By

Rini Srivastava B.Tech ,IV Yr.(Civil Engg) BBDESGI

To bring out the important considerations to be kept in view in the alignment design of a road. To emphasize on the special considerations in the alignment design of hill roads if present in areas. To present the prevailing national standards on widths of carriageway, roadway, land width, building lines, control lines and design speeds in different terrain types for roads. To provide design guidelines for side slopes and camber for different surface types of roads. To present the salient design features for horizontal alignment. Design features for vertical alignment.

Basic Principles of Geometric Design Cross-Sectional Elements Pavement surface characteristics - Road Land Width - Road way Width - Carriageway Width - Shoulder Width - Side Slopes Sight Distances SSD, ISD, OSD Horizontal and vertical alignment details
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Topography-Tarrain classification Design speed Traffic factors-Design vehicle Design hourly volume and capacity

Environment and other factors.

 TERRAIN CLASSIFICATION

Terrain Classification Plain

Percent cross-slope of the country 0-10

Rolling

10-25

Mountainous

25-60

Steep

>60

Classifi Plain cation tarrain

Rollin g tarrai n
Min. Ruling Min.

Mount anious Tarrai n

Ruling Min.

Steep Tarrai n

Ruling

Ruling Min.

NH and 100 SH

80

80

65

50

40

40

30

MDR ODR Village

80 65 50

65 50 40

65 50 40

50 40 35

40 30 25

30 25 20

30 25 25

20 20 20

Expressway

120 K.P.H
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Max. width Max ht.

2.44m 3.8 (Single deck) 4.70(Double deck)

Max length

10.3(Single unit with 2 axle)

18.3(Tractor+Trailer)

Terrain Plain and Rolling Mountainous and Steep

Roadway Width (metres) 7.5 6.0

1. Above widths are exclusive of parapets and side drains. 2. In hilly and mountainous terrains, lay byes 3.75m wide and 20m long should be provided atleast at the rate of two per kilometre. These should be judiciously located considering the aspect of visibility.
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At Culvert :

Plain & Rolling 7.5m Mountainous 6.0m

At Bridge :

Clear roadway 5.5 (exclusive parapet)

At Cause way : Plain & Rolling 7.5m Mountainous 6.0m

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The feasibility to see ahead Safe Stopping Sight Distance (SSD) SSD = lag dist.+braking distance
=0.278 V.t + V2 / 254 (f 0.01n)...mts

V= Design Speed Kmph f = Coefficient of friction n = Percentage Slope ( + for up gradient, - for down gradient) t = reaction time (2 to 2.5 seconds)

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V Kmph

20 - 30

40

50

60

0.4

0.38

0.37

0.36

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Overtaking Sight Distance (OSD)

OSD = 0.28Vb t + 0.28Vb T + 2s + 0.28 VT...m
Vb = Speed of Overtaken Vehicle V = Design Speed t = reaction time (2 to 2.5 seconds) s = spacing of vehicles = (0.2 Vb +6) ...m T = 14.4 s/A A = Acceleration Kmph/sec.

V, Kmph

25

30

40

50

65

A, Kmph/sec

5.00

4.80

4.45

4.00

3.28

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ISD = 2 x SSD ...m

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Speed (Km/hr.)

Safe Stopping Sight Distance (metres) 20

Intermediate Sight Distance (metres) 40

Overtaking Sight Distance (metres) -

20

25
30 40 50

25
30 45 60

50
60 90 120

165 235
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Dist.

Vv

Vb

t1 Time t2 t3

For velocity time -area under the graph is found.

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Horizontal Alignment
General Horizontal

Vertical Alignment
Gradients Grade

curves Super elevation Minimum curve radii Transition curve Widening of curves Set back distances

compensation Summit curve Valley curve

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Design of Horizontal Curve:

Absolute minimum values based on minimum design speed may be used where economy of construction and site conditions so dictates. The radii below the absolute minimum should not be provided Straight sections exceeding 3 km length should be avoided. A curve liner alignment with long curve is better from point of safety and aesthetic. Curve should be sufficiently long and have suitable transition curves at both the ends. Reverse curves may be needed in difficult terrains.

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Design of Horizontal Curve:

Contd.

Design Factors:

1. Design Speed (Kmph)

2. Super elevation 3. Spiral Transition Curves at both the ends 4. Coefficient of (side) friction (f)

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e + f = V2 / g.R

e = rate of super elevation R = Radius of Curve (m)

e = V2 / 225 R Limitations of Super elevation Plain & Rolling Terrain Snow bound area Hilly Area but not snow bound =Maximum 7% =Maximum 7% =Maximum 10%

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Transition Curve improves aesthetic appearance.

1.

2. Super elevation & extra widening are gradually introduced.

Length of transition curve is determined on the basis of rate of change of centrifugal acceleration or rate of change of super elevation. Spiral Curve should be used for Transition Curve.

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Based on rate of change of centrifugal acceleration. Ls = 0.0215 V3 / C.R ....m C = rate of change of centrifugal acceleration C = 80/(75+V).. m/ sec3 (Limiting 0.5 C 0.8)

Based on rate of introduction of super elevation. Ls = (e x N) x (W+We) /2...m (When the Pavement is rotated about central line) 1 in N is the rate of introduction of super elevation

N = 150 (for plain terrain) N = 60 (for hilly terrain)

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By empirical method. Ls = 2.7 V2 / R...m (for plain & rolling terrain) Ls = V2 / R...m (for mountainous terrain)

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Extra Widening, We = (n.l 2 / 2R ) + (V / 9.5 R) ...m

l = 6.0 & n = no of lanes

Extra widening on rural roads ( 3.75m wide arriageway)

Radius (m) up to 20m We (m) 0.9 m

21 to 60 0.6 m

Above 60m Nil

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Set back distance (m) = R R Cos /2 ...m /2 = 180 x S / (2R) S = Stopping sight distance in m Set back distances for different speeds

V Kmph
Set back (m) m

20
20

25
25

30
30

40
45

50
60

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Mountainous Snow-bound Ruling minim um Absol ute minim um 15 Not snowbound Ruling minim um Absol ute minim um 14 Snow-bound Ruling minim um

Steep Not snowbound Ruling minimu m Abso lute mini mum 14

Absolu te minim um 15

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20

23

20

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Plain Terrain Ruling minimum 90 Absolute minimum 60

Rolling Terrain Ruling minimum 60 Absolute minimum 45

Ruling minimum and absolute minimum radii are for ruling design speed and minimum design speed respectively.
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Ruling Gradient : It is a gradient which in the normal course must never be exceeded.

Limiting Gradient : It is steeper than the ruling

gradient which can be used in restricted length, where keeping within the ruling gradient is not feasible.

Exceptional Gradient : It is steeper than the limiting gradient which may be used in short stretches only, in extraordinary situations.

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Terrain Type

Ruling Gradient %

Limiting Gradient %

Exceptional Gradient %

Plain or Rolling
Mountainous Steep (a) Up to 3000m in height above MSL (b) Height more than 3000m above MSL

3.3
5

5
6

6.7
7

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Condition

Slope (horizontal : vertical) 2:1

Embankment in silty/sandy/gravelly soil Embankment in clay soils or inundated conditions Cutting in silty/sandy/gravelly soil

2.5 :1 to 3:1 1:1 to 0.5 :1 0.5 :1 to1/8 :1

Cutting in disintegrated rock or conglomerate

Cutting in medium rock (e.g sandstone)1/12 :1 to1/16 :1

Cutting in hard rock

Near Vertical

On high embankments like bank of a canal or flood production bund, side slopes should be designed as per IRC Guidelines for the design of high embankments.
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At horizontal curves, gradient should be eased by a certain amount as calculated by the following formula: Grade Compensation = (30+R) /R

subject to a maximum of where R is the radius of curve in metres.

Grade Compensation should be so applied that it does not make the grades flatter than 4%.

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Vertical curves should be provided at all grade changes exceeding 1 percent.

Vertical curves are of two types viz. Summit curves and Valley curves

The length of summit and valley curves can be calculated as under: Summit Curves When L>S, L = NS/4.4, When L<S, L = 2S 4.4/N Valley Curves When L>S, L = NS / (1.5+0.035 S) When L<S, L = 2S (1.5 0.035S) / N Where N = algebraic difference between the two grades L = length of vertical curves in metres S = sight distance in metres
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IRC:86-1983 Geametric Design Standards for urban roads in plains Highway Engineering by Khanna and Justo

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