HIGHWAY PROJECT 2021-22

HIGHWAY
PROJECT

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CONTENT

HIGHWAY PROJECT

1. Introduction
2. Map study
3. Highway alignment
4. Reconnaissance survey
5. Preliminary survey
6. Establishing TBM
7. Detailed and final location survey
8. Geometric Design
9. Design speed
10.Horizontal curve
11.Cross section elements
12.Right of way
13.Width of formation
14. Carriage way width or pavement width
15.Camber or Cross Slope
16.Safe overtaking distance
17.Super elevation
18.Transition curve
19.Gradients
20.Types of Pavement
21.Highway Drainage
22.Different Design Aspects
23.Earthwork calculation
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HIGHWAY PROJECT

Introduction:

i Preparation of highway project involves a chain of activities, such as, field surveys and
investigations, selection of alignment, carrying out various designs, preparations of
drawings and estimates, etc. The extent and quality of investigations have a strong
influence on selection of most cost-effective design, estimation of quantities cost and
execution of the job itself.

ii Administrative, developmental, strategic and other needs would determine the

obligatory points to be connected by a road. Saddles, passes, river crossing and other
natural features like escarpments and unstable areas will govern control points.

iii Optimum alignment will be one, which yields the least overall transportation cost,
taking into account the cost of construction and maintenance of the road as well as the
recurring cost of vehicle operation, and at the same time having least adverse impact on the
environmental and ecological balance.

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Objectives:
• To fix up the alignment.

• To design pavement thickness as per IRC.

Map Study:
The map helps us to suggest the likely routes of the road. The main features like hills,
valleys, etc… Are shown on the map. The probable alignment can be located on the map are
as follows:

i. Alignment avoiding valleys, ponds or lake

ii. When the road has to cross a row of hills or mountain, possibility
of crossing through mountain pass.

iii. Approximate location of bridges crossing the rivers, if any.

Highway Alignment:

The position or layout of the centerline of the highway on the ground is called the
‘Alignment’. The horizontal alignment includes the path, the horizontal deviations and
curves. Change in gradient and vertical curves come under vertical alignment.

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A new road should be aligned very carefully as improper alignment would result in one or
more of the following disadvantages:

i. Capital loss initially in construction.

ii. Recurring losses in cost of maintenance and vehicle operation.

iii. Increase in accident rate.

Once the road is aligned and constructed, it is not easy to change the alignment due to
increase in cost of adjoining land and construction of costly structures by the roadside.
Hence the importance of careful consideration while finalizing the alignment of a new road
need not be over emphasized.

Basic Requirements of Highway Alignment:

Basic requirements of an ideal alignment between two terminal stations are that should be:

i. It should have a shortest path.

ii. The alignment must be easy to construct and maintain and also it should be easy for
vehicle operation.

iii. It should be safe in case of designing the horizontal and vertical curves.

iv. The alignment should be selected in such a way that it is economical during
construction.

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Factors controlling Alignment :

For an alignment to be shortest, it should be straight between the two terminal stations, but
this is not always possible due to various practical difficulties such as intermediate
obstructions or topography. A road which is economical with low initial investment may
not be the most economical in terms of maintenance or vehicle operation cost (VOC). Thus,
is may be seen that an alignment can fulfill all the requirements simultaneously, hence a
judicial choice is made considering all the factors.
The various factors that control the alignment are as follows:

1) Obligatory Points

2) Traffic

3) Geometric Design

4) Economics

5) Other Considerations

In hill roads additional care has to be given for:

i. Stability
ii. Drainage
iv. Geometric standards of hill roads
v. Resisting length

1) Obligatory Points

These are the control points governing the highway alignment. These points are classified
into two categories.
i. Points Through Which the Alignment Should Pass

ii. Points Through Which the Alignment Should Not Pass.

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2) Traffic

The alignment should suit the traffic requirements. Based on the origin-destination data of
the area, the desire lines should be drawn. The new alignment should be drawn keeping in
view the desire lines, traffic flow pattern etc.

3) Geometric design

Geometric design factors such as gradient, radius of curve, sight distance etc. also governs
the alignment of the highway. To keep the radius of curve minimum, it may be required to
change the alignment of the highway. The alignments should be finalized such that the
obstructions to visibility do not restrict the minimum requirements of sight distance. The
design standards vary with the class of road and the terrain and accordingly the highway
should be aligned.

4) Economics

The alignment finalized should be economical. All the three costs i.e. construction,
maintenance, and operating cost should be minimum. The construction cost can be
decreased much if it is possible to maintain a balance between cutting and filling. Also try
to avoid very high embankments and very deep cuttings as the construction cost will be very
higher in these cases.

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5) Other Considerations
The various other factors that govern the alignment are drainage considerations, political
considerations and monotony. The vertical alignment is often guided by drainage
considerations such as sub surface drainage, water level, seepage flow, and high flood
levels.

A foreign territory coming across the alignment will necessitate the deviation of the
horizontal alignment. In flat terrain, even though it is possible to have a very long stretch
of road which is absolutely straight may be monotonous for driving. Hence it is
recommended to have a slight bend or road side amenities to break monotony.

Reconnaissance survey:
The main objective of this survey is to estimate the general characteristics of the area for
determining the most feasible route or routes for further detailed investigation’s...
a) Traffic reconnaissance survey: the data regarding the local industries, religion festival,
nature and volume of exports, existing transport, the amount of traffic served by the
new alignment can be determined.
b) Engineering Reconnaissance survey: This provide the information of availability of
water, material, nature of soil, position of hills and lakes, streams, etc.

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The details to be collected from the reconnaissance survey are given below:
i. Marshy land, bridges, permanent structure and other obstructions not available on the
map.
ii. Approximate values of gradient, length of gradients and radius of curves of alternate
alignments.
iii. Number and type of cross drainage structures, maximum flood level and natural ground
level along probable routes.
iv. Sources of construction of materials, water and location of stone quarries nearby the
probable routes.
v. If the route is passing through mountains, the details like type of rock, dip of strata,
Seepage condition, etc.

Preliminary survey:

The art of finding the details of alternative alignment found suitable during the
reconnaissance survey is known as preliminary survey.it is the rough type of survey, which
is conducted to have a fair idea of the surrounding areas. It is carried by the survey
instrument to calculate the rough earth work.

After the preliminary survey, the necessary plans are prepared to the survey work and rough
estimate is made. The most economical and the best of these alignment is selected. The
survey instruments used for the project are as fallows.

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Establishing TBM:
Dumpy level is used to fix the temporary Bench Mark [T.B.M] which is to be laid on
the……… [0 Mile stone] carrying the fly levelling from known Bench Mark.

i.e. B.M at…………Now the longitudinal and Cross-sectional levelling, Block

levellingis carried for the proposed highway alignment from 0 mile stone ………

Detailed and final location Survey: The detailed examination of the field along the
alignment finally recommended during the preliminary survey and Following parameters
were arrived.

i. The center line of the proposed road was fixed on the ground.
ii. The quantity of earthwork along the proposed alignment was computed.
iii. The field data necessary was collected for the acquisition of right of way.

Geometric Design:

The physical features of road are known as road geometrics. Properly designed road
geometrics provide optimum efficiency in traffic operation, with maximum safety. Road
geometrics include the dimension of highway, features such as Design speed, Horizontal
Curve IRC NO 73 – 2007.

Design speed: The design speed is the most important factor controlling design elements
of highway. The design speed is taken into account the overall requirement of the highway.
In India different speed standard have been assigned depending upon the importance.

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The design speed in the rural terrain is standardized by the IRC for different class of road

Table 1: IRC value for Design speed in Rural Roads (Kmph)

Road Plain Rolling Mountainous Steep

classific
ation
Ruling Minimu Ruling Minimu Ruling Min. Ruling Min.
m m
N.H & 100 80 80 65 50 40 40 30
S.H
M.D.R 80 65 65 50 40 30 30 20

O.D.R 65 50 50 40 30 25 25 20

V.R 50 40 40 35 25 20 25 20

Horizontal curve: A horizontal curve is a curve in plan to provide change in direction

to the center line of a road. When a vehicle traverses a horizontal curve, the centrifugal
force acts horizontally outwards through the center of gravity of the vehicle.

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Table 2: IRC value for Min Horizontal curve in Rural Roads (M)

Sl. Road classification Plain terrain Rolling

No terrain
Ruling min Absolute Ruling Absolute
Min Min
1 National& State 100 80 80 65
Highways
2 Major District 80 65 65 50
Roads
3 Other District 65 50 50 40
Roads
4 Village Roads 50 40 40 35

*For Highway Project we are proposed to provide Major District Road

Cross-section Elements:

Right of way: The area of land for the road along its alignment is called right of way. It
should be adequate accommodate all the cross-sectional elements of the highway and may
reasonably provide future development.

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Table 3: IRC value for Right of Way

Sl.NO Road classification Roadway width m at

Plain and Mountaino

Rollingterrain usand steep
terrain
1 National & state Highways

(a). Single Lane 12 6.25

(b). Two Lane 12 8.8

2 Major District Roads

(a). Single Lane 9 4.75

(b). Two Lane 9

3 Other District Roads

(a). Single Lane 7.5 4.75

(b). Two Lane 9

4 Village roads-single lane 7.5 4

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Width of formation

Width of formation or roadway width is the sum of the widths of pavements or carriage
way including separators and shoulders. The values suggested by IRC are s given below:

Table 4: IRC value for Width of formation

Road Width of Formation for various classed of

classificatio Roads
n
NH/SH 12 6.25-8.88

MDR 9 1.75

ODR 7.5-9.0 1.75

VR 7.5 1

Carriage way width or pavement width

The portion of the roadway constructed for movement of vehicular traffic is called carriage
way. The width of carriage way shall be decided by the number of traffic lanes. The carriage
way intended for one line of traffic movement is called traffic lane. The width of carriage
way for various classes of roads standardized by IRC are given below:

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Table 5: IRC value for width of carriage way (M)

Lane classification Carriageway width (m)

Single lane 3.75

Intermediate lane 5.50

Two lane without raised Kerbs 7.00

Two lane with raised Kerbs 7.50

Multi-Lane width per Lane 3.50

Camber or Cross Slope: The slope of the line which joins the crown and the edgeof
the road surface is called camber. Crown is the highest point on the curved road surface the
IRC values for Camber are as given below.

Table 6: IRC value for Camber Slope

A. Earthen roads 3 to 4 percent (1 in 25 to 1 in 33)

B. Gravel or WBM surface 2.5 to 3 percent (1 in 33 to 1 in 40)

C. Thin bituminous surface 2 to 2.5 percent (1 in 40 to 1 in 50)

D. High type bituminous surface 1.7to 2 percent (1 in 60 to 1 in 50)

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Safe Overtaking distance: The distance required when vehicle can overtake and pass
each other is known as safe overtaking distance.

Safe sight distance for entering into intersection: The driver entering on
uncontrolled intersection should have sufficient visibility to enable him to take control of
his vehicle and avoid collision with other vehicle is termed s safe sight distance.

OVER TAKING SIGHT DISTANCE

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Table 7: IRC value for SSD and ISD

Speed (Kmph) Design values in meters

Stopping sight distance Intermediate sight distance

20 20 40

25 25 50

30 30 60

35 40 80

40 45 90

50 60 120

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Super Elevation: The inward transverse inclination provided to the cross section of the
carriage way at horizontal curved portion of a road is called super elevation, can’t or
banking it help a fast-moving vehicle to negotiate a curved path without overturning and
skidding.

Super Elevation

Transition curve: A curve which is provided to effect an easy change of direction of a

pavement is called transition curve. The radius of the transition curve changes gradually
from infinite to finite value.

Transition Curve.

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Table 9: IRC value for Transition curve

Curve Design speed (km/h)

radius(m) 50 40 30 25 20

15 NA 30
20 35 20
25 NA 25 20
30 30 25 15

40 NA 25 20 15
50 40 20 15 15
55 40 20 15 15
70 NA 30 15 15 15
80 55 25 15 15 NA
90 45 25 15 15
100 45 20 15 15
125 35 15 15 NA
150 30 15 15 15
170 25 15 NA
200 20 15
300 15 NA
400 15
500 NA

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Gradients:
The rate of rise or fall of road level along its length is termed as gradient. The gradient of
apavement is governed by the following factors:

i. Topography of the country.

ii. Drainage.

iii. Nature of traffic.

iv. Obligatory points.

Table 10: IRC Value for Gradients

Sl Type of terrain Gradient

no
Ruling Limit Exceptio
ing or nal
max
1 Plain or Rolling 1 in 30 1 in 20 1 in 15

3.30% 5% 6.70%

2 Mountainous and steep 1 in 20 1 in 16.7 1 in 14.3

terrain with elevation more
than 3000m
5% 6% 7%

3 1 in 1 in 14.3 1 in 12.7
steep terrain up to 3000m height 16.7
6% 7% 8%

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Types of Pavement Structure

Based on the structural behavior, pavements are generally classified into two
categories:-

1. Flexible pavements 2. Rigid pavements

Flexible Pavements
Flexible Pavements are those, which on the whole have low & negligible flexural
strength and are rather flexible in their structural action under the loads. The flexible
pavements layers reflect the deformation of the lower layer on to the surface of the layer.
Thus if the lower layer of the pavement or soil subgrade is undulated, the flexible pavement
surface also gets undulated. A typical flexible pavement consists of four components:

i. Soil sub grade

ii. Sub-base course

iii. Base course and

iv. Surface course.

The flexible pavement layers transmit the vertical or compressive stresses to the
lower layers by grain to grain transfer through the points of contact in the granular
structure. A well compacted granular structure consisting of strong graded aggregate can
transfer the compressive stresses through a wider area and thus forms a good flexible
pavement layer. The load spreading ability of this layer therefore depends on the type of
the materials and the mix design factors.

Flexible pavements are commonly designed using empirical design charts or

equations taking into account some of the design factors. There are also semi-empirical
and theoretical design methods.

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Rigid Pavements
Rigid pavements are those which possess not worthy flexural strength or flexural
rigidity. The stresses are not transferred from gain to gain to the lower layers as in the ease
of flexible pavement layers. The rigid pavements are made of Portland cement concrete-
either plain, reinforced or pre-stressed concrete. The plain cement concrete slabs are
expected to take up about 40kg/cm2 flexural stress. The rigid pavement has the slab action
and is capable of transmitting the wheel load stresses through a wider area below. The main
point of difference in the structural behavior of rigid pavement as compared to the flexible
pavement is that the critical condition of stress in the rigid pavement is the maximum
flexural stress occurring in the slab due to the wheel load and the temperature changes
whereas — in the flexible pavement it is the distribution of compressive stresses. The rigid
pavement does not get deformed to the shape of the lower surface as it can bridge the minor
variations of the lower layer.

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Functions Of Pavements Components

Soil Sub grade and its Evaluation: The soil sub grade is a layer of natural soil
prepared to receive the layers of pavement materials placed over it. The loads on the
pavement are ultimately received by the soil sub grade for dispersion to the earth mass. Itis
essential that at no time, the soil sub grade is overstressed. It means that the pressure
transmitted on top of the sub grade is within the allowable limit, not to cause excessive
stress condition or to deform the same beyond the elastic limit. It is necessary to evaluate
the strength properties of the soil sub grade. This helps the designer to adopt the suitable
values of the strength parameter for design purposes and in case this supporting layer does
not come up t the expressions, the same is treated or stabilized to suit the requirements.

Highway Drainage
Highway drainage is the process of removing and controlling excess surface and subsoil
within the right of way. This includes interception and diversion of water from the road
surface and sub grade. The installation of suitable surface and sub-surface drainage system
is an essential part of highway design and construction. Removal and diversion of surface
water from the roadway and adjoining land is termed as surface drainage. Diversion or
removal of excess soil-water from the sub grade is termed as sub- surface drainage. Some
water is retained in the pores of the soil mass and on the surface of soil particles by surface
tension and adsorptive forces, which cannot be drained off by normal gravitational methods
and this water is termed as held water.

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Importance Of Highway Drainage

Highway drainage is important because of the following reasons:

i. Excess moisture in soil sub grade causes considerably lowering of its stability. The
pavement is likely to fail due to sub grade failure.

ii. Increase in moisture cause reduction in strength of many pavement materials like
stabilized soil and water bound macadam.

iii. In some clayey soils, variation in moisture content causes considerable variation in
volume of sub grade. This sometimes contributes to pavement failure.

iv. One of the most important causes of pavement failure by the formation of waves and
corrugations in flexible pavements is due to poor drainage.

v. Sustained contact of water with bituminous pavements causes failures due to stripping
of bitumen from aggregates like loosening or detachment of some of the bituminous
pavement layers and formation of pot holes.

vi. The prime cause of failures in rigid pavements by mud pumping is due to the presence
of water in fine sub grade soil.

vii. Excess water on shoulders and pavement edge causes considerable damage.

viii. Excess moisture causes increase in weight and thus increase in stress and simultaneous
reduction in strength of the soil mass. This is one of the main reasons of failure of earth
slopes and embankment foundation.

ix. In places where freezing temperature are prevalent in winter, the presence of water in
sub grade and a continuous supply of water from the ground water can cause
considerable damage to the pavement due in frost action.

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x. Erosion of soil from top of unsurfaced roads and slopes of embankment, cut
andhillside is also due to surface water.

Requirement Of Highway Drainage System

The following arc the requirements of highway drainage:-

i. The surface water from the carriage way and shoulder should effectively be
drained off without allowing it to percolate to sub grade.

ii. The surface water from the adjoining land should be prevented from
entering the roadway.

iii. The side drain should have sufficient capacity and longitudinal slope to carry
awayall the surface water collected.

iv. Flow of surface water across the road and shoulders and along slopes should not
cause formation cross ruts or erosion.

v. Seepage and other sources of underground water should be drained off by

thesubsurface drainage system.

vi. Highest level of ground water table should be kept well below the level of sub
grade, preferably by at least 1.2cm.

vii. In waterlogged areas special precautions should be taken, especially if

detrimental salts are present or if flooding is likely to occur.

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Surface Drainage
The surface water is to be collected and then disposed off. The water is first collected in
longitudinal drains, generally in side drains and then the water is disposed off at the nearest
stream, valley or water course. Cross drainage structures like culverts and small bridges
may be necessary for the disposal of surface water from the road side drains.

Data for Drainage Design

The following data are to be collected for design of road side drain:-

1. Total road length and width of land from where water is expected to flow on the stretch
of the side drain.

2. Run-off coefficients of different types of surfaces in the drainage area and their
respective areas.

3. Distance from farthest points in the drainage area to the inlet of the side drain along

the steepest gradient and the average value of the slope.

4. Type of soil of the side drain, roughness coefficient allowable velocity of flow in the
drain.

5. Rainfall data including average intensity and frequency of recurrence of flood.

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Cross Drainage
Whenever streams have to cross the roadway, facility for cross drainage is to be provided.
Also often the water from the side drain is taken across by these cross drain in order to
divert the water away from the road, to a water or valley. The cross drainage structures
commonly used are culverts and small bridges. When small stream crosses a road with a
linear waterway less than about 6m, the cross drainage structure provided is called culvert;
for higher values of linear waterway, the structure is called a bridge. The common types of
culverts in use are

1. Slab culvert 3. Arch culvert

2. Box culvert 4. Pipe culvert

Various types of bridges are in use. The choice is based on several considerations including the
span. RCC and steel bridge are commonly constructed these days.

On less important roads, in order to reduce the construction cost of cross drainage structures,
sometimes submersible bridges or cause ways are constructed. During the floods the water
will flow over the road. The total period interruption to traffic has however to be kept as
low as possible, not exceeding about 15days in a year.

Sub-Surface Drainage
Changes in moisture content of sub grade are caused by fluctuations in ground water table
seepage flow, percolation of rain water and movement of capillary water and even water
vapor. Only gravitational water is drained by the usual drainage systems.

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Pavement design:
The roadway is provided with a suitable design and structure is constructed in order to
provide stable even surface for smooth operation of vehicles.

Pavement is designed as a Flexible

A typical kind of this consists four components:

1. Soil sub grade

2. Sub base course

3. Base course

4. Surface course

1) Subgrade:
The subgrade is a natural layer of natural soil prepared to receive the layers of pavement
placed over it. The subgrade should be sufficient strength so that the loads are received and
dispersed to the earth mass. The subgrade should be well compacted under controlled
conditions of optimum moisture content and maximum dry density. The subgrade supports
the road structure and the bed for the road.

2) Sub base:

Sub base or sub base course is a layer of granular material placed on subgrade, generally
natural gravel, Boulder stone or brick may also be used.

Functions of sub base:

It reduces the traffic stresses on the sub grade and protects it.
Acts as working platform for the construction of upper pavement layers. Acts as a drainage
layer by protecting the subgrade from wetting.
Intercept the upward movement of water by capillary action. It acts as separation layer
between subgrade and base course.

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3) Base course:
Base course is a layer immediately under the surface course. It is important structural part
of the road. It should be strong enough to bear the loads of the traffic. The materialin base
course must be extremely high quality. It must be well compacted.

4) Surface course:
Surface course is the top most layer of a road which is direct contact with the traffic. The
purpose of the surface is to give a dense smooth riding surface. It resists the pressure exerted
by tyres and takes up wear and tear due to the traffic. It acts as a watertight layer and
prevents percolation of water.

DIFFERENT DESIGN ASPECTS:

1) Design of pavement

IRC specifies a pavement width of 3.75m for single lane traffic.

Computation of design traffic:

The design traffic, in terms of the cumulative number of standard axles to be carried during
the design period of the road, should be estimated using equation,

𝑁𝐷𝑒𝑠 = 365× [(1+𝑟)𝑛−1] )/r *× A × D × F

NDes= cumulative number of standard axles to be catered for during the designperiod of
‘n’ years.

A = initial traffic (commercial vehicles per day) in the year of completion of construction
(directional traffic volume to be considered for divided carriage ways where as for other
categories of the carriageway, two-way traffic volume may beconsidered for applying the
lateral distribution factors)

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D = lateral distribution factor F = vehicle damage factor (VDF)n = design period, in years
r = annual growth rate of commercial vehicles in decimal (e.g., for 6 per cent annual growth

rate, r = 0.06). Variation of the rate of growth over different periods of the design period,
ifavailable, may be considered for estimating the design traffic.
The traffic in the year of completion of construction may be estimated using equation,A =
P(1 +r)x
Where,

P = number of commercial vehicles per day as per last count.

x = number of years between the last count and the year of completion of construction.
For single carriageway (undivided) roads, the pavement may be designed for design traffic
estimated based on the larger of the two VDF values obtained for the two directions. For
divided carriageways, different pavement designs can be adopted for the two directions of
traffic depending on the directional distribution of traffic and the corresponding directional
VDF values in the two directions.

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TRAFFIC DESIGN
A 400
COMPUTATION OF DESIGN TRAFFIC
N= 365x((1+r)n-1)xAxDxF
r
N= CUMULATIVE STANDARD AXLES TIN
TERMS OF MSA
A= INITIAL TRAFFIC =400
D= LANE DISTRIBUTION = 0.75
FACTOR
F= VEHICLE DAMAGE = 2.5(standard
FACTOR axles per
(based on axle load survey) commercial
vehicle)
N= DESIGN LIFE IN YEARS =20

R= ANNUAL GROWTH RATE 0.07

IF COMMERCIAL
VEHICLES

By equating the values in the equation, we get 20Msa.

Total pavement thickness = 585mm with CBR value of 6% and traffic

20msa(from fig) pavement composition interpolated from CBR 6% (Plate-2)

Surface course Base/Binder course WMM GSB
700
600
40 40 40
95 110 120 130
500 70
30
60
400
300
250 250 250 250 250
200 250
100
200 200 200 200 200
150

10 20 30 40 50
Traffic in msa

Catalogue for pavement with bituminous surface course with granular

base and sub-base - Effective CBR 6% (Plate-2)
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Pavement composition interpolated from plate2, CBR 6%

✓ Bituminous surfacing/Binder Course(BC)=95mm

✓ Dense bituminous macadam(DBM)=40mm
✓ Granular base(GB)=250mm
✓ Granular Sub base (GSB)=200mm
2) Horizontal curve Design

Road design speed = 80 kmph

Maximum values of e = 0.07 and f = 0.15

R ruling = V2/127(e + f)
Where, e = Rate of super elevation

f = Coefficient of Lateral Friction

V = Speed of vehicle kmph
Ruling Radius, R ruling = 230 m

3) Design of super elevation

For mixed traffic condition, super elevation is designed for 75 % of design

speede = V2/225R
e = 802/225*230
e = 0.124
As the value of ‘e’ is 0.124 which is greater than maximum limit of 0.07 it is not safe for
speed of 80kmph.
Check for coefficient of lateral friction developed
f = (V2/127R)-0.07
f = (802/127*230)-0.07
f = 0.149
As the value is less than 0.15, the design is safe with a super elevation of
0.07.Therefore provide a super elevation of 0.07.

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4) Design of Transition Curve

i. Length of transition curve by considering the rate of changeof acceleration. Length of
transition curve is given by, Ls = V3/(46.5CR)
Rate of change of centrifugal acceleration (C) is given by,
C = 80/(75+V)
= 80/(75+80)
= 0.516 m/sec3
a) Length of transition curve by rate of change of centrifugal acceleration.
Ls = V3/46.5CR
Ls = 803/(46.5*0.516*230)
= 92.77 m
Ls = 93 m
b) Length of transition curve by the rate of introduction of super elevation.
e = 0.07
We = nl2/2R + V/9.5*R0.5
Assuming one lane and wheel base of 6m.
Pavement width = 3.75 m
We = (1* 62)/(2*230) + 80/(9.5*2300.5)
We = 0.63 m
Total width of pavement = 3.75 + 0.63 = 4.38 m
Length of transition curve based on rate of introduction of super elevation at a rate of 1
in 150.
Ls = 4.38 * 0.07 * 150 = 45.99 m
= 46 m

c) Length of transition curve as per IRC empirical formula

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Ls = 2.7V2/R
Ls = 2.7 * 802/230
Ls = 75.13 m
Adopt the highest of the above three values = 93 m. Therefore the design length of
transition curve Ls is 93 m.

5) Design of Vertical Curve

Length of summit curve
V = 80 kmph
SSD = 0.278Vt + V2/254f
Assuming t = 2.5 sec and f = 0.35
SSD = 128 m
Assuming L< SSD
L = 2S – 4.4/N
Assume N = 0.02
Where,
L = length of summit curve, m
S = stopping sight distance
N = deviation angle
L = 36 m
L< SSD is Assumption correct

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EARTHWORK CALCULATIONS
SL NO CHAINAGE REDUCED FORMATION DEPTH MEAN BD SD^2 BD+SD^2 LENGTH Quantity Of Earth Work
LEVEL LEVEL DEPTH (D) Cutting Filling
1 0 100 100 0 0 0 0 0 0 0 0
2 10 99.71 100.309 0.599 0.300 1.722 0.060 1.782 10 17.819
3 20 100.145 100.619 0.474 0.537 3.085 0.192 3.277 10 32.766
4 27 100.555 100.836 0.281 0.377 2.171 0.095 2.266 7 15.859
5 30 100.625 100.929 0.304 0.292 1.682 0.057 1.739 3 5.217
6 40 100.81 101.239 0.429 0.367 2.107 0.089 2.197 10 21.968
7 50 100.925 101.549 0.624 0.527 3.027 0.185 3.212 10 32.120
8 60 100.985 101.859 0.874 0.749 4.307 0.374 4.680 10 46.804
9 70 101.315 102.169 0.854 0.864 4.968 0.497 5.465 10 54.652
10 80 101.26 102.479 1.219 1.037 5.960 0.716 6.675 10 66.754
11 90 101.715 102.789 1.074 1.147 6.592 0.875 7.468 10 74.678
12 100 101.875 103.099 1.224 1.149 6.607 0.879 7.486 10 74.860
13 110 101.81 103.409 1.599 1.412 8.116 1.327 9.443 10 94.430
14 120 101.74 103.719 1.979 1.789 10.287 2.132 12.418 10 124.183
15 130 102.37 104.029 1.659 1.819 10.459 2.204 12.663 10 126.629
16 140 102.765 104.339 1.574 1.616 9.295 1.740 11.035 10 110.352
17 145 103.12 104.494 1.374 1.474 8.475 1.447 9.923 5 49.613
18 150 103.435 104.649 1.214 1.294 7.440 1.115 8.556 5 42.778
19 160 103.82 104.959 1.139 1.177 6.765 0.922 7.687 10 76.867
20 170 104.285 105.269 0.984 1.062 6.104 0.750 6.854 10 68.541
21 180 104.51 105.579 1.069 1.027 5.902 0.702 6.604 10 66.041
22 190 104.735 105.889 1.154 1.111 6.391 0.823 7.214 10 72.139
23 200 104.995 106.199 1.204 1.179 6.779 0.926 7.705 10 77.050
24 210 105.465 106.509 1.044 1.124 6.463 0.841 7.304 10 73.044
25 220 105.915 106.819 0.904 0.974 5.600 0.632 6.232 10 62.323
26 230 106.42 107.129 0.709 0.807 4.637 0.433 5.071 10 50.706
27 240 106.905 107.439 0.534 0.621 3.574 0.257 3.831 10 38.309
28 250 107.225 107.749 0.524 0.529 3.042 0.186 3.228 10 32.281
29 260 107.745 108.059 0.314 0.419 2.409 0.117 2.526 10 25.262
30 265 107.98 108.214 0.234 0.274 1.575 0.050 1.626 5 8.128
31 270 108.18 108.369 0.189 0.211 1.216 0.030 1.246 5 6.230
32 280 108.395 108.679 0.284 0.236 1.360 0.037 1.397 10 13.971
33 285 108.565 108.834 0.269 0.277 1.590 0.051 1.641 5 8.204
34 290 108.795 108.989 0.194 0.232 1.331 0.036 1.367 5 6.834
35 295 108.93 109.144 0.214 0.204 1.173 0.028 1.201 5 6.004
36 300 109.13 109.299 0.169 0.192 1.101 0.024 1.126 5 5.628
37 310 109.505 109.609 0.104 0.137 0.785 0.012 0.797 10 7.973
38 320 109.88 109.919 0.039 0.072 0.049 0.003 0.052 10 0.524
39 330 110.285 110.229 -0.056 0.008 0.911 0.000 0.911 10 9.11
40 340 110.8 110.539 -0.261 0.158 1.759 0.012 1.771 10 18.27
41 350 111.2 110.849 -0.351 0.306 0.538 0.047 0.585 10 5.438
42 360 110.995 111.159 0.164 0.009 1.501 0.000 1.501 10 15.463
43 370 112.155 111.469 -0.686 0.261 3.830 0.034 3.864 10 41.254
44 375 112.27 111.624 -0.646 0.666 3.556 0.222 3.778 5 19.05
45 380 112.37 111.779 -0.591 0.619 2.507 0.192 2.699 5 13.16
46 390 112.37 112.089 -0.281 0.436 0.796 0.095 0.891 10 8.08
47 400 112.395 112.399 0.004 0.139 0.799 0.093 0.892 10 8.918
48 410 112.425 112.709 0.284 0.144 0.828 0.096 0.924 10 9.239
49 420 112.695 113.019 0.324 0.304 1.748 0.202 1.950 10 19.505
50 425 112.865 113.174 0.309 0.317 1.820 0.211 2.031 5 10.153
51 430 113.01 113.329 0.319 0.314 1.806 0.209 2.015 5 10.073
52 435 113.13 113.484 0.354 0.336 1.935 0.224 2.159 5 10.795
53 440 113.23 113.639 0.409 0.381 2.194 0.254 2.448 5 12.239
54 450 113.315 113.949 0.634 0.521 2.999 0.347 3.346 10 33.459
TOTAL= 114.362 1827.382

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