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Super Elevation

This document discusses sight distances and design considerations for intersections without traffic controls. It explains that sight triangles need to provide clear lines of vision from a sufficient distance to avoid collisions. Sight distance design is based on enabling approaching vehicles to change speed, stop, or allowing stopped vehicles to cross. Guidelines are provided for determining sight distances based on these conditions and the design speed. The document also discusses design of horizontal alignments, factors that influence design speed, use of superelevation to counteract centrifugal force, and methods for determining superelevation rates.

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Ashok Rajanavar
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360 views14 pages

Super Elevation

This document discusses sight distances and design considerations for intersections without traffic controls. It explains that sight triangles need to provide clear lines of vision from a sufficient distance to avoid collisions. Sight distance design is based on enabling approaching vehicles to change speed, stop, or allowing stopped vehicles to cross. Guidelines are provided for determining sight distances based on these conditions and the design speed. The document also discusses design of horizontal alignments, factors that influence design speed, use of superelevation to counteract centrifugal force, and methods for determining superelevation rates.

Uploaded by

Ashok Rajanavar
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
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Sight Distances at Uncontrolled

Intersections

It is important that on all approaches of intersections roads, there is a


clear view across the corners from a sufficient distance so as to avoid
collision of vehicles.

The area of unobstructed sight formed by the lines of vision is called sight
triangle.

The design of sight distance at intersections may be based on three


possible conditions i) Enabling the approaching vehicle to change speed
ii) Enabling approaching vehicle to stop and iii) Enabling stopped vehicle
to cross a main road.

Sight Distances at Uncontrolled Intersections


i)

Enabling the approaching vehicle to change


speed: Two sides AC & BC of the sight triangle
along the intersection approaches up to the
conflict point C should be at least equal to the

distance covered by a vehicle travelling at design


speed in two seconds or three seconds.
ii)

Enabling approaching vehicle to stop: The two


sides AC and BC of the sight triangle should each
be equal to the safe stopping sight distance.

iii)

Enabling stopped vehicle to cross a main road:


The sight distance available from the stopped
position of the minor road should be sufficient to
enable the stopped vehicle to start, accelerate and
cross the main road, before another vehicle
travelling at its design on the main road reaches
intersection.

Design of Horizontal Alignment

Design Speed
Geometric elements depends on Design Speed Such
as:
Sight Distance
Radius of horizontal curve
Rate of Super elevation
Extra widening
Length of summit curve
Length of valley curve

Design Speed
Design Speed of road depends upon
Class of the road
Terrain
The terrain classified as plain(0-10%), rolling (1025)%, mountainous(25-60%) and steep(>60%).
Road
Classification

Design speed in kmph for various terrains


Plain

Rolling

Mountainous

Steep

Ruling

Min

Ruling

Min

Ruling

Min

Ruling

Min

Expressways

120

100

100

80

80

60

80

60

NH & SH

100

80

80

65

50

40

40

30

MDR

80

65

65

50

40

30

30

20

ODR

65

50

50

40

30

25

25

20

VR

50

40

40

35

25

20

25

20

Superelevation
Counteract the effect of centrifugal force and to
reduce the tendency of the vehicle to overcome or
skid.
The transverse inclination to the pavement surface
is known as Superelevation or cant or banking.
The rate of Superelevation e is expressed as the
ratio of the height of outer edge of the pavement
with respect to the horizontal width.

Superelevation
e+f=v2 ..v is in m/sec

gR
e+f=V2 V is in kmph
127R
Where,
e=rate of Superelevation
f= design value of lateral friction coefficient=0.15
V=speed of the vehicle in kmph or m/sec
R= radius of the horizontal curve, m
g= acceleration due to gravity=9.8m/sec2.
The maximum value of Superelevation limited to
7% or 0.07.

Maximum Superelevation
From the practical view point it will be necessary to
limit the maximum allowable superelevation to
avoid very high values of e.
IRC has fixed the maximum limit of superelevation
in plain and rolling terrains and in snow bound
areas as 7.0 percent or 0.07.
In Hill roads not bound by snow a maximum
superelevation limited up to 10%.
On urban road stretches with frequent
intersections, it may be necessary to limit the
maximum superelevation to 4%.

Design of Superelevation
Design of superelevation for mixed traffic
conditions is complex problem, as different vehicles
ply on the road with a wide range of speeds.
Providing a lower value of superelevation thus
relying more on the friction would be unsafe for fast
moving vehicles.
On the contrary, providing superelevation of the
pavement up to the maximum limit so as to
counteract the centrifugal force fully neglecting the
lateral friction may be safer for fast moving vehicles
but will be quite inconvenient for slow moving
vehicles.

Design of Superelevation
From the practical considerations it is suggested
that the superelevation should be provided to fully
counteract the centrifugal force due to 75% of the
design speed. (by neglecting lateral friction
developed)
and
limiting
the
maximum
superelevation to 0.07.

Design of Superelevation
Step(i): The superelevation is calculated for 75% of
design speed (i.e., 0.75m/sec or 0.75 V kmph) ,
neglecting the friction.
e= (0.75v)2 or (0.75V)2
gR
127R
e= V2 ..(1)
225R
Step (ii): If the calculated value of e is less than 7% or
0.07 the value so obtained is provided. If the value of
e as per equation (1) exceeds 0.07 then provide the
maximum superelevation equal to 0.07 and proceed
with step (iii) or (iv).

Design of Superelevation
Step(iii): Check the coefficient of friction developed
for the maximum value of e=0.07 at the full value of
design speed, v m/sec or V kmph.
2
2
f= 0.07 or
0.07
127
If the value of f is less than 0.15, the
superelevation of 0.07 is safe for the design speed
and this is accepted. If not either the radius of the
horizontal curve has to be increased or the speeds
has to be restricted to the safe value which will be
less than the design speed.

Design of Superelevation
The restricted speed or the allowable speed is
calculated as given in step (iv).
Step (iv): The allowable speed or restricted speed
(va m/sec or Va kmph) at the curve is calculated by
considering the design coefficient of lateral friction
and the maximum superelevation i.e,.
e+f=0.07+0.15=va2= Va2
gR 127R
Calculate the safe allowable speed,
va= 2.156..v is in m/sec

Va= 27.94.V is in Kmph

Design of Superelevation
Calculate the safe allowable speed,
va= 2.156..v is in m/sec
Va= 27.94.V is in Kmph
If the allowable speed, as calculated above is
higher than the design speed, then the design
speed is adequate and provide a superelevation of
e equal to 0.07.
If the allowable speed is less than the design
speed, the speed is limited to the allowable speed
Va kmph calculated above. Also appropriate
warning sign and speed limit regulation signs are
installed.

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