rndian Roads Congress

~ PubUcation
No.23

~CAE~
CURVES
FOR
HJGH WAYS

NEW DELHI 1989

<<
 Indian Roads Congress

Special Publication 23

VERTICAL
CURVES
FOR
HIGHWAYS

-~ ~4~flfl(’kè~

h~S k-~JLbJ” t~L~

~ t~~CJ?
H~(): C:7E)

:~4ved on~

‘4’

Published by
The Indian Roads Congress
Copies can be had by V.P.P.
from the Secretary,
Indian Roads Congress,
.Jathnagar House,
Shahjahan Road,
New Delhi-hO 011 ~12r’
NEW DELHI 1989 Price _____
çPlus packing &
postage)
<<
 First published December, 1983
Reprinted September, 1989

(The Rights of Publication and of Translation are Reserved)

Printed at SAGAR PRINTERS & PUBLISHERS, New Delhi-I 10003

<<
 t~REFACE

Vertical curves constitute an important component in thc

design of the longitudinal profile of a road, For providing guidance
to the designers in this regard, the Specifications and Standards
Committee of the Indian Roads Congress had published a detailed
Paper on the subject in the year 1952 (Vertical Curves for High-
ways, Paper No. 156, Journal of the Indian Roads Congress.
Vol. XVI-1). For many years, this Paper served as a useful guide
in the design of highweys in the country.

In the meantime, a lot of changes have taken place in the

geometric design standards as also in the design concepts, The
revised geometric design standards have been published separately
by the Indian Roads Congress, vide 1RC: 73-1980 for Rural (Non-
Urban) Highways and IRC: 86-1983 for Urban Roads. For provid-
ing guidance on the design of vertical curves in the light of the
current geometric~design standards and concepts, the original
Paper No. 156 was modified and rewritten by Shri K. Arunachalam,
Deputy Secretary (Research), Indian Roads Congress.

It is hoped that this Publication will be useful in the design of

proper vertical curves for roads in the country besides being a guide
to engineering students.

New Delhi NINAN Kosiii

December, 1983 Secretary
Indian Roads Congress

<<
 CONTENTS

Page
1. Introduction ... 1
2. Gradients ... 2
3. Design Speeds ... 6
4. The Purpose of Vertical Curves ... 6
5. Summit Curves ... 9
6. Valley Curves ... 20
7. Practical Design of Vertical Curves on Highways ... 24
8. Examples ... 29

Appendices
Plate 1: Length of Summit Curve for Stopping Sight
Distance ... 41
Plate 2: Length of Summit Curve for Intermediate
Sight Distance ... 43
Plate 3 Length of Summit Curve for Overtaking
Sight Distance .. 45
Plate 4 : Length of Valley Curve ... 47

<<
 VERTICAl. CURVES FOR HIGHWAYS

INTRODUCTION
1.1. Tn the alignment of a highway, it is a generally accepted
practice to follow, as closely as possible, the natural lie of the
land. This practice, while satisfying the aesthetic principles of
road location, lends itself to economical road construction. As
the natural ground is rarely level, the road located therein accord-
ing to these principles will also have a series of grades, often
changing to suit the ground level. For the economical and safe
operation of vehicular traffic, however, certain other important
considerations set definite limits to the grades and also define the
way the changes in grades arc to be effected by the introduction of
vertical curves in the longitudinal profile of the road.

1.2. Not so long ago, the average speed of motor vehicles on

the main roads in this country was about 35 km/h. In recent
years there has been a rapid advance in design. Motor vehicles,
with low centres of gravity and equipped with powerful brakes,
are now built to travel at high speeds. To provide full advantage to
these improved vehicles and thereby to increase the speed of road
transport, it is necessary to improve the design of the road itself
by applying proper geometric standards and by other means,

1.3. To attain the primary objectives of safety and comfort

in travelling over different grades, the design of vertical curves
has to be given due attention. This publication gives a rational
conception of the principles governing the design of vertical curves
on roads.

1.4. The design of vertical curves on highways is not entirely

a matter of mathematical analysis. Factors such as the “personal
equation” of the driver of the vehicle have to be taken into
account and subjected to extensive research. On many such
factors, research work and field observations carried out in other
countries, particularly the United States of America, the United
Kingdom, and Australia have supplied valuable material. Not
all the data used in this publication have been supported by adequ-
ate experimental observations. As further investigations are made
<<
 2
some of the conclusions may need revision in the course of time.

GRADIENTS
2.
2.1. The rate of rise or fall with respect to the horizontal
along the length of a road, expressed as a ratio or a percentage,
is termed the “Gradient”. It is customary to express a gradient
in terms of the natural tangent of the angle of its inclination to the
horizontal. This may also be stated as a ratio, e.g., I in 20, 1 in
25, etc. In the U.S.A. and some other countries the grade is more
often expressed as a percentage as 5 per cent or 4 per cent, etc.

2.2. When an angle is small, its tangent is approximately

equal to its circular measure. For this purpose all angles within
the practical range of gradients on roads may be treated as small.

2.3. In this publication n1 and ii2 are used to denote the

natural tangents as well as circular measures of the angles of
inclination to the horizontal of the two intersecting grade lines.
Thus in Fig. I, n1 is the tangent (or circular Measure) of the
angle BAE and n2 that of the angle BCF. Signs + and are used
—

to denote ascending and descending gradients respectively, in the

line of travel, which, by convention, is generally left to right in
figures.
‘-C

DIRECTION OF TRAVEL

F — C

Fig. 1.

2.4. The angle which measures the change of direction in the

path of motion at the intersection of two grade lines is called the
<< deviation angle. Thus in Fig. I, angle DBC is the total deviation
 3
angle. In this publication ‘N’ will denote the natural tangent or
the circular measure of the deviation angle.
The deviation angle ‘N’ is given by the algebraic difference
between the two grade angles.

Thus N ~‘—

Example

Let n1 or -F or 5 per cent

1 4
== -~ ~or ~ or -.4 per cent
Then N =

= -~- 0.09

2.5. Gradients must be fixed before a vertical curve can be

designed. The designer has always to keep an eye on economy
in selecting the alignment and suggesting the longitudinal profile
of a road. The choice of the alignment of a projected road is
influenced by many considerations, gradients being one of the
most important. The necessity of securing easy grades some-
times compels a long and expensive alignment. On many an
existing road, grades can be improved only by abandoning the
present alignment and re-locating it. Thus, for road projects it
is necessary for the designer to know what gradients are to be
aimed at. With this knowledge the designer is in a position to
achieve a balance between the economy of design and its utility to
the road user.
On motor roads in hilly country the gradients should be such
that they can he negotiated with the least changing of gears by
the heavier vehicles (there is not much animal-drawn traffic on
such roads). This saves time and operation costs. The problem
is somewhat complicated in the plains where roads are used by
the slow moving bullock cart on the one hand, and the fast
modern motor vehicle on the other. For many years to come the
bullock cart will remain a dominating element in the agricultural
economy of this country. Gradients adopted on roads in the
<<plains should, therefore not be such as to have an adverse effect
 5
gradients would add enormously to the cost. In such cases, the
length of continuous grade steeper-than the ruling gradient should
be as short as possible.

‘Exceptional gradients’ are meant to be adopted only in very

difficult situations and for short lengths not exceeding 100 in at a
stretch. In mountainous and steep terrain, successive stretches of
exceptional gradients must be separated by a minimum length of
100 m having gentler gradient (i.e. limiting gradient or flatter).

The rise in elevation over a length of 2 km shall not exceed

100 inin mountainous terrain and 120 m in steep terrain.

2.6. Compensation in Grade for Horizontal Curves

2.6.1. When a vehicle driven by the rear wheels travels on
a curve there is some loss in the tractive force as is explained
below.

A B

L~ig.2.

Let A and B be the rear driving wheels and C and D the front
wheels of a motor vehicle in plan travelling on a curve (Fig. 2). It
is seen that the tractive force acts in the direction EF while the
front wheels should move in the direction GH so as to follow the
curve. As Gil is inclined to EF there will be a tendency t~rthe
vehicle to slide in the direction EF. This tendency is resisted by
the friction between the wheels and the road surface, but in effect
there will be a sliding movement when the curve is sharp. This
action takes up some of the tractive force driving the vehicle for-
<<
 6
ward. In the case of a vehicle with driving wheels in the front
this action would be absent. To maintain the same speed on curve
as on a straight, more of the tractive effort of the vehicle has there-
fore to be mobilised in case of vehicles driven by rear wheels. The
effect of the curve on the tractive effort is, therefore, the same as
that of a grade. if, in addition to the curve, there occurs also a
sharp grade the total effect of the curve and grade should not
exceed that of the limiting gradient specified.

2.6.2. The amount by which the gradients should be eased to

offset the extra tractive effort involved at horizontal curves is
known as ‘grade compensation’. This should be calculated by the
following formula
30+R
Grade compensation (per cent) =
Subject to a maximum of 75/R where R is the radius of the
curve in metres.

Since grade compensation is not necessary for gradients flatter than

4 per cent, when applying grade compensation correction, the
gradients need not be eased beyond 4 per cent.

3. DESIGN SPEEDS
3.1. As stated earlier in para 1, the purpose of designing
proper vertical curves is to achieve a iafe and sustained speed of
travel on a road. The designer must therefore know what maxi-
mum speed is to be sustained on each class of the roads. The
analytical treatment of ver~icalcurves centres round the one domi-
nating factor “speed”.

3.2. The design speeds laid down by the Indian Roads

Congress for the various classes of roads are given in Tables 2
and 3. While Table 2 pertains to rural (non-urban) highways,
Table 3 is for urban roads in plains.

4. ~fHE PURPOSE OF VERTICAL CURVES

4.1. It is a well known fact that considerable forces are

involved when a change takes place in the direction of motion of
a body. When a motor vehicle travelling along one grade is to
<<
 7
I~
~n cu~.
—f’
.e:
U’
n~ I)
~ a
.~‘ ~ :h~. ~
o — z
4;
~ ~
V V
z ~
z 0
0 —
~
_______ ,~‘ .~
~
C
0
U U’ U’
0
~
z~o~ —
0
0

<<
— •~U~~
 S
move on to another grade, a change of direction of motion in the
vertical plane is involved. If this change is not effected gradually
the vehicle will be subjected to shock and the occupants of the
vehicle will experience discomfort. Therefore vertical curves arc
required to ease off the changes in gradients.

4,2. VerticHI curves can be classed into two types viz.,

(I) Summit curvesto ease off intersections convex upwards, and
(2) Valley curves to ~easeoff intersections concave upwards.

4.3. When a vehicle approaches a summit curve, the view of

the road is cut off beyond the summit. Therefore to secure the
required sight distance, the ilitersection of the two grades should
be eased off by interposing ~t properly designed vertical curve.
For valley curves, visibility is not a problem during day time.
However, for night travel, the design must ensure that the roadway
ahead is illuminated by vehicle headlights to a sufficient length
cn~blingthe vehicle to brake to a stop if necessary.

4.4. Sight Distance ConSiderations

4.4.1. Three types of sight distance (see IRC :66-1976 for
more details) are relevant for the design of summit curves. These
are Stopping Sight Distance, Overtaking Sight Distance, and Inter-
mediate Sight Distance, Sight distance values for different design
T~au~
4. Sic~utDISTANcE i’o* V~.arousSnabs

Sight dIstance (metre)

Speed
km/h
Stopping Intermediate Overtaking

20 20 40
25 25 50
30 30 60
35 40 80
4() 45 90 165
50 60 . 120 235
60 80 160 300
65 90 180 340
80 120 240 470
100 ‘80 360 640
<<
 9
TABLE 5. CRIr~alAFOR MEASURING SIGHT DISTANCE

S. Sight distance Driver’s eye Hcl~l~t

No. height of object

I. Safe stopping sight distance 12 m 0.15 m

2. Intermediate sight dlsmnce 1.2 m 1,2 rn
3. OvertakIng sight distance 1.7 ni 1.2 ni

speeds are given in Table 4. The criteria for measurement of the

sight distance are indicated in Table 5.
4.4.2. For valley curves, the design is governed by night
visibility which is reckoned in terms of Headlight Sight Distance.
This distance should at least equal the safe stopping sight distance
given iq Table 4.

5. SUMMIT CURVES
5.1. A curve with convexity upwards is called a Summit
Curve. Figure 3 illustrates cases where Summit Curves have to
be used.

~T.2

c~ ~cendir~g ~de r~CC?

;‘~ t~’ da ~dn~ ~rad e me *~in
5
.1 de~ce”d~~’~
gradt ~ o,cer~dng 9r~ds
Fig. 3. Summit curves

Fig. 3 (a) is ihe case of an ascending gradient intersecting ~.

descending gradient: whereas in Fig~3 (h~an ascending gradient

intersects another ascending gradient. An intermediate case
would be that of an asceiidin~gradient meeting a horizontal.

5.2. Type of Curve

The design of a summit curve ~s principally governed by
considerations of sight distance unless the summit is so low as not
<<
 10
to interfere with visibility. The dynamics of movement over an
ordinary summit curve is of little consequence. This can be
inferred from two considerations : (I) The centrifugal force
generated by the movement of the vehicle along the curve acts
practically in opposition to the force of gravity and is, therefore,
beneficial in so far as it relieves the pressure on the tyres and
springs of the vehicle; (2) Vertical deviation angles on roads are
so small because the summit curves prescribed by the sight dis-
tance are so long and easy that “shock” is automatically rendered
imperceptible to the travellers.

5.3. it, therefore, follows that on summit curves transitions

are not essential and simple circular arcs are good enough. Since
a circular arc has a constant radius of curvature throughout its
length, it gives n constant sight distance all along. From this
viewpoint the alternativç of a curve fully transitional and
symmetrical about the intersection is unsuitable, as the radius of
the curve decreases towards its apex and the visibility on a vertical
transition curve varies from point to point and is smallest across its
apex. At a given intersection of gradients a transition curve will
have to be much longer than a circular arc for equal visibility across
the apex. Because of this disadvantage a transition curve is not
recommended.

5.4. In actual practice a simple parabolic curve is used

instead of the circular arc. The reasons are
(i) A simple parabola is nearly congruent with a circular
arc between the same tangent points, because on
road work the vertical deviation angles are very
small and lengths of curves are very great.
(ii) A parabola is very easy of arithmetical manipulation
for computing ordinates.

5.5. Summit Curve Formulae

In Fig. 4, let AD and DC be the two grade lines intersecting
at D and inclined at +nj. and —?i~to the horizontal. Let ABC
be a parabolic curve between the tangent points A and C. With
A as origin, measure x horizontally and take y as the vertical
<<
 II

intercept between the curve and the grade line ADE. Let the
equation of the curve be
[I]

Fig. 4.

From the geometry of the figure it is clear that

EC = EF ±FC
— L
2 2
L +n2)= LN
2

Since summit curves are long and flat, the length of the curve ABC
and its horizontal projection AM arc for all practical purposes
equal, each L.

At the point C on the curve, x 1. and t’ EC

Putting these values in the equation of the curve.

2
LN
2 — L(1
2L
Therefore a = [2j

<<
 12
5.6. Radius of Curvature of Summit Curve
Let (x, y) be the Cartesian coordinates of any point on any
curve. Let B be the radius of curvature at that point. If the
1 d2
curve is fiat, R = ~ 13]

The equation to the summit parabolic curve y = -i--

Therefore dy = 2x
dx a
d d2y 2
an
that is B = -~-- [4]

But in equation (2), we have shown that

2L

Hence B = [5]

5.7. Formulae for Length of Summit Curves

57.1. The length of a summit curve depends .on (i) the
deviation angle, (N), and (ii) the required sight distance (S),
which may be either the overtaking sight distance or the inter-
mediate sight distance. or the minimum sight distance which is
equal to the safe stopping distance.

5.7.2. The gradients on both sides of the intersection are

selected on the principles already discussed in para. 2.5. The
deviation angle and the chainage of the point of intersection of
the gradients can then be measured and recorded.

5.7.3. In calculating the length of the curve two cases have

to be considered:

<<
 13

For Overtaking Sight I )istances*

(‘a~cI : When the length of the curve exceeds the required
sight dislance, that is, I. is greater than S. ~n Fig. 5, ABC is a
parabolic curve: A and C are tangent points, E1E2=S, the
required sight distance ; H, the height of the driver’s eye above
the road level ; N. (he deviation angle ODC ; and L, the hori-
zontal projection (AM) ol the curve ABC.

From the geometry of the Figure it is obvious that

OC OF IC
L

L
2 ‘-14 ~~-—- ‘I

Fig. 5.

Since grade angles are always small, the lengths of the curve ABC
and the lines AC and AM can each be taken as very nearly
equal to L.
*This also applies to Intermediate Sight Distance as the criteria for measuremcnt
are the same.
<<
 14

From the properties of the parabola—

BG (PQ)2
Bi * (AC)2
Putting BG rr H
BJ = Wi
LN LN
= ~ X -~- = T~

PQ = S
and AC=L,
8H 2
L1~r(L)2
N.S2
Or 8H [6]

As indicated in Table 5, H = 1.2 m

N, S2
Hence L = . [7]

Case I!: When the length of the curve is less than the
required sight distance, that is L is less than S. In Fig. 6, ABC is
the parabolic curve and E
1E2 is the sight distance S.

I-

2
S S
2 2 -

Fig. 6.
<<
 15
Now DB Wi
-~ ,~ < ~.
L ~ .

-~ Li~/
Also from the geometry of the figure,
BZ I-I, and DZ=DB+BZ
Therefore DZ
but DZ ~, KQ

2 2
S.N

Equating the two values of DZ,

LN SN

Hence L = 2S _-~-~41i [8]

Putting H =. 1.2 in

L=2S—2~—. (9)

For Safe Stopping Sight Distance

In this ease, the situation corresponds to that shown in
Fig. 7. The driver of the vehicle sights the top of an object 0.15 in
high lying beyond the apex of the curve.
/
/

sight lIA~ N

NN

— I

<< Fig. 7.
 16

Case I: When the length of the curve exceeds the required

sight distance, that Is, L Is greater than S. From geometry of the
parabola,
(BC)2 H 1.2
(CDhiT3~ =8
CD = = 0.354BC
‘/8
S = BC±CD= 1.354 BC or
BC = 0.738 S
BB 2
Cf1 —
—
BC
AJ2

But CJ=-~- and BB

1=H

8H (0.738 5)2 2.182S~

LN IL\2
~.2) — L

2.18
8HS~ —
2.18 NS1
8x1.2 NS2
4.4 [10]

Case II: When the length of the curve Is less than the requir-
ed sight distance, that Is, L Is less than S. The formula works
out to—
4.4
[11]

5.7.4. The length of summit curve for various cases men-

tioned above can be read from Plates 1, 2 and 3, In these Plates,
value of the ordinate ‘M’ to the curve from the intersection point
of the grade lines is also shown.

5.7.5. For quick comparison of the length of summit curve

for the three types of sight distance for the case when L is greater
than S, the lengths are shown in terms of the grade difference in
<< Table 6.
 17
TABLE 6. LENOIH OF VERTICAL CuRvEs FOR DtFFERENT SPEEDS WHEN
LENGTH o~CuRvE is GREATER THAN Stoirr DISTANcE

Design Length of summit curve ( metre) for Length of

speed ~ valley curve
(km!h) ~~~______ — (metre) for
Stopping Intermediate Overtaking h~ad1ight
sight distance sight distance sight distance distance

20 O.9A 1 lA 1 .8A
25 1 .4A 2.6A 2.6A
30 2.OA 3.8A 3.5A
35 3.6A 6.7A 5.5A
40 4.6A 8.4A 28.4A 6.6A
50 8,2A 15.OA 575A 10.OA
60 14.5A 26.7A 93.7A 15.OA
65 18,4A 33.8A 120.4A 17.4A

.
80 32.6A 60.OA 230.IA 25.3A
100 73.6A 135.OA 426.7A 41.5A

Nofec: 1. ‘A’ in the above Table is the algebraic difference in grades e~pres-
sed as percentage.
2. The length of curves should be subject to minimum values given
in Table 7.

5.8. Minimum Length of Vertical Curve.

From equations (6) to (9), it is seen that the length L of a
vertical curve decreases as N and/or S decreases. Therefore,
in some cases the length of the curve needed for providing the
required sight distance would be very small. Further in flat grades
no vertical curve may be necessary for visibility; but for comfort
in driving and to avoid shock, it is necessary to introduce a vertical
curve except perhaps in very fiat grades. The minimum )ength of
the curve should be as indicated in Table 7. This Table also shows
the maximum grade change not requiring a vertical curve.

5.9. Calculating Ordinates of Summit Curves

For the purposes of plotting and laying out a curve, its length
is divided into a number of equal chords and the ordinates to the
curve calculated at the ends of these chords.
<<
 18
TABLE 7. MINIMuM LENGTH OF VERT!cAi. CURVES

Design speed (km~h) Maximum grade change Minimum length of

(per cent) not requiring vertical curve
a vertical curve (metre)

Upto .5 1.5 15
40 .1.2 20
50 1.0 30
65 0.8 40
80 0.6 50
100 0.5 flU

Ordinates Yl, y~y3 v, at stations 1, 2, 3 r (Fig. 8)

are calculated as under
2
Since y =
xa
- -

= ~-, (where u is the chosen length of the chord)

(2u)2
Y2 or j~ x 22

Y3 = ‘i x 32

= .i’i )< r2

‘2 -“-B

I ——— —

1-ig. 5.
<<
 19
Let C be the point on the road surface curve at the end of the
r0~sub-chord. Let C1 be the point on the grade line vertically
above C. Let the reduced level of the tangent point A be 100.00.
Then R. L. of C1 = 100.0O+r (uxn1)
R.L.ofC = R.L.ofC1—yr
Similarly, the R. Ls. of other points on the curve should be worked
out.

5.10. Highest Point on Summit Curve

It is sometimes important to know the position of the highest
point on a vertical curve for the purpose of layout of drainage
appurtenances and for ascertaining vertical clearances in restricted
locations as road under bridges, etc.

When the two grades are equal the curve would be Symmet-
rical about the vertical bisector of the intersecting angle and the
highest point would also lie on this bisector. When the two grades
are unequal the curve would be tilted and the highest point of the
curve would lie on the side of the flatter gradient.

I-.
Fig. 9.

In Fig. 9 let 7’ be the highest, point distant x, from the

origin A.
The equation of the curve is y =

<< The refore ET =

 20

Also EF —. fl
1X~ 2
Hence Z = FT = EF---ET = x
T will be the highest point when 7 is maximum.

i.e., whcn’’ ‘-- 0

dx
2x
1~
That is. when ~
a

Or X(~ a

2L 2L
But a~— = ---
N ii~±ii~

Hence x0 --- I
~ _L.fl2

6. ~‘Ai.LEV CURVES
6.1. A vertical curve concave upwards is known as a valley
curve, dip or sag. Fig. 10 illiis~ratestwo eases where valley curves
have to he used.

“2

C Utfl b*~Wltfl OCt ,i.tttfldiB~ ~ b~~’~Ifl t~o

Qod OCt oi.’.g g~’odt
~..c,ndiBq ~rAdI,

ig. 10. Valley curve

1:1g. 10 (a) is the case of a descending gradient intersecting an

.~scending gradient, whereas in Fig. 10 (h) a descending gradient
inei sects another descending gradient. n between these two
c: ‘.cs ~ mild he the case of a d~sL’ending gradient meeting a
<< i/~~ita I.
 21

6.2. De~iationangle on Valley Curves

According to the general rule already stated, the deviation
angle is the algebraic difference of the two grade angles. Thus, in
Fig. 10 (a)
N ~ angle CDE ( ,,~) (~J,,~ ~ “2) and in Fig 10 (h)

N angle CDE = (-—n~) (“2) (~zI-—fl2)

6.3. l.ength of Valley Curves

6.3.1. Valley curves should have the shape of square
parabola similar to summit curves. A number ot’ criteria are
available for establishing the lengths ot’ valley curves. Most
commonly used among these are (i) headlight sight distance which
is recommended in this publication and (ii) rider comfort.
6.3.2. When a vehicle traverses a valley curvc at night, the
portion of road lighted ahead depends on the height ol’ the head-
lights above the road surface and the direction oh’ the light bean),
The valley curve should be long enough so that the distance ahead
lighted by the headlights is at least equal to the safe stopping
sight distance. For determining the length of valley curves based
on the above considerations the following criteria apply
(1) Height of headlight above road surface is 0.75 m
(ii) The useful beam of headlight is upto one dcgicc
upwards from the grade of the road; and
(iii) The height of object is nil.
6.3.3. The design criteria for determining the length ol’
valley curves are depicted in Fig. 11. From the geometry,
equations for calculating the length are as follows

Case (i) When the length of the curve exceeds the required
sight distance, i.e. L is greater than S
NS2
L 1.50 + 0.035 S
Case (ii) When the length of the curve is less than the
required sight distance, i.e. L is less than S
1.50+0.035 S
L=2S—
<<
 22

$topping stgM
di ~t ~n

lig. II.

In both cascs
N deviation augic, i.e. the algebraic difference between the
—.~

two grades
L ~ length of parabolic vertical curve in metres
S = stopping sight distance in metres

Length of valley curve for various grade differences is given

in Table 6, and in graphical form in Plate 4. These are only
minimum values, and longer lengths should be provided wherever
feasible.

6.3.4. On valley curves, the gravitational and centrifugal

forces act combinedly resulting in extra pressure on the tyres and
springs of the vehicle The effect of this on travel comfort depends
on several factors such as the vehicle body suspension, tyre flexi-
bility, weight carried, etc. The broad conclusions from limited
observations show that for riding comfort on valley curves, the
radial acceleration should not exceed 0.3 metre per second per
second. The length of vertical curve required to satisfy this
comfort factor is only about 75 per cent of that required to satisfy
the headlight sight distance requirement. It is, therefore, recom-
mended that the length of valley curves for design should be based
on the considerations discussed in para 6.3.2. The values as
derived should, however, be subject to the minimum lengths
<< indicated in Table 7.
 23
6.3.5. 1)raiiia~cconsidc rations become mi poltant, for valley
curves between a descending grade and an ascending grade as in
Fig. 10 (at. For drainage purposes. it is desirable that the curve
has a minimum gradient of 0,5 per cent if the side drains arc lined
and 1.0 per cent if these are unlined.

6.4 Finding the Lowest point on a Valley Curve

When a ~allcy curve is included between descending and
ascending grades, it is necessary to know the lowest point on the
curve for fixing the positions of culverts, drain outlets, etc. When
the two grades are unequal, the lowest point occurs on the side of
the flatter gradient

hg. 12.

Iii Fig. 12, let the lowest point bc distant x, front A. From
derivations similar to those for summit curves given in para 5.10,
it can be shown that the lowest point is at a distance of ~ L
111 +712
from point A.

6.5. computing Ordinates of Valley Curves

Since valley curve is also in the shape of a Square parabola,
the ordinates can be calculated similar to summit curves described
in para 5.9.

<<
 24

tsar ton 101

*

lig. 13.
Referring to Fig. 13, the ordinates .vi~.u2, j’~ )‘r at
stations 1, 2, 3 r work out to

= U•~_(where ii is the chosen length of the chord)

Y2 = >~2

Yr — .

Let C be the point on the road surface at the end or the ~ sub-
chord. Let C1 be the point on the grade line vertically below C.
Let the reduced level of the tangent point A be 100.
Then R.L. of C1 l00—r (ucu1)
-~

R.L. of C = R,L. of C’1+y,

Siniilarly, R.Ls of other points on the curve can be worked out.

7 PRACTiCAL DESIGN OF VER1ICAL CURVES ON HIGHWAYS

7.1. General
In the application to actual problems of the principles
enunciated in the previous Sections, the following points deserve
to be borne in mind.
<<
 25
The vertical curvature of roads should be bold in design and
long easy curves should take in all minor changes in ground levels.
As far as possible, numerous changes in gradients joined together
with short vertical curves should be avoided, except in mountain-
ous country where the adoption of long and easy curves might
become very costly. The economic aspect of vehicle operation is
very important in the choice of grades since the greater consump-
tion of fuel and the heavier wear and tear of tyres and brakes of
vehicles in traversing a wide range of vertical rises and falls would
add heavily to operation costs.

In the design of the grade hineof a road and its co-ordination

with the horizontal alignment, the following points of guidance will
be helpful
(i) The vertical alignment should provide for a smooth longitudinal
prouile consistent with category of the the road and lie of the terrain.
Grade changes should not be too frequent as to cause kinks and
visual discontinuities in the profile. Desirably, there should he no
change in grade within a distance of 150 m.
(ii) A short valley curve within an otherwise continuous profile is unde-
sirable since this tends to distort the perspective view and can he
hazardous.
(iii) Broken-hack grade lines. i.e. two vertical curves in the same (lirec-
tion separated by a short tangent, should he avoided due to poor
appearance, and preferably replaced by a single long curve.
(iv) Decks of small cross-drainage structures, (i.e. culverts and minor
bridges) should follow the same profile as the flanking road section,
without any break in the grade line.
(v) For small bridges upto 30 m span and having horizontal deck, it
would be preferable to combine the tianking sections into a single
vertical curve.
(vi) The overall appearance of a highway can be enhanced considerably
by judicious combination of the horizontal and vertical alignments.
Plan and profile of the road should not be designed independently
but in unison so as to produce an appropriate three-dimensional
effect. Proper co-ordination in this respect will ensure safety,
improve utility of the highway and contribute to overall aesthetics.
(vii) The degree of curvature should be in proper balance with the
gradients. Straight alignment or flat horizontal curves at the expense
of steep or long grades, or excessive curvature in a road with flat
grades. do not constitute balanced designs and should he avoided.

<<
 26
(viii) Vertical curvature superimposed upon horizontal curvature gives a
pleasing effect, As such the vertical and horizontal curves should
coincide as far as possible and their length should be more or less
equal. If this is difficult for any reason, the horizontal curve should
be somewhat longer than the vertical curve.
(ix) Sharp horizontal curves should be avoided at or near the apex of
pronounced summit/sag vertical curves from safety considerations.

7.2. Design of Summit Curves

The design of summit curves follows the procedure given
below.

“1.2.1. On a longitudinal section of the road drawn to scale

are fixed the economical gradients, selected by taking into consi-
deration the amount of earthwork and other incidental works
involved. The value of two gradients meeting at a point being
known, the deviation angle N is known (see para. 2.4).

7.2.2. The sight distance applicable to the section of the

road is selected, taking into account the classification of the road,
the topography of the country and whether the section lies in an
overtaking zone or non-overtaking zone (see IRC 66-1976).

7.2.3. The value of N and S being thus known, the appro-

priate length of the summit curve, L, corresponding to these values
is read off from Plate 1, 2 or 3, as applicable.

7.2.4. The value of L as read from the graph is then round-

ded off so that the modified value is divisible into a number of
equal chords of a reasonable length not exceeding R/200, where R
is the radius of the curve at the apex given by R = UN.

7.2.5. By reading the value of M for the length designed

from the graph, the depth of cutting required for constructing the
curve is obtained. This depth may be checked to see if the cutting
would be excessive.

7.2.6. The constant “a” is calculated from equation [2] and

~he first ordinate v1, obtained. The other ordinates and reduced
levels of the various station points on the curve are then calculated
and tabulated for facility in setting out in the field.

<<
 27

7.3. Des~guo Valley Curves

7.3.1. The gradient lines are marked on the longitudInal
section of the road and the deviation angle, N, calculated as
explained in para 7.2.1.

7.3.2. The design speed, V. appropriate to the class of road

and the topography of the country, isnoted down.
7.3.3. By using thà graphs in Plate 4 is obtained the length
of the curve for the corresponding values of N and V. This length,
L, is rounded off so as to he: dk’fsibi~Into a number of equal
chords of a convenient length not exceeding 11/200.
7.3.4. From equation [2] the constant “a” and the first
ordinate y1 (para. 6.5) are obtained and the other ordinates and
reduced levels of the station points are calculated from these and
tabulated for setting out in the field.

7.4. Shock-free Curves at Humps

7.4.1. It is desirable that the deck or top level of cuiverts
should be fixed in line with the grade line of the flanking sections
of the road so that no hump occurs. This may not, however, be
possible on an existing road where culverts occur with deck levels
higher than the general road levels, but the height of hump not
sufficient enough to obstruct the sight line. For such cases, the
approaches on either side should be provided with smooth vertical
curves (summit and valley curves) The length of these curves
should not be less than the minimum lengths mdicattd in Table 7

7.5. Measurement of Vertical SIØt Distl’có

:

7.5.1. As discussed in earlier paras, one of the important

pourposes of providing a vertical curve is to ensure the necessary
visibility or the sight distance along the grade line, Provision of
sight distance must therefore receive attention right from early
stages where the alignment is still flexible and subject to adjust-
‘rnents. Quick appraisals are best had by graphical means. By
determining graphically the available sight distances from the
longitudinal sections and recording them at conveniCnt intervals,
deficiencies in visibility become evident well before detailed design
is already under way. Perusal of such records will enable the
<<
 28
designer to decide on what modifications to make in profile for the
required visibility, and to otherwise create a more balanced and
effective design. For existing roads under improvements too, such
a study will be highly useful in determining the visibility deficiencies
and making the necessary improvements to the grade line.
7.5.2. As recommended in IRC : SP:19 “Manual for
Survey, Investigation and Preparation of Road Projects”, the longi-
tudinal sections are plotted to the following scales
(9 Built-up areas and stretches in hilly terrain—i 1000 for horizontal
scale and 1 100 for vertical scale,
(ii) Plain and rolling terrain—i 2500 for horizonttl scale and 1: 250
for vertical scale.

If L is the length of the vertical curve required for gradient

N, its radius P is equal to%~. The radius ‘P for purposes of plot-

ting is then where V is the vertical scale of the drawing and

H the horizontal. Having known the value of ‘r’, the vertical
curve is easily drawn on the profile with the aid of spline or railway
curves. For the recommended scales of plotting having vertical
horizontal scale ratio of 1:10, the error in measurement of sight
distance will not be more than about 5 per cent.
7.5.3. Measurement of vertical sight distance at summit
curves may be done from plotted profiles of the highway by the
method illastrated. in Fig. 14. A tránsparOt straight edge with
parallel edges 1.2 m apart and a dotted line 0.15 m from the
upper edge, as per the vertical scale of the profile, is the tool

transparent straight •dge

Qvo.ilgbIe stopping siqht dstonee

~avwlats overtaking! int,rm,diaJe

d et ames
,~qhP J
Fig. 14.
<<
 2*
employed for these measurements. The transparent strip is
placed on the profile with the lower edge at the station for which
the available sight distance is desired and the strip revolved about
this point until the upper edge touches the profile. Stopping sight
distance available is then the distance between the first station and
the point of intesection of the 0.15 m line with the profile. Over-
taking/intermediate sight distance, in similar manner, is the
distance between the initial station and the point where lower edge
of the strip meets the profile. If overhead obstructions to visibility
like underbridges, etc. have also been marked on the profile, then
the graphical method explained above will unveil visibility deficien-
cies caused by these.
7.5.4. Availability of headlight sight distance along valley
curves can also be checked in a similar way except that the tem-
plate for checking will be different as explained in Fig. 15. At the

~todlghP ————H
$1 ght dg siwice

Fig. 15.

point where the sight distance is to he checked, the lower edge of

the tamplate is kept tangential to the road surface, and the head-
light distance is the distance between starting station and the point
of intetersection between the road profile and light ray line (marked
1°upward from the headlight)

8. EXAMPLES
PnonLnt No. 1
Design of a Vertical Summit Curve on a
National Highway in Plain Terrain
Data (i) Gradients = + 1/25 or 4 per cent
and n2 = —1/30 or 3.33 per cent
<<
 30

(ii) Class of Road—National Highway

(iii) Design Speed—l00 km/h
(iv) The existing features near the locality permit the
adoption of only the minimum sight distances.
Case I will show the design for a curve providing
non-overtaking sight distance and Case II that for
over-taking sight distance.

Solution

(a) Deviation angle N=+ — (-— ~ )

= 0.040 -H 0.033
= 0.073
(b) Sight distance

Referring to Table 4, the minimum non-overtaking sight

distance for a speed of 100 km/h is 180 m and the corresponding
overtaking sight distance is 640 m for an undivided carriageway.

Case I: Non-overtaking sight distance

(c) Length of curve

From Plate I corresponding to iV 0.073 and S 180 m, the

length of the curve is 540 m. Divide the curve into 18 equal chords
of 30 m each.

The radius 01’ curvature UN — 7360 m

(d) Calculation of the design chart

a N Equation [2] (Para. 5.~.)

2.540 147 5
0.073

From equation y~= ~‘. (Para. 5.9)

30/:30
First ordinate y~ — 14795 = 0.061

<<
 The design is then worked out assuming the beginning of the
vertical curve (B V. C) to be RL IOOMO as in Table E—L
(e) Highest point on the curve
From equation in para 5.10
= xL
nl+n2
0.04x540 9589
0.04+0.033 2
The reduced level of this point is worked as under
/295.89 2
y max = ~ xy~=5.915
RL. of the point along the 1/25 gradient corresponding to the
highest point on the curve
= 100 + 295.89 x 4.00
= 111.84
R,L, of the highest point = 111.84 —5.915
= 105.925

In the field it is essential to mark the highest point also. The

solution is indicated diagrammatically in Fig. 16.

P L~

073

/9 4.~4I

<< Fig 16.

32
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~ *
~
— ~u ~ 00000—N N
~ ~
000000000_
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~ V
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~ ~
U
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—
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ci
woji.7 0000000000
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o~c~ ~

<<
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z~ ~0N~NoQ~
 33
Case II: Os’ertaking sight distance
(i) From Plate 3 corresponding to N = 0,073 and
V= ~00km/h the intersection point giving the length
‘~fthe curve for the given conditions is outside the
ch~vts, Therefore using equation [7],
2 0.073x640x640
L = NS
9 ~= =3115m
-——-—~—.~-—

Round off the length to 3200 m. The radius of curva-

ture of the curve is 43,836 in. Divide the curve into
32 stations of 100 m each.

(ii) Calculation of the design chart : From equation

[2] pam 5.5.
2L
a— N
3200><2 87671
= ~ =

u2 lOOxlOO
ii 87671

= 0.114
(iii) Highest point of the curve occurs at xo. From
equation (vide para 5.10.)

:t >(L
nl+ fl
2

= ~~5i3 x 3200 = 1753,4

2x0.l14
ymax = 17.53
= 35.03 in

R. L. along the 4 per cent grade = 100.00+17.53x4

= 170.12
R. L. of the highest point 170.12—35.03
135.09
The solution is diagrammatically indicated in Fig. 17.
<<
 3d

— PP7

,,‘O4~6 .,

-—. eo~.——- — --rn-.

Fig. 17.

PROBLEM NO. 2

For the case in problem 1, site conditions do not permit the

provision of a summit curve exceeding 300 m in length. For stopp-
ing sight distance considerations~find (I) the adjustments required
in the grades for permitting the design speed of 100 km/h, and (ii)
the safe speed if the grades are not changed.

(i) Adjusting the approach gradients

For the speed of 100km/h, S= 180rn
L as given 300 in —

N = 4.4L 4.4x 300

S2 — ISOx 180 —0040
—

The gradients should be so adjusted that their algebraic diffe-

rence is 0.04.

(ii) Limiting the safe speed

IVS2
S2 — 4.4xL
4.4 > 300
N
—- = 0.073
S = 134.5m
The safe speed corresponding to stopping sight distance of
134.5 m=85 km/h.
<<
 35
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 36
PROBLEM NO. 3
Design the approach to a long bridge on a National Highway
in plain terrain. The deck of the bridge is 5.5 in above the general
road level. Provide for intermediate sight distance.
Design speed = tOO km/h
S (intermediate) 360 in
~—

From Fig, 18, ignoring the straightline grade CD,

~. (LsH- Lv) x N = 5.5 in
Try N — 0.025 (i.e. I in 40)
is (from Plate 2) == 337.5 in or 340 in
Lv (from Plate 4) = 70 in
~%
(340 + 70)xO.025 = 5.125 in

dl~*QS ¶-4~

•104 ~
310,0 023

_4 fl,

dl t,VOQdlfl4’~.O~
—c~no

~• ~
.001 1

- ----

— ~ t,,3.E0.

—...—--——— — t,~tl ~ 0 ~ S2~ —

Fig. 18

This is near enough, and the balance fall (5.5 5.125) or

0.375 in will be covered by straight grade portion CD
0.375
Length of CD = =15 in

(i) Design of summit curve

Divide the length of the curve in chords 30 in each. The
design chart may be calculated as under

Constant a = w= 2x340
2L
0.025 = 27,200
<<
 37

30x30
First ordinate Yi — 27200 0.033

The other ordinates can be calculated and the levels on the

curve worked out similar to Problem No. I.

(ii) Design of valley curve

Divide the length of the curve in chords ID in each. The
design chart may be prepared as under
2L 2x70
Constant a = = 5600

lOx 10
First ordinate Yi 560 = 0.0179
Since valley curve is also of square parabola, the other
ordinates can be calculated similar to summit curves.

The profile is shown in Fig. iS. The total length of one side
bridge approach works out to 425 in.

PROBLEM NO. 4

For the case in Problem 3, work out the profile for a gradient
of 1 in 50 (2 per cent) and compare with the profile obtained with
the gradient of 1 in 40 (Problem No. 3).
S = 360 in
0.02
Lx (front Plate 2) = 240 in
Lv (minimum) = 60 in

Assuming the general level of the road to be R.L. 100.0, Referring

to Fig. 18 for symbols,
R.L. of F = 100.0
-do- D == 100 -F ~t x 60 )< 0.02 = 100.6

-do-E= 100-I- ~ 100.15

-do- C = 105.5 —-4x 240 x 0.02 = 103. 1

-do- B = 105.5 — -~ = 104.9

<<
 38

Difference in level between C and 0 = 103.1 — 100.6 = 2.5 in

Length of CD 2.5x50 = 125 in

=1

Total length of approach == 240+60+ 125 = 425 in which is

the same as that obtained in problem No, 3 with I in 40 gradient.

PROBLEM NO. 5
An urban arterial having divided carriageway is to cross a
railway line over a bridge 25 in span. The difference in deck level
of the bridge and the general road level is 6.0 m. Design suitable
profile for the approaches.

As the location is in urban area where a lot of slow moving

traffic is e~pected, it is preferable to adopt a flat gradient of I in
40 to I in 50. For the present case, adopt a gradient of I in 50,
or 0.02.

Stopping sight distance will apply for divided carriageways.

For the design speed of 80 km/h (vide IRC 86-1983),
5 120 m

(i) Design of summit curve

As the bridge span is short, less than 30 in, it will be prefer’
able to provide a single summit curve encompassing the bridge
deck as well.
N = 0,02-1-0.02 = 0.04
~from Plate 1) = 131 m, or adopt 150 in

L 150

The maximum difference in level between the horizontal and

the curve at the centre of bridge (see Fig. 19)
12 25x25
8R - = 83750 = 0.021 in or 2,1 cm

This can be accommodated in the wearing course.

<<
 7Q~..~

r~ ~ ‘~
W L ~06-Q.
—00 27

0 TAfl.S *7 A

‘60. 3~—l~0.7
I 77 ,

x~ 00— 237. —

1... ~ — ~ *~._. L,.77~7 4.~. ~

~pp’o4cA s’470

Fig. 19,

lii) VaI1e~cur~e
For the gradient of N = 0.Q2 and design speed of 80 km/h,
the minimum lengths given Table 7 will apply. That is, the length
of valley curve on either side will be 50 m.

The proposed profile is shown in Fig. 19.

PROBLEM NO. 6
The deck of a slab culvert on a National Highway is 0.6 in
above the general road level on the flanks. Design suitable shock-
free curves for the culvert approaches.

As the hump caused by the culvert will not obstruct the

visibility, the minimum lengths from riding comfort considerations
~see Table 7) will govern the design.

Referring to Fig. 20, let slope of the grade line be N.

~i(Ls+L~)xN 0,6
N ~0.6x2 001
604-60
Let R.L of the road at A 100.00

R.L of C == 100 -~- 0.01 100.30

<<
 40

0 6..

m
L~—~O’n

Fig. 20.

R,Lof.B ioo+..2~- = 100.075

R.L of D 100.6 . ~ 100.525

Levels of in-between points as also of the approach on the

other side can he calculated in a similar way.

<<
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