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Eng: Emad Al-Soud

 Historically many roads were simply recognizable routes
without any formal construction or maintenance.
The Organisation for Economic Co-operation and
Development (OECD) defines a road as "a line of
communication (travelled way) using a stabilized base
other than rails or air strips open to public tra c, primarily
for the use of road motor vehicles running on their own
wheels", which includes "bridges, tunnels, supporting
structures, junctions, crossings, interchanges, and toll
roads, but not cycle paths".
The Eurostat, ITF and UNECEGlossary for Transport
Statistics Illustrated defines a road as a "Line of
communication (travelled way) open to public tra c,
primarily for the use of road motor vehicles, using a
stabilized base other than rails or air strips. [...] Included
are paved roads and other roads with a stabilized base,
e.g. gravel roads. Roads also cover streets, bridges,
tunnels, supporting structures, junctions, crossings and
interchanges. Toll roads are also included. Excluded
are dedicated cycle lanes."
The 1968 Vienna Convention on Road Tra c defines a
road as the entire surface of any way or street open to
public tra c.
In urban areas roads may diverge through a city or village
and be named as streets, serving a dual function as urban
space easement and route. Modern roads are normally
smoothed, paved, or otherwise prepared to allow
easy travel.

Transportation system is one of the important aspects of

civil engineering deals with considering the road design,
laying out and modes of transportation in order to get the
most acceptable results for road users and pedestrians.
And it's known that the transportation system starting
from the road design is an important face of civilization
around the world.

Horizontal and vertical alignments establish the general

character of a rural highway, perhaps more than any other
design consideration. The configuration of line and grade
affects safe operating speeds, sight distances, and
opportunities for passing and highway capacity. Decisions
on alignment have a significant impact on construction
costs. The continuous line of a highway is formed
longitudinally by its "alignment" in the horizontal and
vertical planes. In combination with the cross-sectional
element, the highway then -- in three dimensions --
becomes functional and operative. The elements for
purposes of geometric design are first treated separately
and finally combined and coordinated to form the whole
facility. The assembly of these units into a continuous
whole establishes the alignment of the road. The
components of the horizontal alignment include tangents
(segments of straight lines), circular curves and, in some
cases, spiral transition curves. The manner in which these
components are assembled into a horizontal alignment
will significantly affect the safety, operational e ciency,
and aesthetics of the highway

Are one of the two important transition elements in

geometric design for highways, A horizontal curve
provides a transition between two tangent strips of
roadway, allowing a vehicle to negotiate a turn at a
gradual rate rather than a sharp cut. The design of the
curve is dependent on the intended design speed for the
roadway, as well as other factors including drainage and
friction. These curves are semicircles as to provide the
driver with a constant turning rate with radii determined by
the laws of physics surrounding centripetal force.
The key steps in the design of horizontal curves
1.) Determine a reasonable maximum superelevation
rate.
2.) Decide upon a maximum side-friction factor.
3.) Calculate the minimum radius for your horizontal
curve.
4.) Iterate and test several different radii until you are
satisfied with your design.
5.) Make sure that the stopping sight distance is provided
throughout the length of your curve. Adjust your design if
necessary.
6.) Design the transition segments.

Some of the factors that influence the location and

configuration of the horizontal alignment include:
1. Physical controls - topography, watercourses,
geophysical conditions, land use, and man-made features.

2. Environmental considerations - affect on adjacent land

use, community impacts, ecologically sensitive areas.

3. Economics - construction costs, right-of-way costs,

utility impacts, operating and maintenance costs. 4.
Safety - sight distance, consistency of alignment, human
factor considerations.
5. Highway classification and design policies - functional
classification, level of service, design speed, design
standards.

In addition to the specific design elements for horizontal

alignment , a number of design controls are recognized in
practice. These controls are not subject to empirical or
formula derivation, but they are important for e cient and
smooth-flowing highways. Excessive curvature or poor
combination of curvature limit capacity, cause economic
losses because of increased travel time and operating
costs, and detract from a pleasing appearance.

To avoid these evidences of poor design practices, the

general controls in the following paragraphs should be
used where practicable:

1)Alignment should be as directional as possible but

should be consistent with the topography and with
preserving developed properties and community values. A
flowing line that conforms generally to the natural
contours is preferable to one with long tangents that
slashes through terrain.
2)In alignment predicated on a given design speed, use
of maximum curvature for that speed should be avoided
wherever possible. The designer should attempt to use
generally flat curves, retaining the maximum for the most
critical conditions.
3) In general, the central angle of each curve should be
as small as the physical conditions permit, so that the
highway will be as directional as possible. The central
angle should be absorbed in the longest possible curve.
4)Consistent alignment always should be sought. Sharp
curves should not be introduced at the ends of long
tangents. Sudden changes from areas of flat curvature to
areas of sharp curvature should be avoided. Where
sharp curvature must be introduced, it should be
approached, where possible, by successively sharper
curves from the generally flat curvature.
5) For small deflection angles, curves should be
su ciently long to avoid the appearance of a kink. Curves
should be at least 150 m long for a central angle of 5° ,
and the minimum length should be increased by 30 m for
each 1° decrease in the central angle.
6) Anything other than tangent or flat curvature should be
avoided on high, long fills. In the absence of cut slopes,
shrubs, and trees above the roadway, it is di cult for
drivers to perceive the extent of curvature and adjust their
operation to the conditions.
7)Caution should be exercised in the use of compound
circular curves.
8)Any abrupt reversal in alignment should be avoided.
Such a change makes it di cult for a driver to keep within
his or her own lane. It is also di cult to superelevate both
curves adequately, and erratic operation may result.
9)The "broken-back" or "flat-back" arrangement of curves
(having a short tangent between two curves in the same
direction) should be avoided except where very unusual
topographical or right-of-way conditions dictate
otherwise.To avoid the appearance of inconsistent
distortion the horizontal alignment should be coordinated
carefully with the profile
L=100I∘D∘

L=RI radians

L=RI2π360∘

R=5729.578D

T=RtanI2

LC=2RsinI2

E=TtanI4

M=EcosI2

Horizontal Curve Definitions

LC or C - Long chord
D - Degree of Curve
E - External Distance
I - Intersection Angle
L - Length of Curve
M or HSO - Middle Ordinate or Horizontal Sightline Offset
R - Radius of Curve
PC - Point of Curvature
PI - Point of Intersection
PT - Point of Tangency
T - Tangent distance between PC and PI, PI to PT

Is the banking of roads through turns so that the lateral

forces on the vehicle balance out with the centrifugal
force during the turn. Proper superelevation will allow a
vehicle to safely turn at high speeds and will make riders
comfortable.
From the AASHTO Green Book:
Urban areas the maximum superelevation is 4% to 6%.
Ice and snow areas the maximum is 6% to 8%.
Superelevation formulas:
e=tanϕ=V2−fgRfV2+gR
e is the Superelevation Factor
V is the design speed
R is the curve radius
f is the friction coe cient
g is gravity (33.2 ft/s^2 or 9.81 m/s^2)
Use the following to calculate the minimum safe Radius
for a curve Rmax:
Rmin=S215(0.01emax+fdesign)
Use the following to calculate the maximum degree of a
curve Dmax where D is in degrees:
Dmax=5729.578Rmin

Are the second of the two important transition elements

in geometric design for highways, the first being
Horizontal Curves. A vertical curve provides a transition
between two sloped roadways, allowing a vehicle to
negotiate the elevation rate change at a gradual rate
rather than a sharp cut. The design of the curve is
dependent on the intended design speed for the
roadway, as well as other factors including drainage,
slope, acceptable rate of change, and friction. These
curves are parabolic and are assigned stationing based
on a horizontal axis.
 L = Length of Curve
P
V = Point of Vertical Curvature
C
PVI = Point of Vertical Intersection
PVT = Point of Vertical Tangency
g 1= Grade of Back Tangent

g 2= Grade of Forward Tangent

a= Parabola Constant
y= Tangent Offset
E= Tangent Offset at PVI
 r= Rate of Change of Grade

a=(g2-g1)/2L
E = a (L/2)2
r=(g2-g1)/L

Tangent Elevation = YPVC + g1x

Grade Elevation = YPVC + g1x + a

Redesign project:
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1) Intersection Project Abdullah bin Abdulaziz and Al
Abdullah Tunnel-Zarqa
: Jordan

: Ministry of Public Works and housing

: Government of Jordan

: 19 months.
: 3/2009
: US $7.3 million
The project has two separate locations:
The southern entrance to the blue for: implementation of
the expansion of the infrastructure of the existing basic
tunnels with a wall based in the center (55 m) and the
establishment of a roundabout and roads in addition to
the redistribution of services areas and the lighting
system and drainage system.
Abdullia Tunnel: Construction of an overhead tunnel with a
90-metre retaining wall and a width of 18.30 meters, in
addition to the redistribution of service areas, lighting
system and drainage system.
2) Extension of the Al-'thaneh road project.
: Jordan

: Ministry of Public Works and housing

: Government of Jordan

: 20 months
: 6/2009
: USD 12 million

The extension of the road linking the bend with the

intersection of Al-Ammouh in the governorate of Karak to
become a road with four lanes and 14 km length, in
addition to the work of sewage networks. The project also
includes the improvement of some secondary roads
connected to the main road with a total length of 2 km.

3) Chellala Road & Tunnels

Project (Mecca)-Aqaba
: Jordan

: Aqaba Special Economic Zone Authority

: Aqaba Special Economic Zone Authority

: 36 months.
: 7/2008
: $26 million.

The road is about 5 km by four kilometers, the project

includes the removal of the old road and the start of the
construction of the new road in addition to the construction
of different paving layers and paving the road and the
establishment of the shoulders of the road also includes
the transfer of water pipes of the line of
approximately 2200 m, and re-align the railway track With
a length of 880 m and the establishment of retaining walls
and drainage works... Etc. The project also included the
construction of a bridge (upper intersection) and ferries, as
well as all necessary works of tra c signs and street
lighting.

Required :
Minimize the curve
Minimizeing of cenfralangle
Minimize the virtical curce
Put a phrase wates in necessary
Preserving on grade less than 8%

First thing the virticul curve we have achieved the target.

We reduced the number from u -> z you can seeit on
aitocud and compare befween cldamd new curves.
Also when we reduced the curve we kept on the grade less
than 8% either by phrase we put a one phrases between
station 40 -> 60 because the way over a valley and in this
case bilge water will cause side pressure on the roud.
And the cases in which a phrase should be placed
If it was the grade negative and it be come positive.
If the roud on valley and the water it couses sid
pressure.
We have our second case.

Because of the large difference between the

levels,we can't make horizontal carves less severe
because the grade will exceed 8%

In this project the earth binds us to a certion behavior, we

used the software Civil ashto system. And based on
the system did not exceed the work we did

In oll road the grade is between ( 0,21 -> 5,08) %>8%

And this achieves the desired.

As previously we can't reduce curves greatly because

we will encrouch the 8% grade. We had to use a
compond curve in (6,7) curve
To compare we calculated radius in carve in the old
curve and new curve and ( to prove the difference
and we have reduced (

Since we have enlarged the radius by civil we will

depend on radius of the software and chord length
Diagram from curve
‫نﺮﻫ ﺔﻤﺳﺮﻟا‬
 redius
central angle
length of curve
Tangent length
E X ternad distance
Middle ordinate
chord length
We will depend on and from civil to find the rest of
the variables
Laws used,