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Design of Horizontal and Vertical Alignment

This document discusses the design of horizontal and vertical alignment for roads. It addresses factors such as design speed, curvature, super-elevation, grades, and vertical curves. Horizontal alignment considers centrifugal force on vehicles around curves. Vertical alignment specifies roadway elevations using gradients, grade compensation, and summit and valley curves to provide safety, comfort, and drainage. Design speed, terrain classification, and vehicle characteristics influence both horizontal and vertical alignment elements.

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Dharmesh Chandravadiya
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2K views20 pages

Design of Horizontal and Vertical Alignment

This document discusses the design of horizontal and vertical alignment for roads. It addresses factors such as design speed, curvature, super-elevation, grades, and vertical curves. Horizontal alignment considers centrifugal force on vehicles around curves. Vertical alignment specifies roadway elevations using gradients, grade compensation, and summit and valley curves to provide safety, comfort, and drainage. Design speed, terrain classification, and vehicle characteristics influence both horizontal and vertical alignment elements.

Uploaded by

Dharmesh Chandravadiya
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PPTX, PDF, TXT or read online on Scribd
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DESIGN OF HORIZONTAL AND VERTICAL ALIGNMENT

HORIZONTAL ALIGNMENT

• Design based on appropriate relationship between design


speed and curvature and their relationship with side friction
and super-elevation
• Along circular path, vehicle undergoes centripetal acceleration
toward center of curvature (lateral acceleration)
• Balanced by super-elevation and weight of vehicle (friction
between tire and roadway)
• Cross slope also should be considered in the design.
Design speed

 The design of speed is main factor on which geometric design


elements depends. ( means the geometric details of highway
mainly depend on the design speed )

 All the important geometric elements such as sight distance, radius


of horizontal curve, length of horizontal transition curve, rate of
super-elevation, extra widening of pavement at horizontal curve,
length of summit and valley curves are dependent on the design
speed.
• The design speed of road depends upon

1. class of the road

( the speed standards of a particular class of road depends on the


classification of terrain through which it passes)

2. terrain

• Classification of terrains
1. pain
2. rolling
3. mountainous
4. steeps
• The recommended design speeds for diff. classes of urban roads are:

1. Arterial roads – 80 kmph,


2. Sub-arterial roads – 60 kmph,
3. Collector streets – 50 kmph,
4. Local streets – 30 kmph,
HORIZONTAL CURVE
• A horizontal highway is a curve in plan to provide change in direction to the
center line of road.

• There are many types of curve such as SIMPLE CURVE, COMPOUND CURVE,
REVERS CURVE, TRANSITION/SPIRAL CURVE, SAG CURVE, SUMMIT CURVE.

• When a vehicle traverses a horizontal curve, the centrifugal force acts


horizontally outwards through the center of gravity of vehicle.

• The centrifugal force developed depends on the radius of horizontal curve


and the speed of the vehicle negotiating the curve.
Wv2
P=
gR

Here,
P = centrifugal force, kg
W = weight of vehicle, kg
R = radius of the circular curve, m
v = speed of vehicle, m/sec
2
g = acceleration due to gravity = 9.8 m/s
• There are two types effects …..

1. Overturning effect
2. Transvers skidding effect
VERTICAL ALIGNMENT
• Vertical alignment is the rout of the road, defined is the series of horizontal
tangents and curve. The profile is the vertical aspect of the road, including
crest and sag curves, and straight grades line connecting them.
• Vertical alignment specifies the elevation of point along roadway. The
elevation of these roadway points are usually determined by the need to
provide an acceptable level of driver safety, driver comfort, cut to fill and
proper drainage (from rainfall runoff).
VERICAL ALIGNMENT OF ROAD CONSIST OF
• GRADIENT
• GRAD COMPENSATION
• Vertical curves (valley curve, summit curve)
GRADIENTS
• Gradient is defined as the rise or fall corresponding to some horizontal
distance.
Raise with respect to horizontal distance is called Upward gradient (+n %)
• Fall with respect to Horizontal distance is called Downward
Gradient (-n %)
TYPES OF GRADIENTS

• Ruling gradient
• Limiting gradient
• Exceptional gradient
• Minimum gradient
• Ruling gradient
• This is the maximum gradient which is generally used to design the vertical profile of
highway. So it is also called as designer gradient. Ruling gradient depends on the
terrain, length of the grade, speed, pulling power of the vehicle and the presence of
the horizontal curve. It is adopted by considering a particular speed as the design
speed and for a design vehicle with standard dimensions.
• Limiting gradient
• This gradient is provided as shorter stretches in highways. Whenever ruling gradients
costs high for the hilly terrains then limiting gradient is provided which will reduce the
cost. This gradient is adopted frequently in terrains with limited stretches.
• Exceptional gradient
• These are very steeper gradients given at unavoidable situations and they are
adopted for stretches not exceeding 100m of length.
• Minimum gradient
• To drain of rain water from the road minimum gradient is needed. Generally for lateral
drainage Camber is provided. But for the longitudinal drainage along the side drains
require some slope for smooth flow of water. For concrete drains minimum gradient of
1 in 500 and open soil drains gradient of 1 in 200 is suitable
• Grade Compensation
• When a horizontal circular curve lies in vertical curve there will be an increased resistance
offered by the circular curve in the form of curve resistance in addition to the component of
gravity.
IRC specifications for grade compensations are as follows.
• For grades flatter than 4% grade compensation is not required due to negligible loss of tractive
force.
• Grade compensation is
30 + R/R 100%
• Maximum value of gradient compensation =75/R %,
R= radius of horizontal curve.
• Vertical Curves
• Generally two types of vertical curves are there to
adopt for the vertical alignment. They are
• Summit curve
• Valley curve
• Summit curve
• Summit curve is a vertical curve adopted mainly when the gradient is upwards. In
case of summit curve simple parabola is considered as best curve shape. There are
four different cases are involved in adoption of summit curve as follows.
• case: 1
When upward gradient meets a flat gradient.

Case: 2
When upward gradient meets another upward gradient
• Case: 3
When upward gradient meets downward gradient

Case: 4
When downward gradient meets another downward gradient
• Valley curve
• It is a vertical curve provided when the gradient is downwards. Generally when the
vehicle meets downward gradient it accelerates more and discomfort arises. So, in the
design of valley curve in vertical alignment comfort is considered along with sight
distance.
• Case: 1 When downward gradient meets flat gradient

• Case: 2
When downward gradient meets upward gradient

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