Special Pubizeton 23 VERTICAL CURVES FOR HIGHWAYS New Da 1995 Price RK. 100 (Pi pckng& pone)eeeeee eee eee ae Fret pine: Dove, S582 Aerie September, 1989 Fapeneed Sepa, 1985 eptes : a, 199 re Rhee of Pblction and of Tantation ere Reserved) rine at Nuun Printers, Oba Phaser New Ostht10020 {1000 Copies) PREACE Verven cueves connate 20 iupoitant compenent in the ‘asgn ofthe longitudinal pro o road. For providing guidance tothe designers inthis egueé, the Specifcations and. Standards Comite ofthe Indlan Roads Congress baa pobited s dulled Paper on the subject inthe year 1952 (Verieal Cores for High- vay, Paper No. 156, Jourael of ahe Indian. Roads Congres. Vale XVII). For meng your, ti Pape served ara arta guide fn the devpn of highways i he oust. In the meantime, a lt of changes have taken place in the eometrio dergn standards as ao inthe sgn concepts.” The fevied geometric design standards have been published separately bythe Hndan Roads Congest, ve IRC: 71980 for Rural (Nor- Urban) Highvaye sad IRC: 86-1969 for Urban Roads. For provd- Ing idence on the design of vertical curves the ight of the farrent geometric” desgn standards and concepts, the original Paper No. 156 was modifed and roriten by Sb Araoachslam Deputy Sceretry (Resear), Indian Road Congres. 1 hoped that tia Publication wil be asefel athe design of propo vertical curves for road in the country besdes blag gue To engiacevng students. Now Delt Nisan Koa ‘December, 1983, Secretary Indian Ronds CongressCONTENTS Pere 1. Inteoduction = Gradients : Design Speeds . 2 3 4, The Poopoe of Vera Curves 8 Summit Coes 6 Valley Curves S +1. Peete Design of Vertieal Cures 00 Highays 8, Examples BEBewawe Appeals Plaie 1: Length of Smit Curve for Stopping Sight Dist a4 ‘late 2: Length of Samat Curve for Intermediate ‘Sight Distance * Place 3+ Length of Summit Curve for Overtating Siht Distance oS ‘late 42 Length of Valley Carve @VERTICAL. CURVES FOR HIGHWAYS. 1.1. Inthe alignment ofa highway, i 62 generaly accepod practice to olny a8 elsely as possible, the natura ie ofthe Tomé. THis practic, while satisfying the sesthetie principles. of food locition, Tends ise to evonomical rad contraction. AS the nator ground rarely level, the roa loented therein nceorde fing to these ptinciples wl aso hive a saris of grads, often harping (0 suit the ground level. For the economical and safe operation of vehicular trafic, however, certain other important onidertions st definite limits tothe paces and alzo define the Seay the changes in rnder are t be effected bythe introdaction of ‘eri cavern the Loni profle ofthe rnd 1.2, Noto long ag, the average seed of motor vehicles om he main roads inthis country was about 35 km. Tn recent years ther has Been a rapid advance in design. Motor vehicles, ith ow centees of gravity aad equipped with powerful brakes, re now built travel a bigh speeds. To provide fll advantage to these improved vebices and tere to increase the sped of rord Iranspor ts necesary to improve the design of the foad elf by prising proper geomerie stngards and by otber means 1.3. To atin the primary objectives of safety and comfort in teaveling over dierent grades, the. desi of vertical cores as to be given due attention. This publication gives a rational conception ofthe principles governing the de ig of veri! carves onrosdr. 1.4, ‘The design of vetcl curves on highways eno etry 1 matter of mathematical anys, Factors such at the persona equation” of the (diver of the vehicle have to Be taken into Sccoont and subjected to extensive. setarch, On many auch factors, rerenrch work and Geld observations carried out in ofhet counties, particularly” the Unied States of Americ, the United Kingdom, and Avstain have supplied valuable material. Not Al the data uted in this pbleation have Been supported by adeqix tte experimental obsermtions. As forthe vestigations af madetome’ of the comclstone may aeed revision in the course of ime, ue The cale of ite or fal wth respect tthe orion! slong ihe length of snd, expremed as a railo ot = percenage, Boteceed, the "Cradia?™ Iti eustomary to express a gradient inter of the natural tangent of the angle of nsliaton 10. the Horizont, ‘hie rmay also be stated ns ratio, et Yi 201i Soret. te tee USA. and tome ater counts the grade it more ‘fen expresed asa prsentage a 5 pe eet or 4 per eB, ee 2.2, When on angle is sal, ts tangents approximately gual tite creoar menste. For this puspese all anges within the petot range of gradwatsonronds ay Be treated as small 23. 1p thie publieaton my and mare ned to east the swat tangents at well ay circular menses. of the angles of Inclination fo the horizontal of the two intersecting grade lis ‘Thus le Fig. Tym le the tagent (or circular seasue) ofthe nsle B42 and ny Gat ofthe angle BCF. Sign + and ~ are sed {ovdenote ascending and. descending gradients respectively inthe te of evel wees by sooventon, i= generally Tet t0 Heb in Sere, 124, The angle which measures the change of direction i he toon atthe intersection of two grade lines fs called the arson angie. ‘Thoin. Fig 1 agle DBC isthe total dvition 2 angle, tn hit publication “N° will denote the mars tangent oF inc circulue mene of te deviation ange ‘The deviation ange #8 igven by the algebratedierence between the te grade anes “Thos 8 nom Levey tqhorst jor 'Srerent shor ify or 4 per sent B = $0.08 125. Grants must be ned before a vertical curve cin be signed. “The Sesignst bat always to keep an ee om econOmy Seselcing he alignment and ropesting the Tongitadinal roBle te a roads "he choice of the alignment ofa projected road i fneented by many. consderatons, gradients being one of the Inost important. The accessity of scouring easy grades some~ ines compels long. and. expensive alignment. On many an ring ond, giedes ca, be improved only by rbandonitg the resent alignment and clocaing Tous, for fond projects it Te tecessry forthe. designer to know what gradients ae 1 be sinedat, With thin knowledge the designer is positon to {chive balance between the economy of design and its ity 10 the read vse. ‘on moto rnd ia hilly country the gradigts should be such thu they canbe nagotated with the least changing of gears by Uheremir vehicles (tere He not much animaledrawn tafe on Sch comds). Thi svves: time and operation costs. The problem KSsomenhat complicate the plas where cond ae wed By fhe Ton’ moving butlek art of the one fund, and the fast Iodcrn motor wetile onthe oles. For many years to come. Re Delle crt wil emains domieating clement mn the agricultural Sranomy thi counts, Gradients adopted on roads inthe aio should therfore mo Be such as co have an adverse eectom ballot crt rai, "Thare are many varios of bullock. cats, ‘ering Sn desi end capacty, and in the seength, and number Srbolock se fo pull, Tatng all these factors ito aceoust, the Tagan. Reade Congfer ht ld down standards for gradient {o be adopted in difeeottersig, vide Table 1 Terran classe fed by fhe gneral lope of the country acrow the Bghway Inet, fo shih tho fallewting ertia shld be followed Feat inion Peco ru pe of hen Rots 7 ad While cesiying sornin, short otated stretches of varying {errain should not bo taken nto consideration. el) ee | tae] eee | er & = 1 Pe oration Som ae Seeege aTpeccem i i 2 Rdiaep we dm" mst, UES Poca ath RE as SERS ET eit UE ‘radiate upto ts ‘ring gradient may be weed 26 4 mater cotcoures in denige, However in special stxtons such a. iolted ferbeldges te Bet country of Toads carping large volume of Slow moving tae twill be desirable to adopt'» Sater gradient Gt? per cant from the angle of aenhet, trae operation, and sates “The ning gradient! say be oped where the topography of 1s place compals thi courte or where the adoption of ei 5 radionts would add epestowaly to th cost. In sch cases, the Tength of comtinoos grade #eepet than the ling grdiet should bers short a pose -Enceptonal paints ae ment tobe adopted only in very atin stations see for short lengths 201 exceeding 10 mat ¢ Staten, In mountainous ana steep eran, suceesve srtches of seeional gradients mast be separated by 2 minimum lag of oom hrviae pel go4dint (iting gradient 0” Mate) ‘The Fen leaton over a Jengih of 2 kim shall not ese 100 i povitsigos tern and 120 in steep tern 126. Compeosation in Grade for Horizontal Cares ‘26:1. When vehicle dion bythe rear whesis travels on sews there some losin the tractive free ar ie explained bee Let A and B be the rer diving wheels and C and D the front whet at's enter vein in pan traveling ona curve (Fig. 2). It Freee han the, tncive fore act inthe drcton EF white the Trot wher should move i the dzstion G1 0 a8 10 Tllow the Ghnves "As GM is iacined to BF there wil bea tendeoey forthe SUuie ce hige inthe direction BF, Tht tendency ts reused by lhe ction betwecn the wheels andthe cond surface, Bat infect tec eitee a aiiog movement when the curve Is sharp. TRI ello’ totes up sone ofthe active free driving the vette forInthe eae ofa vehicle with driving wheel fa the Crone som would be thera Fo nslaain te same speed on curve mors ofthe snetve effort ofthe vile as there> Tre wo be mobiinsd mente of vente driven by Fear wheslt. The {ect ofthe curve onthe tacive effort iy therfore, the sme as Garr grades sin dion tothe eure, there curs also Sharp. grade ie total eflcs ofthe core and grade should not aces that ofthe Hsing grace specie. 26.2. Theamount by which the grouients should be ated to aifiet the ents race efor involved a borontal eve it town a “gade compencation’. This shouldbe caleluted by the following formals Grade compensation (per cen Sunjec (os saniouon of 75°R where Ris the rads of the Since grade compentition i not necessary for gradients ater than {per cent, when applying. grade compensation corestion, the rodents ead not be eased Beyond 4 per cnt, 2. pastas Sess Sal Asstated caer in pata 1 the purpose of designing proper ‘ers! sures. ht able 2 eae nd sstaied speed of ivel ona ronds The designer must therefore Keow shat max Uns apeed. isto. be sustined on each clas of the ronds. The Tetyulet westment of vests! curves cents fond the ove domi fing factor “speed” 4.2, The design speeds lald down by the ian Roa Coogee for the, salou castes of roads are gives in Tables 2 Sad White “Tubl?pertains to rural (oomarbas) highway, {Tobie} i for urban ror inp 44 THE PURPOSE OF VERFICAL CURVES 4a. tis well Known fret at considerable forces are involved when 2 change ker place ja the diectin of motion of body. When 2 metorvebile travel fone ade is to ‘rolls es seas ok Runs on Lian) Hoi RRRR gana anna aan esse ‘Nnbs! ant Se ghar Dae it Roads tier Diss Roa 2 e i 7 t $ & aseaove on to another grade, cage of direction of motion inthe ‘ertcal ple i iolved, if this cage isnot flected gradually wehislewll be nubjected co shock andthe ossupenta ofthe ‘abies wil experience dacomfore, Therefore Yeron cOrvVet are Teauired to eae of the changes in gradients, 42, Verto) corves con be clased lato two types es (0) Sumac curve to oats off terest conver. upwards, and (Valley curve to ouse of intcecion concave upwards 43, Wusn a vehicle approaches sump eaves the view of the rend # cit off beyood th numa. Therefore to secure the eared sph dinance, the intersection of the two grade should be eased off by inarpoing = property designed vere uv, For valley curves, ribiity ie not 8. problem during day time. However, for night tava, the design must ensue that the roadway thend i lominsed by veblle hendights to a sufelent length ‘nabling the vehicle o brake tow stop necestry. 44. Sight Distance Conaderatons dsl Thove type of sight dance (Gee TRC: 661996 for swore dete are relevant forthe design of summit carves. These ste Stopping Sigh Distance, Overtaking Sight Distanes, and Inter Shesite Sight Diinace. Sight distace value for diferent design = i ‘Seb aans eee) - “wring | intemetine | Ovratioe * o 2 Fa a ‘Si cate 1 Safetpping teens 2 ene ne aes 5. Brean dee speeds are given in Table & The cx sph tance are iadested in Table 5. in for menturement of the 4462, For valley curves, the design it governed by night ‘sb which reckoned in term of Henig Sant Distance “hie citence should st ees equal the safe stopping sight distance ven in Table 4 S._A cure with costenty upwards is ealea « pummit curve Figure 3ltrates canes where Summit Carver have 10 eee.0 to iatrire with vsbiliy. Tho dynamics of movement over an ordinary somes curve i of ik ‘Tie oon be Infered from two. consderaons: (1) The ceatlupal force swoeated by the ‘mofemest of the Tobi loag the curve tc Bctaly in opposiion to th force of ganvty-tnd im therefore, Benefit in oo far ox it rollover the predre onthe fret and spring ofthe vehicle; (2) Yersial deviation angles on roeds are ‘9 small boone the surmit cares prescribed bythe aight die lance arv so long and ey that “shock” aotomatally enered Inmpercopribe tothe tater, 53. Ty thotfor, follows that on summit carves ‘transions fate not venta) and simple eculnt are are good enough, Siece ‘cieular sre hae 2 constant radar of curate throughout is length, it giot o. constant sph lttance all slong. Prom tis ewpoint the aliemative of a curve. folly tanta! and ‘ymmerial sbowt the laterecton ie uneuiable, a0 the raion of the curve decrees cowards te apex andthe risbily ow were] ‘amation core vis Goes poet pont andi mls acres ie apes, Ata gion intersection of gredvat a taaiton, curve, wil ave toe muchonger than iar are for equal vabity aos thenpes. Becaue of hit disdvantage &trensfon eve fe not recommendes 54. In actual pracice = simple parsholic cure is used instead of the circular ave. The restos ave © Asimple paraboln is nearly congruent with sirctlar fare ‘beeen the same abgeat points, ecsuse on fend ‘work the vertical deviation. angles ate very Small and lengths of curves ase very ert (@ A parable very cay of arithmetical manipsaton for computing ordinates, 55. Sewmit Curve Parmlae nF. 4 let AD and DC be the two grade tines intersecting At D and acid at bry and — myo the horiootal, Let ABC be parabols carve botwecn th tangent pointe and. With 4 a8 orgie, roensure = hovzosally and take ye the vere ee ae ro i / From the geometry ofthe hire it len det EC = EF + FC a - y B L LN = fortaa= ne Tength of the eve ABC i precisa parposss sine smi ee ae ona seeaiatecnrnepea ave ar or Tatoo cc [Atthe pant © on the curve, = Land v Poitig tose valves In the equation of the cure, woe Toe % a Therefore a= 456, Rola ot Cerratue of Summit Cave 121 (6,9 be eenteanonofiates of ny point on 0 ‘curve, Lot R be the’ radius of curvature at th : tb th point TE the curve bts, $2 BY ee “ Heves Be Soon : soewiane 5D 5:1 Bormann for Lang of Sammi Cores 57.1. ‘The length of sommit curve depends om () the eviation nolo, (M), and (B) the reqnted. ight distance (8), ‘which my be citer the overekng sight tance or the iter ‘mediate night cstnce. oe the riimum sight ditnee. whith ‘qual fo the safe sopping distance. 8.2, Ths gradients on both sides of the laterteston are selected on the prinelpes already vcosted im pera 23. The evinton sagle and the chanage of the point of leersection of {he gracias cea then be mentored and recorded. 57.3. In olosatng the length of the curve two cases have to be comsderes b or Overtaking Sight Distance! Cave 1: When the length of he cuere exceeds he required vance. that. preater than 'S. In Figs 5, ABO tek firsbolic curve: 4’ and Care tangent point, ES, the Fequired sight distunce the eight of the driver's the road level: M,the deviation angle ODC ; and. Ly the hor zontal projection (48) of the eve ABC. Fiom the gsometty ofthe Figure tx obvious that Oc = OF HRC 1 = Levin L = bw. Since grade angles ae lays sual tb lengths of the curve ABC tnd the lines AC and AM can ehch be taken as very nearly tL“4 Fromm the propertis ofthe parabola Now pp toy 2G six Sonia a <2 uN Pring 96 = HF Also fram the geomet ofthe Bigure y= Ds BZ = Hand DZ=DB+BZ 1X zo A ax Therefore oz = AN. pone but z= 10 wed Ace, by _ (SF a west ay = Op cae ust 16] Equatlag the two values of DZ, Coe. 6 ‘As indicaed in Table 5,8 = 1.2 aE ee a sae the heh of he ce ttn, he seque ptace at Es tea than So Tn Fg 6 ABC 3 o nthe sight estance 5, the parable curve nid EyE, the siht i For Se Stopping Sigh Distance : In tis cas, the atution corresponds to that shown in Fig. 7. The deter of the vebils sights the top of an object 0.15 igh ping beyond the apex of the ebrve.es When th length of the corse enceds the required sik danas tet Lie reer tan Som geometry ot oe woop tear S = CCD = 1354 BC or C= 078s 2B, cr ot co AN nd BB, = pee 3) 2usss_ guest st Sor ate = a ti Case 12; When the beng of the carve ess than the requt= of ight dance, cht Z's lene than S. The formula. works 44 bars 48, sn uy 574, The length of summit curve for various eates_mee ioned above cam be fed fiom Plater 1,2 and 3. In theee Plates valle of the ordinate *M? to the curve from the faterecton, pot tthe grade line isso show 5.7.5. For quick compare ofthe length of summit curve forthe thae type of ight ditace forthe cae when Lis great ‘han 8, the lengths are shown a terms of the grade. diferace in ‘Tbe 6. ” ee Teneo otamnicanetneior | Lge fe | oppie | tnmrnctine | overating | “Rete see bliin | hance | Ste » 208 aa asa @ aa San ian Nowe: 1 “Avin eave Tele ihe alge aise in pede re Toetength afc Baud be bit minimum ales en 58, Misiqum Length of Veeial Curve From equation (6) to (9), it seen that the length L of a vwercal curve decreases ab N anéjor § decreases. Thesefore, Insome cases the length of he curve needed for providing the required sight distance would be very small. Furthe in Bat grades so vertical curve my be necessary for visibly But for comfort In diving and to avoid shoc, I's necessary tointoduce a verti cbrve except perhap in vty fat grades. ‘The minimum length of the curve shold bets indicated in Table 7. This Tabie als shows the maximum grade change not requiring a vera curve. 59, Caleslatiog Ordaaes of Summit Carver For the purposes of plotting and laying outa curve, it eagth ‘a eiviged into a amber of equal chords andthe ordinates to the curv calculated atthe ends of thete chords.nen es a a" re ME talons 3,2, Barn # (Fee) ie the chosen loth ofthe ers) 9 Tet © be the point on the rod sueice curve atthe end ofthe [yubschord Let Cy be the point om the grade tne vortialy ‘tbove ©. Lat the rdsced lve ofthe eangeat pot be 100.00. “Thom Re Le of Cy = 100.0047 (xm) RILLofC = R.Leof yr ‘Stately, he Re Ze of other points onthe curve should be worked 510, ‘ighet Point oe Sasa Core {eis vometimesimporant to know the poston of the highest point oa serial curve for the porpose of layout of denage Eppertenanes nd fr ancortinog vertical clearances in retited Incations ns one under Bridget, te. Whee the wo grades ate ea rica aban the vera sector of he ‘ghest poet would alte lie on thi Bisector. When the two grades Se oncgnl the curve would be ited snd the highest point ofthe free maul i onthe side ofthe Matter gradient. In Fig. 9 let T be the highest point dis corgi from the “The oqaton af the carve ity = “Teerlore BT =Hence 2 = FT = BP-ET = my 7 ill be the highest point when 7 ie maximum, ies whens — 0 “That wen my 28", orm $m pug 2e 2 ic 1. wentia curve concave upard ie Benn a 3 valley cari aes io sete oer wee wal ae ig. 10 (ithe enn ws descending grant ioertctng an ssemling paint. whereas ia Fig. 10D) descending gradient tenecte another descr giant, 1 between thee tHe oes would he the cite of 3 skesending gradient meeting. 2 » ‘According to the csneral fle alondy sted, the deviation angie he algebenic ince ofthe two grad sngiss. ‘Tiss I Fie 10) Nc anale CDE mi) a) mg anu nig 104) N= angle CDE = (ma) 0a) ==) 6.3, Length of Valley Crves G3 Valloy carves should Mave the shape of square purabsie similar is sommit shrvex. A number of eit ate Tvulaie for estelishing hs lengths of waley carves. Most ommoniy wed among these sve (1 Relist distance which ISrovnmmendce in she puliction and (i er comfort 63.2. When a vehicle avercs a valley eure at night he potton of road lighted ahead depends the hea of he eed hts evs the rend aunts andthe ditection of the light Bea ‘The valey curve shoud be long enough so thatthe dates. ahead Tinted bythe hendight ie at less equal tothe safe stop Sa dstane, For determining the length af valley curves. based nite above considerations the fllowig ern apply (6 Height of henight above coud surface 0.75 m i) The asefal Bout of headlight is upto one “gpmards from the rade of the road! and “iy The Height of obec mi 433, The design titra for detcemining the length of valley comver are depicted in Fig. TL. From the geomet, Suntins for cleisting te length ae a follows cae i) When the length ofthe curve enced te required sigh distance, Li greater than § NS! Tso oass Case (i) When the length of the curve is ess than the Teqoted sight ditanee, ie, 8 es than S Ls0e0038 S sr L2 fo both xe ‘N= deviation angle. the algpbric ference betwen the ‘wo grades eagth of parabolic verte corse i metres 'S = sopping ight aitane in metres Length of valley curve for varios grade dierences is ives in Table 6, 204 in graphien! form. in Pte 4. These are nly tim vals, and longer lengths feast 63.4. On valley cur forces act combinely resulting in extra pressure oa tbe tyes and fring ofthe vehicle The effet ofthis on travel comfort depends ‘on severel feiors such asthe vec Body. suspeason, tte ‘Bex Uy, weight carted, ete. Tbe broad coacusoas from limited ‘observaone show thet for viding comfort on valley curves, ‘adil acenertion should not exceed O3 mere per second per second. The length of vertical curve. tequted to sas. thit omfort factor is only abovt 75 percent of that required to snishy the beaaigh night distance requirement. Ie, teeter, recom. ‘mended that te length of valley curves for sign shouldbe based ‘onthe. considerations dieussed in para 632. The value a Aevived. should, however, be subject to the minimum lengthe fndlate io Table 7 a 6.35. Drainage considerations bseome important, For valley sunscebeincen 1 dercenling pride sadam asccnding “rade it Figs 10a). For drainage purpose st desirable hat he curve hss minimum guidentof 0 perent ithe side drains ae ied and LO per cent these are unlined 64 inding the Lowest point on «Valley C When » valley carve i included betncen deveending tod scening grade, cs essary to ow the Towest point on, the Srv fr fixing the posting of culverts, dain outlet ete. When the two grades ave unegusy the lowest pot eecurs on the side” of fe Hater gradient 1 Fig, 12, Jet the lowest poet be dltant x, from A. From esvatione similar to those fOr sum curves given in para 5.10, ‘ean be showa that the fowet pont ata ditnce of =P rom point 6.5. Computing Ordnntes of Valley Cures Since valley curve i alo inthe shape of = square parabola, Ae widiates canbe aleulated sna to summit curves eseibed Japon 52.sation 1,2, ccscr tr werk outa ge mm 21= 'E(here wis the chosen length ofthe chord) peewee se Let © be ts point onthe road surfs at the end or she 8 sube shord. Let Gy be the pont on the grade line wertealy Belo ey ‘Let the reed level ofthe tagent point db Te Then RL of Cy = 100-1 wa) RL of C= RL Cty Similarly, R.Ls of other points on the curve ean be worked ou 7. PRACTICAL DBSIGN OF VERIIEAL CURVES ON WIGHWAYS Droblems of the principles munciated in the previous Secon, the lllowiae pone tare Tobe borne in mind 2s “The vertical euvatore of rondeshoud'te bold in design and long ery curves should take i sl minor changes in proud evel ‘AS far ax posible, aumerous cbanges in grants Joined tpether with short Verial" curves should be aveied, except moraine us country. where the adoption of Tong and eat curves might become ver" eos The economic spect of vehicle operation i ‘ery important in the chice of prades sine the greater constmp- tion of fl andthe heavier wear and tearof tyres and. brakes ef vices in traversing a wide ange of vert rs and falls Would da henvily to operation cost Beelpt ‘rae changes shot nr bet feet tenae ete “pel enti ne cen, ent mo rere ii eh coninabe profi este "no nase henge sad be mele ac top eee, an prey not nage ose (6 Desf ema ostninnge sestres Gi srers an_minoe ‘thot any break in wader, (© sd be pctaietocoaine Mang ste ha Fhntta" pti ote ad son athe age se ‘ait enare tty ioroe yah Mey and oni saa seen (0 The dere ot cavtre soul be in prope talance whe Sash apne! rat nso caves te ete ‘tse ny acs or cet cure f'fooah Bt {Pade doa enue anerd See sd shout he telelating ef As ch th eres! and hoostl cures shat seer ahr by eo ono migra en ss) soars 2.2. Deign of Same Carve The design of summit caret flow the procedure gen below, : a 7.2.1. Ons longitudinal section of the cead drawn to scale are fred the economical gradient, elected by taking ite cond eration te amount of earthwork and. other iacdental works involved, ‘The valve of wo gradients meting ats poi! being nown, the deviation angle Ns tnown (ae pst. 2.) 12.2, The sight diutance applicable tothe section ofthe Youd is weeeted taking isto account the clacton of the. tond, the topography of the country and whether te acetion les in an ‘overtaking zone or non-overtaking ron (ee IRC 661976) 72.3, The value of 9 and being ths known, the app¢0= ‘rate length ofthe esmait uve, L, corespending to these vais frend off from Plate I, Zor 3, a applesbe 124. The ye of Z a8 read from the praph then counde ed of 0 that the modied value is divible into’ oumber of qual chords. ofa reasonable length not excescing M200, where isthe ioe ofthe curve at the apex given by R= Li 7125, By reading the valve of M forthe length dined from the graph, che depth of etingcegured for constructing the ure is ebtined. ‘This depth may be shesked tose if he cating sould be excesive, ‘is cteulated Feom equation (2) aed fe obained. “The other ordinates and reduced levels ofthe varios station points on the curve are then called 12, Dasgn of Valley Cores 73.1. The gradient tines are marked on the fonts! section ofthe fond and the deviation ange, Ny leuated #5 apained in para 7.21 1.4.2. The design speed, ¥, appropriate tothe cass frond and the topography of ha county, is noted down, 7.3.3. By using the graphs i Plate 4 ic obtained the Teng ofthe curve for the orresponding values of Nan ¥. This enh, 1 is rounded off 40. at to. be dvaible into a numberof equal ‘Sonds of canveniont length not excceding R200. ‘4d. From equation (2) the constant "a and the fst ordinate py (paras 6.5) are obinned andthe other dinates and ‘eccedicvl of the sation poets ae cleuated from these and {abulated for eting out inthe Feld 1s. Shs ares Hams Pi, te Sale hat the ek or op vel fears ston tte nin wie pad Te of he ang sons ie fest uct Te yu aware sh Shan ing oad where savers cx ih deck ee Ean" id to ron ely te Beh om nt Sat rosy scat iene For ah sae te ‘Shenson ears nels be prone wit ower RES aed ley cove The eg of veces SENS ANSE he mine eng eed ie Tle 7 1.5. Mearoromen of Vertical Sight Distance a3.h. she dacuied ia earler paras, one of the fnpovtant ouposes of providing a vertical curve sto enue the necenary fishy ov the sight dtance along the grade ine. Provton of Sak dence most therefore seve atetoniht fom aly ages whore the alignment ie sil exible and subject to adjust nents. Quick appraisals are bet had by graphical means. By termicing raphclly the avnoble sight “stances from the Tongtasian. sections. nd. recording thems at convenient intervals, Cotsieotee in sbi Become evident wel before detailed design SPiGicads under nas. Beruuil of eh records wil enable the* designer o deci on what modieations to make in prof for the eeerea “cy. and to otherwise cleate a more balanced and [Shute digo, For exiting onds under improvement 100, SES) wot be highly wef in determining the visbity defences dad nabing the eecsary improvements fo the gre Tie 152 As secommended in IRC:SP519 *Mansal for Survey, investigation and Preparation of Road Projets, the lone fudinalseedons ae pote #0 the following sales, EL ie the tenth ofthe vera curve required for sradient rascal oh ain fr pn of tings then Rf hore Fete veel seal ofthe trawing ane 1 the bortonal. Having known the. value of 7 the vets Curve i caly doen an the pole th he aid of pine o aly Caren, Tor he recommended scales of pliting having vertical orton! sate aio of 110, the evtor in measirement of sight CSstanee wl sot be mare than about 5 per ent. 1153. “Measurement of vertical sight distance at summit carver nay be Gone fom pleted protles of the Highway by the ‘Muted Bloated in Pigs 14. A teansparent sleight de with tick edges 1.2 en pst. and a Govted line O18 m from the Sppurcdge ss per the vera! sele of the profile, tthe took » imployes for these measurements The (anspacent stip pluced ov she profile with the lower edge st the station for which Ihe avaiable sgh distance i desied and the ssp revolved about ths point unl the upper edge touches the profile "Stopping sight Utne salable i then he sifance Setwer the Bist salon and the pent af intsccion af tye O13 mine mth the profile, Over~ fakingintrsedivte sight dsance, in similar manner, i the Stance between the itl station sad the pont where lower dee ofthe step mest the poole, overhead obstructions to isbity ie ner brides; ete have also been marked on the poble, then the graphical method explained above ill uavel visbiliy fens ies eaued by thee 7.54, Availabilty of headlight sight distance atong_ valley curves can ako be checked in smite way except that the ter Ste for checking wil be difer ay expllned io Fig 15. At the point where the sight distance i tobe checked, the lower ede of| fhe tamplete i kept tangent tothe road surface, andthe head- light ditane isthe distance between sartng sion and the point st inttereeston between the road pole and Ugh ra ine (maed 1 para from the headigh) Promise No. 1 Desige of Vestal Sammit Carve on 2 ‘ational Mghway in Pla Teele ave (i) Gradients: my = 425 o 4 percent tad me = 1/30 oF 333 per ecat0 Gi) Chas of ond—Natonn ihe {iy Design Spee —100 keh ee poe exiting aurea th Soa pezmit the Fa ee minngum sigh dane wear A flanow the design fora curve providing Cat ning igh dance ad Cate Mths for ‘Neveing sah sian aioe 1 L tay Deviation angle N= 3p —-(~—y0 ) = 0.040 + 0035 oor (Sight ditonce voverisking. st efring to Table 4 the miss 208 ns eer eo kmh 1801240 the covrerpendng St: ce 86a mfr at unis aTngewH case 1) Nowovetehing sgh dance eo) angi of env Tom Pate cosesponing (0 = 079 and $= 80 me seoptrch a crv ab Die the core into IF equal chord (S30 m each the cass of emvatre 1/8 — 7260 m (a) Catenion nf the design ebart 2 equation 2) 0 3.5) 2 SMO 4795 vom aan y= Pan 39) 20.00 ira orate v3 Taga 7 2.06 . a ‘The denen then worked out astm te Began of the senza erve (2. €) tobe RI 100.00 as In Table ET (6) Hines plat on the exeve From equation in para 5.10 no ge n43 orrenueoure siewy owtance we oewarion ansve Me onoware ro uur cuRve Wore? FoR miniMuW Lensr® OF BoRVE A f | 1 AN DA see Seda —ah,_etentreDraTe Sica DistanceLeNGni or sean cunve rox SIGHT DISTANCIPLATE 4 LeneTH OF ‘VALLEY CURVE