Beruflich Dokumente
Kultur Dokumente
CE 60059 Geometric Design of Transportation
Facilities
Extra widening on Horizontal Curve based on
IRC and AASHTO approaches
Topic:5
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Pavement at curve
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Need for extra widening on horizontal curves
Two reasons
Two reasons
Off‐tracking of vehicles
Psychological reasons
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Off‐tracking
•Automobiles with rigid wheelbase: on horizontal curves,
the rear wheels do not follow the same path as that of the
front wheels (only the front wheels are turned)
•At lower speeds and upto the design speed with no lateral
•At lower speeds and upto the design speed with no lateral
slipping of rear wheels: rear wheels follow the inner path
on the curve as compared with corresponding front wheels
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Off‐tracking
• Superelevation and side friction developed are not
Superelevation and side friction developed are not
adequate to counteract the outward thrust due to
centrifugal force for vehicles traveling at higher than design
speed: Transverse skidding is possible and rear wheels may
follow the outer path as compared with corresponding
p p p g
front wheels
• The path traced by the wheels of a trailer may be on either
side of the central path of the towing vehicle: depends on
speed, rigidity of the universal joints etc.
d i idit f th i lj i t t
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Psychological reasons
•At the beginning of curves, drivers have tendency to follow
the outer side of the lane (not the central path): to take
( p )
path with larger radius and to have greater visibility
•Crossing or overtaking maneuver on curves: drivers tend to
maintain greater clearance between vehicles than on
tangent
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•Psychological Widening
•Psychological Widening
greater maneuverability of steering at higher
speeds
extra space requirement for the overhangs of
extra space requirement for the overhangs of
vehicles
greater clearance for crossing and overtaking
vehicles on curves
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http://www.britishbiketours.co.uk/assets/images/La_Tremola.jpg
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Mechanical Widening
Wm
Wm = R2 – R1
B R1
From ∆ OAB,
OA2 = OB2 – BA2
l R2
R12 = R22 – l2
A O
2
(R2 – Wm)2 = R2 – l2
l2 = Wm ((2 R2 – Wm)
Wm = l2 / (2 R2 – Wm)
Wm = l2 / 2 R (Approx.) R = Mean radius of the curve
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Mechanical Widening
nl 2
Wm
2R
n = No. of lane of the road
R = Mean radius of the curve, m
,
l = Length of Wheel base of longest vehicle , m
( l = 6.0 m or 6.1m for commercial vehicles)
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Psychological Widening
V
W ps
9. 5 R (Empirical formula)
V = Design speed of the vehicle, km/h
R=R Radius
di off th
the curve, m
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Extra widening – a function of no of lanes and
radius of curve
radius of curve
Radius of Upto 21 to 41 to 61 to 101 to Above
curve(m) 20 40 60 100 300 300
Two-lane 1.5m 0.6m Nil
Single-lane
Single lane 0.9m
• Single lane roads: only mechanical widening is sufficient as during
crossing maneuvers outer wheels of vehicles have to use the
shoulders whether on the straight or on the curve
• Multi‐lane roads: the pavement widening may be calculated by
M lti l d th t id i b l l t db
adding half the widening for two lane roads for each lane
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AASHTO Approach
Amount of off‐tracking: Depends on Length &
other characteristics of vehicle and radius of
curve
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• Track width on curve (U)
• Lateral Clearance allowance (C)
• Width of front overhang of inner lane vehicle (FA)
• Extra Width allowance for difficulty of driving (Z)
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Track width (U)
The track width(swept path width) on a curve (U) : Sum of the track
The track width(swept path width) on a curve (U) : Sum of the track
width on tangent and amount of off tracking
U U1 R R2 Li
2
U=Track width on curve, m
U1= Track width on tangent (out‐to‐out of tires),m (2.44 or 2.59m
depending on design vehicle)
R=Radius of curve or turn,m
Li = Wheel base of design vehicle between consecutive axles (or set of
tandem axles ) and articulation points, m
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AASHTO design chart for track width ‘U’: design vehicle and
radius of curve
radius of curve
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Lateral clearance allowance (C)
• Provides for clearance between the edge of the traveled
way and nearest wheel path and for the body clearance
between vehicles passing or meeting
• Lateral clearance per vehicle: 0.6 , 0.75, and 0.9m for
traveled way width on tangent equal to 6.0, 6.6, and 7.2m,
respectively
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Width of front overhang ( FA)
Radial distance bet een the o ter edge of the tire path of
Radial distance between the outer edge of the tire path of
the outer front wheel and the path of the outer front edge of
the vehicle body
FA [ R 2 A( 2 L A)] R
R= radius of the curve, m
A = front overhang of the design vehicle, m (occupying inner
lane or lanes)
L = wheelbase of single unit or tractor m
L = wheelbase of single unit or tractor, m
AASHTO design chart for FA: design vehicle and radius of
curve
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Width of rear overhang ( FB)
Radial distance between the outer edge of the tire
R di l di t b t th t d f th ti
path of the inner rear wheel and the path of the
inside edge of the vehicle body
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Extra width allowance (Z)
Extra width allowance : Additional radial width of pavement
to allow for the difficulty of maneuvering on a curve and the
variation in driver operation
V
Z 0 .1 [Empirical formula]
R
V=Design speed of the vehicle, km/h
R =Radius of the curve, m
AASHTO design chart for Z: design speed and radius of curve
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Widening of traveled way on curve
W Wc –W
W = W Wn
Wc= width of traveled way on curve
= N(U + C) + (N‐1)FA + Z
N = Number of lanes
N = Number of lanes
U = Track width on curve, m
C = Lateral Clearance allowance, m
FA
A = Width of front overhang of inner lane vehicle, m
Width of front overhang of inner lane vehicle, m
Z = Extra Width allowance, m
Wn= width of traveled way on tangent
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300 0.5 0.7 0.8 1.0 1.1 1.1 1.1 1.3 1.4
200 08
0.8
100 1.6
70 2.3
• Values are valid for WB‐15 type design vehicle
• For other type of design vehicles appropriate adjustment
For other type of design vehicles appropriate adjustment
factors should be used
• For 3‐lane highways multiply above values by 1.5
• For 4‐lane highways multiply above values by 2.0
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• With transition curve: increase the width at an
approximately uniform rate along the transition curve ‐
pp y g the
extra width should be continued over the full length of
circular curve
• Without transition curves: provide two‐third widening on
t
tangent and the remaining one‐third on the circular curve
t d th i i thi d th i l
beyond the tangent point
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p pp ,
• From the standpoints of usefulness and appearance, the
edge of the traveled way through the widening transition
should be a smooth, graceful curve. A tangent transition
edge should be avoided (AASHTO)
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• With transition curve: Widening is generally applied
equally on both sides of the carriageway
equally on both sides of the carriageway
• Without transition curve: the entire widening should be
done on inner side
• On sharp curves of hill roads: the entire widening should
be done on inner side
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