Transportation 1

CEE 320 Transportation I
Dr. Muhammet Vefa Akpnar, PhD, P.E
Fall 2011
Transportation Engineering
Syllabus
Instructor: Muhammet Vefa Akpnar, PhD., P.E. Assistant Prof. e-mail: [email protected] http://www.muhfak.ktu.edu.tr/insaat/akademisyenler/ mvakpinar/akpinar.htm Textbook: Nadir Yaylal, T, Birsen Yaynevi, 2010
Grading Component Percentage Midterm Exam 25% Project Homework 25% Final Exam 50%
Lesson 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Topic Introduction to Transportation Engineering Road Vehicle Design and Performance Geometric Design of Highways (Horizontal Curve) Geometric Design of Highways (Vertical Curve) Fundamental Curve Properties: Parabolic Formulation and Offset Application of Superelevation Midterm Exam Stopping Sight Distance Crest Vertical Curves and Sag Vertical Curves Passing Sight Distance Cross Sections and Volume Computation Cut and Fill Mass Balance Class Demonstrations Final Exam and Term Project Submission
Overview of Transportation Engineering
What is TRANSPORTATION?
Transportation
A B
Transportation: movement of people and goods from one location to another. Primary need: economic. 7
Users / Content
People Goods
Share of total passengers or tons-km

Commuting Shopping Recreation
Passenger Transportation Freight Transportation
Waste disposal Local distribution Business Tourism Migration
Trade Energy & Raw Materials
Distance
Users / Content
Passengers
Board, get off and transfer without assistance
Freight
Must be loaded, unloaded and transferred
Process information and The information must be act on it without assistance processed through logistics managers Make choices between Logistics managers make means of transport often choices between means of irrationally transport rationally
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Source: Dr. Jean-Paul Rodrigue, Dept. of Economics & Geography, Hofstra University.
Transportation modes:
- Land transportation
- Highway - Rail
- Air transportation
- Domestic - International
- Water transportation
- Inland - Coastal - Ocean
- Pipelines
- Oil - Gas - Other
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Vehicles / Services
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Infrastructure
12
Control System
13
Evolution of Transportation
1500-1840 Average speed of wagon and sail ships: 16 km/hr

1850-1930 Average speed of trains: 100 km/hr. Average speed of steamships: 25 km/hr
1950 Average speed of airplanes: 480-640 km/hr 1970 Average speed of jet planes: 800-1120 km/hr
1990 Numeric transmission: instantaneous

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What is a mode?
Major transportation subsystems
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Example Modes
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Transportation System
Major transportation subsystems Land transportation: highway, rail Air transportation: domestic, international Water transportation: inland, coastal, ocean Pipelines: oil, gas, other
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Land
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Air
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Water
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Road transport Advantages of Road transport (i) It is a relatively cheaper mode of transport as compared to other modes. (ii) Perishable goods can be transported at a faster speed by road carriers over a short distance. (iii) It is a flexible mode of transport as loading and unloading is possible at any destination. It provides door-to-door service. (iv) It helps people to travel and carry goods from one place to another, in places which are not connected by other means of transport like hilly areas. Limitations of Road transport (i) Due to limited carrying capacity road transport is not economical for long distance transportation of goods. (ii) Transportation of heavy goods or goods in bulk by road involves high cost.
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Advantages of Rail transport (i) It is a convenient mode of transport for travlling long distances. (ii) It is relatively faster than road transport. (iii) It is suitable for carrying heavy goods in large quantities over long distances. (iv) Its operation is less affected by adverse weathers conditions like rain, floods, fog, etc. Limitations of Railway transport (i) It is relatively expensive for carrying goods and passengers over short distances. (ii) It is not available in remote parts of the country. (iii) It provides service according to fixed time schedule and is not flexible for loading or unloading of goods at any place. (iv) It involves heavy losses of life as well as goods in case of accident. 22 Transportation Engineering
Evolution of Transportation
1000 Road Rail Maritime Air Jet Plane
750 500
HST
250 Propeller Plane
Automobile
100 Rail 50 Stage Coach Clipper Ship 1800 1850 1900 Transportation Engineering Liner Containership 1950
23 2000
What is TRANSPORTATION ENGINEERING ?

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One of the specialty areas of civil engineering Development of facilities for the movement of goods and people Planning, design, operation and maintenance Multidisciplinary study
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Transportation System
Definition of Transportation Modes A transportation system is an infrastructure that serves to move people and goods efficiently. The transportation system consists of fixed facilities, flow entities, and a control component. Efficient = safe, rapid, comfortable, convenient, economical, environmentally compatible.
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Transportation System consisted of the fixed facilities, the flow entities and the control systems that permit people, and goods to overcome the friction of geographical space efficiently in order to participate in a timely manner in some desired activity
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Highway Transportation Engineering
Definition
The application of technology and scientific principles to the planning, functional design, operation, and management of roads, streets and highways, their networks, terminals, abutting lands, and relationships with other modes of transportation.
Areas of highway transportation engineering: Planning of streets and highways Geometric design of road facilities Traffic operations and control Traffic safety Maintenance of road facilities and controls Transportation Engineering
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Traffic Concepts
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Flow in vehicles per hour

1000 Highw ay Capacity 2000 3000 4000 5000 6000 7000
Time of Day
Selected Table Factoids
Traffic Typically Peaks twice per day.
Highly Congested
12 :3 0 A 1: M 30 A 2: M 30 A 3: M 30 A 4: M 30 A 5: M 30 A 6: M 30 A 7: M 30 A 8: M 30 A 9: M 30 1 0 AM :3 0 1 1 AM :3 0 1 2 AM :3 0 P 1: M 30 P 2: M 30 P 3: M 30 P 4: M 30 P 5: M 30 P 6: M 30 P 7: M 30 P 8: M 30 P 9: M 30 1 0 PM :3 0 1 1 PM :3 0 1 2 PM :3 0 A M
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Outline
1.
2. 3.
Basic Concepts a. Flow Rate b. Spacing c. Headway d. Speed e. Density Relationships Example
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Flow Rate (q)
The number of vehicles (n) passing some designated roadway point in a given time interval (t)
n t
Units are typically vehicles/hour Flow rate is different than volume
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Density (k)
The number of vehicles (n) occupying a given length (l) of a lane or roadway at a particular instant Unit of density is vehicles per mile (vpm).
n l
q u
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Other Concepts
Free-flow speed (uf) Jam density (kj) Capacity (qm)
Density veh / km vehicles spacing mt / veh
Headway s / veh
Flow rate veh / hr
spacing mt / veh speed km/ hour

1 headway s / veh
35
Speed vs. Density

u
uf Free Flow Speed
Speed (km/hour)
k uf 1 kj
Density (veh/km)
kj Jam Density
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Flow vs. Density

q
Optimal flow, capacity, qm
FLow (veh/hr)
uf k
k kj
Congested Flow
Uncongested Flow
km Optimal density
Density (veh/km)
kj Jam Density
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Speed vs. Flow

q
uf Free Flow Speed
Speed (mph)
u kj u uf
Uncongested Flow
um
Congested Flow
Optimal flow, Flow (veh/hr) capacity, qm
38
39
Traffic Time of Day Patterns

9.00% 8.00%
Percent of Daily Traffic
7.00% 6.00% 5.00% 4.00% 3.00% 2.00% 1.00% 0.00% 1 3 5 7 9 11 13 15 17 19 21 23

Rural Cars Business Day Trucks Through Trucks Urban Cars
Hour of Day
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Transportation Engineering WSDOT 2003 Annual Traffic Report From
41
Transportation Engineering WSDOT 2003 Annual Traffic Report From
42
Volume Patterns (contd.)
43
Volume Patterns (contd.)
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Traffic Stream Characteristics
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Volume
Traffic volume is defined as the number of vehicles that pass a point on a highway, or a given lane or direction of a highway, during a specified time interval.
A. Daily volumes: - Average Annual Daily Traffic: (AADT): - Average Annual Weekday Traffic (AAWT): - Average Daily Traffic (ADT): - Average Weekday Traffic (AWT):
Note: The unit is vehicles per day (vpd).
Daily volumes are used to establish trends over time and for planning purposes. Daily volumes generally are not differentiated by direction or lane but are totals for an entire facility at the specified location.
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Daily Volumes
-
Average Annual Daily Traffic (AADT): is the average 24 hour traffic volume at a given location over a full 365-day year that is the total number of vehicles passing the site in a year divided by 365
- Average Annual Weekday Traffic (AAWT): is the average 24-hour traffic volume occurring on weekdays over a full year. AAWT is computed by dividing the total weekday traffic volume for the year by 260. This volume is of considerable interest where weekend traffic is light, so that averaging higher weekday volumes over 365 days would mask the impact of weekday traffic.
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Daily Volumes (contd.)

-
Average Daily Traffic (ADT): is an average 24-hour traffic volume at a given location for some period of time less than a year. While an AADT is for a full year, an ADT may be measured for six months, a season, a month, a week, or as little as two day. an ADT is a valid number only for the period over which it was measure. Average Weekday Traffic (AWT): is an average 24-hour traffic volume occurring on weekdays for some period of time less than one year, such as for a month or a season. The relationship between AAWT and AWT is analogous to that between AADT and ADT
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Daily Volumes
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Sub hourly Volumes
rate of flow q =
number of vehicles during observatio n veh/h observatio n time
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Sub hourly Volumes (contd.)

Example of volumes and rate of flow Time interval 5:00-5:15 PM 5:15-5:30 PM 5:30-5:45 PM 5:45-6:00 PM For the hour 5:00-6:00 PM Volume (vehicles) 950 1150 1250 1000 Rate of flow (vehicles/h) 950*4(15 minutes)=3800 1150*4=4600 1250*4=5000 1000*4=4000
4350 (veh/h)
A facility may have capacity adequate to serve the peak-hour demand, but short-term peaks of flow within the peak hour may exceed capacity, thereby creating a 51 breakdown.
Relationships among Flow Rate, Speed and Density

v=S*D Where v rate of flow, veh/h or veh/h/ln t S Space Mean Speed (mi/s) D Density, veh/mi or veh/mi/ln
Space mean speed and density are measures that refer to a specific section of a lane or highway, while flow rate is a point measure This relationship is most often used to estimate density, which is difficult to measure directly, from measured values of flow rate and space mean speed
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Vehicle Dynamics
Main Concepts

Resistance Tractive effort Vehicle acceleration Braking Stopping distance
ma Ra
Rrl
Rg
Resistance
Resistance is defined as the force impeding vehicle motion 1. What is this force? 2. Aerodynamic resistance 3. Rolling resistance 4. Grade resistance
ma Ra
Rrl
Rg
Grade Resistance Rg
Composed of Gravitational force acting on the vehicle Rg W sin g g
For small angles,
sin
g
tan
Rg
Rg
W tan
tan
g
Rg g
W
WG
Available Tractive Effort

The minimum of: 1. Force generated by the engine, Fe 2. Maximum value that is a function of the vehicles weight distribution and road-tire interaction, Fmax
Available tractive effort min Fe , Fmax
Diagram
g Transportation Engineering
Braking Distance
Theoretical S ignoring air resistance

Practical Perception Total
V12 V22 a 2g G g
V12 V22 b 2g b f rl sin
For grade = 0
V12 V22 2a
dp ds
V1t p d dp
Stopping Sight Distance , SSD
Length of roadway that should be visible ahead of you in order to ensure that you will be able to stop if there is an object in your path Calculate the SSD for a vehicle traveling on your roadway at the design speed, and then make sure the actual sight distance that you provide is at least as great as the stopping sight distance
Stopping Sight Distance (2)
Assume Driver eye height of 3.5 feet Height of object between 2.0 and 3.5 feet Reaction distance + braking distance
SSD( ft )
1.47 V( mph ) t r ( s ) 30
V( mph ) a( ft / s 2 ) 32.2
Design standard: tr=2.5, a=11.2

Other Sight Distances
Decision sight distance Allow longer tr for information processing for different maneuver conditions Passing sight distance Ensure safe passing maneuver 4 distance components At 70 mph SSD = 730 ft DSD = 1445 ft (maneuver E) PSD = 2480 ft
Stopping Sight Distance (SSD)

Worst-case conditions Poor driver skills Low braking efficiency Wet pavement Perception-reaction time = 2.5 seconds V12 Equation SSD V1t r
a 2g g
Stopping Sight Distance (SSD)
from ASSHTO A Policy on Geometric Design of Highways and Streets, 2004
Note: this table assumes level grade (G = 0)

SSD Quick and Dirty

1. Acceleration due to gravity, g = 32.2 ft/sec2
2. There are 1.47 ft/sec per mph

3. Assume G = 0 (flat grade)
d V12 V22 2g a g G 1.47 V12 0 2 32.2 11.2 32.2 0 1.47 2 1 V2 2 11.2 V2 V2 1.075 1.075 11.2 a
d p 1.47 V1 t p 1.47Vt p
ds V2 1.075 1.47Vt p a
V = V1 in mph a = deceleration, 11.2 ft/s2 in US customary units tp = Conservative perception / reaction time = 2.5 seconds
Sight Distance
Lecture Outline
The ability to see ahead is critical for traffic safety and efficiency. Four cases are to be discussed: 1. Stopping sight distance, 2. Passing sight distance, 3. Sight distance in complex situations, and 4. Provided sight distance.
Stopping Sight Distance

Stopping Sight Distance = Reaction Distance + Braking Distance
The reaction distance is calculated as:
dr 0.278 tr V
where: dr = break reaction distance, m; tr = reaction time, s; V = initial speed, km/h.
The median reaction time is 0.7 s, and the 90th percentile is 1.5 s. In unexpected situations the 90th percentile tends to be one second longer. The Policy recommends the 2.5-second reaction time.

Braking distance on a level roadway is calculated as:
db V2 0.039 a
where: db = braking distance, m; V = initial speed, km/h; and a = 3.4 m/s2, deceleration rate.
0.278 2.5 V
V2 0.039 3.4
Stopping on Grades
A stopping distance on grades G is calculated as follows:
d 0.278 t V V
2
a 254 ( G) 9.81
where G is the percent of graded divided by 100 with the minus sign for downgrades and the plus sign for upgrades.
Stopping on Grades
Trucks Stopping
A stopping distance of trucks is longer than of smaller vehicles. A higher position of seats in trucks than in other vehicles recompenses the longer stopping distance.
Above-minimum design for trucks is recommended where sight distance is reduced by horizontal obstructions, particularly at downgrades.
Sight Distance in Complex Conditions
Passing Sight Distance

Sight distance is determined for a single vehicle passing a single vehicle with the assumption that cover majority of situations observed in the realworld conditions.
Exhibit 3-4
d1
0.278t1 ( v m at1 / 2); d 2
0.278vt2 ; d 3
30 90 m; d 4
2d 2 / 3
where: t1 = time of initial maneuver, s; a = average acceleration, km/h/s; v = average speed of passing vehicle, km/h; m = difference in speed between passing and passed vehicles, km/h; t2 = time passing vehicle occupies the left lane, s. Transportation Engineering
Provided Sight Distance
Potential sight obstructions On vertical curves: road surface at some point on a crest vertical curve, range of head lights on a sag curve On horizontal curves: barriers, bridgeapproach fill slopes, trees, back slopes of cut sections
Provided Sight Distance

Assumed heights:
Height of the drivers eye = 1080 mm
Height of the object for stopping distance = 600 mm (the lowest object that can create hazardous conditions)
Height of the object for passing distance = 1330 mm (15th percentile height of passenger car body)
Sight Distance
Consider a typical example of a driver approaching a STOP sign. The driver first sees the sign (perception), then recognizes it as a STOP sign (intellection), then decides to STOP (emotion), and finally puts his or her foot on the brake (volition).
Why is perception-reaction time important in design?

(i) Used to determine safe stopping distance (ii) Used to determine minimum sight distance (iii) Used to determine the length of the yellow phase at a signalized intersection AASHTO recommends a perception-reaction time of 2.5 seconds for design
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Sight Distance: Sight distance = length of highway visible to the driver Stopping sight distance = the sight distance required to safely stop a vehicle traveling at design speed
Passing sight distance = the sight distance required (two-lane highway) for a vehicle to execute a normal passing maneuver as related to design conditions and design speed
Decision sight distance = the sight distance required for a driver to detect an unexpected or difficult-to-perceive information source or hazard, interpret the information, recognize the hazard, select and appropriate maneuver Entering sight distance = the sight distance along a roadway that an object of specified height is continuously visible to a driver entering a roadway from a driveway or cross street.
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Stopping Distance
Distance ahead of the driver in which the driver can bring the vehicle to a stop after seeing an object in the vehicles path without hitting the object perception SSD = reaction distance
braking distance
Perception reaction distance: distance traveled during the perception reaction time process Braking distance: distance to stop a vehicle once the brakes are applied
Stopping Distance (contd.)

SSD Where v t 3.6 v v 254( f G)
0 2 2
(metric)
v speed (km/h) t - perception reaction time (typically 2.5 s) f - longitudinal coefficient of friction G - upgrade (+) or downgrade (-)
Table 1.2.5.3 minimum stopping sight distance for vehicle and trucks on level terrain and wet pavement Table 1.2.5.4 minimum stopping sigh distance for trucks with conventional braking systems Tables from TAC Geometric Design Guide for Canadian roads Transportation Engineering
Stopping Distance (contd.)
or
SSD 1.47 * t
2 0 2
Where
30( f
G)
u speed (mile/h) t - perception reaction time (typically 2.5 s) f - longitudinal coefficient of friction (f = a/g) G - upgrade (+) or downgrade (-)
Table 3.4 minimum stopping sight distance for different design speeds (grade considered is zero) Table from class textbook
Passing Distance (contd.)
Where: d1 = distance traversed during perception-reaction time and during initial acceleration to the point where the passing vehicle just enters the left lane d2 = distance traveled during the time the passing vehicle is traveling in the left lane d3 = distance between the passing vehicle and the opposing vehicle at the end of the passing maneuver d4 = distance moved by the opposing vehicle during two thirds of the time the passing vehicle is in the left lane (usually taken to be 2/3 d2 )
Geometric Design
Km P = 0+170 Kot P = 764,69 m e = 0,15 m

46 44
14
01
44
57
69
04
12
Outline
1.
2.
Concepts Horizontal Alignment

a. Fundamentals b. Superelevation
3.
Vertical Alignment
a. b. c. d. Fundamentals Crest Vertical Curves Sag Vertical Curves Examples
4.
Volume Table and Earthwork

What are the four basic elements of geometric design? a. Horizontal alignment b. Vertical alignment c. Cross-section design Horizontal and vertical alignment are controlled by two basic design criteria: a. Design speed b. Sight distance
Design speed Design speed is defined as the maximum safe speed that can be maintained over a specified section of a highway when conditions are so favorable that the design features of the highway govern. Sight distance There are two types of sight distance used in designing highways: a. Stopping sight distance b. Passing sight distance
Stopping sight distance Stopping sight distance is the distance required to see an object 15 cm high on the roadway. It is intended to allow drivers to stop safely after sighting an object on the roadway large enough to cause damage to the vehicle or loss of control Passing sight distance Passing sight distance is the distance required to see an oncoming vehicle of a certain minimum size. A passing driver must have sight distance to observe an oncoming vehicle at a distance sufficient to allow him or her to enter the opposing lane, pass a moving vehicle, and return to the travel lane safely.
Highway Components
Highway plan and profile
Concepts
Alignment is a 3D problem broken down into two 2D problems

Horizontal Alignment (plan view) Vertical Alignment (profile view)
Stationing
Along horizontal alignment 12+00 = 1,200 mt.
Piilani Highway on Maui
Vertical Alignment
Objective: Determine elevation to ensure Proper drainage Acceptable level of safety Primary challenge Transition between two grades Sag Vertical Curve Vertical curves
G1 G2
G1 G2 Crest Vertical Curve Transportation Engineering
Vertical Curves
To provide transition between two grades Consider Drainage (rainfall) Driver safety (SSD) Driver comfort Use parabolic curves Crest vs Sag curves
Vertical Curves

Controlling factor: sight distance Stopping sight distance should be provided as a minimum Rate of change of grade should be kept within tolerable limits Drainage of sag curves is important consideration, grades not less than 0.5% needed for drainage to outer edge of roadway
Specifies the elevation of points along a roadway Provides a transition between two grades Sag curves and crest curves Equal-tangent curves - half the curve length positioned before the PVI; half after
Vertical Curves
Vertical curves provide a gradual change between two adjacent road grades
Components of the equal tangent vertical curve
Vertical Curves
Given
G1, G2: initial & final grades in percent L: curve length (horizontal distance)
Develop the actual shape of the vertical curve

PVI
point of vertical intersect
point of vertical curvature

G1%
point of vertical tangency

G2%
Vertical Curves
Define curve so that PVI is at a horizontal distance of L/2 from PVC and PVT Provides constant rate of change of grade: r G2 G1 L A
EP
EPVC
G1 Ax2 x 100 200 L
G1%
G2%
Vertical Curve Fundamentals

PVI PVC G1
G2
PVT
L/2
L x
y ax2 bx c
y is the roadway elevation x stations
Choose Either:
G1, G2 tangent grades
Choose Either:
Relationships
At the PVC: x 0 and Y c
G1, G2 in decimal form, L in mt G1, G2 in percent, L in stations
dY At the PVC : x 0 and b G1 dx d 2Y G2 G1 G2 G1 Anywhere: 2a a 2 dx L 2L

PVC L/2 G1 PVI G2 PVT
Transportation Engineering x
Vertical Alignment Relationships

y ax 2 bx b 0: c
Y Ym Yf K xhl
dy 2ax dx atPVC , x b
dy G1 dx d2y 2a 2 dx G2 G1 a 2L
A x2 200 L AL 800 AL 200 L A K G1
Example
A 400 ft. equal tangent crest vertical curve has a PVC station of 100+00 at 800 m elevation. The initial grade is 2.0 percent and the final grade is -4.5 percent. Determine the elevation and stationing of PVI, PVT, and the high point of the curve.
PVI PVT
PVC: STA 100+00 EL 800 m.
PVI PVT PVC: STA 100+00 EL 59 ft.
Determine the elevation and stationing of PVT, and the high point of the curve.
400 ft. vertical curve PVT is at STA 104+00
Equal tangents: Elevation of the PVI is 59 + 0.02(200) = 63 ft. Elevation of the PVT is 63 0.045(200) = 54 ft. Transportation Engineering

High point elevation requires figuring out the equation for a vertical curve At x = 0, y = c => c=59 ft. At x = 0, dY/dx = b = G1 = +2.0% a = (G2 G1)/2L = (-4.5 2)/(2(4)) = - 0.8125 y = -0.8125x2 + 2x + 59 High point is where dy/dx = 0 dy/dx = -1.625x + 2 = 0 x = 1.23 stations Find elevation at x = 1.23 stations y = -0.8125(1.23)2 + 2(1.23) + 59 y = 60.23 ft
Other Properties
G1
x
G1, G2 in percent L in mt
PVC Y Ym PVI G2 Yf
PVT
G1 G2
A is the absolute value in grade differences, if grades are -3% and +4%, value is 7
Crest Vertical Curves

SSD
PVI
Line of Sight
PVC
G1
PVT
G2
h1 L
h2
For SSD < L
For SSD > L
A SSD 100 2h1
2h2
L 2 SSD
200 h1 A
h2
Sag Vertical Curves

Light Beam Distance (SSD)
G1
headlight beam (diverging from LOS by degrees)

PVC PVT PVI
G2
h1
h2=0
For SSD < L
For SSD > L
A SSD 200 h1 S tan
2 SSD
200 h1
SSD tan A
Sag Vertical Curves
Four criteria for establishing length of sag curves Headlight sight distance Passenger comfort Drainage control General appearance
Sag VC - Design Criteria

Headlight sight distance Rider comfort Drainage control Appearance
Example 1
A car is traveling at 30 mph in the country at night on a wet road through a 150 ft. long sag vertical curve. The entering grade is -2.4 percent and the exiting grade is 4.0 percent. A tree has fallen across the road at approximately the PVT. Assuming the driver cannot see the tree until it is lit by her headlights, is it reasonable to expect the driver to be able to stop before hitting the tree?
Example 2
Similar to Example 1 but for a crest curve.
A car is traveling at 30 mph in the country at night on a wet road through a 150 ft. long crest vertical curve. The entering grade is 3.0 percent and the exiting grade is -3.4 percent. A tree has fallen across the road at approximately the PVT. Is it reasonable to expect the driver to be able to stop before hitting the tree?
Example 3
A roadway is being designed using a 45 mph design speed. One section of the roadway must go up and over a small hill with an entering grade of 3.2 percent and an exiting grade of -2.0 percent. How long must the vertical curve be?
Example Problem: Vertical Curve

A vertical curve crosses a 4 diameter pipe at right angles. Pipe at sta 110+85 with centerline elevation of 1091.60. PVI at sta 110+00 elevation 1098.4. Equal tangent curve, 600 long with initial and final grades of +1.2% and -1.08%. Using offsets determine the depth below the surface of the curve the top of the pipe and determine the station of the highest point of the curve.
Example
G1 = 2% G2 = -4% Design speed = 70 mph Is this a crest or sag curve? What is A?
Horizontal Alignment
Objective: Geometry of directional transition to ensure: Safety Comfort Primary challenge Transition between two directions Horizontal curves Fundamentals
Horizontal Curves
Provide transition of a roadway between two straight sections Two key factors Superelevation number of vertical feet of rise per 100 feet of horizontal distance Coefficient of side friction fs - function of design speed
Horizontal Curve Fundamentals

PI Based on circular curve R: radius of curve D: degree of curve : central angle T: length of tangent L: length of curve LC: long chord M: middle ordinate dist E: external dist
T
E
M
PC
Point of Curvature
/2
PT
Point of Tangency
R /2 /2
Horizontal Curve Fundamentals

100 D 180 R 18,000 R
PI
T
E
L
T
E
180
100 D
2
M
PC L /2 PT
R tan
R
1 1 cos 2
R /2 /2
R 1 cos
Horizontal Curve
Minimum Curve Radius

Curve requiring the most centripetal force for the given speed Given emax, umax, Vdesign R
min R( ft )
V (2 ) mph 15 e u
Stopping Sight Distance & Horizontal Curve Design

Adequate sight distance must be provided in the design of horizontal curves Cost of right of way or the cost of moving earthen materials often restrict design options When such obstructions exist, stopping sight distance is checked and measured along the horizontal curve from the center of the traveled lane

SSD
s
180 180 SSD Rv
Rv
100 D
SSD
s
Ms
Ms
90 SSD Rv 1 cos Rv Rv cos 90

1
Obstruction Rv
SSD
Rv
Ms Rv
Horizontal Curve Sight Distance

Recall SSD 1.47Vtr V2 a 30 G 32.2
28.65 SD R 1 cos R
Sight line is a chord of the circular curve Sight Distance is curve length measured along centerline of inside lane
Basic controlling expression

e u V (2 ) mph 15 R( ft )
e = rate of superelevation u = side friction factor (dep. on pavement, speed, ) V = vehicle speed R = radius of curve
Overall design procedure Determine a reasonable maximum superelevation rate. Decide upon a maximum side-friction factor. Calculate the minimum radius. Iterate and test several different radii until you are satisfied with your design. Make sure that the stopping sight
Side Friction
Design based on point where centrifugal force creates feeling of discomfort for driver
Speed 20 30 40 umax udesign 0.17 0.16 0.15 0.50 0.35 0.32
50
60
0.30
0.29
0.14
0.12
70
0.28
0.10
Example 4
A horizontal curve is designed with a 1500 ft. radius. The tangent length is 400 ft. and the PT station is 20+00. What are the PI and PT stations?
Superelevation
Superelevation
Tilting the roadway to help offset centripetal forces developed as the vehicle goes around a curve General Practice
Highways, no ice/snow e emax = 0.10 1 Highways, snow/ice emax = 0.06 Traffic congestion or roadside development, limit speeds emax = 0.04 ~ 0.06
Centripetal or Centrifugal?
As a vehicle moves in a circular path Centripetal acceleration acts on the vehicle in the direction of the center of the curve The acceleration is sustained by Component of the vehicles weight related to the roadway superelevation Side friction developed between the vehicles tires and the pavement surface Transportation Engineering
Centrifugal Force
Imaginary force that drivers believe is pushing them outward while maneuvering a curve In fact, the force they feel is the vehicle being accelerated inward towards the center of the curve
Centripetal Acceleration
Is counter-balanced by two factors:

Superelevation Side Friction Factor
Research has been conducted (dated) that has established limiting values for superelevation rate (e max) and side friction demand (f max) Applying the limiting values results in the minimum curve radius for various design speeds
Superelevation
Limits of the rate superelevation are related to

Climate
Ice and snow can slow vehicles. Should not create a situation where these vehicles slide into the center of the curve when traveling slowly or standing still.
Constructability (cost) Adjacent land use Frequency of slow moving vehicles
Superelevation
Too much super

When traveling slowly, must steer up the slope or against the horizontal curve to maintain proper path Undesirable to have such situations when slow traveling traffic can occur often (urban areas with congestion) Considerations for SUV traffic, high center of gravity, can cause roll-overs on such designs
Side Friction Factor

The vehicles need for side friction to maintain path on curve Upper limit of side friction is the point at which a tire would begin to skid, point of impending skid We design for safety, so f values substantially less than this
Side Friction Factor

How do we choose maximum side friction factors for use in design? We measure the level of centripetal or lateral acceleration that causes drivers to react instinctively to choose a lower speed. We set this as the maximum side friction factor.
Maximum Rates of Superelevation
Controlled by four factors:

Climate conditions (snow/ice regions) Terrain conditions (flat, rolling, mountainous) Type of area (rural, urban, suburban) Frequency of very slow-moving vehicles
Conclusion: no universal e max can be set However, for similar areas, a consistent maximum superelevation should be selected
Recommended Practice
12 percent superelevation should not be exceeded 4 or 6 percent superelevation is applicable for urban design with little constraints Superelevation may be omitted on lowspeed urban streets where severe constraints exist
Minimum Radius
Controls design speed Can be determined from the max superelevation and the max side friction factor Can be calculated from equation 3.34 or determined from Table 3.5
Example Minimum Radius

70 mph design speed; e = 8%; fs = 0.10 Determine the minimum radius of curve (measured to the traveled path).
Superelevation
Rv
Fc
Wp
Ff
Fcp
e W
1 ft
W sin
WV 2 f s W cos sin Transportation gRv Engineering
WV 2 cos gRv
Superelevation
W sin f s W cos WV 2 sin gRv
tan e fs fs Rv
WV 2 cos gRv
V2 1 f s tan gRv V2 1 f se gRv V2 g fs e
Selection of e and fs
Practical limits on superelevation (e) Climate Constructability Adjacent land use Side friction factor (fs) variations Vehicle speed Pavement texture Tire condition
Minimum Radius Tables
Design Side Friction Factors

For Open Highways and Ramps
from the 2005 WSDOT Design Manual, M 22-01
Design Superelevation Rates - AASHTO
Transportation Engineering Design of Highways and Streets 2004 from AASHTOs A Policy on Geometric
Design Superelevation Rates WSDOT

emax = 8%
Transportation Engineering 2005 WSDOT Design Manual, M 22-01 from the
Supplemental Stuff
Cross section Superelevation Transition Runoff Tangent runout Spiral curves Extra width for curves
Superelevation Transition
Transportation Engineering 2001 Caltrans Highway Design Manual from the
Superelevation Transition
from AASHTOs A Policy on Geometric Design of Highways and Streets 2001
Superelevation Runoff/Runout
Superelevation Runoff WSDOT
New Graph
Transportation Engineering 2005 WSDOT Design Manual, M 22-01 from the
Spiral Curves
No Spiral
Spiral
No Spiral
Spiral Curves
WSDOT no longer uses spiral curves Involve complex geometry Require more surveying Are somewhat empirical If used, superelevation transition should occur entirely within spiral
Desirable Spiral Lengths
Transition Curves
Gradually changing the curvature from tangents to circular curves

Without Transition Curves With Transition Curves
Transition Curves
Gradually changing the curvature from tangents to circular curves Use a spiral curve
L: min length of spiral (ft) V: speed (mph) R: curve radius (ft) C: rate V 3 increase of centrifugal accel of 3.15 3 L(ft/sec ), 1~3
RC
Transitional Curves
Gradually changing the cross-section of the roadway from normal to superelevated
Keep water drainage in mind while considering all of the available cross-section options Transportation Engineering
Vertical Alignment
Grade measure of inclination or slope, rise over the run Cars: negotiate 4-5% grades without significant speed reduction Trucks: significant speed changes 5% increase on short descending grades 7% decrease on short ascending grades
Grade Considerations
Maximum grade depends on terrain type, road functional class, and design speed
Rural Arterials
Terrain 60mph 70mph
Level
Rolling Mountainous
3%
4% 6%
3%
4% 5%
Example
horizontal curve with 2000 radius; 400 tangent length; PI is at station 103+00 Determine the stationing of the PT
Example continued
Determine the central angle, . Next determine the Length of Curve, L.
T 400 R tan
2 2
2000 tan 22.62
L L
180 3.1416 2000 (22.62) 180
789.58 ft
Example continued
Knowing tangent length is 400 and PI is at 103+00: stationing PC=103+00 minus 4+00=99+00 Horizontal curve stationing is measured along the alignment of the road: stationing of PT = stationing of PC+L =99+00 plus 7+89.58 = 106+89.58
In-Class Problems
Calculate the maximum degree of curve and minimum radius of a simple circular curve with an external angle of 100. Design speed of 50mph; fmax 0.14; max e =0.10.
Sight Distance Example

Horizontal curve with 2000 radius; 12lanes; 60mph design speed. Determine the distance that must be cleared from the inside edge of the inside lane to provide sufficient stopping sight distance.
Example Problem
70mph design speed; equal tangent vertical curve needed to connect +1.0% with -2.0%. Determine min length of curve to meet SSD requirements.
Project Example 1
Tablo 1. rnek yol geometrik standartlar
K AR AYO LU G E O M E TR K S TAN D AR TLAR I

P R O JE E LE M AN LAR I
H izm et S ev iyesi
Y . O
K E N T D I I K E R TL YO LLAR
S1 N C S IN IF
B R N C S IN IF
D 12000 1200 Dz 100 80 400 250 160 130 4 4 107-56 44-26 51-35 30-23 8 8 155 110 670 550 3,50 3,50 2,50 2,50 12,00 12,00 D 6500 650 D 4000 400 D 11000 1100
n n . T r a f ik
K N C S IN IF
D 5500 550 D 3000 300 D
H S (A ,B ,C ,D ,E ,F )
Yllk
. G . T O . r t a la m T a . G a t / G
D 4500 450
D 2500 250
8000 800
T rafik*
P roje S aatlik T rafii

P . S . T . ( T a t / S a a t )
T opografik M odel T M (D z,D l,D ) P roje H z V p (km /saat) M inim um kurb yarap R (m ) M inim um klotoit param etresi A (-) M aksim um boyuna eim m (% ) kapal kurb K k ( - ) D ey katsays L = G K ak kurb Ka ( - ) M aksim um dev er** n (% ) E m niyetli duru uzakl Ld (m ) E m niyetli gei uzakl Lg (m ) erit genilii L (m ) B anket genilii*** b (m ) P latform genilii P G (m )
k u r b
D alg al D a lk Dz D alg al D a lk Dz D alg al D a lk 80 70 70 60 80 70 70 60 60 40 70 60 60 50 50 30 250 200 200 150 250 200 200 150 150 60 200 150 150 90 90 30 130 120 120 100 130 120 120 100 100 60 120 100 100 70 70 30 6 6 7 7 5 5 7 7 8 8 6 6 8 8 9 9 44-26 29-20 29-20 17-15 44-26 29-20 29-20 17-15 17-15 6-6 29-20 17-15 17-15 10-9 10-9 5-5 30-23 22-19 22-19 16-15 20-23 22-19 22-19 16-15 16-15 8-8 22-19 16-15 16-15 12-11 12-11 7-7 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 110 90 90 70 110 90 90 70 70 40 90 70 70 55 55 25 550 480 480 420 550 480 480 420 420 270 480 420 420 340 340 190 3,50 3,50 3,50 3,50 3,50 3,50 3,25 3,25 3,25 3,25 3,00 3,00 3,00 3,00 3,00 3,00 2,00 2,00 2,00 2,00 1,50 1,50 1,50 1,50 1,50 1,50 1,00 1,00 1,00 1,00 1,00 1,00 11,00 11,00 11,00 11,00 10,00 10,00 9,50 9,50 9,50 9,50 8,00 8,00 8,00 8,00 8,00 8,00
K pr genilii
K p r p r o j e y k
K sa kprler (0 - 45 m ) W k (m ) U zun kprler ( 45 m ) Wu (m ) h (m ) 5,00 5,00

b
9.50
9.50
7.00
H : 20 - S : 16
8.50 5,00
%2 2L PG
8.50 5,00
b
7.00 5,00
b
A lt geit (m inim um h:5) G abari
5,00
5,00
5,00
5,00
b
5,00
%2 2L PG
5,00
5,00
5,00
5,00
b
5,00
%2 2L PG
5,00
5,00
b
5,00
T oplam genilik K am ulatrm a

g e n i l i i K G ( m )
N orm al 60.00 m . P rojenin gerektirdii kadar

L e
N orm al 40.00 m . P rojenin gerektirdii kadar KS KS 20.00 E 20.00 KS
N orm al 15.00 m . P rojenin gerektirdii kadar KS 7.50 E 7.5 KS
E ksen uzakl
( m )
KS
23.00
37.00
* P rojelendirilen yolun yapm n bitim inden itibaren 20 yl sonra ulalaca hesaplanan trafik deeri ** K ar ve B uzlanm a olm ayan kesim lerde % 10"a kadar artrlabilir. *** D alk arazideki kark kesitlerde banket genilikleri dolgularda 50 cm . fazla , yarm a tarafnda 50 cm . eksik uygulanr.
800
800
798 796
794 792
790
788 786 784
782
780
778
776
774
772
770
768
766
764
762
760
758
756
754
752
750
748 746
798 796 794 792 790 788 786 784 782 780 778 776 774 772 A 770 768 772 766 764 762 760 758 756 754 752 750 748
TEPE
K
744
744 744 742 740 738 736 734 732 730 728 726 724 722 720 718 716 714 712 712 714 716 718
746 744 742 740

0 20 40 60 80 100
738
K5
800
800
798 796
794 792
790
788 786 784
782
780
778
776
774
772
770
768
766
764
762
760
758
756
754
752
750
748 746
798
TEPE
K
744
796 794 792 790 788 786 784 782 780 778 776 774 772 A 770 768 772 %5 766 764 762 760 758 756 754 752 750 748
%4
% 4
%4
744 744 742 740 738 736 734 732 730 728 726 724 722 720 718 716 714 712
K5
%5
%5
%4
%4
%4
%5
746 744 742 740

0 20 40 60 80 100
Sfr Poligonu
738
712 714 716 718
800
800
798 796
794 792
790
788 786 784
782
780
778
776
774
772
770
768
766
764
762
760
758
756
754
752
750
748 746
798
TEPE
K
744
796 794 792 790 788 786 784 782 780 778 776 774 772 A 770 768 772 %5 766 764 762 760 758 756 754 752 750 748
%4
%4
744 744 742 740 738 736 734 732 730 728 726 724 722 720 718 716 714 712
K5
%5
%5
%5
%4
%4
%4
746 744 742 740

0 20 40 60 80 100
Sfr Poligonu
738
712 714 716 718
183
800
800
798 796
794 792
790
788 786 784
782
780
778
776
774
772
770
768
766
764
762
760
758
756
754
752
750
748 746
798 796 794 792 790 788 786 784 782 780 778 776 774 772 A 770 768 772 766 764 762 760 758 756 754 752 750 748
TEPE
K
744
744 744 742
A4 A3 A1 A2 S
740 738 736 734 732 730 728 726 724 722 720 718 716 714 712
746 744 742 740

0 20 40 60 80 100
K5
Gekiler
738
712 714 716 718
800
800
798 796
794 792
790
782
780
778
776
774
772
770
768
766
764
762
760
758
756
754
752
750
748 746
798 796 794 792 790 788 786 784 782 780 778 776 774 772 A 770 768 772 766 764 762 760 758 756 754 752 750 748
TEPE
744
? R T D Bs
= = = = =
51,75 200m 97,55m 180,55m 22,2m
744 744 742 740 738 736 734 732
0m
200 R=
R= 20
K5
O T
Bs
F T
51,75
730 728 726 724 722 720 718 716 714 712
746 744 742 740

0 20 40 60 80 100
Yatay Kurp
738
712 714 716 718
800
800
798 796
794 792
790
782
780
778
776
774
Kurp Merkezi
798
TEPE
26
51,75
796 794 792 790 788 786 784 782 780 778 776 774 772 A 90 770 768 772 766 O 764 T 762 Kurp Balanc 760 758 756 754 752 750
26
R T D Bs
= 51,75 = 200m = 97,55m = 180,55m = 22,2m
0m
20
R=
90
K5
Kurp Bitii
F T
51,75
S
186
Bs
772
R= 200 m
800
800
798 796
794 792
790
782
780
778
776
774
772
770
768
766
764
762
760
758
756
754
752
750
748 746
798 796 794 792 790 788 786 784 782 780 778 776 774 772 A 770 768 772 766 764 762 760 758 756 754 752 750 748
TEPE
744
744 744 742 740 738 736 734 732 730 728 726 724 722 720 718 716 714 712
746 744 742 740

0 20 40 60 80 100
K5
Yol Gzergah
738
712 714 716 718
800
800
798 796
794 792
790
782
780
778
776
774
772
770
768
766
764
762
760
758
756
754
752
750
748 746
798
TEPE
K
744
796 794 792 790 788 786 784 782 780 778 776 774 772 A 770 768 772 766 A 764 L 762 YM AN 760 758 756 754 752 750 748
B
Platform Genilii Yol Ekseni Yol Platformu
744 744 742 740 738 736
K5
M LY
AN
734 732 730 728 726 724 722 720 718 716 714 712
KURP
746 744 742 740

0 20 40 60 80 100
Yol Gzergah
738
712 714 716 718
188
800
800
798 796
794 792
790
788 786 784
782
780
778
776
774
772
770
768
766
764
762
760
758
756
754
752
750
798 796 794 792 790 788 786 784 782 780 778 776 774 772 770 768 766 764 758 756 754 752 750 748 746 744 742
TEPE
748 746
744
B
0 +4
744 744 742
H4
0m
R=
20
200
R=
H3
A
0+ 0+ 03
740 738 736 734 732 730 728 726 724 722 720 718 716 714 712
76
0 +4
0 T
F T
H2
00
H1
S
0 +3
K5
740 738
00 0
00
0 +2
S
0+127 27
0+20
54 17
0+100
R T D Bs
= 51,75 = 200m = 97,55m = 180,55m = 22,2m
En Kesit izgileri
0 20 40 60 80 100
712 714 716 718
800
800
798 796
794 792
790
788 786 784
782
780
778
776
774
772
770
768
766
764
762
760
758
756
754
752
750
798 796 794 792 790 788 786 784 782 780 778 776 774 772 770 768 766 764 758 756 754 752 750 748 746 744 742
TEPE
748 746
744
26 26 51,75
17
16
B
0 +4
15
744 744 742
H4
14
0m
13
R=
12
20
200
R=
11
H3
0 +4
A
0+ 0+ 02 0
740 738 736 734 732 730 728 726 724 722 720 718 716 714 712
10
76
0 +4
60
0 +4
1
0 T
40
0 +4
8 0 +3
F T
20
H2
00
0 +3
H1
80
5 S 4
0 +3 40
60
0 +3 20
0 +3
0 +2
K5
740 738
00 0
00
0 +2
80
0+ 03
0 +2
60
0 +2
0 +0
S
0+160
40
0+20
0 +0 80
0+180
54 17
60
0+100
0+127 27 0+120
R T D Bs
= 51,75 = 200m = 97,55m = 180,55m = 22,2m
0+140
En Kesit izgileri
0 20 40 60 80 100
712 714 716 718
190
62
771,00 770,00 769,00 768,00 767,00 766,00 765,00 764,00 763,00
00
772,00
95
96
26
Km P = 0+170 Kot P = 764,69 m e = 0,15 m

46 44
14
06
01
44
57
52
757,00 756,00 755,00 754,00 753,00 752,00 751,00

1/100
58
758,00
63
759,00
67
760,00
12
761,00
04
762,00
69
34
31
18
14
56
750,00
77200 77200
42 57 59 88 56 99 07 31 21 07 04 01 98 95 92 88 85 82 15 76 13 17 13 10 00
30
771
770
769
768
767
766
766
765
765
764
763
762
761
760
759
758
757
756
754
753
752
751
750
749
KIRMIZI KOTLAR SYAH KOTLAR EN KEST NO ARA MESAFELER METRELER HEKTOMETRELER KLOMETRELER EM VE EM DEME NOKTALARI YATAY KURBA ELEMANLARI
02
40
00
77
37
65
34
00
63
56
48
35
33
80
73
65
56
67
67
77
78
32
55
00
771
771
770
769
769
768
768
767
764
762
761
762
763
762
761
759
757
754
752
750
749
749
749
750
A
0+000
1
0+020
0 T
2
0+060
3
0+080
H1
0+100
4 20 00
0+037
0+120
0+140
0+160
0+180
0+200
0+240
0+260
0+280
0+300
0+320
0+340
0+360
0+380
0+400
0+420
0+440
0+460
0+127
0
30
1 L1=170 m
30
2 L2=306 m
26
0+217
g1 = % 4
g2=% 5
10
L= 37 m
R=200 m
? =51,75
T=97,55 m
D=180,55 m BS=22,2 m
L= 258,46 m
0+476
27
54
20 00
17 00
23 00
20 00
20 00
S 5 7 27 12 73
6 20 00 20 00
7 20 00
H2 17 54
T F
22 46
8 20 00
9 20 00
10 20 00
H3 20 00
11 20 00
12 20 00
13 20 00
14 20 00
H4 20 00
15 20 00
16 20 00
17 16 00
750
00
749
00
1/1000
749,00
18
DEY KURBA GE PARABOL DENKLEM
y=((g2 - g1)/2L) x x + g1 x x
En Kesit T1 H1 4 S 5 6 C 7 H2
F T
Km
0+096 0+100 0+120 0+127 0+140 0+160 0+171 0+180
40 27 40
x
0 3,60 23,60 30,87 43,60 63,60 75,00 83,60
y
0
Krmz Kot
767,915
PVC
G1 L/2
PVI
G2
PVT
-0,155 767,760 -1,030 766,885 -1,353 766,562 -1,925 765,990 -2,843 765,072 -3,375 764,540 -3,781 764,134 -4,741 763,174 -5,600 762,315 -6,701 761,214 -7,050 760,865
x
y
PVC: x
x 0
ax 2 bx c
0
and
and
dY dx
2a
Y
b
G2 G1 L
c
G1
a G2 G1 2L
0+200 103,60 0+217 121,14 0+240 143,60 0+246 150,00

40 54
8 T2
d 2Y Herhangi bir nokta : dx 2
T1
g
1
=0,0
43
P C
g
2
-0 .0
51
T2
t=75 m L=150 m
t=75 m
g1 = (kotA-kotP)/(kmA-kmP) = (772-764,69)/(0-171,40)
= -0,043
g2 = (kotP-kotB)/(kmP-kmB) = (764,69-749)/(171,40-476) = -0,051

G = g1-g2 = -0,043-(-0,051) = 0,008
e = (L x G)/8 = (150x0,008)/8 = 0,15 m
kot C = kotP - e = 764,69 - 0,15 = 764,54 m kot T1= kotP +
g1xt = 764,69+0,043x75 = 767,915 m

BOY KESTTEN KIRMIZI KOTLAR
kot T2= kotP - g2xt = 764,69-0,051x75 = 760,865 m
A = 772,00 m B = 749,00 m
MESAFELER KOTLAR
A = 0+000
Km
B = 0+476 Km P = 0+171 Km C = 0+171 Km T1= 0+096

40 40 40 40
P = 764,69 m C = 764,54 m T1 = 767,915 m T2 = 760,865 m
Km
T2= 0+246 Km
Vt=20 km/sa Lr ( m )
R (m) 7000 6000 3000 2500 2000 1500 1400 1300 1200 1000 900 800 700 600 500 400 300 250 200 175 150 140 130 120 110 100 90 80 70 60 50 40 30 20 e % E E E E E E E E E E E E E E E E E E E E TE TE TE TE TE 2,1 2,2 2,4 2,5 2,6 2,8 3.0 3.3 3.8 2 4 erit erit 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 14 9 14 9 14 9 14 9 14 9 14 10 16 11 16 11 17 12 18 13 19 14 20 15 22 17 28 Rmin= 16
e % E E E E E E E E E E E E E E E E TE TE 2.3 2.4 2.5 2.6 2.6 2.7 2.8 2.9 3.0 3.2 3.3 3.5 3.7 3.9 2 4 erit erit 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 14 10 14 11 17 12 17 12 18 12 19 12 19 13 19 13 20 14 21 14 22 15 23 16 24 17 25 18 27 19 28 Rmin= 35
e % E E E E E E E E E E E E E TE TE 2.1 2.4 2.6 2.8 2.9 3.1 3.2 3.3 3.4 3.6 3.6 3.7 3.8 3.9 4.0 2 4 erit erit 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 15 10 15 11 18 12 19 13 20 14 22 15 22 16 24 16 25 17 26 17 26 18 27 19 28 19 29 20 29 20 30 21 31 Rmin= 80
e % E E E E E E E E E E TE TE TE 2.1 2.3 2.5 2.8 3.0 3.3 3.5 3.7 3.8 3.8 3.9 4.0 4.0 2 4 erit erit 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 17 11 17 11 17 12 17 13 19 14 21 16 23 17 25 18 27 19 29 20 31 21 32 21 32 22 32 22 33 22 33 Rmin= 100
e % E E E E E E E E TE TE TE 2.1 2.3 2.5 2.7 3.0 3.3 3.6 3.8 3.9 4.0 2 4 erit erit 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 18 12 18 12 18 13 19 14 21 15 23 16 24 18 27 20 30 22 32 23 34 23 35 24 36 Rmin= 150
e % E E E E E TE TE TE TE 2.2 2.4 2.5 2.7 2.9 3.1 3.4 3.8 3.9 2 4 erit erit 0 0 0 0 0 0 0 0 0 0 13 20 13 20 13 20 13 20 14 22 16 24 18 25 18 27 19 28 20 30 22 33 25 37 26 38 Rmin= 215
e % E E E E TE TE 2.1 2.2 2.3 2.5 2.7 2.8 3.0 3.2 3.5 3.7 4.0 2 4 erit erit 0 0 0 0 0 0 0 0 14 22 14 22 15 23 16 24 17 25 18 27 19 29 20 30 22 32 23 35 26 38 27 40 29 43 Rmin= 280
e % E E E TE TE 2.3 2.4 2.5 2.6 2.8 3.0 3.2 3.4 3.6 3.8 4.0 2 4 erit erit 0 0 0 0 0 0 15 23 15 23 16 26 18 28 19 29 20 30 21 32 23 34 25 37 26 39 28 41 29 44 31 46 Rmin= 375
e % E E TE TE 2.2 2.6 2.7 2.8 2.9 3.2 3.4 3.5 3.7 3.9 4.0 2 4 erit erit 0 0 0 0 16 25 16 25 18 27 21 32 22 33 23 34 24 36 25 39 26 42 29 43 30 45 32 48 33 49 Rmin= 490
emax = %4 R = Kurp yarap ( m ) Vt = Tasarm hz ( km/sa ) e = Dever oran Lr = %0 'dan tasarm deverine ulamak iin gerekli mesafe ( m ) E = at eimi ( % ) TE = at eiminin tek ynl dever durumu ( % )
ehir Geilerinde uygulanacak dever oran ( emax = %4)
Tasarm Hzna ve Yarapa Bal Olarak Uygulanacak Dever Oranlar
Vt=20 km/sa Vt=30 km/sa Vt=40 km/sa Vt=50 km/sa Vt=60 km/sa Vt=70 km/sa Vt=80 km/sa Vt=90 km/sa Vt=100 km/sa Vt=110 km/sa Vt=120 km/sa Vt=130 km/sa Lr ( m ) Lr ( m ) Lr ( m ) Lr ( m ) Lr ( m ) Lr ( m ) Lr ( m ) Lr ( m ) Lr ( m ) Lr ( m ) Lr ( m ) Lr ( m )
R e 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9 9 9 10 11 11 12 14 14 16 17 19 21 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 14 14 14 15 16 17 18 20 22 24 26 30 32 e E E E E E E E E E E E E E E E TE TE 2.3 2.8 3.0 3.3 3.5 3.6 3.8 3.9 4.1 4.2 4.5 4.7 5.0 5.4 5.8 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 10 11 13 14 16 17 17 18 19 20 20 22 23 24 26 28 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 14 17 20 22 24 25 26 27 28 30 30 32 34 35 39 42 e E E E E E E E E E E E E TE TE 2.1 2.5 3.1 3.5 3.9 4.1 4.4 4.5 4.6 4.9 5.0 5.2 5.4 5.6 5.8 2 0 0 0 0 0 0 0 0 0 0 0 0 10 10 11 13 16 18 20 21 23 23 24 25 26 27 28 29 30 4 0 0 0 0 0 0 0 0 0 0 0 0 15 15 16 19 24 27 30 32 34 35 35 37 38 40 42 43 45 e E E E E E E E E E TE TE TE 2.1 2.4 2.6 3.3 3.9 4.2 4.7 5.0 5.3 5.4 5.6 5.7 5.8 6.0 2 0 0 0 0 0 0 0 0 0 11 11 11 12 13 16 18 22 23 26 28 29 30 31 32 32 33 4 0 0 0 0 0 0 0 0 0 17 17 17 17 20 23 27 32 35 39 42 44 45 47 47 48 50 e E E E E E E E TE TE 2.1 2.3 2.5 2.9 3.1 3.5 4.0 4.6 5.0 5.5 5.8 6.0 2 0 0 0 0 0 0 0 12 12 13 14 15 17 19 21 24 28 30 33 35 38 4 0 0 0 0 0 0 0 18 18 19 21 23 25 28 32 36 41 45 50 52 54 e E E E E E TE TE 2.1 2.2 2.6 2.8 3.1 3.4 3.8 4.2 4.7 5.4 5.8 2 0 0 0 0 0 13 13 14 14 17 18 20 22 26 27 31 35 38 4 0 0 0 0 0 20 20 21 22 26 27 30 33 37 41 46 53 57 e E E E E TE 2.2 2.4 2.5 2.7 3.1 3.4 3.6 4.0 4.3 4.6 5.3 5.9 2 0 0 0 0 14 16 17 18 19 22 24 26 29 31 35 38 42 4 0 0 0 0 22 24 25 27 29 33 37 39 43 46 52 57 64 e E E E TE 2.1 2.7 2.8 3.0 3.2 3.6 3.8 4.2 4.5 5.0 5.4 2 0 0 0 15 18 21 21 23 25 28 30 32 35 38 41 4 0 0 0 23 24 31 32 34 37 41 45 48 53 57 62 e E E TE TE 2.5 3.1 3.3 3.5 3.7 4.2 4.5 4.9 5.2 5.6 2 0 0 16 16 20 25 27 29 30 34 37 40 43 46 4 0 0 25 26 31 38 41 43 45 52 55 60 64 69 e E E TE 2,3 2,8 3,6 3,8 4.0 4.2 4.8 5.1 5.4 5.8 2 0 0 18 20 25 32 33 35 37 42 45 47 51 4 0 0 26 30 37 47 50 53 55 63 67 71 76 e E E 2.3 2.7 3.3 4.2 4.4 4.7 5.0 5.5 5.8 2 0 0 22 26 31 40 42 46 47 53 55 4 0 0 33 38 47 60 63 67 71 80 82 e E E 2.5 3.0 3.7 4.7 5.0 5.3 5.5 2 0 0 26 31 38 48 51 55 58 4 0 0 39 46 67 73 77 82 86 (m) % 7000 E 6000 E 3000 E 2500 E 2000 E 1500 E 1400 E 1300 E 1200 E 1000 E 900 E 800 E 700 E 600 E 500 E 400 E 300 E 250 E 200 E 175 TE 150 TE 140 TE 130 2.1 120 2.2 110 2.4 100 2.5 90 80 70 60 50 40 30 20 2.7 3.0 3.2 3.3 3.8 4.2 4.7 erit erit % erit erit % erit erit % erit erit % erit erit % erit erit % erit erit % erit erit % erit erit % erit erit % erit erit % erit erit
6.0 62 93 Rmin= 950
6.0 57 85 Rmin= 755
5.9 45 68 Rmin= 335
5.9 46 72 Rmin= 435
6.0 53 79 Rmin= 550
6.0 39 58 Rmin= 195
6.0 43 66 Rmin= 250
6.0 38 54 Rmin= 135
6.0 33 50 Rmin= 90
6.0 31 46 Rmin= 65
emax = %6 R = Kurp yarap ( m ) Vt = Tasarm hz ( km/sa ) e = Dever oran Lr = %0 'dan tasarm deverine ulamak iin gerekli mesafe ( m ) E = at eimi ( % ) TE = at eiminin tek ynl dever durumu ( % )
5.6 25 37 Rmin= 15
6.0 29 43 Rmin= 30
Tasarm Hzna ve Yarapa Bal Olarak Uygulanacak Dever Oranlar
50 82 +2 280 0 + 0
ENKEST NO
D kenar
kenar 2
KM -0+028 -0+010 0+000 0+008 0+020 0+037 0+060 0+066 0+080 0+100 0+120 0+127 0+140 0+160 0+180 0+188 0+200 0+217 0+240 0+246 0+260 0+264 0+280 0+282
54 54 54 54 54 27
B+b
%d h=B+b *d h=B+b *d
2
50 64 +2 60 0 2 0+
K1 M1 A
54 7 21
0,000+0,000 11,000 -2,00 0,000+0,000 11,000 0,00
-0,11 0,00 0,06 +0,11 +0,18 +0,28 +0,43 +0,47 +0,47 +0,47 +0,47 +0,47 +0,47 +0,47 +0,47 +0,47 +0,40 +0,28 +0,13 +0,11 +0,03 0,00 -0,11 -0,11
-0,11 -0,11 -0,11 -0,11 -0,18 -0,28 -0,43 -0,47 -0,47 -0,47 -0,47 -0,47 -0,47 -0,47 -0,47 -0,47 -0,40 -0,28 -0,13 -0,11 -0,11 -0,11 -0,11 -0,11
K210 M
2
9
50 6 24 0+ 40 2 0+
0,000+0,000 11,000 1,11 0,000+0,000 11,000 0,085+0,085 11,170 0,205+0,205 11,410 0,368+0,368 11,772 2,00 3,24 5,00 7,38
A1 1
20 0
0+
2
8
0+
To
1
0+
F T
54 88
0
2 E1
8 0+1
H2
0,410+0,410 11,820 8,00 0,410+0,410 11,820 8,00 0,410+0,410 11,820 8,00 0,410+0,410 11,820 8,00 0,410+0,410 11,820 8,00 0,410+0,410 11,820 8,00 0,410+0,410 11,820 8,00 0,410+0,410 11,820 8,00 0,410+0,410 11,820 8,00 0,329+0,329 11,658 0,205+0,205 11,410 0,046+0,046 11,092 0,000+0,000 11,000 0,000+0,000 11,000 0,000+0,000 11,000 6,81 5,00 2,28 2,00 0,50 0,00
R=
20
0m
2
7
0+1
60
3 H1
0+140
4
27
0+127
S 5 6
S 4
0+120
H1
0+100
7 E2 H2
0+080
E1
2
R=20 0m
0+066 0+060
TF 8
Eris i
Lg
0 T
Gei
A 1
A
0+03
A2 9
-2
-2
+2
0+02 0+00 8
+2
M1
-2
0
M2
-2
0
0+00 0- 0 10
K1
-2
-2
10 K2
0,000+0,000 11,000 -2,00 0,000+0,000 11,000 -2,00
-2
0- 0 28
-2
1/500
1/500
LEK
LEK
1/50
1/50
0+066 E
E
-0,47 +0,43 -0,43
+0,47
0+066 E 2
+0,43 -0,43
+0,47
1/50
LEK
-0,47
1/500
0+066
0+060
58
0+037 TO
TO -0,28
+0,28
0+037
TO
+0,28
-0,28
0+037
1
-0,18
0+020 1
+0,18
0+020
+0,18
-0,18
0+020
A
-0,11
0+008 A
+0,11
0+008
+0,06
A 0+000
+0,11
-0,11
0+008
+0,06 -0,11
18
0+000 A
-0,11
0+000
-0,11
0,00
18
-0,11
-0,11
0+060
0+060
29
29
Cross-sections
8 0+240
765,00 -12,60 760,39 -11,28 764,00 -5,50 763,33 0,00
762,64 5,50 761,85 12,00 762,28 8,49 760,84 7,05
760,58 -7,05
761,08 -5,55
761,21 0,00
761,34 5,55
FY= 39,4221 m FD= 0 m
15 0+420
751,00 -10,20 750,54 -7,35
751,77 -5,50
751,88 0,00
751,77 5,50
750,24 -5,50
749,32 0,00 FY= 0 m FD= 40,8431 m
748,36 5,50
747,17 12,40 747,00 13,40
Volume Table
EN KEST NO EN KEST KM ARA MESAFE GET NOKTASI TATBK MESAFES (m ) ALANLAR (m ) HACMLER (m ) DOLGU YARMA DOLGU YARMA KEND YARMA KESTNDE FAZLASI KULLANILA (m ) DOLGU FAZLASI (m ) CEBRK TOPLAM YARMA DOLGU
A 1 To 2 3 H1 4 S 5 6 7 H2 TF 8 9 10 H3 11 12 13 14 H4 15 16 17 B
0+000 0+020 0+037 0+060 0+080 0+100 0+120 0+127,27 0+140 0+160 0+180 0+200 0+217,54 0+240 0+260 0+280 0+300 0+320 0+340 0+360 0+380 0+400 0+420 0+440 0+460 0+476
20,00 17,00 23,00 20,00 20,00 20,00 7,27 12,73 20,00 20,00 20,00 17,54 22,46 20,00 20,00 20,00 20,00 20,00 20,00 20,00 20,00 20,00 20,00 20,00 16,00
16,70 3,30 16,701 3,545 3,30 6,67 13,33 15,28 2,26 15,281 16,13 3,87
10,00 18,50 20,00 21,50 20,00 20,00 13,64

21,06
3,87 16,13
14,33 17,06 21,61 22,25 26,64 21,89 28,95 27,75 22,05 5,40 0,34 0,10 7,69 39,42 49,85 30,14 30,38 9,76 0,04 0,00 0,00 0,00 0,00 0,42 7,49 15,72
4,09 1,11 5,72 1,82 0,58 0,16 0,00 0,23 0,99 10,45 30,26 28,61 3,74 0,00 0,00 0,00 0,00 0,50 18,53 35,19 53,92 50,73 40,84 18,38 3,94 0,12
143,31 315,58 432,25 478,46 532,82 437,79 394,72 277,52 318,18 64,45 6,77 1,82 95,06 836,93 996,96 602,80 607,63 130,10 0,62 0,00 0,00 0,00 0,00 7,62 72,25 125,74
40,86 20,54 114,50 39,08 11,68 3,26 0,02 2,27 14,29 124,70 605,19 504,72 46,23 0,00 0,00 0,00 0,00 6,70 308,79 703,71 1078,35 1014,64 816,86 337,25 38,04 1,00
40,86 20,54 114,50 39,08 11,68 3,26 0,02 2,27 14,29 64,45 6,77 1,82 46,23 0,00 0,00 0,00 0,00 6,70 0,62 0,00 0,00 0,00 0,00 7,62 38,04 1,00 419,71
102,45 295,05 317,75 439,38 521,14 434,54 394,71 275,25 303,89 60,26 598,43 502,91 48,83 836,93 996,96 602,80 607,63 123,40 308,18 703,71 1078,35 1014,64 816,86 329,63 34,22 124,74 6459,66 5412,95
102,45 397,49 715,25 1154,63 1675,77 2110,31 2505,01 2780,27 3084,15 3023,90 2425,47 1922,56 1971,40 2808,33 3805,29 4408,08 5015,71 5139,11 4830,94 4127,23 3048,89 2034,24 1217,38 887,76 921,97 1046,71
10,00 14,43 11,94 20,00

4,221 2,26
20,00
5,049
17,64 12,36 21,23 20,00 20,00 20,00
28,51
17,54
9,254
13,33
13,34 16,67
18,493
6,67 20,00
20,00 20,00 20,00 20,00 18,35 9,65 8,00
17,964
20,00
6879,38 5832,67
KONTROLLER: 1) Y + D 2) YF + DF 3) YF + KKK=Y 4) DF + KKK=D = 1046,71 = 1046,71 = 6879,38 = 5832,67
Project Example 2
t = R x tg ( / 2 ) = 90 x tg ( 45 / 2 ) = 3728m D= ( 2 R ) / 360 = ( 2 x 90 x 45 ) / 360 = 7069 m BS ( b) = R x { 1 / ( Cos / 2 ) - 1 } = 90 x { 1 / ( Cos 45 / 2 ) 1 } = 742 m

KESN DORULAR VE KURBALAR TABLOSU ARA UZAKLIK 1. DORU KURBA 2. DORU A-T0 ToTf Tf-B 275 m 8011 m 13534 m TOPLAM UZAKLIK 275 m 35511 m 49045 m
GENEL DORULAR TABLOSU DORU 1. DORU ( AS ) 2. DORU ( SB ) UZUNLUKLAR 312,03 m. 182,11 m. KESME AISI
45
g1 = (629.6-636.20)x100/ (220.00-0) = -3.00% g2 = (615.22-629.6)x100/(490.45-220.00) = -5.317%
Km. P= 0 + 22000m. Kot P = 629.60m.
L = 150 m. G = | g1 g2 | = | -0.03 + 0.0532 | = 0.0232 e = ( L x G ) / 8 = ( 150 x 0.0241) / 8 = 0.435 m. t = L / 2 = 150 / 2 = 75 m. Krmz kot B = 629.60 0.435 = 629,165 m. Km. T1 = 220.00 - 75 = 0+14500m. Kot T1 = 629.6 + ( 75 x 0.03 ) = 631.85 m. Km. T2 = 220.00 + 75 = 0+29500m Kot T2 = 629.60 - ( 75 x 0.0532 ) = 625.62 m. y = { (g2 - g1 ) / 2L }X2 + g1X = { ( -0.0532 + 0.03 ) / 300 } X2 - 0.03 X y = -0.000077 X2 - 0.03 X
NOKTA NO T1
KM 0+145
X 0
Y 0
KOTLAR 631.85
9
10 H2 11
0+156
0+176 0+200 0+216
11
31 55 71
-0.34
-1.00 -1.88 -2.52
631.51
630.85 629.97 629.33
12 13 To 14 T2
0+241 0+257 0+275 0+289.14 0+295
96 112 130 144.14 150
-3.59 -4.33 -5.20 -5.92 -6.23
628.26 627.52 626.65 625.93 625.62
Far = S = 100 m alnmtr. S kk L iin(S<L) : L= (G * S) / (1.22* 0.035 ) = (0.0232 * 100) / 0.0427 = 54.3325 m S byl L iin(S>L) : L= 2 * S (1.22 * 0.035 * S) / G = 2 * 100 (1.22 * 0.035 * 100) / 0.0232 = 15.9483 m Konfor Kriteri : Lmin = G * V / 3.95 = 0.0232 * 40.31 / 3.95 = 9.5437 m Esneklik Kriteri : Lmin = 3048 * G = 3048 * 0.0232 = 70,7136 m Drenaj Kriteri : 4360 * G = 4360 * 0.0232 = 101.152 m artname : Lmin = 120 m ise L=150 m alnmtr. Rdey = 6 * Ryatay = 6 * 90 = 540 m L = Rdey * G Rdey =150 / 0.0232 = 6465.52 m L UYGUNDUR T = L / 2 = 150 / 2 = 75 m e= L * G / 8 = 150 * 0.0232 / 8 = 0 .43 Transportation Engineering m
d = 0.00443 x 60/90 = 0.17 d = % 8 alnmtr. Hz Snrlamas 0.08 = 0.00443 x v / 90 => v snr = 40.31 km / saat Kurbada Yol Geniletmesi b = (n l/ 2R ) + ( 0.05 V / R ) = ( 2 x 12/ 2x 90) + ( 0.05 x 40 / 90 ) = 1.81 m. Dever Rampa Boyunun Hesab h1= B x d 0/ 2 h 1 = 12 x 0.02 / 2 = 0.12 m. h 2 = (B + b ) du /2 h 2 = ( 12 + 1.81) x 0.08 /2 = 0.55 m. L = V/ ( 46.7 x R x ) = ( 40 )/ ( 46.7 x 90 x 0.4 ) = 38.07 m. K = ( 2 x L x h 1 ) / (h 2 - h 1 ) = ( 2 x 38.07 x 0.12)/ ( 0.55 0.12) = 21.25 m. Savrulma Hz: Vsav=11.3(R*(e+tga)/(1- e*tga))=11.3*(90(0.2+0.08)/(10.2*0.08)) = 57.18 km/saat Devrilme Hz : Vdev=11.3(R*(h*tga+e/2)/(hTransportation Engineering
e = (L/6R)=(38.07/6x90) = 2.67m R = e/4= 4.01/4 = 1.0025 m m = R/2 = 1.0025/2 = 0.501 m

ENKEST NO KM X Y=(X/ 6 R L)
0+256
0.00
13
0+257
1.00
0.000048
T0
0+27500
19.00
0.33
14
0+28914
33.14
1.77
0+294
38.00
2.67
ENKEST NO KM K1 0+23475 b 0.00 B+b 12.00 d% -2
DIKENAR h=(B+b)/2*d -0.12
KENAR h=(B+b)/2*d -0.12
12
M1 A1 13 To
0+24100
0+24538 0+25600 0+25700 0+27500
0.00
0.00 0.00 0.03+0.03 0.45+0.45
12.00
12.00 12.00 12.06 12.90
-0.83
0 2 2.16 5
-0.05
0 0.12 0.13 0.32
-0.05
-0.12 -0.12 -0.13 -0.32
14
E1 H3 S 15
0+28914
0+29400 0+30956 0+31584 0+33155
0.8+0.8
0.905+0.905 0.905+0.905 0.905+0.905 0.905+0.905
13.60
13.81 13.81 13.81 13.81
7.23
8 8 8 8
0.49
0.55 0.55 0.55 0.55
-0.49
-0.55 -0.55 -0.55 -0.55
E2
Tf A2 16 M2
0+33611
0+35511 0+37411 0+37511 0+39311
0.905+0.905
0.452+0.452 0.00 0.00 0.00
13.81
12.91 12.00 12.00 12.00
8
5 2 1.89 0
0.55
0.32 0.12 0.11 0.11
-0.55
-0.32 -0.12 -0.11 -0.11
H4
K2
0+400
0+41211
0.00
0.00
12.00
12.00
-0.74
-2
-0.04
-0.12
-0.04
-0.12
Highway Components Cross-section
HACM (m) YARMA 177.020 125.917 60.774 81.647 40.702 198.552 257.025 315.690 223.516 159.517 73.371 91.190 86.040 56.949 74.784 37.554 50.684 171.357 35.412 40.968 110.221 26.800 23.294 72.558 105.315 170.412 215.660 300.223 208.075 691.679 24.909 7.925 12.856 61.806 41.744 77.556 134.951 412.262 354.131 288.704 293.040 125.898 11.317 3869.793 5810.222 443.420 541.738 644.445 631.126 702.030 311.389 80.533 13.059 7.821 4.784 17.960 96.514 55.194 1320.255 DOLGU
KEND KEST KULLA.
YARMA FAZLA (m)
DOLGU FAZLASI (m) YARMA
CEBRK TOPLAM DOLGU
177.020 37.554 50.684 81.647 35.412 40.968 110.221 26.800 23.294 72.558 73.371 91.190 86.040 56.949 74.784 5.290 157.584 146.805 288.890 200.222 86.959 31.944 79.222 129.620 243.274 133.291 691.679 24.909 7.925 12.856 61.806 41.744 77.556 80.533 13.059 7.821 4.784 17.960 96.514 11.317 2549.538 4489.968 54.418 399.203 346.310 283.920 275.080 29.384 43.877 418.511 533.813 631.589 569.320 660.286 233.833 88.363 10.091 89.710
177.020 265.383 275.474 185.764 191.053 348.637 495.442 784.332 984.554 1071.513 1039.569 960.347 830.727 587.454 454.163 237.516 656.027 1189.840 1821.428 2390.748 3051.034 3284.867 3230.449 2831.246 2484.936 2201.016 1925.936 1896.552 1940.429
3) YF+KKK = Y 4) DF+KKK = D
=> 2549,538 +1320,255 = 3869,793 m3 => 4489,968 +1320,255 = 5810,222 m3
Tablo makinalaryla Toprak Datm
Tarih izen 1. Kontrol 2. Kontrol 09 / 01 / 2009
Ad Soyad
mza
Karadeniz Teknik niversitesi Mhendislik Fakltesi naat Mhendislii
LEK BOYKEST 1 /100 1/ 1000
renci No: 1796
Primary References
Mannering, F.L.; Kilareski, W.P. and Washburn, S.S. (2005). Principles of Highway Engineering and Traffic Analysis, Third Edition. Chapter 3 American Association of State Highway and Transportation Officials (AASHTO). (2001). A Policy on Geometric Design of Highways and Streets, Fourth Edition. Washington, D.C.
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What are the main topics covered in the transportation engineering syllabus?

What are the main topics covered in the transportation engineering syllabus?

What are the different components of a highway cross-section?

What are the different components of a highway cross-section?

CEE 320 Transportation I

Dr. Muhammet Vefa Akpnar, PhD, P.E

Overview of Transportation Engineering

Share of total passengers or tons-km

Passenger Transportation Freight Transportation

Waste disposal Local distribution Business Tourism Migration

Trade Energy & Raw Materials

1500-1840 Average speed of wagon and sail ships: 16 km/hr

1990 Numeric transmission: instantaneous

What is TRANSPORTATION ENGINEERING ?

Highway Transportation Engineering

Flow in vehicles per hour

Selected Table Factoids

Traffic Typically Peaks twice per day.

Flow Rate (q)

Units are typically vehicles/hour Flow rate is different than volume

Density veh / km vehicles spacing mt / veh

spacing mt / veh speed km/ hour

Speed vs. Density

Flow vs. Density

Speed vs. Flow

Optimal flow, Flow (veh/hr) capacity, qm

Traffic Time of Day Patterns

Percent of Daily Traffic

7.00% 6.00% 5.00% 4.00% 3.00% 2.00% 1.00% 0.00% 1 3 5 7 9 11 13 15 17 19 21 23

Transportation Engineering WSDOT 2003 Annual Traffic Report From

Transportation Engineering WSDOT 2003 Annual Traffic Report From

Volume Patterns (contd.)

Volume Patterns (contd.)

Traffic Stream Characteristics

Daily Volumes (contd.)

Sub hourly Volumes

number of vehicles during observatio n veh/h observatio n time

Sub hourly Volumes (contd.)

Relationships among Flow Rate, Speed and Density

Resistance Tractive effort Vehicle acceleration Braking Stopping distance

Available Tractive Effort

Theoretical S ignoring air resistance

V12 V22 b 2g b f rl sin

Stopping Sight Distance , SSD

Stopping Sight Distance (2)

Design standard: tr=2.5, a=11.2

Other Sight Distances

Stopping Sight Distance (SSD)

Stopping Sight Distance (SSD)

from ASSHTO A Policy on Geometric Design of Highways and Streets, 2004

Note: this table assumes level grade (G = 0)

SSD Quick and Dirty

2. There are 1.47 ft/sec per mph

Stopping Sight Distance

where: dr = break reaction distance, m; tr = reaction time, s; V = initial speed, km/h.

Stopping Sight Distance

Stopping Sight Distance

Sight Distance in Complex Conditions

Passing Sight Distance

0.278t1 ( v m at1 / 2); d 2