**7.4 Vertical planning of the road**

Vertical road planning consists of a series of longitudinal tendencies connected to each other by vertical curves (note **Figure 2**). Vertical planning is governed by a number of factors: safety, terrain, road speed, design speed, horizontal planning, construction cost, vehicle characteristics, and rain drainage. Visibility in all parts of the longitudinal sector must be met with the minimum distance required to stop (not overtaking), according to the design speed corresponding to the roadway. There are general considerations in the vertical planning of the road, which can be summarized as follows [19, 20]:


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**Table 6.**

*Building an Integrated Database of Road Design Elements*

5.K values can be used to compute the length of vertical curve for the crest and sag vertical curves. And vertical curve should have minimum length equal to

6.SSD in most cases will be used for the length of vertical design, but for trucks it is not necessary because the driver of the truck is able to see farther than the

passenger car. So, the SSD for trucks and passenger cars is balance.

**Table 6** can illustrate the relationship between design control for SSD with respect to the K value for the vertical curve, while **Table 7** shows design controls for

**Design speed (km/h) Stopping sight distance (m) Rate of vertical curvature (K)**

20 20 0.6 1 30 35 1.9 2 40 50 3.8 4 50 65 6.4 7 60 85 11 11 70 105 16.8 17 80 130 25.7 26 90 160 38.9 39 100 185 52 52 110 220 73.6 74 120 250 95 95 130 285 123.4 124

*Design control for stopping sight distance with respect to the K value for vertical curve [20].*

**Calculated Design**

*DOI: http://dx.doi.org/10.5772/intechopen.88678*

three times the design speed.

**Figure 2.**

*Type of vertical curve [19].*

vertical curve based on PSD [21].

*Building an Integrated Database of Road Design Elements DOI: http://dx.doi.org/10.5772/intechopen.88678*

**Figure 2.** *Type of vertical curve [19].*

*Geographic Information Systems in Geospatial Intelligence*

**7.4 Vertical planning of the road**

**Figure 1.**

*Types of horizontal curves.*

summarized as follows [19, 20]:

Vertical road planning consists of a series of longitudinal tendencies connected to each other by vertical curves (note **Figure 2**). Vertical planning is governed by a number of factors: safety, terrain, road speed, design speed, horizontal planning, construction cost, vehicle characteristics, and rain drainage. Visibility in all parts of the longitudinal sector must be met with the minimum distance required to stop (not overtaking), according to the design speed corresponding to the roadway. There are general considerations in the vertical planning of the road, which can be

1.The goal should be to obtain an easy linear elevation design with gradual changes in line with the type of road or its degree and the nature of the land.

of slopes at light rates, possibly by increasing cutting and filling.

This is especially relevant for low-design speed road conditions.

2.Avoid wavy vertical planning or vertical planning with hidden dips, because it is bad-looking and dangerous. Hidden dips cause accidents in overtaking, fooling the overtaking driver beyond the low, and thinking the road is free of anti-cars. But in the low-depth depressions, such as a longitudinal ripple, there is a lack of reassurance in the driver because it cannot determine the presence or absence of a vehicle likely to be hidden behind the high part. This type of longitudinal layout can be avoided by horizontal curvature or gradual change

3.The longitudinal refraction bending planning should be avoided (two vertical curves in the same direction separated by a short tangent), especially in concave curves where the complete view of the two curves is not acceptable.

4.It is preferable for long slopes to have steep slopes at the bottom, and then the slope falls close to the top, or the continuous gradient is reduced by the introducing short distances where the slope is less than that of a regular full slope.

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**Table 6** can illustrate the relationship between design control for SSD with respect to the K value for the vertical curve, while **Table 7** shows design controls for vertical curve based on PSD [21].


#### **Table 6.**

*Design control for stopping sight distance with respect to the K value for vertical curve [20].*

*Geographic Information Systems in Geospatial Intelligence*


#### **Table 7.**

*Design controls for vertical curve based on passing sight distance [21].*

#### **7.5 Super elevation**

Super elevation allows the car to travel across a curve safely and at a higher speed than is possible with the natural crown section. The overall super elevation rate increases with speed and a sharper curvature (note **Figure 3**). **Table 8** can illustrate the maximum lateral lifting value of super elevation [22].

where Rv is the vehicle's traveled path radius, Ff is the force of side frictional, FC is the centripetal force, Wp is the weight of vehicle parallel to the road path surface, W is the vehicle weight, Wn is the vehicle weight normal to the road path surface, Fcn is the gravitational force that works naturally on the road surface, e is the number of vertical of rise per one horizontal station (100 m), and α is the incline angle [23].

#### **7.6 Side slope of cut and fill**

Side slopes are designed to ensure the stability of the road and to provide the opportunity to secure cars out of control. **Table 9** shows the relationship between

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on soil analysis [24, 25].

*Building an Integrated Database of Road Design Elements*

**desirable (m/m)**

*Maximum lateral lifting value according to AASHTO [22].*

**Maximum side lifting value of the road is** 

Highway 0.08 0.10 Arterial road 0.08 0.10 Collector road 0.08 0.12 Local road 0.10 0.12

**Maximum lateral lifting value is** 

**absolute (m/m)**

**Desired Max slop Desired Max slop Desired Max slop**

Fill 1:6 1:6 1:4 1:4 1:4 1:4

Fill 1:4 1:4 1:4 1:4 1:3 1:3

Fill 1:4 1:3 1:4 1:3 1:3 1:1.5

Fill 1:3 1:2 1:3 1:2 1:2 1:1.5

the topography type and the height of the cutting or the filling, and the maximum side slope desired in the roads for the filling slope less than or equal to (2:1) depends

**Height (m) Earth work Plan Wavy Mountainous**

0–1 Cut 1:6 1:4 1:6 1:3 1:6 1:3

1–3 Cut 1:4 1:3 1:3 1:2 1:3 1:2

5–3 Cut 1:3 1:2 1:3 1:2 1:3 1:2

5 Cut 1:2 1:2 1:2 1:2 1:2 1:2

For the purpose of designing the proposed road elements of the study area between Mosul and Makhmour, the spatial data of the study area were obtained

The spatial data is the field survey data of the route of the road, completed by a team of engineers from the Ministry of Municipalities. The survey data was conducted in the form of a strip width 900 m around the proposed route. A 900-m width was selected to cover all the places that the road path might pass, because the path was selected roughly, not accurately. The length of the strip survey is 20 km to connect the two urban areas. The survey data contains a set of point coordinates (3626 points) observed with a high-precision equipment (Leica viva GS15). The coordinates' projection was WGS84-UTM-Zone38N. These data is an unprocessed raw data, unrelated to each other, and contains many coordinates that may not be connected to the pathway. For the purpose of processing these data and linking it together, adjusting the system of coordinates, adjusting the elevations, and creating a digital elevation model for the region, the Civil 3D Land Desktop program will be used to process this data

Spatial analysis will be used in the GIS program to select the optimal path that connects the two study areas based on spatial data. The optimal path for the proposed road will be chosen according to planning and design criteria. This path will be exported to the Civil 3D program again to identify the rest of the design elements of the road.

**8. Spatial data of study area and method of processing**

*Side slope (horizontal to vertical) for the type of terrain except rocks [25].*

from the Ministry of Municipalities of Mosul City.

and then export it to the GIS program.

*DOI: http://dx.doi.org/10.5772/intechopen.88678*

**Degree of the road**

**Table 8.**

**Table 9.**

**Figure 3.** *Super elevation [22].*


**Table 8.**

*Geographic Information Systems in Geospatial Intelligence*

Super elevation allows the car to travel across a curve safely and at a higher speed

**Design speed (km/h) Passing sight distance (m) Rate of vertical curvature (K) design**

20 200 46 30 270 84 40 345 138 50 410 195 60 485 272 70 540 338 80 615 438 90 670 520 100 730 617 110 775 695 120 775 695 130 815 769

where Rv is the vehicle's traveled path radius, Ff is the force of side frictional, FC is the centripetal force, Wp is the weight of vehicle parallel to the road path surface, W is the vehicle weight, Wn is the vehicle weight normal to the road path surface, Fcn is the gravitational force that works naturally on the road surface, e is the number of vertical of rise per one horizontal station (100 m), and α is the incline angle [23].

Side slopes are designed to ensure the stability of the road and to provide the opportunity to secure cars out of control. **Table 9** shows the relationship between

than is possible with the natural crown section. The overall super elevation rate increases with speed and a sharper curvature (note **Figure 3**). **Table 8** can illustrate

the maximum lateral lifting value of super elevation [22].

*Design controls for vertical curve based on passing sight distance [21].*

**130**

**Figure 3.**

*Super elevation [22].*

**7.5 Super elevation**

**Table 7.**

**7.6 Side slope of cut and fill**

*Maximum lateral lifting value according to AASHTO [22].*


**Table 9.**

*Side slope (horizontal to vertical) for the type of terrain except rocks [25].*

the topography type and the height of the cutting or the filling, and the maximum side slope desired in the roads for the filling slope less than or equal to (2:1) depends on soil analysis [24, 25].
