ROAD DESIGN MANUAL PART 1! GEOMETRIC DESIGN OF RURAL ROADS. CHAPTER S : THE ALIGNMENT Page 5 +3 HORIZONTAL ALIGNMENT ‘The design elements of the horizontal alignment axe the straight, the circular curve, the transitions curve [(SBAE@D) and the superelevation. 1 The Straight om an aesthetic point of view, the straight may often be benef: in flat country but rarely in rolling or mountainous terrain. However, long straights increase the danger from headlight glare and usvally lead to excessive speeding. But overtaking opportunities must be provided at reasonable intervals and straights are often the most appropriate solution. Short straights between curves in the same sense should be avoided ("broken back" effect). If such straights have to be used, th unfavourable appearance may be improved by the introduction o: a sag ‘The following guidelines apply for the lengths of straights: 1. Stzaights should not have lengths greater tan (20x ¥) res (V, in ka/h). 2. Straights between circular curves following the same direction should have lengths greater than jetres (V, in km/h). 3.2. The Circular curve For calculation of the minimum horizontal radius, R min, for a particular design speed, the following equation shall be used: 2 Rain = _“p Titiet v, = Design Spaen (km/h) © = Maximum superelevation (+) 4, = Side friction coefficientROAD DESIGN MANUAL PART 1: GEOMETRIC DESIGN OF RURAL ROADS CHAPTER S + THE ALIGNMENT Page 5.9 5.3.2 2 MINIMUM RAD: FOR HORIZONTAL CURVES Design Speed 40 V,(kai/h) 60 | 70] 0 | 90 |100 |110) 120] 140 250 | aso | 450 coo | L i [Link]. radius, 60. R min (a) Note that the application of these minimun radii does not automatically ensure adequate sight distances. Control of sight distance as devsribed in Section 5.2.5 is generally required. Short curves between long straights have an optical appearance of a kink and should be avoided. where the change of direction between two straights (intersection angle} the length of the horizontal curve should be at the impression of a broken line. ‘The horizontal curvature over a particular road section should be as consistent as possible. ‘The safety of a winding alignment is usually not seriously affected by a smaller curve, while isolated sharp curves on an otherwise flowing alignnent are dangerous. When a reduction in the standard of horizontal curvature is necessary, this should be effected gradually. It is recommended that the radii of consecutive curves should be within the limits given in Figure 5.3.1. Particular care should be taken to avoid sharp curves at the ends of long straights. The following guidelines shall be applied Tf L < 500m, thon RSL (nm) If 1% > 500m, then R > 500m where L = length of straight, and R= horizontal radius, Very gentle curvature should be applied on high, long fille as in the absence of cut slopes, shrubs, trees, etc. above the roadway, it is ALfficult for drivers to perceive the extent of curvature and adjust, to the conditions. ‘The sae principle applies to the absence of physical Features in very flat terrain, where small radii and short curves should be avoided.ROAD DESIGN MANUAL PART 1: GEOMETRIC DESIGN OF RURAL ROADS CHAPTER 5 + THE ALIGNMENT Page 5-10 ACCEPTABLE -— s000 5 4400 $00}600] 600 1000 _1500_1600 1800 oe 1500 i { if 300 AREA 10 [be | — ~ VERY GooD 1909] joe AvOInE t 000 800 800 000 500 600 00 ACCEPTABLE 3 100 300 200) 200 Horizont ranius R, (m) 100 00 so, i | 50 30 106 200 305 G05 500 600 “860-105 —TS051800 > Horizonrat Rapius mz tm) FIGURE 5.3.1 ACCEPTABLE COMBINATIONS OF RADII_FOR CONSECUTIVE CURVES: 5.3.3, The Transition Curve The purpose of introducing transition curves is threefold: CG) To make 4t possible to pass fron one curve to another, froa ‘ligament will alsa follow he natural path of a vehicle when hanging 2s Gisection of travel.ROAD DESIGN MANUAL PART 1: GEOMETRIC DESIGN OF RURAL ROADS CHAPTER 5 : THE ALIGNMENT Page 9-11 ‘To provide a snocth aesthetic alignuent which will blend with the terrain, An alignment which blends with the terrain will usually involve minimun earthworks and hence zepresent an econonic solution. flat or open country, the design engineer should consider the introduction of transitions to horizontal curves of radii greater than 2000m where they will lead to improved aesthetics. The applicable transition curve is the clothoid, whose equation is: where = Clothoid Parameter R = Radius at the end of the clothoid Log = Lengths of the clothoia BE SURRUREIT Ae epetey he rte of ets of caaace values of A represent slow rates of change cf curvature whilst small values of A represent rapid rates of change of curvature. The most rapid rate of change of curvature is represented by the minimum permissible value of A, A min. - Rate of Change of Centrifugal accelerator By stipulating 0.5 m/s® as the maximum value for the rate of change of centrifugal acceleration, the minimum value of A iss The value of A nin may be real directly from Figure 3.3.2ROAD DESIGN MANUAL PART 1: GEOMETRIC DESIGN OF RURAL ROADS CHAPTER S31 [ALIGNMENT Page FIGURE Amin AS A FUNCTION OF THE DESIGN SPEED - Supexelevation Run-off: ‘The clothoid must have sufficient length to accommodate the superolevation run-off (see Section 5.3.4), i.e, whore Ly = minimum length of superelevation run-of€, calculated as shown in Section 5.3.4 or read from Figure 5.3.5. + Resthetics In order to see the characteristic ‘shape of the clothoid it Should consume an angle of at least 3°; from this requirement follows the relationship: where R= Radius of circular curve However the clothoid should not consume too large an angle; the maxima angle being 29°, thus. his requirement will not apply in certain particular cases such as turning circles or interchanges.ROAD DESIGN MANUAL & PART 1: GEOMETRIC DESIGN OF RURAL ROADS. CHAPTER 5 : THE ALIGNMENT Page 5.13 ater, were R, is the saalier Of the two radii. Ao @ guideline, the ratio betwoen the length of the clotheid and the length of the curve should be such thet the clothoid length is not less than 2/3 of the curve length. Consequently for short circular curves the minimum value of A will generally be adopted whilst for long circular curves values of A well above A min should be adopted. The different uses of clothoids as transition curves are as follows STRAIGHT () To ensure a harmonic alignment and uniform rate of change of superelevation, both clothoid branches should have approximately the sane parameters. The following condition should he fulfille: ops 4 «isi 2ROAD DESIGN MANUAL PART 1: GEOMETRIC DESIGN OF RURAL ROADS CHAPTER 5 : THE ALIGNMENT Page 5.14 For practical reasons (e.g. small exrors in surveying) it is advisable to incorporate a short straight of 10-20 between the two clotholds. This atraight shall not :be considered as an independent design elenent, and tous t superelevation run-off shall be carried through the short. straight. te) 107 = Compound Curve he The ratio between the two radii shall comply with the require: ments of Figure 5.3.1. If the ratio is within the "Very Good” area of Figure 5.3.1 then no transition curve is required. BASE TANGENT ASE TANGENT ‘OF CLOTHOID (2) pouble "0" = compound curve XE the circular curves Le outside of each other, if they Intersect each other ex if Chey have A coman centeepoin ne connection can ba achieved with aia BBM 15 tiis cose, evo cuccesaive clothoia constructions are nectsaary ae shown Delov:= BASE TANGENT OF AL BASE TANGENT OF ENVELOPING CIRCULAR CURVE 2 Scr tony Ow THO SPROAD DESIGN MANUAL PART 1! GEOMETRIC DESIGN OF RURAL ROADS Page 5.25 CHAPTER 5 +: THE ALIGNMENT The ratio between the two successive radii shall comply with the requirements of Figure 5.3.1. If the ratio is within ‘Very Good" area of Figure $.3.1 then no transition curve is required, 5.3.4 Supsrelevation ‘The normal maximum permissible superelevation rate, © max, is 68 and is applicable for the minimum horizontal radius at the selected design speed (Teble 5.3.1), where major constraints exist © max = 7 may in Particular cases be applied. Superelevation rates for radii larger than R min are given in Figure 5.3.3 for different design speeds. If transition curves are applied the superelevation run-off should take place within the length of the transition curve. Where transition curves are not used, half the superelevation run-off should take place on the straight and the other half in the curve. Examples of super- elevation run-off are given in Pigure 5.3.4. ‘The rate of change of superelevation (AS), i.e. the difference in Gradient between the carriageway edge and the rotation axis (centre- line) is Limited to the maximun and minimum values given in Table 5.3.2. ‘TABLE 5.3.2 : MAXIMUM AND MINIMUM RATE OF CHANGE OF SUPERELEVATION (45) ‘TABLE 5.3.2 : MAXIMUM AND MINIMUM RATE OF CHANGE OF SUPERELEVATION (4 5) epee aaa aROAD DESIGN MANUAL PART 1: GEOMETRIC DESIGN OF RURAL ROADS CHAPTER 5 + THE ALE MENT Page “16. RADIUS (m) HORIZONTAL 5000 4000 3000 2000 1000 700 500 400 300 100 #0 70 60 40 28 30 40 5.0 +0 70 SUPERELEVATION RATE, © (*h) FIGURE 5.3.3 SUPERELEVATION RATES FOR OIFFERENT DESIGN SPEEDS AND HORIZONTAL CURVE RADIIROAD DESIGN MANUAL PART 1: GEOMETRIC DESIGN OF RURAL ROADS aE Ne | i eouw kr} — eo” en le wri = ay 7 = 7 a 36p3 Jind BauND_WVANDWID ~ GIOHIOYd = GloHIOTD ~ BAUND YYTNDHID (7) CHAPTER 5: I——~ —T -¢ 7 ¥ gauno svingwio ca! 39a aul — amorvars (1) 36F TH ¥ FIGURE 5.3.4 EXAMPLES OF SUPERELEVATION RUNOFFROAD DESIGN MANUAL PART 1: GEOMETRIC DESIGN OF RURAL ROADS CHAPTER 5 + THE ALIGNUENT Page 5.18 ‘The length required to accommodate the superelevation run-off, L, is calculated from the following equation: 2 by mos S80 ew emt ° a xy where © = superelevation on the circular curve canber or crossfall on straight (negative if opposite to e) Wo= carriageway width Values for 1, min can be easily calculated by reading 40/W from the applicable 4° line in Figure 5.3.5, where 4S max is decided by the Gesign speed (see Table 5.3.2). Widening in Curves The widening of the pavement in curves is described in Section 4.6.ROAD DESIGN MANUAL PART 1: GEOMETRIC DESIGN OF RURAL ROADS CHAPTER 5: THE ALIGNMENT Page 8.19 fe = Suncretevation on circular curve (a) leer Crosstall on straight (*/) lw = Wiath ot carriageway (m) Reauited tength of supereievation runott 10.0 8.0 Low 8.0 7.0 6.0 5.0 4.0 3.0 2.0 5055 60 65 7.0 78 80 65 90 9.5 100 105 ere FIGURE 5.3.5 Lo AS A FUNCTION OF WIDTH OF CARRIAGEWAY ANO SUPERELEVATION