

Transition Placement
WisDOT practice is to place the tangent runout and
approximately two-thirds of the length of runoff on the
tangent approach and one-third of the length of runoff on
the curve.
Calculations
Given:
PC = Station 870+00.00
L = 115 ft. (Table 7, 40mph design speed)
X = L * NC/ e = 115 * .02/.02 = 115ft

Theoretical point of normal crown
PC - 2/3L - X = 870+00.00 - 76.67 - 115 =
Station 868+08.33

Theoretical point of full superelevation
PC + 1/3L = 870+00.00 + 38.33 =
Station 870+38.33

Compute the theoretical point of normal crown and the
theoretical point of full superelevation.

Where:
PC = Point of Curvature
L = Length of Runoff
X = Length of Tangent Runout
NC = Normal Crown of 2%
Length of Runoff (L)
The adjustment factor () is used to adjust for different roadway widths.
Length of Runoff (L)
Greenbook p. 171 (pdf 212)
Length of Runoff (L)
Tangent Runout L
t
or X

Tangent Runout L
t
or X

Tangent Runout L
t
or X

Tangent Runout L
t
or X

http://www.scvresources.com/highways/sr_23.htm
Vertical Alignment
The highway vertical alignment consists of tangents
or grades and vertical curves.
Design vertical curves to provide adequate sight
distance, safety, comfortable driving, good
drainage, and pleasing appearance.

http://listproc.ucdavis.edu/archives/cbximages/log0306/att-0011/01-CoolRide.jpg
No Vertical Curves?
Some rounding of the deflection point is
anticipated during construction.

Although grade changes without a vertical curve are discouraged,
there may be situations where it is necessary.
Max % Grade By Functional Class
Vertical Curves
Vertical curves are generally
identified by their K values.

K is the rate of curvature and is defined
as the length of the vertical curve divided
by the algebraic difference in grade

Note: For Drainage, use K > 167

K
Question:

Is there more on Vertical Alignment
in the Wisconsin Manual?
2A-1
p. 235 (276 pdf)