Integrated II Project bekiLAST

JIMMA UNIVERSITY
JIMMA INSTITUTE OF TECHNOLOGY (JIT)

FACULTY OF CIVIL AND ENVIRONMENTAL ENGINEERING
DEPARTMENT OF CIVIL ENGINEERING
CIVIL ENGINEERIG INTEGRATED DESIGN PROJECT-II

GROUP-1
ADVISOR SIGNATURE
Mr. OLUMA GUDINA _____________

Mr. MESFIN DINKU _____________
Submitted Date: April, 14, 2021

Jimma, Ethiopia
CIVIL ENGINEERING INTEGRATED DESIGN PROJECT II
DECLARATION
We hereby declare that the project work entitled “Civil Engineering Integrated Design Project
II” submitted to the Jimma Institute of Technology Civil Engineering Department, is a record
of an original work done by us under the guidance of advisor Mr. Oluma.G and Mr. Mesfin
Dinku All writings in this document contain things that are done by our effort exclusively, and
that it has not been submitted partially or in full, by any other person.
GROUP MAMBERS
SNO. NAME OF STUDENTS ID.NO

1 KALEAB KALETA RU5046/08
2 DANIEL TESHALE RU2230/08
3 MIKIAS BAYU RU1148/08
4 MEHAFI GETACHEW RU5035/08
5 JIREGNA BENTI RU4370/08
6 TSION DEREJE RU1176/08
7 NESIRA RESHAD RU0022/08
8 TIBEB AEMRO RU1247/08
9 BEREKET GETANE RU1384/08
ADVISOR SIGNATURE
Mr. OLUMA GUDINA _____________

Mr. MESFIN DINKU _____________
i
Jimma University Institute of Technology
ACKNOWLEDGMENT
Our greatest thanks from the bottom of our heart first of all go to God for endowing us with
the courage, strength as well as health throughout our school time and for the successful
accomplishment of this project.
Next we would like to express our deepest gratitude and respect to Jimma Institute of
Technology University (JIT) and all the staff members of Civil engineering department for
their cooperation made for us to accomplish our work from the beginning and giving us this
precious opportunity.
Also our gratitude goes to our advisors Mr. Oluma.G and Mr. Mesfin Dinku for their unlimited
support throughout our work, and for his helpful discussions we have had over all contact
hours.
Lastly the guidance and support received from all the members who contributed to this project,
was vital. We are grateful for our constant participation up to the complete of the project.
ii
EXECUTIVE SUMMARY
Transportation is simply a movement of person, goods or information from place to place by
different means like vehicles, airplane etc. for some particular purposes. It is a service created
to serve society by linking locations where activity takes place such as markets, industries and
factories, offices, schools and etc. It penetrates into all phases of production and distribution of
goods. The development of infrastructure in the world is mainly based on road. This project
deals with constructing new road at Jimma zone which is economic, short and safe. It include
project background, objective of the project, the selection of route, geometric alignment, traffic
analysis, pavement, earthwork, drainage design and traffic sign.
Selecting the best route from the proposed three route alternative depending up on the selection
criteria which include the shortest length, the least severe terrain type, the less no of curve and
the minimum average gradient, so based on this criteria we select route one as best route and
then by calculation of AADT which is 791 the road belongs to DC-5 as per ERA 2013.Traffic
counting and forecasting is another important in road design. The amount of vehicles which
used the road must be known. Depend on the given surveying data the traffic class is
determined as T5 and subgrade strength CBR=1.85% which belongs to S1. Thus, the pavement
is design under T5S1. The selected route is 1.88Km length.
Geometric design depend up on the design speed 70Km/hr. Which is forwarded in ERA
manual which include horizontal alignment, stopping sight distance, passing sight distance,
super elevation and vertical alignment.
Earth work and quantity are calculated by using trapezoidal method. The amount of cut and fill
is determined from the earthwork.
Flexible pavement which is multilayer structure with better material on the top and material
with lower quality at the bottom is designed. The Drainage structure designed and it include
calculation of design discharge by rational formula, selection of trapezoidal design cross-
section which is both economical and safe.
To minimize an accident traffic control and marking is more important. It include pavement
marking, pavement marking type and different traffic warning signs. The overall of the project
constriction we have faced while doing our project and also include recommended things for
the accountable things for he accountable body.
iii
TABLE OF CONTENT
DECLARATION ........................................................................................................................ i
ACKNOWLEDGMENT............................................................................................................ii
EXECUTIVE SUMMARY ..................................................................................................... iii
TABLE OF CONTENT ............................................................................................................ iv
LIST OF TABLE .....................................................................................................................vii
LIST OF FIGURE.................................................................................................................. viii
ACRONOMY ........................................................................................................................... ix
CHAPTER ONE ........................................................................................................................ 1
INTRODUCTION ..................................................................................................................... 1
1.1. PROJECT BACKGROUND ........................................................................................... 1
1.1.1. Jimma and its location .............................................................................................. 1
1.1.2. Topography............................................................................................................... 1
1.2.3. Climatic condition of Jimma .................................................................................... 1
1.2. ROAD (HIGWAYS) ....................................................................................................... 2
1.3. OBJECTIVE OF THE PROJECT ................................................................................... 2
1.3.1 The General Objective of this Project ....................................................................... 2
1.3.2 The Specific Objective of this Project ....................................................................... 3
CHAPTER TWO ....................................................................................................................... 4
ROUTE SELECTION ............................................................................................................... 4
2.1. DESIGN CONTROL AND CRITERIA ......................................................................... 4
2.2. NECESSITY OF ROUTE SELECTION ........................................................................ 4
2.3. STEPS IN ROUTE SELECTION ................................................................................... 4
2.4. MAIN DESIGN CONTROL AND CRITERIA.............................................................. 5
2.4.1 Traffic counting and forecasting................................................................................ 5
2.4.2. Terrain Type ............................................................................................................. 9
2.4.3. Road Functional Classification and Numbering ..................................................... 14
2.4.4. Design Speed .......................................................................................................... 14
2.4.5. Design Standards .................................................................................................... 14
CHAPTER THREE ................................................................................................................. 16
GEOMETRIC DESIGN........................................................................................................... 16
3.1. INTRODUCTION ......................................................................................................... 16
3.2. HORIZONTALALIGNMENT ..................................................................................... 16
iv
3.2.1. Tangent sections ..................................................................................................... 16

3.2.2. The Circular Curve ................................................................................................. 16
3.3 HORIZONTAL CURVE DESIGN ................................................................................ 17
3.3.1. Stopping sight distance ........................................................................................... 19
3.3.2. Passing Sight Distance............................................................................................ 20
3.3.3. Transition Curves ................................................................................................... 22
3.3.4. Super elevation ....................................................................................................... 23
3.3.5 Methods of Attaining Super elevation ..................................................................... 24
3.4. VERTICAL ALIGNMENT .......................................................................................... 25
3.4.1. Gradients ................................................................................................................. 25
3.4.2. Design of Vertical Curve ........................................................................................ 26
3.4.3. Minimum length determination .............................................................................. 27
3.4.4. Vertical curves design Calculation ......................................................................... 28
CHAPTER FOUR .................................................................................................................... 30
EARTHWORK ........................................................................................................................ 30
4.1 INTRODUCTION .......................................................................................................... 30
4.2. EXCAVATION ............................................................................................................. 30
4.3. EARTHWORKS QUANTITIES .................................................................................. 30
4.3.1 End Area Calculation............................................................................................... 30
4.3.2 Volume calculation .................................................................................................. 31
4.4. MASS HAUL DIAGRAM ............................................................................................ 31
4.4.1 Mass haul diagram use ............................................................................................ 31
4.4.2 Economic Haul Distance ......................................................................................... 31
CHAPTER FIVE ..................................................................................................................... 33
PAVEMENT DESIGN ............................................................................................................ 33
5.1. INTRODUCTION ......................................................................................................... 33
5.2. FLEXIBLE PAVEMENT ............................................................................................. 33
5.2.1. Types of Flexible Pavement ................................................................................... 33
5.3. RIGID PAVEMENTS ................................................................................................... 34
5.4 COMPARISON OF RIGID AND FLEXIBLE PAVEMENTS ..................................... 34
5.5. FLEXIBLE PAVEMENT DESIGN FACTOR ............................................................. 35
5.5.1. Traffic Loading ....................................................................................................... 35
5.5.2. Materials: ................................................................................................................ 35
5.6. TRAFFIC ANALYSIS .................................................................................................. 35
v
5.6.1 Initial Traffic Volume (AADTo) ............................................................................. 36

5.6.2 Cumulative equivalent axles (ESA) ........................................................................ 36
5.7. SUB-GRADE STRENGTH CHARACTERISTICS ..................................................... 38
5.7.1 California Bearing Ratio (CBR) Test ...................................................................... 39
CHAPTER SIX ........................................................................................................................ 43
DRAINAGE DESIGN ............................................................................................................. 43
6.1. INTRODUCTION ......................................................................................................... 43
6.2 IMPORTANCE OF HIGHWAY DRAINAGE ............................................................. 43
6.3. DESIGN OF SURFACE DRAINAGE SYSTEMS ...................................................... 44
6.3.1. Design Discharge Computation .............................................................................. 44
6.3.2. Runoff Coefficient(C)............................................................................................. 44
6.3.3. Rainfall Intensity .................................................................................................... 45
6.3.4. Calculate Time of concentration............................................................................. 46
6.3.5 DESIGN OF ECONOMIC SECTION .................................................................... 48
CHAPTER SEVEN ................................................................................................................. 50
TRAFFIC SIGN AND ROAD MARKING ............................................................................. 50
7.1. INTRODUCTION ......................................................................................................... 50
7.2. TRAFFIC SIGNS .......................................................................................................... 50
7.2.1. Regulatory Signs..................................................................................................... 50
7.2.2. Warning Signs ........................................................................................................ 51
7.2.3. Informative signs .................................................................................................... 51
7.3. ROAD MARKING ....................................................................................................... 52
7.3.1. Pavement marking .................................................................................................. 52
7.3.2. Object marking ....................................................................................................... 52
CHAPTER EIGHT .................................................................................................................. 53
CONCLUSION AND RECOMMENDATION ....................................................................... 53
8.1. CONCLUSION ............................................................................................................. 53
8.2. RECOMMENDATION ................................................................................................ 54
REFERENCE ........................................................................................................................... 55
APPENDIX: A TERRAIN TYPES ......................................................................................... 56
APPENDIX: B. SUPPER ELEVATION ................................................................................. 64
APPENDIX: C. EARTH WORK DATA ................................................................................ 65
APPENDIX: D. ROAD PROFILE .......................................................................................... 69
APPENDIX: E. MASS HAUL DIAGRAM ............................................................................ 70
vi
LIST OF TABLE
Table 1.1. Average Temperature and Rainfall at Jimma ........................................................... 2
Table 2.1 Route selection comparison ....................................................................................... 4
Table 2.2. Design period of Road .............................................................................................. 6
Table 2.3. Night factor determination ........................................................................................ 7
Table 2.4. AADT0 and AADT1 calculation for each vehicle ................................................... 9
Table 2.5. Terrain Slope classification based on ERA .............................................................. 9
Table 2.6.Transverse terrain (selected route-2 ......................................................................... 10
Table 2.7. Design standard vs design speeds ........................................................................... 15
Table 3.1. Horizontal curve 1 setting out ................................................................................. 19
Table 3.2.Clearance Distance (d3) vs. Ambient Speeds (source ERA manual table 7.2) ....... 21
Table 3.3 Stopping sight distance and passing sight distance ................................................. 21
Table 3.4. Transition curve parameters.................................................................................... 23
Table 3.5 Setting vertical curve one ........................................................................................ 29
Table 5.1. One directional cumulative numbers of vehicle .................................................... 36
Table 5.2. Cumulative no. of ESA’S ....................................................................................... 37
Table 5.3. Traffic Classes for Flexible Pavement Design ....................................................... 38
Table 5.4. CBR Calculation ..................................................................................................... 39
Table 5.5. CBR Calculation ..................................................................................................... 40
Table 5.6. CBR value and their corresponding structural ........................................................ 41
Table 5.7 Relative cost of the alternative pavement structures ............................................... 42
vii
LIST OF FIGURE
Figure 1.1 Jimma map................................................................................................................ 1
Figure 3.1 Stopping Sight Distance on Horizontal Curve ....................................................... 19
Figure 3.2 passing sight distance ............................................................................................. 20
Figure 5.1 Graph of CBR ......................................................................................................... 40
Figure 6.1 Rainfall-Intensity-Duration curves ......................................................................... 45
Figure 7.1 Right of Way Series Signs ...................................................................................... 51
Figure 7.2 Single and double continuous dividing line ........................................................... 52
viii
ACRONOMY
AADT Annual average daily traffic
AASHTO American Association of State Highway and Transportation
ADT Average Daily Traffic
CBR California Bearing Ratio
BFSE Beginning of Full Super Elevation
DC Design Class
EF Equivalency Factor
EFSE End of Full Super Elevation
ERA Ethiopian Road Authority
ESA Equivalent Standard Axle
NF Night Factor
PSD Passing Sight Distance
SSD Stopping Sight Distance
ix
CHAPTER ONE
INTRODUCTION
1.1. PROJECT BACKGROUND
1.1.1. Jimma and its location
Jimma (Oromo: Jimma also spelled Jimmaa, is the largest city in southwestern Oromia Region in
Ethiopia. It is a special zone of the Oromia Region and is surrounded by Jimma Zone. It has a
latitude and longitude of 7°40′N 36°50′E respectively. The town was the capital of Kaffa Province
until the province was dissolved. Prior to the 2007 census, Jimma was reorganized administratively
as a special Zone. The nickname of Jimma is Jimma Abba Jifar. This road project is a 1800m
asphalt road which is Located around Jimma of the Oromia Region. The main economic activity
in the given area is Agriculture. The project is designed around jimma.
Figure 1.1 Jimma map
1.1.2. Topography
The topography of the project area should be considered in planning and designing of safe and
economical road. The project area is located in the west parts of Ethiopia. The road project is
located on rolling terrain.
1.2.3. Climatic condition of Jimma
In Jimma the wet season is mostly cloudy, the dry season is partly cloudy and is warm year round.
Over the course of the year the temperature typically varies from 48ºF to 83ºF and is rarely below
42 ºF or above 88ºF. Climatic data is very important to design a good road. It is important for the
determination of road materials and the root selection of the road.
1
Table 1.1. Average Temperature and Rainfall at Jimma
1.2. ROAD (HIGWAYS)

Highways are the important part of our life, the economy of the society as well as it is part of the
infrastructure. The better of this structure is the faster, more effective and cheaper, can be the
capacities of the society used. Traffic security efficiency, economy and environmental protections
are some points which are considered during design of highway.
According to transportation there are different types of transportation road, air, water and etc. In
this project we are concerned with road transportation. From the listed transportation types, the
trends are towards road transportation.
For the development of any nation, infrastructures like that of road is very important. It is
impossible to think of development without having accessible roads in a given nation.
Roads are very important for many reasons, some of them are:-
 Connecting nation to nation.
 Reduce wastage of energy during travelling.
 Connecting people to people living in different places.
1.3. OBJECTIVE OF THE PROJECT
1.3.1 The General Objective of this Project
The General objective of the project is to design Trunk road which is short, easy and economical
route in Jimma.
2
1.3.2 The Specific Objective of this Project

 To design the horizontal & vertical alignment of road
 To design flexible pavement of road
 To design surface drainage structure
 To estimate the cost of the project
 To recommend possible remedial measures for design defects & short comings
 To develop problem solving ability on real life project
 To develop integration and communication skills in a group project working
3
CHAPTER TWO
ROUTE SELECTION
2.1. DESIGN CONTROL AND CRITERIA
The selection of the best route is influenced by various factors. The shortest road alignment is not
necessarily the easiest, quickest or most economical option for construction and maintenance. In
general, the aim of a highway route selection process is to find a location for the new road that will
result in the lowest total construction, level, traffic and environmental costs.
2.2. NECESSITY OF ROUTE SELECTION
The quality of the survey has influence on the cost of the project. A number of alternatives should
be examined (3 alternatives) and the most appropriate solution should be selected out.
Failures are encountered if the selection is not properly done. Embankment subsidence, flooding
of roads, land slide, deposition of sand-dunes, and erosion of river or sea are some of the problems
which can be avoided by proper route surveying.
2.3. STEPS IN ROUTE SELECTION
A. Desk study
B. Reconnaissance survey
C. Preliminary survey
D. Final location survey
E. Drawings and reports
The comparison of three route which selected from the given contour
Table 2.1 Route selection comparison
Route selection comparison
Criteria ROUTE 1 ROUTE 2 ROUTE 3
Length of the Route(m) 2020 1880 2000
Terrain type (general) Rolling Rolling Rolling
No.of H/curves 2 2 2
Maximum depth cut/fill 12.5 8 7.5
Maximum long. gradient 62.5 40 37.5
4
2.4. MAIN DESIGN CONTROL AND CRITERIA

There are many design control and criteria in route design. The choice of design controls and
criteria is influenced by the following factors:
 Traffic considerations
 Function and classification of the road
 Topography of the surrounding land (nature of the terrain)
 Required design speed
 Environmental considerations and Capital cost of construction and Roadway users etc.
2.4.1 Traffic counting and forecasting
For the effective planning of road upgrading or improvement projects traffic analysis and forecast
is very essential issue. In the design of highway pavements, past, present and reliable forecasts for
future of travel movements are essential. The current and future traffic volume on any road project
constitutes the most important factor for determining design standards. Direct impact of the road
project on transport development includes traffic flows (normal, diverted and generated traffic)
with respect to the existing pattern of transport services and transport costs.
A) Types of traffic
It is necessary to distinguish between the following types of traffic to forecast traffic growth
precisely;
1. Current traffic - It consists of the existing traffic.
2. Traffic added –
Normal growth of traffic - This is due to general increase in the number and usage of vehicle.
Diverted traffic - Because of improved facilities, traffic may divert in to the road in the project.
Induced/generated traffic - Indicate new traffic because of new travellers make use of the
improved facility.
Developed traffic - Represents the increase in traffic due to improvements on the adjacent land
use because of the new road.
B) Design period of road
Design period of the road is influenced by:
1. Design life - should be in accordance with the functional classification of the road. Many factors
may influence the design life in addition to functional road classification. They are traffic volume,
land use, financial and economic constraints etc.
5
2. Functional importance - of the road to realign regional provisional importance in connecting

towns from. Therefore, the road is Trunk Road with design period of 20 years.
3. Traffic volume - for traffic ways with large vehicles (which has effect on structural damage of
the pavement) higher design period may be used.
4. Location and terrain of the project - if location and terrain of the project is difficult for
maintenance, the design period should compromise the total cost of project and cost of further
maintenance.
5. Financial constraints - if there is limitation of economy, design period might be taken to be
small.
6. Difficulty in forecasting traffic.
The road serve as link from and to the area because of the economic importance of the project
area, and the AADT count, the road is classified as Trunk Road.
Table 2.2. Design period of Road

Road classification Trunk Road Link Road Main access Other Roads
Road
Design period(years) 20 20 15 10
C) Traffic analysis and forecasting

To determine the design traffic value with higher degree of reliability, the traffic study should be
done based on the actual data and information on the ground.
As the data shows, traffic counts were made on both lanes for seven days. Out of seven days, five
days count was done for 12 hours and the remaining 2 day count was done for 24 hours, count one
on week day from 6 am to 6pm.
1. Determination of ADT& AADT

In order to obtain the Average Daily Traffic (ADT) and Average Annual Daily Traffic (AADT)
values, the 12 hour traffic count of both lanes should be first converted to the equivalent 24 hour
traffic count. To do so, we determined the night factor for each vehicle class using the two days
24 hour night count.
6
two days 24hr traffic 6D+6N+7D+7N

a) Night Factor (N.F.) = =
two days 12hrs traffic count 6D+7D
Sample night factor calculation for car

6𝐷+6𝑁+7𝐷+7𝑁
N.F= 6𝐷+7𝐷
RIGHT SIDE LEFT SIDE

75+66+94+56 167+138+67+53
N.Fcar= =1.72 N.Fcar= =1.82
75+94 167+67
For other vehicles in tabular form below

Table 2.3. Night factor determination
TOTAL
Day 1 2 3 4 5 6D 6N 7D 7N NF ADT0 Adj.ADT
ADT1
R 90 75 19 105 92 75 66 94 56 1.72 79 135
Car 165
L 92 92 59 94 64 167 138 67 53 1.82 91 165
R 56 19 92 8 74 66 42 66 32 1.56 54 85
Wagon & pick up 89
L 59 34 58 41 67 58 46 67 31 1.62 55 89
R 53 50 60 59 56 58 7 60 5 1.10 57 62
Mini bus & Vans 62
L 66 46 22 22 22 22 5 22 5 1.23 32 39
R 44 42 43 42 44 37 29 21 17 1.79 39 70
Small bus 70
L 43 42 44 41 46 54 9 58 9 1.16 47 54
R 37 43 33 34 47 33 8 33 5 1.20 37 44
Medium bus 46
L 40 44 45 35 42 33 8 32 5 1.20 39 46
R 32 27 35 41 33 16 7 19 5 1.34 29 39
Large bus 51
L 38 43 40 35 35 21 17 31 7 1.46 35 51
R 53 42 42 50 41 41 0 40 0 1.00 44 44
Light truck 46
L 40 52 51 42 54 44 0 39 0 1.00 46 46
R 38 33 42 49 40 9 8 16 4 1.48 32 48
Medium truck 96
L 94 77 80 90 97 50 18 50 7 1.25 77 96
R 7 6 8 6 9 2 1 8 6 1.70 7 11
Heavy truck 11
L 6 8 7 8 7 8 0 5 1 1.08 7 8
R 5 5 5 5 5 6 4 8 1 1.36 6 8
Articulate 8
L 5 5 7 4 5 5 1 5 1 1.20 5 6
Total ADT1 644
7
Average daily traffic count (ADT0) for each vehicle

After the night factor for each traffic lane is determined, the next step is adjusting the 24 hour
traffic count and then calculating ADT values in both directions. The adjusted 24 hour traffic count
and the corresponding ADT values are calculated and tabulated in the following tables;
Sample calculation ADT0
For Car
RIGHT SIDE
90+75+19+105+92+75+94
ADTr=mean value of the given data= =79
7
LEFT SIDE
𝟐∗𝟗𝟐+𝟓𝟗+𝟗𝟒+𝟔𝟒+𝟏𝟔𝟕+𝟔𝟕
ADTleft= =91
𝟕
Then adjust the value of ADT by multiplying night factor

ADT0r=N.Fr*ADTr=1.72*79=135
LEFT SIDE
ADT0left=N.Fleft*ADTleft=1.82*91=165
For other vehicles the value is in tabular form
D) Total ADT determination
Total ADT1= maximum of ADTR and ADTL
Sample for car, ADT1=Max (135,165) =165
E) Determination of AADT for the Project Road
The AADT for the whole stretch of the project has been calculated by the count made on the two
stations multiplying by divert and generated percent
AADT0=ADT1*[(1+Divert %)*(1+Generated %)], Diverted%=6%, generated%=3%
Sample calculation for AADTo
For car, AADT0=165*(1+0.06)*(1+0.03) =180.15
AADT1=AADT0*(1+Growth rate %)x , where x is the anticipated year between 2020 to 2024 .
Therefore, the value of x=2024-2021=3
Total AADT1 (2024) =AADT0*(1+Growth rate %)x, Gr=4%
Sample calculation
For car, AADT1=180.15*(1+0.04)4=202.64
8
For wagon and pick up, AADT1=97.17*1.044=109.3

Table 2.4. AADT0 and AADT1 calculation for each vehicle
Diverted Generated Growth AADT1

Vehicles ADT(2021) AADT0
% % rate% (2024)
Car 165 6 3 4 180.15 202.64
Wagon & pick up 89 6 3 4 97.17 109.30
Mini bus & Vans 62 6 3 4 67.69 76.14
Small bus 70 6 3 4 76.43 85.97
Medium bus 46 6 3 4 50.22 56.49
Large bus 51 6 3 4 55.68 62.63
Light truck 46 6 3 4 50.22 56.49
Medium truck 96 6 3 4 104.81 117.90
Heavy truck 11 6 3 4 12.01 13.51
Articulate 8 6 3 4 8.73 9.83
703.12 790.91
Hence, our AADT1= 791
2.4.2. Terrain Type

Terrain has the greatest effect on road costs. Therefore, it is not economical to apply the same
standards in all terrains. Fortunately, drivers of vehicles are familiar with this and lower standards
are expected in hilly and mountainous terrain. Four (4) categories have been defined which apply
to all roads.
Table 2.5. Terrain Slope classification based on ERA
Type of Flat Rolling Mountainous Escarpment
terrain
Slope <5% (5-25) % (25-50)% >50%
Transverse terrain calculation
Difference in vertical elevation

Slope= ∗ 100
Horizontal distance
9
Table 2.6.Transverse terrain (selected route-2

Station Elevation Slope Terrain ∆H Longitudinal
LSE CL Right@ (%) Type slope%
@(25m) (25m)
0+000 1776.00 1782.00 1776.00 0.00 Flat 0.00 0
0+020 1784.00 1778.00 1774.00 20.00 Rolling 4.00 20
0+040 1783.00 1776.00 1772.00 22.00 Rolling 2.00 10
0+060 1780.00 1774.00 1770.00 20.00 Rolling 2.00 10
0+080 1774.00 1770.00 1768.00 12.00 Rolling 4.00 20
0+100 1772.00 1761.00 1762.00 20.00 Rolling 9.00 45
0+120 1770.00 1762.00 1764.00 12.00 Rolling 1.00 5
0+140 1768.00 1764.00 1760.00 16.00 Rolling 2.00 10
0+160 1764.00 1764.00 1762.00 4.00 Rolling 0.00 0
0+180 1762.00 1760.00 1760.00 4.00 Rolling 4.00 20
0+200 1758.00 1758.00 1758.00 0.00 Flat 2.00 10
0+220 1758.00 1758.00 1758.00 0.00 Flat 0.00 0
0+240 1758.50 1758.54 1758.00 1.00 Flat 0.54 2.7
0+260 1760.00 1761.00 1764.00 8.00 Rolling 2.46 12.3
0+280 1762.00 1762.00 1764.00 4.00 Rolling 1.00 5
0+300 1756.00 1756.00 1758.00 4.00 Rolling 6.00 30
0+320 1750.00 1752.00 1752.00 4.00 Rolling 4.00 20
0+340 1746.00 1749.00 1748.00 4.00 Rolling 3.00 15
0+360 1746.00 1746.00 1752.00 12.00 Rolling 3.00 15
0+380 1748.00 1748.00 1748.00 0.00 Flat 2.00 10
0+400 1744.00 1746.00 1748.00 8.00 Rolling 2.00 10
0+420 1742.00 1744.00 1744.00 4.00 Rolling 2.00 10
0+440 1740.00 1739.00 1738.00 4.00 Rolling 5.00 25
0+460 1740.00 1739.00 1738.00 4.00 Rolling 0.00 0
0+480 1740.00 1739.00 1738.00 4.00 Rolling 0.00 0
0+500 1744.00 1744.00 1742.00 4.00 Rolling 5.00 25
10
0+520 1752.00 1752.00 1750.00 4.00 Rolling 8.00 40

0+540 1754.00 1756.00 1756.00 4.00 Rolling 4.00 20
0+560 1754.00 1757.00 1760.00 12.00 Rolling 1.00 5
0+580 1756.00 1760.00 1762.00 12.00 Rolling 3.00 15
0+600 1756.00 1760.65 1762.00 12.00 Rolling 0.65 3.25
0+620 1760.00 1760.00 1760.00 0.00 Flat 0.65 3.25
0+640 1760.00 1760.00 1760.00 0.00 Flat 0.00 0
0+660 1762.00 1760.00 1760.00 4.00 Rolling 0.00 0
0+680 1764.00 1763.50 1763.50 1.00 Flat 3.50 17.5
0+700 1770.00 1766.00 1766.00 8.00 Rolling 2.50 12.5
0+710 1770.00 1768.00 1766.00 8.00 Rolling 2.00 10
0+720 1770.00 1768.00 1766.00 8.00 Rolling 0.00 0
0+730 1774.00 1770.00 1769.00 10.00 Rolling 2.00 10
0+740 1774.45 1772.00 1771.50 5.90 Rolling 2.00 10
0+750 1771.56 1773.00 1776.00 8.88 Rolling 1.00 5
0+760 1776.00 1773.00 1776.00 0.00 Flat 0.00 0
0+770 1776.00 1772.00 1772.00 8.00 Rolling 1.00 5
0+780 1776.00 1772.00 1774.00 4.00 Rolling 0.00 0
0+790 1776.00 1772.00 1774.00 4.00 Rolling 0.00 0
0+800 1776.00 1772.00 1774.00 4.00 Rolling 0.00 0
0+810 1776.00 1776.50 1776.75 1.50 Flat 4.50 22.5
0+820 1778.00 1778.00 1778.00 0.00 Flat 1.50 7.5
0+830 1778.50 1778.50 1778.50 0.00 Flat 0.50 2.5
0+840 1780.00 1782.00 1782.00 4.00 Rolling 3.50 17.5
0+850 1780.00 1782.00 1784.00 8.00 Rolling 0.00 0
0+860 1782.00 1784.00 1786.00 8.00 Rolling 2.00 10
0+870 1786.00 1786.00 1786.00 0.00 Flat 2.00 10
0+880 1788.00 1788.00 1788.00 0.00 Flat 2.00 10
0+900 1788.00 1788.00 1782.00 12.00 Rolling 0.00 0
0+920 1784.00 1782.00 1778.00 12.00 Rolling 6.00 30
11
0+940 1778.00 1774.00 1774.00 8.00 Rolling 8.00 40

0+960 1772.00 1772.00 1772.00 0.00 Flat 2.00 0
0+980 1772.00 1772.00 1772.00 0.00 Flat 0.00 0
1+000 1776.00 1777.00 1778.00 4.00 Rolling 5.00 25
1+020 1776.00 1778.00 1778.00 4.00 Rolling 1.00 5
1+040 1778.00 1778.00 1778.00 0.00 Flat 0.00 0
1+060 1778.00 1778.00 1778.00 0.00 Flat 0.00 0
1+080 1778.00 1778.00 1778.00 0.00 Flat 0.00 0
1+100 1776.00 1776.50 1778.75 5.50 Rolling 1.50 7.5
1+120 1774.00 1774.00 1778.00 8.00 Rolling 2.50 12.5
1+140 1772.00 1772.65 1774.00 4.00 Rolling 1.35 6.75
1+160 1770.00 1770.00 1770.00 0.00 Flat 2.65 13.25
1+180 1770.00 1768.00 1768.00 4.00 Rolling 2.00 10
1+200 1768.00 1768.00 1768.00 0.00 Flat 0.00 0
1+220 1778.00 1771.00 1770.00 16.00 Rolling 3.00 15
1+240 1766.00 1770.00 1772.00 12.00 Rolling 1.00 5
1+260 1766.00 1770.00 1776.00 20.00 Rolling 0.00 0
1+270 1766.00 1770.00 1778.00 24.00 Rolling 0.00 0
1+280 1778.00 1772.00 1778.00 0.00 Flat 2.00 10
1+290 1778.00 1772.00 1778.00 0.00 Flat 0.00 0
1+300 1778.00 1772.00 1778.00 0.00 Flat 0.00 0
1+310 1770.00 1772.00 1778.00 16.00 Rolling 0.00 0
1+320 1770.00 1772.00 1778.00 16.00 Rolling 0.00 0
1+330 1770.00 1772.00 1776.00 12.00 Rolling 0.00 0
1+340 1770.00 1772.00 1776.00 12.00 Rolling 0.00 0
1+350 1770.00 1769.00 1773.00 6.00 Rolling 3.00 15
1+360 1770.00 1770.00 1772.00 4.00 Rolling 1.00 5
1+370 1774.00 1770.00 1771.50 5.00 Rolling 0.00 0
1+380 1774.00 1770.00 1771.50 5.00 Rolling 0.00 0
1+390 1774.00 1770.00 1771.50 5.00 Rolling 0.00 0
12
1+400 1774.00 1770.00 1771.50 5.00 Rolling 0.00 0

1+410 1774.00 1772.00 1772.50 3.00 Rolling 2.00 10
1+420 1774.00 1772.00 1772.50 3.00 Rolling 0.00 0
1+430 1774.00 1772.00 1772.50 3.00 Rolling 0.00 0
1+440 1772.00 1770.00 1770.00 4.00 Rolling 2.00 10
1+450 1772.00 1770.00 1770.00 4.00 Rolling 0.00 0
1+460 1772.00 1770.00 1774.00 4.00 Rolling 0.00 0
1+470 1775.00 1774.00 1774.00 2.00 Flat 4.00 20
1+480 1775.00 1774.00 1774.00 2.00 Flat 0.00 0
1+500 1774.00 1774.00 1774.00 0.00 Flat 0.00 0
1+520 1776.00 1776.00 1776.00 0.00 Flat 2.00 10
1+540 1778.00 1778.00 1778.00 0.00 Flat 2.00 10
1+560 1776.00 1776.00 1776.00 0.00 Flat 2.00 10
1+580 1772.00 1774.00 1774.00 4.00 Rolling 2.00 10
1+600 1772.00 1772.00 1772.00 0.00 Flat 2.00 10
1+620 1770.00 1770.00 1770.00 0.00 Flat 2.00 10
1+640 1766.00 1766.00 1766.00 0.00 Flat 4.00 20
1+660 1769.00 1768.00 1770.00 2.00 Flat 2.00 10
1+680 1766.00 1766.00 1766.00 0.00 Flat 2.00 10
1+700 1766.00 1766.00 1766.00 0.00 Flat 0.00 0
1+720 1764.00 1764.00 1764.00 0.00 Flat 2.00 10
1+740 1762.00 1762.00 1760.00 4.00 Rolling 2.00 10
1+760 1762.00 1762.00 1760.00 4.00 Rolling 0.00 0
1+780 1762.00 1762.00 1762.00 0.00 Flat 0.00 0
1+800 1758.00 1758.00 1758.00 0.00 Flat 4.00 20
1+820 1757.00 1757.00 1757.00 0.00 Flat 1.00 5
1+840 1758.00 1757.00 1756.00 4.00 Rolling 0.00 0
1+860 1758.00 1756.00 1754.00 8.00 Rolling 1.00 5
1+880 1756.00 1754.00 1753.85 4.30 Rolling 2.00 10
This road project is composed of 34.78% flat, 65.22% rolling, and 0% Mountainous
13
2.4.3. Road Functional Classification and Numbering

Depending on the AADT at first year the road is functional classified as Trunk, Link, Main access
and others roads in Ethiopia. (ERA 2013), According to the Ethiopian Road Authority Geometric
Design Manual, centres of provisional importance must be connected each other by Trunk Road
that have first year AADT from 400-1000. Therefore, the road is Trunk Road. ( i.e AADT1=791)
2.4.4. Design Speed
The design speed is used as an index which links traffic flow and terrain to the design parameters
of sight distance and curvature to ensure that a driver is presented with a reasonably consistent
speed environment. Design speed is defined as the speed which is used to determine the various
geometric design features of the roadway, such as horizontal curve radius, maximum gradient,
super-elevation, curtailed sight distance and so on. During selection of design speed factors such
as
 Functional classification
 Topography
 Adjacent land use, and
 Anticipated operating speed are considered.
2.4.5. Design Standards

The design standard of a road is selected based on the design traffic flow (AADT) as shown in the
following table 2.7 according to ERA Geometric Design Manual 2013
14
Table 2.7. Design standard vs design speeds
Road Width (m) Design speed(Km/hr)

Design
functional Design traffic Surface Esca
standa
classification flow (AADT) type carriagew Rollin Mount rpme Urban/pe
rd
ay Flat g ainous nt ri-urban
DC8 10,000-15000 paved Dual 2x7.3 120 100 85 70 50
T DC7 3000-10,000 paved 7.3 120 100 85 70 50
R DC6 1000-3000 paved 7 100 85 70 60 50
ML U DC5 300-1000 paved 7 85 70 60 50 50
CAI N
F O I NK DC4(2) 150-300 paved 6.5-7 70 60 50 50
EL N K unpaved 7-7.5 45 30
EL A
DE C DC3 75-150 paved 6 70 60 50 50
EC C unpaved 7 45 30
RT E
OS DC2 25-75 paved 3.3 60 50 40 50
RS
unpaved 6 35 25
DC1 25-Jan unpaved 4.5 50 40 30 20 40
Basic unpaved
access <10 3.5
The design traffic flow shall normally be limited to be not more than one design class step higher
than the Annual Average Daily Traffic (AADT) in the first year of opening.
From the above table, for DC5:-
 surface type paved
 AADT1= 791
 The carriageway width is 7 m
 The design speed is 70km/hr. for Rolling terrain
15
CHAPTER THREE
GEOMETRIC DESIGN
3.1. INTRODUCTION
Geometric design is the process whereby the layout of the road through the terrain is designed to
meet the needs of the road users. The principal geometric features are the road cross-section,
horizontal and vertical alignment.
1. Cross section element
 Width of carriage way
 Width of shoulders
 Right of way
 Cross fall, camber and super elevation
2. Horizontal alignment
 Minimum radius of curve
 Minimum stopping sight distance
 Minimum passing sight distance
3. Vertical alignment
 Maximum gradient
 Minimum stopping sight distance on vertical curves
 Length of vertical curve
3.2. HORIZONTALALIGNMENT
The design elements of the horizontal alignment are the tangent, or straight section, the
circular curve, the transition curve (spiral) and the super elevation section.
3.2.1. Tangent sections
From an aesthetic point of view, tangent sections may often be beneficial in flat country but are
less so in rolling or mountainous terrain. From a safety standpoint, they provide better visibility
and more passing opportunities.
3.2.2. The Circular Curve

When a vehicle moves in a circular path, it is forced radial outward by centrifugal force.
The centrifugal force is counterbalanced by super elevation of the roadway and/or the side friction
16
developed between the tires and the road surface. For calculation of the minimum horizontal
radius, Rmin, for a particular design speed, the following equation shall be used:
𝐕𝐝^𝟐
Rmin = , Where
𝟏𝟐𝟕∗(𝐟+𝐞)
Vd = Design Speed (km/h)
e = Maximum super elevation (%/100)
f = Side friction coefficient (given in Tables 8-1 and 8-2) ERA Manual 2013
3.3 HORIZONTAL CURVE DESIGN

Function of Road – Trunk Road
Design Traffic Flow AADT = 791
Design Class of the Road – DC5
Design Speed = 70Km/hr. (From ERA Table 2.1)
Terrain Type -Rolling
e = 8% and f = 0.14 from ERA Manual Table 8.1
#Curve 1
Δ= 48˚, e=8%
PI= 0+790, El=1772m
Terrain type=Rolling Vd =70 Km/hr.
f=0.14 (ERA Geometric Design Manual 2013)
R min = 175 m from ERA mannual 2013
Transition curve required = If (R provided < 428 m, yes). If (R provided > 428 m, no) (ERA 2013)
Step 1.Radius of the curve (R)
Rmin =Vd2 /127(e + f), Rmin =702 /127(0.08 + 0.14)
Rmin = 175.38 m
From ERA for70 km/hr. Rmin= 175m Comparing the ERA and the calculated value we have
selected the calculated radius. The calculated value of ‘Rmin’ having e =8% and f =0.14 is
recommended to be 175.38 m.
Let us provide a curve radius R = 300 m to be more safe and create smooth curve.
Since R provided = 300m < 428 m => Transition curve required!
17
Degree of curvature at 20m standard arc (Da)
360∗10 3600
Da = = =, Da =4degree
𝜋𝑅 𝜋∗300
Step 2. Tangent length
T = (R) tan (∆/ 2), T = (300) tan(48˚/2 )
T = 133.57m
Step 3.Length of circular curve
𝐿 = (∆ × R*π)/180= (40˚*300*π)/180=209.33m
Step 4. External Distance
E = R(sec(∆/ 2 ) − 1), E = 300 ∗ (sec(̥48˚/2 ) − 1) =E = 28.23m
Step 5. Chord from P.C to P.T
C = 2 ∗ R ∗ sin(∆c /2) C = 2 ∗ 300 ∗ sin(48˚/ 2 ), C=244m
Step 6. Middle Ordinate
M = R(1 − cos(∆/ 2 )) , M = 300 ∗ [1 − cos(40˚/2)] =25.94m
Station PI=0+790
Point of curvature (P.C.) Station PC= PI - T= 0+790–133.57=0+656.43
Point of tangency (P.T.) station P.T. = P.C. + L =0=656.43 + 209.33= 0+866
Step 7. Setting out for the first curve
Length of first sub-chord, Cf= (0+660 -0+656.43) =3.57m
Length of the last sub-chord, Cl= (0+866-0+860) =6m
Step 8. Tangential angles
∂=1718.9c/R minutes R=300m ∆=48˚
PC=0+656.43 PT=0+866m
∂1=(1718.9*3)/300 minute=17.189minutes=0˚3 ̍16.97 ̎
∂2 to ∂10 =(1718.9*20)/300=114.59 ̍=1˚54 ̍35.6 ̎
∂11= (1718.9*6)/300=34.378 ̍ =0˚34 '22.68 ̎
Step 9. Deflection angles
∆1 = δ1 = 17.189 ̍ =0˚3’16.97 ̎
∆2 = ∆1 + δ2 =17.189 ̍ +114.59 ̍ = 131.779′ = 2˚11 ̍ 46.74 ̎
18
Table 3.1. Horizontal curve 1 setting out

Curve 1 setting out
Chord Cumulative Angle set
Point Station Deflection angles
length deflection angles be to 20"
0 0+656.43 0 0 0 -
1 0+.660 3.57 0˚3 '16.97 ̎ 0˚3 '16.97 ̎ 0˚3 '16.97 ̎
2 0+680 20 1˚54 ̍35.6 ̎ 2˚11 ̍ 46.74 ̎ 2˚11 ̍ 50 ̎
3 0+700 20 1˚54 ̍35.6 ̎ 4°6′22.14″ 4°6′20″
4 0+720 20 1˚54 ̍35.6 ̎ 6°0′57.54″ 6°0′60″
5 0+740 20 1˚54 ̍35.6 ̎ 7°55′32.94″ 7°55′40″
6 0+760 20 1˚54 ̍35.6 ̎ 9°50′8.34″ 9°50′00″
7 0+780 20 1˚54 ̍35.6 ̎ 11°44′43.74″ 11°44′40″
8 0+800 20 1˚54 '35.6 ̎ 13°39′19.14″ 13°39′20″
9 0+820 20 1˚54 '35.6 ̎ 15°33′54.54″ 15°33′50″
10 0+840 20 1˚54 '35.6 ̎ 17°28′29.94″ 17°28′30″
11 0+860 20 1˚54 '35.6 ̎ 21°17′40.74″ 21°17′40″
12 0+866 6 0˚34 '22.68 ̎ 23°39′19.14″ 24°0′00″
Check, ∆4=Δ/2= 48˚/2=24°0′00 ̎ Its OK!
3.3.1. Stopping sight distance
The stopping sight distance is the sum of the braking distance and the distance traversed during
the brake reaction time. The stopping sight distance on a roadway must be sufficient long enough
to enable a vehicle traveling at the design speed to stop before reaching a stationary object in its
path.
Figure 3.1 Stopping Sight Distance on Horizontal Curve
19
SSD=0.278vt +v2/254f f=0.31 from ERA table 7.1 t=2.5sec v=70km/hr. Where;
t= driver reaction time in second v=design speed in km/hr
f=0.31 coefficient of friction between tires and road way from
SSD=0.278*2.5*70*+702/254*0.31 =110.88m
Assumption SSD is less than length of curvature, SSD<LC
But For curve length =L>110.88m………… take L=209.33m for design
3.3.2. Passing Sight Distance
Passing Sight Distance is the minimum sight distance on two-way single roadway roads that must
be available to enable the driver of one vehicle to pass another vehicle safely without interfering
with the speed of an oncoming vehicle traveling at the design speed. Within the sight area the
terrain should be the same level or a level lower than the roadway. Otherwise, for horizontal
curves, it may be necessary to remove obstructions and widen cuttings on the insides of curves to
obtain the required sight distance. Care must be exercised in specifying passing/no-passing zones
in areas where the sight distance may be obscured in the future due to vegetative growth.
Figure 3.2 passing sight distance
The passing sight distance is generally determined by a formula with four components, as follows:
PSD = d1+d2+d3+d4
d1 =initial maneuverer distance, including a time for perception and reaction
d2 = distance during which passing vehicle is in the opposing lane
d3 = clearance distance between vehicles at the end of the maneuverer
d4 = distance traversed by the opposing vehicle
The formulae for these components are as indicated below:
d1 = 0.278 t1 (v – m + at1/2), Where
t1 = 4 sec, time of initial maneuver,
a = 2.3 km/h/s average acceleration, km/h/s
v = 70km/hr average speed of passing vehicle, km/h
20
m = 15km/hr difference in speed of passed vehicle and passing vehicle, km/h

d1=0.278(70-15+2.3(4/2) =48.65m
d2 = 0.278 vt2, Where
t2 =10 sec, time passing vehicle occupies left lane, sec
v =70km/hr average speed of passing vehicle, km/h
d2 = 0.278(70) (10) =194.6m
d3 =safe clearance distance between vehicles at the end of the maneuvere, is dependent on ambient
speeds as per Table 5.5 below:
Table 3.2.Clearance Distance (d3) vs. Ambient Speeds (source ERA manual table 7.2)
Speed Group (km/h) 50-65 66-80 81-100 101-120
d3 (m) 30 55 80 100
d3=55m…..from above table

d4 = distance traversed by the opposing vehicle, which is approximately equal to d2
less the portion of d2 whereby the passing vehicle is entering the left lane, estimated at:
d4=2d2/3
d4=2(194.6/3) =129.733
The minimum Passing Sight Distance (PSD) for design is therefore
PSD=d1+d2+d3+d4
PSD =48.65+194.6+55+129.733
PSD =427.98m
The usual values resulting from application of the formulae are reduced in this manual, as it
is deemed appropriate to address the distances covered by twice the d4 distance and the
clearance distance d3.
Table 3.3 Stopping sight distance and passing sight distance
Curve PSD(from SSD PSD

Rprov Vprov f t1 m a d1 t2 d2 d3 d4 SSD SSDpov Check
NO. formula) (ERA) (ERA)d
1 300.00 70.00 0.31 2.50 15.00 2.40 48.65 10.00 194.60 55.00 129.73 110.88 427.98 110.00 275.00 111.00 OK
21
3.3.3. Transition Curves

The characteristic of a transition curve is that it has a constantly changing radius. Transition curves
may be inserted between tangents and circular curves to reduce the abrupt introduction of lateral
acceleration and therefore to enhance safety.
It can be argued that transition curves are not a requirement for certain roads, particularly those of
lower classification, For large radius curves, the rate of change of lateral acceleration is small and
transition curves are not normally required.
Advantages of transition curves
A) Chances of overturning of vehicles reduced at junction of straight and the curve
B) Allows higher speed at the curve
C) The discomfort of the passengers is lessened while the vehicles negotiates the curve
D) Provides to introduce super elevation in proportion to the rate of change of curvature
Elements of transition curve
Lt=0.0215VD3/C*R, C - rate of acceleration, Lt-length of transition curve.
Ls (Length of spiral curve) =0.0215V3/CR, where V=design speed, R=radius of the curve, C
(coefficient) =80/ (75+V)
Shift (S)=Ls2/24R
Spiral deflection angle (øs)=28.65Ls/R in degree
Central angle of the circular curve (Δc)=Δ-2*øs
Total tangent length (circular and spiral) (Ts)= Ls/2+(Rc+S)*tan(Δ/2)

Length of the composite curve=L=R*(Δ-2*øs)*π/(180+2*Ls)
Function of Road – Trunk Road
Design Class of the Road – DC5
Design Speed = 70 Km/hr
Terrain Type - Rolling
Based on ERA manual our road require transition curve
Design transition curve one
∆=48⁰
BS=Beginning of station ES=End of station
LS=Length of station LC=Length of curvature
BC=Beginning of curvature TS=Tangent of station
22
PI=0+790 R=300m
Table 3.4. Transition curve parameters
PC VD (KPH) R ∆ LS Lmax ϕs ∆c Lc SC CS ST
0+656.43 70 300 48 49.01 84.85 4.68 38.64 202.21 0+705.44 0+907.65 0+956.66
3.3.4. Super elevation
Super-elevation rate, e is the raising of the outer edge of the road along a curve in order to
counteract the effect of radial centrifugal force in combination with the friction between the surface
and tires developed in the lateral direction.
Advantages of providing super elevation are
 Higher speeds without danger of over turning
 Increases volume of traffic Maintenance is reduced otherwise there will be wear on the
outside wheels causing potholes
 Water drain off which decrease the construction of gutters
i) Super elevation Runoff:-the length of roadway needs to accomplish a change in out-lane cross
slope from zero to super elevation, or vice versa.
Minimum length of Super elevation Runoff for tangent-to-curve transition: Maximum acceptable
difference between the longitudinal grades of the axis of rotation and the edge of the pavement:
appearance and comfort. Relative gradient varies with design speed longer runoff lengths at higher
speeds and shorter lengths at lower speeds.
Minimum length of Super elevation Runoff:
Lr = (wn1)* ed (bw)/G, where
n1 - No of lane rotated using AASHTO exhibit 3-28
w - Width of one traffic lane
ed - design super elevation rate
G - Maximum relative gradient
bw - adjustment factor for number of lane rotated
ii) Super elevation transition length
1. Minimum length of Super elevation runoff:
Lr = [(wn1)* (ed*bw)]/G using AASHTO exhibit 3-28, n1 = 2, bw =0.75 G = 0.485
w = 3.5m
23
Lr = [(3.5*2) * 8% *0.75)]/0.485 = 86.6m

Provided length of super elevation = 87m
ii)Tangent Run out:-length of roadway need to accomplish a change in outside lane cross slope
from normal cross slope rate to zero, or vice versa.
Minimum lengths of tangent run out: Depends on amount of adverse cross slope to be removed
and the rate at which it is removed and Relative gradient
Lt = (eNC Lr)/ed , where
Lt= 2.5% * 87)/8% ed - design super elevation rate = 8%
= 27.19 eNC - normal cross slope rate = 2.5%
Lr - Min. length of super elevation runoff = 87m Provide length of tangent run out, Lt = 28m
Total transition length (TTL) =tangent run out+ tangent runoff, TTL=28+87=115mm
Calculation
Curve 1
Chainage of BC =0+ 656.43, Radius, R= 300m, Design speed= 70km/h, No, of lane = 2
For DC5 shoulder cross fall= 4%, For DC5 normal cross fall= 2.5%, Road width = 7m
Rate of super elevation= 8%, Runoff length L r = 87m, Runout length L t = 28m
Calculated transition length in the tangent = 2/3Lr= 2/3*87=58m
Length of runoff on the curve = 1/3Lr=1/3*87=29m
Chainage of normal crown (transition in)
= Chainage of PC – 2/3TTL =0+656.43-2/3*115=0+579.76m
Chainage of BFSE (beginning of full super elevation)
= Chainage of PC + Lt/3=0+656.43+28/3=0+665.63m
Chainage of EFSE (end of full super elevation)
= PT- Lt/3=0+866-28/3= 0+856.67m
Chainage of normal crown (transition out)
= Chainage PT + 2/3TTL = 0+866+2/3*115=0+942.67m
3.3.5 Methods of Attaining Super elevation
Four methods are used to transition the pavement to a super elevated cross section. These methods
include:
Method-1:-evolving a travelled way with normal cross slopes about the Centre line profile.
24
Method-2:- Revolving a travelled way with normal cross slopes about the inside edge Profile.
Method-3:- Revolving a travelled way with normal cross slopes about the outside-edge profile.
Method-4:- Revolving a straight cross-slope travelled way about the outside-edge profile.
In our project we use method one –evolving a travelled way with normal cross slopes about the
centre line. (See Appendix B)
3.4. VERTICAL ALIGNMENT
The vertical alignment of the road has a strong influence on the construction cost, operation cost
of vehicles using the road and the number of accidents. The vertical alignment should provide
adequate sight distances over crests and sags and should not present any sudden hidden changes
in alignment to the driver. A vertical curve consists of straight parts of highway (grades) with
vertical curves.
During vertical alignment the following should be considered
 Gradient of the route should be between the allowable maximum & minimum.
 Critical length should be within limits.
 Vertical & horizontal curves should not overlap.
 Cut & fill should be balanced.
 Provision of adequate sight distance over all crests
 Avoidance of very short sag vertical curve, i.e. minimum of 120m for new road
 Avoidance of short grade between two vertical curves
 Avoidance short drop immediately before a long up grade
3.4.1. Gradients
One of the important considerations in designing a highway is the gradient. The cost of operation
of vehicles the speed of vehicles and the capacity of a highway are profoundly affected by the
grades provided. The grades are selected based on:
 The amount of earthwork (cut/fill) should be as minimum as possible to reduce cost.
 Design speed and topographic factors.
 Vehicle operating cost.
 Minimum grade of 0.05% should be provided for drainage purpose.
 Grades are selected as much as possible not to cause high fill.
 Fixing of grade for the road aligned
25
3.4.2. Design of Vertical Curve

The vertical alignment of a highway consists of straight sections of highway, grades or tangents,
connected by vertical curves. There are two types of vertical curves-summit (crest) and sag (valley)
curves, which are introduced at vertical grade type changes.
The vertical curve serves a number of purposes

 They serve as a gradual transition from one gradient to another riders
 They eliminate sudden humps and troughs
 They provided adequate visibility for stopping and overtaking
 If the point of vertical intersection (termed PVI) is above the road surface. The Curve is a
summit or crest curve and if it is below the road surface the curve is a sag curve
i)Crest Vertical Curve

Crest curves are provided where a rising falling gradient encountered or falling more falling
gradient occurs. The minimum length of vertical curves can be calculated using a formula based
on comfort and stopping sight distance requirement and the governing one can be used.
Here the difference in grade is less than 0.5%, the vertical curve is often omitted by applying single
gradient. The effect on passenger comfort of the change in vertical direction is greater on sag than
on crest vertical curves because gravitational and centripetal forces are in opposite directions,
rather than in the same direction.
ii)Sag Vertical Curve

At least four different criteria for establishing lengths of sag vertical curves are recognized to some
extent. These are: Headlight, Sight distance, Passenger comfort, and Drainage control General
appearance
Headlight sight distance has been used and for the most part is the basis for determining the length
of sag vertical curves recommended here.
When a vehicle traverses a sag vertical curve at night, the portion of highway lighted ahead is
dependent on the position of the headlights and the direction of the light beam. A headlight height
of 0.6m and a 1degree upward divergence of the light beam from the longitudinal axis of the
vehicle are commonly assumed.
26
The upward spread of the light beam above the 1-degree divergence angle provides some
additional visible length of roadway, but is not generally considered in design. For overall safety
on highways, a sag vertical curve should be long enough that the light beam distance is nearly the
same as stopping sight distance.
3.4.3. Minimum length determination

The minimum length of crest and sag curves have been designed to provide sufficient stopping
sight distance. The design is based on minimum allowable “K” values, as defined by the formula:
K = L/A
Where k = Limiting value, horizontal distance required to achieve a 1% change in grade
L = Length of vertical curve (m)
Length of crest curves
1) Curve length required for minimum curvature, k
L =AK
2) Length required for safe stopping
i. When SSD < L
𝑨𝑺𝑺𝑫𝟐
L1 = 𝟐𝟎𝟎∗(√𝐇𝟏+√𝐇𝟐)𝟐
𝟐𝟎𝟎∗(√𝐇𝟏+√𝐇𝟐)𝟐
ii. When SSD> L L2 = (2SSD - 𝐀
Where: H1 - driver's eye height = 1.070m, H2 - object height for SSd =0.15m and
for PSd = 1.3m
SSD is sight distance (m), A= Absolute value of gradient
3. Length required for passengers comfort
Lc = Vd 2* A /395
4. Length required for aesthetic (appearance)
La= 30 *A
Length of sag curve
1. Curve length required for minimum curvature, k
L =AK
2. Length required for safe stopping
i. When SSD< L
L1 = A*S2 / 200(h + S* tanβ)
27
ii. When SSD> L

L2 = 2S - 200(h + S* tanβ)/A
Where for sag curve, the height from the ground to the eye of the driver, h =0.6
And the angle b/n the ray from the observer’s eye to the object, β = 1 degree
3. Length required for passengers comfort
Lc = Vd2* A /395
La= 30 *A
3.4.4. Vertical curves design Calculation
Trunk Road
Road Constant – DC5
Terrain type Rolling
Design speed = 70 km/hr
1. Curve 2 Crest curve
Gradient determination
g1= (1782.00– 1782)/ (440)*100, g2= 8.6%
g2 = (1754– 1782)/960*100, g2= -2.92%
PI = elevation = 1782m PI Station = 0 + 920
From ERA geometrical manual
H1=1.07m H2=0.15m SSD=110.8m
1. Length of crest curve
L=AK where A=g2-g1=8.61-(-2.92)=11.53
2. Length required for safe stopping
SSD=0.278*V*t+V2/254f=0.278*70*2.5+702/(254*0.3)=110.8m
ASSD2 11.53∗110.82
When SSD<L, L1 = = =350.15m, (SSD<L=110.8<350.15) Ok!
200∗(√H1+√H2)2 404.25

La=30A= 30*11.53=345.9m
4. Length required for passenger comfort
Lc=Vd2*A/395=702*11.53/395=143m
28
Hence the governing length of curve is L=350.15m

Therefore use L= 360m which is safe for sight distance
Setting out for curve – 2
Station of PVI=0+920
Station of PVC= station of PVI - L/2, PVC = 0+920-360/2= PVC=0+740
Station of PVT = station of PVI+L/2, PVT =0+920+360/2=1+100
Elevation PVI = 1782m
Elevation PVC=Elevation PVI +g1*(L/2)
=1782-(0.086)*(360/2)=1766.52m
Elevation PVT=Elevation PVC + g2*L
=1766.52 +(-0.0292)(360) =1757.5m
Table 3.5 Setting vertical curve one
Distance Elv. On initial Final elevation

Chainage (km) from tangent 2
y=AX /200L on curve =Elv. Remark
pvc (X) =Elv.pvc+g1X On tangent-y
0+740 0 1766.52 0.00 1766.52 PVC
0+760 20 1768.24 0.06 1768.30
0+780 40 1769.96 0.26 1770.22
0+800 60 1771.68 0.58 1772.26
0+820 80 1773.40 1.02 1774.42
0.086
0+840 100 1775.12 1.60 1776.72
0+860 120 1776.84 2.31 1779.15
0+880 140 1778.56 2.45 1781.01
0+900 160 1780.28 3.20 1783.48
0+920 180 1781.00 4.05 1782.05 PVI
0+940 200 1750.16 5.00 1755.16
0+960 240 1748.99 7.20 1756.19
-0.0292
0+980 280 1747.82 9.80 1757.62
1+000 320 1746.66 12.80 1759.46
1+100 360 1745.49 13.50 1758.99 PVC
29
CHAPTER FOUR
EARTHWORK
4.1 INTRODUCTION
Earth work is conversion of natural condition to required section and grade. Earth work in highway
design includes determination of cuts and fills, location of borrow, waste sites, the free haul and
over haul distance determination. The most common item of work encountered in highway project
is earth work.
Earth work includes: Clearing and Grabbing, Excavation of drainage channels, Borrows, Haul &
overhaul, Grading and Preparation of side slopes
4.2. EXCAVATION
The process of losing and removal of soil and rocks. It can be done for three reasons.
 For structure foundation
 For borrow excavation
 Road ways and drainage excavation
4.3. EARTHWORKS QUANTITIES
The steps involved in the computation of earthwork quantities and the development of the optimal
mass haul diagram are:
 End area calculations
 Earthwork calculations
 Preparation of mass haul diagram
 Balancing earthworks using the mass haul diagram
4.3.1 End Area Calculation

For the purpose of calculating the quantity of earth work, the areas of cross-sections and the
distance between them must be known. Area of cross section can be calculated by the following
formula.
 Coordinate method
 Trapezoidal rule
 Simpson’s rule
 Simple geometric method
For this project trapezoidal method is used to estimate the area.
30
Area=0.5*b*(∑h)
4.3.2 Volume calculation
The volume is calculated by using average end area method
𝐴1+𝐴2
V= ×𝐿 where A1 and A2 are end area and L is length between two station
2
4.4. MASS HAUL DIAGRAM

The mass haul diagram is a continuous curve showing the accumulated algebraic sum of cuts (+ve)
and fills (-ve) from some initial station to any succeeding station.
Mass haul diagram characteristics:
 The ordinate at any point represents the cumulative material to that point on the profile
 Within the limits of a single cut, the curve rises from left to right; within the limits of the
fill, it falls from left to right
 Sections where the profile changes from cut to fill correspond to a maximum and the
opposite for change from fill to cut. Evidently the maximum and minimum points on the
mass diagram occurs at or near grade points on the profile.
 Any horizontal line cutting a loop of mass curve intersects the curve at two points between
which the cut is equal to the fill (adjusted for shrinkage); such a line is called Balance Line.
 The loop convex upward indicates that the haul from cut to fill is to be one direction.
4.4.1 Mass haul diagram use
 Amount and location of waste
 Amount and location of borrow
 Amount of overhaul in kilometre-cubic meters
 Direction of haul.
4.4.2 Economic Haul Distance
The economical limit of haul is defined as the distance through which it is more economical to
haul excavated material than to waste and borrow.
The following formula is presented as a guide to assist the designer in determining the economic
limit of haul:
Balancing mass haul diagram
𝐶𝑏𝑜𝑟
Cexc+Coh*Le=Cexc+Cbor (NB. Le= 𝐶𝑜ℎ )=EOH
Total Economic hual distance (LEH) =FHD+EOH, where:
31
 Cexc=cost of excavation per unit volume=60Birr/m3

 Cbo = cost of borrowing material at borrow pit=250Birr/m3
 Coh = cost of over hauling per unit volume-station =50Birr/m3.station
 Cw= Cost of waste = 40 birr/m3
 Cf= Cost of fill=60 birr/m3
 Le = economical over hauling distance.
 FHD = free haul distance.
 EOH=Economic overhaul distance
 Cost of 1 m3 of material to cut and to fill = Ce + Coh
 Cost of 1 m3 material from excavate, waste, borrow and place to fill = Ce + Cb.
From station 0+000 to 0+120 (volume of fill=28116m3
From station 0+120 to 1+340
FHD=720m, OHD=720+250/50=1220m, VFH=129600.6-41832=87,768.64m3,
OHV=41832-28116=13,716m3
From station 1+340+1+430 (fill volume= (31894.24+404.24)/2)=16,149.24m3
From station 1+430 to 1+880 (Waste volume=172,436.76m3)
Total excavation volume=87,768.64m3+13,716m3=101,484.64m3
Total fill volume=28116m3+16,149.24m3=44,265.24m3
Total waste volume=172,436.76m3
Cost of excavation =Total volume * unit cost of excavation =101,484.64m3*60=6,089,078.4Birr
Coast of waste=172,436.76m3*40Birr =6897470Birr
Cost of fill= 44,265.24m3*60Bbirr =2655914Birr
TOTAL COST=15642462Birr
32
CHAPTER FIVE
PAVEMENT DESIGN
5.1. INTRODUCTION
Pavements are all weathered surface ranging from the low cost gravel surface roads to the most
expensive composite pavement. A pavement structure is a layer structure which supports the
vehicle load on its surface and transfers and spreads the loads to the sub-grade without exceeding
either the strength of the sub-grade or the internal strength of the Pavement itself. Material and
thickness design are the major considerations in the structural design of highway pavements.
Material design refers to the selection of materials for each pavement layers and thickness design
refers to the process of determining the required thickness for each pavement layers.
Based on material nature and load distribution property, pavement can be categorized as:-
1. Flexible
2. Rigid
5.2. FLEXIBLE PAVEMENT
A flexible pavement is defined primarily as those pavements with bituminous surface (Asphalt
concrete) which has low flexural strength, and the load is largely transmitted to the sub grade soil
through the lateral distribution of stresses with increasing depth. The pavement trickiness is
designed such that the stresses on the sub grade soil are kept within its bearing capacity and the
sub-grade is prevented from excessive deformation. The strength and smoothness of flexible
pavement structure depends to a large extent on the deformation of the sub grade soil. Flexible
pavements are composed of a series of granular layers topped by a relatively thin high quality
bituminous surface.
5.2.1. Types of Flexible Pavement
1. Conventional flexible pavements
2. Full-Depth Asphalt Pavements
A) Conventional Flexible pavements
Conventional Flexible pavements are multi-layered structures with better materials on top where
the intensity of stress is high and inferior materials at the bottom where the intensity is low.
33
Flexible pavement is constructed by laying different layers of pavement material for the purpose
of decreasing the load distribution to the sub-grade and to limit the deflection of pavement
structure. And it consists of:
1. Surface Course (1st layer of pavement)
2. Base Course (2nd layer of pavement)
3. Sub-base Course
4. Capping layer
5. Sub grade
b) Full-Depth Asphalt Pavements
Full-depth asphalt pavements are constructed by placing one or more layers of hot mix asphalt
directly on the subgrade or improved subgrade. This concept was conceived by the Asphalt
Institute and is generally considered the most cost-effective and dependable type of asphalt
pavement for heavy traffic and quite popular in areas where local materials are not available.
5.3. RIGID PAVEMENTS

Rigid pavements are pavement structures constructed of cement concrete slabs, which derive their
capacity to with stand vehicle loads from flexural strength or beam strength due to high modulus
of elasticity. Because of high flexural strength, the vehicle load on cement concrete slab is
distributed over a relatively wider area of the soil than flexible pavements and thus, variation in
the sub-grade soil strength has little influence
5.4 COMPARISON OF RIGID AND FLEXIBLE PAVEMENTS

The following main differences between rigid and flexible pavements can be cited the manner in
which vehicle loads are transmitted to the sub-grade soil. The essential difference between the two
types of pavements is the manner in which they distribute the load over the sub grade. The rigid
pavement, because of its rigidity and high modulus of elasticity, tends to distribute the load over a
relatively wide area of soil; thus, the slab itself supplies a major portion of the structural capacity.
The major factor considered in the design of rigid pavements is the structural strength of the
concrete, and a certain amount of variation in sub grade strength has little influence upon the
structural capacity of the pavement.
34
5.5. FLEXIBLE PAVEMENT DESIGN FACTOR

The two most important parameters for the design of flexible pavements using ERA standard are:
1. Traffic loading and
2. Material
5.5.1. Traffic Loading
The cumulative axle load repetitions of traffic using the road for the entire service life of the
pavement is considered for the structural design. So in order to determine the structural
performance of the road over the entire service life of the road, the total vehicle volume which the
road can accommodate and maximum wheel load that can supported by the pavement without any
defect over the design period should be known.
5.5.2. Materials:
It is the second most parameter, which controls the performance of pavement structure throughout
its life periods. Therefore, the soils and materials investigations over the proposed alignment of
the road should be carried out to:
 Assess the suitability of the natural sub grade materials along the alignment as roadbed
materials
 Identify the material formation along the alignment as to whether they are disable or require
blasting
 Locate and investigate the suitability of construction material sources at reasonable hauling
distances
 Material cost constitutes a large portion of the total construction cost. Therefore, emphasis
should be put to minimize quantity as much as possible and making use of locally available
materials.
5.6. TRAFFIC ANALYSIS
Traffic is the major deteriorating cause for paved roads. This is the result of both the magnitude of
the individual wheel loads and the number of times these loads are applied. Equivalency factor are
used to convert the different axle loads into equivalent standard axle loads which will then be
added together to get the cumulative standard axle load repetition.
35
5.6.1 Initial Traffic Volume (AADTo)

The initial step before determining total traffic over the design life is to estimate the Average Daily
Traffic (ADT) currently using the route. ADT is usually obtained from actual classified traffic
counts over a shorter period on existing road or estimated from traffic on nearby roads with similar
travel pattern for new roads.
5.6.2 Cumulative equivalent axles (ESA)

The cumulative ESA acting on the design lane is the number of standard axle load repetition. The
initial ADT1, AADT0 and AADT1 for the vehicles are calculated in chapter three of this document
(See chapter 2BTable 2.3 through Table 2.4).
One directional flow
The road is planned to be opened for traffic in 2024
The anticipated traffic growth is constant 4%=I, Design period of Trunk Road=20 years =N
Then Calculation of the cumulative number of vehicles in one direction over the design period
years.
𝟏+𝐢)^𝐍−𝟏
T=365*0.5*AADT1*(( )
𝐢
Sample calculation for car

T=365*0.5* 202.64*((1+0.04)20-1)/0.04=1101251.7
Table 5.1. One directional cumulative numbers of vehicle
One directional Cumulative number of vehicle
AADT1 AADT1(2021)=0.5AADT1
Vehicle category (Over 20 years)
T=365*AADT1*{(1+i)^N -1)/i}
Car 202.64 101.32 1101251.70
Wagon & pick up 109.30 54.65 594008.49
Mini bus & Vans 76.14 38.07 413803.67
Small bus 85.97 42.98 467197.69
Medium bus 56.49 28.25 307015.63
Large bus 62.63 31.32 340386.89
Light truck 56.49 28.25 307015.63
Medium truck 117.90 58.95 640728.26
Heavy truck 13.51 6.75 73416.78
Articulate 9.83 4.91 53394.02
36
Table 5.2. Cumulative no. of ESA’S
Cumulative Equivalency
Vehicle category 10^6ESAs
vehicle (T) factor
Car 1101251.70 0 0.00
Wagon & pick up 594008.49 0 0.00
Mini bus & Vans 413803.67 0.7 0.29
Small bus 467197.69 0.73 0.34
Medium bus 307015.63 0.73 0.22
Large bus 340386.89 1.7 0.58
Light truck 307015.63 0.8 0.25
Medium truck 640728.26 1.7 1.09
Heavy truck 73416.78 1.8 0.13
Articulate 53394.02 2.2 0.12
TOTAL 3.02
The total ESA’s from the above table is 3.02*10^6

According to the above ESA’s value, the Equivalent standard Axle number we have determined
lies in (3.0 – 6.0)*106. Hence, the corresponding traffic class is T5 ESA’s.
37
Table 5.3. Traffic Classes for Flexible Pavement Design

Traffic Classes Range of ESAs(millions)
LV1 <0.01
LV2 0.01-0.1
T1/LV3(see note) 0.1-0.3
T2/LV4(see note) 0.3-0.5
T2LV5(see note) 0.5-0.7
T3 0.7-1.5
T4 1.5-3.0
T5 3.0-6.0
T6 6.0-10.0
T7 10.0-17
T8 17.0-30
T9 30.0-50.0
T10* 50.0-80.0
T11 >80.0
5.7. SUB-GRADE STRENGTH CHARACTERISTICS

In highway engineering, sub-grade is the finished grade line which is ready to accept sub-base,
base course & pavement.
For a particular road project the CBR values of the sub grade is determined from laboratory test
result taken at a certain intervals along the route which is assumed to be a representative CBR for
that particular interval. The CBR value obtained from test results are arranged in increasing order
and the graph is plotted for the CBR values vs number of tests. The design CBR value is then
obtained from the graph at a distance d from the origin & d is given by
d=0.1(n-1) where n is the number of test results
d=0.1*(5-1) =0.4
38
5.7.1 California Bearing Ratio (CBR) Test

The California test is a sample strength test that compares the bearing capacity of a material with
that of a well-graded crushed stone (thus, a high quality crushed stone material should have a CBR
at 100%.
Calculation of Design CBR value
Step 1. Calculate CBR (%) at 2.54mm and 5.08mm using the following formula
𝑃𝐸𝑁𝐸𝑇𝑅𝐴𝑇𝐼𝑂𝑁 𝐿𝑂𝐴𝐷
CBR (%) = 𝑆𝑇𝐴𝑁𝐷𝐴𝑅𝐷 𝐿𝑂𝐴𝐷
𝐿𝑜𝑎𝑑 @2.54𝑚𝑚
CBR (%)@2.54mm= *100%
13.44
𝐿𝑂𝐴𝐷 @5.08𝑚𝑚
CBR (%)@5.08mm= *100%
20.16
Table 5.4. CBR Calculation
Load(kg) CBR Corrected MDD MDD@95%

TEST NO.blows DD(g/cc) Compaction
CBR (g/cc)
2.54m 5.08m 2.54m 5.08
10 1.95 8.22 18.495 0.60 0.90 0.90 2.20 89
2.090
1 30 2.15 20.55 23.7 1.50 1.15 1.50 2.20 98
65 3 32.88 43.155 2.40 2.10 2.40 2.20 136
CBR @95%MDD 1.920 Swell 1.80
10 1.8 16.44 20.43 1.20 0.99 1.20 2.10 86
2 30 1.95 36.99 49.32 2.70 2.40 2.70 2.10 93 1.995
65 2.2 49.32 80.145 3.60 3.90 3.90 2.10 105
CBR @95% MDD 2.916 Swell 0
10 1.95 8.22 19.5 0.60 0.95 0.95 2.30 85
3 30 2.2 17.61 23.67 1.29 1.15 1.29 2.30 96 2.185
65 2.5 32.88 61.65 2.40 3.00 3.00 2.30 109
CBR @95% MDD 1.602 Swell 1.67
10 1.8 11.97 24.66 0.87 1.20 1.20 2.00 90
4 30 1.92 24.66 49.32 1.80 2.40 2.40 2.00 96 1.900
65 2.33 36.99 67.815 2.70 3.30 3.30 2.00 117
CBR @95%MDD 3.400 Swell 1.81
10 1.9 19.461 24.66 1.42 1.20 1.42 2.30 83
5 30 2.1 32.88 43.155 2.40 2.10 2.40 2.30 91 2.185
65 2.4 45.21 61.65 3.30 3.00 3.30 2.30 104
CBR @95% MDD 2.655 Swell 0
39
Table 5.5. CBR Calculation
Test No. CBR in ascending order
1 1.602
2 1.920
3 2.655
4 2.916
5 3.400
Figure 5.1 Graph of CBR
From the above graph the value of design CBR (%) is 1.85%
Now we can determine the subgrade depending upon the design class shown by ERA2013 Manual.
40
Table 5.6. CBR value and their corresponding structural

Class CBR Range (%)
S1 <3
S2 3-4
S3 5-7
S4 8-14
S5 15-30
S6 30+
Our CBR (%) 1.85% is less than 3%, hence the sub grade strength class to be assigned to this
project is S1. Therefore based on the above, and with the T5-S1 combination of traffic and
subgrade strength classes. The choice of chart will depend on a variety of factors but should be
based on minimizing total transport costs.
From the table below chart N0.7 is selected for design because it is economic with compare to
others. The total relative unit cost of chart 7 is 1.77 and the total thickness of pavement=750mm
41
Table 5.7 Relative cost of the alternative pavement structures
Relative costs of the alternative pavement structures(T5-S1)

Alternative Thickness Relative
Description
pavement (mm) unit cost
Surface dressing 50 0.33
Granular road base, GB1-GB3 200 0.73
CHART 1 Granular sub-base, GS 300* 0.37
Granular capping layer or selected sub-grade fill, GC 300 0.37
Total 850 1.8
Surface dressing 50 0.33
CHART 2 cement or lime-stablised road base 2, CB2 275 1.11
Total 775 2.37
Flexible Bituminous surface 50 0.33
CHART 3 Granular sub-base, GS 300* 0.47
Total 825 1.82
CHART 4 Cement or lime-stabilised road base 2, CB2 250 0.87
Total 750 2.13
Cement or lime-stablised sub-base, CS 125 0.68
CHART 7 Granular sub-base, GS 225 0.33
Total 750 1.77
Double surface dressing 50 0.33
Cement or lime-stabilised road base 2, CB2 200 0.87
CHART 8 Cement or lime-stablised sub-base, CS 225 0.93
Total 825 2.56
(Source ERA 2002 flexible pavement design manual)
42
CHAPTER SIX
DRAINAGE DESIGN
6.1. INTRODUCTION
Highway drainage is the process of removing and controlling excess surface and sub-surface water
with in the right of way. This includes interception and diversion of water from the road surface
and sub-grade. There are two types of highway drainage
a) Surface drainage: it is the removal and diversion of surface water from the roadway and
adjoining land.
b) Sub-surface drainage: it is the diversion or removal of excess soil-water from the sub grade
6.2 IMPORTANCE OF HIGHWAY DRAINAGE
An increasing moisture content cause decrease in strength or stability of soil mass; the variation in
soil strength with moisture content also depends on the soil type and the mode of stress application.
Drainage structures such as side ditches, bridges and culverts are an essential component in the
design development of a highway. The drainage design of roads is aimed at the protection of the
road through the prevention of damage due to flood or direct rainfall to achieve a chosen level of
service, without major rehabilitation, at the end of a selected design period, as economically as
possible. Design procedures take into account factors such as rainfall intensity, catchment areas,
ground cover, land use and run‐off and accomplished based on Ethiopian Roads Authority (ERA)
Drainage Design Manual (2013).
There are two main designing systems in a highway:
1. Longitudinal drainage system
2. Cross drainage
i) Longitudinal drainage system
The primary function of roadside channels is to collect surface runoff from the highway and areas
that drain to the right‐of‐way and convey the accumulated runoff to acceptable outlet points
The alignment, cross section, and grade of roadside channels is constrained to a large extent by the
geometric and safety standards applicable to the project. These channels should accommodate the
design runoff in a manner that assures the safety of motorists, and minimizes future maintenance,
damage to adjacent properties, and adverse environmental or aesthetic effects.
43
ii) Cross Drainage

If the stream crosses the road way, facility for cross drainage is to be provided. The water from
side drain is often taken by cross drain. Cross drain also used to divert the water away from the
road to water course or valley. There are different types of culverts. The commonly used types of
culverts are:- Slab culvert, Box culvert, Arch culvert and Pipe culvert
6.3. DESIGN OF SURFACE DRAINAGE SYSTEMS
The design of surface drainage system for a highway is safe and economical as much as possible..
6.3.1. Design Discharge Computation
The rational formulas estimates the peak rate of runoff at any location in a catchment area as a
function of the catchment area, runoff coefficient, and mean rainfall intensity for a duration equal
to the time of concentration (the time required for water to flow from the most remote point of the
basin to the location being analysed. The rational formula is expressed as:
𝑸 = 𝟎.𝟎𝟎𝟐𝟕𝟖 𝑪 , Where: -
Q = maximum rate of runoff, m3/s
C = runoff coefficient representing a ratio of runoff to rainfall (from ERA drainage manual,
Table5-3 through 5-6)
I = average rainfall intensity for a duration equal to the time of concentration, for a selected return
mm/hr. (from ERA drainage manual figure 5-8)
Cf=frequency period, mm factor equals to 1
A = catchment area of tributary to the design location, ha
6.3.2. Runoff Coefficient(C)
Runoff coefficient indicates or tells the permeability or runoff generated capacity of a given water
shade. This parameter depends on:-
 Type of the development with the catchments area
 Slope of the catchments area
 Availability of the flow the catchments area depressions, gullies, etc.
 Intensity and duration of the rain fall
44
6.3.3. Rainfall Intensity

The rainfall intensity (I) is the average rainfall rate in mm/hr for duration equal to the time of
concentration for a selected return period. Once a particular return period has been selected for
design and a time of concentration calculated for the catchment area, the rainfall intensity can be
determined from Rainfall-Intensity-Duration curves at Jimma.
Figure 6.1 Rainfall-Intensity-Duration curves
Sample Calculation for ditch

Design of road side ditch from 0+520 to 0+900 with elevation of 1748m and 1782.2m respectively.
Design storm frequency from the ERA table for DC6/DC5 side ditch is 5year and the data that are
important for the road side ditch design are
▪ Length of overland flow [L] =50m
▪ Length of main channel [L] = 380m
Calculation of the peak discharge using the rational method
𝑸 = 𝟎.𝟎𝟎𝟐𝟕𝟖 𝒄𝒇 𝑪𝑰𝑨
Step.1 Computation of catchment area (A)
In our project discharge contributing areas for ditch are:-
 Asphalt road itself (Carriage way (Ac))
45
 Shoulder area (Ash)

 The surrounding area (Asa)
Therefore; the total discharge contributing area (A) for the ditch is the sum of each contributing
area.
𝐴 = 𝐴𝑐 + 𝐴𝑠ℎ + 𝐴𝑠𝑎
i)Area for carriage way (Ac)
Since our projects have two lanes, each lane width is 3.5m; the total width of the carriageway is
7m. 𝐴𝑐 = 380𝑚 ∗ 7𝑚 = 2660𝑚2 =0.266ha
ii) Area for shoulder (Ash) From the geometric design part of this project for DC-5 the width of
the shoulder is determined to be 1.5m on both sides of the road.
𝐴𝑠ℎ = 380𝑚 ∗ (1.5𝑚 +1.5m) = 1140𝑚2 =0.114ha
Area of the surrounding land (Asa)
Asa = length of ditch * length of overland flow
𝐴𝑠𝑎 = 380𝑚 ∗ 50𝑚 = 19000𝑚2 = 1.9ℎ𝑎
𝐴 = 𝐴𝑐 + 𝐴𝑠ℎ + 𝐴𝑠𝑎 = (0.266+0.114+1.9) ℎ𝑎 = 2.24ℎ𝑎
Determine runoff coefficients since the carriageway, the shoulder and the catchment have different
run off coefficient, the runoff coefficient is the weighted value of the three areas. The coefficient
is from ERA Manual.
(A1∗C1)+(A2∗C2)+(A3∗C3) 0.266∗0.825+0.114∗0.85+1.9∗0.45
C= = = 0.52
(A1+A2+A3) 0.266+0.114+1.9
C1=carriageway is asphalt=0.825 = (0.7+0.95)/2

C2=shoulder is concrete, C2= (0.8+0.95)/2=0.85
C3=average catchment area runoff coeffients depend on C=Cs+Cp+Cv
1. Average slope of catchment (rolling), Cs=0.15
C=0.15+0.1+0.2
2. Permeability of soil (well drained), Cp=0.1
C=0.45
3. Vegetation, (cultivation) Cv=0.2
6.3.4. Calculate Time of concentration

(i)Time of concentration for overland flow
Overland flow is the type of flow that occurs in small, flat or in upper reaches of catchments, where
there is no clearly defined watercourse. Run-off, then, is in the form of thin layers of water flowing
46
slowly over the fairly uneven ground surface. The kerby formula is recommended for the
calculation of Tc in this case. It is only applicable to parts where the slope is fairly even.
𝑟𝐿
TC1 = 0.604 (√𝑆) ^0.467
L = hydraulic length of catchment, measured along flow path from the catchment boundary to the
point where the flood needs to be determined (km) = 0.38km
r= roughness coefficient of land = 0.4
H=Elevation difference (m)
𝛥𝐻 1782−1748
S= average slope, S=1000∗𝐿= =0.0895 L= length of catchment are(km)
1000∗0.38
𝟎.𝟒∗𝟎.𝟑𝟖𝟎
Tc1=0.604*( √𝟎.𝟎𝟖𝟗𝟓 ) 0.467 = 0.73hr=44min
(ii) Calculation of Time of Concentration for Defined Watercourses

In a defined watercourse, channel flow occurs. The recommended empirical formula for
calculating the time of concentration in natural channels was developed by the US Soil
Conservation Service
TC2 = (0.87∗𝐿2/ 1000∗𝑆𝑎𝑣g) ^0.385
Save = (𝐻0.85𝐿−𝐻0.1𝐿)/ 0.75𝐿
H 0.10L = elevation height at 10% of the length of the watercourse (m) = 1757m
H 0.85L = elevation height at 85% of the length of the watercourse (m) = 1782m
L=length of water course (km) = 380m = 0.38km
Savg = (𝐻0.85𝐿−𝐻0.1𝐿)/0.75𝐿 = (1782-1757)/0.75∗380 = 0.088
TC2 = (0.87∗𝐿2/1000∗𝑆𝑎𝑣g) ^0.385 = (0.87∗0.382 /1000∗0.088) ^0.385 = 0.08hr =4.82min
Tct =Tc1 + Tc2
Tct = 0.73hr + 0.08hr = 0.81hr=49min
Determine Rainfall intensity
From rainfall intensity chart above, I5=69mm/hr
Calculate the peak flood
Discharge (Q) = 𝟎.𝟎𝟎𝟐𝟕𝟖 𝒄𝒇 𝑪𝑰𝑨 =0.00278*1*0.52*69*2.24= 0.223m3/sec
For safety case and for some inconvenient of runoff determination; the calculated discharge is
calculated and the discharge is increased by 50 %.
Qd=0.223*1.5=0.335m3/sec
47
6.3.5 DESIGN OF ECONOMIC SECTION

Trapezoidal Ditch:
The most common channel shape for large flows is the trapezoidal section. Trapezoidal Channels
are easily constructed by machinery and are often the most economical to construct. When a wide
trapezoidal section is proposed, both traffic safety and aesthetics can be improved by rounding all
angles of the channel cross section with vertical curves.
Figure 6.2 Trapezoidal ditch

Economic trapezoidal section has the following properties
Side slope (m) =1:2
The stream bed soil is clay (Brown/dark brown stiff)
Vpermissible=1.2m/s
Now substitute the value of Area (A) @ equation below and determine depth of the channel
𝑄 0.335
a. A=𝑉 = =0.28m2
1.2
1 2
b. A=y2*(2√1 + (2) -1/2)
0.28=y2*1.736; y=0.4m
c. Perimeter (P) =A/y-my+2y√1 + 0.5^2 = 0.28/0.4-0.5*0.4+2*0.4*1.118=1.4m
d. Bottom width (B)=A/y-my=0.28/0.4-0.5*0.4=0.5m take B=0.6m
e. top width (T) =B+2my=0.6+2*0.5*0.4 =1m
f. Hydraulic radius (R) = A/P =0.28/1.4=0.2m or R= y/2 =0.4/2 =0.2m
nv (0.025∗1.2) 2
g. Channel slope (S) =[ 2 ]2= [ 2 ] = 0.008
R^( ) (0.2)^(3)
3
Provide freeboard= 0.3m

Y total = 0.3 + 0.4 = 0.7m. Now check economic trapezoid section safety for ten year (I10) return
period intensity of rainfall
48
Steps 1. Recalculate the area using the total depth after freeboard is added
A check = 𝑌2 (2√1 + 𝑚2 – m)
A check = 0.72(2√1 + 0.5^2 – 0.5)
A check = 98m2
Step 2 Determine discharge
Q check = A*V
Q check = 0.98*1.2=1.18m3/sec
Step 3 compare the calculated discharge with 10 year return period discharge
Q10 = 0.00278CCfIA
Q10 = 0.00278 ∗ 0.52*1* 0.98*75
Q10 = 0.11m3/sec
If Q check ≥ Q10 ----------- safe, (1.18>0.11) ------- Okay!
49
CHAPTER SEVEN
TRAFFIC SIGN AND ROAD MARKING
7.1. INTRODUCTION
Road features include the elements intended to improve the driver's perception and comprehension
of the continually changing appearance of the road. The elements addressed include:
Traffic signs - provide essential information to drivers for their safe and efficient Maneuvering on
the road.
Road markings - delineate the pavement edges and thereby clarify the paths that Vehicles are to
follow.
Marker posts - assist in a timely perception of the alignment ahead and, when Equipped with
reflectors, provide good optical guidance at night.
Traffic signals - key elements for the efficient functioning of many urban and rural junction roads.
Lighting - provided to improve the night-time safety of a road.
Standards for traffic signs, road markings and their placement are provided in the ERA.
The most commonly used control measures are:-
 Traffic signs
 Road marking
 Traffic signals
7.2. TRAFFIC SIGNS
The safety and efficiency of a road depends to a considerable degree on its geometric design.
However, physical layout must also be supplemented by effective traffic signing as a means of
informing and warning drivers, and controlling drivers. Design of traffic signs and road markings
is an intricate part of the design process. Traffic Signs are of three general types:
 Regulatory Signs
 Warning Signs
 Informatory Signs
7.2.1. Regulatory Signs
Indicate legal requirement of traffic movement this include stop signs, give way signs, etc.
Right of way series: These include two unique signs that assign the right of way to the selected
approaches of an intersection. They are the STOP sign and GIVE WAY sign.
50
Figure 7.1 Right of Way Series Signs
7.2.2. Warning Signs

Warning signs or cautionary signs give information to the driver about the impending road
condition. They advise the driver to obey the rules and they are meant for the own safety of drivers.
Colours used for this type of signs is that the legend will be black in colour with a white background
and upward triangular or diamond shape with red borders.
Some examples of warning sign include;
 Right turn or Left turn
 Cross-road
Use of warning sign
 Safety of workers and motorists is from a great importance.
 The work include Highway construction, maintenance, utility and emergency operation
 Road users should have to be guided in a clear and positive manner.
 A uniform placement of traffic Control devices at highway work zones provides traffic
Control consistency for the motorist.
To Ahead left @0+760 To Ahead right @1+330 Design speed
7.2.3. Informative signs

Informative signs also called guide signs, are provided to assist the drivers to reach their desired
destinations. Predominantly it is meant for the drivers who are unfamiliar to the place.
51
7.3. ROAD MARKING

The function of road markings is to encourage safe and expeditious operation. Road markings
either supplement traffic signs and marker posts or serve independently to indicate certain
regulations or hazardous conditions.
There are three general types of road markings in use- pavement markings, object markings and
road studs.
7.3.1. Pavement marking
Consist of centrelines, lane lines, no overtaking lines, edge lines, etc. Pavement marking can be
divided in to four:
a) Longitudinal: dividing lines, lane lines and edge lines
b) Transversal line: stop line, give way line and pedestrian crossings
c) Arrows, words, symbol markings: arrows, restricted areas, text and symbols
d) Special markings and dividing centreline
7.3.2. Object marking
Physical obstructions in or near the carriage way should be removed to provide the appropriate
clear zone.
1. Word messages
 inform to guide, regulate, or warn the road user,
 capital letters are used STOP, SLOW, SCHOOL, RIGHT TRUN ONLY
The function of road markings is to encourage safe and expeditious operation. In many case road
marking supplement and enhance the messages of other traffic control devices such as traffic signs
and signals.
Figure 7.2 Single and double continuous dividing line
52
CHAPTER EIGHT
CONCLUSION AND RECOMMENDATION
8.1. CONCLUSION
Highway road design is the backbone of world country to connect each other. The surveying data
had collected for three route (3 alternative) from the given contour. Among them route two is
selected as best route depend on route selection criteria such as, short length, economic, type of
terrain and safety. The design and functional class of the route is DC-5 and Trunk Road
respectively with rolling terrain. The Annual Average Daily Traffic is 791 and design speed is
70Km/hr. The road is designed as per ERA manual 2013.the road has two horizontal and vertical
curve.
In design process we had included traffic analysis, horizontal and vertical alignment design,
earthwork, surface drainage and economical pavement structure. Providing appropriate gradients,
which balance the amount of earth work and other basic factor which controls economy and
aesthetics as well as drainage of the highway. Calculation of the volume of earth work and drawing
of mass haul diagram is done to determine the economical over haul distance and total cost of earth
work. In addition to this traffic sign and signal are provided to decrease the traffic accident. The
road design is 1.88km length and all constant parameters are taken from ERA and AASHTO
manual.
Finally, for safe driving condition and longer life of the road, sufficient collection of data, good
design and implementation of the design and good construction are the corner stone in road
construction.
53
8.2. RECOMMENDATION
 To minimize the traffic accident the driver must drive as per speed provided.
 Ditches shall be kept free of silt, debris, large amount of vegetation.
 The subgrade soil is very weak so it may exposed to erosion. To minimize the soil erosion
planting the plant is encouraged.
 Ditches must be free of obstruction such as sand or sediment deposits shall be removed as
soon as possible.
 In order to fulfill the specification requirement pavements structure properly designed.
Thus, the users of this road have responsibility to protect the safety of the road.
 The project is designed as per ERA Manual so we recommend that the user of this
document must be refer the manual where it is necessary.
54
REFERENCE
1. ERA, Route Selection Manual, Ethiopian Roads Authority. Addis Ababa, Ethiopia: 2013.
2. ERA, Geometric Design Manual, Ethiopian Roads Authority. Addis Ababa, Ethiopia:
2013.
3. American Association of State of Highway and Transportation Official. Policy on the
geometry design of highway and street. Washington, DC. 2001.
4. ERA, Pavement Design Manual Volume 1 Flexible Pavements, Ethiopian Roads
Authority. Addis Ababa, Ethiopia: 2013.
5. ERA, Drainage Design Manual, Ethiopian Roads Authority. Addis Ababa, Ethiopia: 2013
55
APPENDIX: A TERRAIN TYPES

Table A1 ROUTE 1
Elevation Slope Terrain ∆H Longitudinal
Station Left @(- center Right@ (%) Type slope%
25m) (25m)
0+000 1786.00 1780.00 1776.00 20.00 Rolling 0.00 0.00
0+020 1788.00 1782.50 1778.50 19.00 Rolling 2.50 12.50
0+040 1788.00 1784.00 1780.00 16.00 Rolling 1.50 7.50
0+060 1789.00 1786.00 1780.00 18.00 Rolling 2.00 10.00
0+080 1788.50 1786.00 1780.00 17.00 Rolling 0.00 0.00
0+100 1787.00 1784.00 1780.50 13.00 Rolling 2.00 10.00
0+120 1782.00 1780.00 1778.00 8.00 Rolling 4.00 20.00
0+140 1778.00 1780.75 1776.00 4.00 Rolling 0.75 3.75
0+160 1780.00 1780.00 1778.00 4.00 Rolling 0.75 3.75
0+180 1780.00 1782.00 1780.00 0.00 Flat 2.00 10.00
0+200 1782.00 1782.00 1780.00 4.00 Rolling 0.00 0.00
0+220 1780.00 1780.00 1774.00 12.00 Rolling 2.00 10.00
0+240 1774.00 1774.00 1772.00 4.00 Rolling 6.00 30.00
0+260 1774.00 1774.00 1772.00 4.00 Rolling 0.00 0.00
0+280 1774.00 1774.00 1772.00 4.00 Rolling 0.00 0.00
0+300 1774.00 1774.00 1772.00 4.00 Rolling 0.00 0.00
0+320 1772.00 1772.00 1772.00 0.00 Flat 2.00 10.00
0+340 1769.00 1770.00 1768.00 2.00 Flat 2.00 10.00
0+360 1766.00 1766.00 1764.00 4.00 Rolling 4.00 20.00
0+380 1762.00 1760.00 1760.65 2.70 Flat 6.00 30.00
0+400 1760.00 1760.00 1762.00 4.00 Rolling 0.00 0.00
0+420 1760.00 1761.00 1760.50 1.00 Flat 1.00 5.00
0+440 1760.00 1761.00 1760.50 1.00 Flat 0.00 0.00
0+460 1760.00 1762.00 1760.50 1.00 Flat 1.00 5.00
0+480 1761.00 1762.00 1761.00 0.00 Flat 0.00 0.00
56
0+500 1760.00 1759.00 1758.00 4.00 Rolling 3.00 15.00

0+510 1757.00 1758.00 1754.00 6.00 Rolling 1.00 5.00
0+520 1756.00 1756.00 1754.00 4.00 Rolling 2.00 10.00
0+530 1754.00 1754.50 1752.00 4.00 Rolling 1.50 7.50
0+540 1752.00 1752.00 1752.00 0.00 Flat 2.50 12.50
0+550 1750.00 1752.00 1752.00 4.00 Rolling 0.00 0.00
0+560 1751.00 1752.00 1750.00 2.00 Flat 0.00 0.00
0+570 1750.00 1750.00 1750.00 0.00 Flat 2.00 10.00
0+580 1750.00 1750.00 1749.00 2.00 Flat 0.00 0.00
0+590 1750.00 1750.00 1749.00 2.00 Flat 0.00 0.00
0+600 1750.00 1750.00 1749.00 2.00 Flat 0.00 0.00
0+610 1750.00 1750.00 1749.00 2.00 Flat 0.00 0.00
0+620 1750.00 1750.00 1749.00 2.00 Flat 0.00 0.00
0+630 1748.00 1748.00 1748.00 0.00 Flat 2.00 10.00
0+640 1746.00 1746.00 1746.00 0.00 Flat 2.00 10.00
0+650 1744.00 1746.00 1744.65 1.30 Flat 0.00 0.00
0+660 1744.00 1744.00 1742.00 4.00 Rolling 2.00 10.00
0+670 1744.00 1744.00 1740.00 8.00 Rolling 0.00 0.00
0+680 1744.00 1742.00 1738.00 12.00 Rolling 2.00 10.00
0+690 1744.00 1742.00 1738.00 12.00 Rolling 0.00 0.00
0+700 1744.00 1742.00 1738.00 12.00 Rolling 0.00 0.00
0+710 1744.00 1744.00 1740.00 8.00 Rolling 2.00 20.00
0+720 1742.00 1744.00 1742.00 0.00 Flat 0.00 0.00
0+740 1742.00 1744.00 1744.00 4.00 Rolling 0.00 0.00
0+760 1738.00 1744.00 1744.00 12.00 Rolling 0.00 0.00
0+780 1740.00 1740.00 1740.00 0.00 Flat 4.00 40.00
0+800 1738.00 1740.00 1742.00 8.00 Rolling 0.00 0.00
0+820 1740.50 1742.00 1746.00 11.00 Rolling 0.13 1.25
0+840 1750.00 1746.00 1746.00 8.00 Rolling 2.00 20.00
0+860 1750.00 1748.00 1748.00 4.00 Rolling 2.00 20.00
57
0+880 1748.00 1748.00 1748.00 0.00 Flat 0.00 0.00

1+000 1746.00 1746.00 1749.00 6.00 Rolling 2.00 20.00
1+020 1744.00 1746.00 1752.00 16.00 Rolling 0.00 0.00
1+040 1744.00 1746.00 1752.00 16.00 Rolling 0.00 0.00
1+060 1746.00 1748.00 1753.00 14.00 Rolling 2.00 20.00
1+080 1749.00 1749.00 1754.00 10.00 Rolling 1.00 5.00
1+100 1752.00 1752.00 1754.00 4.00 Rolling 3.00 15.00
1+120 1754.00 1754.50 1755.00 2.00 Flat 2.50 12.50
1+130 1756.00 1756.00 1758.00 4.00 Rolling 1.50 7.50
1+140 1756.00 1756.65 1758.50 5.00 Rolling 0.65 3.25
1+150 1754.00 1756.00 1758.00 8.00 Rolling 0.65 3.25
1+160 1754.00 1756.00 1758.00 8.00 Rolling 0.00 0.00
1+180 1754.00 1755.75 1758.00 8.00 Rolling 0.25 1.25
1+190 1753.75 1755.00 1757.50 7.50 Rolling 0.75 3.75
1+200 1753.75 1754.00 1756.00 4.50 Rolling 1.00 5.00
1+210 1750.00 1754.00 1751.00 2.00 Flat 0.00 0.00
1+220 1750.00 1754.00 1751.00 2.00 Flat 0.00 0.00
1+230 1750.00 1754.00 1751.00 2.00 Flat 0.00 0.00
1+240 1752.00 1754.00 1755.00 6.00 Rolling 0.00 0.00
1+250 1752.00 1754.50 1755.00 6.00 Rolling 0.50 2.50
1+260 1750.00 1754.00 1756.00 12.00 Rolling 0.50 2.50
1+270 1750.00 1754.00 1756.00 12.00 Rolling 0.00 0.00
1+280 1750.00 1754.00 1756.00 12.00 Rolling 0.00 0.00
1+290 1750.50 1754.45 1756.75 12.50 Rolling 0.45 2.25
1+300 1752.00 1756.00 1758.00 12.00 Rolling 1.55 7.75
1+310 1752.00 1756.00 1758.00 12.00 Rolling 0.00 0.00
1+320 1752.50 1756.54 1758.50 12.00 Rolling 0.54 2.70
1+340 1752.50 1758.00 1758.50 12.00 Rolling 1.46 7.30
1+360 1756.00 1758.50 1760.30 8.60 Rolling 0.50 2.50
1+380 1757.50 1759.00 1760.50 6.00 Rolling 0.50 2.50
1+400 1757.50 1759.00 1760.50 6.00 Rolling 0.00 0.00
1+420 1757.50 1759.00 1760.50 6.00 Rolling 0.00 0.00
58
1+440 1757.65 1760.00 1761.75 8.20 Rolling 1.00 5.00

1+460 1760.00 1762.00 1766.00 12.00 Rolling 2.00 10.00
1+480 1762.75 1764.00 1766.00 6.50 Rolling 2.00 10.00
1+500 1765.00 1765.00 1766.75 3.50 Rolling 1.00 5.00
1+520 1766.00 1766.00 1767.00 2.00 Flat 1.00 5.00
1+540 1772.00 1772.00 1772.00 0.00 Flat 6.00 30.00
1+560 1774.00 1772.00 1772.00 4.00 Rolling 0.00 0.00
1+580 1774.00 1773.00 1772.00 4.00 Rolling 1.00 5.00
1+600 1774.00 1773.00 1772.00 4.00 Rolling 0.00 0.00
1+620 1775.00 1775.00 1775.75 1.50 Flat 2.00 10.00
1+640 1776.00 1777.00 1777.00 2.00 Flat 2.00 10.00
1+660 1778.00 1778.00 1778.00 0.00 Flat 1.00 5.00
1+680 1778.00 1778.00 1778.00 0.00 Flat 0.00 0.00
1+700 1774.00 1774.00 1774.00 0.00 Flat 4.00 20.00
1+720 1778.00 1775.00 1776.00 4.00 Rolling 1.00 5.00
1+740 1778.00 1777.50 1776.00 4.00 Rolling 2.50 12.50
1+760 1765.00 1765.00 1765.00 0.00 Flat 12.50 62.50
1+780 1765.00 1765.00 1764.00 2.00 Flat 0.00 0.00
1+800 1764 1765.00 1765.50 3.00 Rolling 0.00 0.00
1+820 1764.7 1764.25 1764 1.40 Flat 0.75 3.75
1+840 1764 1764 1764.65 1.30 Flat 0.25 1.25
1+860 1764.5 1764 1764 1.00 Flat 0.00 0.00
1+880 1763.00 1763.00 1762.00 2.00 Flat 1.00 5.00
1+900 1762.00 1762.00 1762.00 0.00 Flat 1.00 5.00
1+920 1760.00 1760.00 1760.00 0.00 Flat 2.00 10.00
1+940 1760.00 1760.00 1760.00 0.00 Flat 0.00 0.00
1+960 1758.00 1758.00 1758.00 0.00 Flat 2.00 10.00
1+980 1760.00 1755.00 1755.75 8.50 Rolling 3.00 15.00
2+000 1760.00 1756.00 1755.50 9.00 Rolling 1.00 5.00
2+020 1756.00 1754.00 1753.50 5.00 Rolling 2.00 10.00
59
Table A2 Route 3
Station Elevation Slope Terrain ∆H Longitudinal

Left @(- center Right@ (%) Type slope%
25m) (25m)
0+000 1787.00 1782.00 1778.00 18.00 Rolling 0.00 0
0+020 1788.50 1784.00 1780.00 17.00 Rolling 2.00 10
0+040 1790.00 1786.00 1782.00 16.00 Rolling 2.00 10
0+060 1790.00 1788.00 1784.00 12.00 Rolling 2.00 10
0+080 1790.00 1788.00 1782.00 16.00 Rolling 0.00 0
0+100 1788.00 1786.00 1782.00 12.00 Rolling 2.00 10
0+120 1784.00 1782.00 1780.50 7.00 Rolling 4.00 20
0+140 1780.00 1780.00 1780.00 0.00 Flat 2.00 10
0+160 1778.00 1778.00 1780.00 4.00 Rolling 2.00 10
0+180 1779.00 1780.00 1781.50 5.00 Rolling 2.00 10
0+200 1780.00 1782.00 1782.00 4.00 Rolling 2.00 10
0+220 1778.00 1780.00 1778.00 0.00 Flat 2.00 10
0+240 1777.00 1778.00 1774.00 6.00 Rolling 2.00 10
0+260 1776.00 1775.50 1774.00 4.00 Rolling 2.50 12.5
0+280 1776.00 1775.50 1774.00 4.00 Rolling 0.00 0
0+300 1774.00 1772.00 1772.50 3.00 Rolling 3.50 17.5
0+320 1770.00 1770.00 1772.00 4.00 Rolling 2.00 10
0+340 1768.00 1768.00 1768.00 0.00 Flat 2.00 10
0+360 1766.00 1766.00 1766.00 0.00 Flat 2.00 10
0+380 1760.00 1763.00 1764.00 8.00 Rolling 3.00 15
0+400 1754.00 1758.00 1760.00 12.00 Rolling 5.00 25
0+420 1750.00 1754.00 1758.00 16.00 Rolling 4.00 20
0+440 1750.00 1754.00 1758.00 16.00 Rolling 0.00 0
0+460 1752.00 1756.00 1760.00 16.00 Rolling 2.00 10
0+480 1754.00 1758.50 1760.20 12.40 Rolling 2.50 12.5
60
0+500 1758.00 1760.00 1760.50 5.00 Rolling 1.50 7.5

0+520 1758.00 1760.00 1758.00 0.00 Flat 0.00 0
0+540 1758.00 1758.00 1754.00 8.00 Rolling 2.00 10
0+560 1754.00 1752.00 1751.00 6.00 Rolling 6.00 30
0+580 1752.50 1751.00 1750.00 5.00 Rolling 1.00 5
0+600 1752.00 1751.00 1750.00 4.00 Rolling 0.00 0
0+610 1752.00 1751.00 1750.00 4.00 Rolling 0.00 0
0+620 1752.00 1751.00 1751.00 2.00 Flat 0.00 0
0+630 1752.00 1751.00 1751.00 2.00 Flat 0.00 0
0+640 1752.00 1752.00 1752.00 0.00 Flat 1.00 5
0+650 1752.00 1752.00 1752.00 0.00 Flat 0.00 0
0+660 1752.00 1752.00 1752.00 0.00 Flat 0.00 0
0+670 1750.00 1751.00 1751.00 2.00 Flat 1.00 5
0+680 1750.00 1748.00 1748.00 4.00 Rolling 3.00 15
0+690 1748.00 1746.00 1744.00 8.00 Rolling 2.00 10
0+700 1742.00 1744.00 1744.00 4.00 Rolling 2.00 10
0+710 1742.00 1743.00 1744.00 4.00 Rolling 1.00 5
0+720 1740.00 1741.00 1742.00 4.00 Rolling 2.00 10
0+730 1740.00 1742.00 1742.50 5.00 Rolling 1.00 5
0+740 1740.00 1742.00 1742.50 5.00 Rolling 0.00 0
0+750 1736.00 1738.00 1740.00 8.00 Rolling 4.00 20
0+760 1736.00 1738.00 1740.00 8.00 Rolling 0.00 0
0+770 1736.50 1738.00 1740.00 7.00 Rolling 0.00 0
0+780 1736.00 1739.00 1740.00 8.00 Rolling 1.00 5
0+800 1740.00 1742.00 1742.00 4.00 Rolling 3.00 15
0+820 1741.00 1744.00 1744.00 6.00 Rolling 2.00 10
0+840 1742.00 1744.00 1744.00 4.00 Rolling 0.00 0
0+860 1744.00 1744.00 1744.00 0.00 Flat 0.00 0
0+880 1744.00 1744.00 1744.50 1.00 Flat 0.00 0
0+900 1742.00 1744.00 1744.00 4.00 Rolling 0.00 0
61
0+920 1742.00 1744.00 1744.00 4.00 Rolling 0.00 0

0+940 1744.00 1744.00 1744.00 0.00 Flat 0.00 0
0+960 1747.00 1746.00 1744.50 5.00 Rolling 2.00 10
0+980 1752.00 1750.00 1746.00 12.00 Rolling 4.00 20
1+000 1756.00 1754.00 1750.00 12.00 Rolling 4.00 20
1+020 1758.00 1756.00 1754.00 8.00 Rolling 2.00 10
1+040 1762.00 1760.00 1758.00 8.00 Rolling 4.00 20
1+060 1764.00 1763.00 1760.00 8.00 Rolling 3.00 15
1+080 1770.00 1767.00 1764.00 12.00 Rolling 4.00 20
1+100 1768.00 1766.00 1764.00 8.00 Rolling 1.00 5
1+120 1765.00 1769.00 1770.00 10.00 Rolling 3.00 15
1+140 1772.00 1770.50 1768.00 8.00 Rolling 1.50 7.5
1+160 1774.00 1778.00 1770.00 8.00 Rolling 7.50 37.5
1+180 1772.00 1772.00 1772.50 1.00 Flat 6.00 30
1+200 1772.00 1774.00 1775.00 6.00 Rolling 2.00 10
1+220 1774.00 1776.00 1778.00 8.00 Rolling 2.00 10
1+240 1774.00 1776.00 1778.00 8.00 Rolling 0.00 0
1+260 1774.00 1776.10 1778.50 9.00 Rolling 0.10 0.5
1+270 1774.00 1775.00 1776.00 4.00 Rolling 1.10 5.5
1+280 1776.50 1776.00 1776.00 1.00 Flat 1.00 5
1+290 1778.00 1776.50 1776.00 4.00 Rolling 0.50 2.5
1+300 1778.00 1777.00 1776.00 4.00 Rolling 0.50 2.5
1+310 1778.00 1777.00 1776.00 4.00 Rolling 0.00 0
1+320 1778.00 1777.00 1778.50 1.00 Flat 0.00 0
1+330 1778.50 1778.00 1778.00 1.00 Flat 1.00 5
1+340 1779.00 1779.00 1779.00 0.00 Flat 1.00 5
1+350 1780.00 1780.00 1780.00 0.00 Flat 1.00 5
1+360 1780.00 1780.00 1780.00 0.00 Flat 0.00 0
1+370 1781.00 1781.50 1781.50 1.00 Flat 1.50 7.5
1+380 1782.00 1782.00 1782.00 0.00 Flat 0.50 2.5
62
1+390 1782.00 1784.00 1786.00 8.00 Rolling 2.00 10

1+400 1782.00 1783.00 1784.00 4.00 Rolling 1.00 5
1+410 1782.00 1783.00 1786.00 8.00 Rolling 0.00 0
1+420 1782.00 1784.00 1786.00 8.00 Rolling 1.00 5
1+440 1782.00 1784.50 1787.00 10.00 Rolling 0.50 2.5
1+460 1782.50 1784.00 1786.00 7.00 Rolling 0.50 2.5
1+480 1782.00 1784.00 1782.00 0.00 Flat 0.00 0
1+500 1784.00 1784.00 1782.00 4.00 Rolling 0.00 0
1+520 1784.00 1782.00 1778.00 12.00 Rolling 2.00 10
1+540 1784.00 1780.00 1776.00 16.00 Rolling 2.00 10
1+560 1784.00 1778.00 1774.00 20.00 Rolling 2.00 10
1+580 1782.00 1776.00 1774.50 15.00 Rolling 2.00 10
1+600 1778.00 1774.00 1772.00 12.00 Rolling 2.00 10
1+620 1774.00 1772.00 1770.00 8.00 Rolling 2.00 10
1+640 1772.00 1770.00 1768.00 8.00 Rolling 2.00 10
1+660 1770.00 1766.00 1765.00 10.00 Rolling 4.00 20
1+680 1776.00 1764.00 1763.50 25.00 Rolling 2.00 10
1+700 1764.00 1762.00 1760.00 8.00 Rolling 2.00 10
1+720 1763.50 1762.50 1756.00 15.00 Rolling 0.50 2.5
1+740 1764.00 1764.00 1764.00 0.00 Flat 1.50 7.5
1+760 1764.00 1764.00 1761.00 6.00 Rolling 0.00 0
1+780 1762.00 1762.00 1760.00 4.00 Rolling 2.00 10
1+800 1760.00 1760.00 1761.50 3.00 Rolling 2.00 10
1+820 1758.00 1758.00 1758.00 0.00 Flat 2.00 10
1+840 1758.00 1756.00 1754.00 8.00 Rolling 2.00 10
1+860 1758.00 1756.50 1752.00 12.00 Rolling 0.50 2.5
1+880 1756.00 1754.00 1748.00 16.00 Rolling 2.50 12.5
1+900 1756.00 1754.00 1748.00 16.00 Rolling 0.00 0
1+920 1758.00 1756.00 1752.00 12.00 Rolling 2.00 10
1+940 1760.00 1758.00 1756.00 8.00 Rolling 2.00 10
1+960 1755.00 1756.50 1757.00 4.00 Rolling 1.50 7.5
1+980 1755.50 1756.00 1757.00 3.00 Rolling 0.50 2.5
2+000 1756.00 1754.00 1753.00 6.00 Rolling 2.00 10
63
APPENDIX: B. SUPPER ELEVATION

C1. Super elevation attainment for curve 1
Note:
BSFE =Beginning of full super elevation
EFSE =End of full super elevation
BC =Beginning of curve
NC = Normal crown
E.P =Elevation profile
64
APPENDIX: C. EARTH WORK DATA

AREA AND VOLUME
Station AREA VOLUME Adj.fa Adj.Volu Net Cumulative

CUT( FILL( CUT FILL ctor me of Volume(m Volume(m3)
+) -) (10%) (FILL) 3)
0+000 0.0 -72.0 0.0 0.0 0.9 0.0 0.0 0.0
0+020 0.0 -112 0.0 -1840 0.9 -1656.0 -1656.0 -1656.0
0+040 0.0 -130 0.0 -2420 0.9 -2178.0 -2178.0 -3834.0
0+060 0.0 -160 0.0 -2900 0.9 -2610.0 -2610.0 -6444.0
0+080 0.0 -284 0.0 -4440 0.9 -3996.0 -3996.0 -10440.0
0+100 0.0 -598 0.0 -8820 0.9 -7938.0 -7938.0 -18378.0
0+120 0.0 -484 0.0 -10820 0.9 -9738.0 -9738.0 -28116.0
0+140 0.0 -368 0.0 -8520.0 0.9 -7668.0 -7668.0 -35784.0
0+160 0.0 -304 0.0 -6720.0 0.9 -6048.0 -6048.0 -41832.0
0+180 0.0 -404 0.0 -7080.0 0.9 -6372.0 -6372.0 -48204.0
0+200 0.0 -440 0.0 -8440.0 0.9 -7596.0 -7596.0 -55800.0
0+220 0.0 -364 0.0 -8040.0 0.9 -7236.0 -7236.0 -63036.0
0+240 0.0 -264 0.0 -6284.8 0.9 -5656.3 -5656.3 -68692.3
0+260 0.0 -50.0 0.0 -3144.8 0.9 -2830.3 -2830.3 -71522.6
0+280 76.0 0.0 760.0 -500.0 0.9 -450.0 310.0 -71212.6
0+300 0.0 -148 760.0 -1480.0 0.9 -1332.0 -572.0 -71784.6
0+320 0.0 -296 0.0 -4440.0 0.9 -3996.0 -3996.0 -75780.6
0+340 0.0 -382 0.0 -6780.0 0.9 -6102.0 -6102.0 -81882.6
0+360 0.0 -396 0.0 -7780.0 0.9 -7002.0 -7002.0 -88884.6
0+380 0.0 -256 0.0 -6520.0 0.9 -5868.0 -5868.0 -94752.6
0+400 0.0 -280 0.0 -5360.0 0.9 -4824.0 -4824.0 -99576.6
0+420 0.0 -316 0.0 -5960.0 0.9 -5364.0 -5364.0 -104940.6
0+440 0.0 -478 0.0 -7940.0 0.9 -7146.0 -7146.0 -112086.6
0+460 0.0 -402 0.0 -8800.0 0.9 -7920.0 -7920.0 -120006.6
65
0+480 0.0 -326 0.0 -7280.0 0.9 -6552.0 -6552.0 -126558.6

0+500 0.0 -12 0.0 -3380.0 0.9 -3042.0 -3042.0 -129600.6
0+520 188.0 0.0 1880.0 -120.0 0.9 -108.0 1772.0 -127828.6
0+540 298.0 0.0 4860.0 0.0 0.9 0.0 4860.0 -122968.6
0+560 270.0 0.0 5680.0 0.0 0.9 0.0 5680.0 -117288.6
0+580 318.0 0.0 5880.0 0.0 0.9 0.0 5880.0 -111408.6
0+600 252.7 0.0 5707.0 0.0 0.9 0.0 5707.0 -105701.6
0+620 150.0 0.0 4027.0 0.0 0.9 0.0 4027.0 -101674.6
0+640 60.0 0.0 2100.0 0.0 0.9 0.0 2100.0 -99574.6
0+660 -18.0 0.0 420.0 0.0 0.9 0.0 420.0 -99154.6
0+680 58.0 0.0 400.0 0.0 0.9 0.0 400.0 -98754.6
0+700 114.0 0.0 1720.0 0.0 0.9 0.0 1720.0 -97034.6
0+710 145.0 0.0 2590.0 0.0 0.9 0.0 2590.0 -94444.6
0+720 100.0 0.0 2450.0 0.0 0.9 0.0 2450.0 -91994.6
0+730 173.0 0.0 2730.0 0.0 0.9 0.0 2730.0 -89264.6
0+740 221.7 0.0 3947.0 0.0 0.9 0.0 3947.0 -85317.6
0+750 224.4 0.0 4460.6 0.0 0.9 0.0 4460.6 -80857.0
0+760 206.0 0.0 4303.6 0.0 0.9 0.0 4303.6 -76553.4
0+770 99.0 0.0 3050.0 0.0 0.9 0.0 3050.0 -73503.4
0+780 66.0 0.0 1650.0 0.0 0.9 0.0 1650.0 -71853.4
0+790 21.0 0.0 870.0 0.0 0.9 0.0 870.0 -70983.4
0+800 -24.0 0.0 -30.0 0.0 0.9 0.0 -30.0 -71013.4
0+810 118.5 0.0 945.0 0.0 0.9 0.0 945.0 -70068.4
0+820 150.0 0.0 2685.0 0.0 0.9 0.0 2685.0 -67383.4
0+830 85.0 0.0 2350.0 0.0 0.9 0.0 2350.0 -65033.4
0+840 203.0 0.0 2880.0 0.0 0.9 0.0 2880.0 -62153.4
0+850 170.0 0.0 3730.0 0.0 0.9 0.0 3730.0 -58423.4
0+860 225.0 0.0 3950.0 0.0 0.9 0.0 3950.0 -54473.4
0+870 280.0 0.0 5050.0 0.0 0.9 0.0 5050.0 -49423.4
0+880 335.0 0.0 6150.0 0.0 0.9 0.0 6150.0 -43273.4
66
0+900 254.0 0.0 5890.0 0.0 0.9 0.0 5890.0 -37383.4

0+920 0.0 -112 2540.0 -1120.0 0.9 -1008.0 1532.0 -35851.4
0+940 0.0 -352 0.0 -4640.0 0.9 -4176.0 -4176.0 -40027.4
0+960 0.0 -372 0.0 -7240.0 0.9 -6516.0 -6516.0 -46543.4
0+980 0.0 -344 0.0 -7160.0 0.9 -6444.0 -6444.0 -52987.4
1+000 0.0 -66.0 0.0 -4100.0 0.9 -3690.0 -3690.0 -56677.4
1+020 3.6 -3.6 36.0 -696.0 0.9 -626.4 -590.4 -57267.8
1+040 40.0 0.0 436.0 -36.0 0.9 -32.4 403.6 -56864.2
1+060 68.0 0.0 1080.0 0.0 0.9 0.0 1080.0 -55784.2
1+080 96.0 0.0 1640.0 0.0 0.9 0.0 1640.0 -54144.2
1+100 59.5 0.0 1555.0 0.0 0.9 0.0 1555.0 -52589.2
1+120 -24.0 0.0 355.0 0.0 0.9 0.0 355.0 -52234.2
1+140 0.0 0.0 -240.0 0.0 0.9 0.0 -240.0 -52474.2
1+160 0.0 0.0 0.0 0.0 0.9 0.0 0.0 -52474.2
1+180 0.0 0.0 0.0 0.0 0.9 0.0 0.0 -52474.2
1+200 0.0 0.0 0.0 0.0 0.9 0.0 0.0 -52474.2
1+220 0.0 0.0 0.0 0.0 0.9 0.0 0.0 -52474.2
1+240 0.0 0.0 0.0 0.0 0.9 0.0 0.0 -52474.2
1+260 0.0 0.0 0.0 0.0 0.9 0.0 0.0 -52474.2
1+270 1.0 0.0 10.0 0.0 0.9 0.0 10.0 -52464.2
1+280 148.0 0.0 1490.0 0.0 0.9 0.0 1490.0 -50974.2
1+290 162.0 0.0 3100.0 0.0 0.9 0.0 3100.0 -47874.2
1+300 176.0 0.0 3380.0 0.0 0.9 0.0 3380.0 -44494.2
1+310 142.0 0.0 3180.0 0.0 0.9 0.0 3180.0 -41314.2
1+320 156.0 0.0 2980.0 0.0 0.9 0.0 2980.0 -38334.2
1+330 158.0 0.0 3140.0 0.0 0.9 0.0 3140.0 -35194.2
1+340 172.0 0.0 3300.0 0.0 0.9 0.0 3300.0 -31894.2
1+350 54.0 0.0 2260.0 0.0 0.9 0.0 2260.0 -29634.2
1+360 100.0 0.0 1540.0 0.0 0.9 0.0 1540.0 -28094.2
1+370 135.0 0.0 2350.0 0.0 0.9 0.0 2350.0 -25744.2
67
1+380 149.0 0.0 2840.0 0.0 0.9 0.0 2840.0 -22904.2

1+390 163.0 0.0 3120.0 0.0 0.9 0.0 3120.0 -19784.2
1+400 177.0 0.0 3400.0 0.0 0.9 0.0 3400.0 -16384.2
1+410 273.0 0.0 4500.0 0.0 0.9 0.0 4500.0 -11884.2
1+420 287.0 0.0 5600.0 0.0 0.9 0.0 5600.0 -6284.2
1+430 301.0 0.0 5880.0 0.0 0.9 0.0 5880.0 -404.2
1+440 212.0 0.0 5130.0 0.0 0.9 0.0 5130.0 4725.8
1+450 226.0 0.0 4380.0 0.0 0.9 0.0 4380.0 9105.8
1+460 264.0 0.0 4900.0 0.0 0.9 0.0 4900.0 14005.8
1+470 448.0 0.0 7120.0 0.0 0.9 0.0 7120.0 21125.8
1+480 462.0 0.0 9100.0 0.0 0.9 0.0 9100.0 30225.8
1+500 484.0 0.0 9460.0 0.0 0.9 0.0 9460.0 39685.8
1+520 612.0 0.0 10960 0.0 0.9 0.0 10960.0 50645.8
1+540 740.0 0.0 13520 0.0 0.9 0.0 13520.0 64165.8
1+560 668.0 0.0 14080 0.0 0.9 0.0 14080.0 78245.8
1+580 584.0 0.0 12520 0.0 0.9 0.0 12520.0 90765.8
1+600 524 0 11080 0 0.9 0 11080 101845.76
1+620 452 0 9760 0 0.9 0 9760 111605.76
1+640 280 0 7320 0 0.9 0 7320 118925.76
1+660 426 0 7060 0 0.9 0 7060 125985.76
1+680 336 0 7620 0 0.9 0 7620 133605.76
1+700 364 0 7000 0 0.9 0 7000 140605.76
1+720 292 0 6560 0 0.9 0 6560 147165.76
1+740 208 0 5000 0 0.9 0 5000 152165.76
1+760 236 0 4440 0 0.9 0 4440 156605.76
1+780 276 0 5120 0 0.9 0 5120 161725.76
1+800 104 0 3800 0 0.9 0 3800 165525.76
1+820 82 0 1860 0 0.9 0 1860 167385.76
1+840 110 0 1920 0 0.9 0 1920 169305.76
1+860 88 0 1980 0 0.9 0 1980 171285.76
1+880 27.1 0 1151 0 0.9 0 1151 172436.76
68
APPENDIX: D. ROAD PROFILE
69
APPENDIX: E. MASS HAUL DIAGRAM
70

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JIMMA UNIVERSITY

JIMMA INSTITUTE OF TECHNOLOGY (JIT)

CIVIL ENGINEERIG INTEGRATED DESIGN PROJECT-II

Mr. OLUMA GUDINA _____________

Submitted Date: April, 14, 2021

SNO. NAME OF STUDENTS ID.NO

Mr. OLUMA GUDINA _____________

3.2.1. Tangent sections ..................................................................................................... 16

5.6.1 Initial Traffic Volume (AADTo) ............................................................................. 36

Figure 1.1 Jimma map

Table 1.1. Average Temperature and Rainfall at Jimma

1.2. ROAD (HIGWAYS)

1.3.2 The Specific Objective of this Project

2.4. MAIN DESIGN CONTROL AND CRITERIA

2. Functional importance - of the road to realign regional provisional importance in connecting

Table 2.2. Design period of Road

C) Traffic analysis and forecasting

1. Determination of ADT& AADT

two days 24hr traffic 6D+6N+7D+7N

Sample night factor calculation for car

RIGHT SIDE LEFT SIDE

For other vehicles in tabular form below

Average daily traffic count (ADT0) for each vehicle

Then adjust the value of ADT by multiplying night factor

Therefore, the value of x=2024-2021=3

Total AADT1 (2024) =AADT0*(1+Growth rate %)x, Gr=4%

For wagon and pick up, AADT1=97.17*1.044=109.3

Diverted Generated Growth AADT1

2.4.2. Terrain Type

Slope <5% (5-25) % (25-50)% >50%

Transverse terrain calculation

Difference in vertical elevation

Table 2.6.Transverse terrain (selected route-2

0+520 1752.00 1752.00 1750.00 4.00 Rolling 8.00 40

0+940 1778.00 1774.00 1774.00 8.00 Rolling 8.00 40

1+400 1774.00 1770.00 1771.50 5.00 Rolling 0.00 0

2.4.3. Road Functional Classification and Numbering

2.4.5. Design Standards

Table 2.7. Design standard vs design speeds

Road Width (m) Design speed(Km/hr)

3.2.2. The Circular Curve

e = Maximum super elevation (%/100)

3.3 HORIZONTAL CURVE DESIGN

Degree of curvature at 20m standard arc (Da)

Table 3.1. Horizontal curve 1 setting out

Figure 3.1 Stopping Sight Distance on Horizontal Curve

Figure 3.2 passing sight distance

m = 15km/hr difference in speed of passed vehicle and passing vehicle, km/h

d3=55m…..from above table

Table 3.3 Stopping sight distance and passing sight distance

Curve PSD(from SSD PSD

3.3.3. Transition Curves

Central angle of the circular curve (Δc)=Δ-2*øs

Total tangent length (circular and spiral) (Ts)= Ls/2+(Rc+S)*tan(Δ/2)

Lr = [(3.5*2) * 8% *0.75)]/0.485 = 86.6m

3.4.2. Design of Vertical Curve

The vertical curve serves a number of purposes

i)Crest Vertical Curve

ii)Sag Vertical Curve

3.4.3. Minimum length determination

ii. When SSD> L

2. Length required for safe stopping

3. Length required for aesthetic (appearance)

Lr = [(3.52) 8% *0.75)]/0.485 = 86.6m