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Unit 4 CURVES
Unit 4 CURVES
UNIT 4
CURVES
OBJECTIVES
INPUT
INPUT
4.1 INTRODUCTION
In the geometric design of motorways, railways and pipelines, the design and
setting out of curves is an important aspect of an engineer’s work. The initial design is
usually based on a series of straight sections whose positions are defined largely by the
topography of the area. The intersections of pairs of straights are then connected by
horizontal curves. In the vertical design, intersecting gradients are connected by curves in
the vertical plane. Curves can be listed under three main headings as follows:
1. Circular curve of constant radius
2. Transition curves of varying curves (spirals)
3. Vertical curves.
The length of a circular curve (L) is dependent on the central angle (∆) and the
value of R (radius). The tangent deflection angle (∆) is equal to the curve’s central angle
(Figure 4.2). The point at which the alignment changes from circular back to tangent is
known as the EC (end of curve). Since the curve is symmetrical about the PI, the EC is
also located at distance T from the PI. From a study of geometry, we recall that the radius
of a circle is perpendicular to the tangent at the point of tangency. Therefore, the radius is
perpendicular to the back tangent at the BC and to the forward tangent at the EC. The
ENGINEERING SURVEY 2 C 2005 / 4 / 3
terms BC and EC are also referred to by some agencies as PC (point of curve) and PT
(point of tangency) and by others as TC(tangent to curve) and CT(curve to tangent).
Most curve problems are calculated from field measurements (∆ and the chainage
of PI) and from design parameters(R). Given R (which is dependent on the design speed)
and ∆, all other curve components can be computed. An analysis of Figure 4.2 will show
that the curve deflection angle (PI, BC, EC) is ∆/2 and that the central angle at O is equal
to ∆, the tangent deflection. The line (O-PI), joining the centre of the curve to the PI,
effectively bisects all related lines and angles.
a) Tangent:
In Triangle BC, O, PI,
T
tan
R 2
T R tan
2
ENGINEERING SURVEY 2 C 2005 / 4 / 4
b) Chord :
In triangle BC, O, B
1 C
2 sin
R 2
C 2 R sin
2
c) Mid- ordinate:
OB
cos
R 2
OB R cos
2
but OB = R- M
R - M R cos
2
M R1 cos
2
d) External:
In triangle BC, O, PI
O to PI = R + E
R
cos
RE 2
1
E R 1
cos
2
R sec 1
2
ENGINEERING SURVEY 2 C 2005 / 4 / 5
e) Arc:(Figure 4.3)
L
2R 360
L 2R
360
where is expressed in degrees and decimals of a degree.
Figure 4.3 Relationship Between The Degree Of Curve (D) And The Circle.
(Source: Surveying With Construction Application, B.F. Kavanagh)
ENGINEERING SURVEY 2 C 2005 / 4 / 6
The sharpness of the curves is determined by the choice of the radius R; large
radius curves are relatively flat, whereas small radius curves are relatively sharp. D is
defined to be that central angle subtended by 100 ft of arc. (in railway designs, D is
defined to be that central angle subtended by 100 ft of chord.)
From Figure 4.3, D and R:
D 100
360 2R
5729.58
D
R
Arc:
L
100 D
L 100
D
f) Deflection angle
= Chord T1A
EXAMPLE 4a
PI at 6 + 26.57
-T 1 46.18
BC = 4 + 80.39
+L 290.31
EC = 7 + 70.70
ENGINEERING SURVEY 2 C 2005 / 4 / 8
C 2 R sin
2
2 1000 sin 819'
289.29 ft
M R1 cos
2
1000(1 cos 819' )
10.52 ft
E R sec 1
2
1000(sec 819'1)
10.63 ft
A compound circular curves are curves formed when of two (usually) or more
circular arcs between two main tangents turn in the same direction and join at common
tangent points. Figure 6.4 shows a compound curve consisting of two circular arcs joined
at a point of compound curve (PCC). The lower chainage curve is number 1, whereas the
higher chainage curve is number 2.
The parameters are R1, R2, ∆1, ∆2 (∆1 + ∆2 = ∆), T1 and T2. If four of these six or
seven parameters are known, the others can be solved. Under normal circumstances, ∆1,
∆2, or ∆, are measured in the field, and R 1 and R2 are given by design considerations, with
minimum values governed by design speed.
Reverse curves are seldom used in highway or railway alignment. The instantaneous
change in direction occurring at the point reverse curve (PRC) would cause discomfort
and safety problems for all but the slowest of speeds. Additionally, since the change in
curvature is instantaneous, there is no room to provide super elevation transition from
cross-slope right to cross-slope left. However, reverse curves can be used to advantage
where the instantaneous change in direction poses no threat to safety or comfort.
The reverse curve is particularly pleasing to the eye and is used with great success
on park roads, form paths, waterway channels, and the like. The curve can be
encountered in both situations illustrated in Figure 4.7 a. and b. the parallel tangent
application is particularly common (R1 is often equal to R2). As with compound curves,
reverse curves have six independent parameters ( R1, ∆1, T1, R2, ∆2, T2); the solution
technique depends on which parameters are unknown, and the techniques noted for
compound curves will also provide the solution to reverse curve problems.
The centrifugal force acting on a vehicle as it moves along a curve increases as the
radius of the curve decreases. A vehicle moving from the straight with no centrifugal
force acting upon it, into a curve would suddenly receive the maximum amount of
ENGINEERING SURVEY 2 C 2005 / 4 / 11
centrifugal force for that radius of curve. To prevent this sudden lateral shock on
passengers in the vehicle, a transition curve is inserted between the straight circular curve
(Figure 4.8). The transition curve is a curve of constantly changing radius. The
radius (R) of transition curves varies from infinity at its tangent with the straight to a
minimum at its tangent point with the circular curve. The centrifugal force thus builds up
gradually to its maximum amount.
S = shift
The central fugal force tending to thrust a vehicle sideways on a curve is resisted
by the friction between the wheels and the surface. If the outer edge of the surface is
raised or super elevated, the resultant forces tend to reduce the frictional force necessary
to hold the vehicle on the surface. At a particular slope the frictional force necessary
can be eliminated by the formula below:
2
v
tan
gR
ENGINEERING SURVEY 2 C 2005 / 4 / 12
where v is the velocity and g is the acceleration due to gravity. As vehicle speeds vary, the
fractional resistance is always necessary and a vehicle may stop on the curve. The super
elevation must not be too great.
A spiral is a curve with a uniformly changing radius. Spirals are used in highway
and railroad alignment changes from tangent to circular curves, and vice versa. The
length of the spiral curve is also used for transition from normally crowned pavement to
fully superelevated pavement.
Figure 4.9 shows how the spiral curve is inserted between tangent and circular
curve alignment. It can be seen that at the beginning of the spiral (T.S. = tangent to spiral)
the radius of the spiral is the radius of the tangent line (infinitely large) and that the radius
of the spiral curve decreases at a uniform rate until, at the point where the circular curve
begins (S.C = spiral to curve) the radius of the spiral equals the radius of the circular
curve. The spiral curve, used in horizontal alignment, has a uniform rate of change of
radius (curvature). This property permits the driver to leave a tangent section of highway
at a relatively high rate of speed without experiencing problems with safety or comfort.
Vertical curves are used in highway and street vertical alignments to provide a
gradual change between two adjacent grade lines. Some highway and municipal agencies
introduce vertical curves at every change in grade-line slope, whereas other agencies
introduce vertical curves into alignment only when the net change in slope direction
exceeds a specific value (for example 1.5% or 2%).
In Figure 4.10, g1 is the slope of the lower chainage grade line, g 2 is the slope of the
higher chainage grade line, BVC is the beginning of the vertical curve, EVC is the end of
the vertical line, and PVI is the point of intersection of the two adjacent grade lines. The
length of vertical curve (L) is the projection of the curve onto a horizontal surface and, as
such, corresponds to plan distances.
The algebraic change in slope direction is A, where A = g2 – g1.
Example 4b:
The geometric curve used in vertical alignment designs is the vertical axis
parabola. The parabola has the desirable characteristics of
(1) a constant rate of change of slope, which contributes to smooth
alignment transition,
(2) ease of computation of vertical offsets, which permits easily computed
curve elevations
ENGINEERING SURVEY 2 C 2005 / 4 / 14
The origin of the axes is placed at the BVC (Figure 4.11), the general equation becomes y
= ax2 + bx, and because the slope at the origin is g1, the expression for slope of the curve
at point becomes
dy
slope
dx
= 2ax + g1
Activity 4a
B
C
I
J G
F H
E
A
Figure 1
1 5
2 6
Horizontal:
1) The __________ curve is a curve of constantly changing radius.
2) __________ curves are used in highway and street vertical alignment to provide a
gradual change between two adjacent grade lines.
3) __________ curves are curves of constant radius required to connect two straights
set out on the ground.
4) Circular curve is also known as ____________ curves.
Vertical:
5) The ________curves can be encountered in both situations which are a non
parallel curve and parallel tangents.
6) A _______ curve of two (usually) or more circular arcs between two main
tangents turning in the same direction and joining at common tangent points.
7) A ________ is a curve with a uniformly changing radius.
ENGINEERING SURVEY 2 C 2005 / 4 / 17
Feedback 4a
4.1
Figure 1
A – Back tangent
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B – Point of intersection
C – Deflection angle
D – Radius
E – Mid ordinate
F – Long chord
G – Sub tangent
H – End of Curve
I – External
J – Length of curve
4.2
1
T 5
R A N S I T I O N
S
7
E
P 2
V E R T I C
6
A L
I E O
3
C I R C U L A R M
A S P
L E O
U
4
H O R I Z O N T A L
D
I am the
champion !!
ENGINEERING SURVEY 2 C 2005 / 4 / 19
INPUT
INPUT22
This is the process of establishing the centre-line of the curve on the ground by
means of pegs at 10m to 30m intervals. In order to do this, the tangent and intersection
points must be first fixed in the ground in their correct positions.
The straights OI1, I1I2, I2I3,etc., will have been designed on the plan in the first
instance(Figure 4.12). Using railway curves, appropriate curves will now be designed to
connect the straights. The tangent points of these curves will then be fixed making sure
that the tangent lengths are equal, i.e. T 1 I1 = T2I1 and T3 I2 = T4I2. The coordinates of the
origin, point O, and all the intersection points will only now be carefully scaled from the
plan. Using these coordinates, the bearings of the straights are computed and using the
tangent lengths on these bearings, the coordinates of the tangent points are also
computed. The difference of the bearings of the straights provides the deflection
angles(Δ) of the curves which, combined with the tangent length, enables computation of
the curve radius, through chainage and all-setting-out data. Now the tangent and
ENGINEERING SURVEY 2 C 2005 / 4 / 20
intersection points are set out from existing control survey stations and the curves ranged
between them using the methods detailed below.
The following methods of setting out curves is the most popular and it is called
Rankine’s deflection or tangential angle method, the latter term being more definitive.
In figure 4.13, the curve is established by a series of chords T 1X, XY, etc. Thus,
peg 1 at X is fixed by sighting to I with the theodolite reading zero, turning off the angle
1 and measuring out the chord length T1 X along this line. Setting the instrument to read
the second deflection angle gives the direction T1 Y, and peg 2 is fixed by measuring the
chord length XY from until it intersects at Y. The procedure is now continued, the angles
being set out from T1 I and the chords measured from the previous station. It is thus
necessary to be able to calculate the setting out angles as follows:
Assume OA bisects the chord T1 X at right-angles, then
Angle AT1 O =90°- 1 , but angle IT1 =90°
angle IT1A= 1
Example 4c:
The centre-line of two straights is projected forward to meet at
I, the deflection angle being 30°. If the straights are to be connected by
a circular curve of radius 200 m, tabulate all the setting-out data,
assuming 20-m chords on a through chainage basis, the chainage of
I being 2259.59 m.
Solution:
Tangent length = R tan Δ/2
= 200 tan 15°
= 53.59 m
1st sub-chord = 14 m
2nd, 3rd, 4th, 5th chords = 20 m each
Final sub-chord = 10.72 m
Total = 104.72 m {Check}
Chainage of T2; = 2206 m + 104.72 m = 2310.72 m
Deflection angles:
For 1st sub-chord = 1718.9 (14/200) = 120.3 min = 2° 00' 19"
Standard chord = 1718.9 (20/200) = 171.9 min = 2° 51' 53"
Final sub-chord = 1718.9 (10.72 /200) = 92.1 min = 1° 32' 08"
Check: The sum of the deflection angles = Δ/2 = 14° 59' 59" 15°
1 14 2220.00 2 00 19 2 00 19 peg 1
2 20 2240.00 2 51 53 4 52 12 peg 2
3 20 2260.00 2 51 53 7 44 05 peg 3
4 20 2280.00 2 51 53 10 35 58 peg 4
5 20 2300.00 2 51 53 13 27 51 peg 5
6 10.72 2310.72 1 32 08 14 59 59 peg 6
The error of 1" is, in this case, due to the rounding-off of the angles to the nearest second
and is negligible.
thus for any offset Yi, at distance Xi, along the tangent
Yi = R - (R2 - Xi2) ½
ENGINEERING SURVEY 2 C 2005 / 4 / 23
Thus having fixed B, the remaining offsets to T2; are calculated as y2/R and set out in the
usual way.
If the final chord is a sub-chord of length x1, however, then the offset will be
ENGINEERING SURVEY 2 C 2005 / 4 / 24
(x1/ 2R)((x1 + y)
In this case (Figure 4.16) the right-angled offsets Y are set off from the long chord
C, at distances X to each side of the centre offset Y0.
An examination of Figure 6.16 shows the central offset Y0 equivalent to the distance T1A
on Figure 6.14, thus:
Yo = R –[R2 - (C/2)2]1/2
and for any offset Yi, at distance Xi, each side of the mid-point of T1 T2,:
ENGINEERING SURVEY 2 C 2005 / 4 / 25
Circular curves may be set out in a variety of ways, depending on the accuracy
required, its radius of curvature and obstructions on site. Methods of setting out are as
follows:
Using one theodolite and a tape by the tangent angle method. This method can be
used on all curves, but is necessary for long curves of radius unless they are set
out by coordinates.
Using two theodolites. This method can be used on smaller curves where the
whole length is visible from both tangent points and where two instruments are
available.
Using tapes only by the method of offsets from the tangent. This method is used
for minor curves only.
Using tapes only by the method of offsets from the long chord. This method is
used for short radius curves.
NOTE :
(i) The chaining of the first straight is completed by measuring the distance from the last
chain peg and noting the actual chainage of the tangent point A.
ii) In many cases the intersection points P may have been previously marked on the
ground. In such cases the field work consists of pegging the straights and measuring θ
without having to locate the intersection by the method described above.
After the tangent points have been pegged as described above, the points on the
curve must be located. The interval between chainage pegs on the curve should be
measured along the actual arc. As chords are used in locating the pegs, the difference in
length should be calculated strictly as they are slightly shorter than the arc distances. This
would be done in precise work, e.g. underground railways. In most practical cases where
R exceeds twenty times the chord length this difference is negligible. The tangent point A
will seldom fall exactly at a peg interval. Since the chainage must be continuous, the
chord AG to the first point on the curve may be shorter than the regular chord length
which is c, usually equal to the peg interval or half the peg interval if additional pegs are
needed to mark the curve clearly on the ground. There will generally also be a sub-chord
at the end of the curve. Let these
sub-chord lengths be denoted by c' and c".
The method of locating the points on the curve is summarised in (a) to (k} as
follows:
a) Obtain the first sub-chord c' = c — EA.
Assuming E is the position of the last chainage peg on the straight, then EA + c’
=c and as EA has been measured and c is known, the length of the sub-chord can be
ENGINEERING SURVEY 2 C 2005 / 4 / 27
obtained.
b) Calculate for chord length c.
This can be calculated from sin = (c/2R) or = 1718.9 ( c/R) minutes.
c) Calculate ’ for the first sub-chord.
This can be calculated in the same way as for , but for flat curves it can be
obtained with sufficient accuracy from ’ = (c’ /c)
ii) The final deflection angle to tangent point B must equal ½θ, allowance being
made for the sub-chords,
i.e. ½θ = ' + + + . . . + ".
Example 4d:
Two straights AP and PB intersect with an angle of deflection of 12º 20' as illustrated in
Figure 6.17. They are to be connected by a circular curve of radius 600 m. The chainage
of the intersection point is 12 + 73.16. Calculate the setting-out data required to peg the
curve at a continuous chainage with pegs at 25m intervals.
Solution :
a) Calculate the tangent lengths from T == R tan ½θ
T = 600 tan 6° 10'
= 600 x 0.108046
= 64.83 m.
i) The initial sub-chord is 16.67 m, so its deflection angle will be in the proportion
of:
(16-67 /25 ) x (1º11.62’) = 47.76’
= 47' 45.6”.
ii) The final sub-chord is 12.49 m, so its deflection angle will be in the proportion
of:
(12.49 / 25) x 1° ll.62’ = 35.78’.
= 35’ 46.8”
g) Tabulate the deflection angles. The deflection angles are tabulated as follows:
Instrument at A = 12 + 08.33
NOTE: There is always likely to be minor rounding off of errors such as the 1.2”, which is
negligible. To keep these errors to a minimum the calculation is always carried out to
0.1”, but the observed bearings are rounded off to 1" for more accurate work and
frequently to 10" or oven 20", depending on the theodolite being used for setting out.
ENGINEERING SURVEY 2 C 2005 / 4 / 31
Obstructions on site may prevent normal setting out in a variety of ways. Most
problems of this kind can easily be overcome if setting out is by means of coordinates,
but two common problems which often arise are the following:
a) Where the intersection point is inaccessible.
b) Where there are obstructions to sighting the deflection angle to every point on the
curve from the initial tangent point.
Where obstructions prevent the sighting to every peg on the curve, the following
procedure must be adopted as illustrated in Figure 4.19.
ENGINEERING SURVEY 2 C 2005 / 4 / 32
(a) Pegs 2, 3 and 4 have been placed turning off deflection angle δ each time. Peg 5
cannot be placed from peg 1 owing to an obstruction.
i) Triangle 1X4 is isosceles, therefore angle X14 = angle 14 X = 3.
ii) The angle between the chord 1-4 produced and the tangent X4 produced is also
3 and the angle is required to be turned off this tangent to locate peg 5.
iii) An angle of 180° + 4 is required to be turned off line 4-1 in order to locate
the direction 4-5.
b) Set up the theodolite at peg 4, sight peg 1 at a zero setting and turn of at an angle
equal to 180° + (5 - 1) = 180° + 4; i.e. must be multiplied by the number of standard
chord lengths between the two points being sighted to.
NOTE:
i) The longest possible backsight should always be used to orient the theodolite.
ii) If a sub-chord exists between the instrument and the point
sighted to, the angle to be turned off will be 180° + ( x Number
of standard chords between the pegs sighted) + ', the deflection
angle of the sub-chord.
iii) The rule for obtaining the angle applies between any two pegs on any one circular
curve.
It is normal to set out a transition curve using deflection angles from the tangent
point or by deflection distances for short transitions, in the same way as for circular
ENGINEERING SURVEY 2 C 2005 / 4 / 33
curves. The deflection angles for transitions are not equal as are those for circular curves.
The chord length used is often half that used on the circular curve. In practice the setting-
out data are usually extracted from tables which relate to various design speeds. The only
calculations needed are for the tangent lengths using the observed deflection angle .
Once the tangent points have been established, the transitions are set out from
both tangent points to T1 and T2, the limits of the circular curve. Then from T1 or T2 the
direction of the tangent to the circular curve is obtained by turning off 2/3' (Figure 4.20)
from the chord to the transition and the circular curve deflection angles are set out as
before.
If the tabulated data are not available, the length of the transition must first be
obtained from the formula below:
v3
The rate of change of radial acceleration
RL
This forms part of highway design and is dependent on traffic speed, available
space and the radius to be adopted. The setting out surveyor will be provided with the
transition length and the radius or degree of curve. With this information and the
observed deflection angle , the following calculations are needed before setting out the
pegs:
(a) Shift. This is calculated from:
ENGINEERING SURVEY 2 C 2005 / 4 / 34
L2
S=
24R
The radius R = 5729.58 /D, if only the degree of curve is given.
where l is the continuous chainage along the transition. For small angles of deflection the
summation of the chord lengths may be taken to equal the lengths l.
L
The final deflection angle to locate T1 is 572.958 R minutes, and ' is three times
this value.
(d) Length of circular curve. This is obtained from R' in the usual way, where:
' = ( — 2') and
L
2'' = 57.2958 degrees.
R
NOTE: If 2' is greater than , it is not possible for the transitions to be contained
within the straights. Longer transitions leading to a curve of smaller radius will have to
be used.
Example 4e.
ENGINEERING SURVEY 2 C 2005 / 4 / 35
Calculate the setting-out data for a 75m transition curve to connect an 8° circular
curve joining two straights with an angle of deflection of 20° 00', using 15m chords.
Solution:
(a) To calculate the radius and shift:
5729.28
Radius, R
D
5729.58
8
716.20m
L2
ShiftS
24 R '
75 2
24 716.20
0.327 m
163.84m
(c) To calculate and tabulate the deflection angles and deflection distances:
l2 l3
572.958 Minutes andx m
RL 6 RL
572.958 2
l
716.20 75
0.01067l 2
ENGINEERING SURVEY 2 C 2005 / 4 / 36
Chord L L2 x
15 15 225 2'24" 0.010
15 30 900 9'36" 0.084
15 45 2025 0.283
15 60 3600 38'24"
15 75 5625 60'00" 1.309
Table 4.2 Deflection Angle And Deflection Distances.
(Source: Land Surveying, Ramsay J.P. Wilson)
NOTE : Either the deflection angles or the deflection distances are calculated and used for
setting out. In many cases, where the distances are short they form the more convenient
setting out method.
L
Final 8 = 572.958 minutes
R
75
= 572.958
716.20
= 60'
= 1° 00", which checks the final deflection angle calculated and tabulated in Table
6.2.
L
'' = radians
2R
= 3° 00'
2' = 6° 00"
To illustrate this procedure the following describes the process of setting out the
ENGINEERING SURVEY 2 C 2005 / 4 / 37
15
of 4 36'
100
Set up at T1 (Figure 4.20), sight T0 and swing through 180° +2/3'+ to sight to the first
peg on the curve, completing the setting out to T2 in the usual way for circular curves.
This initial angle is 180° + 2° + 36' = 182° 36' 00".
7. Compute the tangent offset (d) at the PVI (i.e., distance VM in Figure 4.21):
8. Compute the tangent offset for each individual station (see line ax2 in Figure 4.21):
2
x
tan gentoffset d or 4d x 2
L L2
2
where x is the distance from the BVC or EVC (whichever is closer) to the required
station.
9. Compute the elevation on the curve at each required station by combining the tangent
offsets with the appropriate tangent grade-line elevations—add for sag curves and
subtract for crest curves.
EXAMPLE 4f
The techniques used in vertical curve computations are illustrated in this example.
ENGINEERING SURVEY 2 C 2005 / 4 / 39
Given that L= 300 ft, g1 = -3.2%, g2 = + 1.8%, PVI at 30 + 30, and elevation =465.92,
determine the location of the low point and elevations on the curve at even stations as
well as at the low point.
Solution :
1. A = 1.8 - (-3.2) = 5.0
2. PVI - ½L = BVC
BVC at (30 +- 30) - 150 = 28 + 80.00
PVI + ½L = EVC
EVC (30 + 30) + 150 = 31 + 80.00
EVC - BVC = L
(31 + 80) - (28 + 80) = 300 Check
g1 L
x
A
3.2 300
5
192.00 ft ( fromtheBVC )
6. Mid-chord elevation:
ENGINEERING SURVEY 2 C 2005 / 4 / 41
8. Tangent offsets are computed by multiplying the distance ratio squared, [x/(L/2)]2, by
the maximum tangent offset (d). See Table 4.3.
9. The computed tangent offsets are added (in this example) to the tangent elevation in
order to determine the curve elevation.
Activity 4b
ENGINEERING SURVEY 2 C 2005 / 4 / 42
Transition deflection L
angle P To ( R S ) tan 1 2
2
l3
Shift x
6 RL
Tangent length L
2 ' 57.2958 deg rees
R
Transition deflection l2
d 572.958 min utes
distance RL
Length of the L2
s
circular curve 24 R
4.4) State the methods of setting out a circular curve without using a theodolite.
4.6) The tangent length of a simple curve was 202.12m and the deflection angle for
a 30m chord 2 18'. Calculate the radius, the total deflection angle, the length
of curve and the final deflection angle.
Let me
think
first………
Feedback 4b
ENGINEERING SURVEY 2 C 2005 / 4 / 43
Transition deflection L
angle P To ( R S ) tan 1 2
2
l3
Shift x
6 RL
Tangent length L
2 ' 57.2958 deg rees
R
Transition deflection l2
d 572.958 min utes
distance RL
Length of the L2
s
circular curve 24 R
It is easy�
4.5)
If the intersection point is inaccessible, this problem can be solved by setting out a line
such as XY in figure 1. By measuring its length and the angles α and β the triangle XPY
can be solved for the lengths PX and PY and θ can be deduced. The tangent points can
then be located from X and Y and the curve set out in the usual way.
ENGINEERING SURVEY 2 C 2005 / 4 / 44
Figure 1.
Well done!
Keep it Up!
Self Assessment
ENGINEERING SURVEY 2 C 2005 / 4 / 45
Figure 2
4) The straight lines ABI and CDI are tangents to a proposed circular curve of radius
1600m. The length AB and CD are each 1200m. The intersection point is inaccessible so
that it is not possible directly to measure the deflection angle; but the angles at B and D
are measured as ABD = 123 48', BDC = 126 12' and the length BD is 1485m.
Calculate the distances from A and C of the tangent points on their respective straights
ENGINEERING SURVEY 2 C 2005 / 4 / 46
and the deflection angles for setting out 30m chords from one of the tangent points.
(Figure 3)
Figure 3
I must work
hard….
1) T = R tan (/2)
= 400 tan 025’ 30”
= 45.044m
L = (2R )/360
= 2 x 400 x (12.850/360)
= 89.170m
PI at 0+241.782
-T 45.044
BC = 0+196.738
+L 89.710
EC = 0+286.448
2) The transition curve is a curve of constantly changing radius. It is inserted between the
straight circular curves to prevent this sudden lateral shock on passengers in the vehicle.
In engineering survey, the purpose of a transition curves then is to achieve a gradual
change of direction from the straight (radius ∞) to the curve (radius R) and permit the
gradual application of super-elevation to counteract centrifugal force.
=1 + 2 = 110
= 180- = 70
Yes !
This time I get an A+.