UN Cant moeD The Vertical Alignmen: Design of Rouncabouts R. Stockdatu, BTech, MICE, MIHE Introduction Vertical alignmeny design of roundabouts i .wtheds of design are ofen inadequat ‘especially when small riarneter round: scouts are under The especially in for all types of round- bout with any number of lags. The “crown lines discussed are not necessarily the highest points on the ci:ss-section of 8 given piece of road. They re imaginary lines ‘which usualy Indicate a change in the degroe of cross: {all across @ road and are tha lines that surfacing equipenent will work to during ‘construction. It is assurned that the hhorizontal “layout has ten finalised (iguee a) and that the levels of all the entry and exit roads are known, in the ase of existing 1.20%, or have been pro- Visionally” designed "sn the case of proposed roads, Horizontal Design of Crown Profiles Using a layout plan to 1/500 scale or Larges, allocate two lerers to each fe9 (ertry_ or exit roads) and pencil in the inscribed cicle". This need not be 3 circle but snould be smooth shave which touches each of the ourer ker lines ofthe roundabout. Deflection islands should be ignored ot this stage. The ‘roundabout erown line can now be drawn, a8 a line approximately two-thirds of the distance between tne central island and the inscribed circle (Figure 1b) ‘The entry and exit crovin lines can ale bbe constructed. These should be emaoth curves between the centre lines of the legs and the roundabout crown line, (Figure 10). Do ths for each of the legs of the roundebout. itis essential that the entry crown line of one leg does not ‘overlap with the exit crown line of the lines isnot imporant ‘atthough as @ guide they should be approximetely paral with the outer kerd lines. it shou!3 be borne in mind that a longitudinal joint inthe surtecing will have 10 be formed along this line, Vertical Design of Crown Profiles ‘scribe one of the points where an entry Crown touches the roundsbout erown ine 2 cheinage of zero. Then, proceeding clockwise, mark off the’ rouncabout ‘crown at’ Sm inervale. ‘The exit crown lines can be allocated cheineges in 3 similar manner using the same chainage base as the crown line. The entry crowns ‘also ascribed chainages but they have to increase as the enty erown approaches. the roundsbout so to ensure that the entry crown chainage matches that of the biOGRAPHY | Af Stockdale graduated tow Bradford University in 1908. He ‘x ¢ worked for Tarmac Civil Engineering 10, in the Planning and Programming Depart. ‘ment and a5 2 site engineer He was then wmployed by Darlington BC in the Capitel Works Section, working on tne design and supervision of constuction of severe! urban roed schemes. He moved to Durhan CC in 1974 and is now a Senior Section teder in | the County Engineer's Highway Design | Section, where he has been invotved in the design of @ variety of major ‘county highway schemes. SUMMARY The method described in the Peper ‘revises the phiosophy of tre venice! + design of roundabouts. It simply, by persuading the engineer to present the ‘nformetion in a particular wry. makes the ramifications of any of h's design | deciions patent cer). cannot | solve “impossible” verona! alenment problems but at least the €:jiner con ‘minimise the sub-standord elements ‘end he can make a ratayra, decision @s§ ‘to which of his design standards must be comoromised. Avsough the method descrbed is marvel, i lends ‘itself easily (0 computs. bused design systems. 4 THE AIGWAY ENGINEER rounabout crown ine, it must be caleuiated backwards. Sometimes this Produces negative chainages. Atypical crown line layout is shown (Figure 2) with kerb linas omitted for the sake of clarity. The possible cor-binations of entry and exits are great but all of them exn now be ‘combined on one long section a3 follows: Draw a long section with the horizontal scele covering the whole range of chainayes on the crown lines, The vertical ‘scale should incorporete al tho inves ‘be dealt with. Mark on the long section the levels and gracients of each entry leg. Note: each single carriagewey wil have ‘wo positions on the graph, one for the ‘entry crown and one for exit crown (Figure 3a), and, in the cate of 8 singh carriageway the loves wll bo identical the gradients will be equal but arith ‘matically opposite (.e, one gradient will bbe + ve and one — vel, but he chainages will be dissimilar. The next step is to draw in # suagested turofile along the roundabout “crown, Chainage zor0 and the last chainage on the roundabout crown are, in fact. the ‘same point so the level and gradient must ‘be kept the same, With experience tho engineer can pick a suitable compound curve but to start wih smooth curves should be drawn connecting each entry 70 the next exit. The points where the round “adeut ercwn must touch thes curves ean ‘be marked on them and @ roundabout crown profile can then be sketched in Between these curves (Figure 3b). it wil ‘ow be apparent how the entry and exit ‘crowns should be distorted to maximise ‘the radius of curvature on the roundabout crown wile stil not making the radii on the entry end exn crowns too. small (Figure 4). f two crown lines run close to ‘one another in the horizontal plane it i important to ensure that there not too {rsat 8 difference in “he levels (re, te0 Steep a crossfall benwe sn {tis vital that a moteret approaching & roundsbout can "read “we road” ahard, ‘Where entry anes rise un ‘0 3 roundebout itis essential tnat he ghe way lines can bbe seen from a sutficient distance to 4 slight downcrace at *he give way lina “he levels on the long section may then be tensterred back onto the layout, 35 8 seri of spot levels (Figue 5) Anciliary Levels ‘Thess can new be create by using constant crossfals cr =rrsta~: level differ=rces betwenn ths evn "wes and meaty chunnel. 3y th: smears. the ‘AUSUSI/SEPTENBER 1278(Heorinantal Leyeut ) Fig.1b. Creston f roundabout Crown Ling restion of antry ang ent Gown line AUGUSI/SEPTEMBER 1978 ‘THE JOURNAL OF THEINSIITUTION 2¢ HIGI'WAY ENGINEERS ©{channels round the outside uf the round about and the central island ‘channel ‘evels can be fixed. Ensure tat te central island kerb does not go thvo ua" coo greet Verition in lavel, Shou'd 1 do. 40" the Crown ine should be “He,:enes This wil teduce the degree of vaviation , the ker fine ove, Deflection island: ove inevitably surrounded by ten crown tines and should be positioned at a higher leve: han ‘any of the ines, #f possible, she levels the comers should b. aet-r—inea frst by taking # gradient up irom ine two crown lines opposite and creating a level whicn would produce an acceptable slope in single level required, in three-sided figure and this is obtained by taking @ desirable gradient up ‘side, directly opposite the cx ‘and averaging as before. ‘The crosstall trom the roundabout crown towards the central isisnd anc from the entry and exit crowns \owards the outer kerblines should be mede about 3.33-4 per cent to provide supereievation {or turning wafic. The crosstais between deflection islands ct dua’ carriageway ‘central reservations and the crown lines, hhowever, can be bewean 2 per cent and 7 per cent although 333-4 per cent sill to be preferred. 6 THE HIGHWAY ENGINEER ‘AUGUS! ‘SEPTEMBER 197:| _- Beso See Salk S Fig. ta) AUGUSI /CEPTEMAER 1973 THE JOURWAL GF THE INSTITUTION OF HIGHWAY ENGINEERS 7Itis suggested that the horizontal layout bbe drawn tc. 1/250 of 1/200 scale. The chart below shows post w long ction scales with suggested rmnimum radi for channels. and associat. raiway curves for the distorted scaes, Maximum desirable channel gradient = 4 per cent. Absolute maximum channel ‘redient = 7 per cant. To calculate vericel where R = horizontal radius of crown tine ‘and = horizontal radius of channel 6. f central island radius it foundabout crown line radius Seale 1/500 f § 4 SEAHAM S LIN®-ROUNDABOUT LAYOUT AND CROWN LINES Fy 8 8 Tne HIGHWAY ENoEER é AUGUST/SEPTEMBER 1978CROWN 8-C CROWN F-A DISTANIE SEAHAM S LINK-ROUNDABOUT CROWN LINE LONG SECTION Fig9 5 t | | wnleveme gerne § § SEAHAM S LINK-ROUNDASOUT LAYOUT SHOWING LEVELS Fig 16 EMBER 1578 ‘THE JOURWAY OF THE INSTITUTION OF HIGHWAY ENGINEERS 9