CE 2A

GROUP 1

CHAPTER I

HIGHWAY DEVELOPMENT AND

PLANNING
 URBAN ROADS
REQUIREMENTS OF A GOOD CITY ROAD
CLASSIFICATION OF URBAN ROADS
JOHN KEITH
CELAJES
 WHY ARE HIGHWAYS SO IMPORTANT?

• It is used to develop a economy of country.

• It is used to reducing journey time and cost.
• It is used to reduce the accidents rate.
• Road maintenance cost saving.
• Vehicle operating cost saving.
• Environmental development.
• They help in making social and cultural advancement of people.
• They help in making the villagers active and alert members of society.
• They enhance land value and thus help in bringing better revenue.
• They provide more employment opportunities to the people.
 WHY WE HAVE TO STUDY
TRANSPORTATION ENGINEERING?

• 1.6 million hours per day stuck in traffic.

• Avg. person spends one hour per day in their car.
• Improper drainage systems.
• Traffic congestion.
• Aging of infrastructure.
• Increased truck weighs.
• Aging of populations.
 URBAN ROADS

‘A man is known by the company he keeps’.

In a similar way, a city or town is admired by its road system. A well-arranged layout of a town is spoiled, if it does not contain a well-
designed road pattern connecting the various parts of town. The town planner should therefore give careful considerations to the design
and provision of streets in the town. The urban road system should be such that it results into free flow of traffic with safety.
 OBJECTS OF URBAN ROADS

• The main three objects of urban roads are as shown below:

• To facilitate communication of men and materials between the various centres of the town;
• To provide air and light to the properties situated on their edges; and
• To provide space for laying the public utility services like water mains, drainage pipes, electric cables, telephone lines, etc.
 REQUIREMENTS OF A GOOD CITY
ROAD

• Following are the ideals which are to be kept in view while designing a good city road:
• It should accommodate amenities such as shady avenues, parking places, enough lighting, etc.
• It should afford safety to the vehicles and pedestrians by provision of measures such as footpaths, traffic signs, etc.
• It should be cheap and durable.
• It should be resting on the unyielding soil.
• It should have good alignment and visibility.
• It should possess easy gradients and smooth curves.
• It should possess well-designed junctions.
• It should remain in dry condition.
• Its overall performance should be such that congestion of traffic is brought down to the minimum possible extent.
• Its wearing surface should be impervious and impermeable to the rain water.
• Its width and camber should be proper.
 FACTORS TO BE CONSIDERED

• Following are the factors which are to be considered by a town planner while designing a town road:
• Destination: the points or centers or areas which are being linked up by the road are to be studied with respect to their capacity of
attracting the traffic.
• Importance of road: the overall importance of road with respect to the surrounding roads is to be ascertained and accordingly, the
facilities and dimensions are to be determined.
• Nature of traffic: the probable traffic to be carried by the road is studied with respect to its intensity, peak periods, type of vehicles,
parking facilities, etc.
• Use of road: the probable use to which the road is be put up for maximum period during the day is to be properly estimated. For this
purpose, it is desirable to take a future period of about two to three decades.
 CLASSIFICATION OF URBAN ROADS

• Arterial Roads
The road which connects
the town to a state highway
or a national highway is
termed as an arterial road.
• Sub – Arterial Roads
These roads are also known
as the major roads or
secondary roads. They are
contained within city limits
and they connect important
town centres. These roads
serve slow moving traffic
over short distances. The
intersections on these roads
are provided with suitable
traffic signals.
• Local Roads
These roads are also known as the
minor roads. They collect traffic
from various parts of the town
and lead it to another minor road
or major road.
• Streets
A road which serves the needs
of an internal portion of a local
area is known as a street. The
portion to be served may either
by residential, commercial or
industrial.
• Pathways
These are also known as the pedestrian
ways and they are in the form of accesses
leading to individual shops or premises.
The vehicular traffic is not allowed to
move o the pathways.
 TYPES OF STREET SYSTEM
THROUGH AND BY-PASS ROADS

LUCKY BRYAN
FRANCISCO
 TYPES OF STREET SYSTEM
• Rectangular Street System

• Rectangular with Superimposed Diagonals Street System

• Concentric Street System

• Radial Street System

• Combination of Radial and Rectangular Street System

• Irregular Mediaeval Street System

• Topographical Street System

• Combination of Rectangular and Irregular Street System

 RECTANGULAR STREET SYSTEM

• In this pattern, the street

are usually of equal width
and they across at right
angles. It is also known
as grid-iron, or chequer
board pattern.
  ADVANTAGES
• If a series of continuous parallel
street is provided, it results into
considerable increase in the traffic
capacity.
• It grants comfort and convenience
due to its regularity.
• The intersection are simple in
nature.
 DISADVANTAGES
• As there are many intersection, there
are more chances of road accidents.
• If this pattern is applied on uneven
topography, it leads to great
inconvenience and discomfort.
• It is too mathematical and monotonous
in nature because the roads are
straight and hence, the vistas are open
and there is no variety.
CTANGULAR WITH SUPERIMPOSED DIAGONALS STREET SYSTEM
• This arrangement is an
improvement on grid-iron
pattern.
• The diagonal streets provide
direct communication between
distant part of the town.
• The point where diagonals
meet are utilize for park,
garden, memorial, etc.
 SALIENT FEATURES
 The circle, square and other open
spaces at junction of street and avenues
are profitably utilized as sites for
gorgeous statutes, monuments and
fountains.
 The public buildings are provided with
enough open spaces all around them.
 The streets are very wide and are well
 CONCENTRIC STREET SYSTEM

• The ring roads or circumferential roads

are connected by radial roads.
• This pattern is also known as the spider’s
web system.
• The concentric system developed due to
the removal of encircling walls and
fortification.
 RADIAL STREET SYSTEM

• The ring roads spring from a central

civic centre like the spokes of a wheel.
• Such an arrangement increase the
significance and importance of civic
centre which may be in the form of
palace, market, public office building,
historical monument, beauty spots, etc.
MBINATION OF RADIAL AND RECTANGULAR STREET SYSTEM

• The radial streets are blended or

mixed with rectangular streets. Such
a combination can be used with great
success especially where
topographical features are favourable
and it is possible to derive
advantages of both the street
system.
 IRRIGULAR MEDIAEVAL STREET
SYSTEM
• Some of the old cities of middle ages,
developed in an irregular way without
any definite plan of the street system ,
possess this type of pattern. The
growth of town or city is an
unmethodical and illogical. The
mediaeval street pattern naturally
does not efficiently serve the modern
traffic and such towns are refferred to
as irregular mediaeval towns.
 TOPOGRAPHICAL STREET SYSTEM

• The advantage is taken of the

natural topographical features of
the town such as river, lake, sea
view, hillock, etc.
• It is also known as the organic
street pattern as it resembles the
plan of a microscope slide
showing the cell structure of
vegetable or animals tissues.
 COMBINATION OF RECTANGULAR AND IRRIGULAR
STREET SYSTEM

• A combination of rectangular pattern

and irregular streets is made. The
rectangular layout indicates the recent
development and the irregular pattern
indicates earlier growth of town.
  THROUGH AND BY-BASS ROADS

• When through road or main road passes

through the congested portion of the town,
there is sharp reduction in the speeds of
vehicles and the smooth flow of traffic on
through roads seriously obstructed.
• By pass road are also known as the loop-
roads and they enable the traffic on
through road to avoid the congested area
of the town. At suitable points along the
main roads, the vehicles are diverted by
the by-pass roads.
OUTER AND INNER RING ROADS
EXPRESSWAYS
FREEWAYS
REY MARK
MABUTOL
OUTER AND INNER
RING ROADS
RING ROAD
-IS A ROAD OR A SERIES OF CONNECTED ROADS ENCIRCLING A TOWN, CITY,
OR COUNTRY. THE MOST COMMON PURPOSE OF RING ROAD IS TO ASSIST IN
REDUCING TRAFFIC VOLUMES IN THE URBAN CENTRE, SUCH AS BY OFFERING AN
ALTERNATE ROUTE AROUND THE CITY FOR DRIVERS WHO DO NOT NEED TO STOP
IN THE CITY CORE.
 INNER RING ROADS

 THE OBJECT OF AN INNER RING ROAD IS TO

DIVERT FROM THE TOWN CENTRE ALL LOCAL
TRAFFIC AND OTHER TRAFFIC WHCH HAVE NO
BUSINESS IN THE TOWN CENTRE.
• THE INNER RING ROAD SHOULD HAVE
MINIMUM JUNCTIONS AND IT SHOULD AFFORD A
FASTER PASSAGE THAN THAT ON A DIRECT ROAD
THROUGH THE TOWN CENTRE.
 OUTER RING ROADS
 the object of an outer ring road is to divert from
the town all the through traffic which has no
business in the town.
It is a type of by pass road for traffic approaching
the town directions. All classes of wheeled traffic will be
admitted on the outer ring road and the pedestrians should
be excluded. The outer ring roAD SHOULD BE
MAINTAINED CLEAR OF ALL EXIsTING
DEVELOPMENT AND IT SHOULD BE SO
DESIGHNED AS TO COMPENSATE FOR A LONGER
ROUTE BY UNBROKEN PASSAGE AND HIGH
SPEED.
EXPRESSWAYS
EXPRESSWAYS

 THE TERM EXPRESSWAY IS USED TO

INDICATE AN ARTERIAL ROAD ON
WHICH FAST URBAN TRAFFIC IS
ALLOWED TO MOVE SPEEDILY AND
SAFELY.
 THE PROVISION OF EXPRESSWAYS
AROUND BIG CITIES RELIEVES TO A
CERTAIN EXTENT THE TRAFFIC
CONGESTION AND THEY PROVIDE
EASY FLOW OF TRAFFIC.
THERE ARE 13 EXPRESSWAYS THAT CONNECT METRO
MANILA TO NORTHERN AND SOUTHERN LUZON:
1. NLEX
2. SOUTH LUZON EXPRESSWAY (SLEX)
3. MANILA- CAVITE TOLL EXPRESSWAY (CAVITEX)
4. SUBIC- CLARK- TARLAC EXPESSWAY (SCTEX)
5. NAIA EXPRESSWAY
6. SOUTH METRO MANILA SKYWAY SYSTEM
7. SKYWAY STAGE 3
8. CAVITE- LAGUNA EXPRESSWAY (CALAX)
9. NLEX- SLEX CONNECTION ROAD NLEX
10. SOUTHERN TAGALOG ARTERIAL ROAD (STAR0 TOLLWAY
11. TPLEX
12. MUNTINLUPA- CAVITE EXPRESSWAY
13. SUBIC FREEPORT EXPRESSWAY
LONGEST EXPESSWAY IN THE PHILIPPINES
SUBIC- CLARK- TARLAC EXPESSWAY (SCTEX)
WITH A LENGTH OF 93. 77 Km.
SHORTHEST EXPESSWAY IN THE PHILIPPINES
MUNTINLUPA- CAVITE
WITH A LENGYH OF 4.0 Km
SLEX
FREEWAYS
 FREEWAYS
 T H E M E R E W I D E N I N G O F A N A RT E R I A L
ROAD WILL NOT OFTEN RELIEVE
C R O W D I N G D U E TO T R A F F I C . T H I S
C R E AT E S T H E N E E D F O R C O N T R U S T I N G
S P E A C I A L R O U T E S T H AT W I L L S E RV E O N LY
FA S T M O V I N G T R A F F I C A N D W I L L N O T B E
S U B J E C T TO I N T E R F E R E N C E S F R O M
V E H I C L E S G O I N G TO A N D F R O M T H E
B U I L D I N G S F R O N T I N G T H E A RT E R I A L
ROADS.

A F R E E WAY I S T H U S D E F I N E D A S H I G H
C L A S S D E F I N E D A S H I G H C L A S S A RT E R I A L
R O A D H AV I N G C O N T R O L L E D A C C E S S .
 The Essential Features Of
FREEWAY
ACCESS FROM ADJACENT PROPERTIES:
I N C A S E O F F RE EWAY, TH E A CC ES S F R O M A D J A C EN T PR O P E RTI ES
I S TO TA LLY D E N I E D A N D I T RE SU LT S I N TO N O N E ED F O R
PA RK I N G .

DESIGN AND CONSTRUCTION:

I T I S D ES I G N I N S U CH A WAY T H AT I T CA N CA RRY M A X I M U M
V O L U ME O F TR A F F I C W I T H T H E H I G H E ST D E G RE E O F S A FE TY.
THE ESSENTIAL FEATURES OF FREEWAY

Entrance and Exits:

To give connection to the street system, of the town, the entrance and the exits on
the freeway should be provided at infrequent intervals.

Location:
In general, the freeway would pass around rather through a city.

Traffic Control:
The key of effective traffic control on freeway lies in getting early information
and proper analysis of the same. It is thus seen that freeways have got ability to carry
high volume of traffic at relatively high speed.
 TRAFFIC CONTROL:
T H E D E L A Y S W H I C H M I G H T O C C U R O N T H E F R E E WA Y S C A N B E D I V I D E D I N T O T W O G R O U P S :

 RECURRENT DELAYS  NON RECURRENT

DELAYS
THE PREVENTIVE MEASURES WHICH CAN BE ADOPTED FOR
RECURRENT AND NON- RECURRENT DELAYS ARE AS FOLLOWS:

a.)FOR RECURRENT DELAYS

1. TO ADD LANE AT THE FREEWAY BOTTLE NECKS.
2. TO INSTALL THE TRAFFIC SIGNALS AT SUITABLE POINTS
ALONG FREEWAY SO THAT THE VEHICLE DENSITY CAN BE
MAINTAINED BELOW CONGESTION LIMIT.

b.) FOR NON RECURRENT DELAYS

1.TO DETECT AND REMOVE AS EARLY AS POSSIBLETHE
VEHICLES IN THE ACCIDENTS.
2. TO GIVE PROPER INSTRUCTION TO THE CONFUSED
MOTORISTS.
3. TO WARN THE MOTORISTS ON THE UPSTREAM OF AFFECTED
AREAS SO THAT THEY CAN EITHER SLOW DOWN OR
LEAVE THE FREEWAY.
 PRECINCTS
ROAD AESTHETICS
HIGHWAY ALIGNMENT AND SURVEYS
ARLENE
DALIMIT
PRECINCTS
 PRECINCTS

The word precinct are originally used for the enclosed surrounding a church, but
now it is used in the town planning to indicate the artificially enclosed space
formed by the arterial roads and sub-arterial roads. It is a quiet area of the
buildings in which through traffic is not allowed. The spaces marked 1, 2, 3 and
4 in the fig. 12-9 indicate precincts.
① All the roads within a precinct are strictly local roads.
② Each precinct is planned and is developed as a distinct unit for
residence, business or industry.
③ The adjoining precincts are connected either by tunnel through or
bridge over the arterial road or sub-arterial road dividing them.
④ The buildings within a precinct do not face towards the arterial or
sub-arterial roads.
⑤ The connections between the road system of the precinct and sub-
arterial roads are few and there is no connection of precinct with
the arterial road except through sub-arterial roads.
⑥ It diverts noise and bustle of the traffic.
ROAD AESTHETICS
Aesthetics—theories on the essential character of beauty.
Highway—a public road.
Design— (from a landscape architectural point of view)—the art of
organizing outdoor space for people to use and enjoy.
Simply stated, aesthetics of highway design is the art of locating and
integrating public roads into the total environment for people to use and
enjoy. As the last part of this definition implies, we are dealing with a
marriage between function and beauty.
To keep the roads beautiful and pleasing, the following general principles relating
to aesthetics of road should be observed
1. Sincere effort should be made to present decent and pleasing views along the
route followed by the road.
2. The curves along the road should be smooth and easily negotiable.
3. The footpaths on either side of the road should be provided with concrete or
neatly dressed stone kerbs. These kerbs may be suitably painted to present a
well-defined alignment.
4. The ornamental lightings with proper spacing should be installed along the
road.
5. The roads should be provided with side drains to dispose off rain water,
where necessary. The road surface should not remain wet unnecessarily for a
long time.
6. The roads surface should be maintained clean and neat.
7. The traffic signs and markings should be exhibited in thier proper
positions.
8. The traffic islands suited on the roads should be given some artistic touch
by providing statue, fountain, monument ,etc.
9. The trees grown along the road sides should be properly maintained and
over-hanging branches should be periodically pruned.
10. Wherever possible, the road arboriculture, i.e.,growing of the roadside
trees,should be encouraged. Such a practice improves the appearance of road
and break the monotony of long road.
HIGHWAY ALIGNMENT
AND SURVEYS
 The position of the center line on the highway in the ground is called
highway alignment. Highway alignment includes horizontal alignment and
vertical alignment.

REQUIREMENTS OF HIGHWAY ALIGNMENT:

The ideal alignment must have the following requirements:

• Safe (S)
• Easy (E)
• Short (S)
• Economical (E)
• Comfort (C)
The requirements can be memorized as SESEC.
 REQUIREMENTS OF HIGHWAY ALIGNMENT:
① Safe: The alignment need to be safe during construction, operation and maintenance
especially at slopes, embankments and cutting.
② Easy: The construction materials if present at the place of construction makes the
construction easier. Similarly, it should be easy during the operation of vehicles with
easy gradients and curves.
③ Short: The distance between the initial and final point need to be short so as to reduce
the construction cost.
④ Economical: The alignment should be economical during construction, operation, and
maintenance. However, if the construction turned out to be economical, the gradient may
not be easy which in turns increases the cost of operation and maintenance. Similarly, if
the vehicle operation is taken under consideration and is made economical, the
construction cost becomes higher as the gradient and curves need to be easy.
⑤ Comfort: The alignment should be fixed such that it provides comfort to the drivers and
the passengers.
 FACTORS CONTROLLING HIGHWAY ALIGNMENT:

• Government Alignment: As the road project needs a large investment, the

government should be clear about the requirement of the road (when, what, how and
why to construct).
• Obligatory Points: Obligatory points determine the highway alignment. They are
further divided into positive obligatory points and negative obligatory points.
• Positive Obligatory Points: These are those points through which the alignment
should pass.
Existing Road: The alignment should be fixed such that the newly constructed road
should link to the existing road. It reduces the cost of construction.
Intermediate Town: If there is the possibility of a straight road between point A and
B and there lies the intermediate town at C as shown, then the road need to link the
intermediate town reducing the change in highway alignment.
 FACTORS CONTROLLING HIGHWAY ALIGNMENT:

- Bridge site/Existing Bridge: The road linking with the bridge must not be curved and to include the
bridge in the road portion, the highway alignment may be changed.
- Mountain: When the road has to cross a row of hills, mountain pass may be the suitable alternative.
• Negative Obligatory Points: These are those points through which the alignment should not pass.
- Valleys, ponds, and marshy land need to be avoided.
- Religious places are linked up with the human sentiment so cannot be destroyed for fixing the road
alignment.
- Costly structures present in the way of alignment should be considered and the road alignment should
be fixed such that it won’t destroy those costly structures as the value of compensation for such structures
will be more.
- Conservation areas and restricted zones.
- Densely populated area.
- The road should not be within the boundary of the country.
TRAFFIC (TYPE, AMOUNT AND FLOW PATTERN):

The alignment should be according to the

traffic amount and flow pattern. The
number of lanes can be determined as:

A number of lanes = Traffic Volume / Traffic Capacity

GEOLOGICAL CONDITION:
Geologically stable hill slope must be considered while selecting the highway
alignment.
GEOMETRIC DESIGN:
Various factors regarding geometric design as the radius of curve, sight
distance, gradient determines the highway alignment.
AVAILABILITY OF CONSTRUCTION MATERIALS AND LABOR:
The construction works become easier and economical when the construction
materials are near the place of highway alignment.
ECONOMY:
The construction, operation, and maintenance work should be economical. So,
highway alignment is selected keeping these things in mind.
OTHER CONSIDERATIONS:

Drainage: The alignment needs to be fixed such that the number

of cross drainage structures are less.
Political Pressure: The Pressure from the government to run the
highway alignment in the way they decide also affects the
selection of highway alignment.
Monotony: Setting the straight alignment leads to monotonous
driving. So a small bend is provided to make the driver aware
and alert. The roads are designed as forgiving roads.
 ENGINEERING
SURVEY AND ITS
STAGES
 ENGINEERING SURVEY AND ITS STAGES:

• Map Study
• Reconnaissance
• Preliminary Survey
• Final Location and Detailed Survey
STRUCTURE OF ROUTE SELECTION PROCESS:

Fig: Sequential structure of route selection process.

 PHYSICAL SURVEYS: MAP SURVEY,
RECONNAISSANCE, PRELIMINARY SURVEY AND
DETAILED SURVEYS
 MAP STUDY

The study of the topographical map is done to find out the possible
routes of the road. Following information are obtained from the
map study:
• Alignment avoiding valley, ponds, lakes.
• When the road has to carry a row of hills, mountain pass may be
the suitable alternative.
• Approximate location of the bridge site.
 RECONNAISSANCE SURVEY

Simple Survey Instruments are used in the reconnaissance procedure.

Following are the information obtained from the reconnaissance survey:
• Valley, pond, lakes and other features that were not present in the topographical
map.
• A number of cross drainage structures, High Flood Level (HFL), Natural Ground
Level.
• Values of the gradient, the length of gradients and radius of the circular curve.
• Soil type along the routes from field identification tests and observation of the
geological features.
• Sources of construction materials.
 PRELIMINARY SURVEY

Sophisticated Survey Instruments are used during the preliminary survey.

Objective of the Preliminary Survey are listed below:
• To collect necessary physical information and details of topography,
drainage, and soil.
• To compare different proposal in view of the requirement of good
alignment.
• To estimate the quantity of earthwork.
• To finalize the best alignment.
 FINAL LOCATION AND DESIRED
SURVEY
• Location: The centre line of the road which is finalized in the preliminary survey is
then located in the field by establishing the centre line. Major and minor control
points are then established on the ground and the central pegs are driven, checking the
geometric design criteria. If necessary, the modification of the final location can be
altered.
• Detailed Survey: Temporary Bench Marks (TBM) are fixed at all under pass
structures and drainage structures. Levels along the final centre line should be taken
with great importance as these data are required for vertical alignment, earth work
calculation, and drainage details. A detailed survey is carried out to enable drawing
the soil profile up to the depth of 1.5-3m below the Ground Line and twice the height
of the finished embankment in the case of the high embankment. The data during the
detailed survey should be elaborated and completed for the preparation of the plans,
designing, and estimation of the project.