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    Design Requirements of Highways

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    Meghan
    This document outlines key design requirements for highways, including superelevation, design volume, and number of lanes. Superelevation, or banking, is used to counteract centrifugal force on vehicles and can range from 6-12%. Design volume is based on the 30th highest peak hour which represents about 7-15% of average annual daily traffic. The number of lanes is determined through an iterative process of comparing design hourly volume to estimated capacity based on the desired level of service.

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    Design Requirements of Highways

    Uploaded by

    Meghan
    13 views14 pages
    This document outlines key design requirements for highways, including superelevation, design volume, and number of lanes. Superelevation, or banking, is used to counteract centrifugal force on vehicles and can range from 6-12%. Design volume is based on the 30th highest peak hour which represents about 7-15% of average annual daily traffic. The number of lanes is determined through an iterative process of comparing design hourly volume to estimated capacity based on the desired level of service.

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    Transpo Report

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    This document outlines key design requirements for highways, including superelevation, design volume, and number of lanes. Superelevation, or banking, is used to counteract centrifugal force on vehicles and can range from 6-12%. Design volume is based on the 30th highest peak hour which represents about 7-15% of average annual daily traffic. The number of lanes is determined through an iterative process of comparing design hourly volume to estimated capacity based on the desired level of service.

    Copyright:

    © All Rights Reserved
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    13 views14 pages

    Design Requirements of Highways

    Uploaded by

    Meghan
    This document outlines key design requirements for highways, including superelevation, design volume, and number of lanes. Superelevation, or banking, is used to counteract centrifugal force on vehicles and can range from 6-12%. Design volume is based on the 30th highest peak hour which represents about 7-15% of average annual daily traffic. The number of lanes is determined through an iterative process of comparing design hourly volume to estimated capacity based on the desired level of service.

    Copyright:

    © All Rights Reserved
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    of 14

    Design Requirements

    of Highways
     Superelevation
     Design Volume
     Number of Lanes
    Superelevation
    O Superelevation or banking is necessary to counteract
    the centrifugal force that is acting on the vehicle.
    The value of maximum superelevation e may range
    from 6 percent to 12 percent. Depending on the
    terrain of the area where the highways will traverse,
    superelevation can be attained by any of the
    following methods:
    A. Pavement revolved about the centreline
    B. Pavement revolved about the inner edge
    of the pavement
    C. Pavement revolved about the outside
    edge
    Design Volume
    O The 30th highest peak hour volume has been found
    to be the most reasonable hourly volume that
    provides the best result. Another characteristic of this
    30th hourly volume is that its value as a percentage
    of AADT does not vary much over the years.
    Depending on the type of highways, the value of K
    may range from 7 percent to 15 percent.
    O It is necessary to consider the direction of heavier
    flow for design. The directional distribution D, is
    defined as the percentage of the heavier volume
    over the total highway volume. This directional
    distribution is relevant only when designing or
    analyzing highways with two or more lanes in one
    direction. In the case of two-lane, two-way
    highways, the heavier movement will tend to use the
    other direction for overtaking. For three-lane, two-
    way highways, the heavier movement will tend to
    occupy the extra third lane.
    Given the AADT, the design hourly volume is computed as
    follows:
    DDHV = AADT*K*D (for multilane highways)
    or
    DHV = AADT*K (for 2-lane or 3-lane, 2-way
    highways)
    where DDHV – directional design hour volume
    DHV – design hourly volume
    AADT – average annual daily traffic
    K – proportion of daily traffic occurring during peak
    hour, expressed as a decimal
    D – proportion of peak-hour traffic travelling in the
    peak direction, expressed as a decimal
    Number of Lanes
    O The procedure may follow a trial and error one.
    Initially the number of lanes is assumed. With this
    assumption, the corresponding capacity is obtained
    from lookup tables. If the desired level of service is
    known, then its corresponding volume/capacity ratio
    will be known. This v/c ratio should be greater than
    the value of the ratio of the design hourly volume
    over the estimated capacity.
    Number of Lanes
    O If the inequality is satisfied, then the assumed
    number of lanes is okay; otherwise it is modified
    depending on the result of the initial computations.
    In some cases, correction factors are applied that
    would reduce the capacity if some substandard
    values (width of lane, presence of gradient, etc.)
    deviate from the ideal ones.
    Guide on basic capacity for various road types
    Lane capacities for multilane highways
    O If the traffic volume provided is in mixed type,
    passenger car equivalent factors (PCEFs) have to be
    applied to obtain the volume pcu. Also, the procedure
    discussed in the PHPM (which was used in the previous
    example) is slightly different from the procedure in the
    US HCM. Both methods have capacities in pcu but in
    the PHPM, the design volume in mixed vehicles is
    converted to pcu for the calculation of v/c ration while
    in the US HCM, mixed vehicles are retained but the
    value of capacity is modified or converted to mixed
    vehicles by applying reduction factor due to heavy
    vehicles. The v/c ratio, therefore, is computed based on
    volume and capacity having the same unit of mixed
    vehicles.

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