HIGHWAY PROJECT 2018

MELUKOTE

`HIGHWAY PROJECT
IMPORTANCE OF TRANSPORTATION

Role of Transportation:

Transportation contributes to the economic, industrial, social and cultural

development of any country. Transportation is vital for the economic
development of any region since every commodity produced whether it is food,
clothing, industrial products or medicine needs transport at all stages from
production to distribution. In the production stage, transportation is required for
carrying raw materials like seeds, manure, coal, steel etc. In the distribution
stage, transportation is required from the production centers viz.; farms and
factories to the marketing centers and later to the retailers and the consumers for
distribution. The inadequate transportation facilities retard the process of socio-
econo9mic development of the country. The adequacy of transportation system
of a country in decades is economic and social development.

NEW ALIGNMENT

The basic requirements of the new highway alignment are:

1. Shortest
2. Easy
3. Safe
4. Economic

Shortest: Between two terminal stations alignment should be shortest possible.

A straight alignment is the shortest one. However practically it is very difficult to
obtain a straight alignment because of various reasons. But even then efforts
should be made to obtain shortest possible alignment.
Easy: The alignment should be easy t o construct and maintain the road with
minimum problems. Also the alignment should be easy for the vehicle operations.
With easy gradients and curves.

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Safe: For the construction and maintenance the alignment should be safe from
the point of stability of natural in slopes “embankment” and cut slopes. It should
be safe for the traffic operations with safe geometric features.
Economical: The alignment should be economical one i.e., the initial cost of
construction, maintenance cost, vehicle operation cost should be minimum
possible. The difference alignments are worked out for the cost and the
alignment which yields minimum cost will be selected. The alignment should offer
maximum ability by serving m+aximum population and products.

FACTORS AFFECTING THE NEW HIGHWAY ALIGNMENT

The major factor which affects the highway alignment in general may be listed as
follows:
Obligate points: These are the points which control the alignment of highways.
These points includes whether the alignment is to pass through on area or not to
pass through. These two aspects depends on various factors like topography,
bridge site, intermediate town/city, a mountain pass etc.
Traffic points: On highway should be alignment along major traffic corridors so
that maximum utility of population and products can be had for this purpose origin
and destination studies carried out.
Geometric design: Factors such as width of road gradient, radius of curvature
etc. would govern the final alignment. As for as possible while aligning a new
road gradient should be flat. Alignment may changes due to design speed, super
elevation, radius of curve etc.
Economical: The alignment finalized based on above factors hold also satisfies
the economical condition i.e., it should yield minimum cost of the initial
construction, maintenance and vehicle operation cost.
Other considerations: Other considerations are ground water level, political
considerations, and importance of city/town, drainage conditions, fluid levels and
monotony. Monotony means if the alignment is straight far very longer distances

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the driver attention should be braked by introducing a curve or deviation in the

alignment.

In the hilly regions additional care should taken for the

following points.

Stability: Stability on hill roads alignment should pass through the stable area
avoiding land slide “prone” areas.
Drainage: In hilly regions a number of civil works cross drainage works (c-d)
works are inevitable. As for as possible minimum number of c-d works should be
in the alignment.
Geometric standards: In hilly regions the separate set of geometric stand are to
be provided as width of road is restricted.

AIM:
Proposal for connecting two important stations through obligatory point at
MELUKOTE VILLAGE by NEW HIGHWAY ALIGNMENT

STEPS INVOLVED IN NEW HIGHWAY PROJECT

Map study: Topographic map is supplied with the help of which it is possible to
suggest the likely route of the road.

Reconnaissance: General idea of topography and other existing features, field,

identification, valley number and type of cross drainage structure soil type of
cross drainage structure. Soil type source of constructions material to be
collected during reconnaissance survey.

Preliminary survey: The preliminary survey is carried out to collect the physical
information which is necessary in connection with the proposed highway
alignment. Prepare the plain and compare finally a route on the basis of
economical and easy.

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Location of final alignment: During the peg along the centre line of final
alignment selecting out the geometric design such as tangent point of circular and
transition curves etc. The alignment should be located.

Detailed survey: Survey work for the highway construction for the preparation of
longitudinal section and cross section competition of earth work quantities and
other construction material and checking details of geometric design element.

Initial alignment: Carrying the reduced level from melkote post office to starting
point of highway nearby mantapa present at melkote village enterance The
starting point i.e. point of assumed “ 0 meters” chain age is located with respect
to three permanent objects in the vicinity. Longitudinal section is carried at chain
age intervals 10m, the cross section are taken at every 30m intervals of chain age
perpendicular to the chain at intervals of 6m on either side at the chain ages.
Where the direction changes the cross section is taken perpendicular to the chain
lines. The central line is aligned with ruling gradients are traced by help of
“cyclone ghat tracer”. By using the prismatic compass the location direction and
details of central line of alignment with surrounding necessary topographical
features etc, has been collected. Temporary bench marks are established at
every 60m intervals.

Fixing the formation level: The formation level is fixed based on the parameter
of balance of volume cutting a volume of filling.

Final alignment: From the plan obtain by the final view the following. The
central line of the route should be shortest under practical and geometric
conditions. Sharp curves are avoided as for as possible but in unavoidable case.
The number should be minimum provided the radius recommended by IRC. The
road width of standard specification for village road as 3.8 meters as taken into
account

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Instruments Required

1. Dumpy level 2. Ceylon Ghat tracer 3. Arrows (10)

4. Chains (30 m length) 5. Leveling staff 6. Prismatic compass etc.

Procedure:
1) Carry fly levels from the given bench mark (melukote post office at
RL=900mts) to the starting point of the highway alignment (melukote
village entrance) and thus established the RL=867.98mts of the starting
point.
2) Establish the ground co-ordinates of the staring point either by measuring
distance or by taking bearing or both to well defined objects such as corner
or a building, poles etc.
3) Using Ceylon Ghat tracer find the gradients to other few points. The points
with a minimum gradient are selected for survey. The gradients should be
within permissible limit. Chain is spread along the minimum gradient path
and RL at 30 m is found out. Bearing from first point should be noted down
to the next 30 m point.
4) Step No.3 should be repeated for all the subsequent points and also for
which RLs have been found out. The cross section at every 30 m of the
alignment is taken upto 12 m on either side at an interval of 6m
5) Back bearing and fore bearing should be taken for all the points for which
RLs have been found out.
6) Pegs are to be introduced at 10 m interval along with a slip of paper giving
details of chainage & RLs details. Bearing may be entered in level book in
appropriate column.
7) Selecting the minimum gradient , taking bearings, noting RLs etc. is
continued till the other end of the alignment is reached (i.e. step No.2 to 6)

FINAL ALIGNMENT:

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1) Initial alignment is plotted on drawing sheet to a scale of 1:1000 using the

bearing and measured distances.
2) Such plotting yields a series of straight lines or chain of lines, The RLs of
all the points are also plotted.
3) Wherever there is change in direction of alignment horizontal curves are
introduced. The curves introduced should be as per IRC standards. Thus
the alignment is smoothened by introducing curves.
4) When ever there is change in gradient of final alignment, vertical curves
have to be introduced for a given design speed.
5) The finalized alignment is transferred on the ground using plane table
method and new pegs are driven at every 30 m. interval. Wherever there is
shift in the original alignment again a paper slip must be introduced with
new chainages written.
6) LS and CS are to be taken on the final alignment also wherever there is
change in original alignment.
7) The final alignment data obtained from field is again plotted on the drawing
sheet.
8) Cross section in cutting, in embankment and in partial cutting and partial
embankment is also plotted.
DESIGN SPEEDS

Plain Rolling Mountain Steep

Road Ruling Min Ruling Min Ruling Min Ruling Min
Classification
NH & SH 100 80 80 65 50 40 40 30
MDR 80 65 65 50 40 30 30 20
ODR 65 50 50 40 30 25 25 20
VR 50 40 40 35 25 20 25 20

GRADIENTS FOR ROADS IN DIFFERENT TERRAINS

Terrain Rolling Limiting Exception

Gradient Gradient Gradient
Plain or Rolling 1/30 1/20 1/15
Mountainous and Steep Terrain with 1/20 1/16.7 1/14.3

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elevation more than 3000 m Above MSL

Step terrain upto 3000 m Height above 1/16.7 1/14.3 1/12.5
MSL

Scale : i) Horizontal Scale : 1 :1500

ii) Vertical Scale: 1 : 100

GENERAL POINTS TO BE CONSIDERED

1) The alignment should have minimum earthwork in both embankment and
cutting.
2) Soil samples must be collected from the field to find its properties for
pavement design.
3) The length of horizontal and vertical curve should be as per IRC standards.
4) The tables may be referred for design speed and gradient. The minimum
radius of horizontal curves may be calculated using the formula

e = v^2
225R

e = super elevation in meters

R = curve radius in m, V = design speed in KMPH.

5) Earth work: For calculation of earth work of road the longitudinal section
and cross section of the ground are taken. The formation lines are fixed
considering the above said criteria along with flood level gradient and
others.

6) The difference of RL between the existing ground level and formation level
gives the depth of cutting or embankment. Earth work is calculated by path
of two consecutive section of longitudinal section, cross section work of
road s embankment or cutting usually in the form of trapezium and the total

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area of earth work may be calculated multiply by length gives the volume of
the earth work.

7) Geometric design: It is calculated within economic limitations. By the

requirements of traffic includes the design elements of horizontal and
vertical alignment sight distance cross section components, lateral and
vertical clearances, intersection treatment, control of access etc.

8) Pavement design: Preparation of sub grade construction of sub grade

base for subsurface courses carry the soil place of road alignment the soil
as to be tested in lab.

9) Lab work: The moisture content of two sub grades soil samples collected
in sealed polythene bags should be determined. The soil should be
subjected to dry and wet sieve analysis, liquid limit, plastic limit and
shrinkage limit test.
10) Further two CBR soils sample prepared at the specific moisture content
and tested to find CBR value.
11) Thickness of flexible payment should be worked out by two methods.
12) CBR method as per IRC recommendation.
13) Group index method.
Geometric design:

Determination of sight distances:

Data were taken as per standards recommended by IRC
Type of terrain - Hilly terrain
Type of road - MDR
Number of lanes - Two
Design speed V - 40kmph
Maximum rate of super elevation (e) = 0.07(7%)
Lateral coefficient of co-efficient = 0.15

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1 .Stopping sight distance (ssd)

Ssd= 0.278 x V x t + (v2/ (254*f))
Where
The speed of the overtaking vehicle (i.e., design speed) in kmph
‘t’ is the reaction time taken as 2.5 seconds
f is the friction factor taken as 0.40
ssd=(0.278*40*2.5)+(40²/(254*0.37))
= 44.82 m
2 .Intermediate sight distance (ISD)
ISD=2*ssd
=2 x 44.82 = 89.64 m

3 .overtaking sight distance (OSD)

OSD=0.28vbt+0.28vbT+2s+0.28VT
Where
Vb is the speed of overtaken vehicle, taken as (V-16)
Vb= (V-16) = 40-16 = 24kmph
T is the time required to overtake, given by
T=√ ((14.4 x s) / a)
S is spacing of the vehicle= ((0.2Vb) + 6) = ((0.2 x 24)+6) = 10.8m
‘a’ is the maximum overtaking acceleration, taken as 4kmph/s
T= √ ((14.4 x 10.8)/4)
T= 6.235 ≈ 7
OSD = (0.28x24x2.5) + (0.28x24x6.235) + (2x10.8) + (0.28x40x6.235) = 209.05
Say, OSD= 150 m.
4 . Head light sight distance (HLSD)
HLSD= ssd
HLSD=44.82 m

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DESGIN OF 1st HORIZONTAL CURVE

At 210.250chainage horizontal curve is required
Standards,
Design speed, V = 40kmph.
Deflection angle =72 degree
Radius = R= 1720/deflection angle = 23.88=30m
Ruling radius = (V^2/(127*(e+f)
e=0.07m f=0.15
V=40kmph
Ruling radius = 57.26m =60m

Absolute minimum radius = i.e., for v=35kmph

Absolute minimum radius =43.84m
Therefore provide the radius of curve 60m

TO FIND SUPER ELEVATION

Super elevation can be calculated by taking speed as 75%of design speed
1) e= ((0.75*V)^2/(127R)
e=0.141m > 0.07
hence provide super elevation of 0.07
2) check the value of friction developed
f=(V^2/(127*R))-0.07
f=0.18 >0.15
3) Allowable Speed
e + f = Va2/127R
0.07 + 0.15 = Va^2/127*60
Va = 40kmph
Thus provide allowable speed = 40kmph

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EXTRA WIDENING OF CURVE

Total widening required for horizontal curve
We=(nl2^2/(2*R))+(V/(9.5*sqrtR))
Where n=number of lanes =1
V =design speed =40kmph
Radius of curve=R =50m
I=wheel base of vehicle = 6m
Therefore, We=0.955m

DESIGN OF TRANSITION CURVE

Transition curve must be given on either side of circular curve and is designed as
follows

1) Based on rate of change of acceleration

Rate of change of centrifugal acceleration is C=80/(75+V)
C=0.695m/s^3
0.5<C<0.8
Hence ok
Length of transition curve =Ls=0.0215*V^3/(C*R)
Ls=0.0215*40^3/(0.695*50)
Ls=39.59m = 40m

2) Based on rate of introduction of super elevation

Length of transition curve Ls=(W+We)*e*N/2
W=width of road= 7m
We= extra widening = 0.955
e=rate if super elevation = 0.07
Ls=20.0466m

3) Based on IRC empirical formula

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Length of transition curve = Ls=2.7*V^2/R

V=design speed =40kmph
R= radius of curve= 50m
Ls=86.4m say 90 m
Minimum Ls as per IRC for 40kmph =75m
Thus provide, Ls=90 m

4) Length of circular curve(Lc)

Length of circular curve is given by Lc= (3.142*R*deflection angle)/180
Lc=62.84m

ELEMENTS OF HORIZONTAL CURVE

Deflection angle=72degree
Radius of curve R=50m
Super elevation = 0.07m
Extra widening = 0.955
Length of transition curve= Ls=90m
Length of circular curve= Lc= 62.84= 65m
DESIGN OF VERTICAL CURVES
Length of summit curve for stopping sight distance
1) When L>SSD
General equation for length of parabolic curve =L= N*s^2/(sqrt2H+sqrt2h)^2
L=length of summit curve
S=SSD
N=deviation angle in radians or algebraic difference in grades
H= height of eye level of driver=1.2m
h =height of object above the pavement surface=0.15m
L=Ns^2/4.4
N=0.03-(-0.05)=0.08
L=0.08*44.82^2/4.4

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L=36.52m
Hence assumption is wrong

2) When L<ssd
The general equation of parabolic curve length when L<ssd is
L=2*s-((sqrt2H+sqrt2h)^2)/(0.08)
H=1.2m h=0.15m
L=34.677
Thus this condition is satisfied
Provide length of summit curve = 34.677= 35m

DESIGN OF VALLEY CURVE

Deviation angle N=0.08

SSD= 44.82
1)Based on length of transition curve
Length of valley curve L= 2*(N*V^3/C)^(1/2)
L=21.00m

2)based on length of valley curve for head light site distance

When L>SSD
L=length of valley curve = N*S^2/(2*h1*S*tanK)
Average height of head light h1=0.75m
And K=1degree
Thus, L=N*s^2/(1.5+0.035*s)
L=total length of valley curve = 52.36m= 55m

Therefore Length of valley curve = 55.00m

PAVEMENT DESIGN:

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LIQUID LIMIT = 53.72%

PLASTIC LIMIT = 42.15%
PLASTICITY INDEX = 11.57
GROUP INDEX = 0.2a + 0.005GC + 0.01Bd
a = 53 – 35 = 18
b = 53 – 15 = 38
c = 11.57 – 10 = 1.57
GI = 4.39
Group of Soil = A-7
CBR = 3%
Cumulative traffic=1msa
From CBR design chart, pavement thickness = 550mm

75mm wearing coarse

225mm granular base
250mm granular sub base

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