FACULTY OF ENGINEERING

ACADEMIC SCHOOL OF CIVIL ENGINEERING

“ANALYSIS OF THE CONSTRUCTIONS OF THE TERRESTRE SAVIA IN THE REGION

OF ANCASH”

TEST

AUTHORS

GARAY MEJIA, Brayan

LAMA GUTIERREZ, Junior

MENDOZA HUAMAN, Elizabeth

ASESOR:

LIC.URBANO GOMEZ, Jorge

INVESTIGATION LINE

TRASNPORTE: VIAL INFRASTRUCTURE DISS.

HUARAZ – PERÚ

2019
INTRODUCTION

In the world of civil engineering it is about opting for multiple branches, the constructions of the
land routes, it is much of the time becomes a problem when the population ignores it. The
purpose of this test is to ensure that the driver circulates comfortably through the different
roads, avoiding, as little as possible, external factors such as climate, land use, means of
communication, transit and the route.

The problem of roads in the Ancash region, the poor mechanical study of the soil in which we
will develop our land route?

Before, this problem is maintained as Hypotheses, which ALARCON DE ZADRA (1980,

p.43) The design of a new road or the improvement of an existing one must be based not only
on current traffic but on the traffic that could be had in the future. It would be ideal if a road
could be designed to pass comfortably through it all the traffic it might have within its service
life. But this is almost never economically feasible and is also difficult to estimate what that
volume will be. It must then be designed for the year for which traffic can be estimated with
reasonable accuracy.

"Increasing the world's population by day also increases the number and use of the vehicle,
creating the need to build, expand or improve roads. Together with the importance that is given
today to the safety and economy of users and to the protection of the environmental
environment, they impose on the roads the compliance with very strict technical conditions".
(AGUDELO OSPINA, 2002, p.57)

Because of this, the importance of this research is to influence the people in charge of the
construction of a road that the mechanical study of the soil has a great influence in the field of
road construction. Consequently, it is important to take into account the type of terrain to which
the road or road will be exposed: flat, undulating, steep and steep terrain.

2
ARGUMENTATION

The Peruvian territory from the point of view of land routes presents an accumulation of
difficulties. Peru has a difficult and varied territory. Its various morphological accidents
constitute a permanent challenge that accentuates national disintegration, the Andes Mountains
are the main obstacle to the development of the land communication route in Peru as it appears
as a barrier that separates and isolates the three major geographical regions. Importance of Land
Roads Land roads in Peru perform economic, cultural, integration and decisive roles in national
defense.

Under the economical point of view. They promote the development of various activities such
as agriculture, livestock, reforestation, etc., because through them surplus production is sent to
the consumer market.

From the cultural point of view. Promotes the dissemination of culture and civilization.

From the point of view of integration. It unites the peoples separated by the difficult geography
of Peru, promoting the rapprochement of men, encouraging union and solidarity.

From the point of view of national defense. The land roads play a leading role because they
guarantee a rapid mobilization of the troops called to ensure the defense of their territorial
integrity.

“Construction is one of the main sectors of the national economy, both for its
contribution to the wealth of our country, and for the generation of jobs, but in turn
it is one of the sectors where there is a greater risk of accidents of job". In our
country, the safety conditions in construction sites are poor, resulting in high rates
of accidents resulting in injuries, temporary or permanent disability, and deaths,
with consequent damage to property and equipment. RUIZ CONEJO (2008, p.45)”

The Ancash region that has a very rugged geography. However, approximately 100,000 km of
roads have been built. Motorized vehicles travel on these roads, people and cargo are
transported; These roads are quite varied.
Paved roads. (Panamerican's highway)

Roads affirmed. (Facilitates the transit of large vehicles)

3
Unclaimed road (linking the capitals of districts and many provinces

The trails (Unites smaller towns)

Peru's roads are classified, according to demand in:

First Class Highways. -They are roads with IMDA (Annual Average Daily Index) greater
than 6,000 vehicles / day, of roads divided by a minimum central separator of 6.00 m; each
of the roads must have at least two or more lanes 3.60 m wide, with total access control
(income and exits) that provide continuous vehicle flows, without crossings or level
crossings and with pedestrian bridges in areas Urban The road surface of these roads must
be paved.

Second Class Highways. -They are roads with an IMDA between 6,00 0 and 4,001
vehicles / day, of roads divided by a central separator that can vary from 6.00 m to 1.00 m,
in which case a containment system will be installed vehicular; each of the roads must have
at least two or more lanes 3.60 m wide, with partial access control (entry and exit) that
provide continuous vehicle flows; they can have crossings or vehicular level crossings and
pedestrian bridges in urban areas. The road surface of these roads must be paved.

First Class Roads. - They are roads with an IMDA between 4,000 and 2,001 vehicles / day,
with a two-lane roadway of at least 3.60 m wide. You can have crossings or vehicular
crossings at level and in urban areas it is recommended that you have pedestrian bridges or,
failing that, with road safety devices, which allow operating speeds, with greater safety. The
road surface of these roads must be paved.

Second Class Roads. - They are roads with IMDA between 2,000 and 400 vehicles / day,
with a two-lane roadway of at least 3.30 m wide. You can have crossings or vehicular
crossings at level and in urban areas it is recommended that you have pedestrian bridges or,
failing that, with road safety devices, which allow operating speeds, with greater safety. The
road surface of these roads must be paved.

Third Class Roads. - These are roads with IMDA less than 400 vehicles / day, with a two-
lane roadway of at least 3.00 m wide. Exceptionally, these roads may have lanes up to 2.50
m, with the corresponding technical support. These roads can work with solutions called
basic or economic, consisting of the application of soil stabilizers, asphalt emulsions and /
or micro pavements; or in affirmative, on the tread. If paved, the geometric conditions
stipulated for second class roads must be met.

4
Carriageable trails. - They are passable roads, which do not reach the geometric
characteristics of a road, which generally have an IMDA of less than 200 vehicles / day. Its
roads must have a minimum width of 400 m, in which case widens called crossing
platforms will be built, at least every 500 m. The tread surface can be affirmed or without
affirmation.

The roads of Peru, based on the predominant orography of the land where its route runs, are
classified as:
Flat terrain (type 1). - It has transverse slopes to the axis of the track less than or equal to
10% and its longitudinal slopes are generally less than three percent (3%), demanding a
minimum of earthworks, so it does not present major difficulties in its plotted.

Wavy terrain (type 2). - It has transverse slopes to the axis of the road between 11% and
50% and its longitudinal slopes are between 3% and 6%, demanding a moderate movement
of land, which allows more or less straight alignments, without major difficulties in the
layout.

Rugged terrain (type 3). - It has transverse slopes to the axis of the road between 51% and
100% and its predominant longitudinal slopes are between 6% and 8%, so it requires
significant earthworks, which is why it presents difficulties in the layout.

Steep terrain (type 4). - It has transverse slopes to the axis of the track greater than 100%
and its exceptional longitudinal slopes are greater than 8%, demanding the maximum of
earthworks, which is why it presents great difficulties in its layout.

This section presents the criteria, factors and elements that must be adopted to carry out the
preliminary studies that define the geometric design of the new roads, as well as the roads
that will be rehabilitated and improved especially in their layout. Do not lose sight of when
defining the geometry of the road, that the objective is to design a road that meets the
appropriate characteristics, with dimensions and alignments such that its resulting capacity
meets the demand of the project, within the framework of economic viability. It also
establishes the classification and interrelationship between the types of projects, levels and
methodologies of study planned for road works and synthesizes the content and scope of
these levels of study.

5
It is important to carry out preliminary studies that allow establishing priorities and
resources for the elaboration of a new project, for which all relevant information that is
available must be compiled, complementing and verifying those used in economic
feasibility studies. Sources such as geodesic vertices, maps, charts and road cartography, as
well as aerial photographs, etc. will be used.
Even when recognition in the field is essential, its breadth and / or degree of detail will
depend, to a large extent, on the type of topographic and geomorphological information
available.

The term “project” includes the various stages that range from the conception of the idea, to
the materialization of a civil work, industrial complex or development program in the most
diverse areas. Consequently, the project is the objective that motivates the various actions
required to put a new road work into service, or recover or improve an existing one. The
subjects dealt with in this manual are referred to the various preliminary studies and final
studies required, in their different phases, all of which will be identified as “Studies”.

The Cross Section is a variable dependent on both the category of the track and the design
speed, since for each category and design speed corresponds a type cross section, whose
width responds to a bounded range and in some cases unique. The standard of a road work,
which responds to a design in accordance with the instructions and regulatory limits
established herein, is determined by:
The Category that corresponds to it (first class highway, second class highway, first class
road, second class road and third-class road).

The design speed (V).

The defined cross section

Road projects for geometric design effects are classified as follows:

New layout project. - They are those that allow the incorporation of a new road
infrastructure work into the network. The clearest case corresponds to the design of a non-
existent road, also including in this category, those drawn from avoidance roads or variants
of important lengths. In the case of bridges and tunnels, more than a new layout constitutes a
new location. Such is the case of works of this type generated by the construction of a
second road, which as such corresponds to a change in the layout of an existing route, but for
all intents and purposes, these works will require definitive studies in their new locations.

6
Projects of punctual improvement of layout. -These are those rehabilitation projects,
which may include specific rectifications of the geometry, designed to eliminate points.

Sectors that affect road safety. These rectifications do not change the general standard of
the road.

Path improvement projects. -They are those projects that include the improvement of the
plan and / or profile in important lengths of an existing road, which can be carried out by
rectifying the axis of the track or by introducing variants in the environment of the track, or
those that comprise the general redesign of the geometry and the drainage of a road to adapt
it to its new level of service. In cases of extension of roads on a single platform, the layout is
controlled by the plant and the profile of the existing road. Studies of second roads with
independent platforms should be addressed for all practical purposes, such as new paths.

In the past, moderate levels of demand and restrictions on the availability of resources
generally made the geometry of the roads fit closely to the topography of the land and that
the road belt was relatively narrow. Consequently, the alterations that road projects imposed
on the environment were minimal. The increase in demand derived from population growth,
economic development and technological advances, has imposed greater demands on
capacity, safety and comfort, which has resulted in the geometry of the plan and profile paths
being broader , so that in the stages of construction and operation of a road, they alter to a
lesser or greater extent the prevailing environmental conditions in the corridor where the
route is located, even in certain cases, degrading them. In the development of an
Environmental Impact Study (EIA) or other evaluation instrument, those aspects that will
always be present and that will directly affect the level or degree of impact of a given work
should be reviewed. In the first place, the path of the road under study is involved, since at a
higher level the technical requirements of geometry will imply a lower possibility of
adapting to the terrain, increasing the heights of cut and embankment. On the other hand, a
high standard road is linked to a greater road belt width, all of which translates into an
increase in the probability of generating an impact of greater magnitude. On the other hand,
there are the natural characteristics of the land where the road will be located. For example,
the topographic features of the land will condition the degree of environmental deterioration
that a road project can produce, which, in general, will increase as the terrain becomes more
rugged.

Also the geomorphology and geology of the terrain will condition the degree of impact since,
depending on the materials that are present and the instability of the slopes, erosive processes

7
may be activated in the exposed slopes or settlements or landslides of materials masses
which may affect the projected road or nearby streams or streams.

Another aspect to consider is the type of natural vegetation located in the strip of the road,
which, when eliminated, can disturb the natural ecosystem in an area greater than that
directly affected by the road.

Finally, the socioeconomic characteristics of the area where the road is located should be
considered, in order to study the possible effect that the project could cause, in the human
activities present in the sector.

In the Road Safety section, the aspects related to the following points will be treated, as
appropriate to the type of project and with the order of relevance that is considered
appropriate:
 Visibility, stop and overtaking distances.
 Vertical signage: location, size, visibility, level of reflection, coherence, uniformity.
 Horizontal Horizontal signage: material characteristics, typology, consistency with
vertical signage.
 Beaconing: need, adequacy and disposition.
 Other safety devices: rough cross bands, anti-glare screens, raised paints, traffic lights,
crosswalks.
 Safety zones and containment systems: safety distance, impact dampers, brake beds,
barriers, prets, margin and medium treatments.
 Extension of the right of way or strip of ownership with respect to what is considered,
for reasons of Road Safety.
 Climatic conditions of the area where the road runs
 Rains, to check the adequacy of the drainage system and the convenience of having
granular material.
 Snow or ice, to avoid the coincidence of points of possible accumulation of water with
shaded areas.
 Fogs, to reinforce the horizontal signaling and road marking.
 Orientation, to avoid prolonged sections or critical elements of the layout (changes in
grade, intersection approaches, end of additional lanes, etc.) where glare may occur at
sunrise or sunset People, the vehicle (especially drivers) and infrastructure are the three
main factors that influence road safety. The high increase in the number of displacements
makes the infrastructure acquire a special relevance. The state of the roads together with
the accelerated growth of mobility, traffic jams, parking problems, etc. make the “road

8
factor” an outstanding accident factor. Parallel to the infrastructure, vehicles are another
determining factor of road safety.

 In recent years they have undergone a major transformation with an improvement in the
protection equipment for users that help reduce and minimize the consequences of traffic
accidents. All these factors have to be taken into account before the development of a new
project.

In order to obtain quantitative assessments of the land route, the Designer must have
adequate instruments to verify and verify the critical points that the letters do not need
to specify, such as: slopes of strong transverse slope, feasibility of saving a specific
slope, specifying the width of a creek or watercourse, heading in some wooded
sections, etc .; It is suggested the use of GPS, altimeter, compass, eclimeter,
rangefinder, etc., which may be appropriate in certain recognition sectors. As a general
recommendation, the following work guidelines should be kept in mind:
The recognition should not be limited to the routes preset in the letters, but should cover
an area wide enough not to omit information that could be useful for a better decision.

When traveling the terrain, the designer and specialists must simultaneously visualize
aspects of geomorphology, hydrology, geotechnics and ecology, rationally weighing the
incidence and importance that, separately and together, they may have at the site of the
layout.

Areas covered by forests are usually associated with steep terrain that has a dense
natural drainage network. If the area to be recognized is large and several alternative
routes are envisaged, small-scale charts (1:50) may be insufficient, even to fix routes or
corridors, and after extensive air reconnaissance, the execution of a mid-scale aerial
photogrammetry restitution (1: 5,000 or 1:10). The aerial photogrammetry restitution
will be limited in precision by the existing vegetation cover. However, a 1: 5 scale
plane with contour lines every 5 m will allow preliminary studies to be carried out
under optimal conditions.
Even when the execution of an aerial photogrammetry restitution is consulted,
recognition at the preliminary study level is essential, in a first stage, to establish the
belts or the area to be restored, whose limits will be much wider than those of each
particular route.

9
The designer must always be alert not to form a false opinion of the benefits or defects
of a solution, depending on the degree of facilities or difficulties encountered to
advance during the course of the land, or the lack of visibility on wooded or Hard
access.

The Geometric Design of Roads will be carried out in accordance with the types of
vehicles, dimensions, weights and other characteristics, contained in the current National
Vehicle Regulations.

The physical characteristics and the proportion of vehicles of different sizes that circulate
on the roads are key elements in their geometric definition. Therefore, it is necessary to
examine all types of vehicles, establish groups and select the representative size within
each group for use in the project. These selected vehicles, with representative weight,
dimensions and operating characteristics, used to establish the criteria for road projects, are
known as design vehicles.

When selecting the design vehicle, the composition of the traffic that uses or will use the
road must be taken into account. Normally, there is a sufficient participation of heavy
vehicles to condition the characteristics of the road project. Therefore, the normal design
vehicle will be the rigid commercial vehicle (trucks and / or buses).

The characteristics of the type vehicles indicated, define the different aspects of the
geometric and structural dimensioning of a road. For example:

a. The width of the adopted vehicle affects the widths of the lane, roadway, berms and
cross-sectional width, the minimum turning radius, intersections and gauge.
b. The distance between the axes influences the width and the minimum internal and
external radius of the rails.
c. The total gross weight / power ratio is related to the value of the allowable slopes.

In accordance with the National Vehicle Regulations, light vehicles are those
corresponding to categories L (motor vehicles with less than four wheels) and M1 (four-
wheel motor vehicles designed to transport passengers with eight seats or less, not counting
the driver's seat).

10
DISCUSSION
In this research paper for analysis and discussion, it is necessary to rely on the triangulation of
information, i.e. the results obtained will be compared with previous work and related theories,
i.e. the research carried out by other authors.

Based on the results obtained in this research, relating to the general objective:

To determine the problem of roads in the Ancash region, where the problem is the poor study of
the mechanics of the soil in which we will develop our landline, based on the designs of the
current tracks of our Huaraz locality faults are caused by a poor study of the soil, as well as for
dourising the costs so that a work does not have too much expense and is carried out in less
time, the inhabitants of the city of Huaraz want roads that do not degrade in a short time since it
generates discomfort instantly d and drove it n and also creates risks for people. These results
relate to what morality (2012) states that the roads and roads for a city like Huaraz, should be
developed with a good study of the soil and the use of good quality materials since a track has to
provide safety to citizens and not cr. inconvenience, for this it is necessary to carry out the
above work with a safety factor so that these sidewalks do not degrade in a short time. The
definition of pavements by RUIZ (2008), indicates that the pavement is a structure, based on an
appropriate foundation, aims to provide a bearing surface that allows safe and comfortable
traffic of vehicles, at speeds operational and under any weather conditions. The study of
pavements is a discipline that begins with the construction of the first roads however it is from
the appearance of the vehicles that gathers a greater momentum, being increasingly
sophisticated in terms of the elements of analysis and prediction of the elements of behavior.
According to Engineering, the pavement is a structural element that is supported throughout its
surface on the foundation land called subrasante. This layer should be prepared to support a
system of different layers, called a structural package, designed to withstand external loads over
a certain period of time

11
CONCLUSIÓN

 In any road design, the priority condition is to provide road safety. The goal is to
make the driver drive comfortably on the different roads, avoiding, as little as
possible, external factors such as weather, land use, media, traffic and the road.
 The type of road infrastructure, geometric characteristics, aesthetics and
uniformity of the solutions, will allow the driver to transit with the least possible
risk in special climatic situations such as heavy rains and traffic problems.
 The transport system consists of: a vehicle, a driving force, roads or roads,
terminals and control systems. If one of these items is missing or fails, the system
stops working properly.
 In its own view, it is a safe road transport system, efficient and less vulnerable to
natural hazards, generates confidence in the users of the system, strengthening the
export and therefore the economic growth of the region.

12
BIBLIOGRAPHIC REFERENCES
 MORALES, Hugo. Ingeniería vial I. República Dominicana, 2006. 213 pp.
ISBN: 9993425672
 RUIZ, Edgar. Ingeniería de los suelos I. México, 2008. 315 pp.
ISBN: 9681800540
 AGUDELO, Leoncio. Estructuración de vías terrestres. Lima, 2002.216 pp.
ISBN: 9682612861
 JUAREZ, Bodillo y RODRIGEZ, Rico. Infraestructura de transporte. 2ª ed.
México:Limusa,2004. 375pp
ISBN: 978-968-18-O471-831.1

 Ministerios de trasportes y comunicaciones. Manual de carreteras diseño

geométrico {En línea}. Perú: manual de carreteras - Ministerio de Transportes y
Comunicaciones, 2014 [fecha de consulta: 23 de septiembre de 2017].Disponible
en: http://transparencia.mtc.gob.pe/idm_docs/normas_legales/1_0_3580.pdf
ISBN: 978-612-304-301-8

13