WEST VIRGINIA DEPARTMENT OF TRANSPORTATION

DIVISION OF HIGHWAYS
DESIGN DIRECTIVE

DD-603
SPIRAL CURVES AND SUPERELEVATION
August 1, 2003

Attached for your use is the Division of Highways policy on special curves and
superelevation.

The policy is based on the AASHTO publications “A Policy on Geometric Design of

Highways and Streets, 2001.”

Attachments

1 of 9
 SPIRAL CURVES AND SUPERELEVATION

DEFINITIONS

Relative Gradient
- the grade difference between the edge of a two-lane road and its centerline, expressed as
a percent (%) and/or ratio.

Maximum Relative Gradient

- maximum acceptable difference between the longitudinal grade of the axis of rotation
and the edge of pavement.
See exhibit 3-27 of the 2001 AASHTO Geometric Design of Highways and Streets.

1. Use of Spiral Curves

Spiral curves are to be used on all multi-lane highways classified as an arterial. They shall
also be used on multi-lane higher type collector and local roads which have relatively good
horizontal and vertical alignment. Spiral curves are not required on two lane roads. If the alignment
consists of horizontal curves which are predominately equal to or less than 12°30' (degree of
curvature), all curves should be spiraled; if the alignment consists of horizontal predominately
greater than 12°30' (degree of curvature), spiral are not required. Under the 2001 AASHTO
Geometric Design of Highways and Streets, the radius (R), superelevation (e max), and design
speeds are the controlling factors not the degree of curvature.

The use of spiral curves on spot improvement projects shall be determined based on the
individual characteristics of the proposed construction.

The minimum length of spiral for four-lane highways, divided or undivided, shall be the
length of runoff as shown under "four lanes" in Exhibits 3-21 through 3-23 (copies attached) from
the 2001 AASHTO publication "A Policy on Geometric Design of Highways and Streets".

2. Superelevation Attainment

Four methods are used to transition the pavement to a superelevation cross section: (1)
revolving a traveled way with normal cross slopes about the centerline profile, (2) revolving a
traveled way with normal cross slopes about the inside-edge profile, (3) revolving a traveled way
with normal cross slopes about the outside-edge profile, and (4) revolving a straight cross slope
traveled way about the outside-edge profile. Minimum tangent runout lengths will vary as per
Exhibit 3-36, and Exhibit 3-28 will give the increase in runoff transition according to which method
is used. Four lane undivided highway runoffs are 1.5 times the two lane distance and are 2.0 times
for six lanes. A transition detail showing the rate of superelevation along with tables giving the
profile grade and lane edge elevations at 25 foot intervals and at other selected points as may be
necessary is to be made a part of the plans. The elevation tables should be included with the other
tables required in the plans. It may be desirable to show the lane edge elevations in the plan view
rather than in the table. Either method is acceptable.

2 of 9
 DD-603

Only preliminary data should be shown until the line and grade is approved. When
transitioning into existing roads, relative gradients should be used. The 8% superevelvation table
shall be used, except as described below. On Urban streets the maximum superelevation rate can be
4.0; however, on tie-ins to an existing road the 6% table may be used, but caution must be exercised.

3. Tangent Runout

The tangent minimum runout length should be attained at the same rate as the superelevation
is attained and a minimum length shown in Exhibit 3-36 below.

Tangent runout length (ft)

Design Superelvation rate
speed
(mph) 2 4 6 8 10

15 44 - - - -
20 59 30 - - -
25 74 37 25 - -
30 88 44 29 - -
35 103 52 34 26 -
40 117 59 39 29 -
45 132 66 44 33 -
50 147 74 49 37 -
55 161 81 54 40 -
60 176 88 59 44 -
65 191 96 64 48 38
70 205 103 68 51 41
75 220 110 73 55 44
80 235 118 78 59 47

Notes: 1. Based on 2.0% normal cross slope.

2. Superelevation rates above 10% and cells with “-“ coincide with a pavement edge grade that
exceeds the maximum relative gradient in Exhibit 3-27 by 50% or more. These limits apply to roads
where one lane is rotated; lower limits apply when more lanes are rotated (see Exhibit 3-28).
Exhibit 3-36. Tangent Runout Length for Spiral Curve Transition

4. Unspiraled Curves

On unspiraled circular curves the transition from normal crown to the fully superelevated
section shall be accomplished in the runoff distance "L" shown on Exhibits 3-21 through 3-23 from
the above referenced 2001 AASHTO publication “Geometric Design of Highways and Streets”, plus
the tangent runout distance as required for spiral curves. The runoff distance should be so applied
that two-thirds of the length is on the tangent and one-third is on the curve.

3 of 9
 DD-603

SPIRAL CURVES SPIRAL CURVES SPIRAL CURVES

AND AND AND
SUPERELEVATION SUPERELEVATION SUPERELEVATION
15 0.78 1:128
20 0.74 1:135
25 0.70 1:143
30 0.66 1:152
35 0.62 1:161
40 0.58 1:172
45 0.54 1:185
50 0.50 1:200
55 0.47 1:213
60 0.45 1:222
65 0.43 1:233
70 0.40 1:250
75 0.38 1:263
80 0.35 1:286

Exhibit 3-27. Maximum Relative Gradients

Number of Adjustment Length Increase

Lanes Rotated, Factor, Relative to One-lane
nl bw a Rotated (=nlbw)
1 1.00 1.0
1.5 0.83 1.25
2 0.75 1.5
2.5 0.70 1.75
3 0.67 2.0
3.5 0.64 2.25

Exhibit 3-28. Adjustment Factor for Number of Lanes Rotated

nl = number of lanes rotated

bwa = adjustment factor for number of lanes

4 of 9
 DD-603

5 of 9
 DD-603

6 of 9
 DD-603

7 of 9
 DD-603

8 of 9
 DD-603

9 of 9