Vertical Alignment: 10-1 Overview

Civil Engineering Department
Highway Engineering,4th year

(Horizontal Alignment IV)
Asst. Prof. Dr.Wisam Al-Rekabi
1st semester (10th Lecture)
Vertical Alignment
10-1 Overview
Again, the vertical alignment is composed of a series of straight-line gradients
connected by curves, normally parabolic in the form (see Figure 1). These vertical
parabolic curves must therefore be provided at all changes in gradient. The
curvature will be determined by the design speed, being sufficient to provide
adequate driver comfort with appropriate stopping sight distances provided.
Vertical curves are designed to blend as best as possible with the existing
topography, consideration being given to the specified design speed, economy, and
safety.
The tangents to a parabolic curve, known as grades, can affect traffic in many
ways; for example, they can influence the speed of large tractor-trailers and
stopping sight distance.
Figure (1): Example of typical vertical alignment.
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The desirable maximum vertical gradients are shown in Table (1).
Table (1): Desirable maximum vertical gradients
Road Type Desirable maximum gradient (%)
Motorways 3
All-purpose dual carriageway 4
All-purpose single carriageway 6
In difficult terrain, the use of gradients steeper than those given in Table (1) may
result in significant construction and/or environmental savings. The absolute
maximum for motorways is 4%. This threshold rises to 8% for all-purpose roads,
with any value above this considered a departure from standards.
A minimum longitudinal gradient of 0.5% should be maintained where possible in

order to ensure adequate surface water drainage. (This can also be dealt with
through the provision of a drainage system running parallel to the highway).
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10-2 Parabolic formula
Figure (2): Parabolic vertical curve starting at point PVC on one tangent and
terminating at PVT on a second tangent that intersects the first one at PVI at a
distance e above the curve.
A curve like the one shown in Figure (2) is known as a crest vertical curve; that is,
the curve crests like a hill. If the curve is concave, it is called a sag vertical curve;
that is, the curve sags like a valley.
As indicated in Figure (2), the transition starts on a tangent at PVC, point of

vertical curvature, and terminates on a second tangent at PVT, point of vertical
tangency. The tangents, if extended, would meet at PVI.
The basic properties of a parabolic vertical curve are derived from an equation of
the form ( y = a.x²). The rate of grade change ®, percent per station of curve
length, is:
(𝒈𝟏 −𝒈𝟐 )
𝒓= -------- (eq. 1)
𝑳
Where:
g1 = grade, percent, at PVC, shown positive (upward slope) in Figure (2).
g2 = grade, percent, at PVT, shown negative (downward slope).
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L = length, stations, of the vertical curve.
If a curve has a length of 700 m, L = 7. If grade g1 at PVC were 2.25% and grade
g2 at PVT were -1.25%, the rate of change would be r = (-1.25 - 2.25)/7 = -0.50%
per station.
A key point on a vertical curve is the turning point, where the minimum or
maximum elevation on a vertical curve occurs. The station at this point may be
computed from:
(−𝒈𝟏 )
𝒙𝑻𝑷 = -------(eq. 2)
𝒓
The middle ordinate distance e, the vertical distance from the PVI to the vertical
curve, is given by:
(𝒈𝟏 −𝒈𝟐 )𝑳
𝒆= ------(eq. 3)
𝟖
For the layout of a vertical curve in the field, it is necessary to know the elevations
at points along the curve. From the equation of a parabola, the
elevation yx, m, of the curve at a distance x, stations, from the PVC may be
computed from:
𝒓 𝒙²
yx = y1+ g1x + ----- (eq. 4)
𝟐
Where y1 = elevation of the PVC. The last term of the equation rx²/2 is the vertical
offset of the curve from a point on the tangent to the curve at a distance x, stations,
from PVC.
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EXAMPLE 1:
The elevation of the road axis (C.L. of a pavement) at 4+600 km is 3.84 m and the
elevation at the highest point of the grades at 5+200 km is 15.84 m, the elevation
of 6+000 km is 15.84 m also. For a design speed of 100 km/hr and length of curve
L= 500 m, find:
a- Location of PVC & PVT.
b- Elevation of PVC & PVT.
c- Elevation of intermediate points at 50 m intervals.
d- Is the length of the curve sufficient for passing sight distance?
SOLUTION
L
a- Sta. PVC = Sta. PVI − = 5200 - 250= 4950m= 4+950 km
2
L
Sta. PVT = Sta. PVI + = 5200+250=5450m= 5+450 km
2
y2 −y1 15.84−3.84
b- g= , 𝑔1 = = 0.02 = +2%
x2 −x1 5200−4600
15.84−15.84
𝑔2 = = 0.00
6000−5200
Elev. PVI − Elev. PVC
𝑔1 =
Sta. PVI − Sta. PVC
15.84 − Elev. PVC
0.02 =
5200 − 4950
So that Elev. PVC =10.84m
Elev. PVT − Elev. PVI
𝑔2 =
Sta. PVT − Sta. PVI
Elev.PVT−15.84
0= => Elev. PVT=15.84m
5450−5200
𝒓 𝒙²
c- y = + g1x + Elev. PVC
𝟐
𝑔2 −𝑔1 0−2
r= = = - 0.4%
L 5
y = -0.2x²+2x+10.84
y1= -0.2(1/2)²+2(1/2)+10.84 => y1=11.79 m
y2= -0.2(1)²+2(1)+10.84 => y2 = 12.64 m , y3,y4
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d- The length (L) is sufficient for passing sight distance because the curve doesn't
concave down
10-3 Crest Vertical Curve
The stopping sight distance is the controlling factor in determining the length of a
crest vertical curve. Figure (3) shows the design concept and geometry. The
minimum length of (L) is such that when the driver of a vehicle climbs over the
crest he/she has enough stopping distance if there is a (150) mm object on the road.
In this case, the height of the driver’s eye (h1) and height of the object (h2) are two
important inputs. Other controlling factors are the driver’s stopping sight distance
(S); absolute change in the gradient before and after the crest curve (A = |G1 – G2|;
in %). The design equations are:
The (100) in the above equations are to convert A from (%) into decimals. Typical
design height for h1 and h2 are (1.080 m) and (0.600 m), respectively.
For night driving on a highway without street lighting, a driver’s vision is limited
by the area illuminated by the vehicle’s headlight. At the higher speed, the distance
covered by the headlight is smaller than the stopping sight distance. In this case,
(h1 = 0.600 m) (equivalent to the height of the headlights) should be used.
For passing sight distance (in the section of the vertical curve is designed as a
passing zone), the object to be detected ahead is the opposing vehicle. In this case
(h2 = 1.080 m) should be used.
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Figure (3): Sight distance for crest vertical curve
10-4 Sag Vertical Curve

Figure (4) shows the driver’s sight limitation when approaching a sag vertical
curve. The problem is more obvious during the night time when the sight of the
driver is restricted by the area projected by the headlight beams of his/her vehicle.
Hence, the angle of the beam from the horizontal plane is also important. This
design control criterion is known as headlight sight distance. The headlight height
of (h = 0.600 m) and upward angle for the headlight projection cone of (β =1º) is
normally assumed. The governing equations are :
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A driver may experience discomfort when passing a vertical curve. The effect of
discomfort is more obvious on a sag vertical curve than a crest vertical curve with
the same radius, because the gravitational and centripetal forces are in the opposite
directions. Some of the ride discomforts may be compensated by a combination of
vehicle weight, suspension system, and tire flexibility.
Figure (4): Sight distance for sag vertical curve
The following equation has been recommended by AASHTO as the minimum

length of a vertical curve that will provide a satisfactory level of ride comfort:
𝐴 𝑣2
𝐿=
395
The curve length to satisfy this criterion is usually about half the length that is
needed to meet the stopping sight distance criteria.
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EXAMPLE 2:
A vertical curve is to be constructed between a (3.5%) grade and (- 4%) grade.
The required sight distance is (300 m). The dangerous object is considered to be on
the pavement surface, and the driver's eye level is at (1.05 m) above the pavement
surface. Determine the length of the vertical curve that will satisfy the sight
distance requirement.
SOLUTION
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Vertical Alignment: 10-1 Overview

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Civil Engineering Department

Highway Engineering,4th year

Figure (1): Example of typical vertical alignment.

Table (1): Desirable maximum vertical gradients

Road Type Desirable maximum gradient (%)

All-purpose dual carriageway 4

All-purpose single carriageway 6

A minimum longitudinal gradient of 0.5% should be maintained where possible in

As indicated in Figure (2), the transition starts on a tangent at PVC, point of

Figure (3): Sight distance for crest vertical curve

10-4 Sag Vertical Curve

Figure (4): Sight distance for sag vertical curve

The following equation has been recommended by AASHTO as the minimum

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