The Islamic university _ Gaza

College of Engineering
Department of Civil Engineering
Surveying (2)

Project:-

Vertical Design Of
Ahmed Abdel Aziz Street
Designed By:-

1- Osama Kh. Abu Eltayf

2- Mohammed H. Shehada
3- Omar A. Falyona
4- Mustafa El Dalo

Submitted to:-

Eng. Ramy El-Faqawe

(2010 2011)

1- Introduction :
Route surveying is comprised of all survey operations required for
design and construction of engineering works such as highways, pipelines, canals, or
railroads. At Caltrans a route surveying system is generally associated with highway
design and construction.
A route surveying system usually contains four separate but interrelated
processes:

Reconnaissance and planning

Works design

Right of way acquisition

Construction of works

HORIZONTAL AND VERTICAL CURVES

The center line of a road consists of series of straight lines interconnected by curves
that are used to change the alignment, direction, or slope of the road. Those curves
that change the alignment or direction are known as horizontal curves, and those
.that change the slope are vertical curves
HORIZONTAL CURVES
When a highway changes horizontal direction, making the point where it changes
direction a point of intersection between two straight lines is not feasible. The
change in direction would be too abrupt for the safety of modem, high-speed
vehicles. It is therefore necessary to interpose a curve between the straight lines.
The straight lines of a road are called tangents because the lines are tangent to the
.curves used to change direction
In practically all modem highways, the curves are circular curves; that is, curves that
form circular arcs. The smaller the radius of a circular curve, the sharper the curve.
For modern, high-speed highways, the curves must be flat, rather than sharp. That
.means they must be large-radius curves
In highway work, the curves needed for the location or improvement of small
secondary roads may be worked out in the field. Usually, however, the horizontal
curves are computed after the route has been selected, the field surveys have been
done, and the survey base line and necessary topographic features have been
plotted. In urban work, the curves of streets are designed as an integral part of the
Preliminary and final layouts, which are usually done on a topographic map. In
highway work, the road itself is the end result and the purpose of the design. But in
urban work, the streets and their curves are of secondary importance; the best use
of the building sites is of primary importance.

VERTICAL CURVES
In addition to horizontal curves that go to the right or left, roads also have vertical
curves that go up or down. Vertical curves at a crest or the top of a hill are called
summit curves, or over verticals. Vertical curves at the bottom of a hill or dip are
called sag curves, or under verticals.
GRADES
Vertical curves are used to connect stretches of road that go up or down at a
constant slope. These lines of constant slope are called grade tangents The rate of
slope is called the gradient, or simply the grade. (Do not confuse this use of the term
grade with other meanings, such as the design elevation of a finished surface at a
given point or the actual elevation of the existing ground at a given point.) Grades
that ascend in the direction of the stationing are designated as plus; those that
descend in the direction of the stationing are designated as minus. Grades are
measured in terms of percent; that is, the number of feet of rise or fall in a 100-foot
horizontal stretch of the road.
After the location of a road has been determined and the necessary fieldwork has
been obtained, the engineer designs or fixes (sets) the grades. A number of factors
are considered, including the intended use and importance of the road and the
existing topography. If a road is too steep, the comfort and safety of the users and
fuel consumption of the vehicles will be adversely affected; therefore, the design
criteria will specify maximum grades. Typical maximum grades are a 4-percent
desired maximum and a 6-percent absolute maximum for a primary road. (The 6
percent means, as indicated before, a 6-foot rise for each 100 feet ahead on the
road.) For a secondary road or a major street, the maximum grades might be a 5percent desired and an 8-percent absolute maximum; and for a tertiary road or a
secondary street, an 8-percent desired and a 10-percent (or perhaps a 12-percent)
absolute maximum. Conditions may sometimes demand that grades or ramps,
driveways, or short access streets go as high as 20 percent. The engineer must also
consider minimum grades. A Street with curb and gutter must have enough falls so
that the storm water will drain to the inlets; 0.5 percent is a typical minimum grade
for curb and gutter (that is, 1/2 foot minimum fall for each 100 feet ahead). For
roads with side ditches, the desired minimum grade might be 1 percent; but since
ditches may slope at a grade different from the pavement, a road may be designed
with a zero-percent grade. Zero-percent grades are not unusual, particularly through
plains or tidewater areas. Another factor considered in designing the finished profile
of a road is the earthwork balance; that is, the grades should be set so that all the
soil cut off of the hills may be economically hauled to fill in the low areas. In the
design of urban streets, the best use of the building sites next to the street will
generally be more important than seeking an earthwork balance.

2- Methodology:
1. First of all to make a longitudinal section you must marking all the points
which needed to be studied , by opening the tape for a fixed distance(20 m)
then mark the point "it is recommended that the distance between the
points be equal each other to make the calculation easier ".
2. After marking the points, setup the level in a suitable place "covers number
of points".
3. After leveling the level, take the reading of the staff to each point and
tabulate the readings.
4. If the level did not cover all of the points you must move it to another station
and continue taking the reading (Remark:- the first reading taken at every
instrument station called back sight (BS),the last reading taken at every
instrument station is called foresight(FS) , the point which take the two
reading is called turning point).
5. After we take all the measurements we make a table and calculate the
elevation of the points by rise and fall methods or by HI method.
A. Collection Data's
Station
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21

Distance
0
20
40
60
80
100
120
140
160
180
200
220
240
260
280
300
320
340
360
380
400

22
23
24
25
SUM

BS
3.77

IS

FS

3.66
3.56
3.46
3.28
2.91
2.17
1.76
1.52
1.55
1.46
3.21

0.03
0.75

0.7
1.74
1.82
2.36

0.41

0.09
0.71
0.93
0.8
0.49
0.29
0.8

3.28
1.34
1.65
1.86
2.64
3.19

420
440
460
480
9.93

3.75
8.48

6.36

Checks:-

Fall

0.11
0.1
0.1
0.18
0.37
0.74
0.41
0.24

2.28
1.48
0.99
2.54

Rise

#.of BS = #.of FS (4 = 4)
BS FS Rise Fall RL Last RL First 1.45

0.08
0.54
0.92
0.93
0.31
0.21
0.78
0.55
0.56
4.91

RL
21.45
21.56
21.66
21.76
21.94
22.31
23.05
23.46
23.7
23.67
23.76
24.47
25.4
26.2
26.69
26.98
27.78
27.7
27.16
26.24
25.31
25
24.79
24.01
23.46
22.9

Notes
START

TB

TB/ISP

TB
BM

END

B. Draw the profile

The drawing of profile is attached in the end of the project
C. Slope Calculation:

23.67 - 21.45
100% 1.26%
180
27.81 23.67
Slope 2
100% 2.76%
150
22.56 27.81
Slope 3
100% 3.5%
150

Slope 1 =

D. Design Level :
- Calculations
DLane po int DL g S
For example :
po int (5) DL5 DL g 1 S
21.4 (0.0126 100) 22.66 m
po int (12) DL12 DL g 2 S
23.67 (0.0276 60) 25.33 m
po int (5) DL20 DL g 3 S
27.81 (0.035 70) 25.36 m

GL DL () CUT
GL DL () FILL
For Example
Po int (5) 22.31 22.66 0.35m ( Fill )
Po int (21) 24.79 24.66 0.13m (Cut )

E. Design of vertical curve:

1- Calculate the side distance (S) = v t

v2
Where:
2 g ( f i)

V= design velocity = 70 km/hr. = 19.44m/s

t= perception and reaction time = 2.5 s
g = gravity = 9.81 m/s
f = coefficient of friction of road surface = 0.35
I = gradient = positive upwards or negative downwards

2- After knowing the length of the curve we calculate the distance between VPI and mid
point of the curve

A L

8
For Sag Curve:

0.015 40

0.075m
8
For Summit Curve:

0.0626 40
8

0.313m

For Sag Curve

19.44 2
204m
S 2 19.44 2.5
2 9.81(0.35 .0126)

Length of curve a.
b.
a.
b.

S LL

A S 2

S LL

1.22 .035 S
1.22 .035 S
S L L 2 S
A

0.015 204 2

74.67 m ( wrong )

1.22 .035 204

1.22 .035 204 149.333m
S L L 2 204
0.015

L min 0m So L 40m

For Summit Curve

19.44 2
199.29m
S 2 19.44 2.5
2 9.81(0.35 0.0276)

Length of curve a.
b.
a.
b.

S LL

S LL

A S 2

2 he ho

S L L 2 S
0.0626 199.29 2

2 1.05 1.05
2
S L L 2 199.29
.0626

A
2

he ho

295.98m( wrong )

1.05

1.05

264.395m( wrong )

Let L 40 m Because The calculatio ns not accurate (The datas is approximated )

Form similarity of triangles we can find the other point of the vertical curve
Sag curve

VPI

VPT

VPC

20m

20m
X
5
X
Y
10

15
20 0.075
20
Remark: we apply the points on both sides of the vertical curve

Y
0.01875
0.0375
0.05625
0.075

VPC VPI and the same VPI VPT

Summit curve

VPI
VPC

VPT

20m

20m
X
5
X
Y
10

15
20 0.313
20
Remark: we apply the points on both sides of the vertical curve

Y
0.07825
0.1565
0.23475
0.313

VPC VPI and the same VPI VPT

3- Design Criteria:
Min slope =0.5%
Max slope = 7%
Difference between any tow successive gradient >0.5 , (g2-g1) >0.5:

min , max slopes

Cut Fill 0.5 m
max cut or max fill 1 m
Types of gradients:
Rising Gradients
+g

Falling Gradients
-g

4- Results and Tables:

Station
Distance
GL
DL
Cut
Fill

0
0
21.45
21.4
0.05
0
9
180
23.67
23.67
0
0

1
20
21.56
21.65
0
0.09
10
200
23.76
24.22
0
0.46

17
340
27.7
27.46
0.24
0

18
360
27.16
26.76
0.4
0

2
40
21.66
21.91
0
0.25
11
220
24.47
24.77
0
0.3

19
380
26.24
26.06
0.18
0

3
60
21.76
22.16
0
0.4
12
240
25.4
25.33
0.07
0

20
400
25.31
25.36
0
0.05

4
80
21.94
22.41
0
0.47
13
260
26.2
25.88
0.32
0

21
420
24.79
24.66
0.13
0

5
100
22.31
22.66
0
0.35

6
120
23.05
22.91
0.14
0

14
280
26.69
26.43
0.26
0

15
300
26.98
26.98
0
0

22
440
24.01
23.96
0.05
0

7
140
23.46
23.17
0.29
0
16
320
27.78
27.53
0.25
0

23
460
23.46
23.26
0.2
0

24
480
22.9
22.56
0.34
0

Cut 3.2 m
Fill 2.37 m
Cut Fill 3.2 2.37 0.83 m

5- Comments:
The length of the vertical curves (Sag & Summit) can not be measured from the
equations, the answers is not accepted because the design velocity we taken and other
factors not accurate, so we assume the length of curves (Sag & Summit) equal 40m as
the supervisor engineering. Other calculation approximately accurate.
6- Recommendations:
We should take the data's accurate such that (Design velocity, Friction coefficient of
road surface) in order to achieve the correct results and corrected design.
7- Maps:
The drawing is attached in the end of the project

8
160
23.7
23.42
0.28
0