Highway Engineering I – Semester Project

HIGHWAY
Definition and Introduction
Highways are built to the highest construction standards. Interstate highways,
freeways, and expressways are examples of fully controlled-access highways. Vehicles
that enter or exit these types of highways can do so only at certain points along the
highway, generally by using special entrance and exit ramps. The ramps allow vehicles to
access the road without disturbing the flow of traffic. Incoming vehicles must merge with
flowing traffic, and vehicles leaving the highway use exit ramps that guide them off the
highway without blocking the traffic behind. Intersections with other roads are avoided
by using either bridges known as overpasses to carry one roadway over another or short
tunnel-like structures called underpassesto carry one roadway under another. Finished
strips called shoulderson the edges of highways allow drivers of disabled vehicles to
make repairs or await assistance without blocking traffic.

Highways with fully controlled access generally have two or more lanes for each

direction of travel and often include medians (dividers in the middle of the road) to
separate traffic moving in opposite directions. In Europe, highways with fully controlled
access are called motorways, motor-routes, or autobahns.

Some highways offer only partial control of access. These types of highways

handle less traffic than do highways with fully controlled access. Highways with partially
controlled access may intersect other roads at the same level (called at-grade), rather than
using overpasses or underpasses. Vehicles can enter highways with partially controlled
access at intersections rather than using ramps. However, the right-of-way is often given
to one direction of travel, rather than requiring all traffic to stop at the intersection.
Giving the right-of-way to one direction of traffic helps keep traffic moving at higher
speeds, although typically not at speeds as high as those on a highway with fully
controlled access. One benefit of highways with partially controlled access is that they
are much cheaper to construct than highways with fully controlled access.

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Highway Engineering I – Semester Project

Our Project:

The steps followed in our design are:

 Selection of the most suitable route of the roadway according to the guidelines
isprovided in the ERA (Ethiopian Road Authority) manual.

 Provisionof the design controls and criteria, which for our case it is provide that it
is design standard 1 (DS1), for our route. This includes the design speed,
minimum stopping distance, minimum horizontal curve radius, weather a
transition curve is required or not, the maximum gradient desirable and absolute
gradient to be provided, maximum super elevation, and so on.

 Definition of the natural elevation of the selected route is followed by the careful
design of the vertical and horizontal alignment of the roadway formation. This
includes both horizontal and vertical curve (geometry) deign.

 Design of cross section comes next which requires different drainage and
embankment slopes.

 The last procedure in our design is to determine the amount of earth work quantity
and the important mass-haul diagram.

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 Highway Engineering I – Semester Project

1. ROUTE SELECTION
1.1. Introduction
Route selection is an important step in the design of transportation route. It is
important because a bad alignment will enhance the construction, maintenance and
vehicle operating costs. Once an alignment is fixed and constructed it is not easy to
increase in cost of adjoining land and construction of costly structures by the roadside.

In general, the aim of alignment selection process is to find a location for the new road
that will result in the lowest total construction, land, traffic, and environmental costs.

 Some of the factors which influence the route corridor selection are:

 Topographic, geologic, and physical characteristics.

 Number, type and characteristics of water courses
 Potential risk of slides, slope instability or floods
 Human settlements affected by the road; and
 Environmental impact of the selected route.

1.2. Guidelines for route selection

The possible alternatives are next evaluated by the following criteria:

 What are the relative lengths of the alternatives? Normally the shortest distance is
preferable.
 What are the average and mean gradients of the alternatives? Normally the least severe
grade alternative is preferred. However, the relation of minimum grade may be the
inverse to the shortest length route.
 Which alternative more closely follows an existing road or track? This makes survey and
construction easier and may indicate the route of least earthworks.
 Which alternative follows the least severe terrain type? An alignment through, for
instance, rolling terrain should be less costly to construct, have lower vehicle operating
costs and maintenance costs, and less severe horizontal curves than a route through
mountainous terrain.
 Which route remains for a longer period on the crest of the terrain? Such an alignment
minimizes the need for drainage structures.
 Which alignment minimizes the need for land acquisition? Which alignment minimizes
the need to demolish buildings and houses?

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 Highway Engineering I – Semester Project

 What is the total number of bridges required for each alternative? What is the total
aggregate length of these bridges?
 Which route results in the least environmental disturbance to the surrounding area?
 Which route has the least overall project cost, including both design and construction?
1.3 Steps in route location:
• Know the termini points of the scheme.
• From the study of a map of the area, identify and locate
 National parks
 Any ancient relics, castles and the likes
 Existence of monasteries
 Mining sites
 Existing transport facilities
 Other public facilities (electricity, water)
 Location of construction materials

• Conduct preliminary and reconnaissance surveys and collect information on

pertinent details of topography, climate, soil, vegetation, and any other factors.
• Based on the information collected in the previous two steps select a corridor.
• Identify a number of possible centrelines within the corridor.
• Make a preliminary design for the possible alternative alignments and plot on a base
map.
• Examine each of the alternative alignment with respect to grades, volume of earthwork,
drainage, crossing structures, etc to select the best alternative route.
• Make final design and location of the selected best alternative route.

1.4 Based on the given areal topographic map we have selected three corridors.
 Above a heritage and grave yard.
 Between the heritage and a forest, above grave yard.
 Between the heritage and the forest, below grave yard.

Among the above corridors we have chosen corridor I, since there is an existing
road so that it minimizes construction cost, earthwork quantity, and easy access to
transportation.

After the corridor has been chosen some alignments were chosen to show the exact
path of the road. In this case we have selected three alignments and we have used
different criteria to pick the best one.

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Highway Engineering I – Semester Project

1.5 Design Controls and Criteria

The elements of design are influenced by a wide variety of design controls,
engineering criteria, and project specific objectives. Such factors include the following:

 Functional classification of the roadway

 Projected traffic volume and composition
 Required design speed
 Topography of the surrounding land
 Capital costs for construction
 Human sensory capacities of roadway users
 Vehicle size and performance characteristics
 Traffic safety considerations
 Environmental considerations
 Right-of-way impacts and costs

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 Highway Engineering I – Semester Project

Functional classification of the road:

Since this road is designed for D.S.1 the road is trunk.

Centers of
international
importance and have a present AADT
roads terminating at 10000
international
boundaries .

Trun
k
 WE HAVE DECIDED IT IS A LINK ROAD

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Terrain
The geometric design elements of a road depend on the transverse terrain through
which the road passes. Transverse terrain properties are categorized into four classes as
follows:

FLAT: Flat or gently rolling country, which offers few obstacles to the
construction of a road, having continuously unrestricted horizontal and
vertical alignment (transverse terrain slope up to 5 percent).

ROLLING: Rolling, hilly or foothill country where the slopes

generally rise and fall moderately and where occasional steep
slopes are encountered, resulting in some restrictions in
alignment (transverse terrain slope from 5 percent to 25 percent).

MOUNTAINOUS : Rugged, hilly and mountainous country

and river gorges. This class of terrain imposes definite restrictions
on the standard of alignment obtainable and often involves long
steep grades and limited sight distance (transverse terrain slope
from 25 percent to 50 percent).

ESCARPMENT: In addition to the terrain classes given

above, a fourth class is added to cater to those situations
whereby the standards associated with each of the above terrain
types cannot be met. We refer to escarpment situations inclusive
of switchback roadway sections, or side hill transverse sections
where earthwork quantities are considerable, with transverse
terrain slope in excess of 50 percent).

 WE HAVE DECIDED THAT THE TYPE OF THE TEERIAN IS ROLLING.

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DESIGN VEHICLE

Both the physical characteristics and turning capabilities of vehicles are controls in
geometric design. Vehicle characteristics and dimensions affecting design include power
to weight ratio, minimum turning radius and travel path during a turn, and vehicle height
and width. The road elements affected include the selection of maximum gradient, lane
width, horizontal curve widening, and junction design.

The present vehicle fleet in Ethiopia includes a high number of four-wheel drive
utility vehicles and overloaded trucks. Until more detailed information becomes available
regarding the makeup of the vehicle fleet in Ethiopia, the four design vehicles indicated
in Table 5-1 should be used in the control of geometric design:

Some of the controls and criteria used in the design of the road way.

These controls and criterias are taken from ERA manual.

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Table 2-2: Slope Ratio Table – Vertical to Horizontal

Material Height of Side Back Slope Zone Description

Slope Slope

Cut Fill

Earth or Soil 0.0 - 1.0m 1:4 1:4 1:3 Recoverable

1.0 - 2.0m 1:3 1:3 1:2 Non-recoverable

Over 2.0m 1:2 1:2 1:1.5 Critical

Rock Any height See Standard Details Critical

Black Cotton 0.0 - 2.0m - 1:6 - Recoverable

Soil*
Over 2.0m 1:4

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For route selection purpose we prepared the following tables

and graphs

Route1
Station Distance Remark Elevation Gradient Max gradient
0+000 0 Point A 1968 0.000895 0.03972
0+020 20 1967.5 0.001191
0+040 40 1964 0.001481
0+060 60 1963.5 0.001585
0+080 80 1962 0.001664
0+100 100 1961 0.001654
0+120 120 1960 0.001575
0+140 140 1957 0.001419
0+160 160 1957.5 0.00104
0+180 180 1958 0.00066
0+200 200 1956 0.000279
0+220 220 1955 -0.00029
0+240 240 1955.5 -0.00099
0+260 260 1955.5 -0.00172
0+280 280 1954.5 -0.00251
0+300 300 1953 -0.00347
90+310 310 PI1 1953.5 -0.00466
0+330 330 1954 -0.00594
0+350 350 1955.5 -0.0073
0+370 370 1959 -0.00866
0+390 390 1963.5 -0.00978
0+410 410 1965.5 -0.01053
0+430 430 1969.5 -0.01112
0+450 450 1970 -0.01129
0+470 470 1969.5 -0.0114
0+490 490 1969 -0.01155
0+510 510 1969 -0.01176
0+530 530 1970.5 -0.01196
0+550 550 1970.5 -0.01194
0+570 570 1969.5 -0.01188
0+590 590 1969.5 -0.01193
0+610 610 1969 -0.01195
0+630 630 1967.5 -0.01202
0+650 650 1967.5 -0.01233

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0+670 670 1967 -0.01263

0+690 690 1966.5 -0.01304
0+710 710 1969 -0.01356
0+730 730 1969.5 -0.01355
0+750 750 1969.5 -0.01337
0+765 765 PI1 1965 -0.01309
0+785 785 1967.5 -0.01388
0+805 805 1969 -0.01405
0+825 825 1969.5 -0.01373
0+845 845 1969 -0.0131
0+865 865 1968.5 -0.01241
0+885 885 1967.5 -0.01167
0+905 905 1966 -0.01106
0+925 925 1965 -0.01083
0+945 945 1964 -0.0109
0+965 965 1963 -0.01136
0+985 985 1962 -0.01235
1+005 1005 1960 -0.01403
1+025 1025 1960 -0.01725
1+045 1045 1960 -0.02118
1+065 1065 1961.5 -0.02602
1+085 1085 1963 -0.03076
1+105 1105 1965.5 -0.0352
1+125 1125 1967 -0.03803
1+135 1135 PI3 1968 -0.03944
1+155 1155 1967.5 -0.03972
1+175 1175 1967 -0.03971
1+195 1195 1966 -0.03918
1+215 1215 1965 -0.03879
1+235 1235 1966 -0.0387
1+255 1255 1963 -0.03335
1+275 1275 1962 -0.0323
1+295 1295 1961.5 -0.03197
1+315 1315 1960.5 -0.03043
1+335 1335 1959.5 -0.0302
1+355 1355 1959.5 -0.03434
1+375 1375 1959 -0.03417
1+395 1395 1958 -0.02809
1+415 1405 1957.5 -0.02442
1+435 1435 1957 -0.1
1+440 1440 PointB 1956.5 #DIV/0!

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Route 2
Station Distance Remark Elevation Gradient Max gradient
0+000 0 Point A 1968 -0.00884 0.04148
0+020 20 1970 -0.00918
0+040 40 1972 -0.00942
0+060 60 1974 -0.00957
0+080 80 1976 -0.0096
0+100 100 1977.5 -0.0095
0+120 120 1985 -0.0093
0+140 140 1987 -0.0086
0+160 160 1987 -0.0077
0+180 180 1985 -0.0067
0+200 200 1984.5 -0.00574
0+220 220 1985 -0.00472
0+240 240 1987 -0.00356
0+260 260 1986.5 -0.00213
0+280 280 1986.5 -0.00059
0+300 300 1985.5 0.00109
5
0+320 320 1977.5 0.00287
2

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0+340 340 1972.5 0.00415

0+360 360 1973 0.00511
6
0+380 380 1970 0.00622
2
0+400 400 1970 0.00715
4
0+420 420 PI 4 1970 0.00817
6
0+440 440 1970 0.00929
8
0+460 460 1970 0.01052
9
0+480 480 1969 0.01188
2
0+500 500 1966 0.01325
8
0+520 520 1964 0.01441
7
0+540 540 1962.5 0.01544
0+560 560 1961.5 0.01636
3
0+580 580 1960 0.01722
9
0+600 600 1957.5 0.01795
5
0+620 620 1955.6 0.01836
4
0+640 640 1953 0.01848
6
0+660 660 1950.5 0.01815
3
0+680 680 1949.5 0.01729
5
0+700 700 1949 0.01607
3
0+720 720 1948.5 0.01451
2
0+740 740 1948.5 0.01255
2
0+760 760 1949 0.01022
2

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0+780 780 1949 0.00756

8
0+800 800 1949.5 0.00442
3
0+820 820 1950.5 0.00082
2
0+840 840 1952 -0.00319
0+860 860 PI 5 1952 -0.00753
0+880 880 1956.5 -0.01267
0+900 900 1961 -0.01739
0+920 920 1964 -0.02152
0+940 940 1967 -0.02535
0+960 960 1969 -0.02873
0+980 980 1972 -0.03186
1+000 1000 1975 -0.03418
1+020 1020 1976.5 -0.03537
1+040 1040 1977 -0.03576
1+060 1060 1975.5 -0.03559
1+080 1080 1974.5 -0.03585
1+100 1100 1974 -0.03636
1+120 1120 1972.5 -0.03687
1+140 1140 1973.5 -0.03816
1+160 1160 1972 -0.03835
1+180 1180 1971 -0.03933
1+200 1200 1970.5 -0.04095
1+220 1220 1970 -0.04285
1+240 1240 1971 -0.04512
1+260 1260 1972 -0.04533
1+280 1280 1969 -0.04188
1+300 1300 1968 -0.04141
1+320 1320 1967.5 -0.04111
1+340 1340 1966.5 -0.03947
1+360 1360 1965 -0.03733
1+380 1380 1964.5 -0.03733
1+400 1400 1964 -0.03541
1+420 1420 1962.5 -0.02822
1+440 1440 1961.5 -0.02287
1+460 1460 1961 -0.01864
1+480 1480 1960 0
1+500 1500 1960 0
1+510 1510 Point B 1960 #DIV/0!

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Elevation

2000
1990
1980
1970
1960 Elevation

1950
1940
1930
1920

Route3
`Station Distanc Remark Elevation Gradient Max.Gradient
e
0+000 0 Point A 1968 0.00478 0.03939
2
0+020 20 1966.5 0.00537
2
0+040 40 1965 0.00592
2
0+060 60 1963.5 0.00642
8
0+080 80 1960 0.00688
2
0+100 100 1958.5 0.00716
0+120 120 1956 0.00736
2
0+140 140 1955.5 0.00741
7

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0+160 160 1956 0.00743

4
0+180 180 1956 0.00747
7
0+200 200 1956.5 0.00751
3
0+220 220 1955 0.00757
7
0+240 240 1951 0.00752
7
0+260 260 1949.5 0.00716
2
0+280 280 1949 0.00663
5
0+300 300 1948.5 0.00600
5
0+320 320 1947 0.00526
1
0+340 340 1946 0.00430
5
0+360 360 1944.5 0.00315
5
0+375 375 PI 6 1944.5 0.00174
2
0+395 395 1947 0.00016
0+415 415 1950 -0.00135
0+435 435 1952.5 -0.00273
0+455 455 1954.5 -0.00399
0+475 475 1959 -0.00517
0+495 495 1962 -0.00597
0+515 515 1964 -0.00649
0+535 535 1967 -0.00682
0+555 555 1969.5 -0.00679
0+575 575 1970 -0.0064
0+595 595 1969.5 -0.00587
0+615 615 1967.5 -0.00533
0+635 635 1969 -0.005
0+655 655 1965 -0.00437
0+675 675 1965 -0.0043
0+695 695 1965 -0.00421
0+715 715 1964.5 -0.00408
0+735 735 1964 -0.00402

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0+755 755 1963.5 -0.00403

0+775 775 1963 -0.00413
0+795 795 1962.5 -0.00433
0+815 815 1962 -0.00467
0+835 835 1961.5 -0.00516
0+855 855 1961 -0.00584
0+875 875 1960.75 -0.00675
0+895 895 1960.5 -0.00784
0+900 900 PI 7 1960.5 -0.00916
0+920 920 1962 -0.01081
0+940 940 1963.5 -0.0122
0+960 960 1965 -0.01323
0+980 980 1965 -0.01377
1+000 1000 1965 -0.01432
1+020 1020 1965 -0.01487
1+040 1040 1965 -0.0154
1+060 1060 1965 -0.01591
1+080 1080 1961 -0.01637
1+100 1100 1960 -0.01941
1+120 1120 1960 -0.02384
1+140 1140 1962.5 -0.02928
1+160 1160 1964 -0.0338
1+180 1180 1967 -0.03777
1+190 1190 PI 3 1968 -0.03914
1+210 1210 1967.5 -0.03939
1+230 1230 1967 -0.03934
1+250 1250 1966 -0.03878
1+270 1270 1965 -0.03835
1+290 1290 1966 -0.03821
1+310 1310 1963 -0.0329
1+330 1330 1962 -0.03183
1+350 1350 1961.5 -0.03146
1+370 1370 1960.5 -0.02993
1+390 1390 1959.5 -0.02975
1+410 1410 1959.5 -0.03407
1+430 1430 1959 -0.03473
1+450 1450 1958 -0.03054
1+470 1470 1957.5 -0.03571
1+490 1490 1957 -0.1
1+495 1495 Point B 1956.5 #DIV/0!

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Highway Engineering I – Semester Project

Detailed comparison of the three routes

For our case we have decided to select two alternative route corridors and compare
them based on the guide lines listed below.

Criteria Route1 Route2 Route3 Selected

route
1.Relative length of the route 1430m 1960m 1495m 1
2.Maximum gradient of the 0.03972 0.04148 0.03939 3
alternatives
3..Proximity to the existing road Less closer Less 2
closer closer
4.Bridge requirement no yes No 1&3
5.Type of terrain rolling rolling Rolling 1,2&3
6.Earthwork Acceptabl Moderat Extensiv 1
e e e
7.Maximum straight length of medium Very Relativel 1
the route long y Long
8.Proximity of habitation,pond Nice Bad Nice 1&3
and other
9.Acces to water moderate good moderate 2

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 Access to water is mandatory because water is used for compaction purpose!

 The maximum straight length of the alternative is taken in consideration because a long
straight road creates a sense of frustration and distraction on a driver. But too many curves is
hazardous too as heavy vehicle is most probably to dominate the traffic to and from the sugar
corporation!

Route I
Criteria-1,4,5,6,7,8 Route III
Route II Criteria-2,4,5,8

Criteria-3,5,9

 By the tabular comparison given above Route I is selected as the "best" alignment!

2. Horizontal Alignment

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Highway Engineering I – Semester Project

The horizontal alignment consists of straight sections of the road (known as

tangents) connected by curves. The curves are usually segments of circles, which have
radii that will provide for a smooth flow of traffic. The design of the horizontal alignment
entails the determination of the minimum radius, determination of the length of the curve,
and the computation of the horizontal offsets from the tangents to the curve to facilitate
locating the curve in the field. In some cases, to avoid a sudden change from a tangent
with infinite radius to a curve of finite radius, a curve with radii varying from infinite to
the radius of the circular curve is placed between the circular curve and the tangent. Such
a curve is known as a spiral or transition curve. There are four types of horizontal curves:
simple, compound, reversed, and spiral.
e

In this particular project, we are going to construct suitable curves for our DS1
Main Access road according to ERA Geometric Design Manual, 2002. The above shown
table provides the necessary elements to design horizontal curves for our road. Since the
terrain of our alignment is rolling, the elements given below are chosen for this terrain
type.

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Necessary Design elements

 Minimum radius=395m - This radius is used for most curves. But the radius will
change on curves of special consideration.
 Design speed=100km/hr
 Minimum SSD=205m
 Transition curves required=yes
 Maximum super elevation=8%
 Normal cross fall (Crown slope)=2.5%

Rough plan view of the chosen road alignment

B, 1+440

305m
PI2, 0+765
PI1, 0+310 53 o 18o

Curve I 455m Curve II 370m Curve III 46o

PI3, 1+135
310m

A, 0+000

Horizontal curve 1

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 Design speed =100km/hr

 1=53

 emax=8% or 0.08

 Lane width=3.65m

 Normal crown=2.5%

 Rmin=395m

 Ts= Ls/2 + (Rc+ S)*tan (Δ/2)

 S = Ls / (24Rc)
2

=642 / (24*395) =0.432

 Ts=64/2+(395+0.432)*tan26.5=229.155

 θs = Ls / 2Rc (in radians) = 28.65Ls / Rc (in degrees)

o θs=4.642
 θc=53-2*4.642=43.76

 LC =θc*2*3.14*R/ (360) =301.6m

 Station of TS=PI – TS
=0+310 – 0+229.155=0+080.845

 Station of SC=TS+LS
= 0 +080.845+64=0+144.845
 Station of CS=SC+LC
= 0 +144.45+301.6 = 0+446.05
 Station of ST=CS+Ls

=0+446.05+64=0+510.05

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SETTING OUT

Deflection angle
Station X(m) In Radians In Degree Sum of Deflection angle Chord length(m)
0+105.12 0 0 0 0 0
0.0196835
0+110 15.55 4 1.127784 1.127784014 15.54899577
0.0253164
0+130 20 6 1.4505261 2.578310078 35.53800279
0.0253164
0+150 20 6 1.4505261 4.028836142 55.5042339
0.0253164
0+170 20 6 1.4505261 5.479362205 75.43489299
0.0253164
0+190 20 6 1.4505261 6.929888269 95.3172067
0.0253164
0+210 20 6 1.4505261 8.380414333 115.1384327
0.0253164
0+230 20 6 1.4505261 9.830940396 134.8858678
0.0253164
0+250 20 6 1.4505261 11.28146646 154.546856
0.0253164
0+270 20 6 1.4505261 12.73199252 174.1087969
0.0253164
0+290 20 6 1.4505261 14.18251859 193.5591535
0.0253164
0+310 20 6 1.4505261 15.63304465 212.8854602

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0.0253164
0+330 20 6 1.4505261 17.08357071 232.075331
0.0253164
0+350 20 6 1.4505261 18.53409678 251.1164673
0.0253164
0+370 20 6 1.4505261 19.98462284 269.996666
0.0253164
0+390 20 6 1.4505261 21.43514891 288.7038268
0.0076582
0+410 6.05 3 0.4387841 21.87393304 294.3268381

H0RIZONTAL CURVE_2

 2=18

 Ts=Ls /2 + (RC + S)*tan (Δ/2)

 S = Ls2/ (24Rc)
= 642/ (24*395) =0.432

 Ts=64/2+(395+0.432)*tan26.5=229.155

 θs= Ls / 2Rc (in radians) = 28.65Ls / RC (in degrees)

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Highway Engineering I – Semester Project

=4.642

 Ts=64/2+(395+0.432)tan9m
=94.63m

 θc=18–2*4.642=8.716

 LC =θc*2*3.14*R / (360)

=60.08m

 Station of TS=PI –Ts

=(0+765) –0+096.63

=0+670.36

 Station of SC=TS+Ls

=(0+670) + (0+64)

=0+734.36

 Station of CS=SC+ LC

= (0+734.36) + (0+60.080

=0+794.44m

 Station of ST=CS+ LS

= (0+794.44) + (0+64) =0+858.44m

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Deflection angle
Sum of Deflection
Station X(m) In Radians In Degree angle Chord length(m)
0+734.36 0 0 0 0 0
0+740 5.64 0.007139 0.409048 0.409048 5.425777
0+760 20 0.025316 1.450526 1.859574 24.662
0+780 20 0.025316 1.450526 3.3101 43.88242
0+794.44 14.44 0.018278 1.04728 4.35738 57.74278

HORIZONTAL CURVE_3

 3=46

 TS = LS /2 + (Rc + S)*tan (Δ/2)

=199.85m

 θc = 46–2*4.642

=36.716

 LC = θc *2*3.14*R/(360)

=253.12m

 Station of TS=PI –Ts

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Highway Engineering I – Semester Project

= (1+135)–(0+199.85) =0+935.15

 Station of SC=TS+Ls

= (0+935.13) + (0+64) =0+999.15m

 Station of CS = SC + LC

= (0+999.15) +(0+253.12) =1+252.27m

 Station of ST=CS+ LS= 1+252.27+64=1+316.27m

Deflection angle Sum of Chord

In Deflectio length(
Station X(m) In Rad Degree n angle m)
0+999.1
5 0 0 0 0 0
0.00107 0.06164 0.06164
1+000 0.85 6 7 7 0.85
0.02531 1.45052 1.51217 20.8475
1+020 20 6 6 3 8
0.02531 1.45052 2.96269
1+040 20 6 6 9 40.8318
0.02531 1.45052 4.41322 60.7898
1+060 20 6 6 6 5
0.02531 1.45052 5.86375 80.7089
1+080 20 6 6 2 4
0.02531 1.45052 7.31427 100.576
1+100 20 6 6 8 3
1+120 20 0.02531 1.45052 8.76480 120.379

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6 6 4 2
0.02531 1.45052 10.2153
1+140 20 6 6 3 140.105
0.02531 1.45052 11.6658 159.740
1+160 20 6 6 6 9
0.02531 1.45052 13.1163 179.274
1+180 20 6 6 8 5
0.02531 1.45052 14.5669 198.693
1+200 20 6 6 1 2
0.02531 1.45052 16.0174 217.984
1+220 20 6 6 3 6
0.02531 1.45052 17.4679 237.136
1+240 20 6 6 6 2
1+252.2 0.01553 0.88989 18.3578 248.811
7 12.27 2 8 6 3

3. Vertical Alignment
The vertical alignment of a highway consists of straight sections known as grades,
(or tangents) connected by vertical curves. The design of the vertical alignment therefore
involves the selection of suitable grades for the tangent sections and the appropriate
length of vertical curves. The topography of the area through which the road traverses has
a significant impact on the design of the vertical alignment.

Vertical curves are used to provide a gradual change from one tangent grade to
another so that vehicles may run smoothly as they traverse the highway. These curves are
usually parabolic in shape. The expressions developed for minimum lengths of vertical
curves are therefore based on the properties of a parabola.

Ground profileof the selected route:

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From the design standard, we have,

1. Minimum gradient = 0.5%( for drainage purpose)

2. Maximum gradient(desirable) = 4%
3. Maximum gradient(absolute) = 6%
4. k for crest curves =105
5. k for sag curves = 51
6. No climbing lane is required.

Design Procedure for Crest and Sag Vertical Curves

The design of a crest or sag vertical curve will generally proceed in
the following manner:
Step 1.Determine the minimum length of curve to satisfy sight distance
requirements and other criteria for sag curves (comfort, appearance,
drainage).
Step 2.Determine from the layout plans the station and elevation of the
point where the grades intersect (PVI).
Step 3.Compute the elevations of the beginning of vertical curve, (BVC)
and the end of vertical curve (EVC).
Step 4.Compute the offsets, Y, as the distance between the tangent and the
curve. Usually equal distances of 100 ft (1 station) are used, beginning with
the first whole station after the BVC
Step 5.Compute elevations on the curve for each station as: elevation of the
tangent offset from the tangent, Y. For crest curves the offset is (-) and for
sag curves the offset is (+).
Step 6.Compute the location and elevation of the highest (crest) or lowest
(sag) point on the curve.

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2.96% Curve I 1.735% Curve II

1.95%

 To keep the vertical curves in phase with horizontal curves, both parabolic
vertical curves are contained within the transition circular curve!
 The value of k, considers stopping sight distance, SSD, and comfort and
convenience!

Curve I

Equal Crest curve:

 G1= -2.43%; G2= 2.916%

 A= G2-G1
 A= 2.916-(-2.43)=5.346
 L=K*A= 51*5.346= 272.646m
 PVI 1 Station=0+370 Elevation=1959m
 Elevation of BVC= 1959+ 136.323*(2.43%)= 1962.312m station=0+370–
136.323= 0+233.323
 Elevation of EVC= 1959+ 136.323*(2.916%)= 1962.982m
station=0+370+136.323= 0+506.323
 Equation of the parabolic curve:
Y=- 0.000098X2-0.0243X+1962.312

 Offset : Negative

Y=-0.000098x2

Chainage of PVI 1 =0+370

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ELV PVI 1 =1959m From Route 1 profile

BVC  EVC
2.43%
2.916%
PVI 1
L/2L/2

BVC

Y 2.43%

1959

136.323=L/2

0.0243=y/136.323

y =3.3126m

ELV BVC=ELV PVI+Y

=1959+3.3126

=1962.312m

EVC

EVC

2.916% Y

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Highway Engineering I – Semester Project

1959

136.323=L/2

0.02916=y/136.323

y =3.982m

ELVEVC=1959+3.982=1962.982m

Setting out vertical curve 1(sag)  

Point on Station Distance Distance from BVC x (m) Elevation y
curve between (m)
stations (m)

BVC1 0+233.323 0 0 1962.312

  0+240 6.677 6.677 1962.154
  0+260 20 26.677 1961.733
  0+280 20 46.677 1961.391
  0+300 20 66.677 1961.127
  0+320 20 86.677 1960.942
  0+340 20 106.677 1960.835
  0+360 20 126.677 1960.806
above PVI1 0+380 20 146.677 1960.856
  0+400 20 166.677 1960.984
  0+420 20 186.677 1961.191
  0+440 20 206.677 1961.476
  0+460 20 226.677 1961.839
  0+480 20 246.677 1962.281
  0+500 20 266.677 1962.801

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EVC1 0+506.323 6.323 273 1962.982

Curve II

 Equal sag curve.

 G1= 2.916%, G2= -1.83%
 A= -1.83-(2.916%)=4.746%
 L=K*A= 105*4.746=498.33m
 PVI 2 Station=0+730 Elevation=1969.5m
 Elev of BVC2= 1969.5 - 249.165*(2.916%)= 1962.234.m station=0+730 -
249.165= 0+480.835
 Elev of EVC2= 1969.5 - 249.165*(1.83%)= 1964.940m station=0+730 +
249.165= 0+979.165
 Equation of the parabolic curve:
 y=-0.0000476x2+0.02916 x+1962.234
 Offset : Positive y=0.0000476 x2

Chainage of PVI 2 =0+730

ELV PVI 2 =1969.5m From
Route 1 profile

2.916% PVI 2 1.83% EVC 2

BVC 2

L/2 L/2

PVI2=1969.5

2.916% Y

BVC2 L/2=249.165

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Highway Engineering I – Semester Project

0.02916=y/249.165

y =7.266m

ELV BVC=ELV PVI 2 - Y

=1969.5 - 7.266

=1962.234m

PVI 2=1969.5 0.0183=y/249.165

Y 1.83% y=4.56m

EVC2 ELVEVC=1969.5 - 4.56=1964.94m

249.165=L/2

Setting out vertical curve (CREST)

Point on Distance between stations Distance from BVC Elevation y
Station
curve (m) x (m) (m)
BVC2 0+480.835 0 0 1962.234
  0+500 19.165 19.165 1962.775368
  0+520 20 39.165 1963.303038
  0+540 20 59.165 1963.792628
  0+560 20 79.165 1964.244138
  0+580 20 99.165 1964.657567
  0+600 20 119.165 1965.032917
  0+620 20 139.165 1965.370187
  0+640 20 159.165 1965.669377
  0+660 20 179.165 1965.930487
  0+680 20 199.165 1966.153517
  0+700 20 219.165 1966.338466
  0+720 20 239.165 1966.485336
below PVI
0+740 20 259.165 1966.594126
2
  0+760 20 279.165 1966.664836
  0+780 20 299.165 1966.697466

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  0+800 20 319.165 1966.692016

  0+820 20 339.165 1966.648485
  0+840 20 359.165 1966.566875
  0+860 20 379.165 1966.447185
  0+880 20 399.165 1966.289415
  0+900 20 419.165 1966.093565
  0+920 20 439.165 1965.859635
  0+940 20 459.165 1965.587625
  0+960 20 479.165 1965.277534
EVC2 0+979.165 19.165 498.33 1964.944662

4.DESIGN OF CROSS SECTION

Introduction
Cross section is also an important component in the design of a certain road-way for the
following reasons.
 Provision of level surface for ease of steering.
 Provision of an appropriate cross slope for drainage purpose.
 Provision of the appropriate shoulder width traffic width.
 Provision of appropriate width of walk-ways and presence of medians.
 A cross-section will normally consist of the carriageway, shoulders or curbs,
drainage features, and earthwork profiles. These terms are defined in the definition
portion of the manual text; major elements are repeated here for clarity:
 Carriageway- the part of the road constructed for use by moving traffic, including
traffic lanes, auxiliary lanes such as acceleration and deceleration lanes, climbing
lanes, and passing lanes, and bus bays and lay-byes.
 Roadway- consists of the carriageway and the shoulders, parking lanes and
viewingareas
 Earthwork profiles- includes side slopes and back slope

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Some representative typical sections are shown below.

Typical town section

 Cross slope=2.5%
 Shoulder slope=4%
 Shoulder width =2*3=6m
 Right of way=50m
 Carriageway=14.6m
 Roadway=20.6m
 Sideslope =25%(from table 6.1 choose height slope 1m,side slope for cut
and fill is 25% and back slope is 33.3% for soil or Earth material )

Typical town section

Circular Curve Transition or super-elevation

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The length of super elevation runoff is equal to the length of Transitional curve length
which is 64m according to ERA Manual. Full attainment of super-elevation occurs on the
Circular curve. The value is 8% according to ERA Manual.
5. EARTH WORK QUANTITIES AND
MASS-HAUL DIAGRAM
Introduction
The topic of geometric design would be incomplete without a chapter devoted to the issue
of earthwork quantities and a mass haul diagram. The careful attentions to limiting
earthwork quantities through the preparation of a mass haul diagram are essential
elements in providing the best-combined horizontal, vertical, and cross-sectional design.
This is especially true when the design includes consideration of the least cost in relation
to earthworks.

Key terms associated with this process, as listed in Definitions, include:

 Borrow- material not obtained from roadway excavation but secured by

wideningcuts, flattening back slopes, excavating from sources adjacent to the road
within theright-of-way, or from selected borrow pits as may be noted on the

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plansWaste- material excavated from roadway cuts but not required for making
theembankmentFree Haul- the maximum distance through which excavated
material may betransported without the added cost above the unit bid price
Overhaul- excavated material transported to a distance beyond the free haul
distanceEconomic Limit of Haul- distance through which it is more economical to
haulexcavated material than to waste and borrowThe 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
These steps are presented in the following text. Of note is the fact that most current
highway

The careful attentions to limiting earthwork quantities through the preparation of a mass
haul diagram are essential elements in providing the best-combined horizontal, vertical,
and cross-sectional design. This is especially true when the design includes consideration
of the least cost in relation to earthworks.

Assumptions made

 We have assumed that the material present is an earth or soil material

Estimation ofEarthwork Quantities

The estimation of the quantityof material which must beexcavated (cut), and
thequantity of material required toraise the elevation of theexisting ground (fill), is
veryuseful in the development of acost estimate for road projects.
Typical section of a highway

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Area by Coordinate Method

With the coordinates of all the corners of a cross-section known, the end area may
be computed by means of the coordinate method.
Let the corners A, B, C, and D of the area ABCD (fig. 4.7) be located by the
coordinates (x1,y1), (x2,y2), (x3,y3), and (x4,y4). Then the area is given by the
algebraic sum of four trapezoids. Thus,

Area = ABba + BCcb – ADda - DCcd

=1/2 [y1(x4 – x2) + y2(x1 - x3) + y3(x2 – x4) + y4(x3 – x1)] ………..(1)

From eqn.(1) we may state the following rule for

area:

Multiply each ordinate by the algebraic

difference between the adjacent abscissas,
find the algebraic sum of the products, and
then take half of this result.

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Figure 4.4 Area by coordinate method

A simpler rule for area follows if we arrange in counterclockwise order the
coordinates (fig. 4.7) in the form of fractions, the initial fraction (beginning at any
corner) being repeated to give a closed boundary. Thus, we have

y1 y2 y3 y4 y1
x1 x2 x3 x4 x1

Multiply along the marked diagonals and add the products (all positive); multiply
along the unmarked diagonals and add the products (all negative). The difference
gives the double area.

Volume of Earthwork
The volume of earthwork may be found by means of either the average end area or the
prismoidal formula. Although the former is less exact than the latter, it is generally
accepted as the standard earthwork formula, on account of its simplicity.
 Average End Area Formula. The volume of a right prism equals the average area
multiplied by the length. Assuming the average area to be the same as the average
end area,
Volume = V = ½ (A1 + A2)*L
In which: A1 and A2 = area of end sections (m2)
L = length of solid (m)

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This formula is applied to areas of any shape, but the results are slightly too large.
The error is small if the sections do not change rapidly.

Figure 5.2 calculate the

volume by average end
area method.

Mass Diagram
A mass diagram is a graphical representation of the amount of earthwork and
embankment involved in a project and the manner in which the earth is to be
moved. Its horizontal or x-axis represents distance and is usually expressed in
meters or stations. It is drawn to the same horizontal scale as the profile. The
vertical or y-axis represents the cumulative quantity of earthwork in cubic meters.
The quantity of excavation on the mass diagram is considered positive, and
embankment as negative. Preliminary to drawing the mass curve it is convenient to
tabulate the cumulative volumes of cuts and fills at each station.
The mass diagram allows a highway engineer to determine direction of haul and
the quantity of earth taken from or hauled to any location.

  Area Length Volume Cumilative

station Cut Fill   Cut Fill  
0 8.703 127.74 0 0 0 0
100   142.82 100 217.575 13528 -13310.425
200   200.51 100 0 17166.5 -17166.5
300   182.49 100 0 19150 -19150
400 296.58   100 7414.5 4562.25 2852.25
500 246.56   100 27157 0 27157
600 147.22   100 19689 0 19689
700 29.073 43.5 100 8814.65 1087.5 7727.15
800 34.988 38.4 100 3203.05 4095 -891.95
900 32.16 24.01 100 3357.4 3120.5 236.9
1000   144.86 100 0 8443.5 -8443.5
1100 118.245   100 2956.125 3621.5 -665.375

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1200 93.044   100 10564.45 0 10564.45

1300 73.13   100 8308.7 0 8308.7
1400 83.64   100 7838.5 0 7838.5
1440   65.19 40 836.4 651.9 184.5

Cumilative
40000

30000

20000

10000 Cumilative
Axis Title
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1440

-10000

-20000

-30000

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