UG Geometric Design II

Indian Institute of Technology, Kharagpur
Geometric Design of Highways

Lesson 5
Horizontal Alignment – Part I
Dr. Bhargab Maitra

Department of Civil Engineering
Indian Institute of Technology Kharagpur
India
Email: [email protected]
Specific Instructional objectives
• Identify various design elements related to

horizontal alignment
• Appreciate the need and understand the basis for
providing superelevation at horizontal curves
(IRC)
Design elements
• Horizontal curve
• Superelevation (IRC & AASHTO approach for

design)
• Type and length of transition curve
• Extra widening
• Set-back distance
Horizontal curves
Tangent
Tangent
Horizontal
curve
• Should be fluent and blend well with surrounding

topography
• Short curves for small deflection angle (kinks)

should be avoided
• Curve in same direction separated by short

tangents (broken back) should be avoided and
replaced by a large single curve.
• Sharp curves should not be introduced at the end

of long tangents
• Compound curve should be avoided. When

unavoidable limiting value of ratio of flatter curve
radius and sharper curve radius is 1.5:1 (IRC)
• When a vehicle traverses a horizontal curve, the

centrifugal force acts horizontally outwards
through the centre of gravity of the vehicle.
• Centrifugal Force:
• Centrifugal Ratio or Impact Factor:

Two effects
• Tendency to overturn the vehicle outwards about
the outer wheels
• Tendency to skid the vehicle laterally outwards
Overturning effect
C.G
• Overturning moment = P * h P
h
• Restoring moment = W * b/2
• For equilibrium, Ph = Wb/2 b/2 b/2
or P/W = b/2h W
Skidding effect
C.G
For equilibrium P
P = FA + FB FA=f.RA A B
FB=f.RB
= f (RA + RB )
RA W R
=fW B
• Centrifugal ratio P/W = f (Tendency to skid the

vehicle laterally outwards)
Superelevation
• To counteract the effect of centrifugal force and
to reduce the tendency of the vehicle to overturn
or skid, the outer edge of the pavement is raised
with respect to the inner edge – this transverse
inclination to the pavement surface is known as
Superelevation or Cant
CG
• Superelevation e = tanθ mv2/R
F θ
mg N
Considering equilibrium along F
CG
Pcosθ P
= W sinθ + F F θ
= W sinθ + fN
N
= W sinθ + f (W cosθ+ P sinθ)
P(cosθ - f sinθ) = W sin θ + fW cosθ
P/W = (tanθ + f)/ (1-f tanθ) or, P/W = e+f
e + f = v2/gR = V2/127R [ V in km/h]
Maximum and Minimum Superelevation (IRC)

• Maximum allowable superelevation
7 % for plain and rolling terrain
10 % for mountainous terrain not bound by snow
• Minimum superelevation
If calculated superelevation is equal or less than
camber, then minimum superelevation equal to
camber should be provided from drainage
consideration
¾ th Assumption
• Superelevation - fully counteract the centrifugal
force or to counteract a fixed proportion of
centrifugal force
• In the former case, the superelevation needed
would be more than 7 percent on sharp curves
causing inconvenience to slow moving vehicles
• When a vehicle negotiates a flat curve, friction
would not be developed to the maximum – this is
not a balance design
• It is desirable that the superelevation should be

such that a moderate amount of friction is
developed while negotiating flat curves and
friction not exceeding the maximum allowable
value be developed at sharp curves
• Indian practice – Superelevation should

counteract centrifugal force developed by 3/4th of
design speed
e = (0.75V)2/127R = V2/225R
Equilibrium Superelevation
If coefficient of friction is assumed to be zero then
superelevation required to counteract the
centrifugal force fully will be given by
e = V2/127R
For equilibrium superelevation, the pressures on

the outer and inner wheels will be equal, but this will
result in a very high value of superelevation
Friction Factor
Depends on a number factors
• Speed of vehicle
• The type and condition of the roadway surface
• The type and condition of the vehicle tires.
• IRC: 0.15 constant design value
AASHTO recommended values
Design 20 30 40 50 60 70 80 90 100 110 120 130
Speed
(kmph)
Max. side 0.18 0.17 0.17 0.16 0.15 0.14 0.14 0.13 0.12 0.11 0.09 0.08
friction
values
Superelevation with/without Transition Curves

• Superelevation should be attained gradually over
the full length of the transition curve so that the
design superelevation is available at starting point
of circular portion
• Where due to some reason transition curves are
not provided two-third superelevation may be
attained on the straight portion (tangent) and
balance one-third on the curve
Ruling and Minimum Radius of Horizontal

Curves
• For a particular speed the centrifugal force is
dependent on the radius of horizontal curve
• To keep the centrifugal ratio within a limit the
radius of the curve should be correspondingly
high
e + f = V2/127R
Rruling= V2/127(e+f) , where V=Ruling design speed
in Km/hr
Rmin= V’2/127(e+f) , where V’=Minimum design
speed in Km/hr
Example Problem-1
Ruling design speed and minimum design speed
values 80 km/hr and 60 km/hr respectively
Calculate the Ruling and minimum radius of
horizontal curve
Maximum values of e = 0.07 and f = 0.15
Rruling= V2/127(e+f) = 802/127(0.07+0.15) = 229.1

= 230m (say)
Rmin= V2/127(e+f) = 602/127(0.07+0.15) = 188.84
= 190m (say)
Steps for Superelevation Design

Step-1: The superelevation for 75 percent of design
speed is calculated neglecting the friction.
ecal = V2/225R
Step-2: If ecal < emax(7%) , ecal is provided

If ecal > emax(7%) , then provide the maximum
superelevation equal to 0.07 & proceed with step (3)
& step (4).
Step-3: Check the coefficient of friction developed
for the maximum value of ‘e’ =0.07 at the full value
of design speed.
f = {(V2 / 127 R) - 0.07}

If the value of f thus calculated is less than 0.15, the
superelevation of 0.07 is safe for the design speed.
If not, calculate the restricted speed as given in
step (4)
Step-4: Allowable speed ( Va km/h) at the curve is
calculated by considering the design coefficient of
lateral friction and the maximum superelevation
e + f = 0.07+ 0.15 = 0.22 = Va 2/127 R

Example Problem-2
Design the superelevation for a horizontal curve of
400m radius and design speed 100 km/hr
ecal = V2/225R = 1002/225x400 = 0.11>0.07

Take value of e = 0.07
Value of developed coefficient of lateral friction
should be checked against maximum value
f = V2/127R – 0.07
= 1002/127x400 – 0.07 = 0.13 < 0.15 (O.K)
Example Problem-3
Design the superelevation for a horizontal curve of
1500m and design speed 80 km/hr. Normal camber =
2%
ecal = V2/225R = 802/225x1500 = 0.0189 < 0.02

Normal camber of 2 % may be retained on horizontal
curve
Safety check should be done along with negative
superelevation at the outer half of the pavement due
to normal camber
Net transverse skid resistance = - e + f = - 0.02+0.15
= 0.13
Centrifugal ratio = V2/127R

= 802/127x1500
= 0.033 << 0.13
This Horizontal curve with normal camber is quite
safe for design speed of 80 km/hr

Lesson 6
Horizontal Alignment – Part II
Dr. Bhargab Maitra

India
• Understand AASHTO approach for design of

superelevation
9Different methods for distribution of e and f
over a range of curves
9Maximum superelevation
9Maximum side friction factor
9Effect of grade
AASHTO: Distribution of e and f

Five methods to distribute e and f
Method-1:e and f are directly proportional to 1/R
• A straight line relation for e and f between 1/R = 0
and 1/R = 1/Rmin for vehicles traveling at design or
average running speed
• Considerable merit and logic but simple
• Appropriate if each vehicle travels at a constant
speed on tangent and curve (intermediate degree
or with minimum radius)
• Some drivers drive faster on tangents and flatter
curves than on sharper curves
3 4
Super elevation
5
3 4
Distribution of
2 superelevation
1
2
1/R
2
Side friction factor
2
5 4
1 3 Corresponding f at
design speed
4
3 1/R
Method-2: f first reaches the maximum value then

e starts increasing
• First f - then e are increased in inverse proportion
to the radius of curvature
• Possibility of no superelevation on flatter curves
• Superelevation, when introduced, increases
rapidly
• Particularly advantageous on low speed urban
streets where because of practical constraints,
superelevation frequently cannot be provided
3 4
Super elevation rate
5
3 4
Distribution of
1 2 superelevation
2
1/R
2
2
5 4
design speed
4
3 1/R
Method-3: e first reaches the maximum value then
f starts increasing
• e upto emax for vehicles traveling at design speed
• No side friction on flat curves (e < emax at design
speed)
• Beyond emax, f increases rapidly as curves
become sharper
• Results in negative f on flat curves for vehicles
traveling at average running speed
• Marked difference in f for different curves: Not
logical and may result into erratic driving, either at
design or average running speed
3 4
5
3 4
Distribution of
1 2 superelevation
2
1/R
2
2
5 4
1
3
Corresponding f at
design speed
4
3 1/R
Method-4: Same as method 3 but this is based on
average running speed instead of design speed
• Overcomes deficiency of method-3 by using e at
speeds lower than design speed
• emax is reached near the middle of the curvature
range – at average running speed no f is required
upto this curvature
• f, when introduced, increases rapidly and in direct
proportion for sharper curves
• Same disadvantage of method-3 but with a smaller
degree
3 4
5
3 4
Distribution of
1 2 superelevation
2
1/R
2
2
5 4
design speed
4
3 1/R
Method-5: e and f are in a curvilinear relation with 1/R
• For overdriving (likely) on flat to intermediate
curves: desirable to have ‘e’ similar to method-4
• Very little risk for overdriving on such curves: ‘e’
adequate for average running speed and
considerable ‘f’ for greater speed
• Method-1 is also desirable: avoids use of emax for a
substantial part of the range of curve radii
• Method-5: distribution of ‘e’ and ‘f’ reasonably
retaining the advantages of both Methods 1 and 4
• Curve 5- unsymmetrical parabolic form: a practical
distribution of ‘e’ & ‘f’ over the range of curvature
3 4
3 4 5
Distribution of
1 2 superelevation
2
1/R
2
2
5 4
design speed
4
3 1/R
Maximum Superelevation (AASHTO)
• Depends on Four Factors
9Climate condition (frequency & amount of snow and
ice)
9Terrain condition (flat, rolling, mountainous)
9 Type of area (urban, rural)
9Frequency of slow moving vehicles (affect high ‘e’)
• No single emax is universally applicable
• Desirable to use one emax (uniformity) within a
region and similar climate for design consistency
• Five emax values: 4, 6, 8, 10 and 12 percent

912 %: Practical maximum value where snow and ice
do not exist
910 %: Highest superelevation rate for highways in
common use
(above 8% only in areas without snow and ice)
98 %: Reasonable max value for low volume gravel
surfaced roads – also max practical limit where snow
and ice are factors
94-6 %: where traffic congestion and extensive
marginal development acts to restrict top speeds
Maximum Side Friction Factor (AASHTO)
• Side friction factor vary with speed
• Different curves have been developed
• AASHTO recommends a curve for values of ‘f’
(0.17 to 0.08) with reasonable margin of safety at
high speeds and lead to somewhat low ‘e’ for low
design speed than do some of the other curves
80
Speed (km/h)
• When these f values are used in conjunction with
the recommended Method-5, they determine the f
distribution curves for the various speeds
• Subtracting these computed f values from the
computed value of (e/100 + f) at the design speed,
the finalized e distribution is obtained
(e/100) or f or ((e/100)+f)
e/100 + f
(design speed)
f-distribution
finalized e/100
distribution
1/R 1/Rmin
• Finalized e distribution curves are obtained for

various speed and different emax. AASHTO gives
different charts and tables for different emax.
emax = 4 %
Super elevation rate, e
100 km/h
80
60
40
20
Radius of curve (m)

Effect of grade
• On long or fairly steep grades, drivers tend to
travel faster in downgrade than in upgrade
direction
• On divided highway with each roadway
independently superelevated or on a one-way
ramp this tendency should be recognized
• Design speed should be considered slightly higher
in downgrade and slightly lower in upgrade
• Reduction or increase in design speed depends on
rate and length of the grade, and the magnitude of
the curve radius
• Should similar adjustments be made on two-lane
and multilane undivided roadways?
9 Two directions of traffic tend to balance each other:
No adjustment necessary
9 Downgrade speed is the most critical: adjustment for
it may be desirable
9 Lanes can also be constructed at different cross
slope (not common practice)
9 Adjustment for the whole traveled way as determined
by the downgrade speed (more practical)
9 In general, it is advisable to follow the common
practice: no adjustment on undivided roadways

Lesson 7
Horizontal Alignment – Part III
Dr. Bhargab Maitra

India
• Understand various stages and alternative

approaches for attainment of superelevation
• Appreciate the need and understand the basis for
estimating required set-back distance on
horizontal curves
Attainment of superelevation
Split-up into two parts::
• Elimination of crown of the cambered section
• Rotation of pavement to attain full superelevation
Elimination of crown of the cambered section
1st Method: Outer edge rotated about the crown
C/L
Disadvantages
• Small length of road – cross slope less than
camber
• Drainage problem in outer half
2nd Method: Crown shifted outwards
C/L
Disadvantages
• Large negative superelevation on outer half
• Drivers have the tendency to run the vehicle along
shifted crown
Rotation of pavement to attain full superelevation

1st Method: Rotation about the C/L (depressing the
inner edge and raising the outer edge each by half
the total amount of superelevation)
C.L
Advantages
E/2
• Earthwork is balanced E/2
• Vertical profile of the C/L

remains unchanged
Disadvantages
• Drainage problem: depressing
the inner edge below the
general level
2nd Method: Rotation about the Inner edge (raising

both the centre as well as outer edge – outer edge is
raised by the total amount of superelevation)
Advantages
• No drainage problem
E
Disadvantages
• Additional earth filling C.L
• C/L of the pavement is also raised

(vertical alignment of the road is
changed)
3rd Method: Rotation about the outer edge

Normal Transition Fully Superelevated

Camber Curve Circular Curve
Outer edge
Center Line
Inner edge
Typical Superelevation Diagram

Various design elements related to horizontal

alignment
9Horizontal curve
9Superelevation
9Set-back distance
9Transition curve
9Extra widening
Set-back distance
• Adequate sight distance on horizontal curves: An
essential consideration
• Obstruction to sight distance: buildings, trees, cut
slopes etc. along the inner side of the horizontal
curves
• Set-back distance: to provide adequate sight
distance on horizontal curves
• On narrow roads, the SD is measured along the
C/L of the road
• On wider roads, the SD is measured along the C/L
of the inner-side lane
• Set-back distance depends on
9Required sight distance (S)
9Radius of horizontal curve (R)
9Length of curve (L)
• Two cases are considered for analysis:
9Sight distance is less than length of curve (S<L)
9Sight distance is more than length of curve (S>L)
• Required sight distance could be
9Stopping Sight Distance
9Intermediate Sight Distance
9Overtaking Sight Distance
S
Case-I: When S < L
m
Narrow roads
α/2 = S/2R radians

=180S/2πR degree R
α
Set-back distance
m = R – R Cos(α/2)
Wide roads
m
α/2 = S/2(R-d) radians
=180S/(2π(R-d)) degree
R
Set-back distance α
m = R – (R-d) Cos(α/2)
d= distance between C/L of the road and the C/L of

the inner-side lane
Case-II: When S > L
Narrow roads
α/2 = L/2R radians
=180L/2πR degree
Set-back distance R
m = R – R Cos(α/2) α
+ ((S-L)/2) Sin (α/2)
Wide roads
α/2 = L/(2(R-d))radians
=180L/2π(R-d) degree
Set-back distance
m = R – (R-d)Cos(α/2) + ((S-L)/2) Sin (α/2)
Example Problem-1
Calculate required set-back distance considering
• Intermediate sight distance
• Length of the curve = 300 m
• Radius of horizontal curve = 230 m
• Design speed = 80 km/h
• Coefficient of friction = 0.35
• Reaction time = 2.5 sec
• Total width of pavement on curve = 7.71 m (two
lane road)
SSD = 0.278 x 80 x 2.5 + 802/(254 x 0.35) = 127.6 m

ISD = 2 x SSD = 2 x 127.6 m = 255 m < 300 m
A case where S < L
d = 7.71/4 m = 1.93 m
α/2 = (180 x 255)/ (2 x π x (230-1.93))
= 32 degree
Set-back distance
= 230 – (230-1.93) Cos (320)
= 36.6 m
Curve Resistance
• Automobiles are steered by turning the front
wheels
• Vehicles, driven by rear wheels: on horizontal
curves, the direction of rotation of rear and
front wheels are different
• Tractive force given by rear wheels: T
• Tractive force available in the direction of
movement = T Cos α (less than T)
• Curve Resistance: loss of tractive force due to

turning of vehicles on horizontal curve
= T-T Cos α = T(1- Cos α) (function of turning angle α)
• Vehicles with front driving wheels: Problem does
not exist
• Most of the heavy vehicles have rear driving
wheels: more curve resistance on sharper curves
• Problem of curve resistance is acute on hill roads:
curves are often sharp and in addition roads have
steep gradients

Lesson 8
Horizontal Alignment – Part IV
Dr. Bhargab Maitra

India
• Understand basic elements/ terminologies related

to transition control
• Understand the need for providing transition
curve, and basis for using spiral transition curve
• Understand the IRC approach for design of length
of transition curve
Tangent runout and superelevation runoff

(AASHTO)
Tangent runout: Length of roadway needed to
accomplish a change in outside-lane cross slope
from normal cross slope rate to zero, or vice versa
Superelevation runoff:The length of roadway
needed to accomplish a change in outside-lane
cross slope from zero to full superelevation, or vice
versa
Tangent Superelevation
runout runoff Fully Superelevated
Circular Curve
Outer edge
Center Line
Inner edge
Typical Superelevation Diagram

Horizontal transition control

• Tangent-to-Curve Transition: Transition curve is
not used – roadway tangent directly adjoins the
main circular curve
• Transition Curve or Spiral Curve Transition: A
transition curve is used between roadway
tangent and the main circular curve
Horizontal transition curve
• Transition curve: radius decreases from infinity
to a designated radius over the length
• A transition curve between straight (tangent)
and circular curve: radius changes from infinity
(at tangent point) to the radius of the circular
curve (at beginning of the circular curve)
• Rate of change of radius of transition curve:
shape or equation of the curve
Necessity for transition curve

Tangent
Transition P.I
Curve Transition
Curve
Tangent
Horizontal
curve
• Introduce gradually the centrifugal force between

the tangent point and the beginning of the circular
curve avoiding a sudden jerk on the vehicle
• Enable driver to turn the steering gradually with
comfort and safety: easy-to-follow path for drivers
• Minimize encroachment on adjoining traffic lanes

and tend to promote uniformity in speed
• Enable gradual introduction of designed
superelevation (i.e. superelevation runoff)
• Enable gradual introduction of required extra
widening
• Improve aesthetic appearance of the road
Different types of transition curves
Lemniscates
a) Cubic parabola Cubic
Parabola
b) Lemniscates
c) Spiral (Clothoid) Spiral
• Up to deflection angle of 9o: No significant

difference in these curves
• Radius decreases with an increase in length for
all these curves
• Lemniscates and cubic parabola: rate of change
of radius and hence the rate of change of
centrifugal acceleration is not constant for large
deflection angle
• Spiral: Radius is inversely proportional to the

length and the rate of change of centrifugal
acceleration is uniform throughout the length of
curve
Ideal shape of transition curve

• Rate of introduction of centrifugal force or rate of
change of centrifugal acceleration should be
consistent
• The length should be inversely proportional to
radius
• Spiral fulfils the condition of an ideal transition

curve
• The geometric property of spiral is such that the
calculations and setting out the curve in the field
is simple and easy (LR= constant)
• Spiral transition curve simulates the natural
turning path of a vehicle
• Spiral Transition Curve: IRC and AASHTO
Length of transition curve

IRC method: Length of transition curve is higher of
the following two values.
i)Based on rate of change of centrifugal

acceleration
• Time taken to traverse transition length (Ls) in
design speed v
t = Ls/v (t- sec, Ls – m, and v – m/sec)
• Maximum centrifugal acceleration v2/R is
introduced in time ‘t’ through the transition
length Ls
• Rate of change of centrifugal acceleration

C =v2/Rt = v2 / R.(Ls/v) =v3/LsR
• if speed is V km/h then,
Ls=V3 / (3.6)3 CR = 0.0215V3 / CR
• IRC: C= 80/(75+V) (C- m/sec3, R- m)
(0.5<C<0.8)
ii) Based on rate of change of superelevation

• Longitudinal grade developed at the pavement
edge compared to through grade along the C/L
• Rate of change should not cause discomfort to
travelers or make the road appear unsightly
• Rate of change (IRC):
91 in 150 for roads in plain and rolling terrain
91 in 60 for mountainous/steep terrain
• Required length depends on the method of
attainment of superelevation
• Empirical formula for calculation of length of

transition curve on the basis of recommended
maximum rate of change of superelevation
For Plain and Rolling Terrain:
Ls = 2.67V2 / Rc
For Mountainous and Steep Terrain:
Ls = 1.0V2 / Rc
Elements of a combined circular and

transition curve H.I.P
Es
Ts
Lc
S Rc Rc P.T
Ls
T.P Ls
θs θs
c
Ls: Length of transition Lc: length of circular curve

Es: Apex distance T.P:Tangent Point
S: Shift H.I.P:Horizontal Intersection Pt.
H.I.P
Es
Ts
Lc
S Rc Rc P.T
Ls
T.P Ls
θs θs
c
: Total deviation angle
θs : Deviation angle of transition curve
c: Deviation and central angle of circular arc
Shift S = Ls2/ (24 Rc)

Example problem-1
Design the length of transition curve for a two lane
highway having a circular curve of 250m radius.
Design speed 70 km/h
Based on rate of change of centrifugal acceleration:
Rate of change of centrifugal acceleration,
C= 80/(75+V) = 80/(75+70) = 0.55 (0.5<0.55<0.8) 0.K.
Ls= 0.0215V3 / CR = 0.0215x703/ (0.55x250)
= 53.6 = 55 m (say)
Based on allowable rate of introduction of
superelevation:
e = V2/225R = 702/225x250 = 0.087
Maximum allowable value of e = 0.07
Side friction factor f = V2/127R – e
= 702/127x250 – 0.07
= 0.154 – 0.07 = 0.084<0.15
(O.K)
Pavement width B = 7.5m
Total raise of outer edge w.r.t C/L = eB/2 = 0.07x7.5/2
= 0.26m
Maximum allowable rate: 1 in 150
Ls = 0.26x150 = 39m
Length of transition curve = maximum of two cases
i.e. 55m
Minimum Transition lengths for different speeds
and curve radii
Plain terrain Rolling terrain
Curv Design Speed (km/hr) Curve Design Speed (km/hr)
e radius
100 80 65 50 40 50 40 30 25 20
radiu (m)
s (m)
100
200 NA
300 NA 75
360 130 60
400 115
600 80
1800 30
2000 NR
• Where transition curve can not be provided for

some reasons, two-third of the superelevation
will be attained on the straight section before
start of the circular curve and balance one-third
on the curve (IRC)

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Indian Institute of Technology, Kharagpur

Geometric Design of Highways

Dr. Bhargab Maitra

Specific Instructional objectives

• Identify various design elements related to

• Superelevation (IRC & AASHTO approach for

• Type and length of transition curve

• Should be fluent and blend well with surrounding

• Short curves for small deflection angle (kinks)

• Curve in same direction separated by short

• Sharp curves should not be introduced at the end

• Compound curve should be avoided. When

• When a vehicle traverses a horizontal curve, the

• Centrifugal Ratio or Impact Factor:

• Centrifugal ratio P/W = f (Tendency to skid the

Maximum and Minimum Superelevation (IRC)

• It is desirable that the superelevation should be

• Indian practice – Superelevation should

For equilibrium superelevation, the pressures on

Superelevation with/without Transition Curves

Ruling and Minimum Radius of Horizontal

Maximum values of e = 0.07 and f = 0.15

Rruling= V2/127(e+f) = 802/127(0.07+0.15) = 229.1

Steps for Superelevation Design

Step-2: If ecal < emax(7%) , ecal is provided

f = {(V2 / 127 R) - 0.07}

e + f = 0.07+ 0.15 = 0.22 = Va 2/127 R

ecal = V2/225R = 1002/225x400 = 0.11>0.07

ecal = V2/225R = 802/225x1500 = 0.0189 < 0.02

Centrifugal ratio = V2/127R

Geometric Design of Highways

Dr. Bhargab Maitra

Specific Instructional objectives

• Understand AASHTO approach for design of

AASHTO: Distribution of e and f

Method-2: f first reaches the maximum value then

• Five emax values: 4, 6, 8, 10 and 12 percent

• Finalized e distribution curves are obtained for

Radius of curve (m)

Geometric Design of Highways

Dr. Bhargab Maitra

Specific Instructional objectives

• Understand various stages and alternative

Rotation of pavement to attain full superelevation

• Vertical profile of the C/L

2nd Method: Rotation about the Inner edge (raising

• C/L of the pavement is also raised

3rd Method: Rotation about the outer edge

Normal Transition Fully Superelevated

Typical Superelevation Diagram

Various design elements related to horizontal

α/2 = S/2R radians

d= distance between C/L of the road and the C/L of

SSD = 0.278 x 80 x 2.5 + 802/(254 x 0.35) = 127.6 m

• Curve Resistance: loss of tractive force due to

Geometric Design of Highways

Dr. Bhargab Maitra

Specific Instructional objectives

• Understand basic elements/ terminologies related

Tangent runout and superelevation runoff