TRANSPORT AND INFRASTRUCTURE ENGINEERING AND

SUSTAINABLE DESIGN
 TABLE OF CONTENTS
1.0 Introduction..........................................................................................................................3

2.0 Discussion............................................................................................................................3

2.1 Evaluates for essential requirements................................................................................3

2.2 Design Compliance..........................................................................................................5

2.3 Capacity Calculation........................................................................................................7

2.4 Safety Compliance...........................................................................................................8

2.5 Future Maintenance..........................................................................................................9

2.6 Outline of Design drawing.............................................................................................10

3.0 Conclusion..........................................................................................................................14

Reference List..........................................................................................................................15

Appendices...............................................................................................................................17

2
1.0 Introduction

The study is conducted on the design and theoretical part of transport and infrastructure
engineering and sustainability. Thus, transport is the most connectivity to each other so this
project aligns with the design of a new Northern terminal at East Midlands Airport. For the
connection, the study relays a new larger 3-arm roundabout with the existing road network at
Hill top, Castle Donnington. To create the design of 3-arm roads, this project used the
Autodesk civil 3D software including alignment. The design depends on the existing location
and the capacity of the road. “Transport and Infrastructure Engineering and Sustainable
Design (TIESD)” is an interdisciplinary field of engineering that focuses on the development
and implementation of sustainable transportation systems and infrastructure in order to
reduce environmental impacts. It considers the economic, social, and environmental impacts
of transportation and infrastructure decisions, and seeks to optimize the use of natural and
physical resources. This is done through the use of sustainable design principles such as
green infrastructure and low-carbon mobility, which seek to reduce greenhouse gas emissions
and help build resilient cities. The field also emphasizes the use of intelligent transportation
systems, public outreach and engagement, and the integration of transportation and land use
planning. By applying these principles, TIESD seeks to develop safe, efficient, and
sustainable transportation and infrastructure solutions that meet the needs of present and
future generations.

2.0 Discussion

2.1 Evaluates for essential requirements

The design, planning, and implementation of transport infrastructure 3-arm roundabout

projects are essential for ensuring the safety and efficient movement of people and goods. For
these projects to be successful, they must attach to current regulatory frameworks, which
provide the necessary guidance and regulations that must be adhered to. The first essential
requirement is that the design and planning of the 3-arm roundabout project must comply
with the relevant local, regional, and national transport policies. These policies will outline
the scope of the proposed project and provide direction for the design and implementation
process (D’Amico et al. 2020). The second essential requirement is that the project must be
in alignment with the relevant national and international standards, such as the Manual for

3
Streets and the Code for Sustainable Homes. These standards will provide guidance on the
design and construction of the roundabout in order to ensure that it is safe and efficient for all
road users. The third essential requirement is that the project must be designed and
implemented in accordance with the relevant safety regulations. These regulations will ensure
that the project is designed to minimize the risk of accidents and collisions, and to reduce the
potential impact of traffic on the surrounding environment.
The fourth essential requirement is that the project must be designed and implemented in
accordance with the relevant environmental regulations (Kurtz et al. 2019). These regulations
will ensure that the project does not cause any significant negative impacts on the
surrounding environment, such as air or noise pollution. Finally, the project must be designed
and implemented in accordance with the relevant planning regulations. These regulations will
ensure that the project is in line with the local and regional planning policies and that it is
appropriate for the local context. In finding, the design, planning, and implementation of
transport infrastructure 3-arm roundabout projects must comply with the relevant local,
regional, and national transport policies, standards, safety regulations, environmental
regulations, and planning regulations. Attaching these requirements will ensure that the
project is successful and safe for all road users.

Traffic safety

Risk
Factors
Dealys in Project cost
Construction overruns

Figure 1: Risk factor of transportation site

(Source: Self-created in MS-word)

4
The 3-arm roundabout projects associated with transport infrastructure present a number of
unique challenges to related asset management programs. Firstly, the complexity of the
projects requires an extensive evaluation of the project’s environmental, economic, and social
impacts (Cadenazzi et al. 2020). As the project involves a major alteration of the existing
transport infrastructure, there is a need to ensure that all stakeholders are consulted and their
interests are given due consideration. Secondly, the project requires a comprehensive risk
assessment that takes into account all possible risks, such as “traffic safety, project cost
overruns, and delays in construction”. Thirdly, the asset management program must ensure
that the project is designed, funded, and managed in a manner that meets the expectations of
relevant authorities, such as the local government. Finally, the asset management program
must consider the long-term maintenance and operational costs associated with the 3-arm
roundabout project. This includes the cost of providing ongoing maintenance and repairs, as
well as the cost of managing any potential disruption or delays due to unexpected
circumstances (Ameen et al. 2019). In conclusion, the 3-arm roundabout project presents a
range of unique challenges to related asset management programs that need to be carefully
managed to ensure the successful completion of the project. [Referred of Appendix 1]

2.2 Design Compliance

A 3-arm roundabout road network is a type of intersection that is designed to facilitate the
efficient movement of traffic through an area. It consists of three arms or roads that come
together at a circular central area. The roads leading to and from the roundabout are typically
one-way and enter and exit the central area in a counter-clockwise direction. This type of
intersection is commonly used in areas with high traffic volumes or where traffic flow needs
to be managed efficiently. The design of a 3-arm roundabout road network should consider a
number of factors including the surrounding infrastructure, the volume of traffic, and the
physical size of the intersection. The layout should be designed to allow for the safe and
efficient flow of traffic and should be designed in accordance with the applicable state and
local regulations (Dong et al. 2022). The design should also be optimized to minimize the
potential for congestion or collisions. Here, according to the software project, these 3-arm
roads rely on the 14 feet 10 inches of each which connect with the Hill Top, Castle
Donnington and enhance the transport network system.

5
Thus, Hill Top is designed to provide a safe, efficient, and reliable transportation system. The
design observation and grade operation include several considerations, including “material
specification, road width, junction clearances, speed limits, and access points”. The material
used in the construction of the 3-arm roundabout varies depending on the type of road. For
the main carriageway, the most common material used is asphalt, although concrete may also
be used. The asphalt is laid in layers, with a minimum thickness of 125mm for the base layer.
The surface layer should be a minimum of 20mm thick and should be laid with a minimum
compaction of 95%. The sub-base should be a minimum of 150mm thick and should be laid
with a minimum compaction of 95%. The sub-base should be made of gravel, crushed stone,
or sand (Adeke et al. 2020). The width of the road should be determined by the number of
vehicles that will be using it. Generally, the minimum width is 4.5m, but it can be increased
depending on the volume of traffic. The width should be increased to ensure that drivers can
see and be seen by other drivers.

Materaila
Specification

Access point Road Width

Design
Compliance

Junction
Speed Limits
Clearence

Figure 2: Design observation factor of transportation site

(Source: Self-created in MS-word)

The grade of the roads should be designed to ensure that the flow of traffic is not impeded or
blocked by the grade. Generally, the grade should be no more than five percent for the
roundabout and no more than four percent for the approaches. The grade should also be
designed to ensure the safety of motorists by providing adequate sight distances. The design

6
of a 3-arm roundabout road network is an important consideration in ensuring the efficient
and safe movement of traffic (Ballay and Sventeková 2021). The design should be optimized
to meet the needs of the surrounding area and should be constructed in accordance with the
applicable regulations. The material specification and grade should also be carefully
considered to ensure the safe and efficient flow of traffic.

2.3 Capacity Calculation

● Theoretical/ Basic Capacity

Let,
V = 40 km/h
t= 0.7 sec
Where,
V= Speed
T = Time
L= Length
Smin= Minimum speed
According to the software the road length is 14 feet 10inch so 4.52 meters.
So, Smin = l+ 0.07sec (v)
= 4.52 + 0.07 (40*5/18)
= 12.08 m
And, Capacity = qmax = 1000 V/ Smin
= 1000(40)/12.08 = 3311 veh/hr.

● Practical Capacity
Thus,
V = 40 km/h
t= 0.7 sec
Safe SSD = Vt + V2 /2gf
Where,
G = Gravity
F = Collision of the road (Let, f = 0.4)
Safe SSD = Vt + V2 /2gf

7
 = (10.8*0.7) + (10.8)2 /2*9.81*0.4
= 7.56 + 116.64/7.8
= 22.51 m
Smin = l + safe SSD
= 4.52 + 22.51 = 27.03m
Capacity = qmax = 1000 V/ Smin
= 1000(40)/27.03 = 1479 veh/hr.

2.4 Safety Compliance

The safety observation and infrastructure policy for a three-arm roundabout road network is a
complex system of regulations and requirements that must be followed in order to ensure the
safety of all drivers, pedestrians, and other road users. The policy is designed to reduce the
number of accidents on the roundabout and to improve the overall safety of the roadway. The
policy begins with the installation of appropriate signage, such as “yield signs, warning signs,
and speed limit signs, to indicate the proper speed limit” and the need to yield at the
roundabout (Ballay et a. 2021). All drivers should be aware of the regulations and follow
them accordingly. Additionally, the policy also requires that all drivers yield to vehicles
already in the roundabout and that they signal their intentions when entering or exiting the
roundabout. The second part of the policy is the enforcement of the rules.

Yield
Signs

Proper Safet
Warning
Speed y Signs
Limit
factor

Speed
limit
signs

8
 Figure 3: Safety factor of transportation site
(Source: Self-created in MS-word)

The police are responsible for enforcing the rules on the roundabout and ensuring that all
drivers are following the rules. This includes issuing citations for drivers who are breaking
the rules and taking appropriate action to prevent further accidents from occurring. Finally,
the policy also requires the maintenance of the roundabout infrastructure, including the
installation of guardrails, appropriate lighting, and other safety features. This helps to ensure
that the road is free from waste and that the road surface is safe and free from any barriers
(Pawar et al. 2021). Additionally, regular inspections of the roundabout and the surrounding
area should be conducted to ensure that the infrastructure is in good condition. In
determination, the safety observation and infrastructure policy for a three-arm roundabout
road network at Hill Top England is an important part of ensuring the safety of all drivers,
pedestrians, and other road users. By following the policy, drivers can help to reduce the
number of accidents on the roundabout and keep the roundabout safe for all users. [Referred
to Appendix 2]

2.5 Future Maintenance

The future operation and maintenance of a 3-arm roundabout road network will be influenced
by multiple factors. The current constraints, such as budget, time, and resources, must be
considered when planning for future developments. Also, the methodologies used to maintain
the road network must be up-to-date and in line with current industry standards. In terms of
the budget, a comprehensive strategy must be developed to ensure that the necessary funding
is available for the long-term operation and maintenance of the 3-arm roundabout (Severino
et al. 2021). This may include the allocation of funds from the local or central government.
Additionally, private sector funding can also be sought to ensure that the road network is
adequately maintained. The methodology employed for the future operation and maintenance
must take into account the technological advances that have been made in the field of road
maintenance. For example, the use of sensors to detect road conditions and alert drivers to
changes in the road surface may be implemented. This will help to reduce the number of

9
accidents and improve the safety of the 3-arm roundabout. Similarly, the use of advanced
technologies such as traffic management systems and intelligent transportation systems can
be employed to improve the efficiency of the road network.
These systems will allow for the monitoring of traffic flows and the efficient rerouting of
vehicles in order to reduce congestion and improve the flow of traffic. In addition to the
technological advances, the methodologies used to maintain the road network must be
regularly updated to ensure that they are in line with current industry standards. This may
include the replacement of wasted components and the introduction of new materials which
are designed to withstand the wear and tear of the local environment (Lluri and Golgota
2019). Finally, the ongoing maintenance of the 3-arm roundabout must be supported by a
comprehensive strategy. This should include a plan for regular inspections and the
implementation of preventative maintenance measures. This will ensure that the road network
is kept in good condition and is safe for use. The future operation and maintenance of the 3-
arm roundabout road network will be dependent on a combination of current constraints,
technological advances, and methodologies. By taking all of these factors into account, it
should be possible to ensure that the road network is kept in a safe and efficient condition for
years to come.

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2.6 Outline of Design drawing

Figure 4: 2D view of the 3-arm roundabout

(Source: Self-created in Autodesk Civil 3D)
The above figure aligns with the 2D view. Actually, for the 3-arm roundabout design, first,
check the location and make the specification of the whole design procedure. According to
that specification, the drawing will be created by civil software. Here, the all design process
is proceeded by Autodesk civil 3D software. The 2D design reveals the 3arm road which
connects with one roundabout crossroad (Hiremath et al. 2021). There would also be a series of
lanes running along each spoke and radiating out from the central circle. The lanes would be marked
with arrows indicating the direction of travel.

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 Figure 5: Alignment of Roads 1, 2, and 3
(Source: Self-created in Autodesk Civil 3D)
A 3-arm roundabout road network is a type of intersection that consists of three arms
connecting a central circular road, with a yield and a stop sign at the entrance to each arm.
The arms are arranged in such a way that traffic flows in a clockwise direction around the
central circle. The circular road is usually raised above the other arms, allowing better
visibility and better control of the traffic flow (Firmansyah et al. 2022). The arms are
typically aligned on the same plane, with the centre arm being wider than the other two. This
type of roundabout is typically used in residential areas and to connect two or more arterial
roads

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 Figure 6: XYZ specification of the roundabout
(Source: Self-created in Autodesk Civil 3D)
The XYZ specification of the roundabout road network is a set of guidelines and rules that
are used to ensure the safe and efficient flow of traffic around a roundabout. These guidelines
and rules cover a variety of topics, such as the design of the roundabout, the visibility of
traffic signals, the speed limits, and the turning radius of vehicles. Depending on this design
the centre X refers to 10 feet 6 inches and Y refers to 14 feet 5 inches but the centre Z defines
zero (Mądziel et al. 2021). The XYZ specification of the roundabout road network ultimately
serves to promote the safe and efficient use of the roundabout.

Figure 7: Geometry properties of the 3-arm roundabout

(Source: Self-created in Autodesk Civil 3D)

13
The 3-arm roundabout road network is a type of circular intersection that is composed of
three roads entering a single roundabout. It is often used when there is a need for a high
capacity, efficient roadway system (Dash et al. 2021). The above figure defines the Start
XYZ as -13 feet, 17 feet 9 inches and zero, centre XYZ as -12 feet 4 inches, 21 feet 3 inches
and zero, and end XYZ as -8 feet 8 inches, 19 feet 1 inch, and zero with start angle 263, end
angle 312 and total angle 49. It also refers to the arc length as 4 feet 8 inches, the area as 215
square inches.

Figure 8: Dimension of the 3-arm roundabout

(Source: Self-created in Autodesk Civil 3D)
The above figure represents the dimension of the 3-arm roundabout road. According to this
design, the width of this road refers to 14 feet 10 inches for each of the three roads. And the
center circle relays 20 feet of radius (Vignali et al. 2020). Among all the dimension factors
the design defines the stopping sight with the visibility distance for the users.

14
 Figure 9: Location map of the 3-arm roundabout
(Source: Self-created in Autodesk Civil 3D)

The above-enlisted map refers map network of Hill Top, Castle Donnington. According to
this map, the design was also constructed.

3.0 Conclusion

The finding of the 3-arm roundabout road network designed by Autodesk Civil 3D software
at Hill Top is that the overall design is successful and efficient. The three arms of the
roundabout are wide enough to accommodate multiple lanes and allow for smooth, safe
passage of vehicles. The design also includes ample space for turning vehicles, as well as a
central island and pedestrian crossings. The layout of the roundabout is also able to
successfully guide vehicles in the desired direction, without causing confusion or delays.
Additionally, the design takes into account the surrounding environment, providing sufficient
space for trees and other landscaping features. Overall, the 3-arm roundabout road network
designed by Autodesk Civil 3D software at Hill Top is a successful and efficient design,
providing a safe and pleasant experience for drivers, pedestrians, and other users.

15
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Appendices

Appendix 1: System of 3-arms roundabout networks

(Source: http://www.lags.corep.it/doc)

18
Appendix 2: Maintenance of 3-arm roundabout road

(Source: https://www.forconstructionpros.com/pavement-maintenance)

19