HIGHWAY GEOMETRIC
DESIGN
VERTICAL ALIGNMENT:
Gradients & Vertical curves
By
Zzigwa Marvin
(BEng. MSc. Railway Engineering
Dept. Civil and Environmental. (KYU)
3.1. INTRODUCTION
Vertical Alignment
Vertical alignment design refers to the arrangement of
tangents and curves which compose the profile of the
road.
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main aim of vertical alignment is to ensure that a
continuously unfolding stretch of the road is
presented to motorists so that their anticipation of
directional change and future action is
instantaneous and correct.
two main requirements in the design
▪ Adequate visibility, and
▪ Passenger comfort and safety. 2
3.1. INTRODUCTION
Vertical Alignment
Concerned with design of curves & grades/gradients in
longitudinal profile of the road
Importance of vertical curves:
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Visibility
Improve visibility on uphill and downhill sections
d
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3.1. INTRODUCTION
Vertical Alignment
Concerned with design of curves & grades/gradients in
longitudinal profile of the road
Importance of vertical curves:
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Comfort
Prevent discomfort, vehicles experience a radial force
that tries to push it away from centre of curvature
Thus a feeling of discomfort to driver & passengers
Need for grades & vertical curves that allow this force to
be experienced gradually & uniformly
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3.1. INTRODUCTION
Vertical Alignment
Vehicle grounding
To prevent this as vehicles change from one grade to
another
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Aesthetics
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3.4.1. INTRODUCTION
Gradients
The use of steep gradients in hilly terrain generally results
in lower road construction and environmental costs.
However, it also adds to road user costs through delays, extra
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fuel costs and accidents. Gradients of up to about 7% have little
effect on the speeds of passenger cars.
According to British Standards of road design, a minimum
longitudinal gradient of 0.5% is needed to ensure effective
drainage of carriageways with kerbs.
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3.4.1. INTRODUCTION
Climbing Lanes
The limitation of gradients to a maximum value is not in itself a
complete design control, and therefore an additional climbing
lane is normally provided on long uphill climbs.
The provision of a climbing lane is normally considered when
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the combination of hill severity and traffic volumes and
composition is such that the operational benefits
achieved are greater than the additional costs of
constructing an additional lane.
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3.4.1. INTRODUCTION
Cross falls
A minimum cross fall of 2.5% is normally recommended in the form
of either a straight camber extending from one edge to the other or
as one sloped from the centre of the carriageway towards both
edges.
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The primary aim of these cross falls is to adequately
get rid of surface runoff from the highway pavement.
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3.4.2. VERTICAL CURVE TYPES
Summit/Crest/Hogging curves
Algebraic difference in gradients is +ve
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A=+a –(-b) (+)
Or +ve gradient intersects with a less +ve gradient
A=+a –(+b) (+)
Or –ve gradient meets a greater negative gradient
A=-a –(-b) (+) 9
3.4.2. VERTICAL CURVE TYPES
Sag/Valley/Sagging curves
Algebraic difference in gradients is –ve
A= -a – (+b)= (-)
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Or –ve gradient intersects with a +ve gradient
Or +ve gradient intersects with a larger +ve
gradient
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A= +a – (+b) = (-)
3.4.2. VERTICAL CURVE TYPES
Sag/Valley/Sagging curves
Or -ve (larger) gradient intersects with a smaller -
ve gradient
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A= -a – (-b) = (-)
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3.4.3. PROPERTIES OF VERTICAL CURVES
Mathematically vertical curves can be
described by:
Circular
Elliptical
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Parabolic curves
But Simple parabola used
Provides a uniform rate of change of gradient
Hence uniform introduction of vertical radial force
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3.3. PROPERTIES OF VERTICAL CURVES
Shape of the Curve
a parabolic form of vertical curve is used to guide vertical curve
design
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3.4.3. PROPERTIES OF VERTICAL CURVES
Shape of the Curve….
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3.4.3 PROPERTIES OF VERTICAL CURVES
Shape of the Curve….
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3.4.4. BASED SIGHT DISTANCES
The length of curve to be used in any given situation depends on
the sight distance. It is the distance of visibility from one side of
the curve to the other.
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Stopping sight distance (SSD); which is the theoretical
forward sight distance required by a driver in order to stop
safely and comfortably when faced with an unexpected hazard
on the carriageway, and
Full overtaking sight distance (FOSD); which is the
length of visibility required by motorists to enable them to safely
and comfortably overtake vehicles ahead of them.
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3.4.4. BASED SIGHT DISTANCES
o K-Values
Used the appropriate sight distance for the road type and design speed in
question to calculate the minimum length of the vertical curve required.
Nowadays, however, constants which greatly simplify calculations
have been provided by the MoWH&C
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The minimum length of vertical curve Lmin for any given road is
obtained from the formula.
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3.4.4. BASED SIGHT DISTANCES
o K-Values
Table 6-11: K-value for crest vertical curve based on
stopping sight distance as design control (MWT,2020)
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3.4.4 BASED SIGHT DISTANCES
o K-Values
Table 6-12: K-value for crest vertical curve based on
Passing sight distance as design control (MWT,2020)
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3.4.4 BASED SIGHT DISTANCES
o K-Values
Table 6-13: K-value for Sag vertical curve based on
stopping sight distance as design control (MWT,2020)
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3.4. 5 BASED ON MOTORIST COMFORT
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3.4. 6 OHER CONSIDERATION
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3.4. 6 OHER CONSIDERATION
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3.4. 7 GENERAL CONTROLS FOR VERTICAL CURVE ALIGNMENT
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3.4. 8 VERTICAL CURVE EXAMPLES-QUESTION 1
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3.4. 8 VERTICAL CURVE EXAMPLES-QUESTION 1…..
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3.4. 8 VERTICAL CURVE EXAMPLES-QUESTION 1…..
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3.4. 8 VERTICAL CURVE EXAMPLES-QUESTION 1…..
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3.4. 8 VERTICAL CURVE EXAMPLES-QUESTION 1…..
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3.4. 9 ASSIGNMENT 3
A 150m long equal tangent vertical curve connecting
grades of +1.2% (initial) and -1.08% (final) crosses a
one-meter diameter pipe at right angles. The pipe is
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located at station 11 + 025.000 and its centerline is at
elevation 1091.6m. The PVI of the vertical curve is at
station 11 + 000.000 and elevation 1095.2m. Using
offsets determine the depth, below the surface of the
curve, to the top of the pipe and determine the station of
the highest point on the curve.
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