Significance and comparative analysis of Extra widening of

pavements using IRC & AASHTO approach of design

1. Syed Athar Javid Bukhari, 2. Sajad Ahmad Mir
1. M.Tech. student, Department of Civil Engineering.,Mewar University ,
Rajasthan India.

2. Faculty of Mewar University, Department of Civil Engineering, Mewar University

Rajasthan India.

ABSTRACT

It has been realized over the years that the scope of transportation engineering has increased
manifolds and developing safe, secure and graceful pavements be that flexible or rigid
pavements has been challenging task for engineers all over the world. Globally it is being
widely believed that the increase in road connectively in last half a century is multiples times to
that of the roads developed in the preceding centuries. This paper deals with the horizontal
control of roads in particular to the need, methods and significance of widening of pavements at
horizontal curves .It also deals with the comparative study and analysis of Pavements by using
both IRC (Indian roads congress) and AASHTO ( American association of state highways and
transportation officials ) approach of designing .This in nutshell is a blend approach of
widening a pavement by using IRC & AASHTO approach, while as IRC deals with the off
tracking and psychological factors affecting the widening of pavements, AASHTO caters for the
factors such as lateral clearance allowance, width of overhang of a vehicle etc.

The goal in writing this manuscript/paper is to guide the engineers and researchers into the need
and significance of widening of pavements at horizontal curves and to make them familiar with
the IRC and AASHTO approaches of designing of pavements. I have tried my best to keep it as
light as possible .I tried very hard to leave out long equations loaded with Greek letters ,I have
avoided deep technical discussions on physics and mechanics of pavements. A bibliography of
books on horizontal control of pavements and references to the said topic accompanies this guide
for those who want more information.
INTRODUCTION

The various factors to be considered to the horizontal alignment are design speed, horizontal
curves , super elevation ,transition curves and extra widening of pavements on curves. This
paper deals specially with the extra widening of pavements at horizontal curves. We are familiar
with the fact that on horizontal curves, especially on a curve with different radi , it is a very
common practice to widen the pavement slightly more than the normal width. The logic behind
this extra widening of pavement is due to the following reasons:

OFF TRACKING OF WHEELS :

An automobile has a rigid wheel base and only the front wheel of the automobile turn;
whenever a vehicle takes a turn to negotiate a horizontal curve, the rear wheel do not follow
the path as followed by the front wheels ,Hence the path line for both front as well as rear
wheels is different. This is known as OFF TRACKING. At lower speeds and up to design
speed with no lateral slipping of rear wheels; rear wheels follow the inner path on the curve
as compared with those of the corresponding front wheels. This means that if inner front
wheel takes a path on the inner edge of the pavement ,inner rear wheels will be of the
pavement on the inner shoulder. Off tracking is a function of the length of the wheelbase
and the radius of the curve negotiated by the automobile.
1) At speeds higher than the design speed super elevation and side friction developed are not
adequate to counteract the outward thrust due to centrifugal force so transverse skidding is
possible and rear wheels may follow the outer path as compared with corresponding front
wheels.
2) The path traced by the wheels of a trailer in the case of a trailer units ,is also likely to be on
the either side of the central path of the towing vehicle, depending on the speed ,rigidity of
the universal joints and pavement roughness

PSYCHOLOGICAL FACTORS

In order to take curved path with larger radius and to have greater visibility at curve, the drivers
have the tendency not to follow the central path of the lane, but to use the outer side at the
beginning of the curve.

While two vehicles cross or overtake at horizontal curve there is a psychological tendency to
maintain a greater clearance between the vehicles than on straights for the purpose of safety.
DESIGN OF EXTRA WDENING USING IRC APPROACH
Indian roads congress (IRC) method considers two aspects for the extra widening of pavement
on horizontal curves and these are

1) Mechanical widening
The widening required to account for the off tracking due to rigidity of the wheel base is called
as mechanical widening(Wm) and is calculated by the following formula

Wm = L2/2R

Where, R = mean radius of the curve

L = length of the wheel base

The mechanical widening calculated above is required for one vehicle negotiating a horizontal
curve along one traffic lane, hence in a road having „n‟ traffic lanes as „n‟ vehicles can travel, the
total mechanical widening required is given by
2
Wm = NL /2R

2)Psychological widening

Pavements are also widened to nullify the psychological factors such as, to provide for greater
maneuverability of steering at higher speeds, extra space required for the overhangs of the
vehicles, greater clearance for crossing and overtaking vehicles on horizontal curves and others
.Therefore psychological factors are important in pavements with more than one lane.IRC
recommends an empirical formula for the calculation of required extra widening due to
psychological fact ors (Wps) which is a function of design speed of the vehicle (V) and radius of
the curve (R) ,Hence WPS is given by

WPS = V/9.5R1/2

Hence total widening We is given by

We = Wm +Wps
= nL2/2R + V/9.5R0.5
Where, n =number of traffic lanes

L = length of wheel base of longest vehicle, m

V = design speed, Kmph

R = radius of horizontal curve, m

Extra width recommended by IRC for single and two lane pavements is given as in a table

Radius of Upto 20 20 to 40 41 to 60 61 to 100 101 to 300

curve (m)
Extra width
(m)
Single lane 0.9 0.6 0.6 Nil Nil
Two lane 1.5 1.5 1.2 0.9 0.6

DESIGNING OF EXTRA WIDENING USING AASHTO APPROACH

In this method the traveled way width is calculated and this traveled way width (WC ) needed on
a curve depends upon various factors such as

Track width on curve (U).

Lateral clearance allowanace (C).

Width of front overhang of inner lane vehicle (FA).

Extra width allowance ( Z) .

TRACKWIDTH ON A CURVE (U):

It is simply a sum of track width on a tangent and amount of off tracking

U = U1+R – (R2- L2)0.5

Where, U = Track width on curve, m

U1 = Track width in tangent ( out to out of tyres ),m (2.44 or 2.59 m

depending on design vehicle )
 R = Radius of curve , m

L = wheel base of design vehicle between consecutive axles or set of

tandem axles and articulation points, m
It is pertinent to mention that track width on a curve is a function of wheel base of design curve
and radius of curve.

LATERAL CLEARANCE ALLOWANCE ( C )

This component of AASHTO provides for clearance between the edge of the traveled way and
nearest wheel path and for the body clearance between vehicles passing or meeting. As per
AASHTO lateral clearance per vehicle ; 0.6,0.75 and 0.9 m for traveled way width on tangent
equal to 6.0 ,6.6 and 7.2 m.

WIDTH OF FRONT OVERHANG ( FA )

It is the radial distance between the outer edge of the tire path of the outer front wheel and the
path of the outer front edge of the vehicle body. This component is calculated for inner lanes
only and is not accounted for the outer lanes of the pavement. The empirical formula suggested
by AASHTO for calculating the width of the overhang is given as

FA = [ R2 + A(2L+A) ]1/2 –R

Where , R = Radius of curve, m

A = Front overhang of the design vehicle, m

L = Wheel base of single unit or tractor , m

EXTRA WIDTH ALLOWANCE ( Z )

It is the additional radial width of pavement to allow for the difficulty of maneuvering on a curve
and the variation in driver operation. The empirical formula as per AASHTO is

Z = 0.1 V/R1/2

Where , V = Design speed of vehicle , Kmph

R = Radius of curve , m
TRAVELED WAY WIDTH (W ) AS PER AASHTO APPROACH

Widening of traveled way on curve is given as

W = WC – Wn

WC = Width of traveled way on curve

=N (U + C ) + ( N – 1 ) FA + Z

Where , N = Number of lanes.

U = Track width on curve , m

C = Lateral clearance allowance

FA = Width of front overhang of inner lane vehicle , m

Z = Extra width allowance , m

W = Width of traveled way on tangent

An AASHTO table for extra width to the corresponding

Radius of curve Roadway Width, Roadway Width , Roadway Width ,

(m) 7.2 m 6.6 m 6m
Design speed Design speed Design speed ,
,kmph ,kmph kmph
50 80 50 80 50 80 100
100 100
300 0.5 0.7 1.0 1.1 1.1 1.3 1.4
0.8 1.1
200 0.8
100 1.6
70 2.3
It is important to note that the above values hold true for WB- 15 type design vehicles.

For other type of design vehicles, appropriate adjustment factors should be used.

For 3 lane Highways multiply the above values by 1.5.

For 4 lane highways multiply the above values by 2.0.

METHODS OF INTRODUCING EXTRA WIDENING

The widening is introduced gradually, starting from the beginning of the transition curve or the
tangent point (T.P ) and increased progressively at constant rate, till the full value of desired
widening is reached at the end of the transition curve where full values of super elevation is also
provided. The full value of extra widening is provided along the length of circular portion and is
then subjected to decrease along the length of transition curve. It has been an engineering
practice to equally distribute the value of extra widening each on inner and outer sides of the
curve except in case of sharp curves of hilly roads the extra widening could be provided in full
on the inner side of the curve.

On horizontal circular curves without transition curves, two-third of the widening is

provided at the end of the straight section that means before the start of the circular curve and the
remaining one-third widening is provided on the circular curve beyond the tangent point as in the
case of super elevation .In such cases the widening is provided on the inside of the curve.

CONCLUSION / APPLICATION
After making an in depth analysis of the significance of the extra widening of the pavements and
designing it by using IRC and AASHTO assumptions, one can conclude the following
observations:
1 ) It is observed that curve widening should transit gradually over a length sufficient to make
the entire travelled way fully usable.

2 ) With transition curve, it is suggested to increase the width of an appropriate uniform rate
along the transition curve. The extra width should be continued over the full length of circular
curve.

3 ) Without transition curve , we should provide 2/3 widening on the tangent and the remaining
1/3bon the circular curve beyond the tangent point.

4 ) It is preferable to provide widening over the super elevation runoff length but at times shorter
lengths are used.
5 ) As per AASHTO ,change in width normally should be effected over a length of 30 – 60 m.

6 ) From the stand points of usefulness and appearance ,the edge of the traveled way through
through the widening transition should be smooth and graceful curve.

7 ) As per AASHTO approach, a tangent transition edge should be avoided.

8 ) With transition curve , widening is generally applied on both sides of the carriage way that is
50% on the inner side and 50 % on the outer side.

9 ) At a section without a transition curve , the entire widening should be done on the inner side
of the pavement .

10 ) Also , in case of hilly roads with sharp curves the entire widening should be done on the
inner side.

REFERENCES

1 . Specification and standard committee , Widths of highway pavements , journal ,IRC ,Vol. XI-
I and 4 , 1946 – 47.

2. AASHTO , A policy on Geometric Design of Rural Highway, American Association of state

Highway Officials ; Washington.

3. Specifications and standards committee , Horizontal and Transition curves for Highways
journal, Indian roads congress , Vol. XI-3 and 4 ,1946-47 .

4. Ives, H.C., Highway curves ,John Wiley and sons ,Inc.,New York .

5. Indian Roads Congress , “ Geometric Design Standards for Rural ( Non Urban ) Highways”
,IRC : 52 -1981.

6. Indian roads congress , “ Geometric Design Standards for Urban Roads in Plains “ , IRC : 86-
1983 .

7. Indian Roads Congress , Recommendations about the alignment , survey and geometric design
of Hill Roads , IRC 52 – 1981.

8. NPTEL ( National programme on technology enhanced learning ) lectures on Transportation

engineering by I.I.T Kharagpur.