The

various factors to be considered in the

horizontal alignment are:
Design speed
Radius of circular curves.
Type and length of transition curves
Super elevation.
Widening of pavement on curves.

 Most

important factor in the design of

horizontal alignment.
Depends on the type of the road as well as
type of terrain.
For instance, Indian Road Congress (IRC) has
classified the terrains into four categories,
namely plain, rolling, mountainous, and
steep.

Design speed in kmph for various terrains

Road
Classificatio
n

Mountaniou
Steep
s
Rulin
Rulin
Rulin
Rulin
Min
Min
Min
Min
g
g
g
g
Plain

Rolling

NS&SH

100

80

80

65

50

40

40

30

MDR

80

65

65

50

40

30

30

20

ODR

65

50

50

40

30

25

25

20

VR

50

40

40

35

25

20

25

20

 The

presence of horizontal curve imparts

centrifugal force which is a reactive force
acting outward on a vehicle negotiating it.
Centrifugal force depends on speed and
radius of the horizontal curve
It counteracted to a certain extent by
transverse friction between the tyre and
pavement surface.
Centrifugal force is given by the equation
Wv2
P=

 Where

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 and is given by:

 The

centrifugal force acting on a vehicle

negotiating a horizontal curve has two
effects:
Tendency to overturn the vehicle outwards
about the outer wheels.
Tendency to skid the vehicle laterally out
wards.

 Overturning

effect

 Taking

moments of the forces with respect to

the other when the vehicle is just about to
override:

Ph

or

 For

safety the following condition must

satisfy:
b
v2

>
2h gR

10

 Transverse

skidding effect
The equilibrium condition of transverse skid
resistance is given by:
P= FA + FB = f(RA + RB) = fw
Equating fw equal to counteracting
centrifugal force
P

= fW or

11

 Super-elevation

or cant or banking is the

transverse slope provided at horizontal curve
to counteract the centrifugal force, by
raising the outer edge of the pavement with
respect to the inner edge, throughout the
length of the horizontal curve.
In order to find out how much this raising
should be, the following analysis may be
done.

12

13

the centrifugal force acting horizontally

out-wards through the center of gravity.
W the weight of the vehicle acting downwards through the center of gravity, and
F the friction force between the wheels and
the pavement, along the surface inward.

14

 At

equilibrium resolving the forces

P cos = W sin + FA + FB
= W sin + f(RA + RB)
= W sin + f(W cos + P sin )
Dividing by Wcos

(1 ftan) = tan + f

15

This is an exact expression for super elevation.

But

normally, f = 0.15 and < 4o, 1 - f tan~

1.

= tan + f
= e + f, e= tan = rate of super elevation

16

e+f=

17

Steps for super elevation design

i)The super elevation for 75% of design speed,
(0:75v)2
neglecting f, i.e e =

ii)If the calculated value is less than .07 the

value so obtained is provided. If the value of
super elevation exceeds .07 then proceed with
steps (iii) or (iv)
iii)Check the coefficient of friction developed
for maximum value of e = .07 using equation

e+f=

19

 If

the calculated value of f is less than 0.15,

the super elevation of 0.07 is safe for design
speed.
If not proceed to step (iv)
iv)Find the allowable speed va for the
maximum e = 0.07 and f = 0.15,

ie 0.07 + 0.15

If

the allowable speed is higher than the

design speed, then design is adequate and
provides a super elevation of e equal to 0.07
20

 If

the allowable speed is less than the design

speed, the speed is limited to the allowable
speed va.

21