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
 Horizontal Alignment
Concept of Superelevation and Simple Horizontal Curves
Principles of Highway Alignment

o The alignment of a highway is a three dimensional

problem with measurement in x, y, and z dimensions
Principles of Highway Alignment
 POTONGAN PEKERJA AN OLEH TANGGAL

MEMANJANG DIUKUR DADANG

DIGAMBAR ANTO
BUKU UKUR
NOMOR KEMIRINGAN DIPERIKSA
PATOK-PATOK DIPERIKSA
NOTASI BANGUNAN DIPERIKSA
3 +3
50

STA
2
4
6
8
10
12
14
16
18
20
22
24
10.286

3+403,35
BVCS: 3+425 3+34+40
03.0
BVCE: 10.353 35

10.444
10.388 3 +4
03.3

7 .0 0 0 0 mVC
5

PVI 1
EVCS: 3+495
10.233 EVCE: 10.237
10.205

3+500
6,7 89
9,052
TC

2,263
PC

W
7,7 84
= 3+

6 (-)
6 (+)
500
PT .66 3+5
9.788 =3

2,263
+5 00
9.886 16

CT
.20

9,052
6,7 89
PI 1

0%
-2 %
3+
55
9.382
0
9.566

3+600
PC

3 1,432
41,90 9
=3
+5
64
.6
TC
5

10,477
3+600

W
3 4,782

6 (-)
6 (+)
PI 2

9.153
9.247 BVCS: 3+656.50 10,47 7
CT

BVCE: 9.205
41,909

631.60
PT = 3+
3 1,432

5 0 .0 0 0 mVC
0%
- 2%

3+650

PVI 2
9.062 MAKAM
9.139 EVCS: 3+706.50 ISLAM

3+700
BRG

EVCE: 9.165
3+7
00

3 +7
50

9.333
9.374
31,432
53,633

3+
BVCS: 3+764.39 80
PI 3

0
PC

TC

BVCE: 9.442
=

10 ,4 77
3+7

W
30,206

6 (-)
6 (+)

50

PT = 3+827.28
75 .5

. 0 0 0 mVC
4

10,477

1 6,093

PVI 3
CT

21,4 58

9.542
9.521

3+800
53,6 33

PC = 3+846.51
TC

3+850
31,432

EVCS: 3+814.39
5,364

EVCE: 9.501 .63

W

3 +8 70
1 2,122

6 (-)
6 (+)

PT =
-2%
0%
PI 4

5,364
CT

21,458

9.495
16,093

9.414
0
3+90
0%
- 2%

9.405
9.293 0
3+900

3+95

9.044
9.171 0
4+00

BVCS: 3+990

BVCE: 9.073
9.000
9.051
4+000
6 0 .0 0 0 0
m VC

PVI 4
VERTIKAL

9.000 EVCS: 4+050

HORIZONTAL

8.999 EVCE: 8.999

P ROYEK

PROVINSI NAD
KP2T JALAN/JEMBATAN

= 1 : 100
2006

= 1 : 1000
K P / THN

STA. 3+403,35 - 4+000

NAD
PROV INSI

PENAMPANG MEMANJANG JALAN (SEKSI 02)

120
JML LEMBAR

13
LEMBAR NO
Horizontal Alignment

o Design based on appropriate relationship between

design speed and curvature and their relationship
with side friction and superelevation
o Along circular path, vehicle attempts to maintain its
direction (via inertia)
o Turning the front wheels, side friction and
superelevation generate an acceleration to offset
inertia
Horizontal Alignment

o ‘Components’ of Horizontal Alignment

Tangents

Curves  need superelevation

Transitions
NC

RC
Horizontal Alignment

o The critical aspect of horizontal alignment is the

horizontal curve that focuses on the design of the
directional transition of the roadway in the
horizontal plane.
o A horizontal curve provides a transition between the
straight (or tangent) sections of roadways.
Horizontal Alignment

o The highway engineer must design a horizontal

alignment to accommodate a variety of vehicles
cornering capabilities that range from nimble sport
cars to ponderous trucks.
o Horizontal alignment deals with the positioning,
layout, and design of different types of curves and
their features (superelevation)
Horizontal Alignment
Horizontal Alignment

Stadium I:
Gaya sentrifugal diimbangi gesekan ban dengan perkerasan saja
G = berat kendaraan; g = percepatan gravitasi

GV 2 V2
= f .G ⇒ f =
gR gR
g = 9,8 m / dtk 2 , V = km / jam
V2
∴f =
127R
Horizontal Alignment

Stadium II:
Gaya sentrifugal diimbangi kemiringan melintang jalan

GV 2
cosα = G sin α
gR
V2
= sin α / cosα = tan α
gR
α << ⇒ tan α ≅ α ≡ e
V2 V2
= e →e =
gR 127R
Horizontal Alignment

Stadium III:
Gaya sentrifugal diimbangi oleh gaya gesek melintang dan
kemiringan melintang jalan

GV 2
cos α = f G cos α + G sin α
gR
GV 2
= f G + G (sin α / cos α )
gR
V2
= f + tan α , bila tan α = e, maka
gR
V2 V2
= f + e → e + f =
gR 127R
Horizontal Alignment

V2
=e+ f
127 R
V2
o if the e + f increases the increases as well
127 R
o thus, for a value of V:
2
V
= emax + f max
127 Rmin

how to determine superelevation since there are many possibilities of f values?

Side Friction Factor, f

o Representing the lateral acceleration that acts on the

vehicle
o Wide variation in vehicle speed  unbalanced force
whether the curve is superelevated or not
o The upper limit  point at which the tire would begin to
skid (point of impending skid, ‘kondisi dimana
terjadinya slip’)
o Note that highway curves are design to avoid skidding
(‘slip’ in Indonesia terminology) condition with a margin
of safety

The f in design should be substantially less than the coeff. of
friction at impending skid
Side Friction Factor, f

o The side friction factor at impending skid depends on a

number of factors

Speed of the vehicle

Type and condition of the roadway surface

Type and condition of the vehicle tires
o Study results:

Max. side friction factors b/w new tires and wet concrete
pavements range from about 0.5 at 30 km/h to approx. 0.35 at
100 km/h

Wet concrete pavements and smooth tires  about 0.35 at 70
km/h

In all cases, a decrease in friction values as speeds increase
Side Friction Factor, f

o Key consideration in selecting maximum side friction

The condition that drivers experiences a feeling of
discomfort and reacting instinctively to avoid higher speed

The speed on a curve (tikungan) at which discomfort
emerging could be accepted as a design control for the
maximum side friction factor

Ball-bank indicator:
Various Values of Side Friction, f
Various Values of Side Friction, f
Recommended Values of Side Friction, f

Recommended value of fmax is the thick line

o 0,17 for speed of 30 km/jam
o 0.14 for speed of 80 km/jam
o 0.08 for speed of 130 km/jam
Maximum Superelevation, e
o The maximum rates of superelevation (kemiringan permukaan
jalan) on highways are controlled by four factors:

Climate condition, i.e. freq. and amount of snow and ice

Terrain conditions, i.e. flat, rolling, or mountainous

Type of area, i.e. rural or urban

Freq. of very slow-moving vehicles
o Some notes (cited from AASHTO, 2001):

Suggested value of emax : 4%; 6%; 8%; 10%; 12%

Common use for highways is emax = 10%

emax = 12%  where snow and ice do not exist

emax = 12%  snow and ice exist

emax = 4% to 6%  traffic congestion or a restriction of top speed
Maximum Superelevation, e
o Other notes:

Several rates rather than a single rate of maximum superelevation

A rate of 12% should not be exceeded

A rate of 4% to 6% is applicable for urban design

Superelevation may be omitted on low-speed urban streets where
severe constraints are present
o Common uses in Indonesia:

Rural area: emax = 10%

Urban area: emax = 6%

In urban built-up areas might not need superelevation

In toll road design, it is commonly used 8%
Notes on Superelevation

o The minimum rate of cross slope (kemiringan

melintang jalan) applicable to the travelled way id
determined by drainage needs

The minimum values range from 1.5% (high-type surfaces)
to 2.0% (low-type surfaces)
o Indonesia:

Commonly use 2% for all surfaces

3% to 4% might be applied on gravel roads (known in
Indonesia as ‘Makadam’ or ‘Penetrasi Makadam’)
Minimum Radius, Rmin, of Curvature

o The minimum radius is a limiting value of curvature

for a given design speed
o It is determined from maximum rate of
superelevation and the maximum side friction factor
o Based on a threshold of driver comfort, rather than
safety – why?
o An important control value for determination of
superelevation rates for flatter curve – how?
Minimum Radius for Design of Rural
Highway, Urban Freeways, and High-
Speed Urban Street using Limiting
value of e and f
Methods of
Distributing e and f
Methods of Distributing e and f
o Method 1:

Superelevation and side friction are directly proportional to the inverse of the
radius (i.e. a straight-line relation exists between 1/R = 0 and 1/R = l/Rmin)
o Method 2:

For sharper curves, f remains equal to fmax and superelevation is then used to
sustain lateral acceleration until e reaches emax. In this method, first f and then e
are increased in inverse proportion to the radius of curvature.
o Method 3:

For sharper curves, e remains at emax and side friction is then used to sustain
lateral acceleration until, f reaches fmax. In this method, first e and then f are
increased in inverse proportion to the radius of curvature.
o Method 4:

This method is the same as method 3, except that it is based on average running
speed instead of design speed.
o Method 5:

Superelevation and side friction are in a curvilinear relation with the inverse of
the radius of the curve, with values between those of methods 1 and 3.
Methods of Distributing
Superelevation and Side Friction

Method 5 Procedure for

Development of the
Finalized e Distribution
Design Superelevation Rates
Design Superelevation Tables

o Based on Method 5
o Vehicles can travel safely at speeds higher than the
design speed on horizontal curves with superelevation
rates indicated in the tables
o The use of side friction factors are generally considerably
less than can be achieved – why?
o “Normal cross slope” (NC)  curves that are so flat that
the elimination of adverse slope is not considered
o “Remove cross slope” (RC)  it is adequate to eliminate
the adverse cross slope by superelevating the entire
roadway at the normal cross slope
Tangent-to-Curve Transition

o Tangent Runout Section (potongan melintang bagian

lurus):

o Superelevation (Curvature) Runout Section

(potongan melintang bagian tikungan):
length of roadway is needed to
accomplish a change from normal
section to rotated section and back
to normal section
Superelevation

o Transitions from crowned sections to

superelevations sections should be gradual
o Superelevation introduced and removed uniformly
over the length of the curve
o To superelevate – rotate about an axis on the cross-
section
Superelevation

o Superelevation Transition Distance:

(jarak untuk merubah dari bentuk normal ke superelevasi)
Superelevation – runoff length

o In AASHTO 1994, the runoff length should be at

least 2.0 sec. at the design speed

This criterion gives small superelevation rates

Problems associated with pavement drainage in the
transition section

Some agencies (among US agencies) do not this control
o AASHTO 2001:

It is comfortable and aesthetically pleasing runoff design
attaining by using maximum relative gradient or
suprelevation runoff rate
Superelevation

o Tangent Runout, Lt

Tangent Runoff, Crown Runoff

Gradual change from normal crowned section to a point
where the adverse cross slope is removed

Adverse cross slope is removed when elevation of outside
of pavement is equal to the centerline elevation

Inside pavement is unchanged
Superelevation - Tangent Runout
Superelevation - Tangent Runout

o Minimum Length of Tangent Runout (AASHTO,

2001)
eNC
Lt = Lr
ed

eNC: Rate of Normal Cross Slope

ed: Design Superelevation Rate

Lr: Minimum Length of Superelevation Runoff
Superelevation

o Superelevation Runoff, Lr

Gradual change from end of tangent runout to a cross
section that is fully superelevated

Rate of transition, Relative Gradient = superelevation
runoff rate (SRR)
Superelevation - Superelevation Runoff
Superelevation - Superelevation Runoff

o Minimum Length (AASHTO, 2001)

Lr =
( wnl )ed
(bw )
∆

w: width of one travel lane, m

nl: number of lane(s) rotated

ed: Design Superelevation Rate

bw: adjustment factor for number of lanes rotated

∆: Maximum Relative Gradient or superelevation runoff rate
(SRR)
Superelevation - Superelevation Runoff

o Maximum Relative Gradient

Superelevation - Superelevation Runoff

o Adjustment factor for number of lanes rotated, bw:

Superelevation Profile
Two-Lane Highway – Centerline Rotation
Normal Crown
Tangent Runout/Crown Runoff

Horizontal
Superelevation Runoff
Superelevation Achieved
 Visual Effect of Having a Spiral Curve
before a simple horizontal curve

The sharp “corners” at the

juncture of curve and tangent
section may become obvious to
from the driver’s seat especially
when the radius is small.

Smooth transition from

tangent to curve
Example:

o A horizontal curve on radius of 800 meters has 3.6

meters lane and crown cross-slope of 0.02 m/m
(kemiringan melintang normal, NC, 2%). The design
speed is 80 km/h and according to the maximum
superelevation of 10%, the required superelevation is
0.043 (4.3%).
o Determine Superelevation Runoff and Tangent
Runout for two-lane and four-lane highway.
Answer:
o Data:

Vdesign = 80 km/h  ∆ = 0.50 (see the previous slide)

emax = 10%

eNC = 2%

ed = 4.3%

w = 3.6 m

n1 for two-lane = 1  bw = 1.00 (see the previous slide)

n1 for four-lane = 2  bw = (0.75
wn )e
Lr = l d
(bw )
o Formula: ∆
eNC
Lt =
Lr

Superelevation Runoff:
ed

Tangent Runout:
Answer:

o Answer:

Superelevation Runoff: Lr =
(wnl )ed (b ) = (3.6 ⋅1) ⋅ 4.3 (1.00) = 30.96 ≈ 31 meters
w
∆ 0.5
 two-lane:
Lr =
(wnl )ed (b ) = (3.6 ⋅ 2) ⋅ 4.3 (0.75) = 46.44 ≈ 46 meters
w
∆ 0.5
 four-lane:

Tangent Runout: eNC 2.0

Lt = Lr = (30.96) = 14.4 ≈ 14.0 meters
ed 4.3
 two-lane:
eNC 2.0
Lt = Lr = (46.44) = 21.6 ≈ 27.0 meters
 four-lane: ed 4.3
Tangent-to-Curve Transition
Diagrammatic of Attaining Superevelation
Applying the Superelevation
Simple Horizontal Curves

o Based on how the final superelevation being

developed:

Circular Curves
 Superelevation runoff developed 2/3 on tangent and 1/3 on curve

Spiral Curves
 The superelevation runoff completely developed on length of
spiral
Circular Curve with Spiral (S-C-S)
Ls 360
θs =
2R 2π
∆c = ∆ − 2 θs
∆c
Lc = 2π R
360
Ls 2
Yc =
6R
Ls 3
Xc = Ls −
40 R 2
k = Xc − R sin θ s
p = Yc − R (1 − cos θ s )
∆
Ts = ( R + p ) tan + k
2
Es =
(R + p )− R
∆
cos
2
L total = Lc + 2 Ls
Diagrammatic of Attaining Superevelation
Full Spiral Curve (S-S)

1
θs = 2
∆
∆c = 0
Lc = 0
Ls 2
Yc =
6R
Ls 3
Xc = Ls −
40 R 2
k = Xc − R sin θ s
p = Yc − R (1 − cos θ s )
∆
Ts = ( R + p ) tan + k
2
Es =
(R + p )− R
∆
cos
2
L total = 2 Ls
Diagrammatic of Attaining Superevelation
Simple Circular Curve (FC-Full Circle)

PI

∆
Tc
Ec

CT
TC
Lc

Tc = R tan 12 ∆
∆
R ∆/2 ∆/2 R Lc = 0
2π R
360
Ec = Tc tan 14 ∆
atau
O
Ec = Tc tan 14 ∆
Diagrammatic of Attaining Superevelation
Combined Curves
o Combined Curves atau Tikungan gabungan adalah dua atau
lebih tikungan yang bersebelahan
o Dapat dibedakan menjadi Tikungan Gabungan Searah dan
Tikungan Gabungan Balik Arah

Tikungan Gabungan Searah yaitu gabungan dua atau lebih tikungan
dengan arah putar yang sama

Tikungan Gabungan Balik Arah yaitu gabungan dua tikungan dengan
arah putar yang berbeda.

Pada dasarnya tikungan gabungan searah kurang disarankan untuk
digunakan.

Penggunaan tikungan gabungan searah pada kondisi khusus dapat
diterapkan dengan menyediakan bagian lurus atau spiral diantara dua
tikungan yang bersebelahan.
Stationing
Stationing and Stacking Out
o Stationing:

Straight lines with distances continuous from the beginning to the end
of planned road

Specific station labels are given into vital points on the planned road
 The distances with interval of 50 m or 100 m
 Points of intersection (PI), Points of Vertical Intersection (PVI), Transition
points, etc.

Format of stationing label: X+YYY,ZZZ km
 e.g.12+345,600 means a 12, 345.600 km away from the beginning.
o Stacking Out

“A drawing” of station points on the land surface

Locking in reference points  azimuth, distance, GPS coordinates
Stationing for Horizontal and Vertical Alignment

Horizontal Alignment

Vertical Alignment
Stasioning

Tikungan 1 o Jarak A-PI1=d1, PI1-PI2=d2 dan PI2-D=d3

1
o A = titik awal dan D = titik akhir
o TS – SC = CS – ST = Ls
1
1 o SC – CS = Lc
d1
1 1 d2
o TS – PI = Ts

A
D

Stasioning:
o Sta A = 1+234,567
o Sta TS1= Sta A + d1– Ts1
o Sta SC1 = Sta TS1 + Ls1
o Sta CS1 = Sta SC1 + Lc1 Tikungan 2
o Sta ST1 = Sta CS1 + Ls1
Pelebaran Perkerasan Jalan di
Tikungan
Pelebaran Perkerasan (Jalur) di Tikungan
o Untuk memberikan kebebasan mengemudi di tikungan (jejak
kendaraan tetap di dalam tikungan dan dalam lajurnya).
o Besar Lebar total:
B = n (b' + C) + (n-1) Td + z
dimana :
n = Jumlah lajur Ialu lintas
b’ = Lebar lintasan truk di tikungan
T = Lebar melintang akibat tonjolan depan
z = Lebar tambahan akibat kelainan pengemudi
C = Kebebasan samping = 0,8 m
o Untuk B ada > B perlu  tidak perlu pelebaran
o Umunya terjadi bila R besar (>1200m) dan atau ∆ kecil (10°)
Pelebaran (Jalur) di Tikungan
Pelebaran (Jalur) di Tikungan
Pelebaran (Jalur) di Tikungan
Pelebaran (Jalur) di Tikungan
Pelebaran di Tikungan
Kebebasan Pandangan
Pandangan Bebas di Tikungan

o Jarak yang diperlukan untuk memenuhi syarat jarak

pandang
o Panjangnya tergantung jari-jari (R ), Kecepatan
Rencana (V) dan keadaan lapangan.
o Terdapat dua kemungkinan keadaan.
Pandangan Bebas di Tikungan


o Jarak pandangan < panjang  90 o S  
tikungan;

= R  1 − cos 
 
M
  π R
 

  90 o
S    90 o
S 
o S<L):Jarak Pandang > Panjang
M = R 1 − cos  Tikungan; S>L):
  + (S − L ) sin 
1 
  π R  2  πR 
   
dengan:
R:Jari-jari tikungan (m)
S:Jarak pandang henti (m)
L:Panjang Tikungan (m)
E:Jarak Pandangan Bebas (m)
Pandangan Bebas di Tikungan
Length of Superelevation Run Off
Special Notes
atau Lengkung Peralihan
Panjang Lengkung Peralihan, Ls
Panjang Lengkung Transisi, Panjang Lengkung Spiral

o Panjang lengkung peralihan ditetapkan atas pertimbangan

bahwa:

Untuk menghindari kesan perubahan mendadak, nilai Ls dibatasi dan
ditetapkan 3 detik dari kecepatan rencana.

Antisipasi terhadap berangsurnya gaya sentrifugal yang terjadi pada
Ls.

Tingkat perubahan kelandaian melintang jalan (re) dari bentuk enormal
ke e rencana tidak boleh melebihi re-maks
o Tata Perencanaan Geometrik Jalan Antar Kota, Departemen
PU, Ditjen Bina Marga, 1997

untuk kecepatan rencana < 70 km/jam, re-maks = 0,035 m/m/detik

untuk kecepatan rencana > 80 km/jam, re-maks = 0,025 m/m/detik.
Panjang Lengkung Peralihan, Ls
Panjang Lengkung Transisi, Panjang Lengkung Spiral

o Percapaian kemiringan

Panjang jalan yang diperlukan untuk melakukan
perubahan superelevasi jalan dari en (normal crown)
sampai ep (superelevasi penuh) atau sebaliknya.
o Panjang lengkung peralihan harus:

Memenuhi kenyamanan dan keamanan pencapaian
kemiringan

Pencapaian kemiringan terjadi secara teratur/seragam

Tepi perkerasan kelihatan tidak patah-patah (appearance yg
bagus)
Panjang Lengkung Peralihan, Ls
Panjang Lengkung Transisi, Panjang Lengkung Spiral

o Kelandaian relatif, (1/m), yaitu kemiringan tepi

perkerasan relatif terhadap sumbu putar perkerasan
jalan (sumbu jalan)
o Bila b adalah lebar lajur jalan dan ep adalah
superelevasi penuh jalan maka panjang lengkung
peralihan adalah:

Lsmin = b . m . e
Panjang Lengkung Peralihan, Ls
Konsep percapaian kemiringan

ep= h1 /b dan en = h2 /b
h = h1+ h2 = (ep + en).b
Kelandaian relatif, 1/m, = h / Ls
Ls = h.m = (ep + en).b.m
Metoda BM - lama
Panjang Lengkung Peralihan, Ls
Dengan konsep percapaian kemiringan

ep= h1 /b dan en = h2 /b
h = h1 = (ep).b
Kelandaian relatif, 1/m, = h / Ls

Metoda BM - baru Ls = h.m = (ep ).b.m

Kelandaian Relatif
AASHTO, 2001

Kecepatan Rencana Gradient relatif Kelandaian Relatitf

(km/jam) maksimum (%) maksimum

20 0,80 1 : 125
30 0,75 1 : 133
40 0,70 1 : 143
50 0,65 1 : 150
60 0,60 1 : 167
70 0,55 1 : 182
80 0,50 1 : 200
90 0,47 1 : 213
100 0,44 1 : 227
110 0,41 1 : 244
120 0,38 1 : 263
130 0,35 1 : 286
Konsep Lengkung Peralihan, Lsmin
AASHTO, 2001

w ⋅ nl ⋅ ed
Lr = ⋅ bw
∆
dimana:
w : width of one travel lane, m
nl : number of lane(s) rotated
ed : Design Superelevation Rate
bw : adjustment factor for number of lanes rotated
∆ : Maximum Relative Gradient or
superelevation runoff rate (SRR)
Parameter Perhitungan Lsmin
AASHTO, 2001
Panjang Lengkung Peralihan, Ls
Konsep Perubahan Percepatan

o Di sepanjang lengkung spiral, Ls, kendaraan

mengalami 2 macam perubahan, yaitu:

perubahan gaya sentrifugal, atau tepatnya percepatan
sentrifugal karena massa tetap, dari nol di awal lengkung
peralihan menjadi sebesar V2/R di akhir lengkung
peralihan

perubahan kedudukan dari datar (en) di awal lengkung
menjadi sebesar superelevasi penuh ep di akhir lengkung
peralihan.
Panjang Lengkung Peralihan, Ls
Konsep Perubahan Percepatan

waktu sepanjang lengkung peralihan: t = Ls/V

percepatan arah radial: V2/R

perubahan percepatan radial terhadap waktu:

V 2 /R V3 V3 V3
C= = atau Ls = = 0,021
Ls/V R ⋅ Ls R ⋅C R ⋅C
dengan V = kecepatan rencana , km/jam
R = jari-jari busur lingkaran, meter
C = perubahan percepatan, m/det3
Ls = panjang spiral, meter
Shortt Formula: umum digunakan di jalan rel
Panjang Lengkung Peralihan, Ls
Konsep Perubahan Percepatan dg Pengaruh Kemiringan

waktu sepanjang lengkung peralihan: t = Ls/V

percepatan arah radial, dg pengaruh superelevasi:

V2/R – g.k
k ≡ sin ? dan ? sudut kemiringan

perubahan percepatan radial terhadap waktu:

V 2 /R − g ⋅ k V3 gVk atau dg g = 9.81 m/s2

C= = −
Ls/V R ⋅ Ls Ls

V3 Vk
Ls = 0,021 − 2,725 Modified Shortt Formula
R ⋅C C Untuk jalan
Panjang Lengkung Peralihan, Ls
Metode-metode Perhitungan

o Berdasarkan waktu tempuh di lengkung peralihan:

Vr dengan:
Ls = T Vr = kecepatan rencana (km/jam)
3 ,6 Ls = panjang lengkung peralihan (m)
T = waktu tempuh di Ls, diambil 3 detik

o Berdasarkan perubahan gaya sentrifugal:

Vr Vr ⋅ e
Ls = 0 , 021 − 2 , 725
R .C C
dengan:
Vr = kecepatan rencana (km/jam)
Ls = panjang lengkung peralihan (m)
e = superelevasi penuh
R = jari-jari tikungan (m)
C = perubahan percepatan radial (m/s3)
Perubahan Percepatan Radial, C

o Di Amerika nilai C berkisar antara 1,8 - 2,1 m/det3.

o Di Inggris digunakan nilai C = 0,3 m/det.
o Oleh Shortt nilai C dimaksudkan untuk jalan rel tanpa
memperhitungkan superelevasi.
o Untuk jalan, digunakan nilai C = 0,6 m/det.
o Rumus Modified Shortt dianjurkan nilai C = 0,4 m/det.
Panjang Lengkung Peralihan, Ls
Metode-metode Perhitungan

o Berdasarkan tingkat pencapaian perubahan kelandaian

( e p − e n ) ⋅V r
Ls =
3 , 6 ⋅ re
dengan:
Vr = kecepatan rencana (km/jam)
Ls = panjang lengkung peralihan (m)
ep = superelevasi penuh
en = superelevasi normal (umumnya 2%)
re = tingkat pencapaian perubahan kemiringan melintang jalan,
Vrencana ≤ 70 km/jam re-maks = 0,035 m/m/detik
Vrencana ≥ 80 km/jam re-maks = 0,025 m/m/detik
Panjang Lengkung Peralihan, Ls
Metode-metode Perhitungan

o Berdasarkan rumus spiral:

Ls = 2 ⋅ θ s ⋅ R dengan:
Ls = lengkung spiral,
θs = sudut spiral
R = jari-jari tikungan

o Berdasarkan kelandaian relatif : Ls = b ⋅ m ⋅ (e n + e p )

dengan:
Ls = lengkung spiral,
b = lebar lajur,
m = kelandaian relatif
en = superelevasi normal,
ep = superelevasi penuh.
Lengkung Tertajam Tanpa Superelevasi
o Sesuai dengan tipe permukaan, superelevasi normal, en
antara 1,5% - 2,0%
o Superelevasi normal ditentukan oleh keperluan drainase
permukaan jalan
o Tikungan yang sangat tumpul (radius cukup besar) tidak
perlu superelevasi
o Untuk tikungan dengan en

Mobil di jalur dalam tikungan mempunyai superelevasi positif

Mobil di jalur luar tikungan mempunyai superelevasi negatif
Lengkung Tertajam Tanpa Superelevasi
o Makin tajam lengkungan, makin besar nilai superelevasi.
o Untuk kecepatan yang sama dan radius yang lebih kecil,
eneg dan percepatan lateral akan sama dengan nilai f yang
timbul
o Hubungan Superelevasi – Kecepatan – Lengkungan
digunakan untuk menentukan lengkung minimum yang
sudah memerlukan e atau lengkung maksimum dengan
en

Untuk tiap kecepatan rencana ditentukan dengan pertimbangan
nilai lebih rendah faktor gesekan melintang dengan
memperhatikan en dan pergerakan kedua arah lalu-lintas
Lengkung Tertajam Tanpa Superelevasi

AASHTO, 2001
end of this part