 Hello, viewers. I welcome you all for the today's session on Attainment of Super-Elevation on Roads. I'm Ashok Kumar, Astran Professor, Department of Civil Engineering, Valchan, the Institute of Technology, Solapur. Learning outcome of the today's session, at the end of the lecture, students will able to illustrate the attainment of super-elevation in field. So before we go into the attainment of super-elevation, let us understand how we are going to attain the super-elevation with this diagram. So here you can see the attainment. We are going to be decided in two ways. First way, we have to eliminate the crown of the cambered section. And after elimination of the crown, we have to rotate the pavement to attain the full super-elevation. So in taking this diagram, you can see here as soon as the vehicle approaches from state to curve. So in the state section between A and B, we have to see this cross-section. We are rotating the pavement with respect to the centerline of the pavement. Now from A to B, we have to rotate the outer half. This is the outer half of the pavement. And from at the position A, the value of the pavement or the camber value on this side, it is 2.5% on the outer side, as well as on the inner side also 2.5%. So in this case, so from 2.5% to reach the point B, we have to take 2.5% to 0% at the point B. So from A to B, outer half is rotated and the value is the modified from 2.5% to a 0%. So it means outer half is 0% and here is the inner half is 2.5%. Now from point B, your transition curve starts at the point B. Now from point B to C, you start raising the outer half. My first objective here, I have to eliminate the crown here. So it means the elimination of the crown means what? We have to take the outer half camber value equal to inner half camber value. It means here the first objective is to make the 2.5% outer as well as 2.5% inner. Now from point B to C, we are gradually raising the outer half. At the point C, you can see the whatever the camber value, that is outer half is also equal to camber value of inner half. So it means at the point C, we have completely eliminated the crown that we have made the camber value equal both outer half as well as inner half. So this is the first step we have made that the elimination of the crown we have done. So from further point C to D, we have started gradually raising outer as well as the inner half. So here after reaching the point C, hold the center point of the pavement and now you gradually raise the outer half as well as the inner half. How much you are raising outer? That much will be inner also to be depressed. So point C to D we have raised that is equal to ED by 2. That is at the point F. So we are rotating with respect to the center line of the pavement. Whatever you are rotating the outer, the pavement that is E by 2, that much will be depressed at the inner side of the pavement also. This is with respect to the center line of the pavement. So from here onwards, your circular curve starts here. So it means for the up to the circular curve, your value of the outer half will be E by 2. That is the half of the outer raising. So at the end of the circular curve, again E by 2, we have to gradually decrease and brought to the normal camber value of 2.5%. So this is how we are trying to attain the super elevation in the field. So let us understand these two methods in detail. In this method, you can see here, first we are trying to eliminate the crown with respect to the center of the pavement. Here we are rotating holding the center of the pavement. Now we are trying to eliminate the crown. This is the original level of the crown. It is shifted from point one to two and that is two to three and three to four. So this is all, this elimination is done between point A to point C. So from here onwards, we are trying to raise the both outer as well as the inner edge of the pavement. Now this is the one method. We are trying to eliminate the crown by this method. Only disadvantage of this method is the small length of the road section is less than the camber. What does it mean here? Why the camber is lesser? So we have seen in this, the previous one, between point A and B, when we reach the point B, you see that the outer half is 0%. Okay, that is the main drawback of that. So the outer half is 0% means the camber is having a flat camber. So in this section, you will see the some drainage issues at a small length of the road, not full length, but only the small length of the road, you will see the drainage issue. So that is the only drawback of this method. Coming to the second method here, we are shifting the original camber here to point one to two, two to three and three to four and four to five. So we are providing the negative super elevation like this. So this is a positive super elevation. Here we are trying to provide the negative super elevation and providing the negative super elevation, we are shifting the crown outwardly by providing the negative super elevation. So only disadvantage of this method is that there is a large negative super elevation on the outer half. So this is the outer half. So on the outer half, we eliminate this crown by giving the negative super elevation. That is the only drawback of this system. So and drivers would like to travel on the shifted crown. Now after the elimination of the crown, we are going to rotate the pavement. So now we are having three methods of rotation of the pavement. One with respect to the center of the pavement and other with respect to the inner edge of the pavement and the next one with respect to the outer edge of the pavement. So in this case, we are rotating the pavement with respect to the holding the center level of the pavement. Once we eliminate the crown, so we have to rotate the pavement. The first step in this one attainment is you have to eliminate the crown. So after elimination, hold the center or hold the inner edge or hold the outer edge. So here in this method, We are trying to hold the center of the pavement here and rotating the pavement, how much we are rotating outward, that much we are going to take the depression at the inner edge. So this is the outer edge of the pavement and this is the inner edge of the pavement. So, but here the elevation of the both outer and inner edge are both are altered, but the center level is not altered. This is the one, the advantage of this method. So one disadvantage is drainage problem. So because we are depressing the inner edge of the pavement, so some of the sections like cutting sections, when your road alignment goes in hilly area cutting section, we are trying to take this inner edge depressing. So in that case, you will see that the pavement might go for the drainage issue in the cutting section. We are trying to cut the pavement on the hilly section. So this section, you will see the some drainage issue at the inner of the curve. Now, second method with respect to the inner edge of the pavement. So this is the second method. We are trying to hold the inner edge of the pavement. Without altering the elevation of the inner edge, we are trying to raise the outer edge of the pavement. That is equal to the value of outer E is equal to E, that is capital E. So that we know that the how to get the capital E, that is the width of the pavement, multiplied by the your rate of super elevation, that is small E. So B into E, you are going to get the, what is the total raising of the pavement with respect to the inner edge. So here, after elimination of the crown, you hold the inner edge level and you gradually increase the outer edge of the pavement at the, before you end of your transition curve. Again, at the end of the transition curve, this full E will continue up to the circular curve. Again, at the end of the circular curve, this E will now gradually reduce and it will become to your camber value. Now this is the third method with respect to the outer edge of the pavement. Now you take a pause over here. Can you draw the diagram of the outer edge diagram? So just we have seen rotation of the pavement with respect to the center line, rotation of the pavement with respect to the outer inner edge. Now can you think and draw the diagram, rotation of the pavement with respect to the outer edge of the pavement? I hope you able to draw the diagram of the rotation of the pavement with respect to the outer edge here. So this is the rotation of the pavement with respect to the outer edge. Here this is the edge of the outer edge of the pavement and this is your inner edge of the pavement. So here, both the center line of the pavement and the inner edge of the pavement are depressed down. So these are the inner edge as well as the center of the pavement are going to be depressed. So, again this is equal to the your capital E. So, this is the the how we are trying to provide the the attainment the superelevation with respect to the outer edge of the payment. But in the highway usually we adopt rotation of the payment with respect to the inner edge or with respect to the center line of the payment. This is the another the diagrammatically view or a profile view of the any road payment where this is the rotation of the payment with respect to the center of the payment. You can see here we are trying to show the profile view. This is the profile view of the the your the superelevation. If you look at the from the side elevation of the road you will see the rotation of the payment. Now in this one we are rotating the payment with respect to the center. It means the level of the center line is not altered. So this is the point if you can recall the diagram of what I have drawn in the first slide. You can see this is the point A and B. Reaching the point A this is the straight section between A and B we are trying to make the normal camber value that is equal to 0% at the point B and here might this is the point C. So, reaching point B and C we are eliminating the camber here and from here onwards we are raising the outer edge as well as the the depressing the inner edge. So at the end of this transition curve you will see that this is equal to E by 2 and this is also equal to your E by 2. So we are trying to the increase outer edge and depress the your inner edge. So value of E by 2. This is the the the another view of the rotation of the payment with respect to the inner edge of the payment. Here the diagram to view this is diagram same which I have shown in the previous slide. This is here in the inner edge of the payment we are not altering the your the inner side of the payment. We are altering the the center line of the payment and we are altering the outer side of the payment here. So this is how we are rotating the payment and this is the profile view showing the the schematic view of how we are providing the superelevation. So we will see this animation video how the superelevation is provided in the field. Looking at this diagram you can see this is the point A and this is the point B. And from here onwards the start of the transition curve. And from here onwards up to here we got circular curve. Again from here it is transition and it is a straight section. Between A and B you see that the outer half is made to 0% and next it is at the end of the transition curve full superelevation. So circular curve will have full superelevation. Again at the end of the circular curve you will see the transition in this one. Let us run one more time. This is a normal camber value that is a straight section. Here it is outer half is made to 0%. Now at the end of the transition it is full superelevation. And yeah this full superelevation is running at the circular curve. Again from here onwards gradually decreasing and coming down. These are the references I have used for presenting this presentation. Thank you.