1.

1 Horizontal Alignment

The horizontal alignment comprises of three elements: tangents, circular curves and the transition
between tangents and curves. Tangents (sometimes referred as ‘straights’) have the properties of
bearing (direction or heading) and length. Circular curves also have two properties; radius and deflection
(or deviation) angle, these two properties directly leading to a third property of interest, namely curve
length. The basic properties of transition curves are shape and length.

The horizontal alignment should be as directional as possible and consistent with the topography.
However, it is equally important in terms of context sensitive design to preserve developed properties
and areas of value to the community. Winding alignments composed of short curves and tangents
should be avoided if at all possible because they tend to cause erratic operation and a high consequent
crash rate.

1.2 Vertical Alignment

Vertical alignment comprises of grades (also referred to as tangents) and vertical curves. Grades have
the properties of length and gradient, invariably as a percentage, representing the height in metres
gained or lost over a horizontal distance of 100 m.

The vertical alignment design should not be carried out in isolation but should be properly coordinated
with the horizontal alignment. In addition to the controls imposed on the grade line by the horizontal
alignment, the drainage of the road may also have a major impact on the vertical alignment. The top of a
crest curve and the bottom of a sag imply a zero gradient and the possibility of ponding on the road
surface.

1.3 Geometric Design Standards

The geometry of the proposed road alignment has been design taking into consideration the following:

 Safety of road users including pedestrians.

 Capacity improvements.
 Elimination of unacceptable operational characteristics.
 Conformance with the geometric standards and for a design speed of 60km/h.

A safe system approach has been considered for the design of all elements of the road infrastructure
and are in line with the International Standard and Norms.

In view of the nature of the proposed road, a design speed of 60km/h has been adopted for the dual
carriageway and a design speed of 40km/h on the ramps. The geometric standard adopted is provided in
Table 4-4.

Table 4-1 - Geometric Design Criteria

Minimum Value
Description Reference
for 60km/h
Cross Fall 2.5% Para 3.1 of TD 9/93 of DMRB

Minimum Desirable Horizontal Curve Radius 225m Table 3 of TD 9/93 of DMRB

Minimum Vertical Grade 0.5% Para 4.3 of TD 9/93 of DMRB

Maximum Vertical grade 8% Para 4.2 of TD 9/93 of DMRB

17 Crest
Minimum K Value for Table 3 of TD 9/93 of DMRB
13 Sag
The minimum K value complies with the minimum stopping sight distance (SSD) calculated using the
procedure described in Sub-Section 10.1 of the Manual for Streets (Part 2).

The main elements of the alignment are provided in Tables 4-5 to 4-12.