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MOLRREEIER ER EA * FPSSS IE eased =anegueraseaged PaBLBREBISSNES: Fe _|groeesmeacely cermrnananance| oovmnnnooncnan| srinonanemanmna| moeanNacovoeen: | de] PS SasgEaeg Dis aes aaa OPS Tenaea zea PO Racadaesaeg “AUG 3g| SESRISREES |S NRSTARRERE es enenenRceeeey eunaegRRANCRES FanMRRSNGAENG tN ANARSSL TON oR RARTReeLs oN TeR” RANNRTeLsNNreR” RARRSoosoNT og: SdGa]6 SoSsaSSSsSsSSd SSScascasSscsse ScaSesSSSSSaaSR SossSSSSSOSSSS. i US Customary Speed Maninum Mxenan Note: In recognition of safety Considerations, use oT €=., = 4.0% should be Imted io urban condlions: 1 g|SIGsesesess|c dedscacesccsad cascasscesseesd SossescsessScea Asassssadsunes i q | § J gqlecanssecausle vansasesnssens cexessecansnecy exenaneeaneee: Fa.|-casgaeaes Penvegaueness |""Reteeessara il (22 ASSBRSES ["WSSRRSRRSRRS | ~*RS ESR ARES t I] Be _lorrneorone Jonccrenonenoe |roreora-rnncr |woeumoncnanen | ennounserncos i| [2gel*88BaeRsy PORCRRERRGERS |CESAGREESES |SMUEERECagR | ERI lle PaSEQRSSESSE PEBSMINREESS /eeaenamergens |aeqaansangnes | yuessanansaas te] s° Ir p[éeeccccccs SSSSSSSSSSS |SESSSSEISEES | SESSESSESSESE | SESSSSSSESSSE i| | fgleeseeesees leseeegezszess |sassssssssses |asssesssssess | agegccaasaaas B f]g[essssacese fesceszcesgess |easesacsegegg |eanesseasgegs | easenseassegs‘sign Superclevation Rates, Design Speeds, and ea = 4% US CUSTOMARY Doe Fasae Vaan Te mm a Fema Tara fo fy tytn Rey ReAIST Gao Dai of gh Ste Bee aeeerseeaast HOGEPESEOOREE EEN = HOREPESEAOREEEENED Hraabenieguibaaenansd an 2% EASEEUES ESE sesenesafanaaseete F ls lf is Ldaneeasmespascoamd fp ky ~ & | sbasnnsnnaanspareenneed Laoasssembeaned FE |e Lerman K 7 4 cetseaeapanaaey of seertannen| 2 AE | sossynseshos El decrscenfsty 1 sees ray at eessennssces eer IS 2 | Fe 2 ff sete Suessseavsne zf i @ |f a sbesrssesoeonsesene} 2 |Ecscrenerfesenotn sWiL336. Minimum Rad fer Design Superdeation Rats Desi Speed 8 un = 6%Exhibit 3-71, Design Controls for Crest Vertical Curves—Open Road ConditionsElements of Design iy i E7752 i sa | at) ® “drag macrum K67 | 4 "computed vas Sel, © m0 o> com) t00D tao tam0 tooo tam 2000 Lange of sg vericalcuv Exhibit 3.74. Design Controls for Sag Vertical Curves—Open Road Conditions 275AASHTO— Geometric Design of Highways and Street Stopping Rate of verical Slopping Rate of vertical Design sight curvature, K* Design sight ‘curvature, K* speed distance speed distance (krvh) Calculated Design (moh) ft) _Caleulated Design Rate of vertical curvature, K, isthe length of curve per percent algebraic difference in intorsecting grades (4). K= Lid Exhibit 3-72, Design Controls for Stopping Sight Distance and for Crest Vertical Curves Wetrie US Customary Rate of Rate of vertical vertical Design speed Passing sight curvature, K* | Design speed Passing sight curvature, K* (kun) distance (m)__design (mph) distance (R)_~design 30 200 36 20 710 160 40 270 a4 25 900 289 50 345, 138 30 1090 424 60 410 495 35 1280 585, 70 485, 272 40 1470 72 80 540 338 45 1625 943, 90 615: 438 50 1835 1203 100 670 520 55 1985 1407 410 730 617 60 2138 1628 120 1715 695 65 2285 1885 130 815. 768 70 2480 2187 5 2580 2377 20 2680 2565 ‘Note: “Rate of verical curvature, K, 1s the longth of curve per percent algebraic difference in intersecting grades (4). K= Ld Exhi 73. Design Controls for Crest Vertical Curves Based on Passing Sight Distance Generally, it is impractical to design crest vertical curves to provide for passing sight distance because of high cost where crest cuts are involved and the difficulty of fiting the resulting long vertical curves to the terrain, particularly for high-speed roads. Passing sight 2nElements of Design ee TS casionary Topp | cengn SEO Raw orvencal | onan ERO Rate overca speed distance ‘curvature, K* speed — distance curvature, K (kmh) Calculated Design | (mph) (t) “Calculated _Design Rate of vertical curvature, K, isthe length of curve (mn) per percent algebraic difference intersecting grades (4), K= Lid Exhibit 3-75. Design Controls for Sag Vertical Curves Sight Distance at Undercrossings ‘Sight distance on the highway through a grade separation should be at least as long as the ‘minimum stopping sight distance and preferably longer. Design of the vertical alignment is the same as at any other point on the highway except in some cases of sag vertical curves lunderpassing a structure as illustrated in Exhibit 3-76. While not a frequent problem, the structure fascia may cut the line of sight and limit the sight distance to less that otherwise is attainable. It is generally practical to provide the minimum length of sag vertical curve discussed above at grade separation structures, and even where the recommended grades are exceeded, the sight distance should not need to be reduced below the minimum recommended values for stopping sight distance. For some conditions, the designer may wish to check the available sight distance at an Uundercrossing, such as at a two-lane undererossing without ramps where it would be desirable to provide passing sight distance. Such checks are best made graphically on the profile, but may be performed through computations. 27