Horizontal curves: A horizontal highway curve is a curve in plan

to provide change in direction to the central line of a road. When a

vehicle transverse a horizontal curve, the centrifugal force acts
horizontally outwards through the centre of gravity of the vehicle.
The centrifugal force P is given by the equation:
P = Wv2/gR
Here, P = centrifugal force, kg
W = weight of the vehicle, kg
R = radius of the circular curve, m
v = speed of vehicle, m/sec
g = acceleration due to gravity = 9.8 m/sec2
The ratio of the centrifugal force to the weight of the vehicle, P/W is
known as the centrifugal ratio or the impact factor. The centrifugal
ratio is thus equal to v2/gR.
 Exam- elements of Horizontal Curve

Following figure indicates the main elements of a circular

curve provided with spiral for transition at its two ends.
 exam - Definition
Super elevation
In order to counteract the effect of centrifugal force and to
reduce the tendency of the vehicle to overturn or skid, the
outer edge of the pavement is raised with respect to the inner
edge, thus providing a transverse slope throughout the length
of the horizontal curve.
This transverse inclination to the pavement surface is known
as super elevation or cant or banking.
The super elevation ‘e’ is expressed as the ratio of the height
of outer edge with respect to the horizontal width.
e = tanθ
Analysis of super elevation Derivation -exam

for equilibrium condition,

Pcosθ = Wsinθ + FA + FB
The limiting equilibrium is reached when the full values of the frictional
forces are developed and the value of FA and FB reach their maximum
value of f*RB and f*RA respectively where “f” is the coefficient of lateral
friction and RA and RB are the normal reactions at wheels A and B.
Therefore Pcosθ = Wsinθ + f(RA + RB)
= Wsinθ + f(Wcosθ + Psinθ)
i.e. P(cosθ – fsinθ) = Wsinθ + f Wcosθ
Dividing by Wcosθ,
P/W (1-f tanθ) = tanθ + f
P/W = tanθ + f / 1-f tanθ
The value of co-efficient of lateral friction “f” is taken as
0.15 for design purposes. The value of tanθ due to super
elevation seldom exceeds 0.07 or about 1/15. Hence the value
of f tanθ is about 0.01. Thus the value of (1-f tanθ) in the above
equation is equal to 0.99 and may be approximated to 1.0
Therefore, P/W = tanθ + f = e + f
But P/W = v2/gR
Therefore e + f = v2/gR
If the speed of the vehicle is represented as V kmph, then e +
f = (0.278V)2/9.8R = V2/127R
Maximum super elevation
From the practical view point, it will be necessary to limit the
maximum allowable super elevation to avoid very high values
of “e”.
This is particularly necessary when the road has to cater for
mixed traffic, consisting of fast and slow traffic.
On hill roads not bound by snow, a maximum super elevation
up to 10% has been recommended.
On urban road stretches with frequent intersections, it may be
necessary to limit the maximum super elevations to 4%.
Minimum super elevation: The IRC recommendation giving
the radii of horizontal curves beyond which normal cambered
section may be maintained and no super elevation is required for
curves are given below
 Exam
Steps for Super elevation design
Step 1: The super elevation for 75% of design speed (v m/sec or V
kmph) is calculated neglecting the friction
e = (0.75v)2/gR or (0.75V)2/127 R
i.e. e = V2/225R
Step 2: If the calculated value of “e” is less than 7% or 0.07 the value
so obtained is provided. If the value of “e” exceeds 0.07 then provide
the maximum super elevation equal to 0.07 and proceed with steps 3
or 4.
Step 3: Check the co-efficient of friction developed for the maximum
value of e = 0.07 at the full value of design speed,
f = (v2/gR – 0.07)
= (v2/127R – 0.07)
If the value of f thus calculated is less than 0.15 , the super elevation
of 0.07 is safe for the design speed. If not, calculate the restricted
speed as given in step 4.
Step 4: As an alternative to step 3, the allowable speed at the
curve is calculated by considering the design co-efficient of
lateral friction and the maximum super elevation i.e.
e + f = 0.07 + 0.15 = 0.22 = va2/gR = Va2/127R
Calculate the safe allowable speed,
va = √0.22gR = √2.156R m/sec
or va = √27.94R kmph
If the allowable speed, as calculated above is higher than the
design speed, then the design is adequate and provides a super
elevation of “e” is equal to 0.07.
If the allowable speed is less than the design speed, the speed
is limited to the allowable speed Va kmph calculated above.
 Exam
Attainment of super elevation: The attainment of super
elevation may be split up into two parts:
a) Elimination of crown of the cambered section
b) Rotation of pavement to attain full super elevation
a) Elimination of crown of the cambered section
Method 1

The outer half of the cross slope is rotated about the crown at a
desired rate such that the surface falls on the same plane as the
inner half and the elevation of the centre line is not altered.

The outer half of the cross slope is brought to level or

horizontal at the start of the transition curve or at tangent point.

Subsequently the outer half is further rotated so as to obtain

uniform cross slope equal to the camber as shown in fig.
Method 2
This method is also known as diagonal crown method. The
crown is progressively shifted outwards thus increasing the
width of the inner half of cross section progressively.
This method is not usually adopted as a portion of the outer
half of the pavement has increasing values of negative super
elevation on to a portion of the outer half, before the crown is
eliminated.
Exam

b) Rotation of pavement to attain full super elevation:

There are two methods to attain the full super elevation-
• By rotating the pavement cross section about the centre line,
depressing the inner edge and raising the outer edge each by half the
total amount of super elevation, i.e. by E/2 with respect to the centre.
• By rotating the pavement cross section about the inner edge of the
pavement section raising both the centre as well as the outer edge of
the pavement such that the outer edge is raised by the full amount of
super elevation, E with respect to the inner edge.