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Lecture 11- Geometric Design

This document discusses the geometric design of highways, focusing on vertical alignment, gradients, and curve resistance. It outlines different types of gradients, factors affecting their selection, and the importance of grade compensation in road design. Additionally, it includes numerical examples for practical application of the concepts presented.

Uploaded by

ANIKET BUDHA MAGAR
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© © All Rights Reserved
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0 views

Lecture 11- Geometric Design

This document discusses the geometric design of highways, focusing on vertical alignment, gradients, and curve resistance. It outlines different types of gradients, factors affecting their selection, and the importance of grade compensation in road design. Additionally, it includes numerical examples for practical application of the concepts presented.

Uploaded by

ANIKET BUDHA MAGAR
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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Transportation Engineering, Institute of Engineering1 (IOE)

National college of Engineering (NCE)

GEOMETRIC DESIGN OF HIGHWAY

Chapter 3
Lecture 11

Instructor: Neeva Dahal Msc. In Transportation Engineering, IOE Pulchowk


Campus
[email protected]
Elements of Vertical Alignment
2
• The vertical alignment is the elevation or profile of the center line of
the road.
• The aim is to ensure economy by keeping earthwork quantities to
minimum and consistent with design requirement such as sight
distance and comfort.
• Profile is obtained when elevation (RL) is plotted in y-axis and
horizontal distance (Chainage) of center line of road is plotted in x-
axis.
• It consist of gradient (straight line in
vertical plane) and vertical curves.
Gradient
3
• It is the rate of rise or fall of the road along the length of road
with respect to the horizontal.
• It is expressed as a ratio. Example: 1 in N means (1 vertical unit
to N horizontal units).
• The gradient is also expressed as % such as N% means, N
vertical units to 100 horizontal units.
Factors affecting gradient selection
4

• Existing ground profile and surrounding floor


levels of developed area.
• Levels of control, mandatory and obligatory points
• Type and importance of highway
• Design speed
• Type and characteristics of anticipated vehicle
• Vehicle operating cost
• Cost of construction
• Natural sub surface water
Types of Gradients
5

1. Ruling gradient
➢ Maximum gradient within which the designer
attempts to design the vertical profile of a road.
➢ It depends upon terrain, design speed, power of
vehicle and length of grade.
➢ This gradient is such that animals and vehicles can
overcome long stretches of this gradient without
much fatigue or wear and within economical
consumption of petrol/diesel.
Types of Gradients
6

2. Limiting/ Maximum gradient


➢ When topography of site compels adopting
steeper gradient than ruling gradient, limiting
grade is adopted in order to reduced heavy
construction cost. (Large earthwork)
➢ Long stretches of such gradients should be
separated by comparatively flatter grade or level
section.
Types of Gradients
7

3. Exceptional gradient
➢ Such gradients are provided only in exceptional
case such as approaches to causeway, near hair-
pin bends etc.
➢ In hill road, it is essential to gain elevation to reach
an obligatory point on a fixed route.
➢ It is limited not exceeding about 100m at a stretch.
8

4. Minimum gradient
➢ In cut section or where the pavement is provided
with kerbs, it is necessary that the road should have
some gradient for efficient drainage.
➢ It should depend on rainfall, runoff, type of soil
and other site conditions.
➢ Generally 0.5% to 1% grade is provided for
drainage purpose.
Curve resistance and Grade
compensation
9

Curve resistance
➢ When the vehicle negotiates a horizontal curve, the front wheels are
turned to move the vehicle along the curve whereas rear wheels
seldom turn.
➢ The automobiles are steered by
turning the front wheels, but the rear
wheels do not turn. When vehicle
driven by rear wheels move on a
horizontal curve, the direction of
rotation of rear and front wheels are different.
➢ A and B are the rear driving wheels which gives the tractive
force T in PQ direction.
Curve resistance and Grade
compensation
10

➢ Due to the turning of front wheel C and D while


negotiate the curve, the tangential direction is PS.
➢ Tractive force available in PS direction is 𝑇𝑐𝑜𝑠𝛼
which is less than actual tractive force applied by
rear wheel.
➢ The loss is tractive force due to turning of vehicle in
horizontal curve is termed as ‘Curve Resistance’.
➢ Curve resistance = 𝑇 − 𝑇𝑐𝑜𝑠𝛼
Grade compensation
11
➢ In horizontal curve, curve resistance developed is 𝑇 −
𝑇𝑐𝑜𝑠𝛼
➢ When there is a horizontal curve in addition to
gradient, total resistance will be
(𝑔𝑟𝑎𝑑𝑒 𝑟𝑒𝑠𝑖𝑠𝑡𝑎𝑐𝑒 + 𝑐𝑢𝑟𝑣𝑒 𝑟𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒)
➢ When sharp curve is to be introduced on a road
which has already the maximum permissible
gradient, then the gradient should be decreased to
compensate for the loss of tractive effort due to the
curve.
12

➢ This reduction in gradient in horizontal curve is


called grade compensation.
30+𝑅
Grade compensation, % = Subjected to
𝑅
𝟕𝟓
Maximum of , where R is radius in m.
𝑹

➢ It is not necessary to compensate grade below


4%.
Numerical Example
13

Q. The ruling gradient in a road is 5% and the radius


of the horizontal curve is 100m.
Determine the compensated gradient on the curve.
14
Resistive Forces acting on vehicle
15

1. Rolling Resistance (Fr)


2. Air Resistance ( Fa)
3. Grade resistance (Fg)
4. Inertia resistance (Fi)
16
1. Rolling Resistance (Fr): The roughness due to irregularities
and the roughness of the surface when the vehicle rolls over
the road surface. It varies with the type of surface and speed
of vehicles.
2. Air Resistance: When a vehicle is in motion, air resists it in
the following ways:
i. A reaction pressure against the front of the vehicle
ii. Friction of air against the sides of vehicle body.
iii. The flow of air through the vehicle for ventilating causes
resistance to motion.
17

Grade Resistance: When a vehicle has to move in


ascending grade, additional work has to be done,
called as grade resistance.
Inertial Resistance: Due to inertia force, the
additional power is needed to accelerate or
decelerate. The inertial force will be positive if the
vehicle is to accelerate and negative if the vehicle is
to decelerate
Momentum Grade
18

The momentum gained by the vehicle at the beginning


of steep climbing section is used to overcome the
resistance due to grade.
This is practically significant when the steeper grade is
encountered after the mild grade
Summit Curve
19
a. When ascending gradient meets another ascending
gradient
b. When ascending gradient meets level gradient
c. When ascending gradient meets descending gradient
d. When descending gradient meets another
descending gradient
Design of Vertical Summit Curve
20
Parabolic summit curve is generally adopted.
y= 𝑎𝑥2, 𝑤𝑖𝑡ℎ 𝑡ℎ𝑒 𝑣𝑎𝑙𝑢𝑒 𝑜𝑓 𝑎 = 𝑁/2𝐿
𝑊ℎ𝑒𝑟𝑒, 𝑁 𝑖𝑠 𝑑𝑒𝑣𝑖𝑎𝑡𝑖𝑜𝑛 𝑎𝑛𝑔𝑙𝑒 𝑎𝑛𝑑 𝐿 𝑖𝑠 𝑡ℎ𝑒 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒
𝑐𝑢𝑟𝑣𝑒.
➢ Since summit curve are flat and long, length of curve is taken
as equal to its horizontal projection as it is practically equal to
the actual length of the curve.
➢ Summit curve is design by considering Stopping Sight Distance
(SSD) and Overtaking Sight Distance (OSD) separately.
21
1. Length of summit curve for SSD
Case a: When L>SSD
Case b: When L<SSD
2. Length of summit curve for OSD or ISD
Case a: When L> S (OSD or ISD)
Case b: When L<S
Design of Vertical Summit Curve
22
Design of Vertical Summit Curve
23
Cont…
24
Numerical Example
25

Q. A vertical summit curve is formed at the


intersection of two gradients, +3% and -5%.
Design the length of summit curve to provide a SSD
for a design speed of 80kmph. Assume other data.
26
Numerical Example
27

Q. A +2.5% gradient meets a -1% gradient at a


chainage of 1100m and the RL of 105m if the sight
distance be 300m, Determine the length of vertical
curve and RL of tangent points and highest point on
the curve.
Assume that eye level of driver is 1.08m and height
of the obstruction is 18cm.
28
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