Download - SJ-5112 1011 3C Vertical Alignment
SJ-5112 Perancangan Geometrik Jalan
Element of Design
Sony Sulaksono Wibowo, Ph.D
Element of Design
o Sight Distance
o Horizontal Alignment
o Vertical Alignment
o Cross Section
Vertical AlignmentVertical Alignment
http://www.scvresources.com/highways/sr_23.htmhttp://www.scvresources.com/highways/sr_23.htm
Vertical Alignment
o Objective:
� Determine elevation to ensure
� Proper drainage
� Acceptable level of safety
o Primary challenge
� Transition between two grades
� Vertical curves
Vertical Curve Fundamentals
o Vertical curve � Parabolic function
� Constant rate of change of slope
� Implies equal curve tangents
o y is the roadway elevation x stations (or feet) from the beginning of the curve
cbxaxy ++= 2
Types of Verticals Curves
Vertical Curve Fundamentals
Notes:G1, G2 in percent; L in meters
Vertical Curve Fundamentals… continued
K is the number of horizontal meter needed for a 1% change in slope(panjang lengkung vertikal tiap perubahan 1% nilai A)
AKLA
LK ⋅=⇒=
Other properties of vertical curve:
Crest Vertical Curves - SSD
G1G2
PVI
PVTPVC
h2h1
L
SSD
( )
( )2
21
2
22100 hh
SSDAL
+= ( )
( )A
hhSSDL
2
21200
2+
−=
For SSD < L For SSD > L
Line of Sight
Crest Vertical Curves - SPD
G1
G2
PVI
PVTPVC
h2h1
L
SPD
( )
( )2
21
2
22100 hh
SPDAL
+= ( )
( )A
hhSPDL
2
21200
2+
−=
For SPD < L For SPD > L
Line of Sight
Crest Vertical Curves
o Assumptions for design
� h1 = driver’s eye height = 1,080 mm
� h2 = tail/head light or object height = 600 mm
o Simplified Equations
( )658
2
SAL = ( )
ASL
6582 −=
For S < L For S > L
2158
2S
K = S could be SSD or SPD
Design Controls for Crest Vertical Curves
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
Design Controls for Crest Vertical Curves
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
Sag Vertical Curves
G1 G2
PVI
PVTPVC
h2=0h1
L
Light Beam Distance (SSD)
( )( )βtan200
1
2
Sh
SSDAL
+= ( ) ( )( )
A
SSDhSSDL
βtan2002
1+
−=
For SSD < L For SSD > L
headlight beam (diverging from LOS by β degrees)
Sag Vertical Curves
o Assumptions for design
� h1 = headlight height = 600 mm
� β = 1°
o Note:
� Effect on passenger comfort of the change in vertical direction is greater
on sag than on crest vertical
� Gravitational and centripetal forces are in
opposite directions
Design Controls for Sag Vertical Curves
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
Design Controls for Sag Vertical Curves
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
Sight Distance at Undercrossing
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
S > L
S > L
Case of truck: h1 = 2.4 m
S > L
S < L
C = 5 meter (PP No. 34 tahun 2006)
An Issue on Alignments CombinationHorizontal and Vertical Alignment
Alignment Coordination
o Curvature and grade should be in proper balance
o It should avoid:
� Excessive curvature to achieve flat grades
� Excessive grades to achieve flat curvature
o Vertical curvature should be coordinated with horizontal
o Sharp horizontal curvature should not be introduced at or near the top of a pronounced crest vertical curve
o Drivers may not perceive change in horizontal alignment, especially at night
Alignment Coordination
o Sharp horizontal curvature – not at bottom of steep grade
o Not near low point of sag vertical curve
� Horizontal curves appear distorted
� Vehicle speeds (especially trucks) are highest at the bottom of a sag vertical curve
� Can result in erratic motion
Alignment Coordination
o On two-lane roads when passing is allowed, need to consider provision of passing lanes
� Difficult to accommodate with certain arrangements of horizontal and vertical curvature
� need long tangent sections to assure sufficient passing sight distance
Alignment Coordination
o At intersections where sight distance needs to be accommodated, both horizontal and vertical curves should be as flat as practical
o In residential areas, alignment should minimize nuisance to neighborhood
� Depressed highways are less visible
� Depressed highways produce less noise
� Horizontal alignments can increase the buffer zone between roadway and cluster of homes
Alignment Coordination
o When possible alignment should enhance scenic views of the natural and manmade environment
� Highway should lead into not away from outstanding views
� Fall towards features of interest at low elevation
� Rise towards features best seen from below or in silhouette against the sky
Alignment Coordination
o Coordination of horizontal and vertical alignment should begin with preliminary design
o Easier to make adjustments at this stage
o Designer should study long, continuous stretches of highway in both plan and profile and visualize the whole in three dimensions
Alignment Coordination
o Should be consistent with the topography
o Preserve developed properties along the road
o Incorporate community values
o Follow natural contours of the land
Alignment Coordination
o Does not affect aesthetic, scenic, historic, and cultural resources along the way
o Enhances attractive scenic views
� Rivers
� Rock formations
� Parks
� Historic sites
� Outstanding buildings
Alignment Coordination
Alignment Coordination
Visual Effect in
Combination of Horizontal and Vertical Curves
Visual Effect inCombination of Horizontal and Vertical Curves
Visual Effect inCombination of Horizontal and Vertical Curves
Visual Effect inCombination of Horizontal and Vertical Curves
Visual Effect inCombination of Horizontal and Vertical Curves
Alignment and Profile Relationships in Roadway Design
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
Alignment and Profile Relationships in Roadway Design
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
Alignment and Profile Relationships in Roadway Designfrom AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
Alignment and Profile Relationships in Roadway Design
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
PROV INSI NADKP2T JALAN/JEMBATAN
HORIZONTAL = 1 : 1000
VERTIKAL = 1 : 100
STA
AN
TO
DA
DA
NG
13NAD2006
STA. 3+403,35 - 4+000
PENAMPANG MEMANJANG JALAN (SEKSI 02)
LEM BAR NOJML LEM BARPROVINSIK P / THNPROYEK
NO
MO
R
ME
MA
NJA
NG
NO
TA
SI
BA
NG
UN
AN
DIP
ER
IKS
A
PA
TO
K-P
AT
OK
DIP
ER
IKS
A
KE
MIR
ING
AN
DIP
ER
IKS
A
DIG
AM
BA
RB
UK
U U
KU
R
DIU
KU
R
PO
TO
NG
AN
T
AN
GG
AL
OL
EH
PE
KE
RJA
AN
120
PI 1
PI 2
PI 3PI 4
PVI 1
PVI 2PVI 3
PVI 4
3+403,35
9,052 9,052W
2,263 2,263
6 (-)
6 (+)TC CT
- 2 %0 %
6,7896,789
7,784
41,909 41,909W
10,477 10,477
6 (-)
6 (+)TC CT
- 2 %0 %
31,43231,432
34,782
53,633 53,633W
10,477 10,477
6 (-)
6 (+)TC CT
- 2 %0 %
31,43231,432
30,206
21,458 21,458W
5,364 5,364
6 (-)
6 (+)TC CT
- 2 %0 %
16,09316,093
12,122
BRG
MAKAM ISLAM
3+403.3
5
3+500
3+550
3+
600
3+650
3+700
3+750
3+80
0
3+
85
0
3+900 3+950 4+
000
3+350
3+400
3+
403.3
53+350
3+400
3+
403.3
5
PC
= 3
+5
00.6
6P
T =
3+
516.2
0 PC
= 3
+564.6
5
PT
= 3
+6
31.6
0
PC = 3+775.54
PT
= 3
+8
27
.28
PC
= 3
+8
46
.51
PT
= 3
+8
70
.63
2
4
6
8
10
12
14
16
18
20
22
24
3+500 3+600 3+700 3+800 3+900 4+000
10
.28
6
10
.44
4
10
.23
3
9.7
88
9.3
82
9.1
53
9.0
62
9.3
33
9.5
42
9.4
95
9.4
05
9.0
44
9.0
00
9.0
00
7 0 . 00 0 0 m VC
BV
CS
: 3
+4
25
BV
CE
: 1
0.3
53
EV
CS
: 3
+4
95
EV
CE
: 1
0.2
37
10
.38
8
5 0 .0 0 0 0 m VC
BV
CS
: 3
+6
56
.50
BV
CE
: 9
.20
5
EV
CS
: 3
+7
06
.50
EV
CE
: 9
.16
5
9.1
39
10
.20
5
9.8
86
9.5
66
9.2
47
5 0 .0 0 00 m VC
BV
CS
: 3
+7
64.3
9
BV
CE
: 9
.44
2
EV
CS
: 3
+8
14
.39
EV
CE
: 9
.501
9.5
21
9.3
74
6 0. 0 0 00 m VC
BV
CS
: 3
+9
90
BV
CE
: 9.0
73
EV
CS
: 4
+05
0
EV
CE
: 8
.99
9
9.0
51
8.9
99
9.4
14
9.2
93
9.1
71
8.9
99
end of this part