Module 2:

Highway Geometric
Design
181

Wael M. ElDessouki, Ph.D.

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 Highway Functional
182
Classification

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183
The Concept of Functional Classification:
Highways are classified according to its functionality.
Most trips can be divided into six stages:
1- Main Movement
2- Transitions

3- Distribution
4- Collection

5 - Access
6 - Termination

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184
The Concept of Functional Classification:
In this example each of the six stages is handled by a separate facility
designed specifically for its function, as following:
1- Main Movement
2- Transitions Freeways / Highways  High Speed
 Limited Access

3- Distribution
4- Collection
Arterials & Collectors  Moderate Speed
 Moderate Access
5 - Access
6 - Termination
Local Streets &  Low Speed
Neighborhood Streets  High Access

CONEN 442 Transportation Engineering S2021 ElDessouki

185 The Concept of Functional Classification:

Based on the previous example, we can

summarize our observations on the Functional
Classification as following conclusions:
1- Traffic Volume is at its highest at the top of the
classification.
2- At the top of the classification mobility is very
high & access is limited.
3- At the lowest in the classification access is very
high & mobility is very low.

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 Design Controls &
186
Criteria

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 Design Criteria: Traffic Characteristics :
187
Projection of future Traffic Demand:
This is a very important component in highway design, because we
design for the future demand not just for current demand. We design for
the life span of the facility:

Facility Life Expectancy

Right of Way (ROW) 100 year
Minor Drainage & Base Courses 50 years
Bridges 25-100 years
Pavement Resurfacing 10 years
Pavement Structure(New) 20-30 years
Pavement (Reconstruction ) 5-10 years
CONEN 442 Transportation Engineering S2021 ElDessouki
 Design Criteria: Traffic Characteristics :
188
Speed:
Speed is a key design control for highway geometric design.
Why?
 It defines key design elements in highways such as horizontal
and vertical curves.
 It plays a key role in determining lane capacity and highway
facilities in general.
 Speed is a key factor in functional classification of highway
and consequently affects driver’s selection of the road.

Types of Speed:
Operating Speed:
CONEN 442 Transportation Engineering S2021 ElDessouki
 Design Criteria: Traffic Characteristics:
189 Speed:
Types of Speed:
Operating Speed:
Defined as the speed at which drivers are observed operating their
vehicles during free flow condition. The 85th% of observed spot
speed sample can be considered as the Operating Speed.
Design Speed:
Design speed is a selected speed value that is used to determine various
geometric design features of the highway.
The Design Speed must be logical with respect to:
Topography, Anticipated Operating Speed,
 Adjacent land use The functional Classification of the highway
CONEN 442 Transportation Engineering S2021 ElDessouki
 Design Criteria: Traffic Characteristics :
190 Speed:
Types of Speed:
Design Speed (cont.):
Design speed should be selected as high as possible
with consideration for:
Desired degree of safety
Mobility
Efficiency
The selected Design Speed Should be consistent with
the speed drivers are likely to expect on a given
facility.

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design Criteria: Traffic Characteristics :
191 Speed:
Recommended Ranges for Design Speed:

120 km/h  Rural freeways, expressways & other arterial highways

100 km/h  Suburban freeways & expressways

80 to 110 km/h  Suburban elevated & depressed freeways

50 to 100 Urban arterial streets

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 Design Criteria: Highway Capacity
192

Guidelines for the Selection of Design Level of Service (LOS):

Functional Rural Rural Rural Urban &
Class Level Rolling Mountainous Suburban

Freeway B B C C

Arterial B B C C

Collector C C D D

Local Street D D D D

CONEN 442 Transportation Engineering S2021 ElDessouki

Highway
Horizontal
Alignment
193

CONEN 442 Transportation Engineering S2021 ElDessouki

194 Horizontal Alignment:
Horizontal Alignment
Consists of Tangents
(Straight Segments)
connected by
Horizontal Curves

Types of Horizontal Curves:

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195 Layout of Simple Horizontal Curve:

T  R tan( / 2)
M  R1  cos( / 2)
 1 
E  R  1
 cos( / 2) 
L(curve length)  R * 
Lc (cord length)  2 * R sin(  / 2)

CONEN 442 Transportation Engineering S2021 ElDessouki

196 Layout of Simple Horizontal Curve:
Curve severity is defined by Radius (R) and the Degree of curvature
(D)

1719
D
R 30 m

where
R is the radiusin meters
D is the degreeof curvature in ( )

CONEN 442 Transportation Engineering S2021 ElDessouki

197 Design of Horizontal Curve:
On horizontal curves, centrifugal force tend to push the vehicle in the
radial direction, the vehicle is maintained by side friction on the
pavement surface and pavement super elevation. Here is the
relationship:

V2
 0.01e  fl
Where , gR
V – Speed (m/s) , R- Curve Radius (m), f- Side Friction
e – Super elevation % , g – Gravitational Acceleration(m/s2)

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198 Design of Horizontal Curve:
Maximum Superelevation: (e)
The AASHTO range (4%-12%) , but:
1- From a construction perspective a 12 is difficult and 8% can be seen
as the maximum
2- The typical superelevation is 5%

Side-Friction factor: (fl )

The coefficient of side friction, (fl ) is function of vehicle speed and other
factors.

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
199

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
200 Methodology & Considerations for Selecting Side
Friction (fl )
 Horizontal curves should not be designed based on the maximum
available side friction.
 The centrifugal acceleration due to the curve is counteracted by
side friction and Superelevation
 The centrifugal acceleration felt by the driver & passengers is the
portion contributed by the side friction.
 The ball-bank indicator:

see next slide

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
201 Methodology & Considerations for Selecting Side
Friction (fl ) indicator (similar to aircrafts):
 The ball-bank

Lateral Acceleration = 0.10

CONEN 442 Transportation Engineering S2021
This is the portion carried out ElDessouki
by friction
 Design of Horizontal Curve:
202
Design Methodologies: R, e & f
 Method 1: Superelevation (e) & side friction (f )are inversely
proportion to curve radius R in a straight line relationship.
 Method 2: All lateral acc. Is sustained by side friction i.e.
f = fmax , then superelevation is then utilized.
 Method 3: for road-users comfort, Consume maximum superelevation
(emax), then use side friction (f )
 Method 4: Same as Method 3, but using Running Speed instead of
Design Speed
 Method 5: Same as Method 1, but it assumes a non linear relationship
for (e & f ) vs. 1/R

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
203
Design Methodologies: Example
For a highway with a design speed 90 km/hr, if the maximum
superelevation was set to be 8%. Design a horizontal curve and
determine a safe turning radius such that the maximum centrifugal
force exerted on passengers is maintained below 0.10g

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
204
Design Methodologies: Tangent -to- Curve Transition

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 Design of Horizontal Curve:
205
Design Methodologies: Tangent -to- Curve Transition
Superelevation Runoff Length:

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 Design of Horizontal Curve:
206
Design Methodologies: Tangent -to- Curve Transition
Superelevation Runoff Length:

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ElDessouki
206
 Design of Horizontal Curve:
207
Design Methodologies: Curve-to-Tangent Transition
Tangent Runout Length:

You may use

:

Lt = 2/3 Lr

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
208
Design Methodologies: Locations of Transition Curves

PI

PC
PT

CONEN 442 Transportation Engineering S2021 ElDessouki

 Methods of Attaining Superelevation:
209 Undivided Multilane Highway

Advantages:
Short lr , Min. cut & fill

Disadvantages:
Water drainage for
inner lanes
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A
 Methods of Attaining Superelevation:
210 Undivided Multilane Highway

Advantages:
Good water drainage

Disadvantages:
Long lr
Large amount of fill

CONEN 442 Transportation Engineering S2021 ElDessouki

B
 Methods of Attaining Superelevation:
Undivided Multilane Highway
211

Advantages:
Smooth Transition

Disadvantages:
Long lr
Large amount of cut

CONEN 442 Transportation Engineering S2021 ElDessouki

C
 Methods of Attaining Superelevation:
212 Divided Multilane Highway

Advantages: Disadvantages:
Short lr , Min. cut & fill Water drainage for
inner lanes

A- Revolving
CONEN 442 Transportation Engineering
S2021
around Roadway Centerline ElDessouki
 Methods of Attaining Superelevation:
213 Divided Multilane Highway

Advantages: Disadvantages:
Good for water drainage Large a mounts of Fill material
Long transition curves

B- Revolving around inner Roadway Edges

CONEN 442 Transportation Engineering S2021 ElDessouki
 Methods of Attaining Superelevation:
214 Divided Multilane Highway

Advantages: Disadvantages:
Best in Terms of Safety , Average on Water drainage for
good on cut & fill material inner lanes

C - Revolving
CONEN 442 Transportation Engineering
S2021
around median edge ElDessouki
 Design of Horizontal Curve:
215
Offtracking & Lane Widening for Horizontal Curves

What is Offtracking:
 Offtracking is the characteristic, common to all vehicles,
although much more pronounced with the larger design
vehicles, in which the rear wheels do not follow precisely the
same path as the front wheels when the vehicle negotiates
a horizontal curve or makes a turn.

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
216
Offtracking & Lane Widening for Horizontal Curves

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
217
Derivation of Lane Widening for Horizontal Curves
 Track Width on Curve (U)

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 Design of Horizontal Curve:
218 Derivation of Lane Widening for Horizontal Curves

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 Design of Horizontal Curve:
219
Derivation of Lane Widening for Horizontal Curves
 Front Overhang (FA)  Extra Width Allowance(Z)

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 Design of Horizontal Curve:
220
Derivation of Lane Widening for Horizontal Curves

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
221
Derivation of Lane Widening for Horizontal Curves

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 Design of Horizontal Curve:
222
Elements of Lane Widening for Horizontal Curves

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Horizontal Curve:
223
Derivation of Lane Widening for Horizontal Curves
 Curve Widening(w)  Extra Width Allowance(Z)

 Minimum (w = 0.60 m)

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 Design of Horizontal Curve:
224
Horizontal Sight Distance Offset (HSO)

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 225

Highway
Vertical
Alignment

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 Vertical Alignment
226
 It is composed of Vertical Tangents connected with Vertical Curves

 Design Objective: MINIMIZE CUT AND FILL

 Subject to: Maintain LOS and Capacity (at most 2 level drops)
 Grades: Should be comfortable for passengers & Suitable for Vehicles

CONEN 442 Transportation Engineering S2021 ElDessouki

227 Vertical Alignment:
Vehicle Operating Characteristics on
Grades
 Passenger Cars:
For most cars , the range of 4-5% Grade does not affect performance or
loss in speed

 Trucks:
The effect of grades on truck speed is much more significant.
 HCM Exhibit 23.2 A, is used to estimate the equivalent grade for a series of
composite grades to get an equivalent grade & the overall drop in speed.

CONEN 442 Transportation Engineering S2021 ElDessouki

 Vertical Alignment: HCM Exhibit 23.2 A
228 Speed km/hr

1%

2%

3%

4%

5%
6%
7%
8%

CONEN 442 Transportation Engineering S2021 ElDessouki

229 Vertical Alignment:
Critical Length of Grade for Design
Using the Maximum Grade is not the governing factor, there are other factors
that must be taken into consideration:
1. Size & power of the design vehicle( truck)
2. Speed at entrance to critical length of grade
3. Drop in speed on the critical length

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 Vertical Alignment:
230 Critical Length of Grade for Design

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231 Vertical Alignment:
Climbing Lane Design
Climbing lanes are usually added for trucks on two way two lane highways
located in mountainous areas, in order to maintain an acceptable level of
service.

CONEN 442 Transportation Engineering S2021 ElDessouki

Vertical Alignment:
Climbing Lane Design: Criteria
The following are the three criteria to Justify a climbing lane:
1. Upgrade traffic flow rate >200 veh/hr
2. Upgrade Truck flow rate > 20 truck/hr
3. One of the following:
I. Speed Drop > 15 km/hr  speed drop alone can justify
II. LOS E or F on the grade
III. LOS Drop two or more levels.

ElDessouki
CONEN 442 Transportation Engineering S2021 232
Vertical Alignment:
Climbing Lane Design: Example
For the given grade segment of a 2 lane highway, determine if a climbing lane is
need or not? if needed, please determine its start and end. Facts: Grade 8%,
Volume = 650 km/hr , % Trucks= 5%, Deign Speed = 90 km/hr.
Solution:
Upgrade Volume = ??
Number of Trucks = ??
From the charts:
Drop in Speed ??
Drop in LOS ??
LOS E or F ??
Using the HCM Truck performance curves to determine Start & End of climbing lane

ElDessouki
CONEN 442 Transportation Engineering S2021 233
Vertical Alignment:
Climbing Lane Design: Start/End
Speed km/hr

Allowable Drop in Speed 1%

( in this case was 15 km/hr)
2%

3%
Below this line a climbing
lane must be added 4%

5%
6%
7%
8%

ElDessouki
CONEN 442 Transportation Engineering S2021 234
235
Vertical Curves

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 Vertical Curves: Geometric
236
Characteristics
 Vertical curves are not circular, they are in the
shape of a parabola, and they are two types: Crest
& Sag curves.

Key Issue: Safety & Clearance

CONEN 442 Transportation Engineering S2021 ElDessouki

Key Issue: Clearance & Drainage

237 Vertical Curves: Geometric
 Characteristics
Elements of a Vertical curve:
VPI – Vertical point of intersection
VPC – Vertical point of curvature
VPT – Vertical point of tangent
G1 – Approach grade %
G2 – Departure grade %
L – Length of curve in meters G2  G1
r
L
r - rate of change of grade per unit length
Then the curve equation will be: 2
Y ( X )  aX  bX  Yo
Where:
Y(X) – elevation for a point at (x) meters from the VPC
G2  G1
Yo – Elevation of the VPCa
b – Approach grade, G1% & 2L
CONEN 442 Transportation Engineering S2021 ElDessouki
238 Vertical Curves: Geometric
Example:
Characteristics
For the shown vertical curve. Determine:
1- Stations & Elevations for PVC & PVI
2- STA & Elev for the highest point on the curve. PVI

PVC

PVT 2+431.05
Elev@ PVT= 236.62 m

L =270 m

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239
Design Crest Vertical Curve:

Design Criteria:
Stopping Sight Distance (S)

CONEN 442 Transportation Engineering S2021 ElDessouki

240 Design Crest Vertical Curve:

For h1 =1.08 m & h2 = 0.60 m ,

then we can use the following:

CONEN 442 Transportation Engineering S2021 ElDessouki

241
Design of Sage Vertical Curve:

Design Criteria:
1. Headlight Stopping Sight Distance (S)
2. Passenger Comfort
3. Drainage Control
4. General Appearance

CONEN 442 Transportation Engineering S2021 ElDessouki

 Design of Sage Vertical Curve:
242 Headlight/ Stopping Sight Distance (S)

For Passenger Comfort:

For Drainage:
Rate of Curvature (K) = L/A ≤ 51

For Appearance:
Minimum Length Lmin = 30 A
A = │G2 –G1 │

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243
Undercrossing Clearance:

h1 =2.4 m, h2 = 0.6 m

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244
Undercrossing Clearance:

h1 =2.4 m, h2 = 0.6 m
CONEN 442 Transportation Engineering S2021 ElDessouki
245
End of Module 2

CONEN 442 Transportation Engineering S2021 ElDessouki