Superelevation is the banking of roadway around a curve as illustrated in the figure below.

It is also the rotation of the pavement on the approach to and through a horizontal curve. The purpose of employing superelevation of the roadway cross section is to counterbalance the centrifugal force, or outward pull, of vehicles traversing a horizontal curve. Whenever a body changes directions, it does so because of the application of unbalanced force and when vehicles travel over a horizontal curve, it is the centrifugal force that keeps the vehicles from sliding to the outside edge of the curve. Side friction developed between the tires and the road surface also counterbalances the outward pull of the vehicles. A combination of these two concepts allows a vehicle to negotiate curves safely at higher speed than would otherwise be possible.

Superelevation rate, which is the rise in the roadway surface elevation as move from the inside to the outside edge of the road. For a given speed, the maximum superelevation rate and the assumed value for the maximum side friction factor is combination determine the maximum curvature. For example, a superelevation rate of 10% implies that the road way surface

elevation increases by 1ft for every 10ft of roadway width. The maximum rates of superelevation used on highways are depends upon by several factors. These include climate conditions, i.e frequency and amount of snow and ice, terrain conditions, i.e. flat and mountain, type of area, i.e. rural or urban, and frequency of very slow-moving vehicles that would be subject to uncertain operation. Factor of climate conditions such as in areas where ice and snow are expected the rate of superelevation could not has greater than the rate on which a vehicle standing or travelling slowly would slide down the cross slope when the pavement is icy. The lower of maximum superelevation also can approach the vehicles to stop quickly in icy pavement. A superelevation rate of 8% seems to be a conservative maximum value. As an example, Northern States that experience ice and snow conditions may establish lower maximum for superelevation than states that do not experience these conditions. Use of lower maximum superelevation rates by policy is intended to address the perceived problem created by vehicles sliding transversely when travelling at very low speeds when weather conditions are poor. In contrast, in areas that are not plagued by ice and snow, a maximum superelevation rates of 10%-12% seems to be a practical limit. The reason is because of high superelevation that make concerning more comfortable during the summer by requiring less frictional force, can make winter driving ponderous by causing slow-moving vehicles to slip downhill toward the inside of the curve. Because of this, there are practical maximum limits for the rate of superelevation. In terrain conditions, the designer`s ability to efficiently satisfy the rates of maximum superelevation can be accomplished without construction difficulty or extraordinary expense. However, as the terrain becomes more challenging , as in rolling or mountainous terrain, significantly more complicated issue must be concerned to achieve compatibility between the rate of superelevation and the surrounding ground. As an example, where a mountainous terrain is a habitat of animals, maximum superelevation should be lower to avoid accidently

happen between vehicles and the animals. But, conversely if the terrain is certified free from other habitats, maximum superelevation is not necessary because it will need a highly cost to cover the construction. Where a roadway crosses a waterway or drainage there must be consistent with the design flood frequency elevation and the rate of superelevation. The superelevation must provide sufficient clearance and cover for construction of culverts and other components of the drainage system. Other than that, such in hilly areas, since such carts are not prevalent and the number of curve is more, a higher superelevation is required. A value of 10 % is recommended for design in hilly areas not affected by snow. For most superelevation in urbanized areas there is little opportunity for any major variation in superelevation. The superelevation controls usually are fairly well fixed by the existing facility and or adjacent roadside development. Rural areas are usually designed with a maximum superelevation rate of 6% but it may be appropriate to use a rate of 8%. Urban roadways areas are normally to be designed with a superelevation rate of 4%. Maximum superelevation rates can be difficult to attain in urban settings due to closely spaced intersections, numerous, and limited right of way. Other than, as a safety to the urban people. Differently with rural area, due to amount of vehicle passing the road way, a higher superelevation is more suitable. Superelevation may be omitted on low-speed urban streets subjected to severe constraints. Every day, millions of people use roads for travel. A significant amount of travel happens on highways or interstates. On large volume roadways such interstates, where speeds are high problems can occur and it has been observed that 70% roadways is inconvenient to slow moving vehicles. Providing superelevation to fully counteract the centrifugal force would necessitate giving a superelevation more than 7% for sharp curves causing inconvenient to slow moving vehicles. As an example, when travelling slowly around a curve with high superelevation, negative lateral process develop and the car is held in the proper path only when the driver steers up the slope or against the direction of the horizontal curve. This

direction of steering is an unnatural movement on the part of the driver and possibly explains the difficulty of driving on roads. In addition, frequency of slow moving vehicles is also needed when the road way is nearer with the traffic light, school, hospitals, junctions and so on. Therefore, as a compromise , since cannot provide the exact amount of superelevation required for varying speed of vehicles that will use the highways fully counteracting the centrifugal force developed at three-fourth of the design speed by superelevation is specified. Lastly,considerations of all these factors jointly leads to the conclusion that no single maximum superelevation rate is universally applicable and that a range of values must be used. Both modern construction techniques and driver comfort limit the maximum superelevation rate of 12%.

References http://techalive.mtu.edu/modules/module0003/Superelevation.htm http://www.webs1.uidaho.edu http://www.palgrave.com/science/engineering/uren Surveying for Engineers, Fourth Edition, J.Uren and W.F.Price Nazirah Bt Md. Tarmizi, Engineering Surveying 2 (SUG213), UiTM Perak 2010.