Geometric Design of Highways Lecture

CIE306 : Highway Engineering (AIT)
Geometric Design of Highway
DR.WASIN RUJIKIETGUMJORN
CIVIL ENGINEER
DEPARTMENT OF HIGHWAYS, THAILAND
CIE306 HIGHWAY ENGINEERING
Goals
Understanding
Driver characteristics
Pedestrian characteristics
Vehicle characteristics
Traffic characteristics
A well-designed highway facility

provides consistent information to the
road user, assures a safe facility for
the most vulnerable user of the
system
2
Driver Characteristics
Licensed and unlicensed drivers
Very young and very old drivers
Driver perception and reaction
PIEV time: perception (or detection), intellection (or

identification), emotion (or decision), volition (or
response)
Sharpest vision of 3cone and reasonably sharp within a
conical angle up to about 10
AASHTO recommends to use 2.5 seconds of brake
reaction time
Driver tasks
Control, guidance, and navigation
Reaction Time
85th percentile
driver reaction
time to expected
and unexpected
information
(Source: AASHTO Geometric Design of Highways and Streets 2011)
Crash Involvement by Age
Vehicle Characteristics
Vehicle types of size
Passenger car, single-unit truck, combination

trucks, big trucks (18 wheelers), full trailers,
semi trailers, van, buses, recreational vehicles,
etc
Turning path with minimum turning radius
Vehicle performance
Resistances: inertial, grade, rolling, curve, and air

Power (e.g. weight/power ratio)
Acceleration or deceleration
6
Vehicle Dimensions
Minimum Turning Path

Minimum turning path for passenger car
(Source: AASHTO Geometric Design of

Highways and Streets 2011)
Contd
Minimum turning path for single unit truck

(SU-12) 10 wheels

Contd
Minimum turning path for semitrailer WB-12

10
Minimum Turning Radius
11
Vehicle Performance
Acceleration of passenger car, level condition
12
Pedestrian Characteristics
Space needs: elliptical shape, a = 61
cm. and b = 45.7 cm.
Spacing 2.4 m. or 2 sec.

AASHTO recommends walking speed
0.9 m/s
13
Traffic Characteristics
ADT, AADT, DHV
Directional distribution (D)
DDHV = ADT*K*D
Percentage of trucks (T)
Design speed (V)
Roadway capacity and level of service
14
Design Level of Service
15
DOH Thailand Standard
(Source: Department of Highways, Thailand)
16
Sight Distance
A sufficient distance of clear vision
ahead so they can avoid hitting
unexpected obstacles and can pass
slower vehicles
Types of sight distance
Stopping sight distance

Decision sight distance
Passing sight distance
17
Stopping Sight Distance

The minimum distance required to
stop a vehicle before it reaches a
stationary object
It consists of;
Distance traveled from perception and reaction

time
Distance required for stopping
18
Contd
AASHTO recommends to use deceleration

rate of 3.4 m/s2
19
Contd
Effect of grade on stopping
20
Decision Sight Distance

Accommodation of avoidance maneuver
Case A: stop on rural road, pre-maneuver time 3 sec

Case B: stop on urban road, pre-maneuver time is 9.1
sec
Case C: requires a speed, path, or direction change on
rural road, pre-maneuver and maneuver time 10.2 to
11.2 sec
Case D: requires a speed, path, or direction change on
12.9 sec
Case E: requires a speed, path, or direction change on
14.5 sec
21
Decision Sight Distance
Contd
22
Passing Sight Distance
Old policy
23
Contd
Old policy
24
Contd
Recent research has shown

that the MUTCD passing sight
distance criteria result in twolane highways that
experience very few crashes
related to passing maneuvers
25
Roadway Alignment
PLAN
Horizontal
alignment
Vertical
alignment
PROFILE
26
Horizontal Alignment
Horizontal alignment consists of tangent or
straight sections of the highway are
connected with circular curves to create a
flowing and smooth alignment
Station
27
Horizontal Circular Curve
28
Example
Example It is given the curve data at P.I.
Station 0+150.000 with the intersection
angle, of 16 30 00 (RT) and circular
radius of 100 meters. Find curve data
elements, T, E, LC, P.C. and P.T.
29
Horizontal Curves
Contd
Types of horizontal curve
30
Superelevation Concept
The vehicle moving in the circular path is
subject to centripetal acceleration (or
centrifugal force) that acts toward the
center of the curve
31
Superelevation
32
Side Friction Factor (f)
33
Methods of Superelevation
3 Methods of attaining superelevation
Rotation about centerline

Rotation about inside edge
Rotation about outside edge
34
Methods of Superelevation (1)
35
36
37
Transition Length
Transition length is equal to the sum
of superelevation runout and
superelevation runoff
Length of runout : from normal crown (N.C.)

to half crown (H.C.) and vise versa
Length of runoff : from half crown (H.C.) to full
superelevation (F.S.) and vise versa
38
Relative Gradient, S
39
Minimum Superelevation
Runoff

40
Minimum Superelevation
Runout
41
Portion of Runoff
Verify portion of runoff length
Full superelevation length should be

more than LC/3
42
Limiting of Superelevation
Large shifts in lateral position may have on vehicle control, the threshold
superelevation rates associated with a lateral shift of 1.0 meter
43
Example
Example Design for the superelevation
from the given information;
- P.I. Sta 0+150.000
- = 163000 (RT.)
- Two lanes with 3.5 m lane width
- Design speed 60 km/h
- Crown slope 2%
44
Spirals or Transition Curves

The Euler spiral
or clothoid is
commonly used
in highway
design
(Source: AASHTO Geometric

Design of Highways and Streets
2011)
45
Maximum Radius for Use

of a Spiral
46
Spiral Curves
Contd
The length of spiral curves is equal to the

superelevation runoff
47
Superelevation Attainment
48
Widening of Curves
As a vehicle turns, the rear wheels follow
the front wheels on a shorter radius
49
49
Widening of Curves
Contd
(Source: AASHTO
Geometric Design of
Highways and Streets
2011)
50
Widening of Curves
51
Contd
Example
Example For a two-way two-lane highway,
design a widening on curve from the given
information.
- Lane width = 3.5 m
- Design speed = 50 km/h
- Radius of curve = 100 m
- Design vehicle is single unit truck that has
vehicle width = 2.44 m, front overhang = 1.22 m,
wheelbase = 6.10 m
- Assume lateral clearance = 0.9 m
52
Widening of Curves
Contd
53
Widening of Curves
Contd
54
Widening of Curves
Contd
55
Sight Distance on Horizontal

Curve
56
Sight Distance on Horizontal

Curves Contd
57
Vertical Alignment
Vertical alignment consists of straight
profile lines connected by vertical
parabolic curves, also known as the
profile grade line
58
Terrain Classification
Level terrain
Highway sight distances are generally long

Small amounts of earthwork
Rolling terrain
Natural slopes consistently rise above and fall below the

road
Offer some restriction to normal roadway alignment
Causing truck to reduce speeds
Mountainous terrain
Changes in the elevation of the ground with respective

to the road are abrupt
Large amounts of earthwork
59
Control Grades
Maximum grades
5% for design speed of 110 km/h

For design speed of 50 km/h
7-12% depending on terrain
7-8% for more important highways
Intermediate grade for design speed of 60-100
km/h
Minimum grades
0.5% (0.3% in justified case) for proper

surface drainage
60
Vertical Curves
61
Vertical Curves
62
Contd
Vertical Curves
63
Contd
Effect of Grade
Grade 4% to 5% steep does not
effect much for a speed of passenger
car
On the other hand, the effect of
grades on truck speed is much more
significant
Truck speed is dependent on
Length and steepness of grade

Truck weight/power ratio
Entering speed
64
Deceleration on Upgrades
Speed-distance curves for a typical heavy truck of 120 kg/KW

65
Acceleration
Speed-distance curves for a typical heavy truck of 120 kg/kW

66
Speed Reduction
Speed reduction and crash rate of 25 km/h
reduction has 2.4 times crash rate compared
to 15 km/h reduction

67
Critical Length of Grade

A 15-km/h reduction criteria should
be use for design
-Typical heavy
truck 120
kg/kW
-Entering speed
of 110 km/h

68
Climbing Lanes
Increasing delay and crashes, adding
lanes as safety improvement
Criteria to justify a climbing lane
Flow rate > 200 veh/h

Truck flow rate > 20 veh/h
One of the following exists
15 km/h speed reduction for heavy truck
LOS E or F exists
Reduction of two or more LOS
High crash frequencies
69
Climbing Lanes
70
Contd
Passing Lanes
Three or four-lane sections to provide
desired frequency of safe passing zones on
winding highways and on crest curves
Design guidelines:
Enable multiple passing of a single truck (0.8-3.2 km)

Medians on highways with 500 veh/h or more
1.8-2.4 m (1.2 m) shoulder may be adequate.
Additional lanes width as of the regular lanes
Lane-drop tapers:
S > 70 km/h : L = 0.62WS, L and W in m, S in km/h
S < 70 km/h : L = WS2/155
Lane-addition tapers: 1/2 - 2/3 of the lane-drop taper
Tapers should be fully visible and properly marked
71
Turnouts
Widened and unobstructed shoulders
Used on (1) low volume roads or (2) where
continuous passing lanes are needed but too
expensive (difficult terrain, more than 10%
trucks, frequent no-passing zones)
Design guidelines:
Length 60-185 m
Visible in each direction at 300 m or more
Width of 5 m (minimum 3.6 m)
Firm and smooth surface
Tapers are 15 to 30 m long
72
Escape Ramp
Provide acceptable deceleration rates and
afford good driver control of the out-ofcontrol vehicles on the ramp
(Source: AASHTO
Geometric Design
of Highways and
Streets 2011)
73
Escape Ramp
Types of
ramps
Contd

Gravity
Sandpile
Arrester bed
The most
commonly
used is
arrester bed
74
Sight Distance on Crest

Vertical Curve
Minimum length of crest curves based
on;

Drainage control
General appearance
Exception may be at decision areas

such as ramp in interchanges
75

Vertical Curve Contd
76

h2 = 0.60 m (2 ft)
h1 = 1.08 m (3.50 ft)

77

Sight distance on crest curve
78

h1 = h2 = 1.08 m (3.50 ft)

79

80

Drainage control (curbed highway)
Drainage is effective if at 15 m distance from

the crest the longitudinal slope is 0.3%
The corresponding K is 51 m/%
If K is higher than 51, care should be taken for
drainage design
Appearance control
Minimum length L = 0.6*V, where V is design

speed in km/h, L in meter
81

Length of crest curve based on stopping sight distance

82
Sight Distance on Sag

Vertical Curve
Length of sag vertical curves are
dependent on these four criteria
Headlight sight distance

Passenger comfort
Drainage control
General appearance
Unlike crest vertical curve, the curve

is not obstruct visibility for a passing
maneuver
83

Headlight sight distance on sag curve
is needed at nighttime
84

Length of sag curve based on headlight sight distance

85

Passenger comfort
Effect greater on sag than on crest curves

because of the combination of gravitational
and centripetal forces
Its length is about 50% of those from

headlight sight distance
86

Drainage control (as for crest curve)
If K is higher than 51, care should be taken for

drainage design
General appearance
Minimum length L = 0.6*V

In addition, one may consider applying K at
least or equal to 30 to small and moderate
changes in grade
Longer curves on high-type highways seem to
be more appropriate
87

Sight distance at undercrossing
h2 = 0.60 m (2 ft)
h1 = 2.40 m (8 ft)

88

Sight distance at undercrossing
Where
S<L
Where
89
S>L
Cross-Section Elements
Cross section
A vertical section of the ground and roadway

at right angles to the centerline of roadway,
including all highway elements from right of
way line to right of way line
Roadway
The portion of a highway including shoulders
Traveled way
The portion of the roadway exclusive of

shoulders
90
Cross-Section Elements
91
Contd
Surface Type
High type : smooth riding qualities, good
skid-resistance properties in all weather,
long life span without fatigue failure
Intermidiate type : surface treatments
to pavements only slightly lower quality
than high-type pavements
Low type : surface-treated earth roads to
loose surface such as earth, crashed
stone, gravel. It requires greater steering
effort
92
Pavement Crown
Undivided traveled ways on tangents and
flat curves have a crown in the middle and
slope downward toward both edges. The
downward cross slope may be a plane or
rounded section (parabolic), or a
combination of the two
One-way traveled ways on divided highways
may be crowned separately or may have a
unidirectional cross slope (almost always
downward to the outer edge)
93
Pavement Crown
Contd
(Source: AASHTO
Geometric Design of
Highways and Streets
2011)
94
Pavement Crown
Contd
Crown Vs Unidirectional slopes

Type of
Roadway
Crowned
separately
Unidirectio
nal cross
slopes
Pros
Cons
Rapid drainage during

rainstorms
Difference between low
and high points is minimal
Inlets and underground

drainage (drainage towards the
median)
Difficult design of at-grade
intersection elevation
Use of such sections should be
limited to regions with high
rainfall
More comfortable for

drivers changing lanes
Drainage away from the
median saves inlets and
drains
Simplifies treatment of
intersections
Drainage is slower
Difference between low and
high points of the cross section is
larger
95
Pavement Crown
Contd
Cross slope on tangent
A steep lateral slope reduces water ponding and the

width of the water flow along the curb
A flat lateral slope reduces vehicles' drift towards the
low edge
Lateral drift of vehicles at high speed is barely
perceptible on cross slopes up to 2%. The slope of 1.52.0% is acceptable on high-speed highways. In the
areas of intense rainfall a maximum cross slope is 2.5%
Change in the cross slope of 3-4% causes swaying of
high body vehicles. Rounded crowns reduce discomfort.
Constructing transition cross-sections from tangent to
superelevated pavement may be difficult.
For a single lane, 1.5-2.0% (paved surface) and 2-6%
(unpaved surface)
96
Travel Lanes
Number of lanes should adequate to
the future volume with appropriate
speed
Two-lane highways
Three-lane highways
Multilane undivided highways
Multilane divided highways
Limited-access highways
97
Lane Width
Lane width strongly influences traffic safety
and comfort
Lane width range is 2.7-3.6 m with the 3.6 m
lane predominant on high-type highways
Two-lane two-way highways with the 3.6 lane
provide safe clearance between large
commercial vehicles
Narrower lanes
3.3 m for urban areas with land restrictions

3.0 m for low speed facilities and auxiliary lanes at
intersections
2.7 m for low-volume roads in rural and residential areas
3.0-4.8 m for continuous two-way left-turn lanes
98
Shoulders
Functions of shoulder
accommodation of stopped vehicles (disabled

vehicles, bus stops)
emergency use
lateral support for the pavement
space for bicycles and pedestrians
driving comfort (freedom from strain)
improvement in sight distance and capacity
99
Shoulders
Contd
Graded shoulder :
between the edge
of the traveled way
and the intersection
of the shoulder
slope and the
foreslope plane
Usable shoulder :
part of the graded
shoulder that can
be used by the
stopped vehicle
100
Shoulders
Contd
Shoulder can be surfaced
Turf, gravel, crushed rock, mineral or chemical additives,

bituminous treatment, asphalt or concrete pavements
Width of shoulders
Low-type roads: minimum 0.6 m, recommended 1.8-2.4 m

Shoulder usable by bicycles, minimum 1.2 m
High-type roads: minimum 3.0 m, recommended 3.6 m
Clearance to roadside elements (barriers,

walls, signs, etc.)
High-type roads: 0.6 m to the edge of the usable shoulder

Low-type roads: minimum 1.2 m to the edge of the
traveled way
101
Shoulders
Contd
Shoulders should be continuous

Shoulders on bridges should have the
same width as on the approach
sections
Cross slopes
2-6 % for bituminous and concrete shoulders

4-6 % for gravel and crushed rock shoulders
8 % for turf shoulders
102
Turnouts
Midblock bus turnout
Source : New York State DOT
103
Medians
Medians are used on arterials with
four or more lanes
Function of medians
Separate opposing traffic

Recovery area for out-of-control vehicles
Stopping area
Storage of left-turning and U-turning vehicles
Minimize headlight glare
Provision for future lanes
104
Median
Contd
Depressed median
Raised median
Concrete barrier median
Flush median
105
Medians
Contd
Types of medians
Depressed : on freeways with slope 1:6 (1:4),
drainage inlets, safety grates
Raised : relatively narrow on arterial streets
Flush : crowned or slightly depressed on all
types of urban arterials and convenient to
convert into two-way left-turn lanes (3.0-4.8
m wide)
Width of medians ranges from 1.2 to 24 m
Full separation of traveled ways is achieved
when the median is at least 12 m wide
106
Curb
Functions of curbs
Drainage control, roadway edge delineation, right-ofway reduction, delineation of pedestrian walkways,
reduction in maintenance operation
Types of curbs:
Vertical curbs : discourage vehicles from leaving the

roadway, not desirable on high-speed highways,
desirable on urban roads, and along long walls, tunnels
to protect safety walks
Sloping curbs : vehicle can cross them readily when
required, used at median edges, to outline channelizing
islands, at the outer edge of the shoulder
107
Curb
Contd
(Source: Highway Engineering, Wright

and Dixon, 2004)
108
Roadside Hazard
Six alternatives of dealing with
roadside hazard
remove the obstacle

relocate the obstacle
use a breakaway device
use barriers
delineate the obstacle
do nothing
109
Barriers
Longitudinal barriers
Flexible: dynamic deflection upon impact,

designed to contain rather than redirect
vehicles
Semirigid: redirect vehicles along the path
Rigid: does not deflect, dissipates energy by
raising, lowering the vehicle, and by
deformation of the vehicle sheet metal
Crash cushions : shield rigid objects

by decelerating the vehicle
110
Barriers
Contd
Guardrails
(Source: Highway Engineering, Wright and Dixon, 2004)
111
Barriers
Contd
Median barriers
New Jersey concrete barriers

is recommended for narrow median
and Dixon, 2004)
112
Drainage Channel and

Sideslopes
Drainage channels should:
Have adequate capacity for the design runoff

Minimize damage to the highway caused by
unusual storm water
Minimize risk for motorists
Be resistant to the high speed water flows
where expected
Prevent sedimentation of the particles carried
by water
113

Sideslopes Contd
Sideslopes should
Insure the stability of the roadway

Provide opportunity for recovery of an out-ofcontrol vehicles

114

Sideslopes Contd
Steep sides improve hydraulic efficiency and reduce right of way
costs
Flatter sides improve slope stability and traffic safety, reduce
maintenance costs
Sideslopes 1:4 or flatter provide a good chance of recovery for
errant vehicles and relax drivers' tension (roadside channel is visible
to drivers)
Sideslopes of 1:5 or 1:6 are recommended in the flat areas of the
northern states to reduce snow drifts
Intercepting channels have a flat cross section form by a dike
made with borrow material
Median drainage channels are shallow depressed areas with inlets
Flumes are open channels or pipes used to connect intercepting
channels or shoulder curbs with roadside channels
Channel lining prevents channels erosion caused by fast stream of
water Used: grass (where possible), concrete, asphalt, stone, nylon
115

Sideslopes Contd
Safety consideration
Rounded hinge point reduces the chance of an errant

vehicle becoming airborne
Foreslopes 1:6 or flatter can be negotiated by errant
vehicles
Foreslopes 1:3 with liberal rounding provide a good
chance for recovery
Slopes steeper than 1:3 can be used only where justified
by local conditions. The use of roadside barriers should
be considered
Maintenance consideration
Flat and well-rounded side slopes simplify establishment

of turf and its maintenance
Slopes 1:3 or flatter enable the use of motorized
equipment
116
Frontage Roads

117
Frontage Roads
Control access to the arterial

Serve adjoining property
Maintain circulation of traffic
when the arterial is blocked
Separate local traffic from the
through traffic
Collects local traffic
118
Outer Seperations
Outer
separation
is the area
between the
arterial and
frontage
road

119
Pedestrian Facilities
Crosswalks
Source : North Carolina DOT
120
Pedestrian Facilities
Contd
Sidewalk with curb ramps

121
Right Of Way (ROW)

Right of way width recommendation
2 lane highway on secondary roads, AADT

400-1,000 veh, 20 m minimum (25 m
desirable)
2 lane urban collector, 12-18 m
High-type 2 lanes highway in rural area, 30 m
minimum (37 m desirable)
Divided highways, 45 m minimum (76 m
desirable)
Sufficient ROW should be acquired in

order to avoid the expense of
purchasing developed properties
122
Noise Control
Effect of depressing
the highways
Effect of elevating
the highways

123
Roadside Design
Approximately 30 percent of all fatal
highway crashes involve one vehicle
that leaves the roadway and either
overturns or collides with a fixed
object
Two primary considerations
Clear zone : unobstructed, traversable area

beyond the edge of traveled way
Lateral offset : urban area with limited rightof-way, measured from the face of curb to the
utilities
124
Clear Zone Distances

AASHTO recommends clear zone dimension base on
traffic volumes, speeds, and roadside geometry
125
Horizontal Curve Adjustments

These correction factors should be applied only to the
outside of curves
126
Example
Example A road with design speed of 60 mph and
ADT = 2,300 vpd has foreslope with a 1V:8H. If a
tree is located 32 ft from the edge of the travel lane
(a) If the road is straight, enough clear zone?
(b) If the road has a curve of 1,300 ft and tree
is located on the outside of the curve, enough clear
zone?
(c) If the road has a curve of 1,300 ft and tree
is located on the inside of the curve, enough clear
zone?
127
Categories of Slopes
Recoverable slopes
Stop or slow to return safely to the roadway,

1V:4H or flatter
Nonrecoverable slopes
Unable to stop or return to the roadway safely,

1V:3H to 1V:4H
Clear runout is desirable
Critical slopes
Likely to overturn, Steeper than 1V:3H

Roadside barrier may be required
128
Categories of Slopes
Contd

and Dixon, 2004)
129
Slopes for Ditches

For all Vee ditches,
rounded channels
with a bottom
width < 2.4 m, and
trapezoidal
channels with a
bottom width
< 1.2 m

and Dixon, 2004)
130
Slopes for Ditches
Contd
For rounded
channels with a
bottom width
>= 2.4 m, and
trapezoidal
channels with a
bottom width
>= 1.2 m

and Dixon, 2004)
131
Example
Example A trapezoidal ditch with a bottom
width of 0.6 m, a foreslope of 1V:4H and
backslope of 1V:3H. Does this have a
preferred cross section that facilitates
vehicle traversability?
132
Breakaway Sign and Supports

It is designed to break or yield when
struck by a vehicle
Not place in drainage ditches
Impact height at bumper 0.5 m above
the ground
Suitable for luminaire poles < 18.5 m
height
Mitigate the result of a pole falling to
a vehicle
Mass should not exceed 450 kg
133
Barrier Warrant
Barrier
warrant for
fill section
embankment

and Dixon, 2004)
134
Crash Cushions
Decelerate errant vehicles to a stop or
reducing the severity of head-on
impact with a fixed object
Rows of barrels, entrapment nets,
arrays of containers filled with sand
or water
Kinetic energy principle
135
Example
Example A crash cushion device is to be
placed at an elevated expressway gore to
safely decelerate a 4,500-lb vehicle
traveling at a speed of 60 mph. Fifty-fivegallon steel barrels with a 7-in.-diameter
hole in the center of each end will serve as
the basic element. Laboratory studies have
indicated that a dynamic force of 9,000 lb is
required to crush one barrel from its original
2-ft diameter to about 0.5 ft. Determine the
number of barrels that will stop the car.
136
Crash Cushions
Contd
Conservation of momentum principle
Then, we can evaluate V2

and continue until Vn
137
Example
Example A 4,500-lb vehicle impacts a sand-filled inertial
barrier hand-on at a speed of 45 mph. The system, which is
shown below, was designed for a speed of 50 mph. Determine
the speed after impact with each of the rows of barrels and
the average rate of deceleration. Diameter of barrel is 3 ft.
The numbers shown in the figure present the masses of each
barrel of sand in hundreds of pounds.
138
Traffic Control Devices

Should be properly designed and
placed at the proper location
Traffic control devices include
Traffic signs
Traffic markings
Traffic signals
139
Types of Signs
Regulatory signs
140
Types of Signs
Contd
Warning signs
141
Types of Signs
Contd
Guide signs
142
Traffic Markings
Pavement markings : longitudinal and
traverse lines
Curb markings : for roadway and curb
delineation and for parking regulation
Object markings : indicate obstructions
Delineators : to aid night driving
Colored pavements : used in
approaching stop sign, median separation,
or crosswalks
143
Types of Reflections
Diffuse reflection
Mirror reflection
Mixed reflection
Retroreflection
Source : Reflection and retroreflection, Technical

note RS101, DELTA
144
Retroreflection Use
To make the visibility of a
sign or pavement marking
at night time and poor
weather condition
Efficient traffic flow

Driving comfort
Highway safety
Source : Guide to
retroreflection safety principles
and retroreflective
measurements, RoadVista,
San Diego, California, 2009
145
Glass Bead
Source : Reflection and retroreflection,

Technical note RS101, DELTA
146
Prismatic Cube Corner
Source : Guide to retroreflection

safety principles and retroreflective
measurements, RoadVista, San Diego,
California, 2009
Source : Reflection and retroreflection, Technical

note RS101, DELTA
147
Traffic Signals
Phases
Phase 1
Phase 3
Phase 2
Individual and coordinated

intersections
Traffic detection
148
Intersections
Should be design to provide safety for
turning and crossing movements
Sight distance
Signs
Profile grades
Alignments
At grade intersections: 4-way crossing,

T-intersection, branch, Y-intersection
Separated intersections: overpass or
underpass
149
Types of Intersections
150
Types of Intersections
151
Contd
Turning at Intersections
Simple curve
152
Contd
Simple curve with taper
153
Contd
3 centered compound curve
154
Islands and Channels

Traffic islands are used to facilitate safe and
orderly flow of vehicles and pedestrians
155
Contd
Channelization to control and direction

traffic movement, usually turning
Division to divide opposing or same
direction traffic streams, usually though
movements
Refuge to provide refuge for
pedestrians
156
Contd
Purposes of channelizing islands
Separation and control angles of conflicts

Reduce pavement areas
Regulate traffic flow
Protection for pedestrians
Storage for turning vehicles
Location for traffic control devices
Properly designed channelization

systems will increase intersection
capacity and decrease conflicts and
crashes
157
Intersection Sight Distance

Allows drivers to perceive the presence of
potentially conflicting vehicles in sufficient
time for a driver to stop, adjust speed, or
wait to avoid collision
158
Roundabout
Alternative to
crossing
intersection,
roundabout is
used to reduce
the number of
conflict points
in the
intersection
159
Railway Grade Intersections

Traffic Moment (T.M.) is used to
indicate a type of crossing
T.M. = No. of Trains per day x AADT
Types of crossing
Gates : manually or automatic

Separation
Highways overpass or underpass the railway
Railways overpass or underpass the
highways
160
Grade Separations
Permit the cross traffic flow at
different level without interruption
Overpass
Underpass
161
Interchanges
An interchange is a grade separation in which vehicles
moving in one direction of flow transfer to another
direction by using of connecting roadways or ramps
162
Types of Interchanges
T and Y interchanges
One-Quadrant interchanges
Diamond interchanges
Single-point urban interchanges
Partial and full cloverleaf
Directional interchanges
163
T and Y Interchanges
164
One-Quadrant Interchanges
Suitable for low-speed design in lowvolume locations
165
Diamond Interchanges
Major flow is grade separated
Rural : light traffic on minor, Urban :
require signalized control
Disadvantage : wrong-way turn
166
Single-Point Urban Interchanges

All movements converge into a
single, signalized intersection
area
It claims to provide better flows,
safer operation, and reduced
ROW needs
167
Partial and Full Cloverleaf

Cloverleafs are four-leg interchanges
that employ loop ramps to
accommodate left-turning movements
168
Weaving Sections
169
Directional Interchanges
Used for important
turning movements to
reduce travel distance,
increase speed and
capacity, and eliminate
weaving
170
Thank You !
171

Geometric Design of Highways Lecture

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Geometric Design of Highways Lecture

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CIE306 : Highway Engineering (AIT)

Geometric Design of Highway

CIE306 HIGHWAY ENGINEERING

A well-designed highway facility

CIE306 HIGHWAY ENGINEERING

PIEV time: perception (or detection), intellection (or

Control, guidance, and navigation

CIE306 HIGHWAY ENGINEERING

(Source: AASHTO Geometric Design of Highways and Streets 2011)

CIE306 HIGHWAY ENGINEERING

Crash Involvement by Age

CIE306 HIGHWAY ENGINEERING

Passenger car, single-unit truck, combination

Resistances: inertial, grade, rolling, curve, and air

CIE306 HIGHWAY ENGINEERING

(Source: AASHTO Geometric Design of Highways and Streets 2011)

CIE306 HIGHWAY ENGINEERING

Minimum Turning Path

(Source: AASHTO Geometric Design of

CIE306 HIGHWAY ENGINEERING

Minimum Turning Path

Minimum turning path for single unit truck

(Source: AASHTO Geometric Design of

CIE306 HIGHWAY ENGINEERING

Minimum Turning Path

Minimum turning path for semitrailer WB-12

(Source: AASHTO Geometric Design of

CIE306 HIGHWAY ENGINEERING

Minimum Turning Radius

(Source: AASHTO Geometric Design of Highways and Streets 2011)

CIE306 HIGHWAY ENGINEERING

(Source: AASHTO Geometric Design of Highways and Streets 2011)

CIE306 HIGHWAY ENGINEERING

Spacing 2.4 m. or 2 sec.

CIE306 HIGHWAY ENGINEERING

CIE306 HIGHWAY ENGINEERING

Design Level of Service

(Source: AASHTO Geometric Design of Highways and Streets 2011)

CIE306 HIGHWAY ENGINEERING

DOH Thailand Standard

(Source: Department of Highways, Thailand)

CIE306 HIGHWAY ENGINEERING

Types of sight distance

Stopping sight distance

CIE306 HIGHWAY ENGINEERING

Stopping Sight Distance

Distance traveled from perception and reaction

CIE306 HIGHWAY ENGINEERING

Stopping Sight Distance

AASHTO recommends to use deceleration

(Source: AASHTO Geometric Design of Highways and Streets 2011)

CIE306 HIGHWAY ENGINEERING

Stopping Sight Distance

Effect of grade on stopping

(Source: AASHTO Geometric Design of Highways and Streets 2011)

CIE306 HIGHWAY ENGINEERING

Decision Sight Distance

Case A: stop on rural road, pre-maneuver time 3 sec

CIE306 HIGHWAY ENGINEERING

Decision Sight Distance

(Source: AASHTO Geometric Design of Highways and Streets 2011)

CIE306 HIGHWAY ENGINEERING

Passing Sight Distance

(Source: AASHTO Geometric Design of Highways and Streets 2004)