Road Geometric Design

ROAD GEOMETRIC DESIGN
DESIGN ASSIGNMENT REPORT
Ahmad Fady Ganis 1406545301
R.M. Fadillah Wicaksono 1406545314
DEPARTMENT OF CIVIL ENGINEERING

FACULTY OF ENGINEERING
DEPOK
2018
CHAPTER I
BACKGROUND
A. General Information
With the rise of national development, more infrastructures should be developed to
ensure the ease of transportation means. In the Kuningan Regency of West Java, 2 main
arterial roads of Jl. Kuningan-Luragung and Jl. Raya Cidahu are separated without any
connecting roads, making transport of logistics which is the primary usage of the roads
harder. With the problems in mind, it is our duty as soon-to-be engineers to create and
design a road which not only satisfy the needs of development but is also feasible to
create in real-life scenarios.
B. Objective
The objectives of this assignment is listed as follow:
 Design and create a feasible road plan in an area within Indonesia
 Understand and master the methods required using state of the art OpenRoads
software to prepare as future engineers
 Find the optimum road design in conjunction with the area’s topographical
conditions and the existing AASHTO regulations
CHAPTER II
DESIGN PROCEDURE
A. Scope of Work
According to Bina Marga standards, the scope of work on designing the geometric
primary arterial road includes five main steps as follows:
1. Compute the basic data
2. Identify the location of the road
3. Determine the criteria of the design plan
4. Determine the optimal alignment of the road
5. Technical drawing of road geometric design and its earthworks.
B. Unprocessed data
The unprocessed data required that is subjected to analysis are:
1. Contoured topographical map of the determined site with an area of 5 km2, with a
scale of not less than 1: 10,000 (other scales such as 1: 2,500 and 1: 5,000). The
height change between contour lines are 2 meters.
2. The geological map containing information of unstable and stable regions.
3. The land use of the map
4. The existing road network map
C. Identification of road location

By referring to the raw data, the following can be identified:
1. The road terrains
2. The starting and final points of the designed road
3. The points needed to be passed by the designed road
D. Road design specification

1. Definition:
a. For geometric planning, define the road classification based on its function
b. Vehicle design
c. VLHR and VJR
d. Design speed, VR.
2. The road specification are identified based on considerations of the development
of transportation in the next few years so that it would fulfil their functions during
the life cycle period designed.
E. Determination of road alignment

An optimal alignment is obtained from the iteration process of alignment election.
1. Using the data acquired, several traces are created in accordance with the road
specifications.
2. All trace designs include the horizontal alignment as well as the vertical alignment
and cross-section.
3. All alternative alignments are evaluated to select the most optimal option.
a. Horizontal alignment
1. Based on the design specifications, horizontal alignment include:
a. The minimum radius of horizontal arches.
b. The maximum road grading
c. The maximum length of tangent
d. Stopping sight distance and overtaking sight distance
2. Design of horizontal alignment is based on design criteria.
3. In each alignment, stations are labelled as Sta. and written with the notation
Sta.XXX + YYY, where XXX is in kilometres and YYY units of metres. Station
numbering is defined as follows:
a. On the straight sections, station is labelled every 250 m
b. On curves, stations are labelled for every aspect of the turn with no specific
interval.
b. Vertical alignment
1. Based on the design specifications, the vertical alignment is defined as:
a. The minimum radius of vertical curve
b. The maximum road grading
c. The length of the road with a certain slope that requires climbing lane
d. Stopping sight distance and overtaking sight distance
2. Based on the design criteria, vertical alignment for all alternatives are designed.
The vertical alignment drawing is on horizontal scale of 1: 1,000 and vertical
scale 1: 100.
3. Each alignment needs to be evaluated according to the sight distance.
c. Cross sections
1. Based on design criteria, the cross section is defined as:
a. The lane and shoulder width
b. Road widening in each bend
c. Damaja, Damija, and Dawasja.
2. The road cross sections is drawn with a horizontal scale of 1: 100 and the vertical
scale 1:10 for each station.
3. Road cross sections along with horizontal alignment and vertical alignment used
to calculate the volume of earthworks.
d. Selection of optimal alignment

For selection of the optimal alignment. The trace with a cut and fill relative
difference of less than or equal to 10% is chosen as the most optimal. In this case,
from 4 alternatives designed 1 option is chosen to be the used design.
F. Road geometric design

All design specifications are presented include:
1. Horizontal alignment on contoured topographic maps.
2. Vertical alignment drawings
3. Superelevation diagram
4. Cross section drawings on each stations
5. Earthwork diagram (mass diagram)
6. Others
CHAPTER III
ROAD DESIGN SPECIFICATIONS
A. Terrain classification
The raw data including the contoured map is given by the lecturer. The students are
asked to design a road from the starting to the final point. Both points is determined by
the lecturer. Terrain must be classified first in order to set the design criteria of the road.
One of three road alternatives is elected based on technical assumptions refer to
Binamarga. Based on the contour map, terrain can be classified:
According to Tata Cara Perencanaan Geometrik Jalan antar Kota 1997 (TCPGJAK
1997) published by Ministry of Public works, terrain classification can be divided into
three categories:
Table.1. Terrain classification (source: TCPGJK 1997)
From the table above, we can conclude that the contour map is classified as hilly with
average gradient of 4.8%. The road is designed as inter-urban arterial primer road in hilly
conditions. Therefore, the design speed allowed is from 60-80 km/h. We choose 80 km/h
as our speed design. The table below represents the design speed based on terrain types:
Table.2. Design speed based on terrain classification (source: TCPGJK 1997)
B. Road design specification

The road is designed based in the contour map connecting points A and B, which are
determined by the lecturer. The coordinates of A is (0,2000) and B is (4000,1250). We
supposed to connect both points and to designed to have two horizontal curves which
have to be harmonized with the vertical alignments. At first, we made three alternatives
of road based on several assumptions then one of it will be elected.
POINT COORDINATE
X Y
A 235105 9225600
PI 1 234788 9225486
pi 2 238056 9226425
B 238862 9226481
Table.3. Point coordinates
9226600
9226400
9226200
9226000
9225800
9225600
9225400
9225200
9225000
9224800
235105 234788 238056 238862
 Stopping sight distance

Stopping sight distance (SSD) is a length of a roadway that is visible for the
driver to break and to prevent from collision. Basically, SSD is provided in road
design as a form of prevention from any accidents that might happen. According
to TCPGJAK 1997, SSD can be calculated by using formula given below:
𝑉𝑅 2
𝑉𝑅 (3.6 )
𝑆𝑆𝐷 = ( × 𝑇) +
3.6 2 ×𝑔 ×𝑓
Where, T = reaction time, 2.5 seconds

G = gravity, 9.8 m/s2
f = asphalt friction, 0.35
By using the formula we can finally calculate the stopping sight distance based
on selected design speed:
80 2
(3.6 )
80
𝑆𝑆𝐷 = ( × 2.5) +
3.6 2 × 9.8 × 0.35
𝑆𝑆𝐷 = 127.54 𝑜𝑟 128
According to BINA MARGA, the minimum stopping sight distance based on

design speed is presented in the following table:
Therefore, the stopping sight distance of our road design is 128 metres. This
value exceeds the minimum value which considered safe enough to apply.
 Overtaking sight distance
Overtaking sight distance is a possible length of a roadway which the driver
able to overtake safely until it goes back to the initial lane.
Formula:
Jd = d1 + d2 + d3 + d4
However, overtaking sight distance can also be calculated by using the
formula or it can be seen in the table provided in BINA MARGA.
Based on the table above, for speed design 80 km/h, the overtaking sight
distance in 550 m. therefore, we choose 550 metres as our overtaking sight
distance to design the road.
BAB IV
ALIGNMENT
A. Horizontal alignment
Horizontal alignment helps the driver to gain concentration and again, to prevent any
accidents along the road. Horizontal alignment has three types which are Spiral-Curve-
Spiral (SCS), Full circle, and Spiral-Spiral (SS). Basically, horizontal alignment is in a
form of circular to reduce the steering effort and is provided with a certain superelevation
to withstand the centrifugal forces. Spiral curve or called transitional curve is connecting
the tangent and a curve with exact radius, R. The radius functioned to anticipate the
alignment changes from tangent to curve. In the design, we choose SCS as our
alignment. In designing horizontal alignment, point of intersection between two tangents
must be known to get the angles for further calculation. The coordinate of point
intersection as follows:
POINT COORDINATE
X Y
A 235105 9225600
PI 1 234788 9225486
pi 2 238056 9226425
B 238862 9226481
1. CURVE I
 Azimuth calculation:
𝑋1 − 𝑋𝐴
∝ 𝐴 − 𝑃𝐼1 = 𝐴𝑟𝑐𝑇𝑔 ( )
𝑌1 − 𝑌𝐴
235105 − 234788
∝ 𝐴 − 𝑃𝐼1 = 𝐴𝑟𝑐𝑇𝑔 ( ) + 180°
9225486 − 9225600
∝ 𝐴 − 𝑃𝐼1 = 109.78°
𝑋2 − 𝑋1
∝ 𝑃𝐼1 − 𝑃𝐼2 = 𝐴𝑟𝑐𝑇𝑔 ( )
𝑌2 − 𝑌1
238056 − 235105
∝ 𝑃𝐼1 − 𝑃𝐼2 = 𝐴𝑟𝑐𝑇𝑔 ( )
9226425 − 9225600
∝ 𝑃𝐼1 − 𝑃𝐼2 = 72.35°
 Angle of point intersection calculation:

∆𝑃𝐼1 = (∝ 𝐴 − 𝑃𝐼1) − (∝ 𝑃𝐼1 − 𝑃𝐼2)
∆𝑃𝐼1 = 109.78° − 72.35°
∆𝑃𝐼1 = 37.43°
 Minimum radius
The width of travelled ways is 4 lanes with a total width of 14 meters.
According to AASHTO highway and streets guide book 2001, for design speed
80 km/h, the maximum value of superelevation (e) is 10% and f is 0.14.
emax = 10 %, enormal = 2 %
Friction coefficient, fmax = 0.14
VR = 80 km/h
𝑉𝑅2
𝑅𝑚𝑖𝑛 =
127 (𝑒 max + 𝑓)
802
𝑅𝑚𝑖𝑛 =
127 (0.01 + 0.14)
𝑅𝑚𝑖𝑛 = 209.973 𝑚 ≈ 210 𝑚
Rdesign (design radius) for this curve is 210 metres and it is bigger than the
minimum radius. For the full circle (FC) horizontal alignment, the minimum
radius Rmin is 209.973 metres, which is greater than design radius. In other words,
full circle alignment cannot be used. Therefore, SCS horizontal alignment is used.
 Determine design superelevation
In designing superelevation, we need to ensure that the value does not exceed the
maximum superelevation which is 10%.
𝑉𝑅2
𝑒= − 𝑓
127 𝑅𝑑
802
𝑒= − 0.14
127 𝑥 210
𝑒 = 0.08 𝑜𝑟 8%
 Length of spiral
According to TCPGJAK 1997, the length of spiral can be obtained by using three
different formulas. The bigger value between those results is used.
Based on maximum travel time, T = 3 seconds
𝑉𝑅
𝐿𝑠 = 𝑇
3.6
80
𝐿𝑠 = 𝑥3
3.6
𝐿𝑠 = 66.67 𝑚
Based on centrifugal force, C indicates changes of acceleration, 0.3-1.0 m/s2
𝑉𝑅3 2.727 𝑥 𝑉𝑅 𝑥 𝑒
𝐿𝑠 = 0.022 −
𝑅𝑥𝐶 𝐶
803 2.727 𝑥 80 𝑥 0.08
𝐿𝑠 = 0.022 −
210 𝑥 1 1
𝐿𝑠 = 90.46 𝑚
Based on gradient transformation
(𝑒𝑚 − 𝑒𝑛 ) 𝑉𝑅
𝐿𝑠 =
3.6 𝑥 𝑅𝑒
(0.1 − −0.02) 80
𝐿𝑠 =
3.6 𝑥 0.025
𝐿𝑠 = 107 𝑚
The bigger value of Ls is calculated based on gradient transformation. Therefore,
the length of spiral is 71.11 meters.
 Spiral-curve-Spiral properties
Angle of spirals
90 𝐿𝑠
𝜃𝑠 = 𝑥
𝜋 𝑅𝑐
90 107
𝜃𝑠 = 𝑥
𝜋 210
𝜃𝑠 = 14.596
Angle of curve
∆𝑐 = ∆𝑃𝐼1 − (2𝜃𝑠 )
∆𝑐 = 37.43° − (2 𝑥 14.596°)
∆𝑐 = 8.2364°
Length of curve (Lc)
∆𝑐
𝐿𝐶 = 𝑥 2𝜋 𝑥 𝑅𝑑
360
𝐿𝐶 = 30.187 𝑚
𝐿𝐶 > 25 𝑚
Movement length from TC point into SC, in y direction
𝐿𝑠 2
𝑃=
24 𝑅
1072
𝑃=
24 𝑥 210
𝑃 = 2.27 𝑚
𝑃 > 0.15 𝑚
The criteria of Spiral-Curve-Spiral is the length of curve is more than 25 metres,

the movement length is more than 15 cm, and the asphalt coefficient is more than
0.04. Based on the previous calculation, it fulfils the SCS criteria. Further
calculation indicates other SCS properties:
Horizontal distance from TS to SC (Xs)
𝐿𝑠 2
𝑋𝑠 = 𝐿𝑠 𝑥 (1 − )
40𝑅2
1072
𝑋𝑠 = 107 𝑥 (1 − )
40 𝑥 2102
𝑋𝑠 = 106.3 𝑚
Offset of tangent, to spiral SC (Ys)
𝐿𝑠 2
𝑌𝑠 =
6 𝑅𝑐
1072
𝑌𝑠 =
6 𝑥 210
𝑌𝑠 = 9.08
Movement length from TC point into SC, in x direction (k)
𝐿𝑠 3
𝐾 = 𝐿𝑠 − − 𝑅𝑐 sin 𝜃𝑠
40𝑅𝑐 2
1073
𝐾 = 107 − − 210 sin 14.596°
40 𝑥 2102
𝐾 = 53.385 𝑚
Tangent of spiral (Ts)
∆
𝑇𝑠 = (𝑅𝑐 + 𝑃) tan + 𝑘
2
37.43
𝑇𝑠 = (210 + 1) tan + 53.385
2
𝑇𝑠 = 124.866 𝑚
External length (Es)
∆
𝐸𝑠 = (𝑅𝑐 + 𝑃) sec − 𝑅𝑐
2
37.43
𝐸𝑠 = (210 + 1) sec − 210
2
𝐸𝑠 = 12.779 𝑚
The total length (Lt)
𝐿𝑡𝑜𝑡𝑎𝑙 = 𝐿𝑐 + (2 𝑥 𝐿𝑠)
𝐿𝑡𝑜𝑡𝑎𝑙 = 30.187 + (2 𝑥 107)
𝐿𝑡𝑜𝑡𝑎𝑙 = 244.187 𝑚
According to our calculation, the total length of curve 1 is 244.187 m. The total
length is the summation of length of curve, and length of spirals.
 Curve 1 – Drawing
2. CURVE II
POINT COORDINATE
X Y
A 235105 9225600
PI 1 234788 9225486
pi 2 238056 9226425
B 237862 9226481
Azimuth calculation:
𝑋1 − 𝑋𝐴
∝ 𝐴 − 𝑃𝐼1 = 𝐴𝑟𝑐𝑇𝑔 ( )
𝑌1 − 𝑌𝐴
238056 − 237862
∝ 𝐴 − 𝑃𝐼1 = 𝐴𝑟𝑐𝑇𝑔 ( ) + 180°
9225486 − 9225600
∝ 𝐴 − 𝑃𝐼1 = 110.65°
𝑋2 − 𝑋1
∝ 𝑃𝐼1 − 𝑃𝐼2 = 𝐴𝑟𝑐𝑇𝑔 ( )
𝑌2 − 𝑌1
234788 − 237862
∝ 𝑃𝐼1 − 𝑃𝐼2 = 𝐴𝑟𝑐𝑇𝑔 ( )
9225586 − 9226481
∝ 𝑃𝐼1 − 𝑃𝐼2 = 73.76°
3. Angle of point intersection calculation:
∆𝑃𝐼1 = (∝ 𝐴 − 𝑃𝐼1) − (∝ 𝑃𝐼1 − 𝑃𝐼2)
∆𝑃𝐼1 = 110.65° − 73.76°
∆𝑃𝐼1 = 36.89°
4. Minimum radius
The width of travelled ways is 14 metres.
According to AASHTO highway and streets guide book 2001, for design speed
80 km/h, the maximum value of superelevation (e) is 10% and f is 0.14.
emax = 10 %, enormal = 2 %
Friction coefficient, fmax = 0.14
VR = 80 km/h
𝑉𝑅2
𝑅𝑚𝑖𝑛 =
127 (𝑒 max + 𝑓)
802
𝑅𝑚𝑖𝑛 =
127 (0.01 + 0.14)
𝑅𝑚𝑖𝑛 = 209.973 𝑚 ≈ 210 𝑚
Rdesign (design radius) for this curve is 210 metres and it is bigger than the
minimum radius. For the full circle (FC) horizontal alignment, the minimum
radius Rmin is 209.973 metres, which is greater than design radius. In other words,
full circle alignment cannot be used. Therefore, SCS horizontal alignment is used.
5. Determine design superelevation
In designing superelevation, we need to ensure that the value does not exceed the
maximum superelevation which is 10%.
𝑉𝑅2
𝑒= − 𝑓
127 𝑅𝑑
802
𝑒= − 0.14
127 𝑥 210
𝑒 = 0.08 𝑜𝑟 8%
6. Length of spiral
According to TCPGJAK 1997, the length of spiral can be obtained by using three
different formulas. The bigger value between those results is used.
Based on maximum travel time, T = 3 seconds
𝑉𝑅
𝐿𝑠 = 𝑇
3.6
80
𝐿𝑠 = 𝑥3
3.6
𝐿𝑠 = 66.67 𝑚
Based on centrifugal force, C indicates changes of acceleration, 0.3-1.0 m/s2
𝑉𝑅3 2.727 𝑥 𝑉𝑅 𝑥 𝑒
𝐿𝑠 = 0.022 −
𝑅𝑥𝐶 𝐶
803 2.727 𝑥 80 𝑥 0.08
𝐿𝑠 = 0.022 −
210 𝑥 1 1
𝐿𝑠 = 90.46 𝑚
Based on gradient transformation
(𝑒𝑚 − 𝑒𝑛 ) 𝑉𝑅
𝐿𝑠 =
3.6 𝑥 𝑅𝑒
(0.1 − −0.02) 80
𝐿𝑠 =
3.6 𝑥 0.025
𝐿𝑠 = 107 𝑚
The bigger value of Ls is calculated based on gradient transformation. Therefore,
the length of spiral is 71.11 meters.
7. Spiral-curve-Spiral properties
Angle of spirals
90 𝐿𝑠
𝜃𝑠 = 𝑥
𝜋 𝑅𝑐
90 107
𝜃𝑠 = 𝑥
𝜋 210
𝜃𝑠 = 14.596
Angle of curve
∆𝑐 = ∆𝑃𝐼1 − (2𝜃𝑠 )
∆𝑐 = 36.89° − (2 𝑥 14.596°)
∆𝑐 = 7.77°
Length of curve (Lc)
∆𝑐
𝐿𝐶 = 𝑥 2𝜋 𝑥 𝑅𝑑
360
𝐿𝐶 = 28.47 𝑚
𝐿𝐶 > 25 𝑚
Movement length from TC point into SC, in y direction
𝐿𝑠 2
𝑃=
24 𝑅
1072
𝑃=
24 𝑥 210
𝑃 = 2.27 𝑚
𝑃 > 0.15 𝑚
The criteria of Spiral-Curve-Spiral is the length of curve is more than 25 metres,

the movement length is more than 15 cm, and the asphalt coefficient is more than
0.04. Based on the previous calculation, it fulfils the SCS criteria. Further
calculation indicates other SCS properties:
Horizontal distance from TS to SC (Xs)
𝐿𝑠 2
𝑋𝑠 = 𝐿𝑠 𝑥 (1 − )
40𝑅2
1072
𝑋𝑠 = 107 𝑥 (1 − )
40 𝑥 2102
𝑋𝑠 = 106.3 𝑚
Offset of tangent, to spiral SC (Ys)
𝐿𝑠 2
𝑌𝑠 =
6 𝑅𝑐
1072
𝑌𝑠 =
6 𝑥 210
𝑌𝑠 = 9.08
Movement length from TC point into SC, in x direction (k)
𝐿𝑠 3
𝐾 = 𝐿𝑠 − − 𝑅𝑐 sin 𝜃𝑠
40𝑅𝑐 2
1073
𝐾 = 107 − − 210 sin 14.596°
40 𝑥 2102
𝐾 = 53.385 𝑚
Tangent of spiral (Ts)
∆
𝑇𝑠 = (𝑅𝑐 + 𝑃) tan + 𝑘
2
36.89
𝑇𝑠 = (210 + 1) tan + 53.385
2
𝑇𝑠 = 123.76 𝑚
External length (Es)
∆
𝐸𝑠 = (𝑅𝑐 + 𝑃) sec − 𝑅𝑐
2
36.89
𝐸𝑠 = (210 + 1) sec − 210
2
𝐸𝑠 = 12.426 𝑚
The total length (Lt)
𝐿𝑡𝑜𝑡𝑎𝑙 = 𝐿𝑐 + (2 𝑥 𝐿𝑠)
𝐿𝑡𝑜𝑡𝑎𝑙 = 28.47 + (2 𝑥 107)
𝐿𝑡𝑜𝑡𝑎𝑙 = 242.478 𝑚
According to our calculation, the total length of curve 1 is 244.187 m. The total
length is the summation of length of curve, and length of spirals.
8. Curve II – Drawing
9. STATIONING
The stationing needs to be calculated especially in alignments in order to know the
position of the starting point of both spirals and curves. Before calculate the stationing
in horizontal alignments, we need to know the distances between points and
properties of both curves for further calculation.
 Distances
𝑑𝐴−𝑃𝐼1 = 1134.61
𝑑𝑃𝐼1−𝑃𝐼2 = 3062.33
𝑑𝑃𝐼2−𝐷 = 1418
The following calculation shows how to obtain the distance:

Example dA-PI1
𝑑𝐴−𝑃𝐼1 = √(𝑋1 − 𝑋𝐴)2 + (𝑌1 − 𝑌𝐴)2
𝑑𝐴−𝑃𝐼1 = √(234788 − 235105)2 + (9225486 − 9225600)2
𝑑𝐴−𝑃𝐼1 = 1134.61 𝑚
Where, XPI1 and YPI1: the value of x and y coordinates of PI 1
XA and YA: the value of x and y coordinates of point A
 Horizontal curve properties
PROPERTIES CURVE I CURVE II
SCS
Ls 107 107
Lc 30,187 28,47
Ltotal 244 242,478
 Stationing
STA A = 0 + 000 m
Curve 1
STA PI1 = Sta. A + dA-PI1
= (0+000) + 1134.61
= 1 + 134.61 m
STA TS1 = Sta. PI1 – TS1
= (1+134.61) – 124.866
= 1 + 009.744 m
STA SC1 = Sta. TS1 + LS1
= (1+009.744) + 107
= 1 + 116.744 m
STA CS1 = Sta. SC1 + LC1
= (1+ 116.744) + 30.187
= 1 + 177.111 m
STA ST1 = Sta. CS1 + LS1
= (1+177.111) + 107
= 1 + 284.111 m
Curve 2
STA PI2 = Sta. ST1 + dPI1-PI2 - TS1
= (1+284.111) + 3062.33 – 124.866
= 4 + 221.575 m
STA TS2 = Sta. PI2 – TS2
= (4+221.575) – 123.76
= 4+ 079.815 m
STA SC2 = Sta. TS2 + LS2

= (4+ 079.815) + 107
= 4+ 204.815 m
STA CS2 = Sta. SC2 + LC2
= (4+ 204.815) + 28.47
= 4 + 233.285 m
STA ST2 = Sta. CS2 + LS2
= (4 + 233.285) + 107
= 4 + 340.285m
 Straight line distance
By considering the safety factor of the driver, based on the condition of the
driver, therefore the maximum tangent distance must occur not more than 2.5
minutes (based on the design speed). The maximum length of tangent based on
TCPGJAK 1997 presented in the table below:
According to the table above, the maximum length of tangent for arterial road is
2500 metres. In our design, the length of tangent are not exceed the maximum
length.
B. Vertical alignment
Vertical alignment is an alignment that forms either uphill or downhill track. This
alignment consists of vertical slope and a curve. Refer to the starting point, vertical slope
can be positive (upward), negative (downward), and even zero (flat). The curve can be in
a form of both concave and convex. The certain maximum slope is intended to allow the
vehicle to move continuously without losing a significant speed. According to TPGJAK
1997, the maximum slope is:
The maximum length of slope is determined to allow the vehicles speed to keep stable
so that the deceleration is not exceed a half of design speed (V R).
The allowable maximum slope for our design is 5%, since the speed design is 80
m/hour. Furthermore, the design slope or grade must not exceed the maximum length
of slope in the previous table.
In this case, SAG type of curve is used in 6 points of intersection. The
following calculation is refer to the previous calculation,
Stopping sight distance (SSD): 128 metres
1. CREST 1
G1 = 0
G2 = -4 %
A = | G1 – G2 |
= | 0 – (-4%) |
= 4%
 Minimum length (L)
According to AASHTO, the length of SAG curve can be calculated based on
the designed stopping sight distance by using this formula:
If S (Stopping sight distance) < L:
120 + 3.5𝑆
𝐿 = 2𝑆 −
𝐴
120 + (3.5 𝑥 128)
𝐿 = 2 𝑥 128 −
2
𝐿 = 114 𝑚𝑒𝑡𝑟𝑒𝑠
If S > L:
𝐴 𝑥 𝑆2
𝐿=
120 + 3.5𝑆
4 𝑥 1282
𝐿=
120 + (3.5 𝑥 128)
𝐿 = 115.38 𝑚𝑒𝑡𝑟𝑒𝑠
 Criteria of L, based on BINA MARGA
Amenities of L
𝐴 𝑥 𝑉2
𝐿=
390
4 𝑥 1282
𝐿=
390
If the travel time is more than 3 seconds, the length minimum is, L = 22.22
metres.
The length of the curve in accordance with the speed design 80
km/hour will be in the range of 80-150 metres. Therefore, the length of SAG 1
curve is 120 metres.
 Calculation
A = 4%
L = 120 metres
Distances: BVC = 0
EVC = 120 metres
Highest elevation (Ev)
𝐴𝐿
𝐸𝑣 =
800
4 𝑥 120
𝐸𝑣 =
800
𝐸𝑣 = 0.6 𝑚𝑒𝑡𝑟𝑒𝑠
X1
1
𝑋1 = ( 𝑥 𝐿)
4
1
𝑋1 = ( 𝑥 120)
4
𝑋1 = 30 metres
Y1
𝐴
𝑌1 = 𝑥 𝑋2
200 𝑥 𝐿
4
𝑌1 = 𝑥 302
200 𝑥 120
𝑌1 = 0.15 metres
 Stationing
Sta. BVC1 = Sta. PV1 – (1/2L)
= (1+350) – (60)
= 1 + 290
Sta. PV1 = 1+350
Sta. EVC1 = Sta. PV1 + (1/2L)
= (1+350) + 60
= 1+410
Sta. A1 = Sta. PV1 – (1/4L)
= (1+350) – 30
= 1+320
Sta. B1 = Sta. PV1 + (1/4L)
= (1+350) + 30
= 1+380
 Elevation
Elev. BVC1 = Elev. PV1 – (1/2L x G1)
= 167 – (60 x 0)
= 127 metres
Elev. PV1 = 167 metres
Elev. EVC1 = Elev. PV1 – (1/2L x G2)
= 167 – (60 x 0.04)
= 164.6 metres
Elev. A1 = Elev. PV1 – (1/4L x G1 + Y1)
= 167 – (30 x 0 + 0.15)
= 166.85 metres
Elev. B1 = Elev. PV1 – (1/4L x G2 + Y1)
= 167 – (30 x 0.04 + 0.15)
= 165.65 metres
 CREST 1 – Drawing
2. SAG 2
G1 = -4%
G2 = 0
A = | G1 – G2 |
= | (-4%) – 0 |
= 4%
According to AASHTO, the length of CREST curve can be calculated based
on the designed stopping sight distance by using this formula:
120 + 3.5𝑆
𝐿 = 2𝑆 −
𝐴
120 + (3.5 𝑥 128)
𝐿 = 2 𝑥 128 −
4
If S > L:
𝐴 𝑥 𝑆2
𝐿=
120 + 3.5𝑆
4 𝑥 1282
𝐿=
120 + (3.5 𝑥 128)
 Criteria of L, based on Binamarga TPCGJAK 1997
Amenities of L
𝐴 𝑥 𝑉2
𝐿=
390
4 𝑥 1282
𝐿=
390
metres.
 Calculation
A = 4%
L = 120 metres
Distances: BVC = 0
EVC = 120 metres
𝐴𝐿
𝐸𝑣 =
800
4 𝑥 120
𝐸𝑣 =
800
X2
1
𝑋1 = ( 𝑥 𝐿)
4
1
𝑋1 = ( 𝑥 120)
4
𝑋1 = 30 metres
Y2
𝐴
𝑌1 = 𝑥 𝑋2
200 𝑥 𝐿
4
𝑌1 = 𝑥 302
200 𝑥 120
𝑌1 = 0.15 metres
 Stationing
= (3+200) – (60)
= 3+140
Sta. PV2 = 3+200
= (3+200) + 60
= 3+260
Sta. A2 = Sta. PV2 – (1/4L)
= (3+200) – 30
= 3+170
Sta. B2 = Sta. PV2 + (1/4L)
= (3+200) + 30
= 3+230
 Elevation
Elev. BVC2 = Elev. PV2 + (1/2L x G1)
= 150 + (60 x 0.04)
= 152.4metres
Elev. EVC2 = Elev. PV2 + (1/2L x G2)
= 150 + (60 x 0)
= 150 metres
Elev. A2 = Elev. PV2 + (1/4L x G1 + Y2)
= 150 + (30 x 0.04 + 0.15)
= 151.35 metres
Elev. B2 = Elev. PV2 + (1/4L x G2 + Y2)
= 150 + (30 x 0 + 0.15)
= 149.85 metres
 SAG 2 – Drawing
3. CREST 3
G1 = 0
G2 = -4 %
A = | G1 – G2 |
= | 0 – (-4%) |
= 4%
120 + 3.5𝑆
𝐿 = 2𝑆 −
𝐴
120 + (3.5 𝑥 128)
𝐿 = 2 𝑥 128 −
2
If S > L:
𝐴 𝑥 𝑆2
𝐿=
120 + 3.5𝑆
4 𝑥 1282
𝐿=
120 + (3.5 𝑥 128)
 Criteria of L, based on BINA MARGA
Amenities of L
𝐴 𝑥 𝑉2
𝐿=
390
4 𝑥 1282
𝐿=
390
metres.
 Calculation
A = 4%
L = 120 metres
Distances: BVC = 0
EVC = 120 metres
𝐴𝐿
𝐸𝑣 =
800
4 𝑥 120
𝐸𝑣 =
800
X1
1
𝑋1 = ( 𝑥 𝐿)
4
1
𝑋1 = ( 𝑥 120)
4
𝑋1 = 30 metres
Y1
𝐴
𝑌1 = 𝑥 𝑋2
200 𝑥 𝐿
4
𝑌1 = 𝑥 302
200 𝑥 120
𝑌1 = 0.15 metres
 Stationing
= (4+300) – (60)
= 4+240
Sta. PV1 = 4+300
= (4+300) + 60
= 4+360
Sta. A1 = Sta. PV1 – (1/4L)
= (4+300) – 30
= 4+270
Sta. B1 = Sta. PV1 + (1/4L)
= (4+300) + 30
= 4+330
 Elevation
Elev. BVC1 = Elev. PV1 – (1/2L x G1)
= 135 – (60 x 0)
= 75 metres
Elev. EVC1 = Elev. PV1 – (1/2L x G2)
= 135 – (60 x 0.04)
= 132.6 metres
Elev. A1 = Elev. PV1 – (1/4L x G1 + Y1)
= 135 – (30 x 0 + 0.15)
= 134.85 metres
Elev. B1 = Elev. PV1 – (1/4L x G2 + Y1)
= 135 – (30 x 0.04 + 0.15)
= 133.65 metres
 CREST 3 – Drawing
4. SAG 4
G1 = -2.5%
G2 = 0%
A = | G1 – G2 |
= | (-2.5%) – 0 |
= 2.5%
120 + 3.5𝑆
𝐿 = 2𝑆 −
𝐴
120 + (3.5 𝑥 128)
𝐿 = 2 𝑥 128 −
2.5
If S > L:
𝐴 𝑥 𝑆2
𝐿=
120 + 3.5𝑆
2.5 𝑥 1282
𝐿=
120 + (3.5 𝑥 128)
 Criteria of L, based on Binamarga TPCGJAK 1997
Amenities of L
𝐴 𝑥 𝑉2
𝐿=
390
2.5 𝑥 1282
𝐿=
390
metres.
curve is 80 metres.
 Calculation
A = 2.5%
L = 80 metres
Distances: BVC = 0
EVC = 80 metres
𝐴𝐿
𝐸𝑣 =
800
2.5 𝑥 120
𝐸𝑣 =
800
X1
1
𝑋1 = ( 𝑥 𝐿)
4
1
𝑋1 = ( 𝑥 80)
4
𝑋1 = 20 metres
Y1
𝐴
𝑌1 = 𝑥 𝑋2
200 𝑥 𝐿
2.5
𝑌1 = 𝑥 202
200 𝑥 80
𝑌1 = 0.0625 metres
 Stationing
= (4+400) – (40)
= 4+360
Sta. PV6 = 4+400
= (4+400) + 40
= 4+440
Sta. A6 = Sta. PV6 – (1/4L)
= (4+400) – 20
= 4+380
Sta. B6 = Sta. PV6 + (1/4L)
= (4+400) + 20
= 4+420
 Elevation
Elev. BVC2 = Elev. PV2 + (1/2L x G1)
= 129 + (40 x 0.025)
= 130 metres
Elev. PV2 = 129metres
Elev. EVC2 = Elev. PV2 + (1/2L x G2)
= 129+ (40 x 0)
= 129 metres
Elev. A2 = Elev. PV2 + (1/4L x G1 + Y2)
= 129+ (20 x 0.025 + 0.0625)
= 129. 5625metres
Elev. B2 = Elev. PV2 + (1/4L x G2 + Y2)
= 129 + (20 x 0 + 0.0625)
= 129.0625 metres
 SAG 6 – Drawing
VOLUME
1.2E+09
1.4E+09
200000000
400000000
600000000
800000000
0
1E+09
0.000
500.000
1.000.000
1.093.750
1.180.000
1.335.000
1.392.500
1.450.000
1.750.000
2.250.000
2.750.000
3.000.000
STATION
3.500.000
Mass Diagram
4.000.000
4.182.500
4.210.000
4.265.000
4.437.500
4.495.000
4.750.000
5.250.000
5.741.947
BAB III
OPEN ROAD ANALYSIS
A. ROAD DESIGN 1
a. Horizontal Alignment
i. Curve I
ii. Curve II
b. Vertical alignment
i. Superelevation I
ii. Cross section I

iii. Superelevation II
iv. Cross section II
c. Total cut and fill data

Totals:
Cut Volume: 410.192.688
Fill Volume: 247.207.141
Mesh\Aggregate\TC_Aggregate Typ A: 16.935.173
Mesh\Asphalt\TC_Asph Conc Base Cse: 16.535.306
Mesh\Asphalt\TC_Asph Conc Intermediate Cse: 5.451.843
Mesh\Asphalt\TC_Asph Conc Wearing Cse: 4.069.219
Mesh\Grading\TC_Ditch:
Mesh\Grading\TC_Ditch Backslope:
Mesh\Grading\TC_Fillslope:
Cut and Fill Difference 39 %
B. ROAD DESIGN 2
i. Curve I
ii. Curve II
b. Vertical Alignment
c. Superelevation I and II
d. Cross section I
e. Cross section II
f. Total cut n fill
Totals:
Cut Volume: 428.195.177
Fill Volume: 380.360.614
Mesh\Aggregate\TC_Aggregate
Typ A: 17.152.278
Mesh\Asphalt\TC_Asph Conc
Base Cse: 16.747.285
Intermediate Cse: 5.521.734
Wearing Cse: 4.121.385
Mesh\Grading\TC_Ditch
Backslope:
Cut and fill difference 10%
C. ROAD DESIGN 3
c. Superelevation
d. Cross section I
e. Cross section II
f. Total cut n fill

Totals:
Cut Volume: 1516384,14
Fill Volume: 283180,378
Mesh\Aggregate\TC_Aggregate
Typ A: 17559,77
Mesh\Asphalt\TC_Asph Conc Base
Cse: 17145,156
Intermediate Cse: 5652,916
Wearing Cse: 4219,298
Mesh\Grading\TC_Ditch
Backslope:
D. ROAD DESIGN 4
c. Superelevation
d. Cross section I
e. Cross section II
f. Total cut n fill

Totals:
Cut Volume: 1869811,617
Fill Volume: 1238006,57
Mesh\Aggregate\TC_Aggregate Typ
A: 16933,689
Mesh\Asphalt\TC_Asph Conc Base
Cse: 16533,858
Intermediate Cse: 5451,365
Mesh\Asphalt\TC_Asph Conc Wearing
Cse: 4068,862
Mesh\Grading\TC_Ditch Backslope:
E. Analysis
In total, 4 options are designed with the OpenRoad to acquire the optimum alternative.
The first step is to create the horizontal alignment of the trace through the
predetermined 4 points that the road must pass through. Once the alignment is set, the
contour of the topographical map is considered by utilizing the vertical alignment. After
the horizontal and vertical alignment is considered, the corridors of the road can be
created and is then compared with the AASHTO 4-lane regulation for the chosen design
speed of 80 KM/H and super-elevation of 6% to see if the designed road is satisfactory.
The final design would result in the map of road, super-elevation diagram, cross-section
and cut-n-fill diagram. The optimum alternative chosen would be the option where it
complies with the AASHTO regulation and has a cut and fill relative difference of 10%.
The 4 options, while all complying with the AASHTO regulations, has a cut and fill
work needed that is not optimal which is having a relative difference of 10% or less.
The first alternative has a relative difference of 39%, the second has 11%, the third 81%
and the fourth has a 33% requirement. After consulting with the assistant, the second
option which has the smallest difference of 11% is chosen as the optimum choice due
to the steep conditions of the terrain chosen.
F. PLOTTING
Once the optimum option has been chosen, the trace continues to be plotted in
order to further find the section of turns within the trace as shown above.

Road Geometric Design - REPORT

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Road Geometric Design - REPORT

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DESIGN ASSIGNMENT REPORT

Ahmad Fady Ganis 1406545301

R.M. Fadillah Wicaksono 1406545314

DEPARTMENT OF CIVIL ENGINEERING

C. Identification of road location

D. Road design specification

E. Determination of road alignment

d. Selection of optimal alignment

F. Road geometric design

Table.1. Terrain classification (source: TCPGJK 1997)

Table.2. Design speed based on terrain classification (source: TCPGJK 1997)

B. Road design specification

Table.3. Point coordinates

 Stopping sight distance

Where, T = reaction time, 2.5 seconds

𝑆𝑆𝐷 = 127.54 𝑜𝑟 128

According to BINA MARGA, the minimum stopping sight distance based on

 Angle of point intersection calculation:

The criteria of Spiral-Curve-Spiral is the length of curve is more than 25 metres,

The criteria of Spiral-Curve-Spiral is the length of curve is more than 25 metres,

The following calculation shows how to obtain the distance:

STA SC2 = Sta. TS2 + LS2

ii. Cross section I

iv. Cross section II

c. Total cut and fill data

f. Total cut n fill

f. Total cut n fill

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