sj-5112 1011 3c vertical alignment
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SJ-5112 Perancangan Geometrik Jalan
Element of Design
Sony Sulaksono Wibowo, Ph.D
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Element of Design
o Sight Distance
o Horizontal Alignment
o Vertical Alignment
o Cross Section
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Vertical AlignmentVertical Alignment
http://www.scvresources.com/highways/sr_23.htmhttp://www.scvresources.com/highways/sr_23.htm
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Vertical Alignment
o Objective:
� Determine elevation to ensure
� Proper drainage
� Acceptable level of safety
o Primary challenge
� Transition between two grades
� Vertical curves
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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
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Types of Verticals Curves
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Vertical Curve Fundamentals
Notes:G1, G2 in percent; L in meters
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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:
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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
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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
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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
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Design Controls for Crest Vertical Curves
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
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Design Controls for Crest Vertical Curves
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
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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)
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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
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Design Controls for Sag Vertical Curves
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
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Design Controls for Sag Vertical Curves
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
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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)
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An Issue on Alignments CombinationHorizontal and Vertical Alignment
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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
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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
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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
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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
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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
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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
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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
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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
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Alignment Coordination
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Alignment Coordination
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Visual Effect in
Combination of Horizontal and Vertical Curves
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Visual Effect inCombination of Horizontal and Vertical Curves
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Visual Effect inCombination of Horizontal and Vertical Curves
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Visual Effect inCombination of Horizontal and Vertical Curves
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Visual Effect inCombination of Horizontal and Vertical Curves
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Alignment and Profile Relationships in Roadway Design
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
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Alignment and Profile Relationships in Roadway Design
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
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Alignment and Profile Relationships in Roadway Designfrom AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
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Alignment and Profile Relationships in Roadway Design
from AASHTO’s A Policy on Geometric Design of Highways and Streets 2001
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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
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end of this part