HIGHWAY LOCATIONS CE 317

AND SURVEYS E n g r. I P D Q u i n e s
HIGHWAY LOCATIONS AND SURVEYS

GEOLOGIC
LAND USE EARTHWORKS
CONDITIONS

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HIGHWAY LOCATIONS AND SURVEYS

Selecting the location of a proposed highway is an

important initial step in its design. The decision to select a
particular location is usually based on topography, soil
characteristics, environmental factors such as noise and air
pollution, and economic factors. The data required for the
decision process are usually obtained from different types of
surveys, depending on the factors being considered.

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PRINCIPLES
OF HIGHWAY
LOCATION

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PRINCIPLES OF HIGHWAY LOCATION

Highway location processes involves the following phases:

Phase 1. OFFICE STUDY OF EXISTING INFORMATION

Phase 2. RECONNAISSANCE SURVEY

Phase 3. PRELIMINARY LOCATION SURVEY

Phase 4. FINAL LOCATION SURVEY

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PRINCIPLES OF HIGHWAY LOCATION

Phase 1. OFFICE STUDY OF EXISTING INFORMATION

Phase 2. RECONNAISSANCE SURVEY

Phase 3. PRELIMINARY LOCATION SURVEY

Phase 4. FINAL LOCATION SURVEY

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PRINCIPLES OF HIGHWAY LOCATION

Phase 1. OFFICE STUDY OF EXISTING INFORMATION

In this phase, all of the available data are collected, examined,

and are usually carried out in offices prior to any field and
photogrammetric investigation. These data can be obtained from
existing engineering reports, maps, aerial photographs, and charts,
which are usually available at one or more of the state’s
departments of transportation, agriculture, geology, hydrology, and
mining. The type and amount of data collected and examined
depend on the type of highway being considered.

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PRINCIPLES OF HIGHWAY LOCATION

Phase 1. OFFICE STUDY OF EXISTING INFORMATION

In general, most data are obtained on the following characteristics of the area:
Ø ENGINEERING, including topography, geology, climate, and traffic volumes
Ø SOCIAL & DEMOGRAPHIC, including land use and zoning patterns
Ø ENVIRONMENTAL, including types of wildlife; location of recreational,
historic, and archeological sites; and the possible effects of air, noise, and
water pollution
Ø ECONOMIC, including unit costs for construction and the trend of
agricultural, commercial, and industrial activities
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PRINCIPLES OF HIGHWAY LOCATION

Phase 1. OFFICE STUDY OF EXISTING INFORMATION

Phase 2. RECONNAISSANCE SURVEY

Phase 3. PRELIMINARY LOCATION SURVEY

Phase 4. FINAL LOCATION SURVEY

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PRINCIPLES OF HIGHWAY LOCATION

Phase 2. RECONNAISSANCE SURVEY

The objective of this phase of the study is to identify several

feasible routes, each within a band of a limited width of a few
hundred feet.
This phase are mostly considered on the construction of rural
roads because there are often little information available on maps
or photographs that are taken, and therefore aerial photography is
widely used to obtain the required information.

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PRINCIPLES OF HIGHWAY LOCATION

Phase 2. RECONNAISSANCE SURVEY

Feasible routes are identified by a stereoscopic examination of

the aerial photographs, taking into consideration factors such as:
Ø Terrain and soil conditions
Ø Serviceability of route to industrial and population areas
Ø Crossing of other transportation facilities, such as rivers,
railroads, and highways
Ø Directness of route
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PRINCIPLES OF HIGHWAY LOCATION

Phase 1. OFFICE STUDY OF EXISTING INFORMATION

Phase 2. RECONNAISSANCE SURVEY

Phase 3. PRELIMINARY LOCATION SURVEY

Phase 4. FINAL LOCATION SURVEY

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PRINCIPLES OF HIGHWAY LOCATION

Phase 3. PRELIMINARY LOCATION SURVEY

During this phase of the study, the positions of the feasible

routes are set as closely as possible by establishing all the
control points and determining preliminary vertical and
horizontal alignments for each. Preliminary alignments are
used to evaluate the economic and environmental feasibility of
the alternative routes.

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PRINCIPLES OF HIGHWAY LOCATION

Phase 3. PRELIMINARY LOCATION SURVEY

ECONOMIC EVALUATION
Economic evaluation of each alternative route is carried out to
determine the future effect of investing the resources necessary to
construct the highway. Factors usually taken into consideration
include road user costs, construction costs, maintenance costs, road
user benefits, and any disbenefits, which may include adverse
impacts due to dislocation of families, businesses, and so forth. The
results obtained from the economic evaluation of the feasible
routes provide valuable information to the decision maker.
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PRINCIPLES OF HIGHWAY LOCATION

Phase 3. PRELIMINARY LOCATION SURVEY

ENVIRONMENTAL EVALUATION
Environmental evaluation includes the effect of road
construction to plants, animals, and human communities and
encompasses social, physical, natural, and man-made variables.
The construction of a highway at a given location may result in
significant changes in one or more variables, which in turn may
offset the equilibrium and result in significant adverse effects on
the environment that may lead to a reduction of the quality of life
of the animals and/or human communities.
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PRINCIPLES OF HIGHWAY LOCATION

Phase 3. PRELIMINARY LOCATION SURVEY

ENVIRONMENTAL EVALUATION
In general, the requirements for the submission of environmental
impact statements for many projects includes:
Ø A detailed description of alternatives.
Ø The probable environmental impact, including the assessment of
positive and negative effects.
Ø An analysis of short-term impact as differentiated from long-term
impact.
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PRINCIPLES OF HIGHWAY LOCATION

Phase 3. PRELIMINARY LOCATION SURVEY

ENVIRONMENTAL EVALUATION
Ø Any secondary effects, which may be in the form of changes in the
patterns of social and economic activities.
Ø Probable adverse environmental effects that cannot be avoided if
the project is constructed.
Ø Any irreversible and irretrievable resources that have been
committed.
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PRINCIPLES OF HIGHWAY LOCATION

Phase 3. PRELIMINARY LOCATION SURVEY

In cases where an environmental impact study is required, it is
conducted at this stage to determine the environmental impact of
each alternative route. Such a study will determine the negative
and/or positive effects the highway facility will have on the
environment. Public hearings are also held at this stage to provide
an opportunity for constituents to give their views on the positive
and negative impacts of the proposed alternatives.
The best alternative, based on all the factors considered, is
then selected as the preliminary alignment of the highway.
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PRINCIPLES OF HIGHWAY LOCATION

Phase 1. OFFICE STUDY OF EXISTING INFORMATION

Phase 2. RECONNAISSANCE SURVEY

Phase 3. PRELIMINARY LOCATION SURVEY

Phase 4. FINAL LOCATION SURVEY

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PRINCIPLES OF HIGHWAY LOCATION

Phase 4. FINAL LOCATION SURVEY

The final location survey is a detailed layout of the selected
route. The horizontal and vertical alignments are determined, and
the positions of structures and drainage channels are located.
The method used is to set out the points of intersections (PI)
of the straight portions of the highway and fit a suitable horizontal
curve between these. This is usually a trial-and-error process until,
in the designer’s opinion, the best alignment is obtained, taking
both engineering and aesthetic factors into consideration. Splines
and curve templates are available that can be used in this process.
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 Phase 4.
FINAL LOCATION SURVEY

The spline is a flexible plastic

guide that can be bent into
different positions and is used
to lay out different curvilinear
alignments, from which the
most suitable is selected. It is
used first to obtain a hand-
fitted smooth curve that fits in
with the requirements of grade,
cross-sections, curvature, and Circular Curve Templates
drainage.

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 Phase 4.
FINAL LOCATION SURVEY

Curve templates are

transparencies giving circular
curves, three-center compound
curves, and spiral curves of
different radii and different
standard scales. The hand-
fitted curve is then changed to
a more defined curve by using
the standard templates.

Centered Curve Templates

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PRINCIPLES OF HIGHWAY LOCATION

Phase 4. FINAL LOCATION SURVEY

The availability of computer-based techniques has significantly
enhanced this process since a proposed highway can be displayed
on a monitor, enabling the designer to have a driver’s eye view of
both the horizontal and vertical alignments of the road. The
designer can therefore change either or both alignments until the
best alignment is achieved.
Detailed design of the vertical and horizontal alignments is
then carried out to obtain both the deflection angles for horizontal
curves and the cuts or fills for vertical curves and straight sections
of the highway.
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PRINCIPLES OF HIGHWAY LOCATION

*RECREATIONAL AND SCENIC ROUTES

The location process of recreational and scenic routes follows the
same steps but the designer of these types of roads must be aware of
their primary purpose. For example, although it is essential for freeways
and arterial routes to be as direct as possible, a circuitous alignment
may be desirable for recreational and scenic routes to provide access to
recreational sites (such as lakes or campsites) or to provide special
scenic views. In designing such instances, it is important to adopt
adequate design standards.

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PRINCIPLES OF HIGHWAY LOCATION

Three additional factors should be considered in the location of

recreational and scenic routes:
1. Design speeds are usually low, and therefore special provisions should
be made to discourage fast driving, for example, by providing a
narrower lane width.
2. Location should be such that the conflict between the driver’s attention
on the road and the need to enjoy the scenic view is minimized. This
can be achieved by providing turn-outs with wide shoulders and
adequate turning space at regular intervals, or by providing only
straight alignments when the view is spectacular.
3. Location should be such that minimum disruption is caused to the area.
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PRINCIPLES OF HIGHWAY LOCATION

*HIGHWAYS IN URBANIZED AREAS

Urban areas usually present complex conditions that must be
considered in the highway location process. In addition to the factors
under office study and reconnaissance survey, other factors that
significantly influence the location of highways in urban areas include:
Ø Connection to local streets
Ø Right-of-way acquisition
Ø Coordination of the highway system with other transportation
systems
Ø Adequate provisions for pedestrians
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PRINCIPLES OF HIGHWAY LOCATION

*HIGHWAYS IN URBANIZED AREAS

Ø CONNECTION TO LOCAL STREETS
When the location of an expressway or urban freeway is being
planned, it is important that adequate thought be given to which
local streets should connect with on- and offramps to the
expressway or freeway. The main factor to consider is the existing
travel pattern in the area. The location should enhance the flow of
traffic on the local streets, and should provide for adequate sight
distances at all ramps. Ramps should not be placed at intervals
that will cause confusion or increase the crash potential on the
freeway or expressway.
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PRINCIPLES OF HIGHWAY LOCATION

*HIGHWAYS IN URBANIZED AREAS

Ø RIGHT-OF-WAY ACQUISITION
One factor that significantly affects the location of highways in
urban areas is the cost of acquiring right of way. This cost is largely
dependent on the predominant land use in the right of way of the
proposed highway. Costs tend to be much higher in commercial
areas, and landowners in these areas are often unwilling to give up
their property for highway construction.

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PRINCIPLES OF HIGHWAY LOCATION

*HIGHWAYS IN URBANIZED AREAS

Ø RIGHT-OF-WAY ACQUISITION (Cont.)
Thus, freeways and expressways in urban areas have been
placed on continuous elevated structures in order to avoid the
acquisition of rights of way and the disruption of commercial and
residential activities. This method of design has the advantage of
minimal interference with existing land-use activities, but it is
usually objected to by occupiers of adjacent land because of noise
or for aesthetic reasons. The elevated structures are also very
expensive to construct and therefore do not completely eliminate
the problem of high costs.
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PRINCIPLES OF HIGHWAY LOCATION

*HIGHWAYS IN URBANIZED AREAS

Ø COORDINATION OF THE HIGHWAY SYSTEM WITH OTHER TRANSPORTATION
SYSTEMS
Urban planners understand the importance of a balanced transportation
system and strive toward providing a fully integrated system of highways and
public transportation. This integration should be taken into account during
the location process of an urban highway. Several approaches have been
considered, but the main objective is to provide new facilities that will
increase the overall level of service of the transportation system in the urban
area. Another form of transportation system integration is the multiple use of
rights of way by both highway and transit agencies. In this case, the right of
way is shared between them, and bus or rail facilities are constructed either in
the median or alongside the freeway.
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PRINCIPLES OF HIGHWAY LOCATION

*HIGHWAYS IN URBANIZED AREAS

Ø ADEQUATE PROVISIONS FOR PEDESTRIANS
Providing adequate facilities for bicycles and pedestrians
should be an important factor in deciding the location of highways,
particularly for highways in urban areas. Pedestrians are an
integral part of any highway system but are more numerous in
urban areas than in rural areas. Bicycles are an alternate mode of
transportation that can help to reduce energy use and traffic
congestion.

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PRINCIPLES OF HIGHWAY LOCATION

*HIGHWAYS IN URBANIZED AREAS

Ø ADEQUATE PROVISIONS FOR PEDESTRIANS
Facilities for pedestrians should include sidewalks, crosswalks,
traffic-control features, curb cuts, and ramps for the handicapped.
Facilities for bicycles should include wide-curb lanes, bicycle paths
and shared-use paths.
In heavily congested urban areas, the need for grade-separated
facilities, such as overhead bridges and/or tunnels, may have a
significant effect on the final location of the highway. Although
vehicular traffic demands in urban areas are of primary concern in
deciding the location of highways in these areas.
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PRINCIPLES OF HIGHWAY LOCATION

*BRIDGE LOCATIONS
The general procedure for most highways, is to first determine the
best highway location and then determine the bridge site. In some cases,
such procedure results in skewed bridges, which are more expensive to
construct, or in locations where foundation problems exist. For such
occurring problems, all factors such as highway alignments, construction
costs of the bridge deck and its foundation, and construction costs of
bridge approaches should be considered in order to determine a
compromise route alignment that will give a suitable bridge site.

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PRINCIPLES OF HIGHWAY LOCATION

*BRIDGE LOCATIONS
A detailed report should be prepared for the bridge site selected to
determine whether there are any factors that make the site unacceptable.
This report should include accurate data on soil stratification, the engineering
properties of each soil stratum at the location, the crushing strength of
bedrock, and water levels in the channel or waterway.
When the waterway to be crossed requires a major bridge structure,
however, it is necessary to first identify a narrow section of the waterway
with suitable foundation conditions for the location of the bridge and then
determine acceptable highway alignments that cross the waterway at that
section. This will significantly reduce the cost of bridge construction in many
situations.

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HIGHWAY
SURVEY
METHODS

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HIGHWAY
SOIL TESTS &
EARTHWORKS

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