Geometric Design

GEOMETRIC DESIGN PROBLEM
Given Data:
Road section
Route A-C-E: E-C-A

(vpd)
K-A
C-A
Route A-K-E: E-K-A

(vpd)
17,700: 16,000
5,000: 25,000
A. Based from the given data, Road Sections C-A under Route A-C-E and K-A under
Route A-K-E gives the maximum traffic flows; hence adopt this value for the design of
the two (2) routes.
Expected Average Annual Daily Traffic: 30,000 and 33,700 vehicles respectively
A-C-E = 5,000; DD = 0.17
A-K-E = 17,700 vehicles ; DD = 0.53
E-C-A = 25,000; DD = 0.83
E-K-A = 16,000 vehicles ; DD = 0.47
Vehicle Type
Proportion Flow in %
Private Cars
50
Taxicabs
20
Minibuses
20
Big buses
10
B. Expected Traffic Composition
70% of private cars and taxicabs will travel directly from A-K-E and vice versa
30% of private cars and taxicabs will travel from A-CE and vice versa
Big buses and minibuses will travel from A-C-E and vice versa
Peak Hour Factor (PHF) = 0.95
C. Expected Characteristics of the vehicles
Type of
vehicles
Private car
Taxicab
Minibuses
Big buses
1.
2.
3.
4.
5.
1.
Expected
maximum speed
(kph)
80
70
60
50
Average
Effective length
(m)
6
6
8
12
Passenger Car
Equivalent
Average
width (m)
1
1.2
1.5
2.5
2
2.1
2.3
2.6
Other Design Information

Collection and dropping of passengers along the road
Total road length from A-E is 0.4 kilometers
2.5% average traffic growth per year for the past 10 years
Design year is 15 years
Current AADT are 30,000 and 33,700 vehicles
Assumptions
Pedestrians Flow = 3,000 per hour per direction in the section of the road within
the built-up area
D. Level of Service:
Reference: table 11.6, Guide for Selection of Design Level of Service
Book: A Policy on Geometric Design of Highways and Streets 1994, American
Association of State Highway and Transportation Officials.
Highway
Type
Freeway
Arterial
Collector
Types of Areas and Appropriate Level of Service

Rural
Rural
Rural
Urban &
Level
Rolling Mountainous Suburban
B
B
C
C
B
B
C
C
C
C
D
D
Local
Table. 11-6
By Using the above table, from relation between Type of Area and Appropriate LOS for
Rural Rolling Collector, LOS = C
Required Tasks:
1. To design the cross section of the road
2. To design the horizontal alignment
3. To design the vertical alignment
TASK 1: CROSS-SECTION DESIGN
a. Classification of road and configuration of the cross section
Pedestrians will be provided separate lanes
Bus bays will be provided for dropping and collecting passengers along the link
ACE along built up areas only
b. Determination of number of lanes required:
Design Demand Flow Rate (DDFR) for each vehicle type
DDFR (m)
[EAADT x EK x PF(m) x DD(m)]

[EPHF]
where:
EAADT = forecast or assumed average annual average annual daily traffic
EK
= percentage of AADT occurring during peak hour
0.12 0.20 for rural routes
and in this Case is assumed to be = 0.12
PF(m) = Proportion of conveyor category m in a peak period traffic stream
DD(m) = directional distribution factor = proportion of traffic of group
m that moves in the major direction [ 0.87 for route A-C-E and = 0.53 for
route A-K-E as deduced from the highest traffic flow per day]
EPHF = expected peak hour factor [0.95]
Private Cars and taxicabs along Route A-K-E

Considering 70% transit cars and travelling from A to E and vice versa only.
PF (car)
= 0.5 x 0.7
PF (taxicabs) = 0.2 x 0.7
DDFR (car)
= 0.35
= 0.14
= EAADT x EK x PF(car) x DD(car)

EPHF
Where:
EADDT (n=15) = current AADT x (1 + ave.traffic growth factor per year)(n)
= 33,700 x (1 + 2.5%)15
= 33,700 x (1.025)15
= 48.808 vehicles
Substituting all values,
DDFR (car)
= 48808 x 0.12 x 0.35 x 0.53

0.95
= 1144 cars/hour
DDFR (taxicabs) = 48808 x 0.12 x 0.14 x 0.53

0.95
= 458
For Big buses, Mini buses and 30% of private cars and taxicabs along Route
C-E
A-
i. 30% Private cars

PF (m)
= 0.50 x 0.30 = 0.15
DDFR (car) = EAADT x EK x PF(car) x DD(car)
EPHF
Where:
EADDT (n=15) = current AADT x (1 + ave.traffic growth factor per year)(n)
= 30,000 x (1 + 2.5%)15
= 30,000 x (1.025)15
= 43,450 vehicles
DDFR (car)
= 43450 x 0.12 x 0.15 x 0.83

0.95
= 683 cars/hour
ii. 30% Taxicabs
PF (taxicabs) = 0.20 x 0.30 = 0.06
DDFR (taxicabs) = 43450 x 0.12 x 0.06 x 0.83
0.95
= 274
iii. Big Buses
PF (m)
= 0.10
DDFR (big buses) = [43450 x 0.12 x 0.10 x 0.83]

0.95
= 456 big buses/hour
iv. Mini Buses
PF (m) = 0.20
DDFR (mini buses) = [43450 x 0.12 x 0.20 x 0.83]
0.95
= 912 minibuses/hour
v. Pedestrian Walkway Design
From Table 1.3.1 Characteristics of Level of Service on Traffic Facilities, Typical
Level of Service Criteria for Walkways, Urban Roads Characterization Data
Collection Analysis, by E. O. Akinyemi. For
Flow Rate =< 10ped/min/ft. for Level of Service C
This is equivalent to: 10 x 60 pedestrians / 0.30m / hour
= 600 = 2,000 pedestrians / m /hr
0.30
Therefore in order to accommodate 3,000 pedestrians/hr/direction, the required
width is given by:
Width of walkway
[3,000 x 0.30]
[600 x 0.95]
=
1.57m
Thus provide a 1.50 meters wide walkway in each direction of the road along
Route A-C-E.
Design Service Flow Rate
Determination of Number of Lanes to cater for the types of vehicles :

Private cars only along A-K-E route
DDFR:
DDFR car
DDFR taxicabs
= 1634 x 1.0 = 1144 pcph

= 458 x 1.2 = 550 pcph
1694 pcph
Design Speed
Vd
= Min [ V (traffic); V (terrain) ]..equation 2.2
where:
Vd
V(traffic)
RS
A
V(terrain)
Note:
= desirable design speed of the road section

= RS A
= speed environment i.e. expected 85th percentile desired speed
or the expected maximum average running speed
= factor of safety; 10 to 15 kph if RS >= 100kph,
0 if RS < 100 kph
= recommended design based on terrain consideration as in
Table 2.2 page 2.7
sometimes terrain or other site conditions may not permit the use
of design speed based on the above concept. However, whatever
the conditions, the difference between the design speeds of two
adjacent sections must not be greater than 15 kph.
Therefore:
Vd
= [V (traffic)]
= [0.50x 0.7 + 0.20 x 0.70] / [PFc/Vc + PFtaxicabs / Vtaxicabs]
= 0.49 / [0.35/80 + 0.14/70]
= 76.86; say 77 kph
Hence, for a level of service C, the desirable speed range is: Umax = 8kph to Umax =
12kph;i.e. in the range 69kph 65kph. Thus, the minimum desirable speed that
corresponds to the Design Service flow rate is 65kph.
From the equation which relates the service flow rate (q); corresponding design speed
(Uq); Capacity (C); Proportion Flows of various vehicle types (PFm) and Desirable
design speed:
Uq
= 0.912/[PFm/Umax(m)}] + 33.6[q/C] 44.16 [q/C] 2, in this case Umax

= Vd = 77kph
Substituting the design values, it follows that:

65
= 0.912 x [] + 33.6[q/C] 44.16 [q/C]2
By quadratic Equation;
[q/C] = 0.90
Ideal Flow Rate:

Assuming the capacity of the lane to be 2,100pcphpl
Actual capacity of the lane due to mixed traffic = Ideal capacity x ft
Ft, is given by the equation: 1/[PF(m) x PCE(m
({ [0.35/0.49]*1} + {[0.14/0.49]*1.2})
= 0.95
Hence, the actual capacity is: 0.95 x 2100 = 1995
Therefore the Design Service Flow Rate, DSFR = 0.90 x 1995
= 1796pcphpl
Number of lanes:
DDFR
DSFR
Substituting all values;
1694
1796
0.94; say 1 lane per direction
One (1) lane in each direction is required in order to accommodate the prevailing
Design Demand Traffic flow for 70% private cars and taxicabs only.
Design Cross Section
Lane Width:
i.) Minimum Width of a Traffic Lane
WLVdmin
Wv + Slm + Sf
where:
WLVdmin
Wv
= minimum desirable width of vehicle traffic lane

= width of design vehicle; taxicab
= 2.10 meters
Slm
= space required for lateral movements, (0.50-1.0m) for speed >=70kph
= 0.50m
Slf
= space required due to fear of sidewalk or objects, (0.8-1.0m) for speed
>=70kph
= 0.80m
WLVdmin
=
2.10 + 0.50 + 0.80
=
3.40 meters
ii.) Road camber
Type of pavement is assumed to be Asphalt (bituminous) Concrete. Thus a cross
fall of 2.5% is to be provided.
iii.) Drainage
Provide 1m wide drainage
Total Right of Way width required as proposed is:
Shoulder
=
1.5 m x
2
2 Major lanes
=
3.4 m x
2
Drainage
=
1.0 m x
2
Total Required Width
=
=
=
=
3.00
6.80
2.00
11.80 meters
Task 2
General Design of Horizontal curves
Route A-K-E:
Establishing threshold values:
Minimum radius of circular curve, which ensures safety of each vehicle and its
occupants and satisfies sight distance requirement.
Radius of circular curve, Rdmin
5
Design speed,
Vd
77kph
Rdmin = Max [Rsr, Rsd]

Rsr
=
Vd____
127(emax + fs)
where: emax = maximum rate of superelevation
= (0.08-0.12: in tropical country)
= 0.12 in this case (Rural in the Philippines)
fmax = maximum coefficient of lateral friction
= 0.37 * (0.0000214 * Vd2 0.0064 * Vd + 0.77)
= 0.15
= __
772______ = 172.91 m,
127(0.12 + 0.15)
Rsr
= say 173 m
Rsd
= SSD2 / (8 * m)
Design of Stopping Sight Distance

By using equation 2.5, Geometric Design of Roadways and Roadside by E.O. Akinyemi:
SSD = 0.278Vdtp + [vd2/254(fT + G)]
where:
Vd
= design speed = 77 kph
tp
= perception time, based on behavior of population
= 2.0 seconds ( Rural collector road)
fT
= coefficient of friction as in Figure 2.3, page 2.11, Geometric Design,
with speed = 77 kph and assuming tires of cars in good condition:
= 0.52
G
= 6% at maximum condition
SSD
= 0.278 * 77* 2.0 * + [ 772 / 254*(0.52 + 6%)]

= 83.06; say 83 m
= 83 m
Rsd
= SSD2 / (8 * m)
Where: m
= distance from curve to obstacle
= road center lane width + shoulder width + drainage width
= 3.4 + 1.5 + 1.0
= 5.90m
= 932 / (8 * 5.90)
Rsd
Rdmin =
Rdmin =
= 146 m
Max [173; 146]
173 m
Minimum length of transition curve

Lsdmin
= MAX[ LSc ; LSs]
where:
LSdmin
LSc
= minimum desirable length of transition curve

= length of transition curve to fullfill rate of change of lateral acceleration
LSs
= length of transition curve to fullfill rate of introduction of the designed

superelevation requirements
LSc
= 0.022 * Vd [ (Vd2 / Rdmin) 127 *edmax] .........equation 2.31

Vd
= 77 .kph
Rdmin = 173 m
edmax = maximum desirable rate of super elevation
= MIN [ emax ; {Vd2 / (282 * Rdmin)}]
= MIN [ 0.12 ; 0.12]
= 0.12
then,
LSc
= 0.022 * 77 [ ( 772/ 173 ) 127 * 0.12]

= 32.24 m
= edmax * 0.5 * [ W + We] / RS . Equation 2.32
LSs
where:
edmax
W
RS
We
= 0.12
= normal pavement width = 3.40 m
= allowable relative slope = 0.5 %
= extra widening at the circular curve = Wd min
= 0.50 n.l2 / Rdmin + 0.105 * Vd / (Rdmin)0.5 ..........equation 2.26
where:
n
l
= number of traffic lanes = 1 lanes x 2 = 2 lanes

= length of wheel base of the design vehicle
= 3.40m

We
= {[0.50 * 2 * 3.42] / 173 } + {[0.105 * 77] / (173)1/2}
= 0.69 m
LSs
= 0.12 * 0.5 [ 3.4 + 0.69] / 0.005
= 49.08 m; say 49m
Lsdmin
= MAX[ LSc ; LSs]
= Max [ 32.24; 49 ]
= 49 m
Based on the available project site limitations; i.e. road passing along built up areas,
small tangent lengths, sharp corners, and steep grades, the above obtained values
with a design speed of 77kph cannot be attained, hence, reduce the speed limit to
50kph in order that the threshold values will fit the available space.
Try Design Speed:

Vd
= 50 kph
design speed:
Uq

= Vd = 50kph

38
= 0.912 x [] + 33.6[q/C] 44.16 [q/C]2
[q/C] = 0.94
7
Ideal Flow Rate:

Actual capacity of the lane due to mixed traffic = Ideal capacity x ft
Ft, is given by the equation: 1/[PF(m) x PCE(m
({ [0.35/0.49]*1} + {[0.14/0.49]*1.2})
= 0.95
Hence, the actual capacity is: 0.95 x 2100 = 1995
Therefore the Design Service Flow Rate, DSFR = 0.94 x 1995
= 1875pcphpl
Number of lanes:
=
DDFR
DSFR
1694
1875
=
0.90; say 1 lane per direction
One (1) lane in each direction is required in order to accommodate the prevailing
Design Demand Traffic flow for 70% private cars and taxicabs only.
Lane Width:
WLVdmin
Wv + Slm + Sf
where:
WLVdmin
Wv
= minimum desirable width of vehicle traffic lane

= width of design vehicle; taxicab
= 2.10 meters
Slm
= space required for lateral movements, (0.25-0.50m) for speed >=30kph but
< 50kph
= 0.50m
Slf
>=30kph but <50kph
= 0.50m
WLVdmin
=
2.10 + 0.50 + 0.50
=
3.10 meters
ii.) Road camber
iii.) Drainage
Shoulder
=
1.5 m x
2
2 Major lanes
=
3.1 m x
2
Drainage
=
1.0 m x
2
=
=
=
=
3.00
6.20
2.00
11.20 meters
General Design of Horizontal curve

Route A-K-E:
Minimum radius of circular curve, which ensures safety of each vehicle and its
occupants and satisfies sight distance requirement.
Design speed,
Vd
=
50kph
Rsr
=
Vd____
127(emax + fs)
= 0.37 * (0.0000214 * Vd2 0.0064 * Vd + 0.77)
= 0.19
= __
502______ = 63.5 m,
127(0.12 + 0.19)
Rsr
= say 63.50 m
Rsd
= SSD2 / (8 * m)

SSD = 0.278Vdtp + [vd2/254(fT + G)]
where:
Vd
tp
= perception time, based on behavior of population
= 2.0 seconds ( Rural collector road)
T
f
with speed = 50 kph and assuming tires of cars in good condition:
= 0.55
G
SSD
= 0.278 * 50* 2.0 * + [ 502 / 254*(0.55 + 6%)]

= 43.93; say 44 m
= 44 m
Rsd
= SSD2 / (8 * m)
Where: m
= road center lane width + shoulder width + drainage width
= 3.1 + 1.5 + 1.0
= 5.60m
Rsd
= 442 / (8 * 5.60)
= 43.21 m
Rdmin =
Rdmin =
Max [63.5; 43.21]

63.5 m
Checking if there is a need for Spiral Curve:

Vd2/5 = 502/5 = 500m> 63.50m, Thus spirals should be provided.
Lsdmin
MAX[ LSc ; LSs]
where:
LSdmin
LSc
LSs

= 0.022 * Vd [ (Vd2 / Rdmin) 127 *edmax] .........equation 2.31
LSc
Vd
= 50 .kph
min
Rd
= 63.5 m
= MIN [ emax ; {Vd2 / (282 * Rdmin)}]
= MIN [ 0.12 ; 0.14]
= 0.12
then,
LSc
= 0.022 * 50 [ ( 502/ 63.5 ) 127 * 0.12]

= 26.54 m
LSs
where:
edmax
W
RS
We
= 0.12
= allowable relative slope = 0.5 %
where:
n
l

= 3.40m

We
= {[0.50 * 2 * 3.42] / 63.5 } + {[0.105 * 50] / (63.5)1/2}
= 0.84 m
LSs
= 0.12 * 0.5 [ 3.1 + 0.84] / 0.005
= 47.28 m; say 47.3m
Lsdmin
= MAX[ LSc ; LSs]

= Max [ 26.54; 47.3 ]
= 47.3 m
Curve along Route A-C-E:

30% OF private cars and 30% of Taxicabs, Minibuses and Big buses together in the
traffic stream along A-C-E route.
Therefore:
DDFR private cars
DDFR big buses
DDFR minibuses
DDFR taxicabs
=
=
=
=
683 x 1.0 = 683 pcph

912 x 2.5 = 2280 pcph
456 x 1.5 = 684 pcph
274 x 1.2 = 329 pcph
3976 pcph
Design Speed
Vd
Min [ V (traffic); V (terrain) ].. equation 2.2
Vd
= [ V (traffic) ]
= 0.51/[PFc/Vc + PFt/Vt + PFmb/Vmb +PFbb/Vbb]
= 0.51/[ 0.50*0.3/80 + 0.20*0.3/70 + 0.20/60 + 0.10/50]
= 63.23, say 64 kph
10
However, due to the available site limitations; i.e. road passing along built up areas,
small tangent lengths, sharp corners and steep grades, the design speed of 64kph
cannot be attained. Hence, adopt a speed limit of 40kph in order that the threshold
values will fit the available space.
design speed:
Uq = 0.912/[PFm/Umax(m)}] + 33.6[q/C] 44.16 [q/C]2, in this case Umax
Vd
= 40kph

28 = 0.912 x [] + 33.6[q/C] 44.16 [q/C]2
[q/C] = 0.96
Ideal Flow Rate:

Actual Capacity of the lane due to mixed traffic = Ideal capacity x ft
ft is given by equation: 1/[[PF(m) x PCE(m)]
ft
= 1/[0.15 x 1.0 + 0.06 x 1.2 + 0.2 x 1.5 + 0.1 x 2.5]

= 1.3
Hence the actual capacity is: 1.3 x 2100 = 2730pcph
Therefore the Design Service Flow Rate; DSFR = 0.96 x 2730 = 2412pcphpl.
Number of lanes:
DDFR
DSFR
3976
2412
=
1.65; say 2 lanes per direction
Two (2) lanes in each direction are required in order to accommodate the prevailing
Design Demand Traffic flow.
Type of Proportion
vehicle
in traffic
Private
car
Taxicabs
Minibus
Big bus
0.15
Total
proportion
29%
Sort
Cum.
Proportion
29%
Width
(m)
2
0.06
0.20
0.10
12%
39%
20%
41%
80%
100%
2.1
2.3
2.6
Design Vehicle width based on 85th percentile = 2.375 m

Lane Width:
i.)Minimum Width of a Traffic Lane
:
11
WLVdmin
where:
WLVdmin
Wv
Slm
Slf
Wv + Slm + Sf
= minimum desirable width of vehicle traffic lane, in this project, mini-bus

= width of design vehicle on 85 th percentile
= 2.375 meters
but <50kph
= 0.30m
>=30kph but < 50kph
= 0.40m

WLVdmin
=
=
2.375 + 0.30+ 0.40

3.075 meters; say 3.10m
ii.) Provide a median of 1.0 m wide.

iii.) Road camber
iv.) Drainage
Side walk
=
1.5 m x
2
4 Major lanes
=
3.1 m x
4
Drainage
=
1.0 m x
2
Median
=
1.0 m x
1
=
=
=
=
=
3.00
12.40
2.00
1.00
18.40meters
However, the available clear distance between building line from A-C is only
approximately 11 meters, hence using this Route for the remaining traffic flow is not
applicable, in this case adopt route A-K-E for all the traffic flows. Also, the length of
the block is around 50 meters, thus, the distance from C-A is not too far for
passengers to take the public transport at A. Existing Route from A-B-C-D will be
maintained and will serve as an access or distributor road.
Design Route A-K-E for all Types of Vehicles:
Determination of Number of lanes to cater for all Types of vehicles together in the
traffic stream along A-K-E route.
Therefore:
DDFR:
i.) private cars
DDFR (car)
ii.) Taxicabs
DDFR (taxicabs)
= 48808 x 0.12 x 0.5 x 0.53

0.95
= 1664 cars/hour
= 48808 x 0.12 x 0.20 x 0.53
0.95
= 654 taxicabs/hour
iii. Big Buses

DDFR (big buses)
= [48808 x 0.12 x 0.10 x 0.53]

0.95
= 310big buses/hour
12
iv. Mini Buses

PF (m) = 0.20
DDFR (mini buses)
= [48808 x 0.12 x 0.20 x 0.53]

0.95
= 621 minibuses/hour
DDFR private cars

DDFR big buses
DDFR minibuses
DDFR taxicabs
=
=
=
=
1664 x 1.0 = 1827 pcph

310 x 2.5 = 310 pcph
621 x 1.5 = 932 pcph
654 x 1.2 = 785 pcph
3854 pcph
Design Speed
Adopt the speed limit of 40 kph

design speed:
Uq

= Vd = 40kph

28
= 0.912 x [] + 33.6[q/C] 44.16 [q/C]2
[q/C] = 0.96
Ideal Flow Rate:

Actual Capacity of the lane due to mixed traffic = Ideal capacity x ft
ft is given by equation: 1/[[PF(m) x PCE(m)]
ft
= 1/[0.5 x 1.0 + 0.2 x 1.2 + 0.2 x 1.5 + 0.1 x 2.5]

= 0.78
Hence the actual capacity is: 0.78 x 2100 = 1638 pcph
Therefore the Design Service Flow Rate; DSFR = 0.96 x 1638 = 1572 pcphpl.
Number of lanes:
DDFR
DSFR
3854
1572
2.45; say 3 lanes per direction
Three (3) lanes in each direction are required in order to accommodate the prevailing
Design Demand Traffic flow.
Curve at K:
13
Type of Proportion
vehicle
in traffic
Private
car
Taxicabs
Minibus
Big bus
0.50
Total
proportion
50%
Sort
Cum.
Proportion
50%
Width
(m)
2
0.20
0.20
0.10
20%
20%
10%
70%
90%
100%
2.1
2.3
2.6
Design Vehicle width based on 85th percentile = 2.25 m

Lane Width:
:
WLVdmin
=
Wv + Slm + Sf
where:
WLVdmin
Wv
= minimum desirable width of vehicle traffic lane, in this project, mini-bus

= width of design vehicle on 85 th percentile
= 2.25 meters
Slm
but <50kph
= 0.30m
Slf
>=30kph but < 50kph
= 0.40m
WLVdmin
= 2.25 + 0.30+ 0.40

= 2.95 meters; say 3.0m
Adopt lane width of 3.00m for the outer and inner lanes
ii.) Provide a median of 0.60 m for safety purposes to prevent vehicles to crossover
traffic and as a physical separation between two (2) directional flow.
(For the minimum width = 1.0m, adopt 0.60m due to space limitations and site
conditions).
iii.) Road camber
iv.) Drainage
(Based on actual experience, Drainage is necessary considering that the terrain is rolling.
This will prevent early damage to road during heavy downpour of rain water.
v.) Construct concrete barriers along steep sideslopes.
vi.) Provide bus bays along built up areas for dropping and collecting passengers
Side walk
=
1.5 m x
2
6 Major lanes
=
3.0 m x
6
Drainage
=
1.0 m x
2
Median
=
0.6 m x
1
=
=
=
=
=
3.00
18.00
2.00
0.60
23.60meters
General Design of Horizontal curves
Establishing threshold values:
14
Minimum radius of circular curve, which ensures safety of each vehicle and its occupants
and satisfies sight distance requirement.
Design speed,
Vd
= 40kph
Rsr
=
Vd____
127(emax + fs)
= 0.37 * (0.0000214 * Vd2 0.0064 * Vd + 0.77)
= 0.20
= __
402______ = 57.27 m,
127(0.12+ 0.2)
Rsr
Rsd
= say 58
= SSD2 / (8 * m)

SSD
= 0.278Vdtp + [vd2/254(fT + G)]
where:
Vd
tp
fT

= perception time, based on behavior of population, the expected 85th
Percentile
= 2.0 seconds (Rural collector road)
with speed = 40 kph and assuming tires of trucks in good
condition:
= 0.34
SSD
= 0.278 * 40 * 2.0 * + [ 402 / 254*(0.34 + 6%)]

= 37.99; say 40 m
= 40 m
Rsd
= SSD2 / (8 * m)
Where: m
= road center lane + side walk + drainage
= 4.5 + 1.5 + 1.0
= 7.0m
= 402 / (8 * 7.0)
Rsd
= 28.57; say 29
Rdmin =Max [58; 29]

Rdmin =58 m
Checking if there is a need for Spiral Curve:
15
Vd2/5 = 402/5 = 320m> 58m, Thus spirals should be provided.

Lsdmin
where:
LSdmin
LSc
LSs
LSc
then,
LSc
LSs
MAX[ LSc ; LSs]

= 0.022 * Vd3 / Rdmin (more critical)
.........equation 2.30
Vd
= 40 kph
Rdmin = 58 m
= MIN [ emax ; {Vd2 / (282 * Rdmin)}]
= MIN [ 0.12 ; 0.14]
= 0.12
= 0.022 * 403/ 58
= 24.30 m
where:
edmax
W
RS
We
= 0.12
= allowable relative slope = 2 %
where:
n
l
= 6.50 m
We
= {[0.50 * 6 * 6.52] / 56 } + {[0.105 * 40] / (56)1/2}
= 2.82m
LSs
= 0.12 * 0.5 [ 3.0 + 2.82] / 0.02
= 17.46 m; say 17.50m
Lsdmin
= MAX[ LSc ; LSs]

= Max [ 24.27; 17.50]
= 24.27 m
Minimum Critical length of Tangent

CTL
= MAX [ 10 Rdmin 0.5 ; 2Vd]

= MAX [ 10 * 56 0.5 ; 2 * 40]
= MAX [ 74.83 ; 80 ]
= 80 m
. . . . . ..equation 2.47
Design Calculation of Horizontal Alignment

1.Selection of horizontal curve type
Using:
Rdmin
Vd
Lsdmin
Angle delta
= 56 m
= 40kph
= 24.27 m
= 54 degrees
16
= 180 * Lsdmin / * Rdmin . . . . . . .equation 2.35

= 24.83 degrees < 0.50 * 54 ; therefore combination of
circular and transition curve is required
2. Determine the circular curve and transition curves
Solve for angle teta
Design Criteria:
Angle delta
Rdmin
Lsdmin
= 54 degrees
= 56 m
= 24.27 m
Unit spiral method:

lu
= LS/ (2 * Rd * LS)0.5
= 24.27 / (2 * 56 * 24.27)0.5
= 0.4655; say 0.47
by using table page 2.39-2.40;
lu
xu
yu
= 0.47
= 0.4677
= 0.0344
xs
ys
= xu * (2 * R * Ls)0.5 = 24.38 m . . . . . . . . .equation 2.36

= yu * (2 * R * Ls)0.5 = 1.80 m . . . . . . . . . equation 2.37
k
= xs Rsin teta
= 24.38 56sin24.83degrees
= 0.86 m
T
= R * tan (delta/2)
= 56 * tan 54/2 degrees
= 28.53 m
Rc
= R (Ls2 / 24 * R)
= 55.56 m
Lcu = Rc * (delta - 2*teta) * / 180
= 4.20 m
Since the Length of Spiral curve (Lsdmin) = 24.27 m is much less than the Length of
Curve (Lcu) = 4.20 m; Adopt Rdmin = 80 m in order to fit the curve and for suitable
design.
Solve for the new Minimum length of transition curve
Lsdmin
where:
LSdmin
LSc
LSs
LSc
= 0.022 * Vd3 / Rdmin (use this; more critical) .........equation 2.30

Vd
= 40 kph
min
Rd
= 80 m
then,
LSc
LSs
MAX[ LSc ; LSs]

= 0.022 * 403/ 80
= 17.60 m
where:
edmax
W
RS
We
= 0.12
= allowable relative slope = 2 %
where:
n
17

= 25 ft. = 7.62 m
Solve for the Extra widening of the circular curve;
We
= {[0.50 * 6 * 7.622] / 80 } + {[0.105 * 40] / (80)1/2}
= 2.65m
LSs
= 0.12 * 0.5 [ 3.0 + 2.65] / 0.02
= 16.95 m; say 17.0m
Lsdmin
= MAX[ LSc ; LSs]

= Max [ 17.60; 17.0]
= 17.60 m

1.Selection of horizontal curve type
Using:
Rdmin
Vd
Lsdmin
Angle of deflection
Solve for angle teta
= 80 m
= 40kph
= 17.60 m
= 54 degrees
= 180 * Lsdmin / * Rdmin . . . . . . .equation 2.35
3. Determine the coordinates of the center of the circular curve and transition curves
Design Criteria:
Angle delta = 54 degrees
Rdmin
= 80 m
min
Lsd
= 17.60 m
Solve for the equivalent length of a unit curve:
lu
= LS/ (2 * Rd * LS)0.5
= 17.60 / (2 * 80 * 17.60)0.5
= 0.33
lu
xu
yu
= 0.33
= 0.3296
= 0.0119
xs
ys
= xu * (2 * R * Ls)0.5 = 17.49 m . . . . . . . . .equation 2.36

= yu * (2 * R * Ls)0.5 = 0.63 m . . . . . . . . . equation 2.37
k
T
Rc
Lcu
Therefore at Curve K:
Use :
Rdmin
Lsd
Rc
Lcu
Delta
Teta
= xs Rsin teta
= 0.04 m
= R * tan (delta/2)
= 40.76 m
= R (Ls2 / 24 * R)
= 79.83 m
= Rc * (delta - 2*teta) * / 180
= 40.13 m
= 80 m
= 17.60 m
= 79.83 m
= 40.13 m
= 54.00 degrees
= 12.60 degrees
18
T
K
Vd
= 40.76 m
= 0.04 m
= 40 kph
At Curve approaching Point D

Lsdmin
where:
LSdmin
LSc
LSs
MAX[ LSc ; LSs]

= 0.022 * Vd3 / Rdmin
Vd
= 40 kph
Rdmin = 90 m
LSc
then,
LSc
(more critical)
.........equation 2.30
= 0.022 * 403/ 90
= 15.65 m
LSs
where:
edmax
W
RS
We
= 0.12
= allowable relative slope = 2 % (for 4-6 lanes)
where:
n
l

= 7.62 m

We
= {[0.50 * 6 * 7.622] / 90 } + {[0.105 * 40] / (90)1/2}
= 2.38 m
LSs
= 0.12 * 0.5 [ 3.0 + 2.38] / 0.02
= 16.14 m
Lsdmin
=
MAX[ LSc ; LSs]
=
Max [ 15.65; 16.14]
= 16.14 m
Design Criteria:
Angle delta = 60 degrees
Rdmin
= 90 m
Lsdmin
= 16.14 m
Solve for angle teta = 180 * Lsdmin / * Rdmin . . . . . . .equation 2.35
Solve for the equivalent length of a unit curve:
lu
= LS/ (2 * Rd * LS)0.5
= 16.14 / (2 * 90 * 16.14)0.5
= 0.299; say 0.30
lu
xu
yu
= 0.30
= 0.2997
= 0.0089
xs
= xu * (2 * R * Ls)0.5 = 16.15 m . . . . . . . . .equation 2.36

19
ys
= yu * (2 * R * Ls)0.5 = 0.48 m . . . . . . . . . equation 2.37

k
T
Rc
Lcu
Rdmin
Lsd
Rc
Lcu
Delta
Teta
T
K
Vd
Use :
= xs Rsin teta
= 0.10 m
= R * tan (delta/2)
= 51.96 m
= R (Ls2 / 24 * R)
= 89.88 m
= Rc * (delta - 2*teta) * / 180
= 61.87 m
= 90 m
= 16.14 m
= 89.88 m
= 61.87 m
= 60.00 degrees
= 10.28 degrees
= 51.96 m
= 0.10 m
= 40 kph
Breakdown:
Station 0 + 000 starts at point J
For the First Curve at K:
Station TS
=
0 + 064.85
Station SC
=
0 + 082.45
Station PI
=
0 + 105.65
Station CS
=
0 + 122.58
Station ST
=
0 + 140.18
For the Second Curve approaching Point D
Station TS
=
0 + 152.125
Station SC
=
0 + 168.265
Station PI
=
0 + 204.185
Station CS
=
0 + 230.135
Station ST
=
0 + 246.275
Check for the Horizontal Length between two curves (TL 1-2)
= Station ST for the First Curve Station TS of the Second Curve
= 152.125 140.18
= 11.945 m
Solve for Minimum Critical length of Tangent (CTL)
CTL
= MAX [ 10 Rdmin 0.5 ; 2Vd] . . . . . ..equation 2.40

= MAX [ 10 * 90 0.5 ; 2 * 40]
= MAX [ 95 ; 80 ]
= 95 m > 11.945 ; Since CTL > TL 1-2, a Compound Curve must be
used to replace the Curves 1 and 2.
Redesign the Curve at Point K:

Design Criteria:
Angle delta
Rdmin
= 54 degrees
= 80 m
Solve for the Length of curve

20
Lcu
= 2* * R * delta
360
= 73.40 m
Solving for the tangent line:

T
= R tan delta/2
= 40.76 m
Rdmin
Lcu
Delta
T
Vd
Use :
= 80 m
= 73.40 m
= 54.00 degrees
= 40.70 m
= 40 kph
Redesign the Curve Approaching Point D:

Design Criteria:
Angle delta
Rdmin
= 65 degrees
= 90 m
Solve for the Length of curve

Lcu
= 2* * R * delta
360
= 102.10 m
Solving for the tangent line:

T
Use :
= R tan delta/2
= 57.34 m
Rdmin
Lcu
Delta
T
Vd
= 90 m
= 102.10 m
= 65.00 degrees
= 57.34 m
= 40 kph
Therefore:
For best Fit of the curves on the plan layout:
Station 0 + 000 starts at point J
For the First Curve at K:
Station PT
=
0 + 064.85
Station PI
=
0 + 105.55
Station PC
=
0 + 138.25
For the Second Curve approaching Point D
Station PT
=
0 + 138.25
Station PI
=
0 + 195.59
Station CS
=
0 + 240.35
Task 3
Design of Vertical Curves
Calculation of Threshold Values of Vertical Tangent Design Parameter
21
G = -3.33 %
G = -6.61 %
G = -5.45 %
Note:
The design of the grade was based on site condition, i.e. the steep grades and the
sideslopes. Based on experience, it is advisable to cut the gradeline to suit the site
conditions, considering that the terrain is rolling. Concrete barriers will be provided along
edge of the road with critical sideslopes.
Horsepower
Weight of Bus
Assume:
= 280
= 40,000
A =B*H
Engine Efficiency
= Air Resistance Coefficient
V1 = 40 kph
V2 = 30 kph
fR = 0.008
= 2 m2
= 0.82
= 0.0006
= 11.11 mps
= 8.33 mps
Pf = 270 * 9.8 * HP * Engine Efficiency

3.6 * V1
= 270 * 9.8 * 280 * 0.82
3.6 * 11.11
= 15,190
Wgt. * fR = Weight * fR
Rair
= 40,000 * 9.8 * 0.008

= 3,136 Newton
= * A Vd2
= 0.0006 * 2 * 402
= 1.92 Newton
At Point K:
Rf
= Rair + (Wgt. * Gmax)/100 + Wgt * f
= 1.92 + (40,000 * 0.06 * 9.8) + (40,000 * 0.008 * 9.8)
9.8
= 23,842
Pf Rf = (Wgt * a * 9.8)/ 9.8
= (40,000 * a * 9.8) / 9.8
15,190 23,842 = (40,000 * a * 9.8) / 9.8
a = - 0.22 mps2
V22
= V12 2* a * Lg
Lg
= V12 V22
2* a
= (11.11)2 (8.33)2
2 * (0.22)
= 122.83 m
22
V22
= V12 2* a * Lg
8.332 = 11.112 2 * a * 122.83

a
= 0.22 mps2
Rf
= Rair + (Wgt. * Gmax)/100 + Wgt * f
where:
Pf Rf = (Wgt * a * 9.8) / 9.8
Rf
= Pf + Wgt * a
= 15,190 + 40000 * 0.22
= 23,990
23,990 = 1.92 + (40,000 * Gmax * 9.8) + (40,000 * 0.008 * 9.8)

Gmax = 5.32 %
From calculation above, I conclude that with length = 122.83 m, the maximum
appropriate gradient is 5.32 %, since design maximum grade used is 6.61 % not too far
from the computed Gmax, hence adopt design grades.
Maximum and Minimum Length of a symmetrical Sag Vertical Curve at Point
Approaching Point D.
SLVdmin
where:
SVLdmin
Lnv
= MAX [ Lnv ; Lc ; La]
Lnv
= 402 * 1.16 / 100*[2*0.6 + 2*40*tan(10)

= 7.15 m
Lc
= Vd2 * A / 389 .
= 4.77 m
La
= 2 Vd
= 80 m
SVLdmin
= MAX [7.15 ; 4.77 ; 80]

= 80 m
= minimum desirable length of sag vertical curve

= SSD2 * 1.66 / 100*[2h + 2*SSD*tan (alpha)]. . . . . . . ..equation 2.53
where:
SSD = 40 m
A
= (-6.61 % - (-5.45%)) = 1.16 %
h
= height of headlight above the surface(assumed to be = 0.60m)
alpha = beam angle (assumed to be = 1 degree)
Vd
= 40 kph
Point D:
For the sag curve
SLVmin
= 80 m
G1
= -6.61 %
G2
= -5.45 %
Maximum and Minimum Length of a symmetrical Crest Vertical Curve at Point
Approaching Point E.
CVLdmin
where:
CVLdmin
= MAX [ Lsd ; Lc ; La]

= minimum desirable length of crest vertical curve
23
Lsd
= SSD2 * 1.66 / 200*[a + + b + 2a 0.5 * b 0.5]. . . . . . . ..equation 2.48

where:
SSD = 40 m
A
= (-3.33 % - (-6.61%)) = 3.28 %
a
= eye height above the road surface(assumed to be = 1.10m)
b
= object height above the road surface(assumed to be = 0.5)
Lnv
= 402 * 3.28 / 200*[1.10 + + 0.50 + 2(1.10)05 * 0.5 0.5)

= 8.51 m
Lc
= Vd2 * A / 389 .
= 13.50 m
La
= 2 Vd
= 80 m
= MAX [13.50 ; 8.51 ; 80]
= 80 m
SVLdmin
Point D:
For the crest curve
SLVmin
= 80 m
G1
= -3.33 %
G2
= -6.61 %
Design of Passing or Overtaking Sight Distance
By using Figure 2.3 AASHTOS Derivation of Passing Distance, page 2.10, Geometric
Design by E.O.Akinyemi:
For a design speed Vd = 40 kph
The element of passing sight distance is 450-625ft.; PSD = (137-190meters)
But, Equation 2.7 page 2.11 gives PSD>= 6Vd, = 6 * 40 = 240m
Therefore:
PSD = 240m (for conservative design)
Based on the site conditions, Overtaking is not possible considering that the length
of the road is too short and is situated along built up areas.
24

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GEOMETRIC DESIGN PROBLEM

Route A-C-E: E-C-A

Route A-K-E: E-K-A

Other Design Information

Types of Areas and Appropriate Level of Service

[EAADT x EK x PF(m) x DD(m)]

Private Cars and taxicabs along Route A-K-E

= EAADT x EK x PF(car) x DD(car)

= 48808 x 0.12 x 0.35 x 0.53

DDFR (taxicabs) = 48808 x 0.12 x 0.14 x 0.53

i. 30% Private cars

= 43450 x 0.12 x 0.15 x 0.83

DDFR (big buses) = [43450 x 0.12 x 0.10 x 0.83]

Determination of Number of Lanes to cater for the types of vehicles :

= 1634 x 1.0 = 1144 pcph

= Min [ V (traffic); V (terrain) ]..equation 2.2

= desirable design speed of the road section

= 0.912/[PFm/Umax(m)}] + 33.6[q/C] 44.16 [q/C] 2, in this case Umax

Substituting the design values, it follows that:

= 0.912 x [] + 33.6[q/C] 44.16 [q/C]2

Ideal Flow Rate:

Substituting all values;

0.94; say 1 lane per direction

= minimum desirable width of vehicle traffic lane

Establishing threshold values:

Rdmin = Max [Rsr, Rsd]

Design of Stopping Sight Distance

= 0.278 * 77* 2.0 * + [ 772 / 254*(0.52 + 6%)]

Minimum length of transition curve

= MAX[ LSc ; LSs]

= minimum desirable length of transition curve

= length of transition curve to fullfill rate of introduction of the designed

= 0.022 * Vd [ (Vd2 / Rdmin) 127 *edmax] .........equation 2.31

= 0.022 * 77 [ ( 772/ 173 ) 127 * 0.12]

= number of traffic lanes = 1 lanes x 2 = 2 lanes

Substituting all values,

Try Design Speed:

= 0.912/[PFm/Umax(m)}] + 33.6[q/C] 44.16 [q/C] 2, in this case Umax

Substituting the design values, it follows that:

= 0.912 x [] + 33.6[q/C] 44.16 [q/C]2

Ideal Flow Rate:

= minimum desirable width of vehicle traffic lane

General Design of Horizontal curve

Design of Stopping Sight Distance

= 0.278 * 50* 2.0 * + [ 502 / 254*(0.55 + 6%)]

Max [63.5; 43.21]

Checking if there is a need for Spiral Curve:

MAX[ LSc ; LSs]

= minimum desirable length of transition curve

= 0.022 * 50 [ ( 502/ 63.5 ) 127 * 0.12]

= number of traffic lanes = 1 lanes x 2 = 2 lanes

Substituting all values,

= MAX[ LSc ; LSs]

Curve along Route A-C-E:

683 x 1.0 = 683 pcph

Min [ V (traffic); V (terrain) ].. equation 2.2

Substituting the design values, it follows that:

Ideal Flow Rate:

= 1/[0.15 x 1.0 + 0.06 x 1.2 + 0.2 x 1.5 + 0.1 x 2.5]

Substituting all values;

Design Vehicle width based on 85th percentile = 2.375 m

= minimum desirable width of vehicle traffic lane, in this project, mini-bus

= 402 * 1.16 / 100[20.6 + 240tan(10)

= SSD2 * 1.66 / 200[a + + b + 2a 0.5 b 0.5]. . . . . . . ..equation 2.48