Elements of Design

The principal advantages of transition curves in horizontal alignment are the following:
1. A properly designed transition curve provides a natural, easy-to-follow path for drivers,
such that the lateral force increases and decreases gradually as a vehicle enters and
leaves a circular curve. Transition curves minimize encroachment on adjoining traffic
lanes and tend to promote uniformity in speed. A spiral transition curve simulates the
natural turning path of a vehicle.
2. The transition curve length provides a suitable location for the superelevation runoff.
The transition from the normal pavement cross slope on the tangent to the fully
superelevated section on the curve can be accomplished along the length of the transition
curve in a manner that closely fits the speed-radius relationship for vehicle s traversing
the transition. Where superelevation runoff is introduced without a transition curve,
usually partly on the curve and partly on the tangent, the driver approaching the curve
may have to steer opposite to the direction of the approaching curve when on the
superelevated tangent portion in order to keep the vehicle within its lane.
3. A spiral transition curve also facilitates the transition in width where the traveled way is
widened on a circular curve. Use of spiral transitions provides flexibility in
accomplishing the widening of sharp curves.
4. The appearance of the highway or street is enhanced by the application of spiral
transition curves. The use of spiral transitions avoids noticeable breaks in the alignment
as perceived by drivers at the beginning and end of circular curves. Exhibit 3-32
illustrates such breaks, which are made more prominent by the presence of
superelevation runoff.

Length of Spiral
Length of spiral. Generally, the Euler spiral, which is also known as the clothoid, is used in
the design of spiral transition curves. The radius varies from infinity at the tangent end of the
spiral to the radius of the circular arc at the end that adjoins that circular arc. By definition, the
radius of curvature at any point on an Euler spiral varies inversely with the distance measured
along the spiral. In the case of a spiral transition that connects two circular curves having
different radii, there is an initial radius rather than an infinite value.
The following equation, developed in 1909 by Shortt (25) for gradual attainment of lateral
acceleration on railroad track curves, is the basic expression used by some highway agencies for
computing minimum length of a spiral transition curve:
Metric

0.0214V
L=
RC

US Customary
3

where:
L =
V =
R =

3.15V 3
L=
RC

( 3-27 )

where:
minimum length of spiral, m;
speed, km/h;
curve radius, m;

C = rate of increase of lateral

acceleration, m/s3

L
V
R
C

=
=
=
=

minimum length of spiral, ft;

speed, mph;
curve radius, ft;
rate of increase of lateral
3
acceleration, ft/s

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AASHTOGeometric Design of Highways and Streets

Exhibit 3-32. Transition Spirals (23)

The factor C is an empirical value representing the comfort and safety levels provided by the
spiral curve. The value of C = 0.3 m/s3 [1 ft/s3 ] is generally accepted for railroad operation, but
values ranging from 0.3 to 0.9 m/s3 [1 to 3 ft/s3 ] have been used for highways. This equation is
sometimes modified to take into account the effect of superelevation, which results in much
shorter spiral curve lengths. Highways do not appear to need as much precision as is obtained
from computing the length of spiral by this equation or its modified form. A more practical
control for the length of spiral is that it should equal the length needed for superelevation runoff.

178

Elements of Design

Maximum radius for use of a spiral. A review of guidance on the use of spiral curve
transitions indicates a general lack of consistency among highway agencies. In general, much of
this guidance suggests that an upper limit on curve radius can be established such that only radii
below this maximum are likely to obtain safety and operational benefits from the use of spiral
transition curves. Such a limiting radius has been established by several agencies based on a
minimum lateral acceleration rate. Such minimum rates have been found to vary from 0.4 to
1.3 m/s2 [1.3 to 4.25 ft/s2 ]. The upper end of this range of rates corresponds to the maximum
curve radius for which some reduction in crash potential has also been noted. For these reasons, it
is recommended that the maximum radius for use of a spiral should be based on a minimum
lateral acceleration rate of 1.3 m/s2 [4.25 ft/s2 ] (20). These radii are listed in Exhibit 3-33.
The radii listed in Exhibit 3-33 are intended for use by those highway agencies that desire to
use spiral curve transitions. Exhibit 3-33 is not intended to define radii that require the use of a
spiral.
Metric
Design speed (km/h)
Maximum radius (m)
20
24
30
54
40
95
50
148
60
213
70
290
80
379
90
480
100
592
110
716
120
852
130
1000

US Customary
Design speed (mph)
Maximum radius (ft)
15
114
20
203
25
317
30
456
35
620
40
810
45
1025
50
1265
55
1531
60
1822
65
2138
70
2479
75
2846
80
3238
Note: The safety benefits of spiral curve transitions are likely to be negligible for larger radii.

Exhibit 3-33. Maximum Radius for Use of a Spiral Curve Transition

Minimum length of spiral. Several agencies define a minimum length of spiral based on
consideration of driver comfort and shifts in the lateral position of vehicles. Criteria based on
driver comfort are intended to provide a spiral length that allows for a comfortable increase in
lateral acceleration as a vehicle enters a curve. The criteria based on lateral shift are intended to
ensure that a spiral curve is sufficiently long to provide a shift in a vehicles lateral position
within its lane that is consistent with that produced by the vehicle s natural spiral path. It is
recommended that these two criteria be used together to determine the minimum length of spiral.
Thus, the minimum spiral length can be computed as:

179