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After reading this article you will learn about: 1. Definition of Curves 2. Classification of
Curves 3. Various Parts 4. Elements 5. Designation 6. Methods 7. Transition Curve.

Definition of Curves:
Curves are regular bends provided in the lines of communication like roads, railways etc.
and also in canals to bring about the gradual change of direction. They are also used in the
vertical plane at all changes of grade to avoid the abrupt change of grade at the apex.

Curves provided in the horizontal plane to have the gradual change in direction are known
as Horizontal curves, whereas those provided in the vertical plane to obtain the gradual
change in grade are known as vertical curves. Curves are laid out on the ground along the
centre line of the work. They may be circular or parabolic.

Classification of Curves:
ADVERTISEMENTS:

(i) Simple,

(ii) Compound

(iii) Reverse and

(iv) Deviation
ADVERTISEMENTS:

(i) Simple Curve:

A simple curve consists of a single arc of a circle connecting two straights. It has radius of
the same magnitude throughout. In fig. 11.1 T1 D T2 is the simple curve with T1O as its radius.

(ii) Compound Curve:

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A compound curve consists of two or more simple curves having different radii bending in
the same direction and lying on the same side of the common tangent. Their centres lie on
the same side of the curve. In fig. 11.2, T1 P T2 is the compound curve with T1O1 and PO2 as its
radii.

(iii) Reverse (or Serpentine) Curve:

A reverse or serpentine curve is made up of two arcs having equal or different radii bending
in opposite directions with a common tangent at their junction. Their centres lie of opposite
sides of the curve. In fig. 11.3 T1 P T2 is the reverse curve with T1O1and PO2 as its radii.
ADVERTISEMENTS:
Reverse curves are used when the straights arc parallel or intersect at a very small angle.
They are commonly used in railway sidings and sometimes on railway tracks and roads
meant for low speeds. They should be avoided as far as possible on main railway lines and
highways where speeds are necessarily high.

(iv) Deviation Curve:

ADVERTISEMENTS:

A deviation curve is simply a combination of two reverse curves. It is used when it becomes
necessary to deviate from a given straight path in order to avoid intervening obstructions
such as a bend of river, a building, etc. In fig. 11.4. T 1 EDFT2 is the deviation curve with T1O,
EO2 and FO2 as its radii.
Names of Various Parts of a Curve: (Fig. 11.5):
(i) The two straight lines AB and BC, which are connected by the curve are called the
tangents or straights to the curve.

(ii) The points of intersection of the two straights (B) is called the intersection point or the
vertex.

(iii) When the curve deflects to the right side of the progress of survey as in fig. 11.5, it is
termed as right handed curve and when to the left, it is termed as left handed curve.

(iv) The lines AB and BC are tangents to the curves. AB is called the first tangent or the rear
tangent BC is called the second tangent or the forward tangent.

(v) The points (T1 and T2) at which the curve touches the tangents are called the tangent
points. The beginning of the curve (T1) is called the tangent curve point and the end of the
curve (T2) is called the curve tangent point.
(vi) The angle between the tangent lines AB and BC (ABC) is called the angle of intersection
(I)
(vii) The angle by which the forward tangent deflects from the rear tangent is called the
deflection angle (ɸ) of the curve.

(viii) The distance the two tangent point of intersection to the tangent point is called the
tangent length (BT1and BT2).
(ix) The line joining the two tangent points (T1 and T2) is known as the long-chord
(x) The arc T1FT2 is called the length of the curve.
(xi) The mid-point (F) of the arc (T1FT2) in called summit or apex of the curve.
(xii) The distance from the point of intersection to the apex of the curve BF is called the apex
distance.

(xiii) The distance between the apex of the curve and the midpoint of the long chord (EF) is
called the versed sine of the curve.

(xiv) The angle subtended at the centre of the curve by the arc T 1FT2 is known as the Central
angle and is equal to the deflection angle (ɸ).
Elements of a Curve (Fig. 11.5):

Designation of Curves:
A curve may be designated either by the radius or by the angle subtended at the centre by a
chord of particular length In India, a curve is designated by the angle (in degrees) subtended
at the centre by a chord of 30 metres (100 ft.) length. This angle is called the degree of the
curve (D).

The relation between the radius and the degree of the curve may be determined
as follows:
Refer to fig 11.6:
Let R= The radius of the curves in meters

D= The degree of the curve

MN= The chord, 30m long

P= The mid-point of the chord

The approximate relation holds good up to 5° curves. For higher degree curves, the exact
relation should be used.

Methods of Curve Ranging:

A curve may be set out:
1. By linear methods, where chain and tape are used.

2. By angular or instrumental methods, where a theodolite with or without a chain is used.

Before starting setting out a curve by any method, the exact positions of the tangent points
between which the curve lies, must be determined.

For this, proceed as follows: (Fig. 11.5)

(i) Having fixed the directions of the straights, produce them to meet at point (B).

(ii) Set up a theodolite at the intersection point (B) and measure the angle of intersection
(I). Then find the deflection angle (ɸ) by subtracting (I) from 180°. i.e., ɸ = 180° — I
(iii) Calculate the tangent length from the Eqn. 11.3: 

(iv) Measure the tangent length (BT1) backward along the rear tangent BA from the
intersection point B, thus locating the position of T 1.
(v) Similarly, locate the position of T2by measuring the same distance forward along the
forward tangent BC from B,
Having located the positions of the tangent points T 1 and T2; their changes may be
determined. The change of T1 is obtained by subtracting the tangent length from the known
change of the intersection point B. And the change of T 2 is found by adding the length of the
curve to the change to T1.
Then the pegs are fixed at equal intervals on the curve. The interval between the pegs is
usually 30 m or one chain length. This distance should actually be measured along the arc,
but in practice it is measured along the chord, as the difference between the chord and the
corresponding arc is small and hence negligible. In order that this difference is always small
and negligible, the length of the chord should not be more than 1/20th of the radius of the
curve. The curve is then obtained by joining all these pegs.

The distances along the centre line of the curve are continuously measured from the point of
beginning of the line upto the end, i.e., the pegs along the centre line of the work should be
at equal interval from the beginning of the line to the end. There should be no break in the
regularity of their spacing in passing from a tangent to a curve or from a curve to a tangent.

For this reason, the first peg on the curve is fixed at such a distance from the first tangent
point (T1) that its change becomes the whole number of chains i.e. the whole number of peg
interval. The length of the first chord is thus less than the peg interval and is called as a sub-
chord. Similarly there will be a sub chord at the end of the curve. Thus a curve usually
consists of two-chords and a number of full chords. This is made clear from the following
example.
Transition Curves:
A non-circular curve of varying radius introduced between a straight and a circular curve for
the purpose of giving easy changes of direction of a route is called a transition or easement
curve. It is also inserted between two branches of a compound or reverse curve.

Advantages of providing a transition curve at each end of a circular curve:

(i) The transition from the tangent to the circular curve and from the circular curve to the
tangent is made gradual.

(ii) It provides satisfactory means of obtaining a gradual increase of super-elevation from

zero on the tangent to the required full amount on the main circular curve.

(iii) Danger of derailment, side skidding or overturning of vehicles is eliminated.

(iv) Discomfort to passengers is eliminated.

Conditions to be fulfilled by the transition curve:

(i) It should meet the tangent line as well as the circular curve tangentially.

(ii) The rate of increase of curvature along the transition curve should be the same as that of
increase of super-elevation.

(iii) The length of the transition curve should be such that the full super-elevation is
attained at the junction with the circular curve.

(iv) Its radius at the junction with the circular curve should be equal to that of circular
curve.

There are three types of transition curves in common use:

(1) A cubic parabola,

(2) A cubical spiral, and

(3) A lemniscate, the first two are used on railways and highways both, while the third on
highways only.

When the transition curves are introduced at each end of the main circular curve, the
combination thus obtained is known as combined or Composite Curve.

Super-Elevation or Cant:
When a vehicle passes from a straight to a curve, it is acted upon by a centrifugal force in
addition to its own weight, both acting through the centre of gravity of the vehicle. The
centrifugal force acts horizontally and tends to push the vehicle off the track.
In order to counteract this effect the outer edge of the track is super elevated or raised above
the inner one. This raising of the outer edge above the inner one is called super elevation or
cant. The amount of super-elevation depends upon the speed of the vehicle and radius of the
curve.

Let:
W = the weight of vehicle acting vertically downwards.

F = the centrifugal force acting horizontally,

v = the speed of the vehicle in metres/sec.

g = the acceleration due to gravity, 9.81 metres/sec2.

R = the radius of the curve in metres,

h = the super-elevation in metres.

b = the breadth of the road or the distance between the centres of the rails in metres.

Then for equilibrium, the resultant of the weight and the centrifugal force should be equal
and opposite to the reaction perpendicular to the road or rail surface.
If θ is the inclination of the road or rail surface, the inclination of the vertical is also θ

Characteristics of a Transition Curve (Fig 11.25):

Here two straights AB and BC make a deflection angle ∆, and a circular curve EE’ of radius
R, with two transition curves TE and E’T’ at the two ends, has been inserted between the
straights.

(i) It is clear from the figure that in order to fit in the transition curves at the ends, a circular
imaginary curve (T1F1T2) of slightly greater radius has to be shifted towards the centre
as(E1EF E E1. The distance through which the curve is shifted is known as shift (S) of the

curve, and is equal to  , where L is the length of each transition curve and R is the radius
of the desired circular curve (EFE’). The length of shift (T1E1) and the transition curve (TE)
mutually bisect each other.
Fig. 11.25:
(ii) The tangent length for the combined curve

(iii) The spiral angle φ1= 

(iv) The central angle for the circular curve: 
∠EOE’=∆2ɸ1
(v) Length of the circular curve EFE’

(vi) Length of the combined curve TEE’T”

(vii) Change of beginning (T) of the combined curve = Change of the intersection point (B)-
total tangent length for the combined curve (BT).

(viii) Change of the junction point (E) of the transition curve and the circular curve =
Change of T + length of the transition curve (L).

(ix) Change of the other junction point (E’) of the circular curve and the other transition
curve-change of E + length of the circular curve.

(x) Change of the end point (T’) of the combined curve = change of E’ + length of the
transition curve.

Check:
The change of T thus obtained should be = change of T + length of the combined curve.

Note:
The points on the combined curve should be pegged out with through change so that there
will be sub-chords at each end of the transition curve and of the circular curve.

(xi) The deflection angle for any point on the transition curve distant I from the beginnings
of combined curve (T),

Check:
The deflection angle for the full length of the transition curve: 

(xii) The deflection angles for the circular curve are found from:

Check:
The deflection angle for the full length of the circular curve: 

i.e., 
(xiii) The offsets for the transition curve are found from: 

(xiv) The offsets for the circular curve from chords producers are found from:

Method of Setting Out Combined Curve by reflection Angles (Fig. 11.25):

The first transition curve is set out from T by the deflection angles and the circular curve
from the junction point E. The second transition curve is then set out from T’ and the work
is checked on the junction point E’ which has been previously fixed from E.

(i) Assume or calculate the length of the transition curve.

(ii) Calculate the value of the shift by: 

(iii) Locate the tangent point T by measuring backward the total tangent length BT (article
11.14, ii) from the intersection point B along BA, and the other tangent T by measuring
forward the same distance from B along BC.
(iv) Set up a theodolite at T, set the vernier A to zero and bisect B.

(v) Release the upper clamp and set the vernier to the first deflection angle (x 1) As obtained
from the table of deflection angles, the line of sight is thus directed along the first point on
the transition curve. Place zero end of the tape at T and measure along this line a distance
equal to first sub chords, thus locating first point on the transition curve.
(vi) Repeat the process, until the end of the curve E is reached.

Check:
The last deflection angle should be equal to φ1/3, and the perpendicular offset from the
tangent TB for the last point E should be equal to 4S.
Note:
The distance to each of the successive points on the transition curve is measured from T.

(vii) Having laid the transition curve, shift the theodolite to E and set it up and level it
accurately.

(viii) Set the vernier to a reading(360°-2/3 φ1 ) for a right-hand curve (or 2/3 φ1) for a left-
hand curve and lake a back sight on T. Loosen the upper clamp and turn the telescope
clockwise through an angle 2/3 φ1 the telescope is thus directed towards common tangent
at E and the vernier reads 360°. Transit the telescope, now it points towards the forward
direction of the common tangent at E i.e. towards the tangent for the circular curve.

(ix) Set the vernier to the first tabulated deflection angle for the circular curve, and locate
the first point on the circular curve as already explained in simple curves.

(x) Set out the complete circular curve up to E’ in the usual way

Check:

The last deflection angle should be equal to

(xi) Set out the other transition curve from T as before. The point E’ to be set from T should
be the same as already set out from E.

Method of Setting Out a Combined Curve by Tangential Offsets (Fig. 11.25):

(i) Assume or calculate the length of the transition curve.
 (ii) find the value of the shift train,   .
(iii) Locate the tangent points T and T as in article (11.15, iii),

(iv) Calculate the offset for the transition curve as in article (11.14 xiv)

(v) Locate die points on the transition curve as well as on the circular curves by setting out
the respective offsets.

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Home / Transportation / Highway Engineering /Curves in Alignment of Highways – Types of
Curves

Posted in Highway Engineering, Transportation

Curves in Alignment of Highways – Types of Curves

What is a Curve in Roads?

A curve is nothing but an arc which connects two straight lines which are
separated by some angle called deflection angle. This situation occurs where the
alignment of a road way or rail way changes its direction because of unavoidable
objects or conditions. The object may be a hill or a lake or a temple etc. so, for the
ease of movement of vehicle at this point a curve is provided.

Types of Curves in Alignment of Highways

In general, there are two types of curves and they are

 Horizontal curves

 Vertical curves
Horizontal Curves
The curve provided in the horizontal plane of earth is called as horizontal curve.
In connects two straight lines which are in same level but having different
directions. Horizontal curves are of different types as follows

 Simple circular curve

 Compound curve

 Reverse curve
  Transition curve

 Spiral

 Lemniscate
Simple Circular Curve
Simple circular curve is normal horizontal curve which connect two straight lines
with constant radius.
Compound Curve
Compound curve is a combination of two or more simple circular curves with
different radii. In this case both or all the curves lie on the same side of the
common tangent.

Reverse Curve
Reverse curve is formed when two simple circular curves bending in opposite
directions are meet at a point. This points is called as point of reverse curvature.
The center of both the curves lie on the opposite sides of the common tangent.
The radii of both the curves may be same or different.
Transition Curve
A curve of variable radius is termed as transition curve. It is generally provided
on the sides of circular curve or between the tangent and circular curve and
between two curves of compound curve or reverse curve etc. Its radius varies
from infinity to the radius of provided for the circular curve.

Transition curve helps gradual introduction of centrifugal force by gradual super

elevation which provides comfort for the passengers in the vehicle without
sudden jerking.

Spiral Curve
Spiral is a type of transition curve which is recommended by IRC as ideal
transition curve because of its smooth introduction of centrifugal acceleration. It
is also known as clothoid.
Lemniscate
Lemniscate is a type of transition curve which is used when the deflection angle
is very large. In lemniscate the radius of curve is more if the length of chord is
less.

Vertical Curves
The curves provided in vertical plane of earth is called as vertical curve. This type
of curves are provided when the ground is non-uniform or contains different
levels at different points. In general parabolic curve is preferred as vertical curve
in the vertical alignment of roadway for the ease of movement of vehicles. But
based on the convexity of curve vertical curves are divided into two types

 Valley curve

 Summit curve
Valley Curve
Valley curve connects falling gradient with rising gradient so, in this case
convexity of curve is generally downwards. It is also called as sag curve.

Summit Curve
Summit curve connects rising gradient with falling gradient hence, the curve has
its convexity upwards. It is also called as crest curve.
 Read More:
Horizontal Transition Curves for Highways and Its Calculation
What is Vertical Alignment of Highways? Gradients and Vertical Curves

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Sadanandam Anupoju
Sadananda is a Civil Engineer and is an Author, Editor and Partner of The Constructor since
2016.

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 Compound and Reversed Curves

Compound Curves
A compound curve consists of two (or more) circular curves between two main tangents
joined at point of compound curve (PCC). Curve at PCis designated as 1 (R1, L1, T1, etc)
and curve at PT is designated as 2 (R2, L2, T2, etc).
 

 
Elements of compound curve
 PC = point of curvature
 PT = point of tangency
 PI = point of intersection
 PCC = point of compound curve
 T1 = length of tangent of the first curve
 T2 = length of tangent of the second curve
 V1 = vertex of the first curve
 V2 = vertex of the second curve
 I1 = central angle of the first curve
 I2 = central angle of the second curve
 I = angle of intersection = I1 + I2
 Lc1 = length of first curve
 Lc2 = length of second curve
 L1 = length of first chord
 L2 = length of second chord
 L = length of long chord from PCto PT
 T1 + T2 = length of common tangent measured from V1 to V2
 θ = 180° - I
 x and y can be found from triangle V1-V2-PI.
 L can be found from triangle PC-PCC-PT

 
Finding the stationing of PT
Given the stationing of PC
Sta PT=Sta PC+Lc1+Lc2Sta PT=Sta PC+Lc1+Lc2
 

Given the stationing of PI

Sta PT=Sta PI−x−T1+Lc1+Lc2Sta PT=Sta PI−x−T1+Lc1+Lc2
 

Reversed Curve
Reversed curve, though pleasing to the eye, would bring discomfort to motorist
running at design speed. The instant change in direction at the PRC brought some
safety problems. Despite this fact, reversed curves are being used with great
success on park roads, formal paths, waterway channels, and the like.
 
  
Elements of Reversed Curve
 PC = point of curvature
 PT = point of tangency
 PRC = point of reversed curvature
 T1 = length of tangent of the first curve
 T2 = length of tangent of the second curve
 V1 = vertex of the first curve
 V2 = vertex of the second curve
 I1 = central angle of the first curve
 I2 = central angle of the second curve
 Lc1 = length of first curve
 Lc2 = length of second curve
 L1 = length of first chord
 L2 = length of second chord
 T1 + T2 = length of common tangent measured from V1 to V2

 
Finding the stationing of PT
Given the stationing of PC
Sta PT=Sta PC+Lc1+Lc2Sta PT=Sta PC+Lc1+Lc2
Given the stationing of V1
Sta PT=Sta V1−T1+Lc1+Lc2Sta PT=Sta V1−T1+Lc1+Lc2
 
Reversed Curve for Nonparallel Tangents
The following figure is an example reversed curves of unequal radii
connecting non-parallel tangents.
 

 
Reversed Curve for Parallel Tangents
The figure below is an example of reversed curves of unequal radii
connecting two parallel roads.
 
 
Tags: 
circular road
horizontal curve
road
circular curve
parallel tangents
compound curves
reversed curves
non-parallel tangents

 Reversed Curve to Connect Three Traversed Lines

‹ Problem 03 - Simple CurveupReversed Curve to Connect Three Traversed Lines ›
 
 

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 Surveying and Transportation Engineering
 Simple Curves
o Compound and Reversed Curves
 Reversed Curve to Connect Three Traversed Lines
 Spiral Curve
 Parabolic Curve
 Inner Circle Reading of the Double Vernier of a Transit
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TRANSPORTATION ENGINEERING

TRANSITION CURVES
DECEMBER 12, 2016 SHANMUKHA 2 COMMENTS

3.4.6 Transition curves: Definition and Types of Transition Curve,

design of transition curve
A transition curve may be defined as a curve of varying radius of infinity at tangent point to a design
circular curve radius provided in between the straight and circular path in order that the centrifugal
force was gradual. This is also known as easement curve. The objectives of providing transition
curve are given below:
o To gradually introduce the centrifugal force between the tangent point and the beginning of the circular
curve thereby avoiding sudden jerk on the vehicle.
o To increase the comfort of passengers.
o To introduce designed superelevation at a desirable rate
o To enable the driver to turn the steering gradually for his own comfort and security
o To introduce designed extra widening at a desirable rate
o To enhance the aesthetic appearance of the road
o To fit the road alignment in a given alignment
To minimize the effects of centrifugal force, the speed of the vehicle should be gradually reduced or
a path should be negotiated with the gradual change of trajectory so that the radius of curvature is
gradually reduced from infinity to R or to get the combined effect of both.
3.4.6.1 Types of transition curve
The different types of transition curves are:
Spiral or clothoid:

This is a curve at which radius of the curve is inversely proportional to its length.
Therefore, ρ α (1/s)
Or, ρ = c/s
Where, c is known as the constant of the spiral, ρ is the radius of curvature and s is the length of the
curve.
At the end of spiral, ρ = Rc and s = l
Therefore, c = L*Rc
IRC recommends spiral as the transition curve because
o It satisfies the ideal transition condition.
o Rate of change of centrifugal acceleration is consistent(smooth)
o The rate of change of radius along the length of the curve is constant in spiral while in other curves
radius decreases as length increases.
o Radius of the transition curve is at the straight edge and changes to R at the curve point and calculation,
setting out and field implementation is very easy and simple
Bernoulli’s Lemniscate:
This is a curve at which radius of the curve is inversely proportional to the length of the chord.
Therefore, ρ α (1/Lc)
Or, c = ρ * Lc
Therefore, c = Rc * Lc
Cubic parabola:

This is a curve at which the radius of the curve varies inversely as its abscissa (X).
Therefore, ρ α (1/X)
Or, c = ρ * X
Therefore, c = Rc * X
3.4.6.2 Design of transition curve
The design of transition curve consists of, among others, determining the minimum permissible
length of the given end radius. It is determined as the maximum as per three following criteria:

RATE OF CHANGE OF CENTRIFUGAL ACCELERATION

The centrifugal acceleration is zero at the tangent point because of its infinite radius. But at the
circular curve radius has a minimum value of R. So the rate of change of
centrifugal acceleration should be chosen such that there is the comfort to the drivers. If c is the rate
of change of centrifugal accelerationthen,
Or, c = (v2 / R – 0) / t
Or, c = (v2 / R) / (Ls / v)
Therefore, c = v3 / (Ls * R)
Therefore the length of the transition curve in meters is,
Or, Ls = v3 / (c * R)
The value of c as suggested by IRC gave by an empirical formula is,
Or, c = 80 / (75 + v)
Where v is in kmph.
When speed is expressed in terms of kmph, then the equation becomes,
Therefore, Ls = v3 / (47*c*R)
RATE OF INTRODUCTION OF SUPERELEVATION
The length of transition curve should be sufficient enough to change the road surface from its
cambered shape to fully super elevated surface without any distortions. This requires that the length
of the transition curve be determined in order to ensure sufficient space for this maneuver with the
desired rate.
Let the rate of change of introducing superelevation be 1 in N. The value of N typically ranges from
60-150. For plain and rolling terrain it is 1:150 and is 1:60 for mountainous terrain.

From the figure,

Or, tan θ = H / W
Since the angle is very small,
Then, H = e * W
Now,
Or, tan α = H / Lt = 1 / N
Or, H = Lt / N
Then,
Or, Lt / N = e * W
Therefore the length of the transition curve is given by:
Lt = N*e*W
Generally, in small radius curves, extrawidening is applied so,
Lt = N*e*(W + We)
Where, e is the rate of superelevation, W is the width of the pavement, We are the extra widening
and N are the gradient of terrain.
This is true if superelevation was provided by rotating the pavement surface about the inner edge. If
the pavement is rotated about the center line, double effect is achieved.
Therefore, Lt = 0.5*N*e*(W + We)
EMPIRICAL FORMULAS
IRC suggest the length of the transition curve is minimum for plain and rolling terrain,
Ls = 2.7v2 / R
For steep and hilly terrain,
Ls = v2 / R
Where, v is the design speed in kmph and R is the radius of the curve in meters.
The design of the length of the transition curve is based on these three criteria. The highest value
among these three criteria is adopted as the deigned length of transition curve.

Calculation of lateral shift

Due to the application of transition curve on both sides of the circular curve, the circular curve gets
shifted towards inner side and this shift is called lateral shift and is given by:
S = Ls2 / (24*R)
Where, R is the radius of the circular curve and Ls is the designed length of the transition curve.
The length of the transition curve depends on:
o Radius of the circular curve
o Design speed
o Rate of change of centrifugal acceleration
o Rate of superelevation
o Rotation of the pavement to introduce superelevation
o Terrain conditions
Then the elements of the combined curve will be given as:
Tangent length (T) = (R + S) tan α/2 + Ls / 2
Apex distance (E) = (R + S) (sec α/2 -1)
Spiral angle (φs) = [Ls / (2*R)] c = (Ls*180) / (2*π*R)
Length of the circular curve (Lc) = (π*R*Δs) / 180
Where, Δs = Angle of circular curve = α – 2*φs
Where, α is the total deflection angle
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2 THOUGHTS ON “TRANSITION CURVES”

1. Sagar
JULY 1, 2017 AT 5:34 PM

Thank you
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2. Chandana
MAY 29, 2019 AT 12:52 PM

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Home / Transportation / Highway Engineering /Horizontal Transition Curves for Highways
and Its Calculation

Posted in Highway Engineering, Transportation

Horizontal Transition Curves for Highways and Its

Calculation

What is transition curve and when it is needed?

Transition curve is a curve in plan which is provided to change the horizontal

alignment from straight to circular curve gradually means the radius of
transition curve varies between infinity to R or R to infinity.

Objectives for providing transition curves

1. For the gradual introduction Centrifugal force

2. To introduce super elevation gradually

3. To introduce extra widening gradually

4. To provide comfort for the driver that is to enable smooth vehicle operation on

road.

5. To enhance aesthetics of highways.

Types of transition curves

 Spiral or clothoid

 Cubic parabola

 Lemniscate

IRC recommends Spiral or clothoid as the ideal transition curve due to

following reasons:

1. It satisfies that rate of change of centrifugal acceleration is constant i.e., L s.R =

constant. Where Ls = length of transition curve R = radius of curve.

2. The calculation and field implementation of spiral curve is simple and easy.

3. It enhances aesthetics also.

Determining length of transition curve

The length of transition curve can be calculated by 3 conditions.

 Based on rate of change of acceleration

 Based on rate of change of super elevation and extra widening

 Based in IRC empirical formula

Based on rate of change of acceleration
Radius of curve is infinity at the tangent point and hence centrifugal acceleration
is zero. Similarly at the straight end radius of curve has minimum value means
centrifugal acceleration is maximum. So, the rate of change of centrifugal
acceleration should be adopted such that the design should not cause any
discomfort to the drivers.

Let Ls be the length of transition curve and a vehicle is moving with a speed of V
m/s.

Force P = (mV2/R)
Since it is similar to F= ma

P = m (V2/R)
Therefore, centrifugal acceleration = V2/R
Let “C” be the coefficient of rate of change of centrifugal acceleration.

C = (V2/R). (1/t)
Where t= time taken to travel the transition curve of length Ls, with a speed of V

t = Ls/V

C = (V2/R). (V/Ls)
Ls = (V3/CR)
According to IRC, C = 80/(75+V) and C should be (0.5<C<0.8).
Based on rate of change of superelevation and extra widening
Let 1 in N is the allowable rate of introduction of super elevation and E is the
raise of the outer edge with respect to inner edge. W is the normal width of
pavement in meters. We is the extra width of pavement in meters. And e is the
rate of superelevation.

E = (W+We).e

Therefore length of transition curve, Ls = (W+We).e.N

If the pavement outer edge is raised and inner edge is depressed with respect to
center of pavement then,

Ls = [(W+We).e.N]/2
Typical range of introduction of super elevation is as follows according to IRC

Rate of super
Type of terrain
elevation 1 in N

For plain and

1 in 150
rolling terrains

For built up areas 1 in 100

For hilly and steep

1 in 60
terrains

Based on IRC empirical formula

IRC given some direct formulae for finding the length of transition curve.

 For plain and ruling terrain:

Ls = 2.7 (V2/R)

 For mountainous and steep terrains

 Ls = V2/R
Hence these are the three criteria to determine the length of transition curve. The
maximum of above three conditions will be considered as the length of transition
curve.

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Sadanandam Anupoju
Sadananda is a Civil Engineer and is an Author, Editor and Partner of The Constructor since
2016.

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