EXTENSIVE SURVEY PROJECT 2022

(A Unit of Nitte Education Trust(R), Mangalore)

An Autonomous Institution Affiliated to Visvesvaraya Technological University
Approved by UGC/AICTE/Govt of Karnataka, Accredited by NAAC (A+ Grade)
Govindapura, Gollahalli, P.B. No. 6429, Yelahanka, Bangalore 560-064, Karnataka, INDIA
DEPARTMENT OF CIVIL ENGINEERING
Accredited by NBA (Tier-I)

HIGHWAY
PROJECT

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EXTENSIVE SURVEY PROJECT REPORT “HIGHWAY PROJECT”

A PROJECT REPORT SUBMITTED IN PARTIAL FULFILLMENT OF

THE

REQUIREMENT 6th SEMESTER FOR THE AWARD OF DEGREE

BACHELOR OF ENGINEERING IN CIVIL

USN NAME

1NT20CV410 NAEEM RASHID BHAT

1NT19CV031 KIRAN NC

1NT19CV035 MALLIKARJUN

1NT20CV402 DEEPAK.N. KATTIMANI

1NT19CV030 KARTHIK H M

1NT19CV033 KRUTHIKA. N

1NT19CV028 JAMUNA AS

1NT19CV036 MANAS S K

1NT19CV032 KOMAL P

1NT19CV029 JYOTHIKA P

1NT19CVO34 LOHITH KUMAR C

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INTRODUCTION:

ROLE OF TRANSPORTATION
Transportation contributes to the economic, industrial, social and cultural development of
any country. Transportation is vital for economic development of any region since every
commodity produced whether it is food, clothing, industrial products or medicines needs
transport at the production and distribution stages. In the production stage, transportation is

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required for carrying raw materials like seeds, manure, coal, steel etc. in the distribution stage,
transportation is required from the production centers viz. farms and factories to the marketing
centers for distribution to the retailers and consumers. The inadequate transportation facilities
retard the process of socio-economic development of the country. The adequacy of transportation
system of a country indicates its economic and social development.
The main advantages of transportation can be summarized as follows…
• Transportation is for the advancement of the community.
• Transportation is essential for the economic prosperity and general development of the
country.
• Transportation is essential for the strategic movement in emergency for defense of the
country and to maintain law and order.

In developing countries like India, 80% of the population is living in villages. As a result
of this, development cannot be brought about developing urban centers alone, but also the rural
areas with the help of a good transportation system.

MODES OF TRANSPORTATION
The four major modes of transportation are:
1) Roadways
2) Railways
3) Waterways
4) Airways

Among these, transportation by road is the only mode which gives maximum service to
one and all. This mode also has maximum flexibility for travel with reference to route, direction,
time and speed of travel etc. through any mode of road vehicle. It is possible to provide door to
door service only by road transport. The other three modes of transportation have to depend on
roads for the service to and from their respective terminals, airports, harbors or stations. The road
network is needed not only to serve as feeder systems for other modes of transportation and to
supplement them, but also to provide independent facility for road travel by a well-planned
network of roads throughout the country.

HIGHWAY ENGINEERING
Highway engineering is a branch of engineering that deals with the development of a
system of roads, which can used by vehicles and peoples, for the transportation of peoples and

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materials. The road pavements are generally constructed on small embankment, slightly above
the general ground level wherever possible, in order to avoid the difficult drainage and
maintenance problems. The term ‘road’ or ‘roadways’ has therefore been termed ‘Highway’ and
the science and technology dealing with road engineering is called ‘Highway engineering’.
In a nutshell, highway engineering deals with various phases like development, planning,
alignment, highway geometric design and location, highway traffic operation and its control,
materials, pavement design, constructing and maintenance, finance and administration of a road
system.

CHARACTERISTICS OF ROAD:
• For short distance it saves time.
• Speed of movement is directly related with casualty.
• It is the only means of transport that offers itself to the whole community alike.

CLASSIFICATION OF ROADS:
• National highway (NH)
• State highway (SH)
• Major district roads (MDR)
• Other district roads (ODR)
• Village roads (VR)

HIGHWAY ALIGNMENT:
The position or layout of the centerline of the highway on the ground is called the
‘Alignment’. The horizontal alignment includes the path, the horizontal deviations and curves.
Changes in gradient and verticals curves come under vertical alignment.
A new road should be aligned very carefully as improper alignment would result in one or more
of the following disadvantages:

1. Capital loss initially in construction.

2. Recurring losses in cost of maintenance and vehicle operation.
3. Increase in accident rate.

Once the road is aligned and constructed, it is not easy to change the alignment due to increase in
cost of adjoining land and construction of costly structures by the roadside. Hence the

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importance of careful considerations while finalizing the alignment of anew road need not be
over emphasized.

REQUIREMENTS OF A NEW ALIGNMENT:

The basic requirements of an ideal alignment between two terminal stations are that it should be:
• Short- a straight alignment is the shortest alignment between two points, though there may
be several practical considerations which would cause deviation from the shortest path.
• Easy –the alignment should be such that it is easy to construct and maintain and operate
vehicles.
• Safe –the alignment should be safe for construction and maintenance and traffic operation
with safe geometric features.
• Economical –the alignment would be economical only if the total cost including initial cost,
maintenance and vehicle operation cost is lowest.

FACTORS CONTROLLING ALIGNMENT:

For an alignment to be shortest, it should be straight between two terminal stations. This
is not always possible due to various practical difficulties such as intermediate obstruction and
topography. The shortest route may have very steep gradient and hence not easy for vehicle for
vehicle operation. Similarly, there may be construction and maintenance problems along a route
which may otherwise be short and easy. Roads are often deviated from the shortest route in order
to cater for intermediate places of importance or obligatory points. A road which is economical
in the initial construction cost need not necessarily be the most economical in maintenance or in
vehicle operation cost. It may also happen that the shortest and easiest route for vehicle operation
may work out to be the costliest of the different alternatives from the construction viewpoint.
Thus it may be seen that an alignment can seldom fulfill all the requirements simultaneously,
hence a judicial choice is made considering all the factors.

The various factors which control the highway alignment in general may list as;
• Obligatory points
• Traffic
• Geometric design
• Economics
• Other consideration

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In hill roads additional care has to be given for:

• Stability
• Drainage
• Geometric standards of hill roads
• Resisting length

1. Obligatory points:

These are control points governing the alignment of the highways. These control points
may be broadly divided into two categories
• Points through which the alignment is to pass
• Points through which the alignment should not pass

2. Traffic:
The alignment should suit the traffic requirements. Origin and destination study should
be carried out in the area and the desire lines are drawn showing the trend of traffic flow. The
new road should be aligned keeping in view the desire lines, traffic flow patterns and future
trends.

3. Geometric design
Geometric design factors such as gradient, radius of curve and sight distance also govern
the final alignment of the highway.

4. Economy
The alignment finalized based on the above factors should also be economical. In
working out the economics, the initial cost and cost of maintenance and vehicle operation should
be taken into account. The initial cost of construction can be decreased if high embankments and
deep cuttings are avoided, and the alignment is chosen in a manner to balance the cutting and
filling.

5. Other considerations
Various other factors which may govern the alignment are drainage considerations,
hydrological factors, political considerations and monotony, subsurface water level, seepage
flow and high flood level.

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HIGHWAY GEOMETRIC DESIGN:

The geometric design of a highway deals with the dimensions and layout of visible
features of the highway such as alignment, sight distance and intersections.
The geometric of highway should be designed to provide optimum efficiency in traffic
operations with maximum safety at reasonable cost. Geometric design of highways deals with
the following elements:
1. Cross section elements
2. Sight distance considerations
3. Horizontal and vertical alignment details
4. Intersection elements

Highway geometrics are greatly influenced by the topography, locality, traffic

characteristics and the requirements. The factors which control the geometric design
requirements are speed, road user and vehicular characteristics, design traffic, traffic capacity
and benefit cost considerations. However speed is the one factor which is important, governing
most of the geometric design elements of roads.
The geometric design of highways depends on several factors, the most important of which are:
v Design speed
v Topography
v Traffic factors
v Design hourly volume and capacity
v Environmental and other factors

HORIZONTAL ALIGNMENT:
Very often changes in the direction are necessitated in highway alignment due to
obligatory points. Various design factors are to be considered in the horizontal alignment are
design speed, radius of circular curves, type and length of transition curves, super elevation and
widening of pavement on curves.
The alignment should enable consistent, safe and smooth movement of vehicles operating at
design speeds. It is hence necessary to avoid sharp curves and reverse curves which cannot be
conveniently negotiated by the vehicles at design speed. Improper alignment of horizontal
alignment would necessitate speed changes resulting in increased vehicle operation cost and
higher accident rates.

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HIGHWAY CROSS-SECTION ELEMENTS:

Pavement surface characteristics:
The pavement surface depends on the pavement type which is based on the availability of
materials and funds, volume and composition of traffic, sub grade and climatic conditions,
construction facilities and cost consideration. The important surface characteristics of the
pavement are friction, unevenness, light reflecting characteristics and drainage of surface water.

Cross slope or camber:

Cross slope or camber is the slope provided to the road surface in the transverse direction
to drain off the rain water from the road surface. Drainage and quick disposal of water from the
road surface is important to prevent the entry of surface water into the sub grade soil because the
entry of water affects the stability and life of the pavement.

Width of carriageway:
The pavement or carriageway width depends on the width of traffic lane and the number
of lanes. The lane width is determined based on the width of the vehicle and the minimum side
clearance which may be provided for safety. Keeping these and other factors in view, the width
of the carriageway for various classes of roads has been standardized by the Indian Road
Congress.

DESIGN OF HORIZONTAL ALIGNMENT:

Design speed:
The overall design of the geometrics of the highway is a function of the design speed.
The design speed is the main factor on which the various geometric elements depend. The sight
distances, radius of horizontal curve, super elevation, extra widening of pavements, length of
horizontal transition curve and the length of summit and valley curves are all depends on the
design speed.
Horizontal curves:
A horizontal curve is a curve in plane to provide change in direction to the centerline of the road.
Modification required:
v Super elevation
v Extra widening of pavement
v Horizontal transition curve

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PAVEMENT DESIGN:
Based on the structural behavior, pavements are generally classified into two categories:
v Flexible pavements
v Rigid pavements

FLEXIBLE PAVEMENTS:
These are the pavements which have negligible flexural strength and are rather flexible in their
structural action under the loads. A typical flexible pavement consists of four components:

RIGID PAVEMENTS:
These are the pavements which possess considerable flexural rigidity. The load transfer is due to
the slab action of the cement concrete surface slab.

DESIGN FACTORS:
v Design wheel loads
v Sub grade soil
v Climatic factors
v Pavements component materials
v Environmental factor

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ENGINEERING SURVEYS FOR HIGHWAY LOCATION:

The stages are:
v Map study
v Reconnaissance
v Preliminary surveys
v Final location and detailed surveys.

The preliminary survey consists of the following steps:

v Primary transverse
v Topographical features
v Leveling work
v Drainage studies and hydrological data
v Soil surveys
v Material survey
v Traffic surveys
v Determination of final centre line

DRAWINGS AND REPORT: -

DRAWING:
The following drawings are usually prepared in highway project:
• Key map
• Detailed plan and longitudinal section
• Detailed cross-section
• Drawing of cross drainage

ESTIMATES:
The project estimates should consist of general abstract of cost and detailed estimates for
each major head. If the project work is proposed to be executed in stages, the estimates should be
prepared for each stage separately.

PROJECT REPORT:
The project report forms an important part of the project document. It should contain such as

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• General details of the project an its importance

• Features of the road including selection of the route, alignment, traffic etc
• Road, design and specifications
• Drainage facilities and cross drainage structures
• Materials, labour and equipment
• Rates
• Construction programming and
• Other miscellaneous items like diversion roads, traffic control, road side amenities, rest
houses, etc.

HRB SOIL CLASSFICATION:

This also called as American Association of State Highway Officials (AASHO)
Classification of revised Public Road Administration (PRA) soil classification system. The
original soil classification was developed by Bureau of public roads in 1982. After about 15
years of experience, certain revisions and modifications were made and the HRB classification
system was developed. In fact by this modification, it is now possible to have subgroups for
properly classifying different soil types and the numbers of classification test were decreased
from six to three,
Thus, embalming classification of soils by three simple laboratory tests namely, sieve analysis,
liquid limit and plastic limit.
Soils are divided into seven groups A-1 to A-7. A-1, A-2 and A-3 soils are granular soils,
percentages fines passing 0.074mm sieve being less than 35. A-4, A-5, A-6 and A-7 soils are
granular soils are fine grained or silt-clay soils, passing 0.074mm sieve being greater than 35
percent.

SUPER ELEVATION:-
In order to counteract the effect of centrifugal force and to reduce the tendency of the
vehicle to overturn or skid, the outer edge of pavement is raised with respect to inner edge, thus
provoking a transverse inclination to pavement surface is known as super elevation or cant or
banking. The super elevation ‘e‘is expressed as the ratio of the height of outer edge with respect
to the horizontal width from figure.

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e = tan θ
In practice the inclination θ will be horizontal is very small and the value of the tan θ seldom
exceed 0.07. Therefore, the value of tan θ is practically equal to sin θ.
Hence, e = tan θ ≈ sin θ, which is measured as the ratio of relative elevation of the outer edge, E
to width of pavement B. This is one convenient to measure.
If E is the super elevation rate and E is total super elevated height of the outer edge, the total rise
in outer edge of the pavement with respect to the inner edge
E=eB

HIGHWAY PROJECT CALCULATION PART:-

DESIGN OF HIGHWAY

DESIGN DETAILS OF ALIGNMENT OF VILLAGE ROAD

Design speed (v) = 40km/h

Rate of super elevation (e) = 0.07

Co-efficient of friction (f) = 0.15

!!
Ruling radius R=
"#$(&'()

*+!
=
"#$(+.+$'+."-)

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= 57.26 m say 60 m

Ruling radius of 60m at horizontal is to facilitate any vehicle to negotiate the curve at design
speed.

CHECK FOR SUPER ELEVATION

𝐯𝟐
Super elevation e = 𝟐𝟐𝟓𝐑
𝟒𝟎𝟐
= 𝟐𝟐𝟓 𝐱 𝟔𝟎

= 0.118 > 0.07

Therefore, the value of Super Elevation is greater than the maximum ‘e’ of 0.07. So super
elevation to be provided is 0.07

!!
e =
##-7

!!
0.07 =
##- 8 9+

V = 30.74 km/h

But the design is for 40 km/h which is safer.

CHECK FOR FRICTION DEVELOPED

!!
e+f=
"#$7

*+!
0.07 + f =
"#$ 8 9+

f = 0.14

Therefore, the value of friction is lesser than the maximum ‘f’ of 0.15

So, it is safe to provide f = 0.14

Hence providing 40km/h is safe with respect to ‘e’ and ‘f’

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WIDENING AT CURVES

Widening at curves = psychological widening+ extra width for mechanics

W! = W" + W#$

: *+
Wps = = = 0.543
;.-√7 ;.-√9+

=>! #(9)!
Wm= = = 0.6
#7 # 8 9+

No. of lanes n = 2

Maximum length of vehicle L = 6m

Widening at curves W! = 0.543 + 0.6

= 1.143m

The IRC recommends extra widening of 1.2 m when the radius of curve is 41-60

DESIGN OF CAMBER

Camber is provided based on rainfall range

Camber to be provided as 1 in 50

Width of carriage way = 5.5

Width of road way = 7.5m

Right of way = 12m

STOPPING SIGHT DISTANCE (SSD)

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*+
Design speed V = 40 km/h = = 11.11 m/sec
?.9
Acceleration due to gravity g = 9.81m/s %
As per IRC longitudinal co-efficient of friction f = 0.35 to 0.40
Assume co-efficient of friction f = 0.37
Drivers reaction time t = 2.5 sec
SSD = Lag distance + Breaking distance
:!
=Vxt+
#@(

"".""!
= 11.11x 2.5 +
#(;.A")+.?$

= 44.778 m, say 45 m

SIGHT DISTANCE (SD)

SD = lag distance + break distance
:!
SD = 0.278 V x t +
#-*(( B +.+")=

Where, V in kmph ; n in %
*+!
SD = 0.278 x 40 x 2.5 +
#-*(+.?$ B +.+")?.??

SD = 33.0 m

OVER TAKING SIGHT DISTANCE (OSD)

OSD = d& + d% + d' (For two-way traffic)
OSD = (0.28v( t) + (0.28 v( T + 2.5) + (0.28 V T)
V = Design speed = 40 km/h
V( = Speed of overtaking vehicle = V – 16 = 24 km/h
t = Reaction time of driver = 2.5 s
A = Acceleration = 5 km /s %
s = Spacing of vehicles = 0.2 v( + 6 = 0.2 x 24 + 6 = 10.8

"*.* (C) "*.* ("+.A)

T =! =!
D -

T = 5.577
OSD = (0.28 x24 x 2.5) + (0.28 x24 x 5.577 + 2.5) + (0.28 x40 x5.577)

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OSD = 119.239 m, say 120m

OVERTAKING ZONE
Minimum length of overtaking zone = 3 x OSD
= 3 x 120
=360 m
Desirable length of overtaking zone = 5 x OSD
= 5 x 120
=600 m

DESIGN OF DRAINS

Maximum quantity of water expected (Q) = 0.3 m' /sec

Allowable velocity (V) = 1.2 m/sec

Manning’s roughness co-efficient (n) = 0.02

Slope of the trapezoidal drain = 1(V) : 1.5(H) assumed

Bottom width of drain = 0.3 m

E +.?
Cross sectional area of drain (A) = = = 0.25 m%
! ".#

For the trapezoidal section with bottom width 0.3m and side slope 1:1.5, when the depth of flow
is dm, the top width would be (0.3 + 3d)

F
The cross section area of the drain = (0.3+0.3+3d) x
#

This area has been found to be 0.25 m%

F
(0.3+0.3+3d) = 0.25
#

d = 0.34m or 340mm

Provide depth of drain = 0.34m

SLOPE

The longitudinal slope of the drain may be found using Manning’s formula

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! $
"
V = (R)# (S)!
=

Assuming Manning’s roughness Co-efficient (n) = 0.02

Velocity of flow = 1.2 m/s

Wetted Perimeter =+,0.34% + (1.5 x 0.34)% 52 + 0.3

=1.525 m

DG&H +.#-
Hydraulic Radius =
I&GJK&L&G
= ".-#-

= 0.163 m
! $
"
V = (R)# (S)!
=

2 1
"
1.2 = (0.163)3 (S)2
+.+#

Provide Longitudinal Slope, S = 1 in 160

DESIGN OF VALLEY CURVE

Stopping sight distance S = 45 m
Gradient N = N1 - N2
1 "
= - 30 +
#-+
22
= - 750

i) Comfort condition
$
S!# !
L= 2& T '
Assume allowable rate of change of centrifugal acceleration C = 0.6 m' /s
$
+.+#;(""."")# !
L = 2& ' = 16.28 m
+.9
ii) Head light sight distance condition
If L > S
SU!
L=
(".-' +.+?- U)

+.+#;(*-)!
L= = 19.31 m
(".- ' +.+?- 8 *-)

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As this value is lower than the SSD of 45m, the assumption is wrong.

If L < S
(".-' +.+?- U)
L = 2S -
S
(".-' +.+?- 8 *-)
L= 2 x 45 -
+.+#;
L= 16.03
As this value is lower than the SSD of 45m, the assumption is correct.
As per IRC the minimum length of valley curve is 20m for design speed of 40km/h

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