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The geometric design of roads is the branch of highway engineering concerned with the
positioning of the physical elements of the roadway according to standards and constraints. The
basic objectives in geometric design are to optimize efficiency and safety while minimizing cost
and environmental damage. Geometric design also affects an emerging fifth objective called
“livability”, which is defined as designing roads to foster broader community goals, including
providing access to employment, schools, businesses and residences, accommodate a range of
travel modes such as walking, bicycling, transit, and automobiles, and minimizing fuel use,
emissions and environmental damage.
Geometric roadway design can be broken into three main parts: alignment, profile, and cross-
section. Combined, they provide a three-dimensional layout for a roadway.
The alignment is the route of the road, defined as a series of horizontal tangents and curves.
The profile is the vertical aspect of the road, including crest and sag curves, and the straight lines
connecting them.
The cross-section shows the position and number of vehicle and bicycle lanes and sidewalks,
along with their cross slope or banking. Cross sections also show drainage features, pavement
structure and other items outside the category of geometric design.
Roads are designed in conjunction with design guidelines and standards. These are adopted by
national and sub-national authorities. Design guidelines take into account speed, vehicle type,
road grade (slope), view obstructions, and stopping distance. With proper application of
guidelines, along with good engineering judgement, and engineer can design a roadway that is
comfortable, safe, and appealing to the eye.
Horizontal alignment in road design consists of straight sections of road, known as tangents,
connected by circular horizontal curves. Circular curves are defined by radius (tightness) and
deflection angle (extent). The design of a horizontal curve entails the determination of a
minimum radius (based on speed limit), curve length, and objects obstructing the view of the
driver.
Spirals are used to overcome the abrupt change in curvature and superelevation that occurs between
tangent and circular curve. The spiral curve is used to gradually change the curvature and superelevation
of the road, thus called transition curve.
Curves with unequal tangents or a compound curve where one parabola extends from the P.C. to the
point directly below the vertex and a second parabola which extends from this point to the P.T.
-It is the length of roadway ahead visible to the driver. For purpose of design and operation, it is termed
stopping sight distance and passing sight distance.
𝑉2
For summit parabolic curves: S = Vt + 2𝑔(𝑓+𝐺) , V = design velocity, g = 9.81 m/s2,
f = coefficient of friction between tires and pavement, G = grade of road, usually of backward tangent
When S<L
𝐴𝑆 2
𝐿=
100(√2ℎ1 + √2ℎ2 )2
When S>L
200(√ℎ1 + √ℎ2 )2
𝐿 = 2𝑆 −
𝐴
Where:
L = length of the vertical curve in m
S = sight distance
A = algebraic difference in grades, percent
h1 = height of eye above roadway surface
h2 = height of object above roadway surface
𝐴𝑉 2
For sag parabolic curves: L = , to obtain the maximum velocity
395
When S<L
𝐴𝑆 2
𝐿=
122 + 3.5 𝑆
When S>L
122+3.5𝑆
L = 2𝑆 − 𝐴