Indian

Roads Congress

Special Publication
No. 23

VERTICAL

CURVES
FOR
HIGHWAYS

NEW

DELHI 1993

Indian

Roads Congress

Special Publication 23

VERTICAL

FOR
HIGHWAYS

Published by

The Indian Roads Congress

Copies can be had
from the Secretary,
Indian Roads Congress,
Jamnagar House,
Shahjahan Road,

New

Delhi

New

Delhi 1993

110 011
Price Rs. 140/-

(Plus packing

& postage)

First

December, 1983

Published

September, 1989

Reprinted
Reprinted

September, 1993

Reprinted

March, 1999

2001

Reprinted

July,

Reprinted

August, 2005

Reprinted

March, 2007

Reprinted

March, 2010

(The Rights of Publication and Translation are Reserved)

Printed at

1.

G. Printers Pvt. Ltd.,

(500 copies)

New

Delhi

PREFACE
Vertical curves constitute

an important

component

in

the

design of the longitudinal profile of a road. For providing guidance

to the designers in this regard,

the

Specifications

and

Standards

Committee of the Indian Roads Congress had published a detailed

Paper on the subject in the year 1952 (Vertical Curves for Highways, Paper No. 156, Journal of .the Indian Roads Congress,
Vol. XVI- 1). For many years, this Paper served as a useful guide
in the design of highways in the country.
In the meantime, a lot of changes have taken place in the
geometric design standards as also in the design concepts. The
revised geometric design standards have been published separately
by the Indian Roads Congress, vvie IRC: 73-1980 for Rural (Non-

Urban) Highways and IRC: 86-1983 for Urban Roads. For providing guidance on the design of vertical curves in the light of the
current geometric * design standards and concepts, the original
Paper No. 156 was modified and rewritten by Shri K. Arunachalam,
Deputy Secretary (Research), Indian Roads Congress.
It is

hoped that

this

Publication will be useful in the design of

proper vertical curves for roads

in the

country besides being a guide

to engineering students.

New

Delhi

Ninan Koshi

December, 1983

Secretary

Indian Roads Congress

Digitized by the Internet Archive

in

2014

https://archive.org/details/govlawircy1993sp23_0

CONTENTS
Page
1.

Introduction

...

2.

Gradients

...

3.

Design Speeds

...

4.

The Purpose of

...

5.

Summit Curves

...

6.

Valley Curves

...

20

7.

Practical Design of Vertical Curves

...

24

8*

Examples

...

29

Vertical Curves

on Highways

Appendices
Plate I

Length of Summit Curve for Stopping Sight

Distance

Plate 2

Length of Summit Curve for Intermediate

Sight Distance

Plate 3

Plate 4

41

...

43

Sight Distance

...

45

Length of Valley Curve

...

47

Length of Summit Curve for Overtaking

VERTICAL CURVES FOR HIGHWAYS

1

In the alignment of a highway,

1.1.

practice

INTRODUCTION

to

follow,

as

closely

as

it

is

possible,

a generally accepted
lie of the

the natural

This practice, while satisfying the aesthetic principles

location, tends itself to economical road construction.

land.

road

the natural

ground

is

of

As

rarely level, the road located therein accord-

to these principles will also have a series of grades, often

chancing to suit the ground level. For the economical and safe
operation of vehicular traffic, however, certain other important

ing

considerations set definite limits to the grades and also .define

way

the changes in

the

grades are to be effected by the introduction of

vertical curves in the longitudinal profile of the road.

Not

1.2.

main

the

so long ago, the average speed of

roads

in

this

years there has been a rapid advance

with

low

now

motor

vehicles

country was about 35 km/h.

centres of gravity

in

design.

on

In recent

Motor

vehicles,

and equipped with powerful brakes,

To provide full advantage to

improved vehicles and thereby to increase the speed of road
transport, it is necessary to improve the design of the road itself
by applying proper geometric standards and by other means.

are

built to travel at high speeds.

these

1.3.

in

To

travelling

attain the primary objectives of safety and comfort

over different grades, the design of vertical curves

to be given due attention.

This publication gives a rational
conception of the principles governing the de ign of vertical curves

has

on roads.
1.4.

The design of

vertical curves

on highways

is

not entirely

a matter of mathematical analysis.

Factors such as the "personal

equation" of the driver of the vehicle have to be taken into
account and subjected to extensive research. On many such
factors, research work and field observations carried out in other

United States of America, the United

Kingdom, and Australia have supplied valuable material. Not
all the data used in this publication have been supported by adequate experimental observations.
As further investigations are made
countries, particularly

the

some of

may need

conclusions

the

revision in the course of time.

GRADIENTS

2.

2.U- The rate of rise or fall with respect to the horizontal

along the length of a road, expressed as a ratio or a percentage,
is

in

termed the "Gradient". It is customary to express a gradient

terms of the natural tangent of the angle of its inclination to the
This

horizontal.

may

also

be stated as a ratio,

e.g,, 1 in 20, 1 in

and some other countries the grade

In the U.S.A.

25, etc.

is

more

often expressed as a percentage as 5 per cent or 4 per cent, etc.

When an

2.2.

equal to

its

angle

is

small,

its

tangent

is

approximately

For this purpose all angles within

range of gradients on roads may be treated as small.

circular measure.

the practical

2.3.
In this publication i and 2 are use d to denote the
natural tangents as well as circular measures of the angles of

inclination

Thus
angle

in

to

Fig.

BAE and

the
1,

horizontal

nx

is

of the two intersecting grade

lines.

the tangent (or circular measure) of the

n 2 that of the angle

BCF.

Signs 4-

and

are used

denote ascending and descending gradients respectively, in the

line of travel, which, by convention, is generally left to right in

to

figures.

Fig.

2.4.

1.

The angle which measures the change of direction

path of motion at the intersection of two grade lines

deviation

angle.

Thus

in

Fig.

1,

angle

DBC

is

is

in the

called the

the total deviation

In this publication 'N' will denote

angle.

The

the

natural

tangent or

measure of the deviation angle.

circular

the'

deviation angle

'N'

is

given by the algebraic difference

between the two grade angles.

Thus

n}

no

Example^
5

Let

= +26 or

tii

per CCnt

or

-4 per cent

no^~ ^or

r
fod

Q0

0.09

Gradients must be fixed before a vertical curve can be

The designer has always to keep an eye on economy

2.5.

designed.

alignment and

in selecting the

suggesting the

longitudinal

profile

The choice of the alignment of a projected road is

influenced by many considerations, gradients being one of the
most important. The necessity of securing easy grades sometimes compels a long and expensive alignment. On many an
of a

road.

existing

grcdes

road,

can

be improved only by abandoning the

T-nus, for road projects it
it.

present alignment and re-locating

designer to know what gradients are to be

knowledge the designer is in a position to
achieve a balance between the economy of design and its utility to

necessary

is

aimed

at.

for

With

the

this

the road user.

On motor
that

they

roads in hilly coxintry the gradients should be such

can be negotiated with the least changing of gears by

much animal-drawn traffic on

The problem

the heavier vehicles (there

is

such

time and operation costs.

roads).

This

saves

somewhat complicated

not

in the plains where roads are used by

moving bullock cart on the one hand, and the fast
modern motor vehicle on the other. For many years to come the
bullock cart will remain a dominating element in the agricultural
economy of this country. Gradients adopted on roads in the
plains should, therefore not be such as to have an adverse effect

is

the

slow

on bullock cart
differing

traffic.

design and

in

There are many varieties of bullock carts,

capacity, and in the strength, and number
Taking ail these factors into account,

of bullocks used to pull.

Indian Roads Congress has laid down standards for gradients
to be adopted in different terrains, vide Table 1.
Terrain is classified
by the general slope of the country across the highway alignment, fo- which the following criteria should be followed

the

Per cent cross slope of the country

Terrain classification

010

Plain

Rolling

> 10-25

Mountainous

>25-60
>60

Steep

While

classifying a

short

terrain,

isolated

stretches

of varying

terrain should not be taken into consideration.

Table

1.

Gradients for Roads

Terrain

s.

Different Terrains

Limiting
gradient

Ruling

No.

1.

in

gradient

Plain or rolling

5 per cent
(1 in 20)

6.7 per cent

(1 in 15)

5 per cent
20)

6 per cent

7 per cent
(1 in 14.3)

6 per cent

7 per cent
(1 in 14.3)

3.3

per cent

(1 in 30)
2.

Mountainous terrain,
and steep terrain

Exceptional
gradient

(1 in

(1

in 16.7)

having elevation more

than 3,000
above

the
3.

mean

sea level

Steep terrain upio

3,000
height above
mean sea level

(1 in 16.7)

Gradients upto the 'ruling gradient*

of course

in design.

However

may

8 per cent
(1 in 12.5)

be used as a matter
such as isolated

in special situations

in flat country or roads carrying a large volume of

slow moving traffic, it will be desirable to adopt a flatter gradient
of 2 per cent from the angle of aesthetics, traffic operation, and

ever-bridges

safety.

The
a place

'limiting gradients'

compels

this

may

course

be used where the topography of

or

where the

adoption of gentler

gradients would add enormously to the cost.

length

such

In

cases,

the

continuous grade steeper than the ruling gradient should

of

be as short as possible.
'Exceptional gradients' are meant to be adopted only

and

situations

difficult

very

in

for short lengths not exceeding 100

at a

mountainous and steep terrain, successive stretches of

exceptional gradients must be* separated by a minimum length of
In

stretch.

100

100

having gentler gradient

The
in

rise in

limiting gradient or flatter).

(i.e.

elevation over a length of 2

mountainous terrain and 120

2.6.

Compensation

When

2.6.1.

a curve there

is

in

Grade

in

km

loss in

the

Curves

for Horizontal

a vehicle driven by the rear

some

tractive

not exceed

shall

steep terrain.

wheels

force

as

travels

on

explained

is

below.

big. 2.

Lei A and

be the rear driving wheels and

and

the front

wheels of a motor vehicle in plan travelling on a curve (Fig. 2). It

seen that the tractive force acts in the direction EF while the
is
front wheels should move in the direction GH so as to follow the
curve.

As

GH

is

inclined to

EF

vehicle to slide in the direction EF.

the

friction

This tendency

is

resisted

between the wheels and the road surface, but

there will be a sliding

action

there will be a tendency for the

movement when

takes up some of

the

curve

is

by

in effect

sharp.

This

the tractive force driving the vehicle for-

6
In the case of a vehicle

ward.

would be absent.
as on a straight, more of the

with driving wheels

To maintain

this action

the

in

the

front

same speed on curve

tractive effort of the vehicle has there-

The

fore to be mobilised in case of vehicles driven by rear wheels.

of the curve on the tractive effort is, therefore, the same as

If, in addition to the curve, there occurs also a
that of a grade.
sharp grade the total effect of the curve and grade should not
exceed that of the limiting gradient specified.
effect

2.6.2.

The amount by which

extra

tractive

offset

the

known

as 'grade compensation'.

following formula

curve

in

at horizontal curves

This should be calculated by

is

the

Grade compensation (per

Subject to a

the gradients should be eased to

involved

effort

maximum

cent)

jjjr

of 75//? where

is

the

radius

of the

metres.

Since grade compensation

is not necessary for gradients flatter than

4 per cent, when applying grade compensation correction, the
gradients need not be eased beyond 4 per cent.

3.

3.1.

As

DESIGN SPEEDS

stated earlier in

para

1,

purpose

the

of

designing

and sustained speed of

proper
therefore
know what maximust
designer
The
travel on a road.
on
each
class
of
the roads.
The
sustained
to
be
mum speed is
centres
round
vertical
curves
the
one
domianalytical treatment of
curves

vertical

is

to achieve a safe

nating factor "speed".

The design speeds laid down by the Indian Roads

3.2.
Congress for the various classes of roads are given in Tables 2
and 3. While Table 2 pertains to rural (non-urban) highways,
Table 3 is for urban roads in plains.
4.

4.1.

It is

THE PURPOSE OF VERTICAL CURVES

a well

known

fact

involved,

when

a body.

When

motor

considerable

that

a change takes place

are

forces

the direction of motion of

vehicle travelling

along one grade

is

to

I"

l*i

S 8 8 8

terrian

'

Cl

MA

o
N N
? n
**>

Ste<
Ruling design speed

T3

a
3

8 s

</]

limum ;sign >eed

.2?

D
ten
Mount

Ruling design speed

n
N
n
^

iri

i
nimum

esign speed
train

O ^
m n
O ^

**

SO

t>

Rolling

Ruling design speed

o
o &
vo n

oo

rj-

E
>peec

ain

inimi lesigi

u.
<u
1
lain

o 8
OO
g

n
v.

T)

js
.2
S3

JS2

is

es
r?

to

S>

^
o

t 3
7

rt

55

"

rs

45

% 5
.52

5 Q S

.2,

CO

<n

tt

5 =
Z 2 O >

73

U J

00
-8'

-g
c

>

a>

S
w

r
<

move on

to

vertical plane

another grade, a change of direction of motion

in the

change is not effected gradually

the vehicle will be subjected to shock and the occupants of the
vehicle will experience discomfort.
Therefore vertica curves are
required to ease off the changes in gradients.
is

involved.

Vertical

4.2.

(1)

Summit

(2)

Valley curves to

road

curves can

be classed into two

types

viz.,

convex upwards, and

ease off intersections concave upwards.

curves to ease off intersections

When

4.3.

the

If this

a vehicle approaches a

summit curve, the view of

cut off beyond the summit.

Therefore to secure the

required sight distance, the intersection of the two grades should
be eased off by interposing a properly designed vertical curve.
is

For valley curves, visibility is not a problem during day time.

However, for night travel, the design must ensure that the roadway
ahead is illuminated by vehicle headlights to a sufficient length
enabling the vehicle to brake to a stop
4.4.
4.4.1.

more

if

necessary.

Sight Distance Considerations

Three types of

sight

distance

(see

details) arc relevant for the design of

IRC

summit

66-1976 for

These

curves.

arc Stopping Sight Distance, Overtaking Sight Distance, and

mediate Sight Distance.

Table

4.

Inter-

Sight distance values for different design

Sight Distance por Various Speeds

Sight distance (metre)

Speed

km/h
Stopping

intermediate

Overtaking

20

20

40

25

25

50

30

30

35

40

60
80

40

45

90

165

50

60

120

235

60

80

160

300

65

90

180

80

120
180

240
360

340
470
640

100

Table

5.

Criteria for Measuring Sight Distance

Sight distance

s.

No.

1.

Safe stopping sight distance

1.2

2.

Intermediate sight distance

1,2

a.

Overtaking sight distance

1.2

speeds are given in Table

The

4.

sight distance are indicated in

criteria for

Table

Height
of object

Driver's eye
height

m
m
m

m
m
m

0.15
1.2

1.2

measurement of the

5.

For valley curves, the design is governed by night

which is reckoned in terms of Headlight Sight Distance.

4.4.2.
visibility

This distance should at least equal the safe stopping

given in Table 4.
5.

5.1.

Curve.

curve

Figure

sight

distance

SUMMIT CURVES

with

convexity upwards

3 illustrates cases

is

called

summit

where Summit Curves have

be used.

la

ascending Qrode
a

descending

Meeting
ade

9r

'0

grade nutting
another ascending grade

dsctfnding

to

10

The dynamics of movement over an

to interfere with visibility.

ordinary summit

curve

is

of

This can be

consequence.

little

from two considerations (1) The centrifugal force

generated by the movement of the vehicle along the curve acts
practically in opposition to the force of gravity and is, therefore,
beneficial in so far as it relieves the pressure on the tyres and
springs of the vehicle; (2) Vertical deviation angles on roads are
so small because the summit curves prescribed by the sight distance are so long and easy that "shock" is automatically rendered
inferred

imperceptible to the travellers.

5.3.

It,

summit curves

therefore, follows that on

transitions

are not essential and simple circular arcs are good enough.

Since

a circular arc has a constant radius of curvature throughout its

From this
length, it gives a constant sight distance all along.
the alternative
of a curve fully
transitional and
symmetrical about the intersection is unsuitable, as the radius of
the curve decreases towards its apex and the visibility on a vertical

viewpoint

from point to point and is smallest across its

At a given intersection of gradients a transition curve will

transition curve varies

apex,

have to be much longer than a circular arc for equal visibility across
Because of this disadvantage a transition curve is not

the apex.

recommended.
5.4.

practice

actual

In

simple parabola

arc between

the

work the
small and lengths
road

(ii)

parabola

for

5.5.

is

simple

parabolic

The reasons are

instead of the circular arc.

(i)

is

curve

is

used

nearly congruent with a circular

same tangent
vertical

because on

points,

deviation

angles

are

very

of curves are very great.

very easy of arithmetical

manipulation

computing ordinates.

Summit Carve Formulae

AD

and

DC

be the two grade lines intersecting

and - 2 t0 tne horizontal. Let ABC
be a parabolic curve between the langent points A and C. With
A as origin, measure a horizontally and take y as the vertical
In Fig. 4,

at

let

and inclined

at

-f n x

11

intercept

between the curve and the grade

line

ADE.

Let the

equation of the curve be

v2
>=-

ij

Fig. 4.

From

the geometry of the figure

it is

clear that

EC = EF + FC

Lni
2

Since

and

L Lttz
2

LN

summit curves are long and

flat,

AM

are

its

horizontal

equal, each

At

projection

the length of the curve

for

practical

all

ABC

purposes

L.

the point

on the curve, x

r*

L and

EC

N
^

Putting these values in the equation of the curve.

LN _
2

Therefore a

L2

[21

12

Radius of Curvature of Summit Curve

5.6.

Let
curve.

curve

(x, y)

Let
is flat,

be the scartesian coordinates of any point on any

be the radius of curvature at that point.

^=

The equation
Therefore

to the

=
-%
ax
d2y

a
and

dx*
that

But

in

is

5 7.1.

a
2

[4]

(2),

5.7.

summit parabolic curve y

f3]

R=

equation

Hence

the

If

we have shown

that

2L

R = -~

[5]

Formulae for Length of Summit Curves

The length of a summit curve depends on (i)

and (ii) the required sight distance

deviation angle, (N),

the
(5),

which may be either the overtaking sight distance or the intermediate sight distance, or the minimum sight distance whjch is
equal to the safe stopping distance.

5.7.2.

setocred on

The

deviation angle

gradients on both
principles

the

and

sides

of the

the chainage

of

the

are

intersection

already discussed in para. 2.5.

The

point of intersection

of

the gradients can then be measured and recorded.

5.7.3.

In calculating the length of the curve

to be considered:

two cases have

13

Kor Overtaking Sight Distances*

Case

When

the length of the

sight distance, that

is,

parabolic

A and

curve;

is

/.

than

tangent-

are

required sight distance

the road level

deviation angle

N, the

zontal projection

From

the

(AM)

//,

curve

greater

the

exceeds

S.

In

points,

height of the

of the curve

Fig.

ODC

the

and

is

L,

the

driver's
;

required

ABC
ExE2 S
5,

eye above
the

hori-

ABC.

geometry of the Figure

it

is

obvious that

OC - OF FC
]

Fig. 5.

Since grade angles are always small, the lengths of the curve ABC
and the lines AC and
can each be taken as very nearly
equal to L.

AM

This also applies to Intermediate Sight Distance as the criteria for measurement
are the same.

14

From

parabola

the properties of the

BG

(PQ)-

BJ

BG

Putting

BJ

PQ
AC

and

LN

IDJ

IN

s
L,

(Lj*

N.S*

Or

[6]

indicated in Table

Hence L
Case

(S)i

We .get

As

II

=
J

H=

5,

1.2

-^-g-

When

[7]

the length

required sight distance, that

the parabolic curve and

is

EiE2

L
is

is

of

the

less

curve

than 5.

is

the sight distance 5.

Fig. 6.

less

In Fig. 6,

than

the

ABC

is

15

DB ^ ID J

Now

LN

Also from the geometry of the

Therefore

figure,

BZ = //, and DZ=D+Z

LN
Z)Z =
8

DZ

but

KQ

Equating the two values of DZ,

LN
8

Hence
Putting

[8]

// =. 1.2

25

9.6
19)

For Safe Stopping Sight Distance

case, the situation corresponds to that shown
The driver of the vehicle sights the top of an object 0.15
high lying beyond the apex of the curve.

In this

Fig. 7.

ifht

Hut
fejttt

Fig.

7.

in

16

Case

When

sight distance, that

(he length of

is,

is

curve

the

exceeds the

required

From geometry

greater than S.

of the

parabola,

_ H

(BQ*

~~

(GZ>)2

1.2

=
v'

5
i?C

C7

But

0.354

1.354

~- and BB
(

= H

S T-

0.738
/

\2

_
~

5 ^ _ 2.18 7^ 52
8/T
8x1.2

2.18

Case II

or

AJ

%H _
LN ~

5C

= BC+CD =
= 0.738 5

CJ

0,15

CD =

When

ed sight distance, that

2.18 52

L2

_ jV5g
~ ~4A~

the length of the curve

is,

is

less

than S.

is

liUJ

less than the requir-

The formula works

out to
4.4
L^2S--^

5.7.4.

tioned

The length of summit curve

above can be read from Plates

value of the ordinate

of the grade lines

5.7.5.

[11]

is

M*

to

the curve

1,

for various cases

2 and

3.

from the

intersection

For quick comparison of the length of summit curve

when L

than S, the lengths are shown in terms of the grade

6.

point

also shown.

for the three types of sight distance for the case

Table

men-

In these Plates,

is

greater

difference

in

17

Length of Vertical Curves for Different Speeds when

Length of Curve is Greater Than Sight Distance

Table

6.

1
*n at\\ Ul
r\f
Lvllglll

Length of summit curve (metre) for

Design
speed

valley curve
(metre) for

(km/h)
Stopping
sight distance

Intermediate
sight distance

0.9A

Overtaking
sight distance

distance

.7A

1.8A

25

4A

? fiA

2.6A

30

2.0A

3.8A

3.5A

3.6A

6.7A

40

4.6A

8.4A

20

J.JfV

28.4A

6.6A

8.2A

15.0A

57.5A

10.0A

26.7A

93.7A

15.0

65

18.4A

33.8A

120.4

17.4

80

32.6A

60.0A

230.1

25.3A

100

73.6A

135.0A

426.7A

4I.5A

50

60

14.5

Notes

1.

A' in the above Table

is

the algebraic difference in grades expres-

sed as percentage.
2.

The length of curves should be

in

5.8.

Table

subject to

minimum

values given

7.

Minimum Length

of Vertical Curve

From

seen that the length L of a

and/or S decreases.
Therefore,
in some cases the length of the curve needed for providing the
required sight distance would be very small. Further in flat grades
no vertical curve may be necessary for visibility; but for comfort
in driving and to avoid shock, it is necessary to introduce a vertical
curve except perhaps in very flat grades. The minimum length of
the curve should be as indicated in Table 7. This Table also shows

vertical

the

equations (6) to (9),

curve decreases as

maximum
5.9.

it is

grade change not requiring a vertical curve.

Calculating Ordinates of

For the purposes of

Summit Curves

plotting and laying out a curve, its length

divided into a number of equal chords and the ordinates to the
curve calculated at the ends of these chords.
is

18

Table

Minimum Length of Vertical Curves

7.

Maximum

Design speed (km/h)

Upto

length of

vertical curve

a vertical curve

(metre)

35

1.5

15

40

f.2

20

50

1.0

30

0.8

40

80

0.6

50

100

0.5

60

Ordinates y lt y2t yz,

are calculated as under :
Since y

vi

r (Fig. 8)

at stations 1,2, 3

(where u

(2l/)2

or V!

;3

;i

32

yr

Vi

yr

*2

adt

Minimum

grade change

(per cent) not requiring

gaibivoiq iol

is

the chosen length of the chord)

22

.t

sfdst

babssfi

sviuo

ddllo

j^a.^o

liolmos t1 Sad j^lHidttiv 10I

Fg.8.

dSfitsf

sd

vsm

srfl

bmao omoYloi

svhijo

fsomsv on

19

Let

be the point on the

road surface curve at the end of the

point on

Let Ci be the

the grade
Let the reduced level of the tangent point

sub-chord.

above C.

Then R. L. of Ct
R. L. of

C =

line

vertically

be 100.00.

100.00+r (uxni)
R. L. of

Similarly, the R. Ls. of other points

Ct -yr
on the curve should be worked

out.

5.10.

Highest Point on Summit Curve

sometimes important to know the position of the highest

a vertical curve for the purpose of layout of drainage
appurtenances and for ascertaining vertical clearances in restricted
locations as road under bridges, etc.
It is

point

on

When

two grades are equal the curve would be symmetrical about the vertical bisector of the intersecting angle and the
highest point would also lie on this bisector.
When the two grades
are unequal the curve would be tilted and the highest point of the
curve would lie on the side of the flatter gradient.
thfc

Fig. 9.
.01

In

Fig.

let

;!

be the highest point

distant

x 0 from

origin A.

The equation of the curve

Therefore

ET =

>?.

is

>h

x-

n "In

j?w>

-jd

i>l

mow
,li;?n

the

EF

Also

Z = FT = EFET

Hence

n\Xo

will

i.e.,

be the highest point when

when''"

is

maximum.

fix

That

when

is.

tu

(\.

r/

Or xo

Bllt

^ j

=
N

n-\ -f- //o

Hence x 0

--

/.

'J

6.

6.1.

vertical

curve, dip or sag.

VAI.LKY CURVFS

curve concave upwards is known as a valley

two cases where valley curves

Fig. 10 illustrates

have to be used.

ig.

10.

Valley curve

intersecting an
whereas in Fig 10 (b) a descending gradient
intersects another descending gradient.
In between these two
cases would he the case of a descending gradient meeting a
lig. 10 (a)

ascending

!.< i/

ntal.

is

the case of a descending gradient

gradient,

21

Deviation angle on Valley Curves

6.2.

According
angle

general

the

to

already stated, the deviation

rule

the algebraic difference of the

is

two grade

angles.

{n {

and

Thus,

in

Fig. 10 (a)

TV =^

angle
angle

CDE //,)
CDE = //|)
(

(//>)

ih>)
j

in

Fig 10(b)

(a -no)

Length of Valley Curves

6.3.

6.3.1.

parabola

curves

Valley

similar

to

summit

establishing

available for

commonly used among

is recommended in this
6.3.2.

When

have

should

A number

curves.

of

lengths

the

these arc

publication and

(ii)

curves.

square

Most

distance which

sight

rider comfort.

vehicle traverses a valley curve

of

of criteria are

valley

headlight

(i)

shape

the

at

night, the

ahead depends on the height of the headof the light beam.

lights above the road surface and the direction
The valley curve should be long enough so that the distance ahead
lighted by the headlights is at least equal to the safe stopping
For determining the length of valley curves based
sight distance.
on the above considerations the following criteria apply
portion of road lighted

Height of headlight above road surface

(i)

The

(ii)

beam

useful

of

headlight

0.75

is

one

upto

is

m
degree

upwards from the grade of the road; and

(iii)

The height of object

6.3.3.

valley

The design

curves

are

is nil.

for

criteria

depicted

determining

the

From

the

Fig.

in

11.

equations for calculating the length are as follows

Case

(i)

When

length of
geometry,

the length of the curve exceeds the required

sight distance, i.e.

is

greater than

^
Case

(ii)

When

NS'
1.50

the

iength

0.035 S

of the

required sight distancv,

1.50

.c

+ 0.035 S

curve
L

is

is

less

less

than the

than S

22

ifi.

11.

In both cases

deviation angle,

i.e.

the algebraic difference between the

two grades

L
5

~
=

length of parabolic vertical curve in metres

stopping sight distance in metres

Length of valley curve for various grade differences is given

Table 6, and in graphical form in Plate 4. These are only
minimum values, and longer lengths should be provided wherever
in

feasible.

6.3.4.

On

valley curves,

the

and

gravitational

centrifugal

tyres and
on travel comfort depends
on several factors such as the vehicle body suspension, tyre flexibility, weight carried, etc.
The broad conclusions from limited
observations show that for riding comfort on valley curves, the
radial acceleration should not exceed 0.3 metre per second per

forces act combincdly resulting in extra pressure on the

springs of the vehicle

second.

The length

The

of

effect of this

vertical

curve

required

to satisfy

this

only about 75 per cent of that required to satisfy

It is,
therefore, recomthe headlight sight distance requirement.
mended that the length of valley curves for design should be based

comfort factor

on the
derived

is

considerations

should,

indicated in Table

discussed

however, be
7.

in

para 6.3.2.

subject

to

the

The

values

minimum

as

lengths

23

Drainage considerations become important, for valley

curves between a descending grade and an ascending grade as in
For drainage purposes, it is desirable that the curve
Fig. 10(a).
6.3.5.

has a
-

and

minimum

gradient of 0.5 percent

1.0 per cent

6.4

When

if

i(

the side drains

Finding the Lowest point on a Valley Curve

a

valley

ascending grades,

it

is

curve

is

included

necessary to

know

between descending and

point on the

the lowest

curve for fixing the positions of culverts, drain outlets,

the

are lined

these are unlined

When

etc.

two grades are unequal, the lowest point occurs on the

side

of

the flatter gradient

Fig.

2.

In Fig. 12, let the lowest point be distant

derivations similar
it

to those

x, from A.
From
for summit curves given in para 5.10,

can be shown that the lowest point

is

at a

distance of

from point A.
6.5.

Computing Ordinates of Valley Curves

Since valley curve

is

also in the shape of a

the ordinates can be calculated similar to

in

para 5.9.

square parabola,

summit curves described

;
l

Referring to Fig.
stations

(where u

y'l

y2

yi

ordinates y\,

13, the

1, 2, 3

ig. 13.

work out
is

to

at

r 2 J'a

the chosen length ot the chord)

x 2-

- Xi <3^Vr

>':i

>'l

Lct

be the point on the road surface at the

end or

the

#**

sub-

Let Ci be the point on the grade line vertically below C.

Let the reduced level of the tangent point A be 100.

chord.

Similarly,

7.

Then R.L. of

d-

R.L. of

C =

100-r

(ma/<i)

R.L. of Cx+yr

R.Ls of other points on the curve can be worked'

out.

PRACTICAL DESIGN OF VERTICAL CURV tS ON HIGHWAYS

General

7.1.

In

tne

enunciated

in

to be borne in

application
the

to

previous

mind.

actual

problems of the

principles

Sections, the following points deserve

25
vertical curvature of roads should

The

long easy curves should

As

far as

possible,

take in all

'bjt

bold in design and

minor changes

numerous changes

in

ground

levels.

in gradients joined together

in mountainwhere the adoption of long and easy curves might

become very costly. The economic aspect of vehicle operation is
very important in the choice of grades since the greater consumption of fuel and the heavier wear and tear of tyres and brakes of
vehicles in traversing a wide range of vertical rises and falls would
add heavily to operation costs.

with

ous

curves should be avoided, except

short vertical

country

In the design of the grade line of a road and

its

co-ordination

with the horizontal alignment, the following points of guidance

be helpful
(i)

will

The

vertical

alignment should provide for a smooth longitudinal

road and lie of the terrain.

profile consistent with category of the the

Grade changes should not be too frequent

visual discontinuities in the profile.

change
(it)

in

as to cause kinks

Desirably, there should

and

be no

grade within a distance of 150 m.

short valley curve within an otherwise continuous profile

sirable

since

this

undeis
tends to distort the perspective view and can be

hazardous.
(iii)

Broken-back grade lines, i.e. two vertical curves in the same direcseparated by a short tangent, should be avoided due to poor
appearance, and preferably replaced by a single long curve.

tion

(iv)

Decks of small cross-drainage structures, (i.e. culverts and minor

same profile as the flanking road section,
without any break in the grade line.
bridges) should follow the

(v)

For small bridges upto 30 m span and having horizontal deck, it

would be preferable to combine the flanking sections into a single
vertical curve.

(vi)

The overall appearance of a highway can be enhanced considerably

by judicious combination of the horizontal and vertical alignments.
Plan and profile of the road should not be designed independently
but in unison so as to produce an appropriate three-dimensional
effect.

improve
(vii)

Proper
utility

co-ordination in this respect will ensure safety,

of the highway and contribute to overall aesthetics.

The degree of curvature should be

gradients.

Straight alignment or

flat

in

proper balance with the

horizontal curves at the expense

of steep or long grades, or excessive curvature in a road with flat

do not constitute balanced designs and should be avoided.

grades,

26
(viii)

upon horizontal curvature gives a

and horizontal curves should
their length should be more or less
for any reason, the horizontal curve should

Vertical curvature superimposed

pleasing effect.

coincide as far
equal.

As such the
as possible and

If this is difficult

vertical

be somewhat longer than the vertical curve.

(ix)

Sharp horizontal curves should be avoided at or near the apex of

pronounced summit/sag vertical curves from safety considerations.

7.2.

Design of Summit Carves

The

design

of

summit

curves follows the procedure given

below.

On

a longitudinal section of the road drawn to scale

economical gradients, selected by taking into consideration the amount of earthwork and other incidental works
involved.
The value of two gradients meeting at a point being
7.2.1.

are

fixed

the

known, the deviation angle

7.2.2.

road

is

The

sight

is

known

distance

(see para. 2.4).

applicable

to the section of the

selected, taking into account the classification of

road,

the

topography of the country and whether the section lies

overtaking zone or non-overtaking zone (see IRC 66-1976).
the

The value of N and S being thus known,

summit curve, L, corresponding to
read off from Plate 1, 2 or 3, as applicable.
7.2.3.

priate length of the

is

7.2.4.

ded

The value of L

as read

off so that the modified value

is

from the graph

divisible

into

is

the

in

an

appro-

these values

then

round-

number

of

equal chords of a reasonable length not exceeding JR/200, where

L/N.
is the radius of the curve at the apex given by R

7.2.5.

By

reading

the value

of

M for the length designed

from the graph, the depth of cutting required for constructing the
curve is obtained. This depth may be checked to see if the cutting
would be excessive.
7.2.6.

The constant

<4

a"

is

calculated

from equation

[2]

and

ordinate y\ % obtained. The other ordinates and reduced

levels of the various station points on the curve are then calculated
the

first

and tabulated for

facility in setting

out in the

field.

27

Design of Valley Curves

7.3.

The gradient lines are marked on

and the deviation angle, N

7.3.1.

section of the road

explained

in

and the topography of the country,

By

7.3.3.

is

to the class

is

as

rounded

using the graphs in Plate 4

as

off so

be

to

of road

noted down.
is

obtained

of the curve for the corresponding values of TV and V.

L,

calculated

para 7.2.1.

The design speed, V appropriate

7.3.2.

the longitudinal
9

divisible into a

the

length

This length,

number

of equal

chords of a convenient length not exceeding 7?/200.

7.3.4.
From equation [2] the constant "a" and the first
ordinate y\ (para. 6.5) are obtained and the other ordinates and
reduced levels of the station points are calculated from these and

tabulated for setting out in the

field.

Shock-free Curves at

7.4.

7.4.1.

It

is

desirable

Humps

that

the deck or top level of culverts

should be fixed in line with the grade line of the flanking sections
of the road so that no hump occurs. This may not, however, be
possible on an existing road

higher than

the

general

where culverts occur with deck

road

levels,

but the height of

levels

hump

not

enough to obstruct the sight line. For such cases, the

approaches on either side should be provided with smooth vertical
curves (summit and valley curves). The length of these curves
should not be less than the minimum lengths indicated in Table 7.
sufficient

"

Measurement of Vertical Sight Distance

7.5.

As

7.5.1.

discussed

in

earlier

pourposes of providing a vertical curve

visibility

or

the

paras, one of the important

is

to

ensure the necessary

distance along the grade

sight

line.

Provision of

must therefore receive attention right from early

where the alignment is still flexible and subject to adjustments. Quick appraisals are best had by graphical means. By
determining graphically the available sight distances from the
longitudinal sections and recording them at convenient intervals,
sight distance

stages

deficiencies in visibility
is

already

become evident

under way.

well before detailed

Perusal of such

design

records will enable the

28
designer to decide on what modifications to

required

make

in profile for

the

and to otherwise create a more balanced and

For existing roads under improvements too, such

visibility,

effective design.

a study will be highly useful in determining the visibility deficiencies

and making the necessary improvements

recommended

As

7.5.2.

to the

IRC

in

Survey, Investigation and Preparation of

SP
Road
:

grade

Built-up areas and stretches in hilly terrain!

scale

and

Plain

(ii)

and

for

Projects*', the longi-

tudinal sections are plotted to the following scales

(i)

"Manual

19

line.

:.

1000

for

horizontal

100 for vertical scale.

rolling terrain 1

2500 for

horizoni-.l

scale

and

250

for vertical scale.

If

N,

its

ting

the length of the vertical curve

is

radius

equal to

is

then i?x uo where

is

the

curve

~
V

is

radius

r'

for

gradient

purposes of plot-

the vertical scale of the drawing

and

Having known the value of *r\ the vertical

drawn on the profile with the aid of spline or railway

horizontal.

is

easily

For the recommended

curves.

horizontal scale ratio of 1:10,

distance will not be

may

method
parallel

the

scales of plotting having vertical

error in

more than about

5 per cent.

of

vertical

sight

edges

1.2

in

upper edge, as per the vertical scale of the

0.

distance

be done from plotted profiles of the

illustrated

measurement of

sight

at summit
highway by the
Fig. 14.
A transparent straight edge with
apart and a dotted line 0.15 m from the

Measurement

7.5.3.

curves

The

required for

profile,

20 m
m

IS

available ttoppmg

a-aiiable

tight

distance-

overtaking / intermediate
distance
Fig. 14.

tight

is

the

tool

29

measurements. The transparent strip is

placed on the profile with the lower edge at the station for which
the available sight distance is desired and the strip revolved about
Stopping sight
this point until the upper edge touches the profile.
distance available is then the distance between the first station and
the point of intesection of the 0.15 m line with the profile.
Overtaking/intermediate sight distance, in similar manner, is the
distance between the initial station and the point where lower edge
of the strip meets the profile. Tf overhead obstructions to visibility
like underbridges, etc. have also been marked on the profile, then
the graphical method explained above will unveil visibility deficiencies caused by these.

employed

these

for

7.5.4.

Availability of headlight sight

curves can also be checked

in a similar

plate for checking will be differ

distance

way except

along

valley

that the tem-

as explained in Fig. 15.

At the

Fig. 15.

point

where the

the tamplate

is

sight distance is to be checked, the lower edge of

kept tangential to the road surface, and the head-

is the distance between starting station and the

point
of intetersection between the road profile and light ray line (marked
1 upward frorii the headlight)

light distance

8.

EXAMPLES

Problem No.

Design of a Vertical Summit Curve on a

National Highway

Data

(i)

Gradients

tii

and n 2

in

Plain Terrain

= + 1/25 or 4 per cent

= - 1/30 or 3.33 per Cent

30
Class of

(ii)

Speed 100 km/h

Design

(iii)

The

(iv)

Road National Highway

existing features near the locality

adoption of only

Case

will

show

minimum

the

sight

the design for a curve

non-overtaking sight distance and Case

permit

the

distances.

providing
II

that

for

over-taking sight distance.

Solution

Deviation

(a)

=
=

0.040

Referring to Table

4,

overtaking sight distance

640

Case

is

is

180

non-overtaking

sight

and the corresponding

for an undivided carriageway.

Non-overtaking sight distance

Length of curve

From

Plate

corresponding to

length of the curve

is

A'

0.073 and

each.

---

7360

Calculation of the design chart

2L

Equation

N
2
"

540

0.073

First ordinate

>'j

[2]

(Para. 5.5.)

-14795

From equation

(Para. 5.9)
a

180 m, the

Divide the curve into 18 equal chords

540 m.

The radius of curvature L

(d)

minimum

the

km/h

0.033

0.073

distance for a speed of 1C0

of 30

-!-

Sight distance

(b)

(c)

^y

angle N=-\-

30 30
14795
,

0.061

is then worked out assuming the beginning of the

1.
(B V. C.) to be RL 100.00 as in Table

The design
vertical curve

Highest point on the curve

(e)

From

equation

in

para 5.10

XL

~
The reduced

0.04x540

295.89

o.04-f 0.033

level of this point

is

/295.89 V2

R.L. of the point along the

highest point

the

solution

field

295.89

100

111.84

-f-

it

is

essential

=
-

1 1

mark

to

1.84

the

5.915

105.925
the highest point also.

'<)

* 4
*4

'

X
\

nt.;o

L>" III

073

/l n

H=0.O6l

-270m
295

*270m

89m
Fig. 16.

84

y -0 244 ^
?

R L-iOO

to

X 4.00

100

indicated diagrammatically in Fig. 16.

is

on the curve

R.L. of the highest point

In

under

corresponding

gradient

1/25

as

colc
x^i=5.915

'

worked

Curvt

The

32

oowo
o e
O

v>

oo

n vo oo oo M

On vc

>

>

Jw

t/3

\)On

tJ-

oo r
1>

c c g
u-

\0

"O
01)

00S0000888

OOOOOOOOOOOOOOOOOOOO

2
J.S'go
Q. CO

ooooooooo

AH

LUOJJ

>

Je^

r>

*
OssO1

C
o

vo a>

in

q-;OooTro^;r^oo

OOOOOOOOOO
Q

c
o

I"

>
a

&
<*
t

"2

O *0 T ^

<N 0\ 0O

6 rt

a a c

3 g

II

II

II

II

II

II

II

II

3 2

OOOOOOOOOO
8000000000
O
ooooooooo

c
o

<n rn

&

o c

r-"

90

I
t:

>

II

o"

a
0

.s

>

g 2
q
.5

00

W w

Q. 00,3
U

JA'H

OOOOOOOOOO

LUOJJ

\o On

>n 00

33UUICLJ3

u
M uCQ
4> o ^

Oh TD

o-^<Nf*->Tfrir>vor~ooO\

II

> >
w

33

Case

Overtaking sight distance

II:

(i)

From

Plate 3

V= 100

km/h

of the

curve

cha

NS*
976

Round

for the given conditions

0.073x640x640

9^

off the length to

ture of the curve

Calculation
[2]

para

w2

each.

design

chart

From

equation

87671

87671

0.114

Highest point

of the curve
equation (vide para 5.10.)

y max

occurs

XL

x 3200

1753.4

17.53 2 x0.114

=" 35.03

R. L. along the 4 per cent grade

R. L. of the highest point

is

100x100"

-V

solution

3200 m. The radius of curvaDivide the curve into

The

of the

0.073

.-.

3115

5.5.

3200 * 2

(iii)

outside the

[7],

is

and

length

2L

yi

0.073

43,836 m.

is

32 stations of 100
(ii)

N=

to

Therefore using equation

ts.

T
L==

corresponding

the intersection point giving the

170.12

=
=

00.00 -f 17.53x4

170.1235.03
135.09

diagrammatically indicated

in Fig. 17.

at xq.

From

34

Fig. 17.

PROBLEM NO.

For the case in problem I, site conditions do not permit the

provision of a summit curve exceeding 300 m in length. For stopping

sight

considerations, find

distance

(i)

the adjustments required

in the grades for permitting the design speed of 100 km/h,

the safe speed

(i)

if

300

180x180

as given

52

rence

is

180

The gradients should be

so adjusted that their algebraic diffe-

0.04.

Limiting the safe speed

L =
bC2

The
134.5

(ii)

Adjusting the approach gradients

For the speed of 100 km/h, S

(ii)

and

the grades are not changed.

4.4
4.4

xL

N
134.5

4.4

x 300

0.073

safe speed corresponding to

m-85

km/h.

stopping sight

distance

of

35

v a a

<

O O oo oq
O O O ^ <N

r<

r--

u-

so

NNN

Tf'

<

Sso8fns8
f*% VO

O
so vo
^ O rt r- Q
s>

^fr

r~

^5;

<r -> r>

J.gTJ

DAS
iuojj

o o
3

8 NO
so
^ ^ sO O os
oo rr
on roo
m
o T on
8

^ so O so

oo m m

so
oo
rN

>

r* v~>

/->

r~-

r^-

r--

fi

*t O 3
t O00
' C ri Tt

Tt so so
c.S

ej

II

it

H
-~.

ii

ii

ii

^. =\_>s
tl

M^

r*^

C"}

-T
-f sc vO rt
vO rr sr oo
OS
r
cm en so
rn sc OS <N vri

II

l[

11^

l[

II

sc

cm

m rr sn o

^
S w no d ^
OO--NM

^^

v> so so

88

888888

90

!1

c*i

>/->

c
M
S*

JOS C
'D'A'8
iuojj

s"3i>

tt5T3

O-

fSmrrnso

rsi

CM

rr

sr>

rt n sc

36

PROBLEM NO.

Design the approach to a long bridge on a National Highway

The deck of the bridge is 5.5 m above the general
road level. Provide for intermediate sight distance.

in plain terrain.

Design speed

100 km/h

S (intermediate) = 360 m
From Fig. 18, ignoring the
i (Ls + Lr) x N = 5.5 m
Try

N=

0.025

(i.e.

Ls (from Plate

2)

Lv (from Plate 4)
* (340

70)

in

=
=

straightline

grade CZ>,

40)

337.5

70

x 0.025

m
=

or 340

5.125

Fig. 18

This

0.375

is

will

near enough, and the balance fall (5.5

be covered by straight grade portion CD
.

Length of

(i)

CD =

0.375

0025

5.125) or

^ 1C

Design of summit curve

Divide the length of the curve in chords

design chart may be calculated as under
:

Constanta

^=^?=

27,200

30

each.

The

37

First ordinate y\

QO

0.033

The other ordinates can be calculated and the

curve worked out similar to Problem No. I.

on the

levels

Design of valley curve

(ii)

the length of the curve

Divide
design chart

may

r
Constant

curve

profile

is

each.

The

_,

shown

0.0179

of square

also

is

ordinates can be calculated similar to

The

10

2L
2x70 = nn

5600
= q-^J

First ordinate yi

Since valley

chords

in

be prepared as under

parabola,

the

other

summit curves.

in Fig. 18.

The

total length of

one side

bridge approach works out to 425 m.

PROBLEM NO.
For the ease

in

Problem

work out the

3,

profile for a gradient

50 (2 per cent) and compare with the profile

the gradient of 1 in 40 (Problem No. 3).

of

in

=
N =
S

360

with

0.02

Ls (from Plate 2)

240

60

Lv (minimum)

Assuming

obtained

in

the general level of the road to be R.L. 100.0,

to Fig. 18 for

symbols,

R.L. of

F =

100.0

-do-

D =

100 4- J x 60 x 0.02

-do-

= 100+

-do-

C =

105.5

-do-

105.5

~=

100.15

x 240 x 0.02
4

100.6

104.9

103.1

Referring

38
Difference

between

in level

CD =

Length of

2.5x50

125

and

103.1

100.6 =

2.5

= 2404-60+125 == 425 m which is

problem No. 3 with in 40 gradient.

Total length of approach

the

same

as that obtained in

PROBLEM NO.
An urban

The

span.

of the bridge and the general road level

profile for the approaches.

As
40 to

is

is

to cross a

deck level
Design suitable

difference in

6.0

m.

urban area where a lot of slow moving

adopt a flat gradient of 1 in
For the present case, adopt a gradient of 1 in 50,

the location

expected,

in 50.

carriageway

having divided

arterial

railway line over a bridge 25

traffic is

is

it is

in

preferable to

or 0.02.

Stopping sight distance will apply for divided carriageways.

For the design speed of 80 km/h (vide IRC 86-1983),
:

120

Design of summit curve

(i)

As

the bridge span

able to provide

single

short, less than 30 m,

is

it

will be

prefer-

summit curve encompassing the bridge

deck as well.

N =

0.02+0.02

L(from Plate

=
The maximum
the curve

0.04
131

m, or adopt 150

3750

difference in level between the horizontal and

at the centre

Tbis can be

1)

=
=

of bridge (see Fig. 19)

accommodated

in the

wearing course.

%9

(ii)

Valley curve

For the gradient of

the

minimum

N=

0.Q2 and design speed of 80 km/h,

That is, the length

lengths given Table 7 will apply.

m.

of valley curve on either side will be 50

The proposed

profile

is

shown

in Fig. 19.

PROBLEM NO.

The deck of a slab culvert on a National Highway is 0.6 m

above the general road level on the flanks. Design suitable shockfree curves for the culvert approaches.

As

the

visibility, the

hump caused by the

minimum lengths from

(see Table 7) will

considerations

govern the design.

Referring to Fig. 20,

*

not obstruct the

culvert will

riding comfort

let

(Ls + Lv)xN

slope of the grade line be N.

0.6

3& -

'

Let R.L of the road at A

R.L

of

C =

100

-1-

100.00

0.01

100.30

40

Levels of in-between points as also of the approach

other side can be calculated in a similar way.

on the

OtV KTIOH

HIC