Relevant bibliographies by topics / Horizontal Curve

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Horizontal Curve'

Author: Grafiati
Published: 4 June 2021
Last updated: 26 January 2023

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Journal articles on the topic "Horizontal Curve"

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You, Qing Chong, and Said M. Easa. "Roadside-curve lateral offsets for roadway reverse horizontal curves with intermediate tangents." Canadian Journal of Civil Engineering 47, no. 4 (April 2020): 382–94. http://dx.doi.org/10.1139/cjce-2018-0547.

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Following the roadside design curve of a spiraled roadside curve (SRC) previously proposed by the authors, this paper examines the characteristics of the required lateral offset ratios defined by the SRC on roadway reverse horizontal curves, including two reverse spiraled horizontal curves with and without an intermediate tangent. The radius ratio of two reverse simply horizontal curves, the spiral curve lengths of two reverse spiraled horizontal curves, and the intermediate tangent length were found to be the major influential factors of the offset ratios. A complete set of design tables was developed for reverse simple horizontal curves and reverse spiraled horizontal curves respectively, which would have significant engineering implications to roadside design of roadway reverse horizontal curves.
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Hasan, Moudud, Tarek Sayed, and Yasser Hassan. "Influence of vertical alignment on horizontal curve perception: effect of spirals and position of vertical curve." Canadian Journal of Civil Engineering 32, no. 1 (February 1, 2005): 204–12. http://dx.doi.org/10.1139/l04-090.

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Several studies have shown that the perception of horizontal curves can be influenced by an overlapping vertical alignment. A previous two-phase study investigated the hypothesis that a horizontal curve appears flatter when overlapping with a vertical sag curve and sharper when overlapping with a vertical crest curve. The study concluded that the hypothesis was valid. The study also developed several statistical models to estimate the perceived radius of horizontal curves in a combined alignment. This study extends the earlier work by investigating the effect of additional geometric parameters on the perception. The parameters examined include the presence of spiral curves, the length of the spirals, and the position of the vertical curve midpoint relative to the horizontal curve. It was found that (1) driver misperception of the horizontal curvature increases as the radius of the horizontal curve increases, (2) the presence of a spiral curve affects driver perception of the horizontal curvature in the case of crest combination only, (3) the length of the spiral curve has no effect on the perception whether on crest or sag combinations, and (4) while the effect of the position of the vertical curve midpoint relative to the horizontal curve is not statistically significant, it seems that the perception problem appears to diminish as the positive offsets increases.Key words: highway geometric design, visual perception, combined alignment.
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Said, Dalia, Yasser Hassan, and A. O. Abd El Halim. "Comfort thresholds for horizontal curve design." Canadian Journal of Civil Engineering 36, no. 9 (September 2009): 1391–402. http://dx.doi.org/10.1139/l09-075.

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A key to better geometric design of highways is designing horizontal curves conforming to driver behaviour. The values of side friction factors in the point mass formula, used for the design of the minimum radius of a horizontal curve, are based on the upper threshold of driver comfort. In the current guidelines, these driver comfort levels were established in research work carried out back in the 1930s. Recently, it was found that faster drivers tend to accept higher comfort thresholds to maintain their speed and minimize speed reduction between curve and tangent. An experiment was designed at Carleton University to collect newer data on driver behaviour including speed and lateral acceleration. The results confirmed the need to revise the values of side friction demand especially for sharp curves. In addition, a model was developed to determine the side friction factor to be used in design or in consistency evaluation of horizontal curves on rural roads and ramps.
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Bonneson, James. "Controls for Horizontal Curve Design." Transportation Research Record: Journal of the Transportation Research Board 1751, no. 1 (January 2001): 82–89. http://dx.doi.org/10.3141/1751-10.

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He, Jiao Long, Shu Guang Chen, and Xin Sheng Zhang. "Research on Technology of Highway Curve and Slope Road Segment Alignment Safety Design." Applied Mechanics and Materials 204-208 (October 2012): 1665–68. http://dx.doi.org/10.4028/www.scientific.net/amm.204-208.1665.

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In the paper, Combination curved with slope road segment on the driving experiment , The paper is analyzed the curve and slope road segment on Gradient, Horizontal Curve Radius, Speed and heart rate these variables of the inherent relation and law. The model of the relationship of the longitudinal slope and horizontal curve radius and heart rate is set up. By employing regression analysis, Conduct quantitative analysis, calculation and can be determined by the minimum horizontal curve radius value of vertical slope corresponding to at different vehicle-speeds on curved with longitudinal slope,Theoretical reference is provided for designers in the design technology research.
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Himes, Scott, Richard J. Porter, Ian Hamilton, and Eric Donnell. "Safety Evaluation of Geometric Design Criteria: Horizontal Curve Radius and Side Friction Demand on Rural, Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (March 2019): 516–25. http://dx.doi.org/10.1177/0361198119835514.

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AASHTO’s A Policy on Geometric Design of Highways and Streets, 6th Edition, provides design criteria for horizontal curve elements based on the point-mass model. The model equates the centripetal force needed to navigate a horizontal curve of a specific radius traveling at the design speed to the combination of superelevation rate and side friction needed to achieve that force. Few researchers have examined the safety impacts of horizontal curve radius, superelevation rate, and design speed through crash-based research. None of the research reviewed included the effects of design speed or superelevation rate in the crash modification factors (CMFs) or functions. This research explored these factors using a negative binomial regression modeling approach based on data collected from the SHRP 2 RID 2.0 for 889 horizontal curves on rural two-lane highways in Indiana and Pennsylvania, which resulted in roadway departure crash modification functions for horizontal curve radius and side friction demand. The crash modification function for side friction demand includes an interactive component of horizontal curve radius and speed and a direct effect of superelevation rate on roadway departure crashes. The results showed that roadway departure crashes are expected to increase for decreasing curve radius, increasing posted speed limit, and decreased superelevation rate. Furthermore, curve-related CMFs were sensitive to the curve radii used in their development. CMFs developed from curves with larger radii tended to result in larger CMFs. Sample applications are provided for computing the effects of changing the horizontal curve radius, posted speed limit, or both on proposed alternatives.
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Lemonakis, Panagiotis. "Investigation of Motorcycle Trajectories in 2-lane Horizontal Curves." WSEAS TRANSACTIONS ON SYSTEMS AND CONTROL 16 (December 1, 2021): 610–25. http://dx.doi.org/10.37394/23203.2021.16.57.

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Most of the road design guidelines assume that the vehicles traverse a trajectory that coincides with the midline of the traffic lane. Based on this assumption the thresholds of various features are determined such as the maximum permissible side friction factor. It is therefore important to investigate the extent to which the trajectory of the vehicles is similar to the horizontal alignment of the road or substantial differences exist. To this end, a naturalistic riding study was designed and executed with the use of an instrumented motorcycle which measured the position of the motorcycle with great accuracy in a rural 2-lane road segment. The derived trajectories were then plotted against the horizontal alignment of the road and compared with the 3 consecutive elements which form a typical horizontal curve i.e., the entering spiral curve, the circular curve, and the exiting spiral curve. Linear equations were developed which correlate the traveled curvatures with the distance of each horizontal curve along the road segment under investigation. The process of the data revealed that the riders differ their trajectory compared to the alignment of the road. However, in small radius horizontal curves is more likely to observe curvatures that are similar to the geometric one. Moreover, the riders perform more abrupt maneuvres in the first part of the horizontal curves while they straighten the handlebars of the motorcycle before the end of the curve. The present paper aims to shed light on the behavior of motorcycle riders on horizontal curves and hence to contribute to the reduction of motorcycle accidents, particularly the single-vehicle ones.
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Fitzpatrick, Kay, C. Brian Shamburger, Raymond A. Krammes, and Daniel B. Fambro. "Operating Speed on Suburban Arterial Curves." Transportation Research Record: Journal of the Transportation Research Board 1579, no. 1 (January 1997): 89–96. http://dx.doi.org/10.3141/1579-11.

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Free-flow speeds were collected at both a control section and a curve section at 14 surburban sites with horizontal curves and 10 suburban sites with vertical curves. The scatter plots of the 85th percentile speed versus approach density indicate that when the approach density is between 3 and 15 approaches per km, approach density does not influence speed. Regression analysis indicated that the curve radius for horizontal curves and the inferred design speed for vertical curves can be used to predict the 85th percentile speed on curves for vehicles on the outside lane of a four-lane divided suburban arterial. For horizontal-curve sites, a curvilinear relationship exists between curve radius and the 85th percentile speed. A linear relationship provided the best fit between the inferred design speed and the 85th percentile speed for the vertical curve sites. For the horizontal and vertical curve sites, the speed at which 85th percentile speed becomes less than the inferred design speed is lower for suburban arterials than for rural highways. Drivers on suburban horizontal curves operate at speeds greater than the inferred design speed for curves designed for speeds of 70 kph or less, whereas on rural, two-lane roadways, drivers operate at speeds greater than the inferred design speed for curves designed for speeds of 90 kph or less. For vertical curves, the speeds at which drivers operate greater than the inferred design speed are 90 kph for suburban arterials and 105 kph for rural highways. These results are within 12 kph of the observed 85th percentile speeds on nearby control sections (approximately 80 kph for suburban arterials and 100 kph on rural highways).
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Qin, Jiazheng, Shiqing Cheng, Youwei He, Dingyi Li, Jia Zhang, Dong Feng, and Haiyang Yu. "Rate Decline Analysis for Horizontal Wells with Multiple Sections." Geofluids 2018 (November 19, 2018): 1–9. http://dx.doi.org/10.1155/2018/2047365.

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The widely used application of horizontal well makes it significant to effectively evaluate rate performance of horizontal well in oil and gas reservoir. However, most models in previous work only focus on rate decline analysis (RDA) of horizontal well with single section (HWSS); they hardly address the problem that production rate distributes nonuniformly along horizontal wellbore in analyzing rate transient behaviors. However, only some horizontal segments contribute to the total production rates, and the production of each section along horizontal wellbore is not the same in fact, which may be caused by reservoir heterogeneity, selective completion, and nonuniform formation damage along horizontal wellbore. Therefore, the effect of these phenomena on rate decline characteristics cannot be ignored. The aim of this paper is to propose an analytical model to investigate transient rate response of a horizontal well with multiple sections (HWMS). The compound type curves, including the normalized production curve, the normalized production integral curve, and the production integral derivative curve, are developed to distinguish the different cases. The influences of some sensitive parameters on decline curves are further discussed. Results show obvious differences on the decline curves between the HWMS and HWSS. The parameters are sensitive on decline curves, which explore the feasible application on production performance evaluation and parameters interpretation through history matching the production data with the compound type curves in this paper.
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Himes, Scott, and Eric Donnell. "Safety Effects of Horizontal Curve Reliability Index." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (July 12, 2020): 627–36. http://dx.doi.org/10.1177/0361198120930715.

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Recent advancements in analytical processes have used probabilistic approaches to examine the efficacy of the point mass model (and other Green Book models) to develop reliability-based approaches for geometric design. However, there has been minimal research establishing the link between reliability measures and substantive safety (expressed through crash frequency). The objective of this paper is to use empirical data supporting the calculation of reliability index for existing horizontal curves and to estimate the relationship between reliability index and crash frequency. Other horizontal curve-related characteristics that may have an impact on crash frequency on horizontal curves for rural two-lane highways and rural freeway facilities are controlled for in the evaluation. The safety analysis showed that the wet pavement reliability index was significantly associated with crash frequency for total curve-related crashes, single-vehicle run-off-road crashes, rollover crashes, truck-related crashes, and weather-related crashes. The relationship was strongest for the reliability index in its continuous form, meaning that the effect is continuous across the range of wet pavement reliability that was observed.
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Dissertations / Theses on the topic "Horizontal Curve"

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Momeni, Hojr. "Identifying effective geometric and traffic factors to predict crashes at horizontal curve sections." Diss., Kansas State University, 2016. http://hdl.handle.net/2097/32821.

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Doctor of Philosophy
Department of Civil Engineering
Sunanda Dissanayake
Malgorzata J. Rys
Driver workload increases on horizontal curves due to more complicated navigation compared to navigation on straight roadway sections. Although only a small portion of roadways are horizontal curve sections, approximately 25% of all fatal highway crashes occur at horizontal curve sections. According to the Fatality Analysis Reporting System (FARS) database, fatalities associated with horizontal curves were more than 25% during last years from 2008 to 2014, reinforcing that investigation of horizontal curve crashes and corresponding safety improvements are crucial study topics within the field of transportation safety. Improved safety of horizontal curve sections of rural transportation networks can contribute to reduced crash severities and frequencies. Statistical methods can be utilized to develop crash prediction models in order to estimate crashes at horizontal curves and identify contributing factors to crash occurrences, thereby correlating to the primary objectives of this research project. Primary data analysis for 221 randomly selected horizontal curves on undivided two-lane two-way highways with Poisson regression method revealed that annual average daily traffic (AADT), heavy vehicle percentage, degree of curvature, and difference between posted and advisory speeds affect crash occurrence at horizontal curves. The data, however, were relatively overdispersed, so the negative binomial (NB) regression method was utilized. Results indicated that AADT, heavy vehicle percentage, degree of curvature, and long tangent length significantly affect crash occurrence at horizontal curve sections. A new dataset consisted of geometric and traffic data of 5,334 horizontal curves on the entire state transportation network including undivided and divided highways provided by Kansas Department of Transportation (KDOT) Traffic Safety Section as well as crash data from the Kansas Crash and Analysis Reporting System (KCARS) database were used to analyze the single vehicle (SV) crashes. An R software package was used to write a code and combine required information from aforementioned databases and create the dataset for 5,334 horizontal curves on the entire state transportation network. Eighty percent of crashes including 4,267 horizontal curves were randomly selected for data analysis and remaining 20% horizontal curves (1,067 curves) were used for data validation. Since the results of the Poisson regression model showed overdispersion of crash data and many horizontal curves had zero crashes during the study period from 2010 to 2014, NB, zero-inflated Poisson (ZIP), and zero-inflated negative binomial (ZINB) methods were used for data analysis. Total number of crashes and severe crashes were analyzed with the selected methods. Results of data analysis revealed that AADT, heavy vehicle percentage, curve length, degree of curvature, posted speed, difference between posted and advisory speed, and international roughness index influenced single vehicle crashes at 4,267 randomly selected horizontal curves for data analysis. Also, AADT, degree of curvature, heavy vehicle percentage, posted speed, being a divided roadway, difference between posted and advisory speeds, and shoulder width significantly influenced severe crash occurrence at selected horizontal curves. The goodness-of-fit criteria showed that the ZINB model more accurately predicted crash numbers for all crash groups at the selected horizontal curve sections. A total of 1,067 horizontal curves were used for data validation, and the observed and predicted crashes were compared for all crash groups and data analysis methods. Results of data validation showed that ZINB models for total crashes and severe crashes more accurately predicted crashes at horizontal curves. This study also investigated the effect of speed limit change on horizontal curve crashes on K-5 highway in Leavenworth County, Kansas. A statistical t-test proved that crash data from years 2006 to 2012 showed only significant reduction in equivalent property damage only (EPDO) crash rate for adverse weather condition at 5% significance level due to speed limit reduction in June 2009. However, the changes in vehicles speeds after speed limit change and other information such as changes in surface pavement condition were not available. According to the results of data analysis for 221 selected horizontal curves on undivided two-lane highways, tangent section length significantly influenced total number of crashes. Therefore, providing more information about upcoming changes in horizontal alignment of the roadway via doubling up warning sings, using bigger sings, using materials with higher retroreflectivity, or flashing beacons were recommended for horizontal curves with long tangent section lengths and high number of crashes. Also, presence of rumble strips and wider shoulders significantly and negatively influenced severe SV crashes at horizontal curve sections; therefore, implementing rumble strips and widening shoulders for horizontal curves with high number of severe SV crashes were recommended.
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Trumpoldt, Julie Marie. "Development of a Tool to Calculate Appropriate Advisory Speeds on Horizontal Curves." Thesis, Virginia Tech, 2015. http://hdl.handle.net/10919/71768.

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Horizontal curves are a contributing factor for numerous deaths on roadways. The curve characteristics dictate the severity of the curve and require the driver to be more attentive while driving. To address this issue, advisory speeds are posted on horizontal curves to warn drivers to slow down for their safety. There are six main procedures to assign advisory speeds. This paper focuses on two of these methods, finds a connection between the two, and develops an Android Application that can be used to determine an advisory speed for a curve. In this work, a brief summary of the six existing methods for advisory speed assignment are discussed. Pros and cons are included for each for comparison purposes. Next, two of these methods are highlighted by applying them in the field. Data is collected and a relationship between them is determined. Using this relationship, an Android Application is created and the various details of the design process are described. This Application, called CurveAdvisor, allows the user to assign the appropriate advisory speed on a desired horizontal curve. An analysis is then conducted to test the effectiveness of CurveAdvisor. Results indicate that CurveAdvisor is successful in many cases. Finally, contributions and suggestions for future work are included.
Master of Science
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Browning, Joseph Stuart. "Developing a Method to Identify Horizontal Curve Segments with High Crash Occurrences Using the HAF Algorithm." BYU ScholarsArchive, 2019. https://scholarsarchive.byu.edu/etd/8809.

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Crashes occur every day on Utah’s roadways. Curves can be particularly dangerous as they require driver focus due to potentially unseen hazards. Often, crashes occur on curves due to poor curve geometry, a lack of warning signs, or poor surface conditions. This can create conditions in which vehicles are more prone to leave the roadway, and possibly roll over. These types of crashes are responsible for many severe injuries and a few fatalities each year, which could be prevented if these areas are identified. This highlights a need for identification of curves with high crash occurrences, particularly on a network-wide scale. The Horizontal Alignment Finder (HAF) Algorithm, originally created by a Brigham Young University team in 2014, was improved to achieve 87-100 percent accuracy in finding curved segments of Utah Department of Transportation (UDOT) roadways, depending on roadway type. A tool was then developed through Microsoft Excel Visual Basic for Applications (VBA) to sort through curve and crash data to determine the number of severe and total crashes that occurred along each curve. The tool displays a list of curves with high crash occurrences. The user can sort curves by several different parameters, including various crash rates and numbers of crashes. Many curves with high crash rates have already been identified, some of which are shown in this thesis. This tool will help UDOT determine which roadway curves warrant improvement projects.
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Doder, Dejan. "Experimental analysis of the pressure characteristic curve of a forced convection boiling flow in single horizontal channel." Thesis, Norges Teknisk-Naturvitenskaplige Universitet, 2013. http://urn.kb.se/resolve?urn=urn:nbn:no:ntnu:diva-20917.

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Forced convection boiling flow, often referred to as two-phase flow, is a common phenomenon which occurs in many industrial processes. The relationship between the total pressure drop in a channel containing two-phase flow and the mass flux of the flow is known as the pressure characteristic curve. If any part of pressure characteristic curve contains a negative slope, flow instabilities might occur in the channel. Flow instabilities are unwanted because they can reduce the efficiency of the industrial process. In this study experimental work has been done to analyze the behavior of the pressure characteristic curve in two-phase flow by applying a sensitivity analysis. The parameters which were analyzed in the sensitivity analysis were inlet pressure, subcooling temperature, total heating power and heating power distribution. Also, experimental results from this study were compared with the results from a numerical study of the characteristic pressure curve of two-phase flow [1].The experimental study showed that all the analyzed parameters influence the behavior of the pressure characteristics curve. The comparison with the numerical study showed the same trends for behavior for the pressure characteristic curve for all analyzed parameters except for the total heating power.From the analyzed parameters it was shown that the inlet pressure has the largest relative influence on the behavior of the pressure characteristic curve compared to the other parameters. Lowering the inlet pressure leads to the largest change in the mass flux range where flow instabilities can occur. Lowering the inlet pressure also leads to the largest change in the negative slope the pressure characteristic curve.
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Gong, Huafeng. "OPERATING SPEED PREDICTION MODELS FOR HORIZONTAL CURVES ON RURAL FOUR-LANE NON-FREEWAY HIGHWAYS." UKnowledge, 2007. http://uknowledge.uky.edu/gradschool_diss/562.

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One of the significant weaknesses of the design speed concept is that it uses the design speed of the most restrictive geometric element as the design speed of the entire road. This leads to potential inconsistencies among successive sections of a road. Previous studies documented that a uniform design speed does not guarantee consistency on rural two-lane facilities. It is therefore reasonable to assume that similar inconsistencies could be found on rural four-lane non-freeway highways. The operating speed-based method is popularly used in other countries for examining design consistency. Numerous studies have been completed on rural two-lane highways for predicting operating speeds. However, little is known for rural four-lane non-freeway highways. This study aims to develop operating speed prediction models for horizontal curves on rural four-lane non-freeway highways using 74 horizontal curves. The data analysis showed that the operating speeds in each direction of travel had no statistical differences. However, the operating speeds on inside and outside lanes were significantly different. On each of the two lanes, the operating speeds at the beginning, middle, and ending points of the curve were statistically the same. The relationships between operating speed and design speed for inside and outside lanes were different. For the inside lane, the operating speed was statistically equal to the design speed. By contrary, for the outside lane, the operating speed was significantly lower than the design speed. However, the relationships between operating speed and posted speed limit for both inside and outside lanes were similar. It was found that the operating speed was higher than the posted speed limit. Two models were developed for predicting operating speed, since the operating speeds on inside and outside lanes were different. For the inside lane, the significant factors are: shoulder type, median type, pavement type, approaching section grade, and curve length. For the outside lane, the factors included shoulder type, median type, approaching section grade, curve length, curve radius and presence of approaching curve. These factors indicate that the curve itself does mainly influence the drivers speed choice.
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Ullah, Irfan. "Caracterização da subsuperfície rasa através da curva da razão espectral H/V e da inversão conjunta das curvas de dispersão e elipticidade." Universidade de São Paulo, 2017. http://www.teses.usp.br/teses/disponiveis/14/14132/tde-04062018-101840/.

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A destruição causada por um terremoto depende de muitos fatores, como características e profundidade da fonte, magnitude, distância epicentral e da configuração geológica da área. A destruição causada devido à configuração geológica da área é denominada como efeito local. A modelagem do efeito local implica na determinação do tempo e nível de vibração e do efeito de amplificação do deslocamento. As propriedades elásticas dos materiais geológicos (velocidade das ondas de compressão e de cisalhamento, densidade, espessura da camada de solo, etc.) podem ser obtidas por diversos métodos geofísicos. O conhecimento dessas propriedades elásticas ajuda a melhor projetar as infraestruturas e reduzir as chances de danos. Este procedimento é denominado de microzoneamento. Os parâmetros mais importantes para realizar o microzoneamento são as espessuras dos sedimentos que recobrem o embasamento e o perfil das velocidades das ondas S (cisalhamento). Esses dois parâmetros são adequadamente caracterizados pelo uso de várias técnicas geofísicas como perfilagens em furos de sondagem, reflexão e refração sísmica. Esses métodos geofísicos trazem algumas restrições como a necessidade da execução de um furo, emprego de fontes sísmicas artificiais que muitas vezes são dispendiosas e por vezes de uso restrito em áreas urbanas, além de muitas vezes estarem limitadas a investigações de apenas algumas dezenas de metros. Os métodos que substituíram esses métodos geofísicos convencionais nas últimas décadas são a análise do ruído sísmico produzido por fontes naturais e culturais. Este ruído sísmico ambiental pode ser registrado com menor custo e esforço e com boa cobertura lateral. Várias técnicas que se utilizam do ruído sísmico podem ser empregadas, no entanto, aquela que obteve maior atenção nos últimos anos é a técnica da razão do espectro horizontal sobre o espectro vertical da onda de superfície (H/V). A curva da razão espectral H/V é uma ferramenta rápida, fácil e de baixo custo para a caracterização da subsuperfície rasa. Existem vários estudos realizados sobre o tema que tentaram cobrir todos os aspectos e problemas associados ao método. Aqui neste estudo são aprofundados alguns aspectos ainda não avaliados em detalhe. Diferentes procedimentos para a modelagem e as associações entre os fenômenos físicos envolvidos e as características da curva H/V são discutidos e os resultados numéricos desses estudos são comparados com informações extraídas de perfis de sondagens de um dos locais estudados. O pico e a forma da curva H / V são modelados para encontrar o desvio na frequência de pico a partir da frequência de ressonância da onda de cisalhamento considerando diferentes campos de onda em torno do pico, assim como sua relação com a forma dominante da curva. A frequência de pico das curvas H/V é utilizada para estimar a relação entre a frequência a espessura através de análise de regressão. O estudo mostra que a curva de dispersão obtida a partir de um ensaio MASW pode ser usada para estimar a velocidade da onda S a um metro de profundidade e sua tendência de aumento com a profundidade. Esses valores podem ser usados para estimar a relação frequência-espessura para uma área. Esses resultados são comparados com a relação frequência-espessura derivada experimentalmente para a mesma área. A sensibilidade da forma da curva H/V à estrutura de velocidade do meio é analisada através de duas técnicas de modelagem (elipticidade da onda Rayleigh e campo difuso baseado na curva H/V). Diferentes partes da curva H/V são invertidas visando avaliar qual a parte da curva H/V contém as informações mais importantes sobre a estrutura subterrânea. As lições aprendidas dessas análises são aplicadas a três dados experimentais de locais distintos. As ondas Love podem contaminar o resultado da curva H/V. Duas técnicas diferentes para remover o efeito das ondas amorosas são discutidas. Em seguida, são discutidos os resultados da inversão conjunta das curvas de dispersão e da curva H/V após remoção do efeito da onda Love, ou seja, a curva de elipticidade. Alguns aspectos novos da técnica H/V são discutidos no final.
The destruction caused by an earthquake at a site depends on many factors like source characteristics such as magnitude, epicentral distance from the site, depth of the source, and on the geological setting of the area. The destruction caused due to the geological setting of an area is termed as site effect. To model the site effect of an area is to determine the shaking level longevity and its displacement amplification. The elastic properties (shear and compressional wave velocities, density, thickness of soil layer, etc.) of the site are required to find out by employing various geophysical procedures. The knowledge of these elastic properties help in better designing the infrastructure, which reduces the chances of destruction caused by a local geological setting due to an earthquake occurrence. This procedure is widely termed as microzonation. The most important parameters for the microzonation are the thickness of soft sediments over the seismic bedrock and its shear wave velocity profile. These two parameters are properly characterized by employing various geophysical techniques like borehole measurement, seismic reflection and seismic refraction. The conventional geophysical methods bring some hindrance to the picture such as, the drilling of a borehole and artificial seismic sources deployment for the reflection and refraction survey, which are both expensive and time consuming, difficult or even in some case impossible to implement in urbanized environment, the investigation is depth limited to few tens of meter. The methods which replaced this conventional geophysical method from the last decades or so is the analysis of Earth vibration caused by the seismic noise which is produced by both natural and cultural sources. This ambient seismic noise can be recorded with less cost and effort with good lateral coverage. Various seismic noise techniques are employed for this job; however, the one which got the most attention in recent years is the horizontal over vertical spectral ratio (H/V) technique. The H/V spectral ratio curve is a fast easy and cheap tool for the near-subsurface characterization. There are various study performed on the topic which has tried to cover almost all the aspects and problems associated with the method. Here in this study, we try to detail the aspects of this technique, which are not been evaluated fully. The different modelling procedures presented to model and physically link the H/V curve with some physical phenomenon will be discussed and its numerical result with the experimental H/V curve will be compared for a borehole test site. The peak and the shape of the H/V curve will be modelled to find its peak frequency deviation from the shear wave resonance frequency by considering different wave-field around the peak. Similarly, the shape dominancy of the H/V curve linkage will be find out. The peak frequency of the H/V curve is used to estimate the thickness-frequency relation by regression analysis. Here we will show that the dispersion curve obtained from multi-channel analysis of surface waves (MASW) can be used to estimate the velocity at one meter and the shear wave velocity increase trend with depth. These values can be used to estimate the thickness frequency relation for an area and its result will be compared with the experimentally derived thickness-frequency relationship for the same area. The sensitivity of the H/V curve shape to the subsurface velocity structure will find out for two main modelling techniques (Rayleigh wave ellipticity and diffused field based H/V curve). The different parts of the H/V curve are inverted (back modelled) to find out the part of H/V curve which is carrying the most important information about the subsurface structure. The lesson learned from all this analysis will be applied to experimental data of three different sites. The Love waves might contaminate the result of the H/V curve. Two different techniques to remove their effects will be discussed. Then, the joint inversion result of the dispersion and this Love effect removed H/V for more precisely ellipticity curve is discussed. Some new aspects of the H/V curve technique are also discussed at the end.
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Ara?jo, Arthur Gomes Dantas de. "Provas de carga est?tica com carregamento lateral em estacas escavadas h?lice cont?nua e cravadas met?licas em areia." Universidade Federal do Rio Grande do Norte, 2013. http://repositorio.ufrn.br:8080/jspui/handle/123456789/14852.

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An experimental study has been conducted to investigate the behavior of continuous flight auger (cfa) bored piles and metalic driven H-section piles under lateral loading in cohesionless soils. The piles were tested in two different areas at the same site. Both areas consisted of a 3-m thick compacted superficial fill of pure fine sand, underlain by layers of naturally occurring pure fine-thick sand. Fills are differentiated by the relative densities which were compressed, 45% e 70%, respectively. Each area received one identical pair of cfa piles and two identical pairs of H-piles. A static lateral loading test was performed in each pair of piles. In this work, the pile load test results are reported and interpreted. The horizontal coefficient of subgrade reaction was determined from the results of the loading tests and compared with values determined by correlations based on penetration resistance index of SPT tests (NSPT). p-y formulations describing the static behavior of the piles were applied to the problem under evaluation. Back Analyses were made through theoretical and experimental p-y curves for obtaining input parameters for the analytic models, among which the coefficient of horizontal reaction. The soil pile system horizontal loading at rupture was determined by the theoretical methods and the results were compared with the experimental results, checking its validity
Um estudo experimental foi realizado para investigar o comportamento de estacas escavadas h?lice cont?nua e estacas cravadas met?licas submetidas a carregamentos laterais em areia. As estacas foram ensaiadas em duas ?reas diferentes no mesmo local. Ambas as ?reas eram compostas por um aterro superficial de 3 m de espessura de areia fina, seguido de camadas naturais de areia fina a grossa. Os aterros diferenciam-se pela densidade relativa com que foram compactados, 45% e 70%, respectivamente. Cada ?rea recebeu um par id?ntico de estacas h?lice cont?nua e dois pares id?nticos de estacas met?licas com perfil H . Em cada par de estacas foi executada uma prova de carga est?tica. Neste trabalho, os resultados das provas de carga s?o apresentados e interpretados. O coeficiente de rea??o horizontal do solo foi determinado atrav?s dos resultados das provas de carga e comparado com valores obtidos a partir de correla??es baseadas no ?ndice de resist?ncia ? penetra??o do ensaio SPT (NSPT). Curvas p-y foram constru?das para prever o comportamento de estacas submetidas a carregamentos horizontais. Retro an?lises foram efetuadas atrav?s das curvas p-y te?ricas e experimentais para obten??o de par?metros de entrada para os modelos anal?ticos, dentre os quais o coeficiente de rea??o horizontal. A carga de ruptura do sistema solo estaca foi determinada atrav?s de m?todos te?ricos e os resultados foram comparados com os resultados experimentais, verificando sua validade
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Saeidi, Ali. "La vulnérabilité des ouvrages soumis aux aléas mouvements de terrains ; développement d'un simulateur de dommages." Thesis, Vandoeuvre-les-Nancy, INPL, 2010. http://www.theses.fr/2010INPL003N/document.

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L’objectif de cette thèse a été de concevoir et développer un simulateur de dommages permettant d’étudier la vulnérabilité d’un territoire soumis à des aléas de mouvements de terrains associés à la présence d’exploitations souterraines. Ce développement repose sur la combinaison d’une méthode de prévision des affaissements miniers, de fonctions de vulnérabilité pour l’évaluation des dommages et d’une base de données des bâtiments. L’enjeu scientifique est le développement de fonctions de vulnérabilité pour les bâtiments en zone d’affaissement minier. Ces fonctions sont comparables à celles utilisées vis-à-vis d’autres aléas comme les séismes et les tsunamis. On a développé et appliqué une méthodologie basée sur des simulations de type Monte-Carlo qui utilise les méthodes existantes d’évaluation des dommages dans les zones d’affaissement minier (méthodes empiriques ou analytiques). Elle permet de prendre en compte l’incertitude sur les paramètres géométriques et mécaniques du bâti. Afin de valider cette méthodologie, les dommages estimés par les fonctions vulnérabilité développées pour des bâtiments en maçonnerie du bassin ferrifère lorrain sont comparées aux dommages observés, consécutifs aux affaissements de 1996 à 1999 en Lorraine. Dans une étape suivante, la méthode des fonctions d’influence a été implémentée dans le simulateur avec certains développements permettant de tenir compte de la variabilité des angles d’influences et permettre le calcul des déformations horizontales du terrain. Les résultats de cette méthode sont validés sur un cas d’affaissement observé dans le bassin ferrifère de lorrain. Enfin, une approche probabiliste d’évaluation des dommages est implémentée pour tenir compte de différents scénarios d’affaissement possibles. L’application sur les bâtiments de la ville de Joeuf, permet d’illustrer les différents résultats obtenus
The objective of this thesis has been the design and the development of a damage simulator for evaluation of building damage in subsidence regions affected by undergrounds excavations. The simulator is combining a method for the subsidence prediction, vulnerability functions for assessment of building damage and a database of buildings. The scientific challenge is the development of vulnerability functions for buildings in subsidence regions. These functions are similar to those used for other hazards such as earthquakes and tsunamis. We then developed and applied a methodology based on Monte-Carlo simulations which involves existing methods of building damage assessment in subsidence area (empirical or analytical methods). It allows to take into account uncertainties on both geometrical and mechanical parameters of buildings. To validate this methodology, damages given by the vulnerability functions developed for masonry buildings in the Lorraine Iron ore field are compared to observed damages, resulting from subsidence from 1996 to 1999 in Lorraine. In a next step, the method of influence functions is implemented in the simulator with developments to take into account variability of the influence angles and to allow the calculation of horizontal ground strain. Results of this method are validated with a subsidence case study in the Lorraine iron ore field. Finally, a probabilistic approach to assess damage is implemented in the simulator to take into account different scenarios of possible subsidence. The application of the simulator on the buildings of the Joeuf city, allows to illustrate the different results
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Kovářová, Veronika. "Variantní řešení silnice I/57 v úseku Semetín-Bystřička." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2013. http://www.nusl.cz/ntk/nusl-226452.

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The subject of my thesis is a variant I/57 in the section Semetín-Bystřička. The proposed route of communication, was part of an existing communications maintained for its full utilization. Were drawn four proposed variants of the solution, 3 variants are trying their best to use existing communication Jablůnka the village, one suggested option B that leads outside the existing road.
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Čepil, Jiří. "Optimalizace návrhových prvků pozemních komunikací pomocí vlečných křivek vozidel." Doctoral thesis, Vysoké učení technické v Brně. Fakulta stavební, 2019. http://www.nusl.cz/ntk/nusl-408021.

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The dissertation deals with application of simulated swept paths of vehicles to road designs. Using software which generates simulated swept paths makes new demands on the designer, but Czech regulations do not stipulate the appropriate method of applying swept paths. The theoretical part of the dissertation analyses the theory of how a vehicle moves when passing through a horizontal road curve and a method of calculating a necessary extent of widening the road. The practical part compares swept paths generated by various software programs and differences between them. In order to verify the shapes and dimensions of the swept paths generated, the swept path of a real vehicle was measured. This swept path was then compared with the one generated, and the differences between them were evaluated. One of the software programs was chosen as a reference program, and its output was applied to a road design pursuant to valid regulations. The results obtained within the dissertation were used to develop certified methodology titled: „Methodology of widening road lanes in horizontal curves and of application of vehicles’ swept paths “.
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Books on the topic "Horizontal Curve"

1

Gattis, J. L. Designing horizontal curves for low-speed environments. [Fayetteville, Ark.]: University of Arkansas, Mack-Blackwell National Rural Transportation Study Center, 2003.

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Torbic, Darren J., Mitchell K. O’Laughlin, Douglas W. Harwood, Karin M. Bauer, Courtney D. Bokenkroger, Lindsay M. Lucas, John R. Ronchetto, et al. Superelevation Criteria for Sharp Horizontal Curves on Steep Grades. Washington, D.C.: Transportation Research Board, 2014. http://dx.doi.org/10.17226/22312.

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Hall, Dann H. Improved design specifications for horizontally curved steel girder highway bridges. Washington, DC: Transportation Research Board/National Academy Press, 1998.

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Valentine, Nutt Redfield and. Development of design specifications and commentary for horizontally curved concrete box-girder bridges. Washington, D.C: Transportation Research Board, 2008.

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American Association of State Highway and Transportation Officials. Subcommittee on Bridges and Structures. AASHTO guide specifications for horizontally curved steel girder highway bridges, 2003: With design examples for I-girder and box-girder bridges. Washington, DC: American Association of State Highway and Transportation Officials, 2003.

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Alliance, National Steel Bridge. V-load analysis: An approximate procedure, simplified and extended, for determining moments and shears in designing horizontally-curved open-framed highway bridges. Chicago, Ill: National Steel Bridge Alliance, 1996.

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Fitzpatrick, Kay, and Karen Hall. Historical and Literature Review of Horizontal Curve Design, 1940-1990. Diane Pub Co, 1992.

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A Guide for Reducing Collisions on Horizontal Curves. Washington, D.C.: Transportation Research Board, 2004. http://dx.doi.org/10.17226/13732.

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A Guide for Reducing Collisions on Horizontal Curves. Washington, D.C.: Transportation Research Board, 2004. http://dx.doi.org/10.17226/13545.

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V, Zegeer Charles, Turner-Fairbank Highway Research Center, and University of North Carolina (System). Highway Safety Research Center., eds. Safety improvements on horizontal curves for two-lane rural roads. McLean, Va. (6300 Georgetown Pike, McLean 22101-2296): U.S. Dept. of Transportation, Federal Highway Administration, Research and Development, Turner-Fairbank Highway Research Center, 1991.

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Book chapters on the topic "Horizontal Curve"

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Montgomery, Richard. "A remarkable horizontal curve." In Mathematical Surveys and Monographs, 39–47. Providence, Rhode Island: American Mathematical Society, 2006. http://dx.doi.org/10.1090/surv/091/03.

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Freedman, Craig, G. C. Harcourt, and Peter Kriesler. "Has the Long-Run Phillips Curve Turned Horizontal?" In Post-Keynesian Essays from Down Under Volume IV: Essays on Theory, 87–105. London: Palgrave Macmillan UK, 2016. http://dx.doi.org/10.1057/978-1-137-47529-9_9.

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Mohamed, Nadiah, Norliana Sulaiman, Muhammad Akram Adnan, and Jezan Md Diah. "Validation of Operating Speed Prediction Model for Horizontal Curve with Established Models." In InCIEC 2015, 921–34. Singapore: Springer Singapore, 2016. http://dx.doi.org/10.1007/978-981-10-0155-0_77.

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Zhang, Li-jian, Pan-pan Tian, Yan-jun Yin, Yi-wei Ren, and Zhen Zhang. "Research on Profile Control and Flooding Effect Evaluation of Horizontal Wells on the Basis of Improved Hall Curve." In Proceedings of the 2021 International Petroleum and Petrochemical Technology Conference, 77–84. Singapore: Springer Singapore, 2022. http://dx.doi.org/10.1007/978-981-16-9427-1_7.

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Kobryń, Andrzej. "Simple Horizontal and Vertical Curves." In Transition Curves for Highway Geometric Design, 7–13. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-53727-6_2.

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Kobryń, Andrzej. "Sample Applications of Transition Curves in Horizontal Alignment." In Transition Curves for Highway Geometric Design, 89–107. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-53727-6_8.

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Bauer, Aurélie, Eliane Jaulmes, Emmanuel Prouff, and Justine Wild. "Horizontal Collision Correlation Attack on Elliptic Curves." In Selected Areas in Cryptography -- SAC 2013, 553–70. Berlin, Heidelberg: Springer Berlin Heidelberg, 2014. http://dx.doi.org/10.1007/978-3-662-43414-7_28.

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Wauer, J., and H. Wei. "On the Dynamics of a Horizontal, Rotating, Curved Shaft." In Bifurcation and Chaos: Analysis, Algorithms, Applications, 361–65. Basel: Birkhäuser Basel, 1991. http://dx.doi.org/10.1007/978-3-0348-7004-7_47.

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Choudhari, Tushar, Gourab Sil, and Avijit Maji. "Speed-Based Safety Evaluation of Horizontal Curves in Rural Highways." In Springer Transactions in Civil and Environmental Engineering, 221–32. Singapore: Springer Singapore, 2022. http://dx.doi.org/10.1007/978-981-16-9636-7_12.

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Peng, Jia, L. Chu, and T. F. Fwa. "Analysis of Skidding Potential and Safe Vehicle Speeds on Wet Horizontal Pavement Curves." In Lecture Notes in Civil Engineering, 21–36. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-87379-0_2.

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Conference papers on the topic "Horizontal Curve"

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Perry, B. D., I. H. Ali, and J. Vancura. "Nimr Medium Radius Horizontal Learning Curve." In Abu Dhabi Petroleum Conference. Society of Petroleum Engineers, 1992. http://dx.doi.org/10.2118/24494-ms.

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Schuh, Frank J. "Horizontal Well Planning-Build Curve Design." In SPE Centennial Symposium at New Mexico Tech. Society of Petroleum Engineers, 1989. http://dx.doi.org/10.2118/20150-ms.

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Thompson, L. G., and K. O. Temeng. "Automatic Type-Curve Matching for Horizontal Wells." In SPE Production Operations Symposium. Society of Petroleum Engineers, 1993. http://dx.doi.org/10.2118/25507-ms.

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Paramasivam Karthikeyan, Shiva, and Hayssam El-Razouk. "Horizontal Correlation Analysis of Elliptic Curve Diffie Hellman." In 2020 3rd International Conference on Information and Computer Technologies (ICICT). IEEE, 2020. http://dx.doi.org/10.1109/icict50521.2020.00087.

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Artus, Vincent, and Olivier Houzé. "A Physical Decline Curve for Fractured Horizontal Wells." In Unconventional Resources Technology Conference. Tulsa, OK, USA: American Association of Petroleum Geologists, 2018. http://dx.doi.org/10.15530/urtec-2018-2856750.

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Billiter, Travis, John Lee, and Robert Chase. "Dimensionless Inflow-Performance-Relationship Curve for Unfractured Horizontal Gas Wells." In SPE Eastern Regional Meeting. Society of Petroleum Engineers, 2001. http://dx.doi.org/10.2118/72361-ms.

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Hua, Lin, and Larry Hixon. "New Method for Horizontal and Vertical Curve Negotiation Angle Calculation." In ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/jrc/ice2007-40006.

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A new method for the “horizontal and vertical curve negotiation angle calculation” is developed and presented in this paper. The new method greatly reduces the complexity of the current procedure while maintaining the accuracy of the final result. An example is given to illustrate the difference between the current and the alternate method. The accuracy of the new method is shown as well. Discussion and conclusions are given in the final part of this paper.
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Gonzales, Veronica Monica, and Jeffrey Guy Callard. "Optimizing Horizontal Stimulation Design Utilizing Reservoir Characterization from Decline Curve Analysis." In SPE Production and Operations Symposium. Society of Petroleum Engineers, 2011. http://dx.doi.org/10.2118/142382-ms.

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Musey, Kimberley, Seri Park, and John McFadden. "Exploring Friction Modification to Improve the Safety of Horizontal Curve Roadways." In International Conference on Transportation and Development 2016. Reston, VA: American Society of Civil Engineers, 2016. http://dx.doi.org/10.1061/9780784479926.081.

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Zhang, Yingxue. "Analysis of the Relation between Highway Horizontal Curve and Traffic Safety." In 2009 International Conference on Measuring Technology and Mechatronics Automation (ICMTMA). IEEE, 2009. http://dx.doi.org/10.1109/icmtma.2009.511.

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Reports on the topic "Horizontal Curve"

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Wei, Fulu, Ce Wang, Xiangxi Tian, Shuo Li, and Jie Shan. Investigation of Durability and Performance of High Friction Surface Treatment. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317281.

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The Indiana Department of Transportation (INDOT) completed a total of 25 high friction surface treatment (HFST) projects across the state in 2018. This research study attempted to investigate the durability and performance of HFST in terms of its HFST-pavement system integrity and surface friction performance. Laboratory tests were conducted to determine the physical and mechanical properties of epoxy-bauxite mortar. Field inspections were carried out to identify site conditions and common early HFST distresses. Cyclic loading test and finite element method (FEM) analysis were performed to evaluate the bonding strength between HFST and existing pavement, in particular chip seal with different pretreatments such as vacuum sweeping, shotblasting, and scarification milling. Both surface friction and texture tests were undertaken periodically (generally once every 6 months) to evaluate the surface friction performance of HFST. Crash records over a 5-year period, i.e., 3 years before installation and 2 years after installation, were examined to determine the safety performance of HFST, crash modification factor (CMF) in particular. It was found that HFST epoxy-bauxite mortar has a coefficient of thermal expansion (CTE) significantly higher than those of hot mix asphalt (HMA) mixtures and Portland cement concrete (PCC), and good cracking resistance. The most common early HFST distresses in Indiana are reflective cracking, surface wrinkling, aggregate loss, and delamination. Vacuum sweeping is the optimal method for pretreating existing pavements, chip seal in particular. Chip seal in good condition is structurally capable of providing a sound base for HFST. On two-lane highway curves, HFST is capable of reducing the total vehicle crash by 30%, injury crash by 50%, and wet weather crash by 44%, and providing a CMF of 0.584 in Indiana. Great variability may arise in the results of friction tests on horizontal curves by the use of locked wheel skid tester (LWST) due both to the nature of vehicle dynamics and to the operation of test vehicle. Texture testing, however, is capable of providing continuous texture measurements that can be used to calculate a texture height parameter, i.e., mean profile depth (MPD), not only for evaluating friction performance but also implementing quality control (QC) and quality assurance (QA) plans for HFST.
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MECHANICAL PRORERTIES OF EXPOSED COLUMN BASE CONNECTIONS FOR L-SHAPED COLUMNS FABRICATED USING CONCRETE-FILLED STEEL TUBES. The Hong Kong Institute of Steel Construction, December 2021. http://dx.doi.org/10.18057/ijasc.2021.17.4.4.

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The response of exposed column base connections for L-shaped column is investigated through finite element analysis (FEA) in this paper which is affected by complex interactions among different components. Three finite element models are constructed to simulate the response of these connections under axial and cyclic horizontal loading, which interrogate a range of variables including anchor rod strength, base plate size and thickness. The results of the simulations provide insights into internal stress distributions which have not been measured directly through experiments. The key findings indicate that thicker base plates tend to shift the stresses to the toe of the base plate, while thinner plates concentrate the stresses under the column flange. Base on the analytical results, a hysteretic model is proposed to describe the cyclic moment-rotation response of exposed column base connections. The core parameters used to define the backbone curve of the hysteretic model are calibrated through configurational details. The comparison between the simulation and the calculated values indicates that the hysteretic model is suitable to characterize the key aspects of the physical response, including pinching, recentering and flag-shaped hysteresis phenomenon. Limitations of the model are outlined.
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NUMERICAL AND THEORETICAL STUDIES ON DOUBLE STEEL PLATE COMPOSITE WALLS UNDER COMPRESSION AT LOW TEMPERATURES. The Hong Kong Institute of Steel Construction, December 2021. http://dx.doi.org/10.18057/ijasc.2021.17.4.6.

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Double steel plate composite walls (DSCWs) with several unique types of connectors have been implemented to protect offshore oil exploration platforms from concentric forces caused by ice in the Arctic region. This paper investigates the compressive perfor-mance of DSCWs with interlocked J-hooks and overlapped headed studs at low temperatures ranging from 20 ℃ to -80 ℃ with nonlinear finite element models (FEMs). The intricate geometric size of the concrete, multiple interactions of the concrete with the connectors, and material nonlinearities of the concrete have been thoroughly simulated. The reasonable consistency between the results of the monotonic tests and finite element analysis (FEA) on nine DSCWs with interlocked J-hooks and seven DSCWs with overlapped headed studs indicates that the FEMs can effectively predict the compressive performance of the DSCWs at low temper-atures. On the basis of the validated FEMs, the effects of the horizontal and vertical spacing of the connectors on the compressive performance of the DSCWs are studied. Finally, theoretical models of the load-displacement curves are developed to reveal the compressive response of DSCWs at low temperatures with different types of connectors, taking into account the restraining effect of steel plates on the inner concrete and the local buckling of steel plates. Compared with previous tests and FEA, the developed theoretical models have reasonable consistency for the load-displacement curves of DSCWs at low temperatures.
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