2019-1223 - Geometric Design of Highways-pptLec-JVUTE58-C3

K58.
CTGTDT(V-N) University of Transport & Communications

GTC201.2-2-19(QT01) MSc. HOÀNG Thanh Thuý
GEOMETRIC DESIGN OF HIGHWAYS

CHAPTER1: OVERALL CONCEPTS
CHAPTER 2: VEHICULAR MOTIONS ON
RURAL AND URBAN ROADS
CHAPTER 3: HORRIZONTAL ALIGNMENTS
DESIGN
CHAPTER 4: VERTICAL ALIGNMENTS DESIGN
OF RURAL AND URBAN ROADS
CHAPTER 5: CROSS-SECTIONS DESIGN OF
RURAL AND URBAN ROADS
CHAPTER 6: LANDSCAPE DESIGN OF
RURAL & URBAN HIGHWAYS
CHAPTER 7: INTERSECTIONS DESIGN
What is “Geometric Design of Highways”?

➢ Geometric design is making decisions on shape,
size, and geometry of highway facilities
• Three main elements defining the geometry of a highway
section are horizontal alignment, vertical alignment and
cross-sectional elements
• Main features considered in the geometric design of roads
are horizontal and vertical curvature and the visible
features of the road cross-sections
• Good geometric design ensures that adequate levels of
safety and comfort are provided to drivers for vehicle
maneuvers at the design speed, that the road is designed
uniformly and economically, and that it blends
harmoniously with the landscape
CHAPTER 3
HORRIZONTAL ALIGNMENTS DESIGN
2019-2020 Academic Year _ 2nd Semester Chapter 3 - 1

K58.CTGTDT(V-N) University of Transport & Communications
Main contents of horizontal alignments design

1. Establish various alternatives of the highway
alignment on horizontal plane and choose the
optimal alternative. The horizontal alignment of a
given rural or urban highway will include horizontal
tangents (straight-line segments) and horizontal
curves. Therefore, the straight-line segments will
have been designed already after the optimal
alternative of horizontal is fixed. The designs of
horizontal alignment will then belong to those of
horizontal curves;
2. Calculate and/or choose design radii of circular
horizontal curves so that connection between
adjacent curves can be satisfied;
Main contents of horizontal alignments design

3. Calculate and design transition horizontal curves if
any;
4. Calculate and design super-elevation of horizontal
curves if any;
5. Calculate and design curve widening of horizontal
curves if any;
6. Calculate and design lateral clearance for all
horizontal curves to ensure the highways’ operation
of safety and convenience; and
7. Determine designed co-ordinates and designed
altitudes of all points along the horizontal alignment,
which serves vertical alignments and cross-sections
design
3. HORRIZONTAL ALIGNMENTS DESIGN

3.1. HORIZONTAL ALIGNMENTS (PROFILES) OF
HIGHWAYS & FUNDAMENTAL DESIGN PRINCIPLES
3.2. DETERMINATION OF DESIGN RADII OF
HORIZONTAL CURVES
3.3. CONNECTION BETWEEN TWO ADJACENT
HORIZONTAL CURVES
3.4. SUPER-ELEVATION
3.5. TRANSITION CURVES
3.6. CURVE WIDENING ALONG HORIZONTAL CURVES
3.7. LATERAL CLERANCE ALONG HORIZONTAL
CURVES
3.8. URBAN HORIZONTAL ALIGNMENTS AND THEIR
DESIGN PRINCIPLES
6

3.1. HORIZONTAL ALIGNMENTS (PROFILES) OF HIGHWAYS

& FUNDAMENTAL DESIGN PRINCIPLES
3.1.1. Horizontal Alignment (Profile) and its

Main Concepts
3.1.2. Fundamental Design Principles of
Horizontal Alignment
3.1.3. Controlling Points
3.1.4. Curvature and Centrifugal Force
When Vehicles Driven on Horizontal
Curves
3.1.5. Coefficient of Lateral Force When
Vehicles Driven on Horizontal Curves
3.1.1. Horizontal Alignment (Profile) and its Main Concepts

• The projection of its facilities on a horizontal plane
while generally consisting of straight segments
known as horizontal tangents and connected by
horizontal curves including circular or compound
curves

• Straight segments
help minimize total
length of the given
designed highway, Horizontal Tangent
bring about clear
direction, and just
require simple
geodetic and design
countermeasures STRAIGHT-LINE SEGMENT
• Straight segments
cause negative
impacts on
psychology and visual
acuity at night, and
create monotonous
surrounding
landscape

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• Horizontal curves are
usually segments of circles,
which have radii that will
provide for a smooth flow of
traffic Horizontal Tangent
• Transition curve may be
used to avoid sudden
change from from a min
horizontal tangent with
infinite radius to a curve of
finite radius and vice versa
➢ Circular curve
➢ Transition curve
➢ Superelevation
➢ Curve widening
➢ Transversal sight
distance
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- Stakes along segment:
+ First & end stakes
+ Main stakes of curves
+ Station stakes
+ Topographical stakes
+ Work stakes
+ Auxiliary stakes
- Geometric elements of horizontal alignment:

+ First point & azimuth (0)
+ Point of intersection (Di) and bearing (i)
+ Length of horizontal tangent (DiDi+1)
+ Geometric elements of circular or compound curves
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3.1.2. Fundamental Design Principles of Horizontal Alignment
1. The horizontal alignment should be coordinated

carefully with the profile design
2. Alignment should be as directional as practical, but
should be consistent with the topography and with
preserving developed properties and community
values to make minimum ratio of total design length
to beeline.
3. The designer should attempt to use generally flat
curves, saving the minimum radius for the most
critical conditions.
4. Consistent alignment should always be sought.
5. Curves should be designed so that the minimum
length regulated in design specification can be
satisfied
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3.1.2. Fundamental Design Principles of Horizontal Alignment
6. The use of compound curves affords flexibility in

fitting the highway to the terrain and other ground
controls
7. Abrupt reversals in alignment should be avoided
8. The distance between reverse curves should be the
sum of the super-elevation runoff lengths and the
tangent runout lengths or, preferably, an equivalent
length with spiral curves.
9. The “broken-back” or “flat-back” arrangement of
curves (with a short tangent between two curves in
the same direction) should be avoided except where
very unusual topographical or right-of-way
conditions make other alternatives impracticaltical
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❖Horizontal alignment should pass:
• Bridge site: Bridge can be located only where the river has
straight and permanent path and also where the abutments
and piers can be strongly founded. The road approach to
the bridge should not be curved and skew crossing should
be avoided as possible. Thus, to locate a bridge the
highway alignment may be changed.
• Mountain: While the alignment passes through a mountain,
the various alternatives are to either construct a tunnel or
go around the hills. The suitability of the alternative
depends on factors like topography, site conditions and
construction and operation cost.
• Intermediate town: The alignment may be slightly deviated
to connect an intermediate town or village nearby.
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❖Horizontal alignment should NOT pass:
• Religious places: These have been protected by
the law from being acquired for any purpose.
Therefore, these points should be avoided while
aligning.
• Very costly structures: Acquiring such structures
means heavy compensation which would result in
an increase in initial cost. The alignment may so
be deviated but not pass through that point.
• Lakes, ponds, or etc.: The presence of a lake or
pond on the alignment path would also necessitate
deviation of the alignment.
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3.1.4. Curvature and Centrifugal Force When

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3.1.4. Curvature and Centrifugal Force When

• Centrifugal force is a reactive force generated as
vehicles move about a horizontal curve, which may
cause vehicles slide outward away from the center of
the curve:
𝑣2 𝐺 𝑣2
𝐶=𝑚 = ∙
𝑅 𝑔 𝑅
• Resultant lateral friction force:
𝑌 = 𝐶 ∙ cos 𝛼 ± 𝐺 ∙ sin 𝛼
• Coefficient of lateral force:
𝑣2 𝑉2
𝜇= ±𝑒 = ±𝑒
𝑔𝑅 127𝑅
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𝑣2 𝑉2
𝜇= ±𝑒 = ±𝑒
𝑔𝑅 127𝑅
• Make the vehicles overturn or slide outwards center
of the horizontal curve;
• Obstruct driving performance, which will be able to
reduce possible operation speeds;
• Disturb drivers and passengers, and damage
transported freight;
• Cause lateral deformation, which makes increases in
abrasion of wheel tires and of surface pavement
layers; and
• Intensify lateral resistance, which makes increase in
fuel consumption
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3.1.5.1. Side Friction Demand on Condition of Overturn Resistance
• Vehicle may overturn about its outside wheels

• Resistant moment is equal to or greater than
overturning moment:
𝑏
𝑌∙ℎ≤𝐺∙ −∆
2
1 𝑏
𝜇≤ −∆
ℎ 2
• Empirical research:
b/h = 2.0 and =0.2b →   0.6
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3.1.5.2. Side Friction Demand on Condition of Lateral Slide Resistance
• Vehicle subjects to tire side thrust due to lateral force

• Lateral force is always equal to or less than lateral
friction between tires and pavement surface:
𝑌
= 𝜇 ≤ 𝜑2
𝐺
• Resultant friction factor:
𝜑 = 𝜑12 + 𝜑22
• Wet and dirty pavement surface:
𝝁 ≤ 𝟎. 𝟏𝟐
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3.1.5.3. Side Friction Demand on Condition of Smooth and
Convenient Transportation of Passengers and Freight
1. Drivers and passengers have got no senses of

travelling on horizontal curves: 𝝁 ≤ 𝟎. 𝟏𝟎
2. Drivers and passengers have got a sense of
travelling on horizontal curves: 𝜇 = 0.15
3. Drivers and passengers start feeling uncomfortable
when travelling on horizontal curves: 𝜇 = 0.20
4. Drivers and passengers start being pushed
outwards center of horizontal curves: 𝜇 = 0.30
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3.1.5.4. Side Friction Demand on Condition of
Minimization of Fuel and Tire Consumption
• Vehicles’ tires are subject to transversal deformation
and deviate from center of the curve due to the
lateral force
• Increment in tire abrasion will be 5 times if fuel
consumption is 15% increased
• Empirical researches: Fuel consumption and tire
abrasion may be minimized when μ≤0.1
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3.2. DETERMINATION OF DESIGN RADII OF HORIZONTAL CURVES
• Circular curves are used as simple horizontal curves or used

with transition horizontal curves to compose compound
horizontal curves.
• Circular curves should be used as simple horizontal curves
only in the special cases, especially with difficulties:
➢ Design speed is less than 60 km/h or 50 km/h as usually
regulated in Vietnamese or American specifications,
respectively,
➢ There are topographical difficulties, which makes it
impossibly install transition horizontal curves,
➢ Bearings are normally less than or equal to 7 degrees,
➢ Circular horizontal curves have got so high radii, and
➢ etc
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• Semi-tangent distance
𝑇 = 𝑅 tan 𝛼
• Length of cord
∆
𝐶 = 2𝑅 sin
2
• External distance
1
𝐸=𝑅 −1
cos(∆/2)
• Middle ordinate
∆
𝑀 = 𝑅 1 − cos
2
• Length of curve
𝑅∆𝜋
𝐿=
180
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1. Design radii must not be less than minimum radii

determined in the section hereafter,
2. Simple horizontal curves must be designed in
harmony with the topographical features to minimize
filling or excavation quantities and to make the
highway segments fit to the surrounding landscape,
3. Design radii of simple horizontal curve should be as
high as possible, which may relieve negative
impacts of lateral forces when vehicles are driven
on sharp horizontal curve,
4. Design radii must be sufficient so that super-
elevation transition and/or curve widening transition
can be installed on the length of arcs,
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5. Design radii must be sufficient so that the length of

straight segment between the two adjacent curves
is adequate to install super-elevation transitions
and//or curve widening transitions of both two
horizontal curves,
6. Ratio of previous radius to subsequent radius must
not be greater than two times, which will not result in
sudden changes in geometry of the highway, and
7. Design radii must be chosen to satisfy requirements
on landscape and optical harmony and spatial
combination between geometric elements of the
highway
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• Critical Minimum Radius
𝑉2
𝑅𝑚𝑖𝑛 =
127 𝜇 + 𝑒𝑚𝑎𝑥
• Common Minimum Radius
𝑉2
𝑅𝑚𝑖𝑛 =
127 𝜇 + 𝑒𝑐𝑜𝑚
• Minimum Radius without Super-elevation
𝑉2
𝑅𝑚𝑖𝑛 =
127 𝜇 − 𝑖
• Minimum Radius ensuring Sight Distance during
Night Time
180 ∙ 𝑆 30 ∙ 𝑆
𝑅𝑚𝑖𝑛 = ≈ = 15 ∙ 𝑆
2𝛼𝜋 𝛼
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3.3. CONNECTION BETWEEN TWO ADJACENT HORIZONTAL CURVES
• It will be the best when two consecutive

horizontal curves have difference in their
radii less than once and a half
• A sharp horizontal curve should not be
installed right after a long horizontal
tangent to make sudden change
• Connection between two consecutive
horizontal curves will be implemented
according to the principles
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3.3.1. Connection between Two Adjacent Curves in a Single Direction
𝐿𝑖 + 𝐿𝑖+1
𝑚≥
2
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3.3.2. Connection between Two Adjacent Horizontal

Curves in Opposite Directions
𝐿𝑖 + 𝐿𝑖+1
𝑚≥
2
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3.4. SUPER-ELEVATION
1. Purposes of Super-Elevation Installation
2. Concepts of Super-Elevation
3. Values of Super-Elevation Rate
4. Super-Elevation Transition
5. Methods of Attaining Super-Elevated
Pavements
6. Axis of Super-Elevation Rotation with a
Central Median
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3.4.1. Purposes of Super-Elvation Installation
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3.4.1. Purposes of Super-Elvation Installation

1. Mechanical purpose is to counteract the
centrifugal force produced as a vehicle
rounds a curve.
2. Psychological purpose is to make motorists
feel safe to drive at operation speeds equal to
or greater than the given design speed.
3. Landscape and optical purposes are to
make pavement breadth of a sharp curve
segment not looked smaller than that in
reality
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3.4.2. Concepts of Super-Elevation

• Super-elevation is the tilting of pavement surface at
cross-sections of a curve segment restricted by
smaller radii, which counteracts centrifugal force for
vehicular motions of safety and comfort.
• Rate of super-
elevation is the
slope to which
a highway
cross-section is
tilted and
equals the
tangent of
baking angle.
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3.4.3. Values of Super-Elevation Rate

• Design values of super-elevation rate
𝑣2 𝑉2
𝑒= ±𝜇 = ±𝜇
𝑔𝑅 127𝑅
• Minimum rates of super-elevation are aimed at providing
surface drainage, which will result in depending on various
pavement types.
• Maximum rates of super-elevation are controlled by climate
conditions, type of area, and frequency of very slow-moving
vehicles
➢ A rate of 8 percent should not be exceeded in a tropical
country like Vietnam
➢ A rate of 4 to 6 percent is applicable for urban design in
areas with little or no constraints
➢ Super-elevation may be omitted on urban low-speed streets
where severe constraints are present
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3.4.4. Super-Elevation Transition

• Super-elevation
transitions involve
modification of the
cross-section including
the roadway and
shoulders from normal
crown for drainage to
full super-elevation
• At fully super-elevated
cross-section, the entire
roadway width including
curve widening has got
a uniform cross-slope
towards center of the
horizontal curve
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1. Tangent runoff is
defined as the
necessary distance to
accomplish a change on
outside half of the
roadway from normal
cross-slope for drainage
to level of flat position,
and vice versa
2. Super-elevation runoff
is defined as the
distance over which the
pavement cross-slope
on outside half of the
roadway changes from
level of flat position to
full super-elevation of
the horizontal curve
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❖ Super-elevation transition length
𝑒∙ 𝐵+∆
𝐿𝑆𝑇 =
𝑖𝑎
➢ Auxiliary longitudinal gradient
is also known as the
maximum relative gradient
and should be limited to
achieve safe and comfort
operations:
➢ TCVN 4054-2005: ia is
regulated as 1.0% for design
speed less than 60km/h or as
0.5% for design speed equal
to or greater than 60 km/h,
respectively.
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➢ In cases compound curves are used, the super-elevation
transition be accomplished over the length of transition curve
(transition length will be the maximum length among transition
curve length, super-elevation length, and curve widening
transition length)
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40

➢ In cases simple curves are used, super-elevation
transition length will be divided between the tangent
and curved sections to avoid placing the super-
elevation transition length entirely on either the
tangent or the circular curve.
Vietnam’s
specification: 1/2S
to get full
superelevation
40
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3.4.5. Methods of Attaining Super-Elevated Pavements

It is essential that the change from a normal crowned
cross-section to a super-elevated one may be achieved
without causing any discomfort to motorists or creating
unsafe conditions by using one of the four following
methods:
1. A roadway with normal crown is rotated around the
centerline profile;
inside-edge profile;
outside-edge profile; and
4. A straight cross-slope roadway is rotated around the
outside-edge profile.
41
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centerline profile;
42

43

inside-edge profile;
43
44

outside-edge profile
44
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3.4.6. Axis of Super-Elevation Rotation with a Central Median

1. The whole of the traveled way, including the
median, is super-elevated as a plane section should
be applied only to medians with width of 4 m or less
2. The median is held in a horizontal plane and the two
traveled ways are rotated separately around the
median edges, which can be applied to any width of
median but is most appropriate for medians with
widths between 4 and 18 m
3. The two traveled ways are treated separately for
runoff with a resulting variable difference in
elevation at the median edges, which can be used
with wide medians those having width of 18 m or
more.
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46
3.5. TRANSITION CURVES
1. Purposes or Advantages of Transition

Curves
2. Instances for Use of Transition
Curves
3. Length of Transition Curves
4. Spiral Transition Curve
5. Design Steps of Compound
Horizontal Curves
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3.5.1. Purposes or Advantages of Transition Curves

• Lateral force increases and decreases gradually,
which create easy-to-follow path for drivers
• Turning angle of front axle will be gradually
developed along transitioned curve, which
stimulates the natural turning path of a vehicle
• Transition curve length provides a suitable
location for the super-elevation transition and
facilitates the transition in width where the
traveled way is widened
• The appearance of the highway or street is
enhanced
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3.5.2. Instances for Use of Transition Curves

• The use of transition curves will be of course
encouraged for all instances of geometric design
when its applications do not affect other aspects of
the project such as construction or land acquisition
costs
• Transition curves will be compulsorily applied for
design speed equal to or greater than 60 km/h or 50
km/h pursuant to TCVN 4054-2005 or 22TCN 273-
01, respectively, even when there are many
economical, engineering or environmental
restrictions
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3.5.3. Length of Transition Curves

• Vehicles are driven on transition curve at a constant
speed
• Centrifugal acceleration is steadily increased along
the transition curve length
• The radius is steadily decreased along the transition
curve length and its reduction is directly proportional
to the increment of transition curve length
𝑣3 𝑉3
𝐿𝑡𝑐 = =
𝑅 ∙ 𝐼 47𝑅𝐼
𝑉3
𝐿𝑡𝑐 =
23.5 𝑅
49
50
3.5.4. Spiral Transition Curve

• Clothoid spiral is the most logical type of transition
curves, for which the radius of curvature varies as the
inverse of the distance along the curve from its
beginning
50
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3.5.5. Design Steps of Compound Horizontal Curves

• Calculation and design of a compound horizontal
curve is repetitive until the condition on replacement
of circular portion must be satisfied:
𝑝 ≤ 0.01𝑅𝑐
❖Conditions on minimum
length of transition curve
and transition curve
application when ∆ ≥ 2 ∙
𝜃𝑠 must be checked right
after determination of
circular portion’s
elements in the beginning
of calculation cycle.
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52
3.6. CURVE WIDENING ALONG HORIZONTAL CURVES
1. Concept of Off-tracking
2. Traveled Way Widening along
Horizontal Curves
3. Derivation of Design Values for
Widening along Horizontal Curves
4. Applications of Widening along
Horizontal Curves
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3.6.1. Concept of Off-tracking

• Off-tracking is the characteristic, common to all
vehicles, although much more pronounced with the
larger design vehicles, in which the rear wheels do
not follow precisely the same path as the front
wheels when the vehicle negotiates a horizontal
curve or makes a turn
➢ At lower speeds, the rear wheels may track inside
the front wheels
➢ At higher speeds, the rear wheels may track
outside the front wheels.
❖ Off-tracking is caused by lateral force
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3.6.2. Traveled Way Widening along Horizontal Curves
The traveled way on horizontal curves is

sometimes widened to make operating
conditions on curves comparable to those on
tangents:
1. The design vehicle occupies a greater width
because the rear wheels generally track
inside front wheels (off-tracking) in
negotiating curves
2. Drivers experience difficulty in steering their
vehicles in the center of the lane
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3.6.3. Derivation of Design Values for Widening along Horizontal Curves
• Trigonometric
relation:
𝐿2𝑣
𝑢=
2𝑅
• Empirical
experiments:
0.05𝑉
𝑍=
𝑅
• Total amount of
curve widening:
𝐿2𝑣 0.05𝑉
𝑈=𝑛 +
2𝑅 𝑅
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3.6.4. Applications of Widening along Horizontal Curves

• Widening transition rate is at least 1:10
• On curves designed with spirals, widening may be
applied on the inside edge or divided equally on
either side of the centerline
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3.6.4. Applications of Widening along Horizontal Curves

• Widening transition rate is at least 1:10
• On simple or un-spiraled curves, widening should be
applied on the inside edge of traveled way onlyline
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3.7. LATERAL CLERANCE ALONG HORIZONTAL CURVES

3.7.1. Concept of Lateral Clearance along Horizontal Curves
• Lateral clearance is the sight distance across the
inside of horizontal curves
• Sight obstructions such as walls, cut slopes,
buildings, and longitudinal barriers on the inside of
curves or the inside of the median lane on divided
highways
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3.7.2. Methods of Attaining Lateral Clearance along Horizontal Curves

3.7.2.1. Diagram Method
Is no
longer
applied
because of
its
inaccuracy
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3.7.2.2. Analytic Method
• Values of Horizontal Sightline Offset (HSO) are

determined when based on trigonometric and circular
relations
• HSO must be determined in order to ensure sight

distance along the entire horizontal curves
• There are four different events of calculating HSO

depending on horizontal curve types, simple or
compound curve, and on relationship between
required sight distance and the curve length
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61

a) In case of simple curves when 𝑆 ≤ 𝐾
𝛾
𝐻𝑆𝑂 = 𝑅𝑐 1 − cos
2
180 ∙ 𝑆
𝛾=
𝜋 ∙ 𝑅𝑠
𝜋𝑅𝑠 𝛼
𝐾=
180
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b) In case of simple curves when 𝑆 > 𝐾
𝛼 𝑆−𝐾 𝛼
𝐻𝑆𝑂 = 𝑅𝑐 1 − cos + sin
2 2 2
𝜋𝑅𝑠 𝛼
𝐾=
180
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c) In case of compound horizontal curves when 𝑆 ≤ 𝐾0
𝛾
𝐻𝑆𝑂 = 𝑅𝑐 1 − cos
2
𝜋𝑅𝑐 𝛼 − 2𝜑
𝐾0 =
180
𝐿𝑠
𝜑=
2𝑅𝑐
(Similar calculation to the case of simple curves when 𝑆 ≤ 𝐾)
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d) In case of compound horizontal curves when 𝐾0 ≤ 𝑆 ≤ 𝐾
𝛼 − 2𝜑 𝑋𝐶 − 𝑋𝑀 𝛼
𝐻𝑆𝑂 = 𝑅𝑐 1 − cos + sin − 𝛿
2 cos 𝛿 2
𝑌𝐶 − 𝑌𝑀
𝛿 = tan−1
𝑋𝐶 − 𝑋𝑀
𝜋𝑅𝑐 𝛼 − 2𝜑
𝐾0 =
180
𝐿𝑠
𝜑=
2𝑅𝑐
𝐾 = 2𝐿𝑠 + 𝐾0
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65

e) In case of compound horizontal curve when 𝑆 > 𝐾
𝛼 − 2𝜑 𝑋𝑐 𝛼 𝑆−𝐾 𝛼
𝐻𝑆𝑂 = 𝑅𝑐 1 − cos + sin − 𝛿 + sin
2 cos 𝛿 2 2 2
𝑋𝑐
𝛿 = tan−1
𝑌𝑐
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3.7.3. Requirements on Lateral Clearance along Horizontal Curves
➢ Trees, retaining walls, cut slopes, buildings,

longitudinal barriers, or etc. may be sight
obstructions, which will cause unsafe traffic operation
on rural or urban highways.
➢ It is obligatory to remove the sight obstructions or
lower them 0.3 m under driver eye height within
areas of HSO.
➢ Driver eye position used in geometric design to
ensure lateral clearance is normally regulated 1.0 m
higher than pavement surface and 1.5 m far away the
outside traffic lan
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• Cutting trees to ensure lateral clearance on

horizontal curves
67
68
• Excavating back slope to ensure lateral clearance on

horizontal curve
68
69
3.8. URBAN HORIZONTAL ALIGNMENTS AND THEIR DESIGN PRINCIPLES
❖ Urban horizontal alignments are designed when using the

same principles as rural horizontal alignments’ ones
❖ Urban horizontal alignments (profiles) must be executed when
the following exclusive principles should be applied:
1. Straight routes should be designed and then
shifted at existing intersections;
2. Arterials must be designed to lead to the front of
railway stations, major harbours, major bridges, or
characterized architectural works within the urban
areas or cities;
3. Architectural and landscape designs must be
included;
69

70

4. Cultural and historical heritages, crowded
residential areas, and important works should or must
be preserved;
5. Existing infrastructures should be utilized to get
reduction of investment costs and of land acquisition;
6. Design of urban horizontal alignments also
includes plane designs of static transport systems
and auxiliary works;
70
71

7. Horizontal alignment drawings encompass the

ones of traffic organizing, street planting, street
lighting, drainage systems, tunnels, intersections, and
etc; and
8. Design limitations of Vietnam’s ones can be
referred from TCXDVN 104:2007 or the other
specifications for urban highway and street design
71
72
CHAPTER NOTES
1. Combination between horizontal alignments design,
vertical alignments design, and cross-sections
design is always implemented during all the design
stages.
2. In fact, horizontal alignments design, vertical
alignments design, and cross-sections designs are
conducted and at the same time and have got
interaction between each other.
3. The combination between designs of the three main
geometric elements of a given rural or urban
highway is also some issues of transportation
landscape design
72

73
CHAPTER REVIEW
1. Present definition of horizontal alignment and
fundamental design priciples of rural and
urban horizontal alignment of highways?
2. Present basic principles applied to determine
design radii of horizontal curves?
3. Present main contents and core formulars of
horizontal alignment design of highways?
4. Present definition, transition length
determination and attaining methods of
superelevation?
73
74
EXERCISE No.1
Calculate the critical minimum radius of a horizontal
curve when the following technical information has
been decided:
1. Design speed of the given rural highway is eighty
kilometers per hour;
2. Side friction demand must be satisfied to make
drivers and passengers comfortable when travelling on
the horizontal curve; and
3. Maximum super-elevation rate is taken in pursuant to
TCVN 4054-2005
74
75
EXERCISE No.2
Calculate the common minimum radius of a horizontal
curve when the following technical information has
been deciced:
1. Design speed of the given urban highway is fourty
kilometers per hour;
2. Side friction demand must be ensured to meet
economical conditions during the expected operation
process; and
3. Common super-elevation rate is taken as the
average value of the maximum and minium ones
regulated in TCXDVN 104:2007.
75

76
EXERCISE No.3
Calculate the minimum raidus of a non-superelevated
horizontal curve when technical information will be
provided as the follow:
1. Design speed of the given rural expressway is one
hundred kilometers per hour;
2. Side friction demand must ensure safe, convenient,
and economical operation conditions; and
3. Cross-fall rate is taken as the minimum value for
asphalt pavement drainage.
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77
EXERCISE No.4
Calculate the minimum length of a super-elevation
transition segment when a horizontal curve will be
constructed to meet the following technical
requirements:
1. Super-elevation rate is taken as the maximum
value stated in TCVN 4054-05 for an expected
design speed of sixty kilometres per hour;
2. Breadths of two traffic lanes and two shoulders are
regulated in the specifications above;
3. Total breadth of curve widening is taken as the
breadth of a traffic lane; and
4. Auxiliary longitudinal gradient is taken as the value
applied to regulate the above specifications.
77
78
EXERCISE No.5
Calculate the minimum length of a transition curve
when the technical information has been provided as
the follow:
1. An expected expressway will be constructed at the
design speed of one hundred kilometers per hour;
2. Radius of the circular curve is five thousand meters;
3. Increment of centrifugal acceleration is defined under
Vietnam’s conditions; and
4. Transition curve is designed as the type of Clothoid
Spiral
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79
EXERCISE No.6
Calculate the total value of curve widening when a rural
highway will be constructed to meet the following
technical requirements:
1. Design vehicle on turning path is trailer having
dimensions stated in TCVN 4054-05;
2. Design speed of the two-way four-lane highway is
eighty kilometers per hour;
3. Designed circular radius is two hundred meters;
4. Breadth of central median is nine meters; and
5. There are not lateral medians for traffic separation.
79

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CTGTDT(V-N) University of Transport & Communications

GEOMETRIC DESIGN OF HIGHWAYS

What is “Geometric Design of Highways”?

HORRIZONTAL ALIGNMENTS DESIGN

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 1

Main contents of horizontal alignments design

Main contents of horizontal alignments design

3. HORRIZONTAL ALIGNMENTS DESIGN

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 2

3.1. HORIZONTAL ALIGNMENTS (PROFILES) OF HIGHWAYS

3.1.1. Horizontal Alignment (Profile) and its

3.1.1. Horizontal Alignment (Profile) and its Main Concepts

3.1.1. Horizontal Alignment (Profile) and its Main Concepts

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 3

3.1.1. Horizontal Alignment (Profile) and its Main Concepts

3.1.1. Horizontal Alignment (Profile) and its Main Concepts

- Geometric elements of horizontal alignment:

3.1.2. Fundamental Design Principles of Horizontal Alignment

1. The horizontal alignment should be coordinated

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 4

3.1.2. Fundamental Design Principles of Horizontal Alignment

6. The use of compound curves affords flexibility in

3.1.3. Controlling Points

3.1.3. Controlling Points

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 5

3.1.4. Curvature and Centrifugal Force When

3.1.4. Curvature and Centrifugal Force When

3.1.5. Coefficient of Lateral Force When

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 6

3.1.5. Coefficient of Lateral Force When

• Vehicle may overturn about its outside wheels

3.1.5. Coefficient of Lateral Force When

• Vehicle subjects to tire side thrust due to lateral force

3.1.5. Coefficient of Lateral Force When

1. Drivers and passengers have got no senses of

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 7

3.1.5. Coefficient of Lateral Force When

3.2. DETERMINATION OF DESIGN RADII OF HORIZONTAL CURVES

• Circular curves are used as simple horizontal curves or used

3.2. DETERMINATION OF DESIGN RADII OF HORIZONTAL CURVES

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 8

3.2. DETERMINATION OF DESIGN RADII OF HORIZONTAL CURVES

1. Design radii must not be less than minimum radii

3.2. DETERMINATION OF DESIGN RADII OF HORIZONTAL CURVES

5. Design radii must be sufficient so that the length of

3.2. DETERMINATION OF DESIGN RADII OF HORIZONTAL CURVES

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 9

3.3. CONNECTION BETWEEN TWO ADJACENT HORIZONTAL CURVES

• It will be the best when two consecutive

3.3.1. Connection between Two Adjacent Curves in a Single Direction

3.3.2. Connection between Two Adjacent Horizontal

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 10

3.4.1. Purposes of Super-Elvation Installation

3.4.1. Purposes of Super-Elvation Installation

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 11

3.4.2. Concepts of Super-Elevation

3.4.3. Values of Super-Elevation Rate

3.4.4. Super-Elevation Transition

2019-2020 Academic Year _ 2nd Semester Chapter 3 - 12

3.4.4. Super-Elevation Transition

3.4.4. Super-Elevation Transition

3.4.4. Super-Elevation Transition